http://seafarerslog.org/archives/files/original/a37df427edbd627fd98ce35ff78b67d4.PDF 35b91244334ca3069b9b65a305567dd1 PDF Text Text J ; .•V-' i •' •;•• # -1 •s • -'.t •7 If If . • I- • ' "7 ^,.1 ' V'^ •A :'M :|7 I �8 Crewmembers Rescued Tug Eileen C. Sinks; Cook Drowns At 6 a.m., on the cold morning of Nov. 7, the SlU-contracted tug Eileen C (Marine Towing) sank in Buzzards Bay near West Falmouth, Mass. while towing an oil barge. The cook, SIU Brother James Aument, drowned. His body was recovered the next week by commercial divers, although a search for Aument was made the day of the tragedy. Brother Aument, 56, who lived in A special meeting was held on Nov. 19 in all SIU constitutional ports to select one qualified chief steward from each port for a nineman Steward Department Recertification Committee. This special Committee will Elizabeth City, N.C. is survived by his wife, Estelle. A native of Wilmington, Del., Boatman Aument joined the Union in 1973 in the port of Norfolk. The other eight crewmembers man­ aged to save themselves by jumping onto the attached barge carrying No. 4 study and then recommend a steward Department Recertification Program curriculum to the entire membership at the Decem­ ber Union meetings. The Log will carry details on the Steward Department Program in upcoming issues. fuel oil. According to the Coast Guard, after the crew sent out their distress sig­ nals, patrol boats from Woods Hole, Mass. went to the scene. Lt. Commdr. Paul Dux of the U.S. Coast Guard Marine Safety Office in Providence, R.I., said that the cause of the accident has not yet been deter­ mined. He commented that the tug may have been pulled over on its side by the barge but that an inquiry could not be held until the Coast Guard had a chance to examine the equipment on the vessel. The owners began salvage operations on Nov. 18. The Log was not able to contact survivors of the incident by press time, but their stories will be run in the next issue. Survivors include SIU brothers James Rondyl Lupton, mate; Sam Bonnette and Rabe Walton, deckhands, and John Cartos ^nd Jerry Kleva, tankermen. / Other survivors are Marine Engineer Beneficial Association members Walter Hazel, captain, Ed Ellison, chief engi­ neer and T. McCormick, second engi­ neer (relief). In the true tradition of the brother­ hood of the sea, the tug Mariner (Ma­ riner Towing), which was nearby came to the aid of the stricken Eileen C. Cap­ tain John Blank of the SlU-contracted Mariner told his story to the SIU Bos­ ton Port Agent, Ed Riley, who for­ warded il to the Log. It seems that on Sunday, Nov. 7, 1976 there was a call for help from the tug Eileen C..Mariner\tii her dock and proceeded at full speed to assist the tug. When the Mariner arrived, the crew found eight men on the barge and took them on board. Already, divers were searching for the missing cook, but Continued on Page 21 Unemployment Up to 7.9^o as the Economy Logs The nation's unemployment rate was 7.9 percent last month as the country's economy continued to lag. Added to this was the bad hews from the U.S. Labor Department that wholesale prices for food, etc., soared sharply in October for the second straight month fueling further inflation and a higher cost of living for U.S. wage earners. The department's Bureau of Labor Statistics (BLS) reported also that 7,569,000 (79 out of every 1,000 work­ ers) were jobless last month, a rise of 185,000 persons more than September. During the same timte, the number of Americans working dropped, for the second consecutive month, 46,000 to 87,773,000 working out of a total work­ force available of 95,342,000. A total of 208,000 jobs nationwide has been lost since August and the un­ employment rate has been essentially unchanged since August. Recently in the Joint Congressional Economic mm IPlMlillDllMnPS PaalHidl OTO. Still a Tough Fight Ahead When the final word came down that Jimmy Carter had been elected President, I'm sure that a lot of people in the maritime industry popped Open a bottle of champagne and drank to his victory. Maritime people should be happy that Carter got elected, because the new President elect made it clear in his campaign promises that he favored a strong U.S. merchant fleet capable of carrying a significant percentage of the nation's foreign commerce. However, I think the corks should remain in the champagne bottles—for a while at least—because the election of the pro-maritime Carter-Mondale ticket, a great victory in itself for maritime labor, is really only the first step in a long line of thirgs that must be accomplished before the U.S. merchant fleet will rank among the world maritime leaders once again. In a sense, we can forget about the White House for a while because the most important area of involvement for maritime for the next six months to a ye^ir will be in Congress. Right now, the SIU and its friends are regrouping their legislative forces and re-evaluating priorities. In this way we will be ready to push forward a coordinated legislative effort concerning maritime soon after the 95th Con­ gress takes office. Among the important programs we will be pushing for next year is a bill similar to the pocket-vetoed Energy Transportation Security Act of 1974, which would insure that a fair share of U.S. cargo be carried in U.S. bottoms. We won a very tough Congressional fight for this bill back in late 1974, despite tremendous opposition from the powerful multinational oil lobbies. Committee, Sen. William Proxmire (DWisc.) said there had been no progress in unemployment since January when the jobless rate was 7.8 percent. The most gloomy aspect of the BLS report was an increase of the joblessness for adult males as it edged up last month from 6.1 percent to 6.3 percent and for adult women unemployment went up to 7.6 from 7.5 percent. Jobless rates for blacks was 13.5 percent from 12.7 percent; whites 7.3 percent from 7.1 percent. Teenagers' rate went upward to 13.5 percent from 12.7 percent. Even total nonfarm em­ ployment fell by 54,000 people to 79,513,000 working. During October those unemployed 27 weeks or longer rose by 73,000 to 1,264,000 jobless representing 16.4 percent of those without work. The average duration of unemployment was 15.4 weeks last month identical with September. I'm sure that our renewed fight for a fair cargo preference bill will be equally tough this time. In addition, we will be working to get a Congressional reaffirmation and recommitment to the original terms and intent of the Merchant Marine Acts of 1970 and 1936. Despite the fact that the 1970 Act has given the U.S.-flag fleet an important shot in the arm, it has fallen far short of the original plan, in terms of actual ships built. As our top priority in matters concerning the inland waters, we will intensify our efforts to get the stalled Lock & Dam 26 project off the drawing boards and finally into the construction stages. We will also remain vigilant in our efforts to block any Congressional attempt to institute a system of waterway user taxes. I believe this will be a hot issue in the 95th Congress. In areas affecting the deep sea. Lakes and inland waters, we will be push­ ing for a bill to establish an Office of Maritime Affairs Coordinator at the White House level. Such an office would have the unique responsibility of serving as a liaison between the executive level and all departments. Federal agencies, and Congressional committees having anything to do with develop. ing U.S. maritime policy. In two other areas affecting all SIU members—deep sea. Lakes and inland waters—we will be continuing our fight to preserve and upgrade the eight remaining USPHS hospitals. And we will be on our toes to defeat any new attack on provisions of the Jones Act. Actually, we will have to be working harder than ever before on our legislative programs because—diet's face it—if we can't get these programs through Congress and to the President's desk for his signature, it doesn't really matter tod much who is in the White House. Looking at the total maritime picture as objectively as possible, I believe we are in a good position to help transform campaign promises into progres­ sive maritime programs. However, the fact remains that nobody in Congress or the White House is going to hand us these programs during Sunday services. We have to work aggressively for them, always keeping the pressure on to nullify our opposi­ tion wherever it exists. It won't be an easy fight. But with the continued support by our memberShip for the Union's political, educational and organizational programs, I firmly believe that we will be successful in achieving oar ultimate goal of a sound, secure U.S. maritime industry. And when that day corties, we can all break out the champagne. u. ^ Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, GiJlf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXyilj, No. 11, NovemberlB76. Seafarers Log �^SibSSi^ 2 SlU Firefighters With Endorsements First on Scene Blaze Cripples SS Seattle in Midatlantic An engine room fire aboard the SIUcontracted Seattle (Sea-Land) threat­ ened the lives of the entire crew when it burned out of control for over six hours in the middle of the North At­ lantic this month. The ship was three days out of New York and bound for Rotterdam, Hoi- DEEP SEA land when the fire started in an auxil­ iary generator around 10:30 a.m. on Sunday, Nov. 7. Seafarer A1 O'Krogly, the 8 to 12 oiler on watch, said he noticed lube oil on the floor around the generator and was going over to investigate when he saw a spark in the generator which was followed by thick smoke. O'Krogly, who'd been through (he firefighting school when upgrading to QMED, reacted quickly. (Of the 28 SIU crewmembers aboard, nine had firefighting certificates.) Shouting for someone to "knock off the board," he grabbed a CO2 extin­ guisher and tried to keep the fire con­ tained in the generator which was only a few feet away from the settling tank. SIU member Ray Gould, a dayworking wiper, was in a storage locker when, he said, "I thought I heard a faint cry of 'Fire!' " Gould, who also went through the firefighting school, ran out of the locker and saw O'Krogly fighting the blaze. Grabbing another CO2 extinguisher, he ran over to the generator and the two began fighting to keep the fire under control. By this time they were joined by the 8 to 12 fireman, Seafarer Walter Stevens who stood by ready to feed O'Krogly and Gould CO2 bottles. They had emptied three CO2 extin­ guishers into the generator and, "We had the fire under control," O'Krogly said when they ran out of CO2. The fire then got out of control and reached the lube sump. "She blew and we had to get the hell out of there," noted O'Krogly who was blown against the bulkhead by the explosion. With the fire spreading quickly, Gould said the chief engineer told the three to leave so they could use the CO2 firefighting systems. Smoke from Ventilator Meanwhile, many crewmembers were