http://seafarerslog.org/archives/files/original/a2a5f7cc1f4cb499de960c59795ef28d.PDF 0df1ab187e120d1256a55769eec5ecdf PDF Text Text -r—.'t-; •>"- '/ ' .•>' • • .'. f ^i %l I -,- . • ^.• :. . • J^.:r: •* r a^nsiwwP ^74 -V^ /-: ,r, .C <<5 ' / ' x.x •r-'^ " - •»•«;- ' 1^ >s ^•r^. '. ' ,r . >-- • ^rit '» ^ J»-»-.»W«, <1, ^ '" rs^v #---'V>,J Where Is Our State Department? •-.'V I; "ii TM» Pt«tw It Intended I» l«» Ilii PiiMc Know Whjt l^n Itoe Ocpnrtnwnl Is Oolnj T» itm Hitionnl Sntotttf „ ..;•. • •• "Vi-'^-id ** j-r'. ••,TN« c«»HmMo« • .W:? • ^ •- • . • v«l, .'; 6" I ,•_ .; -;• V-, '^X' .rAft^io Mori^ W(p«a*^;:':^Jv. • .-I X'l //'• • . -i ' yi , •- .ir\^ > - A' ' t'-' I 1 * .>'"-• •'.- I .• 1 r.'-. I r" '-• :':/Xiv:'X' I r . J. , H," • "-i - 1 11 I Members Approve SIU-IBU Merger See Page 2 .""S-"' .-/(''A •"• '." Si- ' ¥" �^Tjrrrr f After Month-Long Vote SIU, IBU Members OK Merger of fhe Two Unions n ii The majority of both the SIU and IBU memberships have okayed the proposed merger of the Inland Boat­ men's Unitm into the SIU Atlantic and Gulf District in a month-long secret mail ballot referendmn. As a result of the two memberships' concurrence with the Resolution for Merger and Consti­ tutional Amendments, the SIU and IBU are now one strong Union governed by one unified Constitution. The ballots, which were stored at the Sterling National Bank in New York, were counted separately by SIU and IBU membership-elected Tallying Com­ mittees. The IBU Tallying Committee, which counted only IBU ballots, was elected at a special membership meet­ ing in the port of New Yoric on Aug. 17, 1976. The SIU Tallying Committee was elected at a special meeting at Head­ quarters the following day. in motion at the June membership meet­ ing in New York when the SIU Execu­ tive Board introduced a resolution call­ ing for the merger of the two unions. The resolution was overwhelmingly ac­ cepted by the membership, first at the New York meeting and then at subse­ quent meetings in all SIU port^.. i A similar I'esolution was submitted A final tabulation of the votes show that SIU members voted 2625 for the merger, and 90 against. IBU members voted 2040 for the merger, and 212 against. Since (he TaDying Committee re­ leased its report jnst as this issue of the paper was going to press, die Log will print the full text of the Committee's report in the October issue. The wheels for merger were first set Continued on Page 27 , I Jobless Rate Rises to 7.9^o; Hits High for '76 n , r: % U. S. unmnployment soared last month for the third straight month to a year's record high of 7.9 percent from 7.8 percent in July. Last December, the jobless rate was 8.3 percent—the high­ est level in more than 30 years. The Federal Government has pre­ dicted that unemployment would be cut to 7 percent by the end of this year. Last month the number of jobless jumped by 80,000 to 7.5 million, the largest hike since 7.8 million people couldn't find work last December. Those with jobs total 87,981,000. CMBmenthig (m the rise, AFL-OO "Preridmt Geoige Meany declared Tn die two years of Mr. Ford's presidaicy, the (rikial rate ol unes^yment has risen from 5.5 percmit to 7.9 percmiL That means diere are 2.5 million more Americans anen^oyed now than when he took oflke." Meany further observed that there are I million fewer manufacturing workers (jobless rate 8.2 percent) and •600,000 fewer construction workers (jobless rate 17.1 percent) today than two years ago and that these statistics show only the "official, imderstated record." He added that if the Government's figures included those workers too dis­ illusioned to look for work and those compelled to work part time due to the lack of full time jobs, an "honest count" would reveal that the unemployment rate today is a true 10.5 percent with 10.1 million jobless. Unemployment rates among heads of households almost tripled between the PRESIDENT'S REPORT: PavllUI Why We Can't Sit Still Thirty years ago this month, the American maritime labor movement, after years of struggling for recognition and dignity, achieved one of its greatest victories. This milestone event, which in a very real sense marked the coming of age for maritime labor, was the General Strike of 1946 during which thousands of American seamen shut down virtually every port in the United States. It was such a tremendous victory because not only did we win huge in­ creases in our wages and benefits, but the maritime lalwr movement emerged from the strike as the most powerful force within the U.S. maritime industry. However, 30 years is a long time,^ and since the General Strike of 1946 the U.S. maritime industry has undergone a more radical change in regard to technology and methods than any other traditional American industry. The old ships are gone, the old companies are gone^ and some of the tradi­ tional seafaring skills are no longer applicable aboard the automated mer-. chant vessels of today. Think about it! In 1946, there were several thousand liberty ships alone in the U.S. merchant fleet. Today, the entire U.S. fleet has no more than 500 ships, including tankers, dry bulk carriers and containerships. In 1946 the U.S.-North Atlantic liner cargo run required 250 ships for proper service. Yet today, just 10 SL-7's could conceivably do the same job. It should be clear to all of us that a great many changes have-taken place and will continue to take place in our industry. Our bldtimers will remember that in 1946 the SIU had 11 wmpanies unemployment to 3 percent, it would give the Government $70 billion in new tax revenues each year. In lost buying power for the Ameri­ can worker, prices rose 14.1 percent under the Ford Administration. Gro­ cery prices rose 71 percent in the last eight years with potatoes, bacon, sugar and coffee prices more than doubled. A retired couple living in an urban area had their cost of living go up 7 percent this year. And finally, residential electricity rates have gone up a startling 76.4 per­ cent; natural gas prices went up to .96 cents per 1,000 cubic feet; home heat­ ing prices increased .24 cents; gasoline prices also jumped 76 percent and in­ terest rates have gone sky high dfiring the GOP reign. 1969 and August 1976. The rate for black workers moved up last month to 13.6 percent from 12.9 percent the month before. The jobless rate for wo­ men between 20 and 24 jumped sub­ stantially. The rate for adult women rose to 7.7 percent from 6.6 percent in July. Teenage Jobless Rate For black teenagers, the jobless rate this August was 40.2 percent from 34.1 percent in July! For other teenagers 16 to 19, unemployment climbed to 19.7 percent from 18.1 percent in July. The economic cost loss from unem­ ployment means that for every 1 per­ cent of joblessness, the Government loses $14 billion in uncollected taxes. If we could go from our 7.9 percent under contract, not one of them a tanker outfit. And of these original 11, only two companies. Delta and Waterman, are still in existence. Gone are such familiar names on ffie old ships as Alcoa, Bull Line, Eastern, Robin andmore. Back in 1946, we could have sat back and lived comfortably with what we had achieved—^for a few years anyway„ But if we had done this, the SIU would unfortunately be lying in the same graveyard with Bull Line, Robin Line and the rest. Instead, we worked hard to better ourselves, and as a result, the SIU today is the strongest maritime union in America holding contracts with 85 deepsea and Great Lakes liner, bulk and tanker operators, as well as contracts with 90 tugboat outfits. I believe we have achieved our stature as a strong, viable labor Union for three very important reasons: we have had the intelligence to recognize our problems, and with an eye on the future, have worked hard to solve them; we have maintained the flexibility necessary to accept radical change instead of fighting it; and most importantly, we as a membership have maintained 9 high degree of internal unity—the ability to work together for the collective good of the organization despite personal likes or dislikes. Internal unity has always meant a great deal to us as an organization because without a united membership the SIU could not have organized the shipping companies which are the basis of our job security structure. Without a united membership we could not have successfully entered into politics, which today and in the future holds the fate of the maritime industry. And without a united membership we could not have established the training and upgrading programs at the Harry Lundeberg School, which is providing the SIU membership with the seafaring job skills of the future, such as LNG/LPG. Oddly enough, the SIU of 1976 is in much the same position as the SIU of 1946. We can sit back and live comfortably with the gains we have made, and we could probably do well for a few years. But eventually we would fall by the wayside. Or in the tradition of the SIU, we can continue and intensify our organinizing, political and educational programs, not only to keep the SIU strong for 1977 and 1978, but to break new ground in developing a base of security for aU Seafarers—both the young men just starting out and the oldtimers ready to retire—for years to come. The opportunity for growth and increased security for the SIU as a viable labor organization is well within our reach. By remaining a united member­ ship and working together as we have always done, we can boost U.S. mari­ time back to the top of the competitive world merchant marine, while at the same time solidifying our own role within the industry. When you look at it closely, nobody can stop us but ourselves. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District AFL.cio fivn Fmirth AW> D••<^ALlw» M V 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVIII, No. 9, September 1976. ' Fourth Ave., Brooklyn. N.Y. Page 2 Seafarers Log -iriy L.-aaSv' T'J �To £/ecf CaHor-Mondale Ticket AFL-CIO General Board Sets 6-Point Plan The labor movement launched its "all-out campaign" to elect the Demo­ cratic presidential ticket of Jimmy Carter and Walter Mondale when last month's meeting of the AFL-CIO Gen­ eral Board unanimously adopted a sixpoint program of political action and education "to make the nation a win­ ner on Nov. 2." The General Board, which is made up of representatives of the AFL-CIO's 109 affiliated unions and seven de­ partments, afiirmed that "Jimmy Carter has earned the support of labor and all Americans through his record of posi­ tive accomplishments as governor of the State of Georgia, the policies and programs he stands for, and his con­ duct of the campaign for the Demo­ cratic nomination which displayed the characteristics of leadership, dedication and hard work needed in the ofiSce of the President." The Board, which was meeting for the first time in more than three years, also noted that Carter "has made jobs his number *• i.e issue and has addressed himself to the majo" concern of woricii^ Americans—fear of losing their jobs." On the other hand, the General Board tagged the 1976 Republican Party Platform as "anti-worker, antilabor and anti-progress," and the Board charged that "in every instance where the Republican Party had an oppor­ tunity to choose between a moderate, progressive, firmly-rooted program and the strident, divisive rhetoric of the ex­ treme right, it chose the extreme right." Six Point Program Along with a pledge of "united, untireless efforts . . . in support of the Carter-Mondale ticket," labor's sixpoint program will include: • A massive voter registration drive among union members that sets a tar­ get of 100 percent registration of union members and their families. Full labor support of the A. Philip Randolph Institute, the Concerned Seniors for Better Government, the Labor Council for Latin American Ad­ vancement and Frontlash in their ef­ forts to register minorities, the elderly and the young. • Intensified efforts to inform ter cited balanced growth, stable prices and well-managed Government as the "basic ingredients that must go into the correction of our economic woes." Carter also paid tribute to labor for its historic fights on behalf of minimum wage laws, adequate health care, tax reform and Social Security. Democratic Presidential nominee Jimmy Carter waves to AFL-CIO General Board meeting after hearing labor's program to elect him in November. With Carter, from the left are AFL-CIO President George Meany; AFL-CIO Secre­ tary-Treasurer Lane Kirkland; Georgia AFL-CIO President Herbert H. Mabry and Machinists President Floyd E. Smith. union members of the issues in the elec­ tion, where the candidates stand, their records, and the proposals contained in the platforms of the two parties. • Continued and intensified efforts to elect a liberal, progressive House and Senate that will give Carter the support he will need as President to get America back to work. • The strongest, most effective getout-the-vote campaign ever conducted by the labor movement, including the establishment of phone banks, car pools, babysitting services and other mechanisms to help union members get to the polls on Nov. 2. • Total support of COPE (labor's political arm) as the best, most effec­ tive vehicle to achieve these goals. The General Board made it clear, however, that "achieving victory on Nov. 2 requires more than resolutions, endorsements and rhetoric. It will reqyi^e millions of volunteer hours, millions of telephone calls, massive mail­ ings and the personal commitment that trade unionists bring to politics." Responds Appreciatively In response to labor's support, Car- INDEX Legislative News Washington Activities ..... Page 9 Committee changes Page 9 Union News President's Report .... ... .Page 2 SPAD honor roll .... Page 31 Headquarters Notes Page 7 New York meeting. Page 4 General News Seapower symposium Page 5 National unemployment .. .Page 2 AFL-CIO General Board meets ..Page3 Platforms compared ......Page 5 Fishery council appointment — Page 7 Automation symposium ...Page 3 Sailors Snug Harbor..... Page 8 Shipping St. Clair............ September, 1976 Page 5 Dispatchers Report Ships' Committees Ship's Digests Page 21 Page 6 Page 26 Training and Upgrading Upgrading class schedule, requirements and application Pages 28-29 Seafarers participate in "A" seniority upgrading ... Page 30 GED requirements and application Page29 Membership News Numismatist Page 13 Former scholarship winner Page 19 New SlU pensioners Page 22 Final Departures Pages 24-25 Special Features What Is SPAD? Immunization Seapower article Back Page Page 23 Pages 10-11 ter told the General Board gathering, which^also included the 50 AFL-CIO State Federation presidents, that he ex­ pected a close race, which "makes labor's support even more vital and more appreciated," and he declared, "the difference in winning and losing will be in the hands of people like you and those you represent." Calling full employment "the most important thing of all" for economic recovery. Carter affirmed: "Some peo­ ple say it costs too much to put our people back to work. I think it costs too much not to put our people back to work." In addition to full employment, Car­ Supports Maritime Even before the AFL-CIO pledged their "all-out support" for Carter, the former Georgia governor came out strongly for a U.S. merchant marine capable of hauling "a major portion of our own foreign cargo." More than three months ago. Carter announced a four-point program for rebuilding the U.S. merchant fleet, as follows: • Assure continuing presidential at­ tention to the objective of having our nation achieve and maintain the de­ sired U.S.-flag merchant marine. • Dedicate ourselves to a program which would result in a U.S.-flag mer­ chant marine with ships that are com­ petitive with foreign-flag ships in origi­ nal cost, operating cost and produc­ tivity. • Enact and develop a national cargo policy which would assure our U.S.-flag merchant marine a fair share of all types of cargo. • Continue to enforce our Ameri­ can cabotage laws, such as the Jones Act, which requires that U.S.-flag ships trade between our U.S. domestic ports. In addition to Carter's pledge, the Democratic National Convention voted to incorporate a strong maritime plank into its 1976 platform. The Republi­ cans rejected a similar maritime plank. (See related story in this Log). "Consider Mental Health" Hall Submits Challenge To Automation Planners WASHINGTON — SIU President Paul Hall told 300 delegates from 15 countries attending an international conference on shipboard automation that they must concern themselves with the "human consequences" of improved technology. Speaking at the Second International Symposium on Ship Operation Automa­ tion held here recently, President Hall said that what alarms him more than the elimination of jobs through automation is the "degradation of jobs" and the threat to "workers' mental health." He said that boredom aboard ship has always been a fact of seafaring life, but with an automated ship—with no real duties to perform—"men's minds and reflexes could degenerate beyond any hope of revival." But, Hall said, consid­ eration of the "human element" in de­ signing automated ships could dampen the debilitating effects of mindless auto­ mation. He stated: "Job design may be the key and when highly automated ships are laid out, the role of crewmen should be taken into account by striving to build in such fac­ tors as interest and mental stimulation." Hall said that maritime labor does not oppose automation. HeL.said: "We rec- ognize how much it is contributing to the safety and comfort of the ships we sail. It can continue to make our fleets more competitive in the transportation race, and create more jobs than it elim­ inates." But he pointed out that automation must be applied with "due concern for the human beings—Seafarers—who are committeed to live on a small floating world for long periods of time." Hall said that employers have for some time been required by law to pre­ serve the riches of nature and safeguard the physical well-being of employees, and he asked if it wasn't reasonable to see the same consideration for workers' mental health. He said: "As sure as industry has a legal obl^ation to care for the physical health of workers, it has a moral obligation to care for their sanity." Summing up with a personal observa­ tion on the meaning of scientific ad­ vancement, Hall said: "What is obvious above all is that mankind, not science, must be in con­ trol—that scientific progress is not the ultimate purpose of the human race, but human progress must be and is the ultimate purpose of science." Page 3 �r rcrivs3-ii,«?;• •fj-rx'.-.- August and September .J Emphasis on Upgrading at N.Y. Meetings %• A '\ h) ^ I ^here's always something new X cropping up in the 'maritime in­ dustry and within the Union itself, and what better place to find out about it than at a monthly member­ ship meeting. In fact, the monthly meeting can be better than reading about new developments, because the meeting provides an open fomm for discussion and action on the issues. At the last two membership meet­ ings, August and September, in the port of New York, the emphasis has been on the need for continuing the upgrading of job skills and ratings for Seaforers. This message yfas primarily car­ ried on the lips of graduating 'A* Seniority Upgraders who had com­ pleted die 30-day course and were receiving their full books. At Au­ gustus meeting, the first expanded class of 12 seniority upgraders grad­ uated, with the second expanded class getting their hooks at the Sep­ tember meeting. In all, 262 Seafar­ ers have achieved 'A' Seniority through this program in the last three years. Each upgrader took his turn on deck, passing on some good words to the membership. And the good word almost always was to take full ad­ vantage of the training and upgrad­ ing prograr": at the Lundeberg School, because, from their own ex­ perience, education holds '^unlimited opportunities'* for Seafarers. As at every membership meeting at Headquarters, SIU President Paul Hall brought Seafarers up-to-date both on the most pressing issues affecting maritime today, and what the SIU is doing about them to pro­ tect our job stnicture and security. In addition, SIU Vice President Frank Drozak gave a rundown on the Union's progress in contracting new companies and new ships, as well as what ships had been laid up or lost in the previous months. fl t- y..'| The happy Seafarer displaying his new full 'A' book after September meeting is Seniority Upgrader Gilbert Payton. , " SIU Executive Vice President Frank Drozak talks about the SlU's progress in contracting new companies and new ships. SIU Representative Pete Loleas, left, registers three Seafarers for work before meeting. They are, from the left, Dan Mullins and B. Bergrund, able-seamen, and Ed Kaznowsky, chief steward. August membership meeting in port of New York, Atlantic Coast Vice Presi­ dent Bull Shepard, standing at dais, chairs meeting. Upgrader Roberto Duron is shown at the Septem­ ber meeting after receiving full book, firefighting endorsement and first aid certificate he achieved through 'A' Seniority Upgrading Program. Page 4 Upgrader Joe Townsend, a cook and baker, has his chance on deck as he graduates during August membership meeting At August meeting 'A' Seniority Up­ grader George Lusk encourages Sea­ farers to take advantage of educa­ tional opportunities at Lundeberg School. SIU President Paul Hall gives the membership a rundown on the most pressing issues affecting maritime today and what the Union is doing about them to protect jobs and job security. Upgrader Barney Loane is part of the first expanded class of 12 seniority upgraders. A total of 262 Sea­ farers have received^their full books through this program in the last three years. Seafarers Log �it5.-..rt7TOfej«re • At Navy League^ NMC Symposium J'/ Hall Urges US, Adopt Total Seapower Concept NEW ORLEANS —Fear that the United States could "fade as a great power" unless it strengthens its seapower concept was expressed recently by SIU President Paul Hall. Speaking at a Symposium on Seapower, sponsored jointly by the Navy League and the National Maritime Council, Hall warned that the decline of America's Navy and merchant ma­ rine would continue until the U.S. "adopts a total seapower perspective." Citing what he termed "the precipi­ tous decline" of both the U.S. Navy and the merchant marine. Hall called for greater cooperation between these two seaborne services. He said: "Too often wc have lacked the breadth of vision to see America's seapower as an integrated whole." In urging closer cooperation between the Navy and the merchant marine. Hall said that the use of the merchant fleet for certain auxiliary services would— result in a saving of Navy shipbuilding funds which could be "reprogrammed to build more of the Navy combat ships __ ^ ^ • PlOtfOrmS ConnpQr0Cl • our nation so desperately needs." Hall said that the feasibility of such programs was adequately demonstrated when the SlU-contracted Erna Eliza­ beth successfully participated in an ex­ perimental program to see if privately- a'ii operated U.S. tankers could supply U.S. Navy combat ships at sea. He said that in its'broadest sense, a nation's "seapower" includes all those elements that permit it to use the oceans to its advantage—"its Navy, the mer­ chant fleet, its shipbuilding, its fishing industry and its knowledge of marine science and engineering." ' Office of Maritime Affairs Taking part in the Seapower symposium were, from the left seated: Paul Richardson, vice chairman of Sea-Land Service, Inc.; Robert Blackwell, U.S. rnaritime administrator; Paul Hall, president of the SIU, and E. B. Potter pro­ fessor of History at the U.S. Naval Academy; from the left standing: Frank McNerney, central regional director of the U.S. Maritime Administration; Norman Polmar, editor of the U.S. section of Jane's Fighting ships; Don Walsh, professor at the Institute of Marine and Coastal Studies at the Universlty of southern California, and Rear Admiral William H. Livingston, U.S. Navy, retired. Hall also called for the creation of an Office of Maritime Affairs at the White House level to coordinate various civil­ ian maritime activities, and to "permit more constructive interfacing with the Navy." Such an office, he said, would give "greater visibility and emphasis to total seapower needs." Pointing to the increasing dependence of the United States on waterborne im­ ports of energy and raw materials. Hall urged the development of a national cargo policy to provide for a "more re­ liable transport capability" for strategic imports—and he expressed confidence that a guaranteed share of oil imports for U.S.-flag ships "will ultimately be­ come law." • t,-^ • rj ''ii Republicans Make No Mention of Merchant Marine The Republican Party's 1976 presi­ dential campaign platform released late last month does not contain even one specific reference to the U.S.-flag mer­ chant marine, unlike " the Democratic Party's platform which includes a threepoint plank calling for a national mari­ time policy. SIU President Paul Hall, along with Moore-McCormack Resources Chair­ man James R. Barker, spoke before both parties' platform drafting commit­ tees on behalf of the U.S. maritime in­ dustry, presenting strong arguments in favor of protecting and expanding our merchant fleet. The maritime proposals they pre­ sented had been drawn up by the Com­ mittee for a New Maritime Program, formed through the SIU's initiative, and composed of over 60 maritime unions, companies and associations. The Democrats reacted to the pro­ posals by drafting and approving a specific maritime plank which commits them to a revitalization of the U.S. fleet. Dealing directly with the American merchant marine's problems, this threepoint plank calls for, "a strong and competitive merchant fleet, built in the United States and manned by Ameri­ can seamen, as an instrument of inter­ national relations and national security. In order to revitalize our merchant fleet, the (Democratic) party pledges itself to a higher level of coordination of maritime policy, reaffirmation of the objectives of the Merchant Marine Acts of 1936 and 1970, and the develop­ ment of a national cargo policy which assures the U.S. fleet a fair participa­ tion in all U.S. trades." Republicans Avoid Maritime Although the transportation section of the Republican Party's platform men­ tions the interstate highway system, de­ veloping new automobile and rail sys­ tems, aiding railroads by abolishing present regulatory restraints and the unfair treatment of U.S. airlines at for­ eign airports, it fails to even specifically mention ocean transportation. The only section which can be in­ directly related to maritime states that "The Federal Government has a special responsibility to foster those elements of our national transportation system that are essential to foreign and inter­ state commerce and national defense." In its section on energy proposals the Republican platform calls for a reduced dependence of foreign energy sources. Once again the role of the U.S. mari­ time industry is ignored and ocean transportation of energy is not men­ tioned. Overall Republican Platform Organized labor's overall opinion of the Republican platform has been characterized by AFL-CIO President George Meany as a platform "only a William McKinley could love," written in a tone that is "condescending and paternalistic towards workers, minori­ ties, the elderly and the poor." "For the elderly," Meany charges, "there are kind words. For the poor, charity from private institutions. For workers, more so-called 'right-to-work' laws." A comparison of the two parties' platforms shows that the Democrat's coincides with the proposals made by the AFL-CIO "in jobs, the economy, social programs, foreign policy, civil rights and education, in nearly every area," Meany said. The Democratic platform opposes "right-to-work" laws while endorsing full employment, tax reform and other pro-labor legislation. y r: f :-1i Congressional Bill Would Gut Food Stomp Program If conservatives in Congress have their way, striking workers will not be able to receive food stamps. In August, / some Congressmen got a bill approved in" the House of Representatives Agri­ culture Committee that would gut the food stamp program. This measure, H.R. 13613, also would cut benefits for unemployed and low wage workers. The Amalgamated Meatcutters and Butcher Workmen is spearheading la­ bor's fight against this bill, which will be debated on the House floor in Sep­ tember. "This fight is crucial," Leon Schachter, international vice president of the meatcutters union-warned in a letter to the SIU and other unions. "The food stamp program has been extremely important to the welfare of unemployed workers and their familiesjn the current recession. It has been vital to the suc­ cess of many unions during long strikes." Churches,- civil rights and civic groups, together with unions, are now gearing up to strike out the bad provi­ September, 197; sions of this bill while protecting the good parts. severely limited. These deductions are used in calculating a family's net in­ come to determine if they are eligible. Also slipped into the bill is the re­ Major Alms Labor and its allies will seek certain major aims concerning this bill. The most important is to eliminate the ban on strikers. Even though striking work­ ers meet all the eligibility requirements of the program, the House Agriculture Committee voted 20-17 to prevent strikers and their families from receiv­ ing food stamp benefits. Second, unions and their allies will seek to restore some of the benefits that were cut by the Committee. Although low wage workers lieed food stamps to supplement their income, under H.R. 13613 only families living at or below the Government fixed poverty level would qualify. The new limiting yearly income for a family of four would be $5,500 compared with $6,636 under the current program. Under the new bill, standard deduc­ tions allowable from gross income are • quirement that states contribute two percent more of the program's cost. Third, then labor is opposing this proContinued on Page 27 Giant^ New Lakes MlV St. Clair Hauls Coal to Detroit The SlU-manned 770-foot M/V St. Clair (American Steamship Co.), which holds a record as the largest vessel ever side-launched on the Great Lakes, is now hauling 45,000 short tons of Mon­ tana low sulphur, clean-burning coal from the twin ports of Duluth-Superior, Wise, to the Detroit Edison Company's new electric generating plant on the St. Clair River in Michigan. The $24-million carrier, which is on a long term contract to haul coal for the utility, was built by the Bay Ship­ building Corp. of Sturgeon Bay, Wise, which will build two more sisterships to the 43,500 dwt M/ V St. Clair. At this very moment, an even larger coal car­ rier, the 1,000-foot M/V Belle River (American Steamship Co.) is now under construction at the Bay Shipyard. She'll be delivered next summer and also go into service for the Detroit Edi­ son Co. This year alone 2.6-million tons of Montana coal will be carried on the Lakes to the Detroit utility and 8-million by 1980. The M/F St. Clair has a self-unload­ ing capacity of 7,000 short tons an hour. Her diesel engines produce a 10,500 shaft hp at a speed of 16 mph. The ship's draft is 30 feet. Peire 5 '.y; •i �The Committee Page Eagle Voyager Committee Thomas Jefferson Committee A % I Deck Delegate Don Paccio (left) has his arm around Recertified Bosun Elbert Hogge, ship's chairman of the SS Eagle Voyager (Sea Transport) as they pose for a photo with the rest of the Ship's Committee of Steward Delegate James E. Ward (left), and Engine Delegate E. P. Burke. The ship paid off on Aug. 11 at Stapleton Anchorage, S.I., N.Y. Seated above Engine Delegate John "Zero" Fedesovich gets his photo taken with the Ship's Committee of the SS Thomas Jefferson (Waterman) at a payoff recently in Port Newark, N.J. The other members of the committee are (I. to r.): Deck Delegate George Glennon; Recertified Bosun Albert J. Doty, ship's chairman: Steward Delegate Fred Washington, and Chief Electrician Ross Guymon, educational director Houston Committee Charleston Committee • tf'' lis I Two recertified bosuns, Jan Beye (2nd right), ship's chairman, and Deck Dele­ gate Walter Gustavson (right) are on the Ship's Committee of the SS Charles­ ton (Sea-Land). Other members are (I. to r.); Chief Steward J. Nash, secretaryreporter; Steward Delegate Righetti, and Engine Delegate Jose Del Rio. The ship paid off Aug. 20 in Port Elizabeth, N.J. Yukon Committee Bosun B. R. Kitchens (2nd right), ship's chairman of theT/SA/S Vu/con"(Hudson Waterways), is on deck with the Ship's Committee of (I. to r.): Steward Dele­ gate John Thomas; Engine Delegate Calvin Wilson, and Deck Delegate E. Beverly at a payoff on Aug. 18 in Port Reading, N.J. Recertified Bosun Frank Teti (2nd right) ship's chairman of the SS Houston (Sea-Land) sports a neat suntan at a payoff on Aug. 26 in Port Elizabeth, N.J. The other members of the Ship's Committee are (I. to r.): Chief Steward C. J. Gibson, secretary-reporter; Steward Delegate Tom O'Brien, and Deck Dele­ gate H. McCue. Tampa Committee Recertified Bosun Guillermo Castro (right), ship's chairman of the SS Tampa. : (Sea-Land), leads a happy crew and Ship's Committee at a payoff on Aug. 20 in Port Elizabeth, N.J. From left are: Pantryman Sara Sotomayor; Steward Delegate Edgar Vazquez; Chief Steward B. B. Henderson, secretary-reporter, and Deck Delegate .Nick Caputo. Seated is Third Cook Roberto Escobar. Page 6 Seafarers Log f . •it:'"• �-TT-r Headquarters Notqs by SIU Executive Vice President Frank Drozak Through shipboard Union meetings, Seafarers let the SIU know about their problems and their views on Union affairs. Problems on board ship, except for petty personal quarrels, can be aired and settled. The minutes are sent to Union Headquarters so SIU officials can learn what the members are thinking and patrolmen leam about outstanding beefs that need to be settled at payoff. For a vigorous and democratic Union, all men at sea should actively participate in the meetings. The shipboard meeting is also the Union's way of keeping the members informed about what is going on. Copies of the Log with up-to-date news about industry and Union affairs are sent out to the ships with a list Of the most imimportant articles. Headquarers sends telegrams about urgent Union matters to the ship's chairman. Sometimes members complain that they cannot think of anything to discuss at their meetings. Reading aloud articles from the Log and discussing them is thdbest idea. Meetings are held each Sunday while a ship is at sea. All members except those standing watch should attend. The bosun serves as the ship's chairman, the chief steward acts as the sec­ retary-reporter and the treasurer and keeps the minutes, and the chief elec­ trician, pumpman or day working QMED serves as the education director. In addition to these three men, the ship's committee consists of an elected delegate from each department. So the meeting will run smoothly, there is an agenda, which simply means the order in which the meeting is conducted. First, the chairman calls the meeting to order. Second, the secretary-reporter reads the minutes of the previous meeting. Third, the delegates from each department read their reports which can include any problems in the department such as disputed overtime. The members vote whether to accept or reject all reports. Fourth, old business is discussed. Every member has a right to speak, but if everyone speaks at once, that infringes on the rights of people who have some­ thing to say. Therefore, no one should speak unless he has been recognized by the chair. You may be recognized by holding up your hand or standing up. The method of bringing anything to the attention of the crew for action is to make a motion. Discussion can only take place after a motion has been made and seconded, except in that part of the agenda entitled "good and welfare." Motions should deal only with the business at hand. After the dis­ cussion, a vote is taken. After the old business is finished, the fifth item—new business—is discussed. Sixth is good and welfare. During good and welfare, you can get up and talk about what you think should be done by the Union and for the benefit of the Union. This is a good place for the oldtimers to clarify issues and give the score to the newcomers. Any questiops can be asked. No motions can be made or actions taken. It is strictly a discussion period where the membership can clear the air and give and get information. To be effective when you get the floor, remember to keep to the point— convince with facts—don't become personal—and keep it short. A pint of tact is worth more than a case of Scotch! Last, we observe one minute of silence in honor of our departed brothers. Then the meeting is adjourned. Shipboard meetings are conducted according to Robert's Rules of Order, which are standard for running meetings in the English speaking world. For details on the fine points of running a meeting, consult the Robert's Rules which are found on every ship and in every Union Hall. In Union business occurring this month, 11 more Seafarers graduated from the "A" Seniority Program. This brings to 262 the number of men who have guaranteed their security by earning their "A" book. At the same time, they build the future of the Union by replacing our older brothers who are now retiring and have passed away. Guaranteeing the future of the Union and looking out for our job security is every member's business. The best way to do this is through upgrading at the Lundeberg School in Piney Point, Md. There are many programs each month down at the school which lead to specific endorsements. Of these, perhaps the most important is the firefighting course, one day of which is spent in Piney Point and one in Carle. N.J. In the future, all U.S. seamen will be required to have a firefighting certificate. Looking to the very near future, LNG/LPG tankers will soon be sailing in the U.S. merchant fleet. To work on board one of these technologically ad­ vanced tankers, special training is required which you can get at the Lundeberg School. (See the upgrading schedule in this issue of the Log for details). The plans for the Steward Department Recertification Program are coming along well. A curriculum is being worked out and will soon be presented to the members. '• / J .1 V$ i L SIUNA Official Named to Fishery Management Council John Burt, secretary-treasurer of the SIUNA-affiliated New Bedford Fisher­ men's Union and a vice president of the SIUNA, has been appointed to a twoyear term on the New England Fishery Management Council, one of the largest of eight regional councils set up for the management and conservation of U.S. fisheries within the newly established 200-mile fishery conservation zone off America's coasts. Burt, one of 68 voting members of the eight regional councils, was appointed to the post by Secretary of Commerce Elliot Richardson at the request of Massachusetts Gov. Michael S. Duka­ kis. He represents the only voice of an AFL-CIO-affiliated union on the eight coiihcils, which are made up mostly of people from industry, government and environmental groups. In addition to the New Englahd Council, the Fishery Conservation and Management Act of 1976, which goes into effect Mar. 1, 1977, calls for re­ gional councils to represent the Mid- atlantic. South Atlantic, Caribbean, Gulf, Pacific, North Pacific and Western Pacific areas. The councils' jurisdiction will cover the 2(X)-mile conservation zone limits off the Atlantic, Gulf and West Coasts, Alaska and Hawaii. These regional councils, considered the basic tool for the management and conservation of America's fisheries, are designed to fulfill six vital functions: • To develop fishery management plans and amendments to them. • To submit periodic reports to the secretary of commerce (the Commerce Department is responsible for enforce­ ment of the 20()-mile limit). • To review and revise assessments (rf optimum yield and allowable foreign fishing. Optimum yield is defined by the Commerce Department as that part of a fishery that will provide "the greatest overall benefit to the nation, with par­ ticular reference to food production and recreational opportunities." • To conduct public hearings on de­ velopment of fishery management plans and on the administration of the 200mile law. • To establish scientific and statisti­ cal committees and necessary advisory panels. • To undertake any other activities necessary to carry out the provisions of the law. Council members say they will take all economic, social, biological and eco­ logical factors into serious consideration in developing their programs for Amer­ ica's fisheries. Burt says that he hopes his participa­ tion on the council will help "give New England fishermen an even break." Currently, Burt is an industry, ad­ visor to the International Commission for the Northwest Atlantic Fisheries, which has attempted to manage fisheries stocks in the Northwest Atlantic for the past two decades on an international basis. .A y Three "SPAD" Contributions Unclaimed Steiiait Wages Below is a list of Seafarers who have imclaimed wages due them from Steuart Tankers. According to the company, hone of the apiounts is less than $5.98 and most are from $20 to $45, The largest is $586. Nicht^ Andreadis WUIiamE. Babbitt Raod^S-BaUey iUfonso Betancourt James F. Brack james E. BrewerKevin R. Carison Stanley J. Ci jfeahkJ*'" September, 1976 If your name appears below, the com­ pany asks that you send your request along with your Social Security number to: Steuart Tankers Company, P.O. Box 25398, Houston, Tex. 77005. Anasfacio Cruzado I Carl Byron Davis Pedro T. DeAkino Stephen Demetri James R. Davis ' Cl^es W. Eastwood Farook Mohamed Essa Daniel W.Franck WUliaih J. Gagne^ Jobnnie L* Ifodiii^j Frmicls Mclntyre Joseph Milukas Joaquin Ntdascq Victor Prado Peter Sernyk RayL.Sireiigt|» ^" RgymondT^rnel'^ ' :\FrancisK»:^mijt;^ ( First tripper Ub Kevin Taylor (right), second tripper Steward Utility Alvin Robinson (left), and AB A. Maldonado happily hold their $20 SPAD receipts after making contributions at a payoff recently aboard the SS Borinquen (Puerto Rico Marine) in Port Elizabeth, N.J. Brothers Taylor and Robinson are graduates of the Lundeberg School of Seamanship. Page? • �K •, -. ' • • . . .! Tell Court Promises Unfulfilled. S Two Snug Harbor Residents in N.Y. Battle Trustees The two Snug Harbor residents who remained behind when the home for old sailors nioved from its 143-year-old Staten Island site to a new location in Sealevel, N.C.—76-year-old Johan Ba­ gel and 60-year-old Anthony Pujol are still living on the abandoned Snug Harbor grounds. The two retired seamen have re­ fused to leave the Staten Island grounds where they have been living since June in a deserted mansion-like building without hot water, heat or companion­ ship in an attempt to force the Harbor's trustees to honor their promise to ar­ range for accommodations and to sup­ plement the income of men not wish­ ing to move to North Carolina. When the trustees had sought per­ mission two years ago to move the Harbor from Staten Island they had agreed to aid any resident wishing to remain in New York. 22 Signed Letter Although at least 22 men had signed a letter stating that they would not move to Sealevel, the trustees waited until only two weeks before the move to begin arranging for other accom­ modations. Under the pressure of hasty and confused last-minute arrangements all but nine of the old sailors felt they had no choice but to move to the isolated North Carolina site. Arrangements were made for five of the nine to move into nursing homes in the area, one was assisted in finding an apartment and one man disap­ peared. Bugel and Pujol, however, re­ fused to be forced into accepting what -§ if I S':'. they considered unsatisfactory settle­ ments. Before the move, Bugel said, the trustees "just had a man from the at­ torney general's office walk in and say, 'Here's a place to live; go live there.' They said I had to pay for all of it my­ self. And they were helping out the other men." After the Harbor moved the trustees began eviction proceedings against Bu­ gel and Pujol. In the court proceedings which followed, the two old mariners have stated that they need a minimum of $600 dollars per "month to continue living in the New York area and that the trustees should supplement their income to bring it up to that level. The trustees have made a number of offers, but all were well below the $600 level. Resolved to Remain Unable to reach an agreement, Bugel and Pujol have resolved to remain at the deserted estate, which is being con­ verted into a cultural center by area residents, until either properly provided for or evicted. Meanwhile, the trust­ ees are continuing their eviction pro­ ceeding. Serious problems also plague many of the Snug Harbor residents who did move to the new facilities in Sealevel. Set in an isolated section of the North Carolina coast. Harbor residents with complaints find that they have no recourse if the Harbor's director or trustees choose to ignore their prob­ lems. Men who lost most of their personal belongings in the move or who were • •i V ' 'r- J: Protesting the Snug Harbor Board of Trustees' failure to live up to its promise of aid, old Harbor residents Anthony Pujol (left) and Johan Bugel (center) explain to a local TV reporter why they have refused to leave the deserted Staten Island home for old sailors. swered complaints about Harbor man­ promised reparation for possessions agement. they had to leave behind now find them­ The isolated location and lack of selves unable to collect the money due public transportation also means that them. 29 Miles From Town most of the old sailors who were ac­ customed to moving freely around New New to the area, as well as 29 miles from the nearest town and without pub­ York now find it nearly impossible to lic transportation, these men are now even leave the Harbor grounds. A poorly stocked library, only one unable to bring their unanswered com­ plaints to an outside arbitrator. In the public phone for all the residents, as well as unfinished construction and past the SIU, the N.Y. Attorney Gene­ landscaping at the new site are also ral's Office and other public watchdog agencies with offices in N.Y. City were major sources of discomfort which are quick to offer assistance and protection compounding the problem of isolation to residents with problems or unan­ for the old mariners. SlU's Aleohpl Rehabilitation Center Has Helped 80 Seafarers In the seven months since it opened it's doors, the SIU's Alcohol Rehabili­ tation Program has helped nearly 80 Seafarers come to terms with their drinking problems. • Before the inception of this unique program, a Seafarer with a serious drinking problem had few alternatives. He could try to overcome his problem by himself; he could turn to shoreside organizations such as AA which are not geared to the specific problems of sail­ ors, or, as was all too often the case, he could just keep drinking. Because there are Seafarers who suf­ fer from alcoholism and because we realize the speciaT problems of a Sea­ farer's life, the SIU established the Rehab Center at Piney Point. It will, we believe, help hundreds of Seafarers to recover from the disease of alcoholism. Seafarers who might other­ wise have shortened their lives and their careers without the aid of this special alcoholic rehabilitation program. In an attempt to spread the word about this unique project. The Center will be publishing a newsletter which will explain what's going on at the Piney .--.J SIU Alcoholic Rehabilitation Center ! I Point facility, as well as provide mem­ bers with the real facts about alcoholism. The first issue should be available at SIU Union Halls within the next few months. In the meantime, if you have any questions about our alcoholism pro­ gram talk to your port agent or contact the program's director Bill Hibbert at Piney Point. Alcoholism is a major problem. One out of .every 10 Americans who drink has a serious drinking problem. Alcoholism is a disease. It can be treated. Finance Committee in Action T am interested in attending a six-week program at thb SIU Alco­ I holic Rehabilitation Center. I understand that this will be kept strictly confidential, and that no records or information about me will be kept • anywhere except at The Center. •-. r-'v •" .j"'- I y. I blame -iBook bio. ... I I ' */• V ^kddress ....................................... (Street or RFD) (City) (State) .T (Zip) 'f.' a- Telephone No. ......... Mail to: THE CENTER ^ ^ Star Route Boxl53-A " Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 Page 8 r't^ r ft * . • • - 1-I •• •» ••'"i•• •/•-'.I . • • >..• V '• • • .'V -.#1 Quarterly Finance Committee Chairman Warren Cassidy (center), who sails in the steward department, goes over the figures of his fellow committeemen early this month, f^rom left, clockwise are: Recertified Bosun Donato Gianglordano; Cook and Baker F. Motus; Recertified Bosun Luis A. Polanco; AB Nick Damante, and Third Cooks Melvin W. Bass and Otis Paschal. The committee was elected at the September meeting at Headquarters. Seafarers Log • A �mmi. Washington Activities By B. Rocker Congress recessed from Aug, 11 to 23 for the Republican Convention. They were our for Labor Day, and expect to adjourn for the year Oct. 2. All members of the House and one-third of the Senate must stand for reelec­ tion every two years. They will go back to meet with their constituents and campaign before the election on Tuesday, Nov. 2. The House Merchant Marine and Fisheries Committee, which has jurisdic­ tion over most of the House bills affecting Seafarers, will lose Chairman Leonor Sullivan (D-Mo.) and Rep. Thomas Downing (D-Va.) who is second in seniority; both are retiring. Chairman Sullivan was honored Aug. 25 by maritime industry and labor at a dinner in Washington. She has been a member of Congress for 24 years and served as chairman for the last four years. She has demonstrated concern for the condition of the U.S.