asleep in the fo'csles. The smoke woke Brother Tommy Stark, the four to eight ordinary, when it started com­ ing out of his ventilator. "At first I thought there was some­ thing wrong with the ventilator, but then I opened the door and saw the passageway was full of black smoke," he said. Rousing his sleeping partner, he threw some clothes on as the smoke started rushing in and fought his way through the smoke to his fire station. As thick smoke filled all the passage­ ways, crewmembers realized the danger and began pounding on doors, helping those who had been overcome with smoke. AB Charlie Fediw was also asleep in his fo'csle which was right over the fire when AB Harold Spillane woke him. Throwing on a pair of pants and his shower slippers, he groped his way O ' Continued on Page 20 Rail Car Operations Threatened SIU Strives to Keep Lake Michigan Ferries Afloat The SIU is trying to keep its con­ tracted railroad car ferries afloat on Lake Michigan. These ferries provide a direct link across the water for rail cargo entering Michigan. But their operation has been threatened for years by the severe financial difficulties of the parent rail companies. In addition, a lot of rail cargo coming from the Upper Michigan peninsula, Wisconsin, Minnesota and Canada has been rerouted through Chicago, instead of being shipped directly across the Lakes. One ferry, the Chief Wawaian, shuttles rail cars across the StraUs of Mackinac from St. Ignace on the Upper Michigan peninsula to Mackinaw City GREAT LAKES in the south. Freight from Canada can be sent directly to Michigan through this route. The Chief Wawatam is a hand-fired coal burning steam vessel that has been serving the Straits of Mackinac since 1911. Thirteen SIU members are employed aboard. The other ferry route runs from Kewuanee Point in Wisconsin to Frank­ fort, Mich, and was formerly operated by the Ann Arbor Railroad Co. Before it went bankrupt, the Ann Arbor Railroad ran two ferries, the M/V Viking and the M/V Arthur K. INDEX Legislative News Washington Activities Page 9 Union News Boatmen vacation plan Page 3 President's Report Page 2 SPAD honor roll Pages 38-39 Headquarters Notes Page 7 Pension plan notices ... .Page 10 Piney Point meeting Page 4 Lakes picture ' Page 8 Inland Lines Page 8 At Sea-Ashore Page 18 Lake Michigan ferries ....Page 3 Blood bank Back page General News 2G0-mile limit Page 7 Florida canal Pagel 2 National unemployment .. .Page 2 Ship to shore satellite Page 19 Brazil shipping law Page 6 California threat Page 13 Grain talks Page 10 Geneva talks Page 5 USPHS Hospitals .......Page 13 Waterways threatened .. .Page 22 Navy tugs Page 22 Carter wins' Page 5 Food stamp Page 19 Rate conference Page 12 Shipping Airport payoffs Paul Thayer Seaff/efire November, 1976 Eileen C sinks Oil storage Esther S, Shamokin Ships' Committees Dispatchers' Reports: Great Lakes Deep sea Inland Waters Ships' Digests Page 2 Page 7 Page 17 Page 16 Page 33 Page 26 Page 30 Page 27 Atkinson, between Frankfort and five ports in Wisconsin. The M/V Arthur K. Atkinson has been laid up for three years and now only Kewaunee Point is served. The remaining Viking shuttle employs 38 SIU members. Using State, Federal Funds Right now, using state and Federal funds, the State of Michigan is keeping the Ann Arbor line operating, including the ferry runs, and is helping the Chief Wawatam stay afloat. The SIU cooperated in this effort. State officials feel that direct rail lines through Michigan help economic de­ velopment. They also fear that if rail lines running through Chicago raised their rates, and there was no alternate route into Michigan, the price of lumContinued on Page 33 SIU Signs 1st Vacation Plan for Inland Boatmen The SIU has taken 9 giant step to­ ward the establishment of an industry­ wide vacation plan for all Inland Boat­ men. The collective bargaining break­ through came recently when the SIU and its contracted operator, Steuart Petroleum of Piney Point, Md., reached agreement on terms of a jointly admin­ istered vacation plan, the first such plan ever negotiated in the inland waterway industry. In 1951, the SIU broke the ice in INLAND negotiating the riist industry-wide vaca­ tion plan for deep-sea members. On the heels of the Steuart negotia­ tions, the Union also won an agreement on the vacation plan with Allied Tow­ ing, based in Norfolk, Va. The Steuart contract was effective Aug. 1, 1976. The Allied contract, which has been accepted by the memContinued on Page 34 Training and Upgrading Apprenticeship training .. .Page 9 Seafarers participate in "A" seniority upgrading ... Page 35 Upgrading application ..Page37 Master, mates course Page 37 GED diploma Page 36 : I Membership News Voyage in blizzard Page 18 Boatman Bernachi Page 12 Former scholarship winner .Page 8 New pensioners . Pages 28, 29, 30 Final Departures . Page 32 Special Features Alcoholic Rehab Lundeberg School .Page 15 Page 23 Articles of particular interest to each area can be found on the follow­ ing pages: L, ,• > Deep sea: 3 6 11 16 18 26 27 38 Page 38 Page 14 .Page 3 \ i? -J inland Waters: 2 3 5 8 17 22 30 Great Lakes: 3 6 .14 18 33 Page 3 b.' yh • i, �Discuss SlU-IBU Merger at P.P. Meeting HLSS Vice-President Mike Sacco chaired the meeting and told the membership of the importance of the SlU-IBU merger. He urged extended efforts in organizing nonrunion work­ ers. T pgraders at the Lundeherg ^ School piled the auditorium aboard the Charles S. Zimmerman for the monthly Union informa­ tional meeting in the port of Piney Point, Md. The meeting was chaired by Mike Sacco, vice president of HLSS. The Headquarters' reports were given by Port Agent Gerry Brown, who served as reading clerk. During the proceedings, the im­ portance of the recent IBU-SIU merger was discussed by the mem­ bers, and five Seafarers in the ASeniority Upgrading class gave their views on the merger and the vital political issues facing the membership. Chairman Sacco urged the lis­ teners to "spread the gospel" of unionism and stressed the import­ ance of union membership to job security, fair contracts and pen­ sion and welfare benefits. Brother Brown also stressed the import­ ance of organizing the unorgan- Kenneth Hall from New York said that the SlU-IBU merger will build the Union's strength and help in the fight against flag-of-convenience ships. ized and suggested that much of the material learned in union educa­ tion classes would be a great value in organizing. Port Agent Brown also gave special recognition to Seafarer Mike Gunter of the port of Wilmington toid the membership that they "have a duty to inform the public about Seafarers and the threats to our jobs." He added that "the keyword for our success is unity.' Brother Mike Bacha of New York said, "A good seaman or boatman has two sides like a coin. First, he knows and does his job to the best of his ability; and secondly, he is a good union man. Coming to HLSS is the first step in becom­ ing a good seaman or boat man." Page 4 Shown here are some of the Brothers who attended the Union Informational meeting for October. They are all upgrading at HLSS. SIU Representative Frank Mongelli, who served during the meet­ ing as recording secretary, for his many years of work in organizing for the Union. Craig Smith, who is from the Port of New Orleans, told his listeners that individual contributions to SPAD were the most effective means of fighting for Seafarers' needs. Seafarer Eddie Washington welcomed the HLSS trainees to "The Brotherhood of the Sea" and told the audience that, "there are people who say they're Americans but who push legislation to help foreign countries." Seafarers Log �ti At 62nd Maritime Session Health, Safety on Hunaway Ships Attacked by ILO Health and safety conditions on board substandard deep sea vessels came under attack at an International Labor Organization (ILO) meeting held in Geneva, Switzerland in October. Ships registered under flags of con­ venience were clearly the target of the Proposed Convention Concerning Min­ imum Standards in Merchant Ships drafted by representatives of the 78 countries present at the 62nd ILO Mari­ time Session. These are the flags of such countries as Liberia and Panama under which the runaway shipowners enjoy windfall tax benefits while im­ posing substandard conditions on the crews. According to the Proposed Conven­ tion, when a ship calls in a port of a ratifying country, a complaint could be submitted by a "member of the crew, a professional body, an association, a trade union, or generally any person with an interest in the safety of the ship, including an interest in safety or health hazards to its crew." Officials in the port could then check on the conditions and make a report to the ILO and the country where the ship is registered. They would also have the right to take action to correct conditions on the ship which are "clearly hazard­ ous to safety and health." However, the Convention assured that the ship would not be unreasonably detained or delayed, and that a consular or diplomatic representative of the country of registry would be notified to be present at the inspection. worker team on the U.S. delegation. At ILO meetings, worker, employer, and government representatives each have an equal vote. The president of the conference at Geneva, Modolv Hareide, Norwegian director general of shipping and navi­ gation, called the Convention a "sig­ nificant breakthrough." "Giant Step" Safety Standards Earl "Bull" Shepard, SIU vice presi­ dent for the Atlantic Coast, said this was one of the "giant steps" the con­ ference took toward giving governments the means of guaranteeing that seamen sail under acceptable conditions what­ ever flag their ships fly. "The rules for preventing substand­ ard ships from operating are there," Shepard said in commenting on the 17day session. "But the maritime nations must ratify the convention and then take the action needed to enforce its provisions." Brother Shepard served as the vice president representing workers at the conference, and led the seven-member The Proposed Convention also re­ quested that members ratifying the agreement pass laws to insure that ships flying their flag meet minimum ILO standards regarding safety. This includes standards of com­ petency, hours of work and manning, appropriate social security measures and shipboard living conditions. Members were asked to warn sea­ farers in their country about the dangers of signing on a ship registered in a state that hadn't ratified the agreement. The conference also adopted .a con­ vention fixing a seafarer's minimum an­ nual leave with pay at 30 calendar days after one year of service. Public holi­ days and periods of incapacity for work would not be counted as part of the leave. The previous ILO agreement on the issue, dating from 1949, provided for a minimum paid annual leave of 18 working days for officers and 12 work­ ing days for other crewmembers. Because the maritime industry is suf­ fering the effects of the economic reces­ sion, and unemployment is spreading among seafarers around the world, the meeting adopted a convention on the continuity of employment. It declared, ". . . it shall be national policy to en­ courage all concerned to provide con­ tinuous regular employment for quali­ fied seafarers in so far as this is practicable," or that a minimum income or monetary allowance be provided instead. A convention for the protection of the health, safety, and morals of sea­ farers under 18 years of age was also adopted. These conventions apply to all mer­ chant vessels. They will come into force if they are ratified by at least 10 coun­ tries with a total share in world ship­ ping gross tonnage of 25 percent. fr i Carter Victory Highlights Labor's Role in the Election This time last year, few people out­ side of Georgia had ever heard his name. But today, Jimmy Carter, whose campaign was spurred on by nation­ wide support from organized labor, will be the 39th President of the United States. The election of the labor-backed Carter-Mondale ticket can be viewed as an especially important victory for maritime, because during his campaign Carter came out strong in support of a U.S. merchant fleet capable of hauling "a major portion of our own foreign cargo." Carter's endorsement of a viable U.S. maritime industry also included a fourpoint program, aimed at rebuilding the deficient U.S.