-flag fleet and expertise about maritime matters. [For a rundown on other changes in Congress because of retirements, see story below.] PUBLIC HEALTH SERVICE HOSPITALS The appropriation for the Department of Health, Education and Welfare has gone to a Senate-House Conference Committee where conferees are work­ ing out differences between the two versions of the bill. They have agreed to a figure of $128 million for PHS hospitals in the budget for Fiscal Year 1977— an increase of $10 million over 1976. The SIU is urging that facilities in Galveston, which are in a bad state of disrepair, be moved to a new hospital building available nearby. OUTER CONTINENTAL SHELF A resolution has been reported out of the House Administration Committee to authorize additional funds for expenses of the Ad Hoc Select Committee on the Outer Continental Shelf. The Committee, chaired by Rep. John Murphy (D-N.Y.), has jurisdiction over legislation covering exploration and develop­ ment of resources and environmental protection of DCS lands. In addition, there are under consideration House and Senate versions of a bill to reform the leasing and management of Federal Outer Continental Shelf lands. If sponsors of the two versions can reach agreement. Rep. Murphy will try to take the compromise measure to the floor of the House without going to conference.. Some of the provisions of the bill deal with leasing systems, exploration, review of recommendations by state governors or by advisory boards. The Mines and Mining Subcommittee has tentatively scheduled hearings on another bill to promote orderly development of hard mineral resources of the deep seabed, with Rep. Patsy Mink (R-Hawaii) to chair. OCEAN POLICY The Oceanography Subcommittee has scheduled hearings and will take testi'mony on jurisdiction of national ocean policy. Secretary of Commerce Elliot Richardson, Secretary of Interior Thomas Kleppe and Secretary of the Navy William Middendorf have been invited to testify. ALASKA GAS AND OIL The Subcommittee on Public Lands is continuing to hold hearings on trans­ portation and distribution of Alaska crude to the Lower 48 states. The House Interior and Insular Affairs Committee and the Interstate and Foreign Commerce Subcommittee on Energy are holding hearings on proposals for the delivery of natural gas from Alaska. SIU TAKE STAND ON PREJUDICE AGAINST AMERICAN SEAMEN SIU President Hall, in a Sept. 1 letter to President Gerald Ford, asked for removal of John Hill, deputy administrator. Federal Energy Administration. Hill had been quoted in the daily press recently. President Hall said, with irresponsible remarks which are an affront to American seafaring workers whose loyalty to the United States is unsurpassed. President Hall's letter pointed out: "Mr. Hill's characterization of American merchant seamen as less reliable than the Arabs shows him to be lacking in good judgment and ignorant of our long history of service to the United States." SENATE COMMITTEE REORGANIZATION The Senate Select Committee to Study the Committee System met in July and will hold hearings this month to study the present system. Members hope to make recommendations concerning organization and ways to improve the system before Congress adjourns so that the Senate can act on the recom­ mendations when Congress reconvenes in January. HOUSE COMMITTEES The House Democratic Caucus has announced that it will meet Dec. 7 and 8 to study assignments to committees for the First Session of the Ninety-Fifth Congress when it opens in January. TAX BILL The Senate has completed consideration of the Tax Reform Bill, H.R. 10612, and the House Senate Conference Committee has just finished working out differences between the two versions. The Senate spent 25 days considering its version, voted on 209 amendments or motions, and finished with 1,500 pages. The Conference Committee passed the section of the bill which concerned the maritime industry most. It allows a 5 percent tax credit for building ships in U.S. yards to be registered under the U.S. flag. The report of the Conference Committee must be approved by both houses, and also needs Presidential approvafi i ;l i. SYMPOSIUM ON AUTOMATION At the Second International Symposium on Shipboard Operation Automa­ tion, SIU President Paul Hall spoke to 300 delegates from 15 nations on the "human consequences" of improved technology. (See story on Page 3). President Hall said that maritime labor recognizes that automation will make our fleets more competitive in the transportation race, but said that the industry has an obligation to care for the health of the men and women who sail Ameri­ can ships. "Scientific progress" he said, "is not the ultimate purpose of the human race, but human progress must be and is the ultimate purpose of science." .-ft i To Protect Your Job Security in the Fight for Favorable Legislation Seafarers are urged to contribute to SPAD. If is the way to have your voice heard and to keep your union effective in the fight for legislation to \protect the security of every Seafarer and his family. A'. • Record Retirements Shake Up Congress WASHINGTON—A record number of Congressmen in both the House and Senate—some of them chairmen of committees whose legislative power di­ rectly^ affects the maritime industry— will not be running for reelection this year. The list of influential Congress­ men who have announced their retire­ ment includes the Speaker of the House Carl Albert, Senate Majority Leader, Mike Mansfield and Senate Minority Leader Hugh Scott. Among those who will leave the Congress this year and who were the chairmen and members of committees with jurisdiction over legislation affect­ ing the welfare of Seafarers are: • Merchant Marine and Fisheries Committee. Congresswoman Leonor Sullivan (D-Mo.) chairman .of this committee since 1973, is retiring after 24 years in Congress. Rep. Sullivan has September, 1976 been a staunch advocate of the U.S. merchant marine for many years. This committee has jurisdiction over all mat­ ters affecting the U.S. maritime and fishing industries. • Merchant Marine Subcommittee. Congressman Thomas Downing (DVa.) is chairman of this committee which is directly responsible for legisla­ tion affecting U.S.-flag deep sea. Great Lakes and inland waterways shipping. Congressman Downing is retiring, as is Congressman Charles Mosher (R-Oh.) and Congressman Pierre duPont (RDe.). • Public Works and Transportation Committee. Congressman Robert .Jones (D-Ala.) will not run for reelection. He is the chairman of this House com­ mittee which has jurisdiction over many matters affecting the inland waterways including improvement of rivers and harbors, pollution, and inland water transportation. • Public Works Subcommittee. Sub-, committee Chairman Joe Evins (DTenn.) is retiring. This subcommittee of the House Appropriations Commit­ tee has initial jurisdiction over Admini­ stration money requests for the Corps of Engineers hopper dredge program, and for other projects such as the con­ struction for a replacement for Locks and Dam No. 26. • International Relations Commit­ tee. Congressman Thomas Morgan (DPa.) is retiring. Included as part of this House committee's legislative respon­ sibility are such matters as international fishing agreements, international com­ modity agreements, and other areas affecting international maritime nego­ tiations. • Interior and Insular Affairs Com­ mittee. Chairman James Haley (D-Fla.) is not seeking reelection. This House committee has jurisdiction over such legislation affecting the maritime indus-. try as ocean mining, oil and gas pipe­ lines, and domestic marine transporta­ tion systems. • Interstate and Foreign Commerce Committee. Four members of this com­ mittee are retiring. They are Rep. W. S. Stuckey (D-Ga.), Rep. James Syming­ ton (D-Mo.), Rep. John McCollisher (R-Neb.), and Rep. John Heinz (RPa.). This committee has important legislative control over the nation's in­ land waterways system. The retirements in these Congres­ sional committees—^which include a number of Congressmen who have been strong advocates of a viable U.S. mer­ chant marine—^will require a renewed effort on the part of Seafarers to help elect new legislators who support the goals of America's maritime industry. Pages i: ' I r �>'•-: • "• < Former Transportation Department Official Insists: Cargo Preference Is What Ailing U.S. Merchant Marine Needs icy- This article is reprinted with permission from the June 1976 issue of Seapower^ official publication of the United States Navy League. It was written by Donald C. Leavens, a transportation consultant, formerly on the staff of the Assistant Secretary for Policy Plans and International Af­ fairs.V.S. Department of Transportation. I '€' •JS> gi -% #' l^- t •r^ 'W: r>r: n recent years there has been a determined effort on the part of U.S. maritime interests to improve the position of the U.S. merchant fleet in the carriage of cargoes in America's foreign trade. The Maritime Administration reports (in its publication Essential United States Foreign Trade Routes, Jime 1975) that participation of the U.S. merchant fleet in Amer­ ica's total seaborne foreign trade has fallen off in recent years by about 33 percent and, in the non-liner segment of that trade, by as much as 75 percent. That decline in U.S.-flag participation has given rise to an increasingly grave concern in the maritime community. Unfortunately, both inside and outside of Government, there has been effective resistance to corrective measures suggested by maritime interests to improve U.S.-flag participation. That resistance has, for the most part, stalemated such efforts to the present time. Most interested parties seem to agree that carriage of a greater share of America's foreign trade in U.S. ships is a desirable goal, but substantial disagreement persists as to how that goal should be achieved. It is seldom recognized, unfortunately, exactly how massive an impact a reasonable 'fair share" or "cargo preference" law would have on the U.S. merchant marine, and on the U.S. shipbuilding industry in par­ ticular. The fact is, however, that there is probably no action which woidd benefit and strengthen the U.S. merchant marine more dian would enactment of legis­ lation leading to use of U.S.-flag ships for oirriage of a greater share of all goods and commodities in America's twor>way foreign trade. Grain Agreement Precedent Using as an example, and perhaps precedent, the "one-third" share for U.S.-flag ships negotiated in the U.S./Soviet Agreement on grain shipments to the USSR, the following are but a few of the benefits which would accrue from enactment of corollary leg­ islation on a more general basis: • In cargo terms alone, U.S.-flag ships, which now annually carry less than 40 million tons (exports and imports combined),would see that total boosted more than five-fold, to over 210 million tons. • Some 255 new ships, built in U.S. shipyards with U.S. labor, and later manned by U.S. seamen, would have to be built to carry the increased cargo. Included in that total would be approximately 16 general cargo ships—container and Ro-Ro (roll-on, roll-off) ships, each displacing about 20,000 deadweight tons—155 bulk ships (50,000 DWT), and 84 tankers (100,000 DWT). (All estimates are based on straight-line pro­ jections of current Maritime Administration data, and admittedly could vary somewhat, depending on the various qualifications, assumptions, and guidelines used in developing alternate estimates. The fact re­ mains, however, that a very large number of new ships —250, more or less—would be needed following en­ actment of a "one third" fair share law.) • The ship construction program generated would amount, at current prices, to about $9 billion in addi­ tional revenues for the hard-pressed U.S. shipyard industry and would provide an estimated 510 million ihanhours in employment. Follow-on shipboard em­ ployment for the 255 ships would total approximately 15 million manhotirs annually, and provide the U.S. economy some $150 million annually in additional shipboard wages. There .are additional benefits—substantial, if unquantifiable. U.S. shipyards, ship owners, and ship operators would be strengthened financially; a longterm program would permit series production of ships, creating additional savings and substantially reducing the need for Government construction-differ­ ential or operating-differential subsidies (CDS and ODS); and, most important, the United States as a nation would finally be disentangled from its present precarious position of almost complete dependence on foreign ships for transport of the strategic raw fe Page 10 materials needed for maintenance of a modem indus­ trial society. Trade Routesand Commodities Carried To bring the problem of U.S.-flag participation in foreign trade into even sharper focus, an understand­ ing of related subject areas is also essential, including at least: (1) the present situation, particularly with respect to U.S.-flag carriage of cargoes moving in U.S. foreign trade; and (2) the seryices, trade routes, and commodity flows in the foreign trade where U.S.flag participation should be improved. According to Maritime Administration publica­ tions (for calendar year 1973, the latest year for which final data is available), total U.S. seabome foreign trade amounts to about 632 million long tons of cargo of all types, with imports accounting for about two-thirds, or 406 million tons, and exports about one-third, or 226 million tons. . Of all imports, 23 million tons, or about 5 percent, are carried in the liner service; 104 million tons, or about 25 percent, are carried in the non-liner service; and by far the largest share, 279 million tons, or about 70 percent, are carried in the tanker service. (Liner service refers to shipping service provided on a definite advertised schedule between specific U.S. and foreign ports; non-liner service refers to ship­ ping service provided on an unscheduled or irregular basis as cargo is offered—usually in bulk and with no specific trading limits; tanker service refers to ship­ ping service provided by ships designed to carry liquid cargoes in bulk, especially petroleum—^but which may also be used to transport dry bulk com­ modities, such as grain.) Of the U.S. «xport tonnage, some 28 million tons, or 13 percent, is carried in the liner service; the larg­ est share, 178 million tons, or 80 percent, is carried in the non-liner service; 19 million tons, or 7 percent, is carried in the tanker service. Tanker, Noii uiner Weaknesses Overall U.S.-flag participation in U.S. trade amounts to about 40 million long tons, or 6.3 per­ cent of the total movement. On the import side— which represents the larger directional movement in toimage—^U.S.-flag participation also amounts to about 6.3 percent and breaks down as follows: liner —23.5 percent; non-liner—1.4 percent; and tanker —6.7 percent. On tfie export side, overall participation amounts to 6.4 percent, with the service breakdown as fol­ lows: liner—27.7 percent; non-liner—1.7 percent; and tanker—18.4 percent. In the liner services, where both constmction and operating subsidies are generally provided) partici­ pation of U.S.-flag ships, it is apparent, is relatively good. In contrast, in both the non-liner and tanker services—in both directions—participation of U.S.flag ships is generally poor particnlarly in the nonliner service, where overall participation of U.S.-flag ships has declined in the last 10 years by about 75 percent. To put U.S.-flag shares (or lack thereof) in per­ spective, it is instructive to review the percentages of U.S.-flag participation both by specific trade routes and on a "commodity consist" basis (the "consist" is the specific mix of goods, materials, and/or mer­ chandise carried on a particular voyage or over a par­ ticular trade route). There are 38 "Essential Trade Routes and Trad­ ing Areas" over which vitrually all U.S. imports and exports are carried; they may be defined as those specifically designated channels through which U.S. commerce flows between a particular U.S. coastal area or areas and a specific foreign coastal area or areas. Using liner exports in 1973 as the first example, the 10 principal trade routes (over which were carried 18.6 million long tons of cargo, or 66.1 percent of the 28.3 million long tons carried in all U.S. export liner trade that year), and the tonnage on each route —^in thousands of long tons (with the percentages carried by U.S.-flag ships shown- in parentheses)— were as follows: 1. U.S. Pacific/Far East, 4,228 (40%); 2. U.S. North Atlantic/Western Europe, 2,587 (36%); 3. U.S. Gulf/Western Europe, 2,342 (26%); 4. U.S. Gulf/Far East, 2,009 (34%); 5. U.S. Atlantic/Far East, 1,776 (26%); 6. U.S. Atlantic & Gulf/India, Persian Gulf & Red Sea, 1,404(24%); 7. U.S.Atlantic/Mediterranean, 1,267 (42%); 8. U.S. Atlantic/Caribbean, 1,164 (17%); 9. U.S. South Atlantic & Gulf/Mediterranean, 1,088 (31%); and 10. U.S. Atlantic & Gulf/Western Africa, 817 (29%). With a low of 17 percent and a high of 42 percent, and most other U.S. shares running between 24 per­ cent and 36 percent, U.S.-flag participation on the principal liner export routes can be considered at least satisfactory—healthy, if not robustly so. The situation is somewhat similar in the liner im­ port trade, where 15.1 million long tons out of a total U.S. liner import tonnage of 23.0 million long tons (the same 66.1 percent) is carried on the 10 principal liner import routes. U.S.-flag participation on those routes ranges from a low of 10 percent (of the 789,000 tons carried on the U.S. North Atlantic/ Scandinavia & Baltic route) to a high of 38 percent (of the 2,722,000 tons carried on the U.S. Pacific/ Far East route); most U.S. shares in the ofher eight of the top 10 liner import trade routes fall into the 20 percent to 30 percent category. The tonnage totals on the routes, which vary from a high of 3,683,000 long tons carried on the U.S. North Atlantic/Western Europe route (U.S. share 37 percent) to a low of 612,000 tons on the U.S. Atlantic & Gulf/India, Persian Gulf & Red Sea route (U.S. share 19 percent), both illustrate the dramatic dropoff which occurs even in the top 10 and indicate' how important a fair share percentage on even a lim­ ited number of routes, or between specific trading areas, could be in affecting overall cargo totals car­ ried by U.S.-flag ships. Shifting the focus to non-liner export service: • Over 144 million long tons, or about 81 percent of the over 178 million tons carried in the total U.S. non-liner export trade, is carried on the 10 princi­ pal trade routes; U.S.-flag participation ranges from a "zero" (or statistically negl^ble) share of the 4,306,000 tons carried on the U.S. Gulf/East Coast of South America routOy-lOth route in the top 10 to a "high" of 10 percent on the U.S. Atlantic & Gulf/ India, Persian Gulf & Red Sea route (9th on the list, with 4,424,000 tons), • The U.S.-flag share on the top eight routes ranges from 1 percent to 4 percent; the routes themselves show tonnage totals ranging from a low of 4,768,000 tons (U.S. share 4 percent) on the U.S. Gulf/Carib­ bean route to a high of 30,812,000 tons (U.S. share 1 percent) on the U.S, Paciflc/Far East route. Continued on Page 11 Seafarers Log �Continued from Page 10 It is apparent that even an extremely modest shift in the U.S. percentage share, now only about 1.7 per­ cent of the overall non-liner export total, would gen­ erate huge shifts in absolute tonnages. If, for example, the 10 percent share carried by U.S. ships on the U.S. Atlantic & Gulf/India, Persian Gulf & Red Sea route prevailed throughout the entire non-liner export trade, the new total of tonnage carried in that trade would be higher than the total export tonnage now carried by all U.S.-flag ships—liners, non-liners, and tankers—combined. With that in mind, it is also instructive to look at the commodity consist in the U.S. non-liner export trade—in which various Maritime Administration "Ship American"- programs presumably would be most helpful following passage of fair share or cargo preference laws. (Rates are not fixed in the non-liner or tanker serv­ ices as they are in the liner or conference service. Hence, any "Ship American" program in the former two services would, in the absence of fair share legis­ lation, be of a persuasive nature only.) Using as an example the U.S. Pacific to Far East trade route Cthe most heavily tonnaged of all routes in the U.S. non-liner export trade), following, in thou­ sands of long tons (again, with U.S. shares in paren­ theses), are the 10 most important iteiiis in the con­ sist and the tonnages of each carried on that route and in that trade: 1. Woodintherough, 10,612 (2%); 2. Wheat, unmilled, 7,050 (0%, or statistically negligible); 3. Wood veneers, plywood, 5,638 (2% ); 4. Iron & steel scrap, 2,215 (0%); 5. Petroleum products, 1,340 (0%); 6. Wood, shaped, 911(0%); 7. Barley, unmilled, 644 (0%); 8. Iron ore & concentrates, 457 (0%); 9. Cereal, unmilled, 256 (0%); and 10. Pulp & waste paper, 246 (1%). State Department 'Exertions* Most of the goods shipped by American shippers to foreign destinations on the most important nonliner export trade route, it is obvious, are carried in foreign-flag ships, a situation which is unfortunately characteristic of U.S.-flag participation on all routes in the non-liner export service. That fact in itself, however, suggests, if nothing else, where "fair share" cargo preference would be most effective. U.S.-flag ships manned by American seamen are the most modern and safest in the world and have many ad­ vantages to offer foreign buyers of U.S. goods. U.S. exporters working with U.S. State Department of­ ficials could be helpful in working with foreign pur­ chasing countries to stimulate a more equitable dis­ tribution of cargo. (Although it is clearly a very important part of the State Department's overaU mission to promote the U.S. merchant marine, neither the results nor the overt evidence indicates that State Department of­ ficials, do, in fact, exert themselves too vigorously on behalf of the U.S. maritime industry.) The U.S. share of non-liner imports is even lower: 1.4 percent of the 103,661,000 long tons carried. All of the major commodity (iron ore) on the two most important inbound routes—^U.S. Gulf/Carib­ bean and East Coast of Mexico and U.S. Atlantic/ Caribbean—is carried by foreign-flag ships. Since the selection of carrier is presumably con­ trolled by the importer, a "Ship American" policy by American industry should be helpful in directing some of this important cargo to American ships. "Fair share" legislation, by providing cargo for U.S:-flag ships, will guarantee the continued availability of shipping for strategic imports. In the tanker service the U.S. share is appreciably higher than in the non-liner service—although still considerably below the percentage carried by U.S.flag ships in the liner service. The total two-way U.S. tanker trade in 1973 was 298,418,000 tons, of which 7.4 percent was carried by U.S. ships—6.7 percent of the 278,942,000 long tons of tanker imports, and a more equitable 18.4 per­ cent of the much smaller totai of 19,476,000 tons exported. Those figures cannot be considered in the absolute, however; they need considerable amplification. To begin with, the truly massive volume of tanker imports—almost 15 times the tonnage of tanker ex­ ports—clearly demonstrates how truly dependent the United States has become on foreign raw materials, particularly petroleum, for its own economic and in­ dustrial survival. Caribbean Confiugenci^ But there is more to it than that. By far the single most important shipping lane for U.S. purposes is the U.S. Atlantic/Caribbean route, over which passed some 105 million long tons of cargo (almost all of it petroleum) in 1973—with U.S.-flag ships carrying about 5 percent of the total. How well prepared the U.S. Navy is to defend and protect that route is ques­ tionable, but it is a.matter which certainly merits top priority in the Pentagon's contingency plans. U.S.-flag participation in the top 10 tanker import routes ranged from a low of 4 percent (U.S. Pacific/ Caribbean) to a high of 22 percent (U.S. South At­ lantic & Gulf/Mediterranean). So important is the U.S. Atlantic/Caribbean route, however, and so heavy is the tanker traffic using that route, that a one-third "fair share" percentage for U.S. ships on that one route alone would represent a total of over 35,000,000 tons reserved for U.S. .tankers, or more than the 1973 combined total car­ ried by all U.S. tankers, exports and imports, on all trade routes. The fact should suggest something to those at the State Department charged with promot­ ing the interests of the U.S. merchant marine. It is in the tanker export service, however, where the implications of a fair share law can be most clearly demonstrated. U.S.-flag participation in the top 10 trade routes in that service ranges from zero (on four routes—U.S. Gulf/Caribbean; U.S. Pacific/West Coast of Mexico, Central & South America; U.S. Pacific/Western Europe; and U.S. North Atlantic/ Western Europe), to between 1 and 3 percent on four other routes, to 30 percent on the U.S. Atlantic & Gulf/India, Persian Gulf & Red Sea route, to a high of 52 percent on the leading tanker export route, U.S. South Atlantic & Gulf/Mediterranean. An examination of the commodity consist reveals that most tanker tonnage on the latter two routes is represented by wheat and cereals. On such cargoes, which represent commodities either given outright to foreign nations by the United States (or purchased with the financial aid of the United States), contract terms between the Govern­ ments involved (as in the U.S.-Soviet Agreement on grain shipments) usually require that at least 50 per­ cent of the cargo resultant from the agreement must move on U.S.-flag ships. A Mandatory Qnestion The question must be asked: If it is important enough to U.S. decisionmakers—for whatever mix of political, economic, and/or national security rea­ sons—to negotiate fair share arrangements for U.S.flag carriage of certain commodities on certain trade routes, why is it not equally important, for the same reasons, to negotiate the same arrangements for U.S.flag carriage of any and all other conunodities on any and all other trade routes? The answer should be obvious: Fair share agree­ ments across-the-board (or fair share legislation) would benefit U.S. national security immensely, and the U.S. economy in numerous ways. A strong and healthy U.S.-flag merchant marine is as vital to U.S. national security as are strong and healthy naval and military forces—and, in peacetime, at least, the merchant marine is much more important in economic terms than is the uniformed naval/mili­ tary establishment. That U.S. policy planners and decision makers—in the Pentagon, at the State Department, in the White House, and on Capitol Hill—continue to neglect the U.S. merchant marine has been, in peacetime, a politi­ cal and economic mistake of major dimensions. In time of war, that same mistake—^which will take years to fully rectify, in any case—would quickly escalate into a national disaster. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly sei forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which .he is entitled, he should notify headquarters. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: SEAFARERS POLITICAL ACTIVITY DONATION— SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received l^cause of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. Frank Drozak, Chainnan, Seafarers Appeals Board 275 • 20tb Street, Brooklyn, N. Y. 112IS Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 11 September, 1976 : .'V.. - I u 0 / 3^.; I ' ^ '» J V % V' s -f": �ir*'- -v~. Ik V--**'. I AT SEA Don't Buy Seagram's Boycott Asketf in Distillery Lockout SS Mount Navigator Scheduled to carry 26,000-tons of bulk wheat to the ports of Inchon or Pusan, Korea the middle of this month from a Northwest Pacific port was the 19,498-dwt tanker the SS Mount Navigator (Mount Shipping) which had gone aground late last month. ' SS Samuel Chase Sailing from a Gulf port in the middle of last month was the SS Samuel Chase (Waterman) carrying 11,500 metric tons of bagged rice to the port of El Ladhiqia, Syria. SS Sugar Islander This month the SS Sugar Islander (Pyramid Transport) sails from ^ Gulf port to the port of Haifa, Israel with 25,000 tons of heavy grains. SS Overseas Anchorage On Sept. 1, the 29,278-dwt tanker the SS Overseas Anchorage (Maritime Over­ seas) was taken in tow to Gibraltar Roads for repairs after she reported engine trouble some 12 miles west of the Rock. 1 SS San Juan , ' Brother Frank Sarmento would like to thank the ofiicers and crew of the SSSan Juan (Puerto Rico Marine) for the collection they made when his wife passed away from cancer on Aug. 13. He would also like to thank the members of the shore gang and the longshoremen who contributed to the collection on hearing of his wife's death. Seafarer Sarmento, who has sailed for 35 years, ships out as an able seaman. SS Overseas Joyce Seafarers on the SS Overseas Joyce (Maritime Overseas) gave the steward department "... a rising vote of thanks for the outside barbeque steak and rib supper on the poop deck with all kinds of beverages" on July 4 at sea on the way to a port of call in Ilicheusk, Russia. The photos below illustrate what a good time was had by all. A Don't Buy Seagram's Products boycott campaign appeal to the Amer­ ican consumer has been made by the Retail, Wholesale and Department Store Union (RWDSU), AFL-CIO for 240 distillery workers of Local 604 locked out of their jobs in Vancouver, B.C., Canada since February 1975. RWDSU requests that Americans not buy alcoholic products made or dis­ tributed by Seagram's until the com­ pany signs a new contract with its Van­ couver employes. Some of the most frequently-pur­ chased products here are; Canadian Seagram's V.O. and Crown Royal whiskies; Seagram's 7 Crown; Calvert; Four Roses; Wilson and Carstairs blended whiskies; Chivas Regal; Hud­ son Bay and White Horse Scotch whis­ kies; Old Bushmills Irish whiskey; and vodkas, gins, rums, liqueurs and wines made or distributed by the company. Since October 1975, British Colum­ bians and other Canadians have sup­ ported the boycott by refusing to buy Seagram's alcoholic products in order to help the workers regain their jobs with increased pay and benefits and bet­ ter working conditions in a fair and reasonable agreement with the com­ pany. The workers were locked out of the Vancouver Seagram's Distillery, the largest in the world, during collective bargaining negotiations as a two-year contract expired. The union says the company, which closed its bottling op­ erations at the locked up plant, ". . . is embarked on union-busting course equalled only by the contempt for law and humanity displayed by the J.P. Stevens Co.", a Southern U.S. textile giant. The growing effectiveness of the boy­ cott in both countries, the union says, is shown by the increasing advertising space Seagram's is buying in the labor press. The history of the lockout began in 1973 when Local 604, affiliated with the RWDSU, continued to work under an existing agreement which was essen­ tially nationwide in wages and fringes. But, since wage levels in British Colum­ bia are the highest in Canada, RWDSU feels Seagram's fears that a separate set­ tlement there will set a pattern for its other distilleries in Canada and the U.S. The British Columbia Labour Rela­ tions Board ruled the lockout illegal and ordered the firm to resume opera­ tions there. Seagram's appealed to the Provincial Supreme Court which re­ fused to overturn the Board's decision. The company, however, has failed to lift the lockout. The union has pro­ ceeded with a contempt of court action against the company. Seafarers Plans Must Hare Member's Latest Address . Because of the Employee Retirement Income Security Act of 1974 (often referred to as the Pension Reform Act) it is extremely important that the latest correct address of each member be on file. If the Seafarers Plans have your latest address, you will be able to receive all the neces­ sary and vital material which is required to be sent to you under the new Law. It is also very important that the Plans be aware of your marital status. Therefore, you are strongly urged to fill in the form below and send it to: Claims Department, Seafarers Welfare and Pension Plans, 275 20th St., Brooklyn, N.Y. 11215. Seafarers Welfare and Pension Plans • SIU • IBU check one Capt. R. Gibbons (left center) skipper of the SS Overseas Joyce cuts the Fourth of July Bicentennial birthday cake for the crew at the cookout as (left) Cook and Baker Clarence Harvin and Chief Steward Vasser Szymanski smile their approval. In the rigbt photo, Chief Cook Ed Collins (right) tends to the barbecue on the coals while (I. to r.) Utility A. Battle, Third Cook C. Hollings, Sr. and BR Herb Hollings wait for the goodies. Name Print Permanent Address .. Print Last Name Number and Street See. Sec.#, First Name City Middle Initial State Zip Code Date of Birth I:- Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contiitotip|n to the Qational balpHM f>f payments and to the nation's economy. Mo / Day / Year First Year of SIU, IBU Employment . Spouse's Name Print Permanent Address ..... Print Last Name Number and Street First Name City Middle Initial State Zip Code Date of Birth Mo / Day / Year Use U.S.-flag ships. It's good for the American maritime industry, the Ameiican shipper, and America. . Page 12 SECURITY IN UNITY Seafarers Log �ASHORE New York Washington, D.C. A good example of what an individual Seafarer and others can do to help our maritime industry get revitalized and on the move again is the letter Seafarer Herbert D. Braunstein of the port of Wilmington wrote this year to President Ford in the White House: "Dear Mr. President: "I have been an active merchant seaman all my adult life. For service during World War II, we received citations from a grateful Government and signed by President Truman. Enclosed are copies of my citations. _ "Now my question is, 'What is the country going to do for the seamen?' Shipping is the slowest and in the worst slump since Depression years. President Nixon did much for the shipping industry, but that has been nullified by your Administra­ tion's stand on cargo preference and shipping rate stabilization. We need a strong merchant fleet to keep our nation strong and free, and to supply our Armed Forces as we have in the past. "The maritime industry needs your support to keep this nation strong eco­ nomically and sound. As you called on us once to answer the call, we ask you now to answer our call with proper legislation." Seafarer Braunstein received a three-page letter from U.S. Assistant Secretary for Maritime Affairs Robert J. Blackwell who said in part: "The President has asked me to reply to your letter... concerning Government support for the U.S. merchant marine... ". . . In 1974, the construction and operating-differential subsidy programs available .for bulk carrier operators were deemed sufficient to provide the neces­ sary liquid bulk ocean lift capacity to adequately meet U.S. energy requirements thus obviating the need for cargo preference legislation. Furthermore, it was con­ sidered that such a law would subvert the principles of free trade, invite foreign retaliation, and contravene existing treaties and agreements with other maritime nations. It was for these reasons that President Ford pocket vetoed oil cargo preference legislation two years ago. "Matters relating to shipping rate stabilization are covered by the Shipping Act, 1916. The 1916 Act is administered by the Federal Maritime Commission which is an independent regulatory agency. We are forwarding a copy of your letter to that agency for their consideration with respect to your reference to shipping rates." Members who have savings in New York State banks should be aware that the state can now impound bank account funds which have remained in an inactive state—no deposits or withdrawals—after five years. Previously, it took 10 years before impoundment. The New York State Legislature amended the Abandoned Property law this year requiring all banks in the state to report to the state comptroller, as aban­ doned, all savings accounts which have been inactive for the past five years. Inactive also means the bankbook has not been presented for the updating of dividends or interest earned. Also by Nov. 10 of each year, the banks have to turn over to the comptroller all deposits regarded as abandoned if the depositor does not respond to the bank's notice and claim the account by depositing or withdrawing funds, or by presenting the bankbook for updating of dividends or interest. •I - t •fM* Detroit Andrew Furuseth recently was posthumously inducted into Labor's Interna­ tional Hall of Fame here. A scroll honoring his induction will be kept in the Labor Hall of Fame Archives. A number of universities and labor organizations have offered the institution possible permanent sites. It would like to establish the archives at a place acces­ sible for the public to view the documents and history of the labor movement and honor those individuals who have been inducted into the Labor Hal! of Fame for having contributed so much to the growth of the organized labor movement. Yokohama I -A, Morganfown, W. Va. "Since I retired from the SIU, "writes Joseph Pasinosky," I have been pursuing my favorite subjects, philosophy and psychology. At present, I am a special stu­ dent at West Virginia University. Last summer I wrote a sea story, a novel of about 30,000 words." •* Yokohama Port Agent Frank Boyne (center) accepts the Boy Scouts of Amer­ ica century membership plaque award recently from Scout executives Vernon Lane Newman (left) and Robert M. Lambert for services to the organization at the Seamen's Club here. A Seafarer Rose Has Caught the 'Numismatic Bug Seafarer F. M. "Rosey" Rose, along with a few million other people, is a chronic sufferer of a not-so-rare afflictiort called "numismatism." It's tough to pick a numismatist out of a crowd because he or she looks just like the next guy or gal. But flash a box of old coins in front of a numismatist and the symptoms begin to surface. If a person is a serious numismatist, like F. M. Rose, the eyes will bulge slightly, the nerves will get tense, and the wit will get keen as he picks up any one of the coins, foreign or domestic, and tells you its monetary or intrinsic value as well as its history and the history of the era from which it came. You see, F. M. Rose is a coin collec­ tor, and a pretty good one at that, and he has several awards to show for it. Last January at the Miami Interna­ tional Mid-Winter Coin Convention, he won first prize in the foreign coins cate­ gory with a five-case exhibit of chopmarked and counter stamped trade coins, which originally were used for international commerce. With much the same exhibit. Brother Rose recently won the John S. Davenport Award for for­ eign coins at the 85th Annual Conven­ tion of the American Numismatic Assn. in New York. Though Brother Rose, who joined the SIU in 1962, enjoys collecting all sorts of coin., ' is main interest is foreign currency with a specialty in old Chinese coins. F.M. has quite a collection of so- dates back only 100 years or so to the Great Ching Dynasty, 1852-1858. The coin is quite heavy and is nearly six inches in diameter. Brother Rose claims it's his favorite because it is a mystery. He says: "I've shown this piece to some of the foremost experts in the world on Chinese coins, and no one has ever seen anything like it, nor do they have any idea of its value or original purpose. Several people have offered to buy it from me, but I say it's not for sale." F.M., who ships in the deck depart­ ment and is a resident of Fort Lauderdaje, Fla., will tell you that to be a good coin collector you have to be a bit of a gambler, but most importantly, you have to know your coins. He buys coins by the hoard, or a 76-pound box of assorted coins. Once in a while, he finds a particularly interesting piece that many others have passed over. Inciden­ tally, he found his six-inch wide Ching Dynasty coin in a hoard. called barter-shaped Chinese coins dat­ ing back as far as 1100 B.C. He also has a collection of Chinese coins with holes in the center dating back to the pre-pocket days when money was worn outside the clothing on a string. His Favorite Coin Oddly enough, F.M.'s favorite coin After he extracts what he wants from the hoard, he'll try to sell it off, to an­ other collector, who might pick up something of interest that F.M. passed over. Dutch Daalder His most valuable coin, at least in terms of monetary worth, is a silvef Dutch daalder, the ancestor of the dol­ lar, emblazoned with a rider on horse­ back. It's worth about $600. His profession of seafaring, which can take him to many parts of the world, is an added advantage to a coin collec­ tor, especially a serious collector of for­ eign coins. He has picked up many in­ teresting pieces on his voyages overseas. All in all, coin collecting keeps Sea­ farer F. M. Rose pretty busy. Visit a Shipmate in Foreign Hospital For a Seafarer, there's just about nothing more depressing than being confined in a hospital in a foreign port with no friends or relatives nearby to offer some comfort or consolation. Many times there is not even another English speaking patient at the hospital with whom to talk. If you know of a fellow Seafarer in this situation, and if it is possible, you should try to visit the confined patient to boost his spirits and to see if there are any small items which he might need. You might also check when you are in a port to find out if any brother Sea­ farer is confined in a nearby hospital and give him a visit. It will do wonders for him, and vnll make you feel pretty good,too. Page 13 September, 1976 .''4. '• 1 u i: ii �w%'«'~.v--.-«-n'r.'.;rft_«»^ ^»-:.- rr *".-' *-'-•<-• fi^.^.-r j^- Automation: Huntan Being Must Be Considered without manning reductions, can be a profitable investment," Sec. Blackwell declared. He described several techhiques that could go a long way in preventing the $300 million worth of marine casualties that affect the U.S. fleet each year. Perhaps Sec. Blackwell should de­ liver a lecture to the U.S. Coast Guard which foolishly cuts manning scales even when it advocates stricter safety regulations in other respects. In June, the Coast Guard pro­ posed new structural designs and safety equipment for vessels carrying toxic or flammable liquid cargoes. The proposed rules would isolate liv­ ing areas and engine rooms from cargo ballast piping and cargo areas to protect the crew from vapors and contaminated ballast. Forced venti­ lation in enclosed areas and wider accessways to pump rooms would be required. However during cargo transfer procedures, only a licensed officer, who may or may not also be a certi­ fied tanicerman, would be supervis­ ing at the point of transfer. The cer­ tified tankerman rating would be eliminated. In a letter to the Marine Safety Council, SIU Executive Vice Presi­ dent Frank Drozak commended the Coast Guard's effort to prevent ves­ sel collisions and expressed support for most of the proposed safety regu­ lations. But he pointed out, "It has been our experience that the combi­ nation and consolidation of safetyrelated shipboard duties and respon­ sibilities reduce safety and increase the possibility of accidents and pol­ lution." The SIU battle with the Coast Guard over manning levels and the position of unlicensed seamen is nothing new. Even back in 1959, as shown in the SIUNA's Convention proceedings for that year, the SIU was fighting Coast Guard attempts to eliminate unlicensed seamen from American-flag ships. Now that auto­ mation has become the Coast Guard's excuse for cutting unlicensed ratings, the battlefield will simply be ex­ panded. The rush to automate vessels on the deep seas has created many threats to the sanity and safety of Seafarers which are being ignored by the Coast Guard, the maritime in­ dustry, and the Federal Government. Boredom, which has always been a problem on long sea voyages, is the first outstanding menace. Even in the logs of the early European explor­ ers, when shipboard maintenance and navigation took tremendous ef­ fort, boredom loomed as a plague worse than fear. Today, as automated equipment takes over much of the meaningful work on board ship, sailors are left with fewer interesting physical and mental tasks. Confined to fast turn­ around automated vessels for weeks on end, sailors must struggle to keep from going crazy. Iff fjr f' |\ ' ^«i 'i T ':• -I e. ;> •L- '•<• -JP On the other end of the pole, the Coast Guard and maritime industry dream of a push-button world with totally automated vessels. They are prematurely attempting to make sea-, men obsolete. Manning levels have been cut by the Coast Guard to a point where there are not enough men to run a ship when the auto­ mated equipment breaks down. Men who are left on these under­ staffed ships often work overtime round the clock for several days in a row. As a result of fatigue, the acci­ dent rate increases. yThe SIU recognizes that automa­ tion can increase the efficiency, safety and competitive position of the American merchant marine. We have not opposed automation on board our contracted ships. Instead, we have trained Seafarers at the Lundeberg School to deal with advanced technology. J However, recently we have been forced to repeat our original reser­ vation, that automation should be regulated rather than resisted, with emphasis on the regulation. In August, at the SeconV Interna­ tional Symposium on Ship Operation in Washington, D.C., SIU President Paul Hall predicted that "as far ahead as we can see, all commercial ships will have a crew aboard." Even on automated ships, he explained,hu­ man direction will be needed "on at least a standby basis at all times" in September, 1976 IF HE HAD HIS WAY case of emergency.- (See news story noted that employers, by law, must on Page 3) often sacrifice some profits and effi­ But he warned the delegates about ciency to protect the environment the effects of eliminating shipboard and the safety of the workers. "Isn't duties that require meaningful men­ it reasonable to ask the same con­ tal and physical effort. "With no real sideration for the worker's mental duties to perforin in an automated health?" Hail asked. vessel, men's minds and reflexes At the same conference, Robert J. could degenerate beyond any hope Blackwell, assistant secretary of of revival." commerce for maritime affairs, criti­ He reminded the 300 technical cized the "outdated notion . . . that delegates that "human progress" the more humans you take out of the must be the ultimate purpose of sci­ system the better off you will be. In ence and said. "In that common con­ an age where the fuel bills of oceanviction we can welcome automation . going vessels are dramatically higher together. than manning costs, it is pointless to •/job design can be the key," Hall direct all of our attention to remov­ declared. "As automation is intro­ ing an additional wiper from the duced at each point," the role that ships' complement," he said. the crew will take should be con­ "Rather we should be directing sidered. "And that consideration our advanced technology toward im­ should include the degree of interest, provements in vessel productivity of mental stimulation, that can be and safety. . . . Automation, with or built into the tasks." Hall gave the example of experi­ ments being conducted in the auto and electrical industries, with a view to "humanizing" repetitive.tasks. He TO THE EDITOR Vol. 38, No. 9 .-A'. Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Cal Tanner Secretary-Treasurer Earl Shepard Lindsey Williams Vice-President Vice-President Vice-President Paul Drozak Vice-President BBArAmClwa^LOO Marietta Homayonpour 389 Editor-in-Chief James Gannon Assistant Editor - 'V Tc:'-'.: Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Ray Bourdius • --.A'. Managing Editor. Jim Mele Assistant Editor Ruth Shereff Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana assion. Save Seafarer On the SS Mount Navigator, enroute from Odessa, Russia to Portland, Ore about five days out of Antigua in the Caribbean, SIU Fireman Bill Turpin was I stricken with a heart attack while standing watch. - I Captain Hanify, Radio Operator Warriner and the chief mate did an out-i Standing job day and night communicating, getting medical instructions and admiftistering the proper medicines, which were aboard. No ships were in the area so during daylight, communicating was either non­ existent or very poor due to dead areas. Members of the deck department and the wiper took turns standing watch ovw Brother Turpin, who was finally taken ashore in Antigua in good Shape. Captain Hanify is a man of great compassion. He stated he had never lost a ; man at sea. He's still batting 1,000 percent. ? • j Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. t;232. Tel. 499-6600. Second class postage , paid at Brooklyn, N.Y. ^ . Fraternally, ^ M. S. Howard, H.1003, a, it Page 14 Seafarers Log a"————— • ' " - �GH SEAFARERS • ( Muj) - LOG Official inibllaatlM af tha SBATARBRS INTBRNATIONAL UNION*Atlaatla» Oidf, Lakaa laliMWatan District* AFL-CIO lA SOVIET DmiillEGySS! Where Is Our State Department? ftK Pmm u lattnM T» U( tW PDUC KMW W)ul ^ iWt It OoiM Ta Yea Htbaul Satutitv tv •IkCiO Vk .Arte •4 Among those participating in the protest in New Orleans were, from left: SlU Port Agent Buck Stephens: an SlU brother; Lindsey Williams, SlU vice presi­ dent; a National Maritime Union patrolman; SlU Representative Norman DuBois, and -Sailors Union of the Pacific Agent Henry Johansen. m- On Soviet Shipping Deal Maritime Workers Protest State Dept's Inaction ) The footsteps of Federal buildings in port cities throughout the country were the scenes of some hot contro­ versy last Aug. 17 as hundreds of angry American maritime workers, many of them SIU members, marched in protest of the State Department's lack of action in dealing with Rus­ sia's blatant violation of the 1972 U.S.-USSR bilateral shipping agree­ ment ^ The workers had a right to be angry, because in violating the ship­ ping agreement, which stipulates that at least one-third of all grain cargoes moving from the U.S. to Russia be carried on American-flag ships, the Russians set "conditions" that eflfectively shut U.S. ships out of carrying any grain cargoes to Russia for the month of August. And since 360,000 metric tons of U.S. grain did go to Russia in August, one-third on Rus^ si an and the rest on third-flag ships,. American seaman got beat out of a lot of jobs rightfully belonging to them. Among the new shipping "condi­ tions" set by the Russians e^ly last month was a refusal to' uccejpt any moi® grain deliveries in tankers, in­ sisting that ?'ll shipments be carried in dry bulk vessels. However, the U.S. merchant fleet relies almost totally on tankers for grain movement, and of the few dry bulk carriers in the U.S.-fleet, none met further Russian "conditions," such as size and draft requirements, for the transport of grain to Soviet pprts. The net result, then, was a total ban on the use of U.S. ships for his trade. State Department Inaction It became apparent by the middle of the month that the State Depart­ ment was taUng no actions to correct the situation, so an ad hoc commit­ tee of U.S.-flag shipping companies and AFL-CIO maritime workers was formed and the demonstrations were called. Maritime workers carried out pro­ tests in the ports of Norfolk, Balti­ more, San Francisco, Seattle, Mobile, Philadelphia, New Orleans, New York, Chicago, Detroit and Houston. The protestors carried picket signs and passed out thousands of leaflets to passersby proclaiming a "Soviet Dpuble-Cross." The protestors also charged that the State Department was a "contributing factor" in the controversy because of its "long standing unwillingness to support an American-flag shipping capability and its failure to insist on the Rus­ sian's strict observance of the terms telegrams to the Russian Foreign Ministry, as well as setting up a meet­ ing with the Soviets for the end of this month to correct the situation. In addition. Rep. Jack Murphy (DN.Y.), a staunch supporter of mari­ time, introduced a House resolution urging President Ford to terminate the 1972 "wheat deal" with Russia until the Soviets agree to abide by the terms of the 1972 bilateral trade and shipping agreements with the U.S. Murphy labeled Russia's refusal to use U.S. ships in the grain trade "an­ other example of their apprent inabil­ ity to deal in good faith. Apparently they have no qualms about ripping off American maritime if it will save them a few rubles. It is high time we stop looking the other way while they make a mockery of the commercial trade agreements which bailed out their troubled economy." Rep. Murphy has also called on Leonor Sullivan, chairman of the House Merchant Marine and Fisher­ ies Committee, to schedule imme­ diate hearings regarding the contro­ versy with testimony from the Departments of State, Agriculture and Commerce, and the Federal Maritime Commission. Murphy af­ firmed: "I want unemployed merContinued on Page 18 of the bilateral shipping agreement." The demonstrators also charged that the refusal to use U.S. ships in the grain trade was another indica­ tion of Russia's attempts to bolster their own massive seapower buildup, and they wMned that the Soviet Union's "stepped up shipbuilding of both naval and commercial ships have as their objectives the elimina­ tion of American-flag shipping from the oceans of the world." The demonstrators further warned that "unless our Government displays some firmness and insists on full ob­ servance of the letter of the agree­ ment, the United States stands to lose respect and prestige in the world community and we as Americans stand to lose our self respect." Heard in Washington The message of the nationwide demonstrations, which received wide­ spread labor support and good cover­ age in the media, was clearly heard in Washington, D.C. The day after the demonstrations, the State Department announced that they had sent a note of protest to the Russians and would pursue it further. A spokesman for.the Maritime Administration claims that MARAD has sent as many as nine protesting Page 15 September, 1976 „. .A, -• , .'