-flag 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 merchant marine with ships that are competitive with foreign-flag ships in original cost, operating cost and pro-, ductivity. • Enact and develop a national car­ go policy which would assure our U.S.flag merchant marine a fair share of all types of cargo. • Continue to enforce our American cabotage laws, such as the Jones Act, which require that U.S. ships trade be­ tween our U.S. domestic ports. These four points were made in a letter sent to National MEBA President Jesse Calhoon last May. Carter's personal endorsement of maritime is also backed by the Demo- The Presidential election itself was an extremely close one. Final tabula­ tion of the popular vote shows that Jimmy Carter got 51 percent of the vote (40.2 million) to President Ford's 48 percent (38.5 million), with the final 3 percent going to other candidates, most notably Sen. Eugene McCarthy Meany Names Hall, 4 Others to Panel on Legislation tor Congress SIU President Paul Hall and four other international union presidents have been named by AFL-CIO Presi­ dent George Meany to a special ad hoc committee which will develop and de­ cide labor's legislative priorities on bills to be pushed in the 95th Congress. Serving with Hall will be Interna­ tional Presidents I. W. Abel of the Steelworkers; Martin J. Ward of the United Association of Plumbers and Pipefitters; Sol Chaikin of the Interna­ tional Ladies Garment Workers Union, and James T. Housewright of the Re­ tail Clerks International Association. At the top of the priority list will probably be full employment legislation to get America's almost 9-miHion un­ employed men and women back to work. Hand in glove with full employ­ ment measures will be bills to stimulate especially hard hit areas of the Ameri­ can economy. Maritime legislation will also receive careful scrutiny by the committee; The committee will work closely with Federation president Meany and the AFL^CIO's^ Legislative Director An- November, 1976 drew J. Biemiller to develop a legisla­ tive package for action by the full AFLCIO Executive Council at its mid-winter meeting in February, 1977. COPE Successes Labor's legislative goals will hope­ fully be realized during the Jimmy Carter Administration. Carter, unani­ mously backed by labor in the cam­ paign, has already pledged himself to getting America back to work. A1 Barkan, head of the AFL-CIO's political arm, the Committee of Politi­ cal Education (COPE) said that more than 120,000 COPE volunteers worked nationwide on the campaign. He said that these volunteers made nearly 10million phone calls during get-out-thevote drives. And he said that COPE's "Operation Big Vote" and other laborbacked organizations succeeded in reg­ istering 6-million new voters before the election. According to Barkan, labor played a major role in Carter victories in such crucial industrial states as New York, Ohio, Pennsylvania, Maryland, Texas, and Missouri. cratic Party's 1976 Platform, which commits the Dems "to a strong and competitive merchant fleet, built in the U.S. and manned by American sea­ men." Maritime proposals were presented to the Democratic Platform Committee by SIU President Paul Hall and James R. Barker, chairman and chief execu­ tive officer of Moore-McCormack Re­ sources. This dual support of maritime by both Carter and the Democratic Party as a whole would indicate that the fu­ ture of the U.S. maritime industry is brighter today than it has been for many years. Carter Continued on Page 34 SlUNA Backs MC&S vs. Japanese Cartel's Pooling SIUNA President Paul Hall has in­ formed the Federal Maritime Commis­ sion (FMC) that the SIUNA supports the Marine Cooks and Stewards Union (MC&S), one of its affiliates, in its challenge of a monopolistic arranjgement among six Japanese shipping lines operating in the Japan-U.S. West Coast trades. In a letter to Karl Bakke, chairman of the FMC, Hall said that the Inter­ national was in accord with the MC&S's action, and he vigorously protested in­ terference by the Council of European and Japanese Shipping Associations (CENSA) in the FMC's investigation of the Pacific Coast Japanese shipping ca"tel. Last year the MC&S challenged a pooling agreement which allowed six Japanese companies to^ combine their shipping services and which gave them a strong competitive advantage over U.S. lines in the trades. Japanese-flag vessels carried nearly 60 percent of all eastbound Japan to U.S. liner cargoes in 1975 while U.S.flag vessels carried only 33 percent. Charging that this arrangement was a monopolistic, anti-competitive at­ tempt by the Japanese lines to gain a stranglehold on West Coast cargo movements, the Marine Cooks and Stewards asked the FMC, which has jurisdiction over U.S. liner trades, to end the Japanese pooling agreement by withdrawing its approval. After a review of the testimony sub­ mitted by the Marine Cooks and Stew­ ards, and the Japanese steaniship lines, an FMC administrative law judge ruled Continued on Page 33 Pages I a �The Lakes Picture Alpena It was reported here that the crew of the 5.5. E.M. Ford (Huron Cement) dispute the Log that the M/V Lakewood is the second oldest operating SlUcontracted vessel. After being checked out here, it was noted that the oldest is'the sandsucker M/V Niagra (Erie Sand) built in 1897, the next oldest is the bulk cement carrier E.M. Ford, 1-898, and the third is the sandsucker Lakewood, 1903. "The E.M. Ford crew claim their vessel is the oldest one operating," it was reported. "They contend that the Niagara is not really operating since it sails primarily in Saginaw Bay while the E.M. Ford sails all over the Lakes. The Niagra crew say their vessel could ship out all over if necessary, but is needed primarily in the Saginaw area. There's quite a friendly rivalry there." In the winter of 1974-75-the boiler room of the E.M. Ford was automated. Till then it was a handbomber and the black-gang shoveled coal into the fires. The J.B. Ford (Huron Cement), built in 1904, had its boiler room automated last winter. On Nov. 10, the J.B. Ford was laid up for the winter. five-year inspection in late October and then moved to the Capital Elevator (erain) dock for the winter lay-up. Boats rarely lay-up in the Duluth-Superior Harbor. They usually wait out the winter in ports further south. On Nov. 11 the temperature in Duluth was 0° F. St, Lawrence Seaway The St Lawrence Seaway will be closed to navigation for the winter season on Dec. 18, the administrator of the St. Lawrence Seaway Development Cor­ poration announced. This year's closing date is the same as last year's, which was the latest in the Seaway's history. It will open again Apr. 1, but only daylight navigation will be permitted until navigation aids are installed. The Welland Canal linking Lakes Erie and Ontario will be closed to navi­ gation for the winter season on Dec. 30. All Ports The combined volume of shipments of iron ore, coal and grain has been rising on the Great Lakes, according to the Lake Carrier's Association. These are the major bulk commodities in the Lakes maritime trade. A total of 18,840,453 net tons of the three commodities were loaded at ports on the Great Lakes and in the St. Lawrence River during September 1976, compared with some 16.2 million tons and 12.72 million tons in Septem­ ber 1975 and September 1974, respectively. These figures, reprinted in the Journal of Commerce, did not distinguish between domestic shipping, which employs SIU members, and foreign-flag operations. Detroit The M/V Atlas Traveler (Brie Navigation) arrived Nov. 8 in Picton, Ontario, where the company checked to see if the vessel could fit the docking facilities. Now she is in Rochester, N.Y., being fitted out for Great Lakes operations. Originally built as a tanker by the U.S. government in 1943, the vessel was then converted to carry bulk cement. She last ran from upstate N.Y. on the Hudson River to Norfolk, Va., but lost out to a foreign-flag operation carry­ ing cement from the Caribbean. The Atlas Traveler is a sturdy sea-going vessel and will replace the M/V Peerless on the Picton-Rochester bulk cement run. The Peerless was not able to brave the weather on Lake-Ontario and often had to lay up, waiting for calm days. Detroit Port Agent Jack Bluitt is now negotiating'the vessel's manning. Duluth "Bad weather never gets Quentin down!" The 5.5. George Gobel (S & E Shipping) went into the shipyard for its Coast Guard Remiss on Crews' Health/Safety^ Says HLSS Head The U.S. Coast Guard is regulating the maritime industry "in a vacuum," according to Hazel Brown, president of the SIU's Harry Lundeberg School of Seamanship in Piney Point, Md. Speaking before a gathering of 35 Coast Guard officers at the U.S.C.G. Merchant Marine Safety School in Yorktown, Va. last month, Ms. Brown accused the Coast Guard of being far behind the times in providing for the physical and mental health and safety of today's merchant marine crews. She said the Coast Guard has shown a great deal of concern for ships and equip­ ment, but has done relatively nothing to deal with the real life problems en­ countered by the modern-day Seafarer. Ms. Brown said that the Coast Guard should be conducting studies to de­ termine the cause of shipboard stress aiid human error, boredom on auto­ mated, fast turn-around vessels, and alcoholism and drug abuse among sea­ men. She said the Coast Guard was making decisions, such as arbitrary manning reductions, without doing the proper research to justify such deci­ sions. She also cited three