•.v. % - ' ' " . .V /• .•?' , I t..J �, -y;. ''•^,>:V,-„v;. '.v.:- • - • r< • \1::„ = i * 'f-'l 'I f '<'" I '••" Jr1 'V . N •? •'V '; ;%• • .-.- 2' '•' y'-S'- • CHICAGO •g; ; ?'>r.*t-;:X'' "; "tg; •' -- ••ii!^'' .:v;'. '•. *•. .K.^ "iF''^ • &•. • iSs:;-" s»-';;ir"'i •• < •Vrvr- ••• -.'- ••V-.-'i-- •'/ .•,- .^ Page 16 -: .;r;: •- . W: .-3y \ I i • •< f X- ^ M H • *^ • ' g •|aSiayyy|£S^^ '^yyr-yrTT, M �i • Li. '(m••SEAFARERS LOG ) • •';. V onicial pvbllMtlMi •! tlMSBAFARBRS INTBIIIfATlONAL UNION •Atlaatte, OaU, L«kM aaB lalaadWataw IMstrlet* AFL-GIO V— «- -- Continued jrom Page15 "chant seamen in this nation to hear their Government explain why we sit idly by while the Russians ignore their commitments. My resolution would halt further deliveries until our tiimd trade negotiators and diplomats, as well as a seemingly unconcemed Administration, , can bring some justice and fair play to Ameri­ SlU Detroit Port Agent Jack Bluitt (left) goes over some material for the protest with Congressman John Dingell (D-Mich.). Looking on are SlU Headquarters Representative Fred Farnen (second from right) and Amos Stewart, president of the Maritime Trades Department Detroit Port Council and president of Carpenters Local 19. can merchant seamen.' Always Hedging Russia's refusal to use U.S. ships in the grain trade is just one more in a long line of Soviet balks, maneu­ vers and violations of the 1972 agree­ ment aimed at cutting out the use of U.S. ships in this trade. One such Ru^ian maneuver has caused at least 11 American ships to. lose grain cargoes because unrealistic time schedules set by the Soviets made it impossible for these ships to be on time for loading in a designated U.S. ports. Yet, U.S. ship after U.S. ship waits idly in the harbor up to two weeks at a time to unload at a Russian port. The record cle^ly shows that de­ spite the 1972 shipping agreement, U.S. ships have carried only 22 per­ cent of the 50 million metric tons of grain that has gone to Russia in the last four years. That's 11 percent less than U.S. ships are suppo.sed to de­ ceive under the treaty. American ships would not have carried even this much if maritime labor, by vir­ tue of a grain loading boycott last year, hadn't forced the Russiaiu to renew the treaty to cover the October . 1975 grain sale. The Maritime Administration says that their is no program for shipment of grain to Russia for the month of September. However, a MARAD spokesman revealed that a few ship­ ments have gone out in September, none of which went on U.S.-ilag ships. MARAD also claims that Rus­ sia is not exactly refusing 'to accept delivery of grain in tankers. How­ ever, they are demanding that huge portions of the grain be delivered to ports not equipped with evacuator systems for the unloading of grain from tankers. Whatever the reason, the net result is the same—^U.S. ships are illegally being shut out of carry­ ing grain to Russia. The nationwide demonstrations was labor's first move to correct the -situation and ensure that American ships, manned by American sepign, get their fair share of grain cargoes to Russia. Maritime labor is now awaiting the outcome of MARAD'S meeting with the Russians to see if diplomatic means will be sufficient to set the Russians straight on the grain issue. Seafarers Log • .'-A- -• '.r'.' 'i'' . �She's Phi Beto Kappg^ Latin Scholar Scholarship Ylinner Hopes to Be College Teacher 'I really want to be teaching in a large urban university where there are students from all backgrounds," Chris­ tine Kalke told the Log as she thought about her future career. Twelve years have passed since Miss Kalke won the SIU scholarship award in 1964. Since then she has held a vari­ ety of jobs. Now, 1976 finds her back in one of the top schools, Brown Uni­ versity, in Providence, R.I., studying for a doctorate in classics—ancient Greek and Roman literature and history. Once she completes her studies, she Personals Bob Bensen William Schneider asks that you con­ tact him at 3198 16th St., San Fran­ cisco, Calif. 94103. James Kissick Your son asks you to contact him immediately at the Shiloh Boys Ranch, Box 538, Ware Shoals, S.C. 29692. will be able to combine her enthusiasm for ancient literature and teaching in one career, that of a college professor. "The classics bring such joy to people," she explained, "although teaching clas­ sics is hard since American public edu­ cation is so weak. Often students at the university can barely read. But it is very exciting." Miss Kalke first discovered the clas­ sics when she went to Wayne State University in Detroit on a full SIU scholarship. The scholarship allowed her to devote most of her time to her studies, so she was able to keep up her usual high grades. She graduated Phi Beta Kappa, which is a distinct honor, and won the only award given to graduating students at her college, the Howard A. Donnelly Award for leadership, scholarship and service. "I believe community service in im­ poverished areas was the most interest­ ing thing I did while at school," Miss Kalke told the Log. Through the uni­ versity's Association of Women, and as vice president of the nationwide Inter- Collegiate Association of Women, she dealt with the personal, political, and social problems facing women—"in pre-women's lib times," she noted. So­ cial service for the poor and elderly was a part of their program. Masters Degree in Latin After graduation. Miss Kalke picked up her stakes and set out for New York to get a Masters Degree in Latin at Co­ lumbia University, financing her studies through savings, parttime jobs and loans. She received the degree in 1970 but was penniless by that time and had to look for a job to pay off her debts. She was offered a teaching position at the exclusive Abbott Academy, a private school for girls in Andover, Mass. "It was a fantastic experience," she said. "The classes were small and the students bright. My happiness while I am teaching cannot be described." As Miss Kalke put it, the fact that her father was a Seafarer did not specifically influence her life, but the fact that he was a working man did. Brother William Kalke was an or­ ganizer and union official in the old International Seaman's Union of Amer­ ica and in the Sailor's Union of the Great Lakes. He also worked as an organizer with the SIU in its early days. Now he is about to retire, she said. "My father's activism gave me an open mind and an understanding of unions. I think this is passed on to my students," she said. "At Abbott Acad­ emy the students had never come in con­ tact with children from the working class. I helped them learn about other aspects of American life. . v M,/l i !i "Since I have worked at Abbott and studied at Brown and Columbia I bave gained an understanding of people from all walks of life. But I feel tied to a working class etbic. I know I will enjoy teach­ ing and helping students at an urban university." Another of Miss Kalke's lifelong in­ terests which she got from her parents is her Finnish heritage. While visiting home in Detroit, Miss Kalke performs with the Hoijakat Finnish Folk Dancers of Detroit and Windsor. Maumee Gets Jaws Gash in Duel With ice Sustaining heavy damage to her hull in a losing duel with the blue, thick ice pack drifts of Antarctica, the T5 USNS Maumee (Hudson Waterways) forged on to deliver her much-needed cargo to the U.S. Navy's McMurdo Bay Station earlier this year. She sustained a 30-foot long, 10-foot deep gash in her bow temporarily shored up in a shipyard near Christchurch, New Zealand. Today, fully repaired, she's on the U.S. coastwise run to nearby for­ eign ports of call. In his- own words, Chief Steward James R. "Jimmie" Prestwood, secre­ tary-reporter of the Maumee^ gives us an overaU picture of what happened: "... we made the news (New Zealand TV and newspapers) everywhere. I know the membership would like to hear, firsthand, what happened to us x( Notke to Jlllemtea OH Sl^^mg Proteim When tiirowing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • r^istrationcard • cli^ccard • simian's papers In addition, w^en assigning a job the d^atcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentriice when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." enroute to the South Pole. "We were steaming at about 18 knots (on a) late Monday afternoon of Jan. 19 when we sighted our first iceberg. This sighting set a 24-hour lookout as we knew we were approaching ice fields. "Tuesday about noon we began the battle with the ice as we entered the first heavy icefield. At slow speed ahead we maneuvered through it. After several hours with no mishaps, then (we had) several hours in open sea till we reached the second icefield. "This icefield was so heavy that when we could move it was at dead slow ahead. We had very little room to steer the ship through and if we managed to dodge one hunk of blue ice another one would catch us. "To show you how hard this blue ice is, when we hit one we were going dead slow with the engines astern. The weight and size still managed to cave in the bow like it was tissue paper. "Upon finding out we had a hole in the bow and we were in very heavy ice at the time, the captain (H. H. Church) called for the icebreaker to come get or lead us in. While waiting 40 hours for the icebreaking Coast Guard ship, the wind changed and cleared the ice enough that we managed to move for­ ward on two or three occasions as the Coast Guard ship had called the captain that they were in heavy ice and couldn't make the speed to us as first was antici­ pated. "Thanks to the captain and him stay­ ing on the bridge for three days and three nights, the cutter spotted us about noon Thursday, Jan. 22 and lead us on in to McMurdo (Bay) Station, Antarc­ tica. "We stayed there five days and left on Friday, Jan. 30 with the cutter lead­ ing us. We encountered heavier ice coming out than we did coming in and averaged about 75 to 100 miles a day. Stopping several times for several hours till the wind and ice shifted to let us out. "On Wednesday, Feb. 4 the cutter lead us through the last icefield and we then proceeded to Lyttelton (Harbour) New Zealand at half speed. "We made big news there as we came in and we were on TV as well as in the papers. Upon examining they decided to let us proceed back to the U.S. for repairs, turning only 60 revs or about 10 knots. So after a five-day battle on the beach at Lyttelton, we sailed Sunuay, Feb. 14 at 16:00 hours on our slow trip back home (port of Baltimore on Mar. 30) and shipyard for the USNS Maumee after a stop in Panama for bunkers; "We were never in danger of sinking and the collision bulkheads were not damaged at all. Coming out we did put a couple of small holes in the deep tanks but there again, no danger. True to SIU style, it never entered into any of our minds to turn back but to deliver the cargo to McMurdo Station where it was very much needed. And they were waiting for us to do just that. "The commander of the McMurdo base, along with other high ups, came aboard and personally thanked the cap­ tain and crew for a job well done. V • "Aboard here we have Recertified Bosun James Northcutt, QMED Pump­ man James Spell, Deck Delegate Nick Zeruos, Engine Delegate Blanton Jack­ son and Steward Delegate Frank Rakas, (among others). -4 % I A "son of jaws" 30-foot long, 10-foot deep gash in the bow of the damaged 25,000-ton 15 USNS Maumee (Hudson Waterways) sustained In a losing duel with McMurdo Sound Antarctica ice early this year inspired Lyttelton Harbour. Christchurch, New Zealand welders bracing and patching up the damage temporarily to paint a shark's mouth on the bow to point up the resemblance. Here, Bethlehem Steel shipbuilders in Baltimore survey the 20-year-old, stove in hull about to undergo permanent repairs. The tanker was beat up by ice pack drifts which ripped the one-inch steel plating of the bow just above the waterline like they were sheets of tinfoil. In a seven-day voyage from Antarc­ tica, she was never in danger of sinking as the damage did not extend as far as her collision bulkhead. Though, at six knots, pounding seas opened the gash 10 feet wider. Page 19 September, 1976 •4 I �ISSSI^^SSi ^ .IL.IJ.X. c jfhfS Injuries Are fhe Cause Union Official Leroy Jones— St. Louis Port Agent— Retires book membership in both the IBU and In November of 1973 a speeding car went out of control on a St. Louis street, SIU. In 1968, Jones came back to organ­ careened up onto the sidewalk and crashed through the storefront-like win­ izing, this time with the IBU. In little more than a year, he had helped organ­ dows of the Inland Boatmen's Union Hall striking several people. IBU Port ize five companies for the Union, From 1970 to 1972 he worked for Agent Leroy Jones, then 45-years-old was critically injured and very ne^ly the IBU-contracted G&H Towing Com­ died. pany of Houston. Later in 1972, he was appointed port agent in St. Louis where He spent four months bedridden in a he continued his organizing activities in hospital after the accident and then addition to his duties as agent. four more months on crutches going Also in 1972, he was elected secre­ through painful therapy. He still walks tary-treasurer of the Maritime Trades with a cane. However, after three years of strug­ Department Port Council for St. Louis, gle for complete recovery, his near fatal and helped build the council from eight injuries, from which he has never fully member unions to more than 30. recovered, have forced Brother Jones, On Gov's Task Force a 30-year veteran of shipping, organiz­ ing and other Union activities, into an About a year after his accident, Jones early retirement. was appointed to the Governor's Task Jones, a native of Mississippi, started Force on Port Development and he out his long and active career sailing helped prepare and present an impor­ on towboats at the age of 16. In 1947, tant port development bill to the Mis­ he joined the SIU in the port of Mobile souri State Legislature. The bill was and worked as an onboard organizer. subsequently passed in the Legislature Most notably, he was involved in the and signed into law by Missouri Gov­ organizing drives that brought Isthmian ernor Julian Bond. Jones was on hand Lines, Cities Service and the Mobile in the governor's office when the bill shore gang under the SIU banner. was signed. After his early organizing days, Jones Despite Brother Jones' determination shipped regularly both as bosun on SIU to make a complete comeback, his in­ ships and master on IBU boats in the Gulf. He almost always served as ship's juries never re^ly responded to ther­ delegate on his vessels. He holds full apy. So last month, under orders from :l fc' r. l! [ Leroy Jones his doctor, he finally decided to retire. Looking back on his career as a sea­ man and union official, Jones said, "If I had to do it all over again, I really wouldn't change much. In my 30 years, I've seen us^ progress tremendously not only in our working conditions and benefits at sea, but in our lives ashore as well. "Years ago," he recalled, "on a ship with 40 men, probably no more than five had a family and a home. But now, it's just the opposite. Working on ships or on tugs today is a respected profes­ sion and most seamen are family men and respected members of their com­ munities." He went on to say: "I guess the reason I always tried to become so in­ volved in the Union, and the seamen's movement, is because years ago there was so much to be done. And the rea­ son I hate leaving now is because there is so much more still to be done, espe­ cially in the areas of organizing and legislation, to insure our security for the future." Jones concluded: "Maybe in a few years, I'll be well enough to get back into it. I'm certainly going to try." Brother Jones, who lives with his wife Elly, plans to buy a place in Flor­ ida for his permanent residence. He is the father of two, a 21-year-old daugh­ ter. Iris, and a 19-year-old son, Thomas His son is a graduate of the Harry Lundeberg School in Piney Point and is now shipping on the SIU tanker Transeastern on a grain run to Russia. To keep it all in the family, his daugh­ ter married a captain of an IBU boat. The couple have a two-year-old son. Randy, and if he's anything like his grandfather, he'll probably be out there fighting for seamen in a few years. Coast Guard Seizes $9.5-M in Drugs, 2 Boats Off Florida; Hold 9 ; J The U.S. Coast Guard has seized more than $9.5-million in dangerous drugs found floating off the Florida coast and nine persons were arrested on two boats in' separate incidents. Almost 44 pounds of cocaine worth $9 million and 13 bales of marijuana worth $560,000 were recovered. On routine patrol, a Coast Guard helicopter attached to a cutter, spotted the floating bales of pot and the hard drugs 140 miles south of Miami. Near the area, the chopper radioed to the cutter the presence of the 45-foot fishing boat, Senora Hortensia. A board­ ing party from the cutter, which in­ cluded. a U.S. Customs officer, seized the three-man crew of the fishing smack when they found a residue of marijuana on board. Two days later, a Coast Guard patrol boat from Fort Meyers, Fla. on a search and rescue mission, picked up a suitcase containing 20 kilograms of cocaine floating in the Gulf Stream. A little while later, the cutter ap­ proached a 57-foot pleasure boat near Fort Meyers to ask if they were lost and in trouble. Two aboard the craft said no and continued on their way. As they left, the Coast Guardsmen alertly saw a black suitcase floating nearby. At the Coast Guard base it was opened and found to hold cocaine which was turned over to the U.S. Customs Service in Tampa. Later, the pleasure boat was located and seized with six persons aboard. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers f!. If yoo are cmivicted of possession of any illegal dmg—heroin, baibltnrates, ^eed, LSD, or evoi marijuana—the U.S. Coast Guard wlD revoke your seaman papers, wMwat i^peal, FOREVER. That means Out you lose for the rest of your life the r^t to make a Hring by the sea. iBIowever, it doesn't quite end there even if you receive a smpended smtence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school tmcher, or stockbroker. You may jeopardize your right to hold a job where you must be licensed or bonded and you may never be able to work for the city, the county, or the Federal government. Ifs a pretty tough rap, but tiiaf s exactly how it is and you can't do any­ thing about it. The convicted drug user leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presents a serious threat to bojHi your physical and mental heaMi, and flie personal safety of those around you. This b especially true aboard sliip rriiere clear minds and quick reflexes are essential at afl times for the safe (qperathm of the vesseL Don't let dnq^ destroy your mitural right to a good, happy, productive life. Stay dmg free and steer a clear course. •fei^ m -•I M «?» Seafarers Log Page 20 . . A y' - �• J DISDATCHBRB REPORT AUGUST 1-31, 1976 PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS •75 4 AT*., Bklyn. 11232 (212) BY 9-6600 ALPENA, Mkb. 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. Port Boston New York Philadelphia .., Baltimore Norfolk Tampa Mobile New Orleans ,.. Jacksonville San Francisco .. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes—— Alpena ........ Buffalo Cleveland Detroit Duluth Frankfort 1216 E. BaHfanore St. 21202 (301) EA 7-4900 BOSTON, Man. 215 Essex St. 02111 (617) 482-4716 Totals Great Lakes Totals Deep Sea & Great Lake's BUFFALO, N.Y Port 290 Fnmklin St. 14202 (716) TL 3-9259 CHICAGO, IIL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkb. 10225 W. Jefferson Ave. 48218 (313) YI3-4741 DULUTH, Mlna. 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mkh P.O. Box D 415 Mab St. 49635 (616)352-4441 5804 Canal St. 77011 HOUSTON, Tex (713) WA 8-3207 JACKSONVILLE, Fla. 3315 Liberty St 32206 (904)353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ah IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504)529-7546 NORFOLK, Va. 115 3 St 23510 (804)622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301)994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, CaHf. 1311Mission St. 94103 (415)626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATn.E, Wasb 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravob Ave. 63116 (314) 752-6500 TAMPA, Fh..2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio 935 Snmmlt St. 43604 (419)248-3691 WILMINGTON, CaUr. 518 N. Broad St 90744 (213)549-4000 YOKOHAMA, Japni Yokohama Port P.O. P.O. Box 429 5-6 Nibon Obdori • Naka-Kn 231-91 201-7935 Shipping remained good last month, falling off only slightly from last month. Over 1,500 Seaforeis found jobs through SIU hiring haUs in August and it is expected that shipping will remain at this level for at least the next few months. September, 1976 Chicago TOTAL REGISTERED All Groups ChssA Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT ]I ] ' Boston New York , Philadelphia ' Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes • Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Great Lakes .' Totals Deep Sea & Great Lakes Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Deep Sea Great Lakes .• i Alpena Buffalo Cleveland Detroit -.. Duluth ^ Frankfort i. Chicago Totals Great Lakes Totals Deep Sea & Great Lakes . 8 87 12 33 17 6 25 78 29 34 8 36 7 77 0 3 460 5 8 7 3 4 1 30 11 0 2 1 3 2 7 0 1 58 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 9 94 9 29 3 4 16 50 31 16 5 29 11 72 0 5 383 4 35 10 11 3 0 3 13 11 1 3 5 3 10 0 0 112 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 10 135 25 60 34 7 40 152 48 73 23 72 10 167 0 5 863 4 6 5 5 8 1 3 19 1 5 • 3 4 3 10 0 2 79 0 2 0 1 0 0 0 0 0 1 0 0 0 0 0 0 4 6 8 3 20 15 7 4 63 523 2 0 2 5 1 0 3 13 71 0 2 1 0 0 0 1 4 8 23 8 3 33 19 8 , 7 101 484 20 3 4 6 4 4 3 44 156 0 0 0 8 0 0 0 8 10 5 2 5 11 3 1 6 32 895 3 0 3 4 0 0 1 11 90 0 2 1 1 2 0 1 7 11 5 62 13 24 13 4 21 69 36 30 10 34 7 58 0 1 387 5 30 4 9 1 1 6 12 4 5 0 3 2 5 0 2 87 ENGINE DEPARTMENT 3 2 4 58 38 2 6 6 0 20 6 0 6 5 0 1 0 0 26 6 0 38 8 0 28 10 0 16 2 0 1 0 0 25 8 0 5 0 4 55 0 12 0 0 0 0 0 0 278 109 4 4 91 18 43 34 9 27 128 32 55 24 48 14 113 0 1 641 4 30 6 12 2 4 6 19 3 13 6 5 1 12 0 3 126 0 3 0 0 1 0 0 0 0 0 0 0 0 1 0 0 5 4 4 3 14 4 1 2 32 419 1 0 0 7 2 0 1 11 98 0 1 0 2 0 0 0 3 7 2 1 1 9 1 2 4 20 661 1 0 2 2 0 1 1 7 133 0 1 0 2 5 0 1 9 14 STEWARD DEPARTMENT 7 3 0 59 32 0 2 3 0 22 5 3 5 1 0 1 0 0 5 5 0 - 25 15 0 21 9 0 13 6 0 4 2 0 20 10 0 6 5 0 33 20 1 0 2 0 1 0 0 224 118 4 2 40 9 24 21 4 29 83 17 49 8 21 9 71 0 0 387 0 3 0 3 3 1 1 1 0 2 2 2 0 4 0 2 24 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 1 0 2 389 0 0 0 0 0 0 0 0 24 0 0 0 1 0 0 0 1 2 1 38 14 33 14 . 9 19 68 19 29 ^ 5 30 12 r-" 49 \ 0 2 V, 342 3 88 25 47 23 5 23 98 25 44 10 37 22 76 0 4 530 5 38 0 4 1 0 0 0 0 5 1 0 4 3 0 0 61 4 10 1 6 4 2 3 0 26 556 759 44 803 9 11 2 31 15 10 6 84 145 67 101 168 . 1 4 0 0 0 0 0 0 0 0 0 0 0 1 0 0 6 0 1 0 1 0 0 0 2 8 3 38 5 20 10 3 18 45 19 26 3 15 5 42 0 1 253 1 6 0 3 2 1 0 1 0 1 2 1 0 3 2 0 33 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 1 0 0 6 259 0 0 0 1 0 0 0 1 34 0 0 0 1 0 0 0 1 1 Alpond Buffdio Cleveland Detroit ............................ Duluth ............................ Frankfort Chicago Totals Great Lakes Totals Deep Sea & Great Lakes Totals All Depts. Deep Sea Totals All Depts. Great Lakes Totals All Depts. Deep Sea & Great Lakes 7 0 6 14 2 1 1 31 255 20 0 0 6 3 0 0 29 138 9 1 0 1 1 0 0 12 130 1 0 0 2 0 0 0 3 7 ENTRY DEPARTMENT Port New York Philadelphia ....................... Baltimore Norfolk ........................... Tampa Mobile ...................'......... New Orleans Jacksonville San Francisco ...................... Wilmington ........................ Seattle ............................. Puerto Rico Houston .......................... Piney Point Yokohama ...'.....................a Totals Deep Sea 12 3 3 16 9 1 6 50 328 1 29 11 20 9 5 10 40 10 14 4 20 8 27 0 3 211 4 .1 6 11 2 4 4 31 242 1,311 132 1,443 3 81 17 33 7 1 19 52 21 24 6 22 16 34 0 2 338 2 26 0 6 1 0 0 0 0 5 1 0 2 3 0 0 46 22 5 6 5 4 4 0 46 384 516 71 587 6 7 -• 0 23 6 8 0 50 96 56 57 113 , • •• \ •. V :,v-'• v; y-O it.-' >' v.- . 885 181 1,066 339 85 424 v .. . 10 14 24 . 2 2 4 1 2 1 16 . 