recent studies, including the Morely Study, The Hu­ man Element in Shipping, which tells of the lack of. concern that exists for crew fatigue and stress factors, to sup­ port her position that the Coast Guard was not doing its job in dealing with purely human factors. Also included in Ms. Brown's re- marks was an attack on Coast Guard testing and evaluation procedures. She said that Coast Guard tests for the same rating or license vary from port to port, when they should be standardized so those who have to take the tests would know what is expected of them. Shd questioned the validity of some tests, noting that "the tests are asking old questions no longer meaningful." She then pointed out to the audience several examples of poor test items and ambiguous test questions. And she re­ layed an often-voiced complaint by seamen that not enough time is allowed for some tests. HLSS Programs In addition to. these remarks, Ms. Brown outlined for the Coast Guard gathering a rundown of the Lundeberg School's programs as well as its finmediate objectives and long-term goals. She said that the school places a great deal of emphasis on job safety, job sat­ isfaction and responsibility of the in­ dividual. "Our school tries to develop concerned workers," she affirmed. Ms. Brown added: "Our programs are patterned to encourage career ad­ vancement—trying through education to reduce the high rate of turnover in the industry by developing careeroriented individuals—young men who wiH move up the ladder within the in­ dustry." She also noted that the school's pro­ grams were aimed at developing lead­ ership qualities in the student, and that the school's Vessel Operator Manage­ ment and Safety Program for licensed, experienced towboat captains is a good example of a leadership-oriented course. Ms. Brown concluded that a 'job' in­ volves a lot more than simply going through the motions. She said that "possession of skills, belief in one's abilities, change, responsibilty, ad­ vancement and achievement must be a part of a job for a man to do a good job." In closing, the Lundeberg School president told the Coast Guard officers that "the U.S. maritime industry is too important to be handled lightly," and reminded them that "the Coast Guard has a responsibility to help make it a safe and viable industry. Delta^ 2 Other Lines face Loss of Cargoes Under Brazilian Law The SlU-contracted Delta Steamship Co. and two other American-flag ship­ ping lines. Prudential and Moore-McCormack, are facing the loss of cargoes as a result of a Brazilian law that dis­ criminates against foreign carriers. The law is actually a tax incentive program which gives Brazil's exporters an 8 to 15 percent rebate on freight taxes when they ship their goods on Brazilian-flag ships. Prudential Lines has reportedly already lost some cargoes of frozen concentrated orange juice, a major commodity for Prudential on this route. The controversy prompted Robert J. Blackwell, assistant secretary of com­ merce for maritime affairs, to visit both Brazil and Argentina last September to discuss the problem with South Ameri­ can officials. Upon returning, Blackwell noted: "I think we made some progress in obtain­ ing fair minimum shares for U.S. car­ riers," but the matter is by no means settled. SIU President Paul Hail, in a letter to Blackwell, urged that "the U.S. Mari­ time Administration seek to obtain equal treatment for U.S. vessels on Brazil-U.S. trades, whether through a bilateral shipping arrangement dr other type of agreement." Brazilian officials are expected to visit Washington, D.C. this month to discuss the problem further. In the past, all such problems con­ cerning maritime affairs with South America have been handled diplomati­ cally. However, if the situation cannot be resolved to assure U.S. flag ships a fair cargo share, the Federal Maritime Commission can order any of a number of retaliatory steps. One of these steps could include barring ships of an of­ fending country from U.S. ports. Seafarers Log Page 6' >Vf- �tmsaasss -.ii—.. M m !' Headquarters Biotes by SIU Executive Vice President Frank Drozak A near tragedy was avoided this month by the alertness of the crew of the SlU-contracted Seattle, and the excellent training in safety techniques many of them had received. An engine room fire broke out, Nov. 7, while the Seattle was in the middle of the North Atlantic. The oiler on watch had been through firefighting school, so he knew just what to do when he saw a fire starting in the auxiliary generator. The day-working wiper, who also had been through firefighting school, helped him get the blaze under control. Seven other SIU brothers on the Seattle had firefighting training, making a total of nine out of the 28 SIU men on board. The complete story of their action is on Page 3 of this Log. If the two men in the blackgang had not learned the proper way to extinguish that type of oil fire, the blaze might have raged out of control before the entire crew was alerted. Instead, the ship was eventually saved, although the fire lasted about six hours. On board ships using modem technology there are many types of fires and many different situations where a fire can break out. If the wrong method is used to extinguish the blaze, the result can be disastrous. At our firefighting course in Piney Point and Earle, N.J., you get theoretical knowledge as well as practical experience. Therefore, I can only urge you to ii a take a cue from the men on the Seattle and enroll in the firefighting course immediately. Later, on Nov. 7, a lifeboat had to be lowered aboard the Seattle. Twenty-two men in the SIU crew had lifeboat training. Without this training, considering the choppy seas, there might have been a disaster just trying to get the crew off the ship. Working on ships and tugs can be a dangerous business. The recent example of the Seattle and the tragic sinking of the tug Eileen C (page two) that same day, Nov. 7, point this out. One of our brothers. Boatman James Aument, drowned when the Eileen C went down in Buzzards Bay, Mass. We extend our sympathies to his wife and his family. Of course, even when you know what you are doing, you can lose your life on the ships and boats. But safety training makes your chances of survival and your buddies' chances better. You cannot jump off a ship in case of an emei^ency and expect to walk on the water. The Union makes this training available to you and you should take advantage of it. In addition, the Coast Guard will probably require all Seafarers and Boatment to have lifeboat and firefighting training in the near future. • • * * ^ 1 *: 1 •'vll I- • • On Nov. 8, 17 more brothers received their 'A' books through the 'A' Seniority Upgrading Program. This is a good program and the men who go through it learn about their Union, they learn about firefighting and other skills, and they get a lifetime of security in the bargain. I urge all those who are eligible for this program to apply. Other courses are available at the Lundeberg School for upgrading your skills. Whether you are a Boatman or a Seafarer on the oceans or Great Lakes, whether you sail in the engine, deck or steward department, there is a course for you. I urge you to look over the list of courses in the Log (Pages 36-37) and apply as soon as possible. To preserve your job security, you should be prepared for present technology and for the technology of the future. Could Generate More Jobs YI; I i Government Study Recommends Storing Oil in Laid^Up Tankers WASHINGTON The Maritime Administration this month published a study which proposes using laid-up 100,000-ton tankers as floating storage tanks for the Government's Strategic Petroleum Reserve Program. MARAD said in the report that its initial analysis of the cost of such a program demon­ strates that "there is sufficient benefit and economic justification for an imme­ diate pilot program" involving two pro­ totype tankers. use of regional shoreside tanks or caverns, and centrally-located salt domes. In recommending the "floating stor­ age" concept, which would ultimately involve the use of 75 tankers, MARAD said that this type of storage has eco­ nomic advantages over other proposals, that it would provide transportation flexibility, and that it would allow dif­ ferent grades of crude oil to be stored in the same area. The study was prepared at the re­ quest of the Federal Energy Adminis­ tration which is exploring various meth­ ods of storing oil reserves as a buffer against possible oil embargoes from the Arab states. Other storage alternatives under study by the PEA include the Use of Clusters The study proposes the use of "clusters" of tankers anchored at vari­ ous sites on the East Coast. These areas would include Long Island Sound, Port­ land, Me., and Narragansett Bay. The tankers would be anchorsed in clusters of 15 separated by "Yokohama fend­ ers." The vessels used in this program would be purchased abroad and laid up at various anchorage sites along the East Coast. If tankers purchased by the Federal'Government are at lay-up sites abroad, U.S. crews might be used to bring the vessels to the United States whether they are towed or sailed under their own power. Additional jobs for American sea­ men would also be.provided when the tankers are under storage at anchor in the U.S. The MARAD report projects that four AB's and four fireman/oilers and two licensed officers, be assigned as maintenance crew for every five tank­ ers. In addition, five watchmen would also be assigned each cluster of 15 tankers. The MARAD reports note that the "floating storage" idea is not new. It cites the Government's Grain Storage Program of the 1950's as an example. The report also notes that some major oil companies such as Gulf and Con­ tinental are presently using tankers for storage overseas. In addition, the study notes that after private interests in Japan successfully used tankers for oil storage, the Japanese Government this year announced its intention to embark on a major floating storage program which will involve 54 tankers totalling 10,215,000 deadweight tons. The MARAD study is presently be­ ing reviewed by the Federal Energy Administration. Hall Sees Tariff Cut as Loophole in 200-Mi. Fishing Limit A proposed tariff exemption on cer­ tain fish product imports from under­ developed nations would "Create a loophole in the new U.S. 200-mile limit that could completely nullify the effects of this bill," SIUN A President Paul Hall charged in a letter to Kenneth Mason, secretary of the U.S. International Trade Commission. In his letter to the ITC—the govern­ ment agency empowered to propose and implement tariffs and tariff exemptions —^Hall said, "The Seafarers Union feels that this proposal is both poorly timed and exteremely harmful to the interests of American fishermen and would undermine the intent of Congress in Gavin Not On Pension Inadvertently, last Issue we re­ ported that Recertified Bosun Joseph P. Gavin