358 2,235 70 2,305 Page 21 m ft H \ f 3. •J» •5 �New SIU Pensioners Aorelio A. Asi|ncion„ 71, joined the SIU in the port of Seattle in 1960 sailing in the steward department for 28 years. Brother Asuncion was born in Binalonah, Pangasinan, P.I. and is a resident of Seattle. Clarence Bazley, 71, joined the SIU in the port of New Oriels in 1962 sailing in the steward depart­ ment for 30 years. Brother Bazley was born in New Orleans and is a resident there. Geoi^e A. Brown, 73, joined the SIU in the port of Jacksonville in 1960 sailing as an AB and steward utility for 31 years. Brother Brown is a U.S. Army Quartermaster Corps veteran of the Aleutian Islands, ^aska campaign in World War II. He was bom in Laredo, Tex. and is a resident of St. George, Ga. ?S3 Roy C. Bru, 58, joined the SIU in the port of San Francisco in 1955 sailing as a cook. Brother Bru sailed 29 years. He was bora in Mobile and is a resident there. John V. "SakI Jack" Dolan, 60, joined the SIU in 1947 in the port of New York sailing in the engine de­ partment and as a chief steward for 42 years. Brother Dolan, a former member of the SUP, was on the pic­ ket line in the 1936 maritime strike, sailed dming the Korean War on troop transports, was on the SeaLand N.J. Shoregang and in 1941 attended the U.S. Government's Stewards, Cooks, Bakers and Butch­ ers School in New York City. He was bora in Camden, N. J. and is a resi­ dent of New Milford, N. Y. ;• lii Herbert P. Knowles, 61, joined the SIU in 1946 in the port of New York sailing as a chief steward. Brother Knowles sailed 40 years, hit the bricks in many maritime beefs, was an SIU steward patrolman on the West Coast in 1946 and was awarded a Union Personal Safety Award in 1960 for serving aboard an accidentfree ship, the SS Choctaw. He is a veteran of the pre-World War II U.S. Army. Bora in New Jersey, he is a resident of Rodeo, Calif. 11 Arttur W. Ruinmel, 63, joined the SIU in 1947 in the port of Philadel­ phia sailing as a chief steward. Brother Rummel walked the picket line in the 1961 N. Y. Harbor strike and upgraded at the HLSS in 1970. He is a veteran of the U.S. Army in World War 11. Seafarer Rummel was born in Germany and is a naturalized U.S. citizen. He is a resident of New York City. * ::T^ \ 0' Page 22 /. Frederick D. C. A. Lewis, 70, joined the SIU in 1945 in the port of Mobile sailing as a cook. Brother Lewis sailed 46 years and is a U.S. naturalized citizen. A native of the British West Indies, he is a resident of New York City. Robert W. Scboolcraft, 68, joined the SIU in 1946 in the port of New Orleans sailing as a chief steward. Brother Schoolcraft sailed 52 years and is a wounded veteran of the U.S. Navy in World War II. He was bora in St. Paul, Minn, and is a resident of Wilmington, Calif. Melicio M. Serqofaia, 68, joined the SIU in the port of Seattle in 1963 sailing as an AB. Brother Serquina sailed 33 years and is a naturalized U.S. citizen. A native of San Nicolas, Pangasinan, P.I., he is a resident of Seattle. James Tong, 72, joined the SIU in the port of Baltimore in 1956 sailing as a second cook and baker. Brother Tong sailed 39 years and during the Korean War. He was bora in China, is a naturalized U.S. citizen and is a resident of San Francisco. Recertified Bosun Peter A Ucci, 66, joined the SIU in 1946 in the port of New York. Brother Ucci was in the April 1975 Bosuns Recertification class. He was bora in Buffalo, N.Y. and iis a resident of San Fran­ cisco. Jack Dempsey Wise, 57, joined the SIU in 1946 in the port of Norfolk sailing as an AB and in the steward department. Brother Wise sailed 31 years. He was borii in North Ciarolina and is a resident of Nags Head, N.C. Russell Sbelton, 57, joined the SIU in the port of New York in 1955 sailing as a chief cook. Brother Shelton sailed 30 years and is a South Pacific veteran of the U.S. Army in World War II. He was born in South Carolina and is a resident of Balti­ more. Ragnar E. Olsen, 65, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Olsen was. bora in Bronnoysimd, Norway and is a resident of San Francisco. He is a naturalized U.S. citizen. Esteban Oquendo, 59, joined the SIU in 1943 in the port of New York sailing in the steward department. Brother Oquendo was bora in Puerto Rico and is a resident of Philadel­ phia. C. A. Monison, 52, joined the SIU in the port, of Seattle in 1954 sailing as a fireman-watertender. Brother Morrison sailed 29 years. He was bora in Birmingham, and is a resi­ dent of Seattle. Recertified Bosun TbomasJ. Heggarty, 49, joined the SIU in 1947 in the port of New York. Brother Heggarty sailed 34 years, hit the bricks in both the 1961 N. Y. Harbor strike and 1965 District Council 37 beef, was on the Bosuns Recertification Program Committee in 1972 and graduated from that program in March, 1976. He was born in Larne, Ireland, is now a naturalized U.S. citizen, and is a resident of Mesa, Ariz. Damaso De Jesus, 62, joined the SIU in 1938 in the port of New York sailing as a bosun. Brother De Jesus sailed 40 years and was on the picket line in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef. He was bora in Puerto Rico and is a resident of Fajardo. P.R. Edward A. Wicak, 65, joined the SIU in 1942 in the port of Mobile sailing as a fireman-watertender. Brother Wicak sailed 35 years. He was born in Philadelphia and is a resident of New Orleans. Victor Mlynek, 65, joined the SIU in 1944 in the port dl Norfolk sailing as a second cook. Brother Mlynek sailed 30 years. He was bora in Massachusetts and is a resident of Warren, R.I. Andoni J. Ferrara, 57, joined the SIU in 1939 in the port of New York sailing as a bosun. Brother Ferrara sailed 38 years, was on the picket line in the 1961 Greater N. Y. Har­ bor strike and was chief bosun at Sea-Land's*Elizabeth, N. J. Shoregang from 1968 to 1976. He was born in New York City and is a resi­ dent of Hackensack, N. J. Leo J. White, 65, joined the SIU in the port of San Francisco in 1962 sailing as a fireman-watertender. Brother White sailed 23 years and was a member of the SUP from 1953 to 1961. He was born in St. John's, New Brunswick, Canada and is a naturalized U.S. citizen. Seafarer White is a resident of Long Beach, Galif. Manuel C. Noble, 67, joined the SIU in the port of San Francisco in 1955 shiling as a chief cook. Brother Noble sailed 32 years and is a veteranl^ of the World War II U.S. Navy. He was born in the Philippines and is a resident of Seattle. Homer L. Rlngo, 66, joined the SIU in 1945 in the port of New York sailing as a chief steward. Brother Ringo was cited by the Smithsonian Institution for his "fine stewardship" aboard the R/V Anton Bruun in 1963. He attended a Piney Point Crews Conference on Contracts in 975 and is a veteran of the World War II U.S. Air Force. Born in Ken­ tucky, he is a resident of Waveland, Miss. Seafarers Log ' '"v,- �t .1 Is Your Child Protected? : By Dr. Joseph Logae SlU Medical Director sease is generally mild. However, there can be dan­ gerous complications, such as, pneumonia and inflammation of the brain which can lead Jo per­ manent nervous disorders. Convulsions or death can also occur. Rubella is more harmful to a pregnant woman than the preschool child. It is the child that is the principal reservoir of the disease, and immuniza­ tion thus prevents an epidemic. In 1964, the ru­ bella epidemic resulted in 20,000 deformed in­ fants and 30,000 miscarriages. In 1973 over 69,000 cases of mumps were reported in the United States. Although usually a mild infection, painful swelling of the neck can block the air passages and make breathing diffi­ cult. Other complications can be inflammation of the pancreas, thyroid, kidneys, ovaries, breast, tes­ ticles, and in males over 12 years old, possible sterility. You are a merchant marine sailor. Going to sea is your livelihood. Before you get on board ship, your "vaccination book" is checked; The port to which you're sailing determines what "shots" you need. Smallpox, yellow fever, cholera, typhus, typhoid, plague, tetanus, etc., are immunizations you commonly receive. These diseases are not common in the United States, because of actions taken by health authorities in the past years. You are protected as you sail into ports of for­ eign countries, and on your return home, your family has been protected because of your immu­ nizations. You will not be bringing home these diseases. Just as you are protected against diseases abroad, so should your child, be protected against diseases common to his environment. Rubella (German measles), measles, diphtheria, tetanus, pertussis, (whooping cough), polio and mumps, all considered childhood diseases, are also diseases that can cause serious handicap and even death. Statistics for 1975 show that of the nearly 13.2 million, 1 to 4-year-olds in this country, approxi­ mately 5.3 million are unprotected against either measles, rubella, polio, diphtheria, pertussis or tet­ anus. An estimated eight million children of the same age group were currently unprotected against mumps. Many parents think that a child need not be immunized until they approach school age. Un­ fortunately that may be too late. Measles q»idemics seem to occur every two or three years and one is expected this fall. The di­ Until the 1950's when a vaccine was developed, poliomyelitis was a dreaded killer. Because immu­ nizations are not being taken, polio is on an up­ ward swing, as are the other "childhood diseases." One-quarter of patients who contract paralytic polio suffer severe permanent disability, one-quar­ ter have a mild disability; only one-half recover without permanent effects. Death ranges an ave­ rage of 1 to 10 percent. There is no specific treatmerit, only treatment which can somewhat relieve the symptoms. Diphtheria attacks the heart, respiratory system, nervous system and the kidneys. In our country, 65 percent of the cases occur in children under 5 years of age. ^ Pertussis ranks high as a cause of infant deaths. Number MONTH SEAFARERS WELFARE PLAN TO DATE ELIGIBLES 9 Death 391 In Hospital Daily @ $1.00 205 In Hospital Daily @ $3.00 12 Hospital & Hospital Extras 3 Surgical ............................. 6,360 Sickness & Accident @ $8.00 1 Special Equipment 110 Optical 62 Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity '. Blood Transfusions Optical PENSIONERS & DEPENDENTS Death ••• Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums •• SCHOLARSHIP PROGRAM •• I 377 49 116 19 I 95 Amount YEAR TO DAI E 93 4,309 1,962 97 18 42,034 9 935 ' 241 3,096 600 863 134 ,• 13 829 2,091 94 1,286 776 95 439 3 23 6 14,529 4 69 10,215 2.559 1,935 14,700 72,553 17,549 11,218 101,320 17 134 86 6 63 — 3 i MONTH TO DATE $ 24,601.69 391.00 615:00 995.85 188.00 50,880.00 307.95 3,535.80 1,646.90 124,691.78 2,046.71 19,238.80 6,300.00 260.00 3,067.00 YEAR TO DATE $307,742.05 4,309.00 5,886.00 17,012.88 1,405.80 336,272.00 2,593.24 28,091.08 11,253.20 886,563.26 24,496.64 138,631.38 46,900.00 1,008.50 24,033.34 60,000.00 26,155.97 3,025.02 1,000.00 2,070.35 — . 385.00 38'0.00 15,625.40 345,493.30 225,386.03 34,951.31 17,868.00 12,204.34 630.79 4,783.76 1,536.00 105,694.10 2,042.25 25,493.98 . . .,r.-y TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation September, 1976 .f. Polio Was Dreaded KiOer Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid July 22-Aug. 25,1976 'i 349,450.47 2,610,240.48 642,809.40 4,437,827.91 900,142.89 5,453,360.06 $1,892,402.76 $12,501,428.95 A pretty young lady at the SlU Headquarters clinic gets ready to receive an immunization shot from pediatrician, Dr. A. Koutras. One in four who gets whooping cough before six months of age may die. D^gers exist with bleed­ ing in the eyes that can lead to blindness; choking convulsions; pneumonia; collapse of the lungs; mental retardation; other nervous disorders, and a loss of memory. Tetanus, or lockjaw as it is commonly known, can affect people of any age. The death rate in the United States has run as high as 50 percent. Why run the risks of complications to all these diseases? Safeguard your child. The Board of Health, your family physician, your Union clinic, ^d a multitude of other facilities give immuni­ zations. Following is a recommended schedule for active immunizations of normal infants and children. A<;E «•» TYPE OF IMMUNIZATION 2 months DTPi TOPV2 4 months DTP TOPV 6monflis DTP TOPV 1 year 18 months Measles^ Rubella Mumps DTP TOPV 4 to 6 years DTP TOPV 14 to 16 years TD4 Every 10 years thereafter TD ^Diphtheria-tetanus-pertussis vaccine -Trivalent oral poliovirus vaccine 3May be given as measles-rubella or measles-mumpsrubella combined vaccines ^Combined tetanus-diphtheria toxoids, adult type NOTE: For contaminated wounds, a tetanus booster is needed if it has been more than five years since the last vaccination. With clean minor wounds, no booster dose should be given unless 10 years have elapsed since the last one. Check your child's Immunization record today. Don't delay. Page 23 Cl - J �rri<rf3iiiiiiggiii;m4 J- '• ' :. -.Vc ... S',... , •• Y jfirial Bepartures; SIU pensioner Clarence A* Hanr cock, 64, expired of kidney failure in the SoutbernBaptist Hospital, New Or­ leans On May 10. Brother Hancock joined the Union in 1944 in the port of Baltimore sailing as a bosun. He sailed for 45 years and was a ship's delegate. Seafarer Hancock was bom in Washington, D.C. and was a resident of New Orleans. Burial was in Metairie (La.) Cemetery. Surviving are his widow, Ruth and a son, Dennis. SIU pensioner James W. McLeod, 72, died of a respira­ tory difficulty caused by chronic emphyse­ ma in the Baltimore USPHS Hospital on Aug. 3, 1 9 75. Brother . McLeod joined the Union in 1944 in the port of New York sailing in the steward depart­ ment. He was a veteran of the pre- and World War II U.S. Navy. Bom in Clay­ ton, Ala., he was a resident of Chester, Pa. Interment was in Mt. Hope Ceme­ tery, Delaware County, Pa. Surviving are two brothers, John and Samuel and two sisters, Katherine of St. Simons Is., Ga. and Mrs. Lois Carlton. SIU pensioner Waiter S. Whitten, 74, succumbed to cancer in the Mo­ bile Infirmary on Oct. 31. Brother Whitten joined the SIU in 1941 in the port of Mobile sail­ ing as a wiper. He sailed 19 years. Sea­ farer Whitten was born in Alabama and was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow. Alma; two sons, Walter and Winston, of Mobile; a daughter, Mrs. Virgina Weary of Dayton, Ohio, and a sister, Mrs. Edna Laugham of Chickasaw, Ala. SIU pensioner Arthur J. McAvoy, 67, died on July 28. Brother McAvoy joined the Union in the port of New Or­ leans in 1954 sailing in the steward de­ partment. He sailed 14 years. Bom in New Orleans, he was a resident there. Surviving are a son, Arthur and a daughter, Shirley of Me­ tairie, La. IBU pensioner John F. RicKar, 55, succumbed to respir­ atory failure in the Galveston County Memorial Hospital, Texas City, on July 4. Brother Ricicar joined the union in the port of Houston in 1960 sailing at the Galveston Wharves from 1942 to 1964 and for Dow Chemical Co. from 1940 to 1942. He was a veteran of the U.S. Army in World War II. Born in Fayetteville, Tex., he was a resident of Hitchcock, Tex. Burial was in Galves­ ton Memorial Park Cemetery, Hitch­ cock. Surviving are his widow, Elsie; two sons, James and John, and five daugh­ ters, Barbara, Mary, Gloria, Nancy and Sandra. Frank C. Przyhypska, 51, was lost at sea off the SS Over­ seas Valdez (Mari­ UA time Overseas) on July 23 enroute to Portland, Ore. from Korea. Brother Przybypska joined the SIU in the port of New York in 1952 sailing as a cook and baker. He sailed 26 years, hit the bricks in the 1961 N.Y. Harbor strike and attended a HLSS Educational Conference. Seafarer Przybypska was born in Staten Island, New York City and was a resident of Reno, Nev. Surviving are a nephew, Raymond Przybypska; a niece, Joann Przybypska, and a cousin, Jennie Ols­ zewski, all of Staten Island. Edward F. Swee­ ney, 55, died in Seat­ tle on July 22. Bro­ ther Sweeney joined the SI(J in the port of Seattle in 1968 sail­ ing as a fireman-wa­ ter-tender. He sailed 26 years, was a 1973 HLSS upgrading graduate and was a veteran of the pre-World War II U.S. Navy. Seafarer Sweeney was bom in Lowell, Mass. and was a resident of Seattle. Surviving is his mother, Mary of Seattle. IBU pensioner Oliver S. Ange, 65, succumbed to a heart attack in De Paul Hospital, Norfolk on Apr. 29. Brother Ange joined the union in the port of Norfolk in 1960 sailing as a chief enginieer for McAllister Brothers from 1955 to 1973 and for the Ainsley Tow­ ing Co. from 1953 to 1955. Born in North Carolina, he was a resident of Norfolk. Interment was in Rosewood Memorial Park Cemetery, Virginia Beach, Va. Surviving are his widow, Catherine; two daughters, Lois and Mrs. Dorothy Williams, and a sister-inlaw, Evelyn of Virginia Beach. John M. Scott, 50, died on July 26. Bro­ Bobby J. Hklanan, 42, died in the ther Scott joined the Mobile U.S. Medical Center Infirmary SIU in the port of Houston in 1974 on May 11. Brother Hickman joined the IBU in the port of Mobile sailing as a sailing as an AB. He tankerman for Dixie Carriers from had also sailed from 1975 to 1976. He was a resident of 1943 to 1946 with Pensacola, Fla. Burial was in Serenity W .^Epi the SIU. Born in Orange, Tex., he was a resident of ^Memorial Gardens Cemetery, Mobile. Surviving are his widow, Lillian and his Houston. Surviving are his widow, Sybil parents, Mr. and Mrs. W. Hickman of • and three sons, Robert, Roy and John, Mobile. all of Houston. Page 24 •),: • Nolan J. Savoie, 53, died on Feb. 20. BrotherSavoie joined the SIU in the port of New Orleans in 1964 sailing as a fireman-watertender. He sailed 23 years and was a veteran of the U.S. Navy in World War II. Sea­ farer Savoie was bom in Westwego, La. and was a resident of New Orleans. Surviving are his widow, Estelle; a son, Michael of Marrero, La.; a daughter, Kathleen, and his mother, Ella Marie of Algiers, La. SIU pensionei I Ralph W.rindeii, 60, died of pneumonia in the Homestead Nurs­ ing Home, Lexing­ ton, Ky. on Apr. 28. Brother Tindell joined the Union in 1942 in the port of Tampa sailing as a chief steward. He sailed 25 years. He also sailed during the Vietnam and Korean Wars. Bom in Noma, Fla., he was a resident of Dover, Fla. Interment was in the Gar­ den of Memories Cemetery, Tampa. Surviving are his widow, Lois, and two sons, Joseph, a U.S. Navy lieutenant of San Francisco and Ralph of Tampa. John A. Dunne, 50, died abdard the SS Robert Toombs (Waterman) on May 17. Brother Dunne joined the SIU in the port of Seattle in 1957 sailing as a bo­ sun. He sailed 33 years and was a veteran of the U.S. Navy in World War II. Born in Louisi­ ana, he was a resident of Lafayette, La. Surviving are two daughters, Linda and Eileen and two sisters, Mrs. Odile Bianchini of New Orleans and Mrs. Leona D. Gotheraux of Lafayette. IBU pensioner Anthony J. Nowatski, 79, died of a heart ailment in the De Barry (Fla.) Manor Hospital on Apr. 5. Brother Nowatski joined the _ union in the port of Philadelphia in 1960 sailing as a cook for the Curtis Bay Towing Co. from 1950 to 1966. He sailed 19 years. A native of Atlantic County, N.J., he was a resident of Deltona, Fla. Burial was in De Land (Fla.) Memorial Gardens Cemetery. Surviving are a brother, Joe of Keyser, W. Va.; a sister, Mrs. Thomas Maronski, and a nephew, Tom, both of Philadelphia, and a niece, Florence Pedroni, also of Philadelphia. SIU pensioner I TooiiiasLaaKnts,74, passed away on June^ 26. Brother Laarents joined the Union in 1942 in the port of New Orleans sailing as a bosun. He sailed for 47 years. Born in Estonia, USSR, he was a resident of Baltimore. Surviving is-a son, Michael of Kihnu Is., Esotnia. IBU pensioner Clarence A. Lott,Sr., 84, passed away from uremia m Providence Hospital, Mobile on May 15.Brother Lott joined the union in the port of Mobile in 1956 sailing as a chief, steward. He started sailing in 1928 with the Luckenbach Line, sailing 32 years with the Intemational Sailors Union, Copeland and Gulf District No. 75, and seven years with the IBU. Sea­ farer Lott was assistant port steward for the Alcoa Shoregang in Mobile from 1945 to 1960. A native of Mobile, he was a resident there. Interment was in Magnolia Cemetery,. Prichard, Ala. Surviving are two sons, IBU member Thomas M. Lott, Sr. of Mobile and Clarence A. Lott, Jr., of Prichard, and two daughters, Mrs. Lolette L. Russell of Mobile and Mrs. Doris L. Graham of Shippensburg, Pa. Frank Castagna, 31, drowned when he fell off a launch as the SS Tampa (Sea-Land) was anchored off Genoa, Italy on Apr. 15, 1975. Brother Donald H. Ogren, Castanga joined the 60, died of a heart SIU in the port of attack in Cleveland New York in 1963 sailing as a firemanMetropolitan Gene­ watertender. He attended the Andrew ral Hospital on May Furuseth Training School in Brooklyn, 3. Brother Ogren N.Y. in 1963. Born in Brooklyn, he joined the SIU in the' was a resident there when he died. port of Duluth in Burial was in Brooklyn. Surviving are 1973 sailing as an his mother, Dorothy and a sister, Mrs. AB for the Reis Steamship Co. in 1971 Miriam Gili, both of Brooklyn. and for the Kinsman Marine Transportion Co. from 1971 to 1974. He was born in tleveland and was a resident of Conneaut, Ohio. Cremation took Clifton S. Mathis, place in Cleveland. Surviving is a 71, died on Feb. 27, brother, Richard of Conneaut. 1974. Brother Mathis joined the IBU in the port of Houston in Charies W. Ballard, 63, died on May 1965 sailing as a 18. Brother Ballard joined the SIU in cook and b^er for the port of Detroit in 1960 sailing as a G & H Towing Co. wiper for American Steamship Co. and from 1965 to 1976 for Kinsman Marine from 1959 to and for Coyle Lines from 1964 to 1965. 1974. He sailed 16 years. Born in He was bom in Alabama and was a Owensboro, Ky., he was a resident of resident of Pasadena, Tex. Surviving is McArthur, Ohio. Surviving are his his widow, Freda of Arlington, Tex. widow, Maxine, and a son, Charles. Seafarers Lng �'• ' > Jfinal Beparturesi IBU pensioner John F. Elliott, 56, died of a heart attack in the Galveston USPHS Hospital on May 8. Brother El­ liott joined the union in 1958 in the port of Houston sailing as a chief-steward for the G & H Towing Co. from 1958 to 1964. He also joined the SIU in 1938 in the port of Mobile. Born in Baden, N.C., he was a resident of Alta Loma, Tex. Burial was in Alta Loma Cemetery. Surviving are his wi­ dow, Edith; a son, Walter; two daugh­ ters, Jewel and Edith, and a sister, Mrs. C. F. Perkins of Milton, Fla. Joseph E. Sher­ wood, Sr., 76, died of pneumonia in the Galveston USPHS Hospital on May 6. Brother Sherwood joined the IBU in the port of Galveston in 1957 sailing as a cap­ tain and deckhand AB for the G & H Towing Co. from 1962 to 1976 and for the Galveston-Houston Offshore Towboat Co. from 1956 to 1962. He was a post-World War I veteran of the U.S. Navy and was a warrant officer in the U.S. Coast Guard in World War II. A native of New Orleans, he was a resi­ dent of Galveston. Interment was in Arabi (La.) County Cemetery. Surviv­ ing are his widow. Alma; a son, Joseph of Chalmatte, La.; a daughter, Mrs. Leatrice S. Haynes of Galveston, and a granddaughter, Charlotte Haynes. IBU pensioner Arthur L. O'Connell, 69, succumbed to turemia in Erie, Pa. on June 5. Brother O'Connell joined the union in the port of Ashtabula, Ohio in 1961 sailing as a deckhand and lineman for the Great Lakes Towing Co. from 1941 to 1973. Previously,, he was a member of the Sailors Union of the Pacific in 1948. He was born in Willmette, 111., and was a resident of Conneaut, Ohio. Inter­ ment was in Center Cemetery, Con­ neaut. Surviving is a daughter, Mrs. H. (Gloria) Whitford of Conneaut. SIU pensioner Richard Ramsperger, 73, passed away in Germany on Mar. 21. Brother Ramsperger joined the Union in 1948 in the port of , New York sailing as \ a chief baker. He at­ tended Piney Point Pensioners Confer­ ence No. 5, sailed 33 years and vvas a veteran of the U.S. Coast Guard in World War II. Seafare_r Ramsperger was born in Germany and was a resi­ dent of Oregon City, Ore. Surviving is his widow, Anne. Cari J. Pehrson, 53, died on July 13. Brother Pehrson joined the SIU in the port of New York in 1968 sailing as an AB aboard the SS Cornell Victory (Waterman) during the Vietnam War. He was a resident of Hoboken, N.J. Surviving are his widow, Genevieve, and a son, Carl. • r. -n.. ^.2^4 y"?