had gone on pension. Ac­ tually, he is registered to ship as a bosun in the port of Jacksonville at this time. Our apologies to Bosun Gavin for the mis^e. passage of the Fishery Conservation and Management Act of 1976." While the U.S. imports over 75 per­ cent of its fish, much of it caught off American shores and then imported to the U.S., "American fishermen have for years had extreme difficulty in com­ peting against foreign fishing fleets which use large fishing vessels and fish­ ing techniques that have practically wiped out many species," Hall wrote. where they could take advantage of the low tariff barriers on fish imports." "It would indeed be economic trag­ edy," he concluded, "if the U.S. Inter­ national Trade Commission reduces the Fishery Conservation Act The Fishery Conservation Act which established the 200-mile fishing limit. Hall continued, was designed to correct this situation by giving "U.S. fishermen first preference in the taking of all species of fish found in U.S. waters." Considered in this light, the proposed tariff reduction would be counterpro­ ductive because, "foreign nations would be encouraged to catch and import fish into the U.S.," he said. Hall also warned the ITC that "the international fishing industry is char­ acterized by highly mobile vessels often owned by multinational corporations. These foreign fleets are susceptible to reregistry in underdeveloped countries Only the following groups of Pensioners are eligible to re­ ceive benefits, including the Death Benefit, from the Sea­ farers Welfare Plan: 1. Employees receiving Disabil­ ity Pensions from the Sea­ farers Pension Plan; 2. Employees receiving any Pension other than a Disabil­ ity Pension from the SeafarefsPefision Plan who have credit for at least 90 days of Covered Employment in the calendar year immediately r- tariff on a particular fish product im­ port at the very time a U.S. company may be planning to engage in this fish­ ery under the protection of the new U.S. 200-mile limit." Pensioners' Eligibility For Welfare Benefits preceding the date their Pen­ sion commences and who have credit for a total of at least 5,475 days of Covered Employment. 3. Employees receiving an "Op­ tion B" Pension by virtue of article 8 of the Seafarers Pen­ sion Plan; and 4. Employees receiving a Nor­ mal, Early Normal or Disa­ bility Pension by virtue of Article 9 of the Seafarers Pension Plan. Page? November, 1976 'ftp f ^s •fl 1^1 �p Wash ) and Russel B. Long (D-La.) told the Coast Guard that "We would like to know whether collision avoidance radar might have prevented the accident." ^ . • ,u i u They called the decision by the Coast Guard not to require the radar con­ fusing" and said that it might "indicate that the Coast Guard is not carrying out its mandate." Baltimore Baltimore Towage and Lighterage has signed a new three-year contract with the SIU. SIU Boatmen man their boat the C.L. No. 1, a harbor tug. Houston Boatmen working aboard the nine Slade Towing boats have begun submit­ ting contract negotiation proposals as the SIU prepares tO enter contract talks with Slade. The contract covering the Boatmen on Slade boats expires in December. Mississippi River Low water on the Mississippi and its tributaries has brought the wrecks of two turn-of-the-century steamboats "up for air." ... The first wreck sighted was the Bluff City which emerged from the Missis­ sippi near Chester, 111. during low water. The Bluff City sank in 1897 when she caught fire and exploded while enroute from St. Louis to New Orleans. Only a year old when she met her fate, the 225-foot stemwheeler was carrying a cargo of racehorses, hay and explosives when a spark from one of her stacks set her afire. The low water has also brought the remains of a steamboat believed to be the New Mattie to the surface in Desha County, Ark. where the White River runs into the Mississippi. The New Mattie sank in 1900 while enroute from Desarc, Ark. to Memphis. Carrying 35 passengers and a cargo of baled cotton, two deckhands were lost when the stemwheeler went down. Philadelphia SIU Boatmen will be crewing a new Interstate Oil boat, the Ambassador early next year. A deep sea tug, the new boat will be hauling oil barges. New Orleans The new paddlewheeler Mississippi Queen has gone back into the Avondale Shipyard after a trial run. It is expected that she will be back in service before the end of the year. Detroit Hannah Inland Waterways will be working the tug Margaret around-theclock moving petroleum barges and has added four more Boatmen to her crew. SIU Dredgemen working for Mobile Dredging are now completing a hy­ draulic job for Cleveland Illumination Co. This is Mobile's first dredging job on the Great Lakes under an SIU contract. • Port Arthur Sabine Towing will be taking delivery of a new boat within the next two months. As yet unnamed, the tug will be put into the intercoastal trade. Washington, D.C. In the aftermath of the collision between the ferry George Prince and a Nor­ wegian tanker near Luling, La. which killed 76 people last mon^, two influen­ tial senators have demanded to know why the U.S. Coast Guard does not require collision avoidance radar on all tankers operating on U.S. waterways and in U.S. ports. "Exteremely distressed" by the accident, Senators Warren Magnuson (D- "Oh, you found my ball, Captain." Scholarship Winner Finds Teaching Rewarding Every day at Cleveland Elementary School in Tampa, Fla., former SIU scholarship winner Diane Ortega Dessy sees 60 children who are having trouble with their reading and mathematics. The children work in small groups with Mrs. Dessy and two teacher aidesunder a program sponsored by the Federal Elementary-Secondary Education Act. "It's very rewarding," Mrs. Dessy says. "I follow some of the children from the first through third grade and I can definitely see improvement over the years—not only in their attitude toward school but in their performance. If it weren't for our program these chil­ dren would be lost in the shuflle. I know because I had a second grade Personals John Snyder James Bates asks that you contact him at Rt. 1, Box 159, St. Amant, La. 70774, or call him at (504) 675-5298. Lionel Shaw, Jr. Please contact the editor of the Sea­ farers Log, 675 Fourth Ave., Brooklyn, N.Y. 11232, phone (212) 499-6600, Ext. 242. Paul Goodman and Jimmy Snmpter Leo Watts asks that you contact him at Rt. 2 Box 240A, Livingston, La. 70754, or call him at (504) 698-6521. Page 8 class with 35 children. You just can't meet individual needs with that many students. The fast and the slow learners suffer." In addition to helping students with special problems, Mrs. Dessy serves as acting assistant principal in her school. This demanding but fulfilling career was made possible by the SIU Scholar­ ship Fund. When Diane Ortega Dessy won the four-year scholarship in 1963, she was already working and attending the Uni­ versity of South Florida in Tampa. going to school, and then when I got married I couldn't have possibly con- Could Finish School "It was really a wonderful opportu­ nity," she said. "I was working and R.Johnson Please contact the editor of the Log at 675 4th Ave., Brooklyn, N.Y. 11232, or call (212) 499-6600, ext. 242. Diane Dessey Leo Gallager Please contact Red Campbell at Headquarters. James R. Eagan Robert J. Eagan asks that you con­ tact him at 480 Fountain St., New Haven, Conn. 06515. WiUiam Edward Bradley Mary E. Bradley asks that you con­ tact her at 2129 E. Susquehana Ave., Philadelphia, Pa. 19125. , /• •; tinned because my husband wasn't earning much money then. The scholar­ ship allowed me to finish school and get a teaching job. I only had to use the scholarship for three years." At school she majored in teaching the mentally retarded and mindred in elementary education. Although she en­ joyed teaching second grade and the mentally retarded, she prefers her pres­ ent job. Right now she is going back to school in a masters program for teach­ ing reading, which requires special tech­ niques. Her husband is the dean of boys at a local junior high school. Mrs. Dessy's father, Alfredo Ortega, retired in 1972 on his well-deserved SIU pension. Brother Ortega joined the Union back in 1939 and sailed for 33 years as an AB and bosun. "He's keeping busy and enjoying himself," his daughter reports. Alfredo Ortega still lives in the port of Tampa. Deposit in SIU Blood BankIt's Your Life ^ V Seafarers Log �SS UNITED STATES On Oct. 18, the President also signed a bill authorizing the sale or charter of the SS United States as a floating hotel, on or in the navigable waters of the United States. The vessel has been laid up in Norfolk, Va. since December, 1969, and was acquired by the secretary of commerce in February, 1973. Ac­ cording to a Maritime Administration spokesman, this legislation expands the possible uses of the United States, and enlarges the market of possible pur­ chasers which will increase the value of the vessel for sale or charter, providing a higher return to the Government. The 95th Congress will convene on Jan. 4, with the Democrats having retained their large majority in both the House of Representatives and the Senate, during the Nov. 2 Federal election. An organizational meeting will be held Dec. 6, for the selection of House Democratic leadership, the adoption of certain caucus rules and proposed reforms, and the selection of a Demo­ cratic Caucus Chairman. However, an individual member's committee assign­ ments will be made at a later date. On Dec. 10, House Republicans will meet to select House Minority Leader and Minority Whip, as well as Republican Conference Chairman. ALASKA GAS PIPELINE On Oct. 22, 1976, President Ford signed into law H.R. 3521, a procedural bill, designed to expedite the selection of a route for the proposed Alaska Gas Pipeline. The new law sets a deadline of May 1, 1977 for the Federal Power Commission (FPC) to make a recommendation, and gives the President until Sept. 1, 1977 to select a route. Congress will then have to vote on the Presi­ dent's decision within 60 days. WATER RESOURCES DEVELOPMENT ACT On Oct. 22, President Ford also signed the Water Resources Development Act, providing for the construction, repair and preservation of certain public works on rivers and harbors, and certain flood control projects. Included in the law is authorization relative to the improvement of the Gallipolis Locks on the Ohio River and the Vermillion Locks and Dam in the New Orleans area. Originally, this act included language providing for the replacement of Locks and Dam 26, but the provision was taken out at the last minute on the Senate floor, as a compromise to assure passage of the act. WAR RISK INSURANCE A law extending the War Risk Insurance Program to Sept. 30, 1979, was signed by the President on Oct. 18, and includes restrictions on foreign-flag carriers. The legislation requires the secretary of commerce to consider the characteristics, employment, and general