/ vi' SIU pensioner Huriess W. "Harry" Minkler, 69, died of a heart attack at home in Biloxi, Miss, after a long illness on , ^ Mar. 23. Brother Minkler joined the Union in 1947 in the port of New Orleans sailing as a chief steward. He sailed 31 years, was a vete­ ran of the post-World War I and World War II U.S. Army Signal Corps and a member of the American Legion and Veterans of Foreign Wars. Seafarer Minkler was born in Lincoln, Neb. and was a resident of Biloxi for 18 years. Burial was in Biloxi Cemetery. Surviv­ ing are his widow, Inez; a daughter, Mrs. Marie Elaina Waits of Biloxi; a stepson, Morris J. Smith of New Or­ leans; a brother, Herschel of Myrtle Point, Ore.; three sisters, Mrs. Madge Martin of Brazil, Ind., Mrs. Myrna Orton of Mitchelville, la. and Mrs. Dora Glisan of Myrtle Point, and six grand­ children. Winston A. Johnson Jr., 60, succtimbed to pneumo­ nia in the Baltimore USPHS Hospital on May 12. Brother Johnson joined the IBU in the port of Detroit in 1960 sail­ ing as a fireman-watertender. He sailed for 26 years and attended the SIUMEBA District 2 Engineer Upgrading School, Brooklyn, N.Y. in 1966. Sea­ farer Johnson was born in Buffalo, Minn, and was a resident of Superior, Wise. Burial was in Greenwood Ceme­ tery, Superior. Surviving are his widow, Dorothy; a son, Winston, Jr., and four daughters, Mellissa, Katherine, Patricia and Barbara. SIU pensioner Henry W. Huzzle, 71, died of a brain tumor in Baltimore County on June 17. Brother Huzzie joined the Union in I 1955 in the port of j Baltimore sailing in the steward department for 20 years. He was born in Georgia and was a resi­ dent of Baltimore. Interment was in Ar­ butus Cemetery, Baltimore. Surviving are three sisters, Mrs. Virgie Lee Par­ ker, Mrs. Lula K. Harris and Mfs. Ora T. Riddick and a granddaughter, Mrs. Helen E. McLean, all of Baltimore. IBU pensioner John Piekos, 61, died of natural causes in Jamaica (Queens, N.Y.) Hospital on July 1. Brother Pie­ kos joined the union in "the port of New York in 1960 sailing as checker and deckhand for the Brook­ lyn (N.Y.) Eastern District Terminal and Bush Terminal Railroad Co. there from 1943 to 1964. He was born in New York City and was a resident of Flushing, Queens, N.Y. Interment was in Meadowland Memorial Gardens Cemetery, New Port Richey, Fla. Sur­ viving is a daughter and son-in-law, Mr. and Mrs. Edward J. and Paulette ScanIon, Jr. of Flushing. Orpheus B. Q. "Jack" Scuriock, 60, was lost off the sink­ ing M/ V National Trader (National Marine Service) in the Mississippi River near Good Hope, La. on Jan. 16,1974 when he missed jump­ ing to a barge which the vessel had struck. Brother Scuriock joined the IBU in the port of Houston in 1960 sailing as a captain for National Marine Serv­ ice of St. Louis from 1951 to 1974. A native of Gallitine, Tex., he was a resi­ dent of Houma, La. Surviving are his widow, Irene; three sons, Darrell, Thomas and Loyman, and a daughter, Cora Bele. SIU pensioner Julius M. Frochowuik, 66, died on July 14 in Baltimore. Brother Prochownik ^ joined the Union in 1939 in the port of Baltimore sailing as oiler. He sailed 37 years and attended a Piney Point Edu­ cational Conference. Seafarer Prochow­ nik was born in Baltimore and was a resident of Dundalk, Md. Surviving are a brother, William of Dundalk, and a sister, Mrs. Sophia Romenski of Bal­ timore. Richard L. Parker, 67, died of respira­ tory failure in the Gainesville (Fla.) Veterans Admini­ stration Hospital on Mar. 10. Brother Parker joined the SIU in the port of Jacksonville in 1965 sailing as an AB. He sailed 30 years and was a veteran of the U.S. Army in World War II. Born in Morgantown, W. Va., he was a resi­ dent of Palatka, Fla. Burial was in Oak Hill Cemetery, Palatka. Surviving is a son, Alvin of Palatka. Luther T. Rigglns, 60, died of cancer in the Norfolk USPHS Hospital on May 22. Brother Riggins joined the IBU in the port of Norfolk in 1973 sailing as an engineer for the Allied Towing Co. from 1970 to 1976. He was born in Poquoson, Va. and was a resident of Seaford, Va. Interment was in Penin­ sula Memorial Park Cemetery, Newport News, Va. Surviving are his widow, Ma­ bel and a daughter, Deborah. SIU pensioner Marlus Jensen, 76, died of a heart attack in the Baltimore USPHS Hospital on Feb. 6. Brother Jensen joined the Union in 1945 in the port of New York sailing as a bosun and third .nate. He sailed 30 years and was a veteran of the pre-Wor-War II U.S. Army. Sea­ farer Jensen was born in Denmark and was a naturalized U.S. citizen He was a resident of Cumberland, Md. His body was donated by him to the Mary­ land Anatomy Board for medical re­ search. Surviving is his widow, Grace. SIU pensioner Thomas T. Tooma, 73, died of kidney failure in East on (Pa.) Hospital on June 5. Brother To­ oma joined the Un­ ion in 1939 in the port of Philadelphia sailing as a chief steward. He sailed 45 years. Born in Phillipsburg, N.J., he was a resident of Easton. Surviving are his daughter, Mrs. John P. (Victoria) Ippolito of Easton; a niece, Mrs. Rose Shawah of Brooklyn, N. Y.; a halfbrother, Nicholas, and two half-sisters, Weeda and Rose, all of Easton. SIU pensioner William H. Gradick, Sr., 51, succumbed to a brain tumor in the University of South Alabama Med­ ical Center, Mobile on July 1. Brother Gradick joined the Union in 1943 in the port of New York sailing as a bosun. A native fo Bir­ mingham, Ala., he was a resident of Eight Mile, Ala. Interment was in Val­ halla Memorial Gardens Cemetery, Mo­ bile County, Ala. Surviving are three sons, William, Terry and Michael and two daughters, Catherine and Janice, both of Mobile. SIU pensioner Charles E. Seymour, 77, passed away on June 24. Brother Sey­ mour joined the Un­ ion in 1938 in the port of New York sailing as a cook. He sailed for 51 years and was a veteran of the U.S. Army in World War I. Seafarer Seymour was born in Brooklyn, N.Y. and was a resi­ dent of Harahan, La. Surviving is his widow, Myrtle. IBU pensioner Robert E. Jackson, 49, died of cancer in the Paul Oliver Memorial Hospital, Frankfort, Mich, on May 27. Brother Jackson joined the union in the port of Elberta, Mich, in 1953 sailing in the steward department for the Ann Arbor (Mich.) Railroad Carferries. He was a veteran of the U.S. Army in World War II. Born in Frank­ fort, he was a resident there. Burial was in Crystal Lake Township (Mich.) Cemetery. Surviving are his widow, Beverly; three sons, Michael, Robert and Marc; two daughters, Janet and Judy, and his parents, Mr. and Mrs. Frank J. Jackson of Frankfort. I I IK Page 25 September, 1976 iTill' t'.-" George L. McLemore, 51, succumbed to a heart attack in Schumpert Medical Center, Shreveport, La. on June 11. Brother McLemore joined the IBU in the port of New Orleans in 1958 sailing as a tankerman for Dixie Carriers from 1965 to 1976. He was a veteran of the U.S. Army. A native of Fryeburg, La., he was a resident of Ringgold, La. Burial was in Providence Cemetery, Ringgold. Surviving are his widow, Betty Lou; a son, Rickey; two daughters, Shirley and Sherry, and his parents, Mr. and Mrs. C. W. Mc­ Lemore. r,- f •k �MiHQSI ZAPATA PATRIOT (Zapata Bulk^ Transport), July 4—Chairman, Recerti-" fied Bosun Ralph Murry; Secretary A. Arellano; Educational Director J. Wade. No disputed OT. A discussion was held on various issues concerning maritime industry and SiU welfare and pension plans. Report to Seafafers Log: "Maiden voyage. Ship crewed out of West Coast. We had a good crew with no beefs at anytime. Captain and oflScers were very cooperative. We took corn to Leningrad." SEA-LAND CONSUMER (SeaLand Service), July 5—Chairman, Re­ certified Bosun F. A. Pehler; Secretary S. McDonald; Educational Director K. L. Hart; Deck Delegate J. Greer; En­ gine Delegate R. L. L. Elliott; Steward Delegate M. P. Cox. Some disputed OT in steward department. Chairman ad­ vised all crewmembers to get their firefighting and lifeboat tickets as soon as possible. Next port. Port Everglades. SEA-LAND MC LEAN (Sea-Land Service), July 3—Chairman, Recerti­ fied Bosun N. Palmer; Secretary R. Buie; Educational Director H. Ulrich; Deck Delegate C. Ferrous; Engine Del­ egate R. Velez; Steward Delegate J. Ortega. No disputed OT. Chairman dis­ cussed the importance of donating to SPAD. Also advised everyone to read all the important items in the Seafarers Log. Next port, Yokohama. HOUSTON (Sea-Land Service), July 4—Chairman, Recertified Bosim Don­ ald Hicks; Secretary C. Gibson; Educa­ tional Director Billy H. Waddell; Deck Delegate C. E. Owens; Engine Delegate J. R. Kearney; Steward Delegate Pedro Sanchez. Some disputed OT in steward department. Chairman held a discussion on the importance of donating to SPAD. A vote of thanks was extended to deck department for keeping messroom and pantry clean on each watch. Next port, Elizabeth, N.J. BOSTON (Sea-Land Service), July 11—Chairman, Recertified Bosun L. E. Joseph; Secretary J. Keno; Educational Director Glenn. Some disputed OT in deck department. Chairman reports that to date nothing has been done about the port holes that shift water when ship is in bad weather. Something has to be ^ done about this very dangerous situation as soon as possible. Also held a discus­ sion on the importance of donating to SPAD. SEA-LAND EXCHANGE (SeaLand Service), July 4—Chairman, Re­ certified Bosun D. Calogeros; Secretary E. Heniken; Educational Director G. Renale; Deck Delegate W. Sibley; En­ gine Delegate I. Futterman; Steward Delegate James Temple. No disputed OT. It is to be brou^t up at the next safety meeting that the gangway should be put down so it is more steady. Ob­ served one minute of silence in memory of our departed brothers. Next port, Seattle. FLOR (Altair Steamship), July 11— Chairman, Recertified Bosun D. Ware; Secretary David E. Edwards; Educa­ tional Director Leo Crawford; Steward Delegate G. Martinez. $20 in ship's fund. Some disputed O't in deck, engine and steward departments. A discussion was held on safety. When the ships' cranes are in operation be careful and stay clear of tracks. Advised to make repair list and to be sure to check every­ thing that needs repairing or replacing. Digest of SIU Ships' Meetings TRANSINDIANA (Hudson Water­ ways), July 25—Chairman, Recertified Bosun H. B. Walters; Secretary W. J. Fitch; Educational Director J. Shuler. $25.09 in ship's fund. No disputed OT. Chairman noted that the shipboard meeting is for everyone not just a few. "It took a long time to get the air con­ ditioner working aboard this ship and those of you that leave their port holes open please close them. Leaving the port holes open only harms the unit and keeps it from working to its correct ca­ pacity." Report to the Seafarers Log: "A vote of thanks for the good job in keeping us well informed in all matters of the shipping industry." Observed one minute of silence in memory of our de­ parted brothers. JOHN TYLER (Waterman Steam­ ship), July 18—Chairman, Recertified Bosun Otto Pedersen; Secretary J. Moody; Educational Director A, Lupari; Steward Delegate Vincent San­ chez, Jr. $5.65 in ship's fund. Some disputed OT in deck, engine and stew­ ard departments. Observed one minute of silence in memory of our departed brothers. Next port. New Orleans. OVERSEAS VIVIAN (Maritime Overseas), July 4—Chairman, Recerti­ fied Bosun Pete Garza; Secretary R. O. Brown; Educational Director C. D. Crowder; Deck Delegate Richard C. Mason; Engine Delegate Robert C. Ross; Steward Delegate A. Mora. $4 in ship's fund. Some disputed OT in stew­ ard department. A vote of thanks to the deck department for a clean pantry in the morning. A vote of thanks to the steward department for a job well done. Chairman distributed beneficiary cards to the crew and many items in the Sea­ farers Log were discussed including early retirement. Next port, Odessa, U.S.S.R. COUNCIL GROVE (Interocean Mgt.), July 3—Chairman, Recertified Bosun S. Sbriglio. $3Ci in ship's fund. No disputed OT. All communications received were posted on bulletin board. Held a discussion on the upgrading pro­ gram that is held at the Lundeberg School and that information pertaining to same can be found in the Seafarers Log. A vote of thanks to the steward department for a job well done. Next port, Martinez, Calif. ERIC K. HOLZER (Puerto Rico Marine Mgt.), July 25—Chairpian, Re­ certified Bosun Dimas Mendoza; Sec­ retary H. Strauss; Educational Director S. Gondzar. Some disputed OT in deck and steward departments. Chairman opened a discussion on "The Pension Reform Act" and posted two articles that referred to such plan for those in­ terested in having an idea of what the pension plan means to us. Also dis­ cussed the importance of donating to SPAD. Next port, Baltimore. ELIZABETHPORT (Sea-Land Serv­ ice), July 25—Chairman, Recertified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Director Luis Cepeda; Deck Delegate Frank Balasia: Engine Delegate G. Homalinowski; Steward Delegate Peter Vicare. $117 in ship's fund. Collected $200 for movie fund to buy eight extra movies. No dis­ puted OT. Air conditioning machine, water fountain and TV for the crew is broken. A vote of thanks to the deck department for keeping the messroom and pantry clean at night. Also a vote of thanks to the steward department for the good food. Official ship'is minutes wefe'also received firtim the following vessels:. DELTA NORTE DELTA MEXICO :: v; MOHAWK BALTIMORE f^A4xAND COMMERCE ARTHUR MIDDLETON CARTERBRAXTON ^^^''^IBROOKLYN : DELTA MAR COLUMBIA r ROBERTE.LEE POTOMAC CAROLINA JEFF DAVIS ALEUTIAN DEVELOPiiR^ tWONTICELLO VICTORY OVERSEAS TRAVELER DELRIO . DIERVILLE OGDEN YUKON ' ; . MOUNT VERNON VICTfHIYI HUMACAO JACKSONVILLE JOHN B YVATERMAN v MAUMEE ' ^ - I OAKLAND CANTIGNY , SEA-LAND RESOURCE PITTSBURGH . ^ ' MAYAGUEZ SUGAR ISLANDER . ^ MERRIMAC PANAMA SEA-LAND MARKET . GUAYAMA SEA-LAND GALLOWAY ARECIBO SEA-LANDTRADE i SAN FRANCISCO SEA-LAND PRODPCER^ Politics Is Porkehops Donate to SPAD THOMAS LYNCH (Waterman Steamship), July llT-Chairraan, Re­ certified Bosun Hans Lee; Secretary J. Rielly; Educational Director Jack Brock; Steward Delegate Robert Black. No disputed OT. The Seafarers Log was received in Leningrad. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. BORINQUEN (Puerto Rico Marine Mgt.), July 25—Chairman, Recertified Bosun Calixto Gonzales; Secretary J. A. Fernandez; Engine Delegate Juan Guaris; Steward Delegate E. Villasol. No disputed OT. Chairman held a dis­ cussion With the crew on the articles of interest from the Seafarers Log. Top­ ics discussed were the Jones Act, joint and survivor benefits, the closing of the Virgin Islands loophole. Suggested that all members read the Seafarers Log to be better informed about the pro­ cedures of our Union. Unanimous con­ gratulations to all the crew for a job well done. The performance of the crew has been excellent. Next port, Eliza­ beth, N.J. ERNA ELIZABETH (Hudson Wa­ terways), July 25—Chairman, Recerti­ fied Bosun Perry Konis; Secretary J. Lamb. Some disputed OT in deck de­ partment. Observed on6 minute of si­ lence in memory of our departed brothers. Everything running smoothly. TAMARA GUILDEN (Transport Commercial), July 11—Chairman, Re­ certified Bosun Melville McKinney; Secretary N. Hatgimisios; Educational Director Reider Nielsen; Deck Delegate Jim Spencer; Engine Delegate Johnny Nettels; Steward Delegate John Hoggie. $9.80 in ship's fund. Some disputed OT in deck department. A vote of thanks to the steward department for a job well done. Observed one minute of si­ lence in memory of our departed brothers. • VANTAGE HORIZON (Vancor Steamship), July 25 — Chairman, Re­ certified Bosun Lonnie Cole; Secretary J. B. Harris; Educational Director G. R. Roger. $43 in ship's fund. Some disputed OT in deck department. Need a new color TV set, electric rotator antenna and a dryer for the crew. A vote of thanks to the steward depart­ ment for a job well done. OGDEN CHAMPION (Ogden Ma­ rine, July 25 — Chairman, Recertified Bosun J. Zeloy; Secretary S. J. Davis; Educational Director H. G. Sanford; Engine Delegate H. Lee; Steward Delegaet Clarence Willas. No disputed OT. $250 was collected from arrival pools to buy movie films for the trip. Chair­ man held a discussion on the impor­ tance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. Next port, Odessa, U.S.S.R. DELTA BRASIL (Delta Steamship), July 18-^hairman, Recertified Bosun Louis Guadmud; Secretaiy B. Guarino; Educational Director Hugh Wells, Jr.; Engine Delegate Juan Cruz. No dis-' puted OT. All communications received were read and posted. Chairman re­ ports that everyone should take advan­ tage of the upgrading school at Piney Point and discussed the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Seafarers Log �ii f' 1 / ' • ' 1 .I Watth For Health Violations Lnspectors for the U S. Food Administration are reportedly, serving violation notices on ship« ping companies for the least in­ fraction of the sanitary codes. SIUcontracted Sea-Land Service, v^ch has won clean ships' awards 14 years in a row, reports that their company has been harassed by violation notices for such minor infractions as crumbs in the toaster and no lids on some of the gar­ bage cans. 6 Complete Lifeboat Class Six more Seafarers completed the HLSS Lifeboat course recently taught by Instructor Tom Doyle (2nd right). They are (I. to r.) C. "Buddy" Griffith; George Vorise, Jr.; J. Courtney; H. A. Lee; Raymond "Blackie" McPhillips, and Ramon C. Echevarria. ^• ?. •' To relieve the compmies from the hassles of such notices, steward department members are asked to take special care in general house­ keeping duties, while at the same thne keeping an eye out for the little things, like replacing garbage can tops, that might go unnoticed. Seahirers are also asked to re­ port immediately to the company if any galley equipment, like dish­ washers, is not working properly. V > ?! Sll/, /BU Members OK Merger of the Two Unions Continued from Page 2 by the IBU Executive Board and sub­ sequently passed by the IBU member­ ship at meetings in all IBU ports. Constitutional Committee The next step, as provided by the SIU Constitution, was the election of a Con­ stitutional Committee. The membership elected this Committee of Seafarers at a special meeting at Headquarters on June 21, 1976. The Committee spent several days going over the proposed merger agree­ ment and constitutional amendments. It was their recommendation that a merger was in the best interests of the Union. The Constitutional Committee's re­ port was then presented and accepted by the membership at the July meetings in all ports. Secret mail balloting on the merger proposal began Aug. 16, 1976 and ended Sept. 15, 1976. Copies of the Merger Agreement and Constitutional Amendments were published in the Au­ gust issues of the Seafarers Log and the Inland Boatman, the IBU's oflRcial news­ paper, so that all members had the op­ portunity to review the terms erf the merger agreement before voting. A Necessary Move Although the actual merger resolu­ tion was submitted only last June, the Executive Boards of both the SIU and IBU had been conducting talks about a possible merger for some time. Now that the merger has become a reality, the united SIU is in a stronger position to protect the rights, welfare, jobs and job security of Seafarers and Boatmen in such vital areas as collec­ tive bargaining, organizing and legisla- Rubber Workers End StrikeWith Tire Companies The 65,000 United Rubber Workers Union's (URWU) tire makers in the Big Four (Goodyear, Firestone, Good­ rich and Uniroyal) plants across the U.S. were back at work Sept. 7 after voting to accept a new, three-year con­ tract to end a five-month long strike— the longest in the industry's history. The contract includes a wage hike, the highest union pay rise pact signed in 1976, a cost-of-living-adjustment for the first time ip the industry, and in­ creases in welfare benefits. In announcing the end of the strike at the plants which make two-thirds of U.S. tires, URW President Peter Bom- marito declared, "Ot particular signi­ ficance was the negotiation of a costof-living allowance (COLA) which ranks as one of the best in U.S. industry. This COLA escalator clause is really worth more for the URW membership than the general wage increases earned in this contract " Also, skilled trades people in the plants will get .25 cents more an hour in the first year of the contract and .15 cents more an hour in the second year. After the Rubber Workers went on stiike in late April, they called for a nationwide consumers boycott against Firestone. The boycott had the support Food Stomp Program Continued from Page 5 vision. Since many states are strapped for funds, they would probably cut other necessary programs to raise money to pay the extra food stamp costs. During the September debate, some Congressmen will be trying to push through even more cuts. If they are successful, millions more unemployed and low wage workers will be elimi­ nated from the food stamp program. A bitter fight is expected on the House floor. "Your help is needed to prevent these benefits from being destroyed and to prevent the creation of hunger among millions of Americans," Schachter wrote the SIU. Union members are urged to write their Congressmen and ask them to op­ pose any further cutbacks in the food stamp program. SIU President Paul Hall already has sent letters to all members of the House of Representatives in which he included labor's points: 1. Eliminate the discriminatory ban against strikers from the food stamp program. 2. Restore some of the food stamp benefits cut by increasing the standard deduction. 3. Eliminate the requirement for the two percent added payment by the states. 4. Oppose all amendments which will cut back the food stahjp program fur­ ther. of both the SIU and AFL-CIO. The Rubber Workers Union is an affiliate of the Maritime Trades Depart­ ment of the AFL-CIO. tion, both on the local and national level. The merger will alsoenable the Union to eliminate duplication and effectively cut administrative costs, which have skyrocketed in recent years, thereby in­ suring the Union's continued ability to provide the same high quality of serv­ ices to all members in all areas of the country despite inflation or recession. In addition, the long established job structures and job rights of IBU and SIU members are guaranteed, as senior­ ity and shipping rules for both unions remain the same. The merger agreement also provides that \he members of both unions will have equal voting rights on virtually every issue. However, when contracts are voted on, only those members who are affected by the contract will be per­ mitted to vote. •) ^ Ir i Confab to Study Apprenticeship, Training 'Two Hundred Years of ProgressApprenticeship and Training" will be the theme of the 1976 Transportation Apprenticeship and Training Confer­ ence (NTATC) to be held in San Fran­ cisco, Calif, from Sept. 27-30. At the conference, representatives of labor and management from the ship­ ping, rail, air, bus and trucking indus­ tries will exchange ideas on training new workers and discuss ways of improving and expanding apprenticeship pro­ grams. Administrators of training pro­ grams in the Armed Forces and state and local governments also will attend. Keynote speakers will include: Dr. Ray Marshall, chairman. Federal Com­ mittee on Apprenticeship; James P. Gray, president, Matson Terminals; C. J. Chamberlain, general president. Bro­ therhood of Railroad Signalmen; and Don Wilson, American Trucking Assn. Ross A. Von Wigand, director of Labor-Management Services for the National Council on Alcoholism will speak about alcoholism rehabilitation programs in the transportation industry. Hazel Brown, president of the SIU's Harry Lundeberg School is serving as information chairman. Representatives of other maritime labor unions such as the Marine Engineers Benevolent Assn., the Masters, Mates and Pilots, the Na­ tional Maritime Union and the Inland Boatman's Union of the Pacific are ac­ tively involved. ' The conference will take place at the Sir Francis Drake Hotel in San Fran­ cisco. SlUNA AHiliate To Represent 700 At Star Kist Co. The National Labor Relations Board General Counsel has declared the SIUNA-affiliated United Cannery and Industrial Workers of the Pacific, Los Angeles and Vicinity District bargaining agent for 700 Star Kist cannery workers in American Samoa, according to Steve Edney, the union's president. The union originally lost an NLRB certification election at the Star Kist plant, but appealed the loss on the grounds that unfair labor practices Ou the part of the company had "destroyed conditions for effective organizing." The NLRB General Coimsei sustained the appeal overturning the results in favor of the union. i*. r,' f• f- 0 Deposit in the SIU Blood Bonk — It's Your Life i Page 27 September, 1976 .-Li • A'-' - - •' . : > •I • m •pi 1' . �For a Better Job Today Deck Department ABLE SEAMAN The course of instruction is four weeks in length and leads to the Coast Guard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited—Any Waters. Course Requirements: Able Seaman 12 Months—Any Waters. You must; • Be 19 years of age • Have 12 months seatime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight months seatime as Ordinary Seaman • Be able to pass the prescribed physi­ cal, including eyesight requirements. Able Seaman Unlimited—Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or Able Seaman 12 Months • Be able to pass the prescribed physi­ cal, including eyesight requirements. Starting dates: September 2, November 11 QUARTERMASTER The course of instruction certification as Quartermaster Basic Navigation instruction Radar; Loran; • Fathometer, leading to consists of to include RDF; and Tlie Harry Lundeberg also includes a review of Basic Seaman­ ship; use of the Magnetic and Gyro Compass; Rules of the Road; Knots and Splices; Firefighting and Emergency Pro­ cedures. Course Requirements: Must hold en­ dorsement as Able Seaman (Unlimited— Any Waters). Starting dates: October 14 LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard en­ dorsement of Lifeboatman. Course Requirements: Must have 90 days seatime in any department. Starting dates: September 2, 16, 30, October 14, 28, November 11, 26 QMED's Graduate QMED Instructor Charles Nalen (left) has photo taken recently with his course graduates of (I. to r.): Thomas Moore; Ray Nugent; William Traser; Pat Dorrian, and Fred Young at the Harry Lundeberg School of Seamanship, Piney Point, Md. Engine Department These Courses Will Be Start­ ing Soon: QMED-Any Rating • Advanced Pumpman Procedures ^ • Advanced Electrical Procedures Watch the Seafarers Log for Starting Dates The course of instruction leading to cer­ tification as QMED—Any Rating is eight weeks in length and includes instruction leading to the Coast Guard endorsements which comprise this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating. Starting dates: September 8, October 6 WELDING The course of instruction in basic welding eonsists of classroom and onthe-job training including practical train­ ing in electric arc welding and cutting; and oxy-acetylene brazing, welding and cutting. On completion of the course, an HLS Certificate of Graduation will be awarded. Course Requirements: • Engine department personnel rhust hold endorsement as QMED—Any Rating • Deck and steward department per­ sonnel must hold a rating in their" department. Starting dates: October 1 FOWT The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements 7 Get Quartermaster Ticlcets HLSS Vocational Education Department director, Robert Kalmus (left) and Quartermaster Instructor Paul Allman (right) pose recently with seven gradu­ ates of the quartermaster course. They are (I. tor r.); Steve Todorowski; John Emrich; Charles Truenski; Willie Mitchell; Matthew Carroll; Joe Meyerchak, and George Callard. • Have six months seatime as Wiper, OR Be a graduate of HLS at Piney Point and have three months seatime as Wiper • If you have an engine department rat­ ing there are no requirements. Starting dates: October 14 LNG/LPG The course of instruction leading to certification as LNG/LPG crew consists of Basic Chemistry, Tank and Ship Con­ struction, Gasification, Reliquefication Procedures, Inert Gas and Nitrogen Sys­ tems, Instrumentation, Safety and Firefighting, Loading, Unloading and Trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED—Any Rat­ ing. Others, Deck and Steward Depart­ ment personnel must hold a rating in their department. Length of Course: The normal length of the course is four (4) weeks. Starting dates: September 20 A College Career Is Available to You One college and two post secondary trade/vocational school scholarships are awarded to Seafarers each year. These scholarships have been specially de­ signed to meet the educational needs of Seafarers. Application requirements are- geared for the man who has been out of school several years, so yoiij^will only be com­ peting with other seamen with similar educational backgrounds. The awards are granted in April, hut you should :jegin. your appjication process now. These arc the scholarships offered: - I. Four-year college degree scholar­ ship. This award is in the amount of $10,000. - Page 28 2. Two-year community or junior col­ lege or post secondary trade/voca­ tional schools scholarships. These awards are in the amount of $5000t The trade/vocational awards offer var­ ious options if you wish to continue shipping. In such a program you may develop a trade or skill which would im­ prove your performance aboard ship as well as help you obtain a better paying job when you are ashore. Eligibility requirements are as follows: 1. Have not le.ss than two years of actual employment on vessels of companies signatory to Seafarers Welfare Plan. Have one day of employment on a vessel in the sixth-month period immediately, preceding date of ap­ plication. ' 3. Have 90 days of employment on a vessel in the previous calendar year. Pick up a schoir .-ship application now. They are available in the ports or you may write to th6 following address and request a copy of the Seafarers Applica­ tion: , . Seafarers Welfare Plan College Scholarships 275 20th Street Brooklyn, New York 11215 A College Education For Yonr Children Four scholarships arc awarded to de­ pendents of Seafarers. These. four-year scholarships are for $10,000 each at any accredited college or university. If you have three years sea time, encourage your -children to apply. They should request the Dependents Application from the above address. �m--- For Job Security Tomorrow Scliool Of Seamansliip Steward Department Steward Department All Steward Department Coarsee Lead To Certification By HLSS. CHIEF STEWARD The course of instruction is six weeks long and covers all phases of Steward De­ partment management and operation. Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: • Three years seatime in a rating above 3rd cook or assistant cook OR • Six months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months seatime as chief cook and hold HLS certifi­ cates of completiorr for^ch program OR • 12 months seatime as 3rd cook or assistant cook, six months seatime as cook and baker, six months sea­ time as chief cook and hold HLS cer­ tificates of completion for the cook and baker and chief cook programs OR • 12 months seatime as 3rd cook of assistant cook, 12 months seatime as cook and baker, and six months sea­ time as chief cook and hold an HLS certificate of completion for the chief cook program. Starting dates: October 14, November 26 -CHIEF COOK The course of instruction is six weeks in length and students specialize in the prep­ aration of soups, sauces, meats, seafoods, and gravies. Course Requirements: All candidates must have seatime. and/or training in com­ pliance with one of the following: * 12 months seatime as cook and baker OR * Three years seatime in the steward department, with six months as 3rd cook or assistant cook and six months as cook and baker OR * Six months seatime as 3rd cook or assistant cook and six months as cook and baker OR * 12 months seatime as 3rd cook or assistant cook and six monHis sea­ time as cook and baker and . hold a certificate of completion for the HLS cook and baker training program. COOK AND BAKER ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries.. The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Requirements: All candidates must have twelve months seatime in the steward department, OR three months sea­ time in the steward department and be a graduate of the HLS entry rating program. Starting dates: September 30. Novem­ ber 11 Course Requirements: All candidates must have seatime and/or training in com­ pliance with one of the following: * 12 months seatime as a 3rd cook or assistant cook OR * 24 months in the steward department with six months as a 3rd cook or as­ sistant cook OR * Six months seatime as 3rd cook or assistant cook and hold a certificate of completion from the HLS assist­ ant cook training program. Last monfli 37 Seafarers opgraded their skills, earning power and job secnrity throngh the vocational conrses at HLSS. The Lnndeberg School has an npgrading conrse to meet yonr career needs, too! Starting dates: September 16, 30, Oc­ tober 14,28, November 11,26 High School Program Is Available to All Seafarers Do What Over 800 Of Your Fellow Seafarers Have Done... t J f': UPGRADING APPLICATION . Date of Birth. (Last) Note: CduTNs and starting dates are subject to change at any time. Any change will he noted In the LOG. \f • ' : Did You Know... Name. Starting dates: September 16, October 28 i •: • (First) (Middle) Mo./Day/Year Address (Street) Telephone #_ (Sute) (aty) (Zip Code) Book Number. (Area Code) Seniority Date Book Was Issued Port Presently Registered In_ .Port Issued. . Endorsement(s) Now Held _ Social Security #. Piney Point Graduate: DYes Entry Program: From, NoD I f^ (if so, fill iabelow) . Endorsement(s) Received. to. 'i- (Dates Attended) 'i If Upgrading Program: J. . •, . Endorsement(s) Received. .to. From. "This school is a real advantage for all Seafar­ ers, and I'd recommend the GEO Program to any brother who wanted a high school diploma." (Dates Attended) Do you hold a letter of completion for Lifeboat: • Yes • No; Fire Fighting: • Yes • No Dates Available for Training X I Am Interested In: Michael Coyle • • • • "Everything about the Lundeberg School helps you learn and want to learn more. The classrooms, the living facilities, and the system of study are all excellent. And the teachers are very helpful. They work with as an individual, and they'll give you all the help you need." • LNG/LPG • Diesel • Welder George Taylor Get the reading, writing and math skills you need for job security and upgrading through the high school equivalency (GEO) program at the Harry Lundeberg School. It only takes four to eight weeks, and your Brothers can tell you that it's really worth it! ^ Interested?-Pick up a copy of the pre­ test kit in your port or write to this address: Margaret Nalen, Director Academic Education Department Harry Lundeberg School Piney Point, Maryland 20674 When you complete the test, return it to the Lundeberg School. HLS will tell you the results and give you an estimate of the length of time you'll need to com­ plete the GEO program. September, 1976 DECK AB-12 Months AB Unlimited Quartermaster Lifeboatman REMEMBER! This test is not to see who scores high or low. It helps HLS de­ sign a study program fust for you—a pro­ gram that our teachers will help you, as an individual, to follow. So apply today. It's easy to qualify. Just make sure that you have: 1. Oncyearofscatlnie. 2. Are a member of the Union in good standing. Your classes will be small (usually just six to eight students). You'll get lots of individual help. And completing the GEO program opens the door to the other edu­ cational opportunities that the SIU has for you. A high school diploma is the first step towards qualifying for one of the three scholarships for Seafarers that are offered each year. ENGINE • QMED • FOWT • Dk.Mech. • • • • STEWARD Asst. Cook Cook & Baker Chief Cook Steward ADVANCED COURSES • Advanced Pumpman Procedures • Advanced Electrical Procedures • Refrigeration Container Mechanic RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter Of service, whichever is applicable.) SHIP SIGNATURE RATING HF.ff.n DATE OF SHIPMENT DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 206 4 Page 29 •a. i ^•1 �IHTRVFSt-lf i*: I i— SI 'A Seniority Upgrading Program program, these Seafarers* are helping to insure the strengfli of this Union, a strength which rises out of a solid mem­ bership which understands their indus­ try and their Union's role in that in­ dustry. Robert Diaz Roberto Duron Seafarer Robert Diaz began sailing with the SIU after graduating from the Harry Lunde­ berg School in 1969. Shipping in • the engine depart­ ment, Brother Diaz upgraded to FOWT at the Lundeberg School in 1970 and after completing his "A" Seniority Pro­ gram he returned to the Piney Point school where he is studying for his QMED endorsement. Brother Diaz is a native and resident of Tampa, and ships from that port. Seafarer Roberto Duron graduated from the Andrew Furuseth Training School in New Or­ leans in 1967. A member of the black gang. Brother Dur, . on earned his FOWT endorse­ ment at the New Orleans AFT .School in 1968 and his QMED endorsement at the Harry Lundeberg School in 1975. Brother Duron was born in Honduras and now lives in New Orleans with his wife and two children. He ships from that port. MkhaelMefferd Ronald Gillette Seafarer Michael Mefferd graduated from the trainee program at the Harry Lundeberg School in 1971. Shipping in the en­ gine department. Brother Mefferd re­ turned to Piney Point to earn his FOWT endorsement before attending the "A" Seniority Up­ grading Program. A native and resident of New Orleans, he ships from the port of San Francisco. Seafarer Ronald Gillette has been sailing with the SIU since graduating from the N.Y. An­ drew Furuseth Training School in 1967. A member of the deck depart­ ment, Brother Gil­ lette obtained his AB ticket and GED diploma through the Harry Lundeberg School before attending the "A" Sen­ iority Opgroding Program. A native, and resident of New Jersey, Brother Gillette ships out of the port of New York. 11 New Book Members Achieving their full 'A' books this month through the SIU's 'A' Seniority Upgrading Program conducted at both Piney Point and Headquarters are 11 more Seafarers. They are Robert Diaz, Wflliam Corbett, Clifford Aversano, Kevin Gannon, Ronald Gillette, Ro­ berto Duron, Christopher Pepe, Gilbert Payton, Allen A. Cooper, Michael Mefferd and Michael Donardo. This brings the total number of Seafarers who have completed the program to 262.. The program was started to prepare our members for the innovations on the r w vessels under construction and to maintain the Union's tradition of pro­ viding wdl-trained, qualified Seaforers for all our contracted ships. Another purpose of the program is to give our membership a better under­ standing of SIU operations, as well as our problems and the best methods to deal with than. By upgra^ng themselves through the Kevin Gannon Seafarer Kevin Gannon graduated from the Harry Lundeberg School in 1973 and began sailing in the deck department. Before attending the "A" Seniority Program Brother Gannon upgraded, to AB at the Piney Point school. A itative and resident of Phila­ delphia, Brother Gannon ships from the port of New York. William Corbett Gflbert Payton Seafarer William Corbett graduated from the Harry Lundeberg' School in 1973 and began shipping out with the SIU in the deck department. Before attending the "A" Seniority Upgrad­ ing Program Brother Corbett also ob­ tained his AB ticket at the Piney Point school. A native of New York, Brother Corbett still lives in that city and ships from that port. Seafarer Gilbert Payton has been sailing with the SIU since graduating from the Harry Lundeberg School in 1972. Brother Payton ships as an AB, having earned his green ticket at the Lundeberg School before starting the "A" Seniority Upgrading Program. A native and resident of Mobile, Brother Payton ships from that port. Clifford Aversano Christopher Pepe Seafarer Clifford Aversano has been sailing with the SIU since graduating from the Harry Lundeberg School in 1973, A member of the black gang, Brother Aversano returned to Piney Point to upgrade to FOWT before at­ tending the "A" Seniority Program. Brother Aversano is a native and resi­ dent of Brooklyn, N.Y. and ships from the port of New York. Seafarer Christo­ pher Pepe started sailing with the SIU in 1974 after grad­ uating from the Harry Lundeberg School. Shipping in the steward depart­ ment, Brother, Pepe returned to Piney Point in May, 1976 and earned his third cook's endorsement. Born in Brooklyn, N.Y. Brother Pepe now lives on Long Island and ships from the port of New York. Alien A. Cooper Seafarer Allen Cooper began sail­ ing with th'- ZiU in 1973 after graduat­ ing from the Harry Lundeberg Schoc^. Though he now sails only in the en­ gine •'epartment. Brother Cooper re­ turned to Piney Pomt earlier this year where he earned both AB and FOWT endorsements. Born in Baltimore and raised in Honduras, Brother Cooper now lives in New Orleans and ships from that port. Michael Denardo Seafarer Michael Denardo has been shipping out with the SIU since grad­ uating from the trainee program at the tiarry Lunde­ berg School four years ago. Sailing in the engine depart­ ment, Brother Denardo returned to Piney Poirit where he earned his FOWT endorsement in 1975. Brother Denardo is a native and resident of New York and he ships from that port. 8 Graduate From QMED Class SGHBNJLE Port New York Philadelphia Baltimore Norfolk Jacksonville Detroit Date Oct. 4 Oct. 5 Oct. 6 Oct. 7 Oct. 7 Oct. 8 Oct. 11 Houston Oct. 11 New Orleans .... Oct. 12 Mobile Oct. 13 San Francisco ... Oct. 14 Wilmington .... Oct. 18 Seattle Oct. 22 Piney Point .... Oct. 9 San Juan Oct. 7 Columbus ...... Oct. 16 Chicago Oct. 12 Port Arthur Oct. 12 Buffalo Oct. 13 St. Louis Oct. 14 Cleveland ....Oct. 14 , Jersey City Oct. 11 , Deep Sea 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30 a.m. 2:00 p.m. 2:30 p.m. IBU ..... ..... ..... ..... •• •• • UIW 5:00 p.m 5:00 p.m. ..... 5:00p.m 5:00 p.m. ..... —• • • • • • • • • • S«00 p«n]» . 2:30 p.m. • • • • • ScOO p>in« . 2:30 p.m. • • • • • 3*00 p«ii)« . 2:30 p.m. 5:00 p.in . 2:30 p.m. • • • • • . 2:30 p.m. • • • • • " . 2:30 p.m. • • • •» • 10:30 a.m. • • • * • 10:30 Bain* 2:30 p.m. • • • • • — ..... 5:00 p.m. ..... 5:00 p.m. ..... 5:00 p.m. ..... 5:00p.m. ..... 5:00 p.m. ..... 5:00 p.m. 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00 p.m. •• •• • • • •«• 7»00 p*in« — ••••• • •• •• •• •• • • •• • • ••••• — ..... 1:00 p.m. ..... ..... — ..... . •.. ..... ..... QMED Instructor Jack Parcel! (4th left) has photo taken recenty with his class of graduates of (I. to r.): Edward Craig; John Manen, Francis Sylvia; Francis Guidry; Chester Hoff; H. Robert Hill; Charles Behrens, and Lionel Jackson. Engine Department Director Charles Nalen is at the right. Page 30 Seafarers Log . ...i i'- mmM �t > • i A- 43»Hi 1 T« SPAII Since IKcfjinninfi of '74» •J 'he following Seafarers and other concerned individuals, 430 in all, have demonstrated an active interest in participating in political legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to i ../.A •,a |/ie Seafarers Political Activities Donation (SPAD) fund since the beginning of 1976. (The law prohibits the use of any union money, such as I dues, initiation fees, etc., for political activities. The most effective Way the trade unionist can take part in politics is through voluntary political E contributions.) Twenty-nine who have realized how important it is to let the SlU's voice be heard in the Halls of Congress have contributed $200,| six have contributed $300, three $600, and one $1,100. For the rest of the year the LOG will be running the SP AD honor rolls be- I Cause the Union feels that in the upcoming months—especially bec-ause of the 1976 elections — our political role must be maintained if the ; livelihoods of Seafarers are to be protected. Have You Made Your SPAD rm' $7noo^ 179 SEAFARERS POLITICAL ACTIVITY DONATION r $' rOIMTH MENVE :|MOPIU.YH, N.T. 1im 'V M • Date. kNo. Contributor'! Name. DonaiiottYhis Year? Address. City .Zipl and purposes SPAD is a separate sej^^fi^fund. tfS 'proceeds are to fu crests of Seafarer seamen, including, but not limited to furtheribg the political, social and economic ' employment opportunities the preservation and furthering of the';American Merchant Marine with impr with such objects, SPAD for seamen and the advancement of trade union concepts. In connmi supports and contributes to politicial ^candidates for elective office. All mtributions are voluntary. No lination, financial reprisal, or contribution may be solicited or rece%d because of force, iob disci threat of such conduct, or as a conditi^ of membership in the Unii (SlUNA AGLIWD) or of employ', notify the Seafarers Union ment. If a contribution is made by'r^i^iiApf the atwve improper^' ibution for investigation and or SPAD at the above address, certiflil^ mail ^ijtbih thirty days pfrth appropriate action and refund, if Tnyoluntary. Sbpppr^. SPAIf to prot further your economic. political and social interests, American trade union concept and Seafarer s SPAD ,r IA copy of our report is filed with the Federal Eiectif^E^Commission and is available from the Federal Election Commission, Washington, O.C.) v"'.,--' Bmfce,?. Bnumette,?. Bnrton,R. Byrne, E. Byrne, W. C8bllda,S. Caffey,J. Campbell, A. G. Campbell, H. Capella,F.J. Caraballo,R. Carbqne,V. Cherire,!. Cirignano,L. Cofone,W. Cok«r,D. Compton,W. Conklln,K. Cooper,N. Conrtoey,!. Craig,jr.L. Crocco,G. Cross,M. Cniz,A. bavis,jr^ Davb,{. 1)eBarrlos,M. DeCbanqi, A, Degoxman,?* Denietrios,!. Dickey, W. Bceeliing,M.E; iWlinger,W. Bergeria,J....: Bnriuteln,A. Blanton,M.lk Blnitt,]. Bol>alek,>!lM. . ^Bonser,!...: Bort^:C.;;v Boudimn,RvJi Boa8son,E. Boyne,D.P. Ei Bnintt8n,G. Blown, G. A. Blown,!. Blown, I. Browning, B> Bryant,B. BuccI,?; iyi c {few-inh' wifS'F.cv" Dil|ing,L. Doak,W. ilobion,T. Dol^tt,D. Dodg^V. Dowd,V. Diagat^, A. Drake, W. Drozak,?. DaBoB,N. Dar^ola,R. D^eM* l^e'» A. Eddiin$,jy ^ Ellis, Pagan, W. Fanning, Famen,:irVv;y:v Faiitpt, J.' • " Eayr^-.::y&yVFayad, A ' --'.v <\ >; Maldoiii^,0. Manafe,D. flOmayonj^onr,M* Mancini,R. Hondco,S. MandeBe,S. Hoticliins,C.M. Marcns,M. A. Haffman,R.L. Bdarinelli,?. HnSord,R. Franco,?. Martin, J. Hntton,G. Frank jrr.,S. Martin,T.J. tovino, L. Fleeman,B. Ma8k,W. Jacobs, R. Fronnfelter, D, Matson,J. Jamsson,S. Faente9,H. Mavdone,S. Johnson,A. Fngitt, W. McCartney, G. Jobnson,C. Folfond,S. McClinton,J.!. Johnson, R. Fiink,W. McElroy,E.L. Jones, J. R. Fnmkawa,H. McKay, D. Jones, T. Galidd,!!. McVay,H. Jose|di,E. GallegM,?. Meats, F.J. Karlak,W. Gannon, K. MeUndez,A. Ka8tina,A. Gazay,F. Metcer,J. Kelly, J. Garcia,?. Mesford,H. Kendrick,D. Garcia,R.F. Mlddleton,H. Keoniwe,S. Garrigan,M. Mize,C. Knrr,R.A. Gauiw,J. Mollard,C, IQN^y,J. Gentile, C. Mone,J. Kitchens, B. GtiSord,D. Mpngelll,F. Klzzire,C. GolifW. Moon^,E.X. Klein, A. Gonzalez,C. Mooney,S. Koilowitch,!E. Gooding,!!. Moore, W. Koabek,t. Gorbea.R. Morri8,E. Koovardas,Ji Gosse,F., .• Moiris,E.W. Punier, M; Greene, fli. Morrison,!. Kuimoto,Y Grima, V. Mortensei^O. Lambtnt,!!. Gtoh,W. Mnnsle,!. LBvmnee,M Goam8ey,W. Morray,R. l^der,W. Gnidiy, F, Myerctodt, jr. Lebda,F. GnOhm, A. •Xee,K.;. .t;;. Myers,H. Hag0D,Ki ^Mjtex,L.';.: IlaU,M. N8poli,F. LeloiMEEE*^ lliril,E.M. Nash,W. Leo, A. lIall,L. Nrison,J. Lescov!ch,W; HaU,W. Newberry,!. Lifdittoot, K. IIamblet,A. Nielsen, R. Liliedalil,H, Harris, J. NiOl9en,y. .Lind9ey,M. " Hassan,H. Northditt,!. Lobodat,ti |iassen,B. (?Brien,E. LogSfaS Hayes, IL CHaro^y.H. A. LogBe,J. Ilebert,T. OIivera,W. Lolm8,?r HebnOa, E. Olson,F. Hendrick,R.G. Lomas,A. ?ala|Uiio,F. LomiB^d, J. Herftondez, E. Papabannon, D. • Lopez, Heroax,A. Paradise, L. Mag|iiidfNr,W. Hidais,A.A. Paradise, R. lifbleiid[y,G. Mines,T. Ffetcher.B. FlorDns,C. Forgeron,L. Fostm-,!. Fox,P. *20 w Signature of Splicitpr No. Abnuiis,R. A AcevcdOjV. Agiliar,J. Agaflar,A; Air,R. Alexandar,G. Alexander,Hv Algarin, M. AI1^,J. Alvarez,?. AmatjK. Anderson, A. Anderson, D. Anderson, E.C. Anderson,H. Andar80u,R. AnnlSfG. Anfici,M. Antonio, J. AiviilMd,H. A^wika, A. Ames, J. Artoyo,S. |sddn8on,D. Anbiesson,E Anger, E. ' Avant,E. • Babkow8kl,T. Badgett,}. 'BinyyDv •', .1 HOlBMno lU Patton,S.M. niyne, O. Pecqnez, F. P«a!ta,R.L. Perez,!. Pedi,C.L. nntoenf,?. Polk,E. Pollard, G. Pow,J. Prentke,R. Prevas,?. Prott,T.L. Psaleh,A. Po^ee,A. Qoanico,L (2aitos,R. Qnbinonez, R. Ratcliff,C. Reck,L. Rdni^G.A. Relnosa,!. Reille,!. Reynolds, H.T. Riddle, D.W. RipolLG.M. Rivera,A. Roades,O.W. Robertson, T. Robinson,!. RiMBppiez,F. Rodri^MZ,!. RtrfMguez,R. Roii^,C. Rny,B. ROJM,F. 'Rue,G. ...Ryan,N, • Sacco,M. gacfto,!. . Saiazar,K. Saleh,F.N. Saiiaco,C. Saiidfez,AE S^cliez,M.E. iEtUMFffA..--.Sbmtoe,F. Sa|^,C. iSchawldand,!, Scbnffeis,?. Scotfy^. yScnBy,!. Se^s«d,E. Selzer,R. Scizer, S. Sen^ab,B.J, Sepalveda,R. Serlis,M. Sgagliardicb,A. Sbadkelford, W. Sharp,G. Shaw,L. Sholar,E.W. Sigler,M. SOva,M. Sipsey,R.A. acompsidjE. Slatisar,K Smitli,H.C. Snilth,R. Smitii,W. Snyder,!. Solonion,A. Sonio9,N. y ' Sf»csl,T. S^pencc, B.R. Shepard, E.S. S^iqpdjH. Staples,?. Stearns, B. Stephens, C, StCT«B,R. SteVao8,W. Straass,H. Stnhblefield,?. SiilUvan,W.J. Siitridt,R. Swlderski,!. Taaimr,C. Taylor, F.E. Taylor, G. TaylOT,S. T^egadas,C. ndmas,!. Thnill,?. Troy, Si • Tbnier,G. l]lisse,T. lJndc«wood,G. W. Valle|o,A. Y<d8zgp>ez,W. yVdezjA. Vcnzon,R. Yogcl,C. Vnkmlr,G. Wagner, M. Wa&^,W. WalUs,!. WalteR,H. Wadbingt«m,E. Welber,H. White,?. White, W. WDlmrn, R. WflliBms,L. WI$Dn,B. Wll9on,C.W. > Wingfield,P.G. Wfam,L. Wou,F. Woriey,M. _ Worster,R. ; Wright, A. r YakeLR. Yaimida, J. v y Young,!; Zielwinsikl,S. Zien,T. • -y;•' y - !) $1,100 Honor Roll Christenberry, R. A. $600 Honor Roll 1; Pomei:lane,R. FandtSiL. Rkhoax,!. $300 Honor Roll '^Conley,M.,M8gr.-. ^ AposBesldpolthaSea -'iFentatajA. -.AM .; Hail,?. • .ySSS LBfedaKi,H. NieiMn,K. P»cikow8kl,S. 'fc $1W kon^r koll Alglna,!. Aieda,J. Bamman,G. Binreeria,S. Brand, H. lim,R. Cnnnhigham,W. CtirtB,T. DiGlorgio,!. Dtyden,!. Drozak,?. Diidley,K. Echev«unria,R. Foster,W. Lenuus^,A. Maker, T. McCnOogk,!* McFailand,D» 01esen,C. PntUaii,!. ^ Polver,E. Qntoter,!. RicldHuig,!. Sanchez,!!. Sanndns,!* Seabron,& Slewart,Ei - v : •Ibrpe,K. Zlolkowski,W^ 'a if I .« I u--.. Vi �'liaK; ia farers Political Activity Donation -i • «; V V* "^' "• - Jobs and Job Security cAe SI various curity of p certain that American ships, carryjcargo with American seamen on become a commitment of this t' :0W:; K-t' A'-^' ; T" ;s-, "Tt-:,." .• v'". No America trolled; monitore enced by the Feder time industry. No less in the White House, 10 Ca and 31 Federal Agencies, and Committees have their coll5 maritime pie. This is in addition influence of Congress. Seafarers—more than any other workers—^have a direct stake in what ha Washington. To Seafarers, political action necessary way of life: "Politics Is Porkchops' more than a slogan. It is important that in the Congress we have ^ legislators who understand the need for a strong U.S. merchant marine-^and who are wilUng to le Executive Branch of our ;esident on down, underity of our country demarine, ton to promote d have the inafarer. We islative -1 . 'W ..w...*, i.-. ', -fy-'-.n i'. • -...v. .• > TI) , 'tr If 1 le SlU-contracted Waterman LASH vessel Stone, Jackson was built under the Merchant Marine J 970. Here she is about to unload her cargo ^lyn, N.Y. pier. SI — -M ican seamen in the U.S.-Russia grain has worked to keep our Public ispitals open to provide for th^ ieamen and their families. It attacks on the Jones Act housands of jobs. This nation needs a marine. We .1 to provide inand jobs for pation' a concomi out fear of i Your partic^ contribution to Si join with your brothi Congressmen who will and proposals, and will un! objectives. SPAD is unity. It is the unitj^ ing together to provide greater jc for American seamen—and bettei^ themselves and their families. SPAD works. It has been the partici^ Seafarers through SPAD that contributed The SlU-manned tanker Overseas Arctic gets ready, passage of the Merchant Marine Act of T to load grain in Houston for delivery to Russia. which has built new ships. It has worked to insur^ mr To nmisv& our in po:ipa- m ^ achieve bur fconiar4e^||^j,a|, political '-'I St 'oownucnoNMoa, "in*! oa*t^ "•O-flACUIB beeil' our pre this sam^ carry us for^ find then to act upon them. It is unders^^ lUtoizether,vm , atH m •San '**iNa Mb- •"•-.a.- ^Cy MKCHANT MAWW Aa Of 1970 -RR. 18424 •isti I.wiif... m I .mumfl. AN ACT •IV, fiM yiX r>i '•'Ini •-w,, Services are provided for seaman in the eight United States Public Health Service Hospitals. -•f" . • � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1976 Description An account of the resource Headlines: SIU, IBU MEMBERS OK MERGER OF THE TWO UNIONS JOBLESS RATE RISES TO 7.9%; HITS HIGH FOR '76 AFL-CIO GENERAL BOARD SETS 6-POINT PLAN HALL SUBMITS CHALLENGE TO AUTOMATION PLANNERS EMPHASIS ON UPGRADING AT N.Y. MEETINGS HALL URGES U.S. ADOPT TOTAL SEAPOWER CONCEPT REPUBLICANS MAKE NO MENTION OF MERCHANT MARINE CONGRESSIONAL BILL WOULD GUT FOOD STAMP PROGRAM GIANT, NEW LAKES M/V ST. CLAIR HAULS COAL TO DETROIT TWO SNUG HARBOR RESIDENTS IN N.Y. BATTLE TRUSTEES SIU'S ALCOHOL REHABILITATION CENTER HAS HELPED 80 SEAFARERS RECORD RETIREMENTS SHAKE UP CONGRESS CARGO PREFERENCE IS WHAT AILING U.S. MERCHANT MARINE NEEDS DON'T BUY SEAGRAM'S BOYCOTT ASKED IN DISTILLERY LOCKOUT SEAFARER ROSE HAS CAUGHT THE 'NUMISMATIC BUG' AUTOMATION: HUMAN BEING MUST BE CONSIDERED MARITIME WORKERS PROTEST STATE DEPT'S INACTION PROTESTS HELD IN PORTS THROUGHOUT THE COUNTRY AGAINST SOVIET VIOLATIONS OF GRAIN DEAL SCHOLARSHIP WINNER HOPES TO BE COLLEGE TEACHER MAUMEE GETS JAWS GASH IN DUEL WITH ICE UNION OFFICIAL LEORY JONES - ST. LOUIS PORT AGENT - RETIRES COAST GUARD SEIZES $9.5-M IN DRUGS, 2 BOATS OFF FLORIDA; HOLD 9 IS YOUR CHILD PROTECTED? WORKING FOR JOBS AND JOB SECURITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1976 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVIII, No. 9 1976 Periodicals Seafarers Log