management of an American-owned foreign-flag vessel, prior to issuing or reissuing war risk insurance to the vessel. DELTA QUEEN On Oct. 18, the President signed a bill that exempts the paddlewheel steam­ boat Delta Queen from Federal fire safety standards until 1983. This is the fourth extension given to the wooden vessel, which has been operating since 1928. "This legislation will preserve a splendid reminder of America's past," the President said upon signing the bill. REP. SULLIVAN TO HEAD CONSUMER GROUP Rep. Leonor K. Sullivan, chairman of the House Merchant Marine and Fisheries Committee has been appointed as head of the Federal Reserve Board's new Consumer Advisory Council. A long-time consumer advocate, Mrs. Sullivan is retiring from the House of Representatives after 24 years service, and 12 years as head of the Consumer Affairs Subcommittee of the House Banking Committee. The new 25-member council is presently headed by William D. Warren, dean of the law school at the University of California. COMMITTEE ADDRESSES U.S. OCEAN POLICY The House Subcommittee on Oceanography has begun hearing testimony from key Government officials to determine the future direction of America's total oceans policy. Rep. John Breaux (D-La), subcommittee chairman, in­ tends to use these sessions as a preamble to the consideration of legislation during the first part of the 95th Congress. Secretary of Commerce Elliot Richardson told the committee that one prob­ lem he sees is, "the lack of a comprehensive approach to setting ocean poli­ cies." He said that a Cabinet-level policy body could help the President in setting priorities. J. William Middendorf, secretary of the navy, also testified, suggesting the U.S. Navy be given "a major role in these areas ... to avoid duplication and provide maximum economy." Secretary Middendorf maintains that the U.S. is behind the Soviet Union in all but one area of ocean technology—research and development. But, he says, the U.S. has been literally giving away to the Soviets much of its scientific and even technological information and it has received little in return. "f T'l •' 'I;!: "f I: SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as be sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice beard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and bis family. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. HL55 President Elected Co-Chairman of the NTATC in 1977 Hazel Brown, president of the Harry Lundeberg School of Seamanship, has been elected to serve as co-chairman representing labor of the National Transportation Apprenticeship and Training Conference in 1977. She was unanimously chosen for the post by the approximately 200 delegates to this year's NTATC meeting held recently in San Francisco. training and upgrading programs avail­ able for SIU members at the school. They also explained the Lundeberg School's approach of providing total educational opportunities for SIU mem­ bers, which includes academic training to bolster the student's comprehension of the advanced, technical skills needed by the modern-day Seafarer. Ms. Brown said that the goal of the annual conference, which draws repre­ sentatives from all the major modes of U.S. transportation, is to enhance co­ operative labor-management relations in the areas of apprenticeship and train­ ing as well as to discuss mutual prob­ lems in these areas and share the finer points of individual organization's training programs. Along with Bob Kalmus, director of vocational education at the Lundeberg School, Ms, Brown outlined for this year's NTATC meeting the kinds of Good Cross Section November, 1§76 ,\ The conference featured speakers from a good cross section of manage­ ment as well as labor people from the air, rail, water and trucking industries. The speakers described the training programs available in their individual industries and almost unanimously agreed that well-trained men and wo­ men are the keys to job safety and worker production. The NTATC gathering also included one full day of subcommittee meetings during which the delegates broke up into groups to discuss their own special areas of training and apprenticeship. Ms. Brown met with people involved in running union schools or industry and private vocational academies. She said this meeting gave ber an opportu­ nity "to more fully discuss the programs and philosophy of the Lundeberg School." The conference also featured two speakers from outside the transporta­ tion industry. Dr. F. Ray Marshall, chairman of the Federal Committee on Apprenticeship, and Ross A. Von Weigard, director of- Labor Management Services of the National Council on Alcoholism. Hazel Brown Marshall told the conference that the growing problem of unemployment in the nation was causing a tragic waste of good manpower, while Von Weigard spoke about alcoholic rehabilitation programs in industry and noted that "companies without rehabilitation pro­ grams will soon be out of step with the rest of industry." Page 9 .ii fe HiiJ �Soviet Subverting of Grain Part Focus of New Talks Ever since signing the U.S.-USSR Bilateral Shipping Agreement in 1972, which stipulates that at least one third of all grain cargoes moving between the two nations be carried on U.S.-flag ships, the Russians have tried all kinds of schemes to circumvent its terms.rThe unfortunate thing is that the Russians have been so successful at it that in the four years of the treaty, U.S. ships have only carried about 22 per­ cent of the grain cargoes. As a U.S. delegation, headed by MARAD chief Robert J. Blackwell, prepares to negotiate a new shipping agreement for 1977 and beyond, ways and means to prevent a repeat Russian performance should be high on the list of things to do. Negotiations are sup­ posed to begin Nov. 29, 1976, as the old agreement runs out at the end of this year. 'Quid Pro Quo' Scheme The latest Russian scheme to get around terms of the 1972 agreement is a cozy little 'quid pro quo' deal with big American oil companies, which was brought to the public eye in a story carried in the Oct, 14 issue of a New York newspaper. Under this scheme the Russians char­ ter tankers from U.S. oil companies to carry grain to the USSR, and in return the oil companies charter Russian ships to carry oil to the U.S. Several such arrangements were carried out in Sep­ tember and October, having the effect of freezing out independent tanker operators who depend heavily on the grain trade to stay in business. Fortunately, though, for the inde­ pendents, after the story came to light the oil companies passed down the word that the 'quid pro quo' deal must stop. Although the news story said there was technically "nothing illegal" about the arrangement, the abruptness of the oil companies' abandonment of the practice seems to suggest a fear of legal actions being brought against them. The practice could be viewed as an antitrustAdolation in the form of placing conditions on the availability of one service or product on another. Notice is hereby given to all employees covered by collective bargaining agreements pursuant to which the Seafarers Pension Plan is maintained that on December 27, 1976, the Board of Trustees of the Seafarers Pension Plan, Tax­ payer Identification Number 136-100-329, the administrator of the Seafarers Pension Plan, Plan Identificatidn Number 001, will make an application for a determination as to the qualified status of the Seafarers Pension Plan under Sec­ tion 401(a) of the Internal Revenue Code. This application will be made to the District Director of the Internal Revenue Service, at 35 Tillary Street, Brooklyn, New York 11202. The application relates to Plan amendments, and the Internal Revenue Service has previously issued a determination letter as to the qualified status of the Plan. Participants in the Seafarers Pension Plan include: 1. Employees or former employees who had any credit for service under the Plan as of January 1,1976; and 2. Employees who are not Participants under paragraph 1 above, but who receive credit for 125 days of service within the 12 month period imme­ diately following their first day of employment under the Plan subsequent to December 31, 1975; and 3. Employees who are not Participants under paragraphs 1 and 2 above; but who receive credit for 125 days of service in any calendar year begin­ ning on or after January 1, 1977. - 4. Pensioners, and Beneficiaries receiving Survivors' Benefits under the Plan. Each person to whom this notice is addressed is entitled to submit, or request the Department of Labor to submit, to the District Director of the Internal Rev­ enue Service at 35 Tillary Street, Brooklyn, New York 11202 a comment on the question of whether the iPlan meets the requirements for qualification under part I of Subchapter D of Chapter 1 of the Internal Revenue Code of 1954. Two or more such persons may join in a single comment or request. If such a person or persons request the Department of Labor to submit a comment and that depart­ ment declines to do so in respect of one or more matters raised in the request, the person or persons so requesting may submit a comment to the District Director in respect of the matters on which the Department of Labor declines to comment. A comment to the District Director of the Internal Revenue Service must be received on or before February 10, 1977. However, if the comment is being submitted on a matter on which the Department of Labor was first requested, but declined to comment, the comment must be received by the District Director on or before the later of February 10, 1977 or the 15th day after the day on which the Department of Labor notifies such person or persons that it declines to comment, but in no event later than February 25, 1977. A request of the Department of Labor to submit such a comment must be received by such depart­ ment on or before January 21, 1977 or, if the person or persons making the request wish to preserve their right to submit a comment to the District Director in the event the Department of Labor declines to comment, on or before January 11,1977. Additional informational material regarding the Plan and the procedures to be followed in submitting, or requesting the Department of Labor to submit, a com­ ment, may be obtained at your local Hiring Hall or by writing to: Seafarers Pension Plan 275 20th Street Brooklyn, New York 11215 NS:-' The demonstrations proved a suc­ cess because American ships got their one-third share in October and are ex­ pected to get their one third shares for November and December. Grain Demonstrations The 'quid pro quo' deal with the oil companies actually came right on the heels of another scheme in which the Russians tried to shut American ships NOTICE OF THE APPLICATION BY THE BOARD OF TRUS­ TEES OF THE SEAFARERS PENSION PLAN TO THE INTERNAL REVENUE SERVICE FOR AN ADVANCE DETERMINATION AS TO THE QUALIFIED STATUS OF THE SEAFARERS PENSION PLAN UNDER THE INTER­ NAL REVENUE CODE. Page 10 out of the grain trade. Last August the Russians set "condi­ tions," such as demanding delivery of grain in dry bulk vessels at times when, conveniently, no U.S.-flag dry bulk ships were available, that completely negated U.S. ship movement in the grain trade for August and September. During this period, the Russians also demanded deliveries from off-beat routes such as the U.S. Pacific Coast to the Baltic Sea, and the U.S. Gulf Coast to Siberian ports instead of the other way around. As a result, hundreds of angry Amer­ ican seamen, many of them SIU mem­ bers, protested the situation at the footsteps of Federal Buildings in ports throughout the country. However, for the entire year, U.S. ships have received only 24.6 percent of the grain cargoes to Russia, far short of the U.S. flag's rightful 33 percent share. As negotiations near for the new agreement, the Soviets say they will take a "positive approach" in working out the treaty. Maritime Administrator Robert Blackwell said, "we hope this means we will get off to a good start on this round of negotiations." Blackwell affirms that he will try to settle two very important points before signing a new agreement—a specific plan under which the Soviets will make up the shortage in using U.S. ships, and more importantly, a new set of ground rules for hiring U.S. ships for the grain trade. Whatever the result of the new round of negotiation, the question will prob­ ably still remain—What else do the Russians have in their bag of tricks? Politics is Porkchops Donate to SPAD NOTICE OF THE APPLICATION BY THE BOARD OF TRUS­ TEES OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN TO THE INTERNAL REVENUE SERVICE FOR AN ADVANCE DETERMINATION AS TO THE QUALIFIED STATUS OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN UNDER THE INTERNAL REVENUE CODE. Notice is hereby given to all employees covered by collective bargaining agreements pursuant to which the Great Lakes Tug and Dredge Pension Plan is maintained that on December 27, 1976, the Board of Trustees of the Great Lakes Tug and Dredge Pension Plan, Taxpayer Identification No. 131-953-878, the administrator of the Great Lakes Tug and Dredge Pension Plan, Plan Identifi­ cation No. 003, will make an application for a determination as to the qualified status of the Great Lakes Tug and Dredge Pension Plan under Section 401 (a) of the Internal Revenue Code. This application will be made to the District Director of the Internal Revenue Service, at 35 Tillary Street, Brooklyn, New York 11202. This application relates to Plan amendments, and the Internal Revenue Service has previously issued a determination letter as to the qualified status of the Plan. Participants in the Great Lakes Tug and Dredge Pension Plan include: 1. Pensioners, and Beneficiaries receiving Survivors' Benefits under the Plan. 2. Employees or former employees who satisfy the service requirements for a Normal, or Deferred Vested Pension. 3. Employees or former employees who are eligible to receive a Withdrawal Benefit. Each person to whom this notice is addressed is entitled to submit, or request the Department of Labor to submit, to the District Director of the Internal Rev­ enue Service at 35 Tillary Street, Brooklyn, New York 11202, a comment on the question of whether the Plan meets the requirements for qualification under part I of Subchapter D of Chapter 1 of the Internal Revenue Code of 1954. Two or more such persons may join in a single comment or request. If such a person or persons request the Department of Labor to submit a comment and that depart­ ment declines to do so in respect of one or more matters raised in the request, the person or persons so requesting may submit a comment to the District Director in respect of the matters on which the Department of Labor declines to comment. A comment to the District Director of the Internal Revenue Service must be received on or before February 10, 1977. However, if the comment is being submitted on a matter on which the Department of Labor was first requested, but declined to comment, the comment must be received by the District Director on or before the later of February 10, 1977 or the 15th day after the day on which the Department of Labor notifies such person or persons that it declines to com­ ment, but in no event later than February 25, 1977. A request of the Department of Labor to submit such a comment must be received by such department on> or before January 21, 1977 or, if the person or persons making the request wish to preserve their right to submit a comment to the District Director in the event the Department of Labor declines to comment, on or before January 11, 1977. Additional informational material regarding the Plan and the procedures to be followed in submitting, or requesting the Department of Labor to submit, a com­ ment, may be obtained at your local Hiring Hall or by writing to: / Great Lakes Tug and Dredge Pension Plan 275 20th Street Brooklyn, New York 11215 Seafarers Log �!«!»Sma3aBBOBa3S21'!S8Wa^^ I] . More jobs were made available to Seafarers early this month when the modem, 35,000-dwt tanker, the SS Zapata Rover (Zapata Bulk) recrewed in Todd Shipyards, San Pedro, Calif. The 71 f-foot, 16.5-knot ship was first ciewed by the SIU on Oct. 26 but due to engine trouble, the crew had to get off on Oct. 29. At present, the ship is laid up for engine repairs until some time in December She joins her sisterships, the SS Zapata Ranger and-the SS Zapata Patriot, Another new tanker, the SS Zapata Courier will be ready later this year. % 1 I '• f ! ?a The smokestack and radar boom of the Zapata Rover. Looking forward from the ship's flying bridge we can see the deck of the modern tanker. QMED/Pumpman Joseph Arpino checks a gauge in the pumproom. New Tanker SS Zapata Rover Crews in San Pedro Piney Point QMED grads Joseph McGauley (left). Mitchell Hill (center) and Jack Davis check out the vessel's main en­ gine control panel. Looking forward out from the wheelhouse of the 35,000-dwt ship. November, 1976 ,. , . .. ^ 'i'' '••• AB Louie Alleluia (left) and Recerti­ fied Bosun Sal Sbriglio scan the auto­ mated bridge controls. i- ' A �Moscow Moves to Join 2 N. Atlantic Conferences The Soviet Union has taken the first steps towards joining international con­ ferences which set shipping rates on key North Atlantic trade routes, a move which could lead to the end of Russian rate slashing. However, the Soviets have not ac­ tually signed any agreements and have set a condition on their entry into two of the Atlantic conferences: the con­ ferences must be restructured to give Soviet shippers special status which would allow them to undercut confer­ ence rates by 10 percent in' 1977 and 6.5 percent in 1978. And although the Soviet line operat­ ing between the U.S. West Coast and the Far East, FESCO, has also dis­ cussed the possibility of joining Pacific conferences, thus far it has failed to reach any agreement with representa­ tives from those conferences. Of all the Soviet block shipping lines, it is FESCO which has most deeply cut into the U.S. trades as a third-flag car­ rier by continually slashing freight rates to unprofitable levels far below con­ ference rates. Even if they were willing to take a loss to meet this Russian competition, U.S.-flag and other carriers in the American trades are legally bound to the conference rates and cannot indi­ vidually lower their freight charges. Last year, with the U.S. Congress threatening to limit Soviet participation in the American trades because of their predatory rate-cutting, the Soviets told the Federal Maritime Commission they would consider entering rate confer­ ences if the FMC could end "rebating" by conference carriers. Rebating is an illegal practice where­ by a carrier returns a portion of a posted cargo tariff to the shipper. Although always a problem, many conference carriers said they had to rebate in a desperate attempt to compete with So­ viet price cutting. Realizing that the security of the entire U.S. merchant marine was being severely threatened by the Russian ratecutting practices, the FMC began a drive against rebating last year in the hope of bringing Soviet carriers into the rate conferences. Hall Urges Construction Restart on Cross-Florida Canal "The Seafarers, representing nearly 6,000 workers crewing towboats and tugboats serving our nation's coastal and inland waterways, is convinced that the Cross-Florida Barge Canal will provide the State of Florida and the U.S. as a whole with a multitude of benefits, not the least being jobs and better, and more efficient water trans­ portation," SIU President Paul Hall told Col. Donald Wisdom, the U.S. Corps of Engineers' Jacksonville dis­ trict engineer, in a letter last month. struction of the Cross-Florida Barge Canal because, "once completed, the canal, as an essential viaduct of trade, will attract over 100 industries and gen­ erate approximately 27,000 new jobs." "In addition," Hall told the Corps' district engineer, "we see the CrossFlorida Barge Canal aiding the marine transportation mode to better serve the energy needs of our nation. It will al­ low Gulf Coast-produced petroleum products to reach markets on the At­ lantic Coast faster and at considerably less cost. GREAT LAKES "Also, as power plants begin to con­ vert from petroleum to coal consump­ tion, they will need ever increasing amounts of Midwest coal. The canal, linking the Atlantic Coast with the Gulf and river navigation systems, will be the natural route for the transportation of this essential energy resource," Hall wrote. The district engineer's draft impact statement, which includes Hall's letter, must be put into final form and filed with the Council of Environmental Quality, the Federal courts and Con­ gress by February 1977. Congress will make the final determi­ nation on continuing construction of the Cross-Florida Canal based on this final statement and on recommenda­ tions by the State of Florida's cabinet. Construction of the canal which be­ gan in 1964 was illegally halted by President Nixon in 1971 when it was about 40 percent completed. The proposed canal route started at Jacksonville, headed south along the St. John River and then cut west to Dunnellon on the Gulf of Mexico. A Federal court found this Presiden­ tial action unconstitutional but ordered the Corps of Engineers to compile an environmental impact statement before continuing with the construction. After two-and-one-half years the Corps has prepared a draft of this state­ ment which included Hall's letter. This letter urged resumption on con- Bad News—Seven Shots! Boatman Jim Bernachi is shown here with his wife, Lu Ann, his son Buddy, and 16-month old baby, Kenny. Fate Seems to Link Boatman Jim Bernactti to the Rivers SIU member Jim Bernachi seems to be connected by fate to things mari­ time. Brother Bernachi was born in St. Louis and spent the first year of his life in a house across the street from the building which now houses the SIU Hall there. He is the son of a 30-year Navy man, builds model boats, and sails even in his spare time. And he currently lives in St. Louis with his wife, Lu Ann and sons. Buddy and Kenny in an INLAND On a Pier 7, Brooklyn, N.Y. sign on the overseas bound SS Stonewall Jackson (Waterman), 2nd tripper Saloon Messman Jack Sutton (right) gets the bad news that he needs seven shots after Dr. Manuel Alvarez (center) and Nurse Maureen Lynch (left) checked his innoculation card for shots required in foreign ports. Seafarer Sutton graduated from Piney Point last year sailing on the SS Mount Vernon Victory (Mount Shipping) since then. Page 12 apartment overlooking the Mississippi River. So it is only natural that Jim Bern­ achi now works on SiU-contracted towboats. He tried other occupations such as machinist and mechanic, but, as he puts it, "I've found my career on the river." Brother Bernachi first came to the St. Louis SIU Hall a year-and-a-half ago. He soon shipped out and has been working as a deckhand on SIU boats ever since. His work has taken him over many thousands of miles of inland waterways, including the Mississippi, Illinois, and Ohio Rivers and the Gulf Intracoastal Waterway. But Brother Bernachi is not content to remain a deckhand. He hopes to attend the next Towboat Operator Course at the Harry Lundeberg School: "The Union gives us all a chance to advance," he says. "I'd be crazy not to take advantage of Piney Point. I mean, 1 can improve myself with just a plane ticket." Brother Bernachi knows what to ex­ pect from Piney Point because he has just returned from the conference on alcoholism which was held there. "What impressed me the most about Piney Point." he says, "was the friendly way everyone there treated me. It made me understand the meaning of the Brother­ hood of the Sea." In addition to being impressed with the friendly atmosphere and the exten­ sive facilities at the Lundeberg School, Brother Bernachi reports that he learned a lot about alcoholism. "Above all, 1 learned that it is a disease which can be treated and cured. Maybe I'll be able to steer some of my brothers on the boats who need help to the pro­ gram at Piney Point." Brother Bernachi will be in an even better position to help his fellow Boat­ men—someday soon—when he's cap­ tain of his own boat. Seafarers Log �HEW Seen Easing on Closing of 8 USPHS Hospitals The U.S. Department of Health, Ed­ ucation and Welfare may be softening its longtime, hardline stand that the eight remaining USPHS Hospitals should be closed and care for its nearly 250,000 recipients, including 200,000 American seamen, be transferred to community centers. The apparent change in sonft of HEW's attitudes toward the USPHS Hospitals came to light recently in an HEW published report entitled "For­ ward Plan for Health—Fiscal Year 1978-82," which contains the first posi­ tive statements by HEW concerning the hospitals in years. Taking into full consideration the fact that repeated attempts by HEW to close the hospitals had failed in the face of strong opposition from the SIU and other concerned groups, the report, published in August 1976, stated: "It is unrealistic to believe that either closure (of the PHS hospitals) or trans­ fer without financing is possible, and if would therefore seem more appropriate to concentrate on maximizing and in­ tegrating the utilization of these re­ sources.** The report suggests that to maximize their use, the PHS hospitals should be allowed "full provider" status, which would allow the hospitals to provide full services to third-party recipients, such as Medicare and Medicaid pa­ tients. This move would increase third party reimbursements to the hospitals, which in turn could offset costs of run­ ning and refurbishing the hospitals. The HEW report also suggests that in PHS communities where an excess of inpatient beds already exist, the hos­ pitals could be partially converted for specialized services such as longterm care and rehabilitation, as well as con­ solidation with other public health ser­ vices like primary and ambulatory care and community education. The report noted that such moves involving the PHS hospitals "make economic and planning sense." In addition, the HEW report made it clear that "primary and secondary beneficiaries (which includes Seafarers) could still retain favored eligibility sta­ tus at PHS hospitals by being exempt from any cost-sharing or service limita­ tions." Still Only Proposals It must be remembered that points made in the HEW report are still only proposals and not statements of inten­ tion. However, it should be noted that the HEW report was published just after a two-month long hearing in the House Merchant Marine and Fisheries Com­ mittee, during which representatives of the SIU and other maritime unions, as well as representatives from the mari­ time industry and civic groups called on Congress to halt any attempt to close the hospitals. As a result, the House Committee report on the hearings recommended that Congress "not act" on legislation proposed by HEW earlier this year that would allow the Administration to close the PHS hospitals. In addition, the House Committee report also recommended that: • The hospitals be fully funded for fiscal 1978 at least at the minimum level as outlined in the 1973 Military Pro­ curement Bill. • The PHS system should be mod­ ernized to meet all applicable health and safety standards. • HEW should end its continuing efforts to shut down the hospital system "and develop an adequate, well ex­ pressed continuation policy which in­ cludes expansion of needed services, and the retention of competent staff with assurances to beneficiaries that they will not be shoved from pillar-topost under an uncertain process of con­ tract care." The committee report, coupled with the HEW proposals concerning the PHS hospitals, seem to indicate that HEW may finally be seeing the handwriting on the wall—the SIU and other con­ cerned groups are not about to let the PHS hospitals go down the drain. What all this means to the individual seaman who depends on the PHS hos­ pitals for medical care is that the hos­ pitals may be secure against HEW closure and cutback attempts for the first time in years. f1 .i ' i • • '/W-. • I California Could Stall Movement of North Slope Oil The State of California appears to be tossing a monkey wrench into the long awaited machinery that would bring North Slope oil from Valdez, Alaska in U.S. tankers to a proposed new Standard Oil of Ohio Co. (SOHIO) Terminal in Long Beach, Calif. Citing environmental concerns, Cali­ fornia's Air Resources Board said that the proposed unloading of 1.2 million barrels of Alaskan oil per day in 1977 and 1.6 million barrels by 1980 would add hydrocarbons to the already pol­ luted air of Southern California. Con­ cern was also voiced over increased tanker traffic in the area. As a result of these concerns, the board has ruled that only enough tankers to serve the Cali­ fornia market may enter Long Beach Harbor. The^^board's ruling, however, is by no meams the final word in this contro­ versy because the port of Long Beach has come out with its own report which shows that the ARB's projected emis- Notiu to Members Oe Sb^fpiag Pretmkm When throwing in for worit dur­ ing a job call at any SIU Hiring HaU, members most produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping JRules: T "Within each class of seniorityrathig 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 ^facers Appeals Board may vraive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstance war^^jpit.such.waiven".. November, 1976 sion statistics are "grossly exaggerated," and are 31 to 48 times higher than they should be. Public hearings will soon be held to break the environmental impasse. Several Alternatives Whatever the outcome of the hear­ ings, SOHIO's original plan—which includes a good deal of construction— will be delayed for several years. The complete plan called for the carriage of Alaskan oil in U.S. tankers to a new Long Beach Terminal where it could be transhipped via an existing 600-mile gas pipeline (with 300 new miles of ex­ tension pipe added on) to Houston. From there, some of the oil could be transhipped again via existing pipeline relays to a number of sites in the Mid­ west. But now that this plan appears in serious jeopardy, or at the very least delayed, several alternatives have been advanced. The most talked-about alternative is to ship the oil, which will begin to flow in the summer or early fall of 1977, via U.S. tankers through the Panama Canal to Houston and then by pipeline to the Midwest. Another alternative, though less likely because of significantly increased carriage costs, is to ship the oil via supertanker around Cape Horn to the U.S. East Coast. In either event, U.S. tankers would benefit from at least the same, if not increased, employment opportunities as the original Long Beach plan. However, a third alternative, the least likely of all at this time, could seriously hurt U.S.-flag tanker partici­ pation in the carriage of Alaskan oil. It is a "swap" plan where the Alaskan oil would be shipped to Japan while more Middle East oil would be brought to the U.S. East Coast predominantly in foreign-flag tankers. The "swap" plan is unlikely because it would actu­ ally increase the nation's dependency on foreign energy sources despite in­ creased oil production in the U.S. MARAD to Intervene Robert J. Blackwell, assistant secre­ tary of commerce for maritime affairs. has made it clear that no matter what the final outcome of the controversy, the Administration wants the Alaskan oil to be moved in U.S.-flag tankers. Blackwell said that if California in­ sists on making a major environmental issue of the Alaska oil movement through the state, the Maritime Ad­ ministration would intervene to insure the oil carriage for U.S. ships. A- _ Great Land's Fine Galley Team Getting the glad hand (center) is Chief Steward/Cook Ken Hayes, secretaryreporter of the SS Great Land (international Ocean Transport) from Saloon Messman M. Abdulla (left) for^the clear and clean galley while Cook/Baker Frank Hall (right) helps to keep the galley shipshape. Change of Address i Or New Subscriber Editor, SEAFARERS LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 1 would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim information) NAME ADDRESS CITY STATE. ZIP. 1 SIU members please give: Bk# Soc..Sec.# /_ ./ TO AVOID DUPLICATION: If you are an old suhscrlher and have a change of address, please give your former address below or send mailing label from last issue received. s ADDRESS CITY STATE. ZIP. Page 13 �Wheelsman Louis Talarico works the deck controls. The M/V Paul Thayer takes on coal in Lorain, Ohio. Steward Allen Sholette puts up the rice for dinner. Laker Paul Thayer Speeds Coal-Ore Cargo eventeen Lakes Seafarers are on board the M/V Paul Thayer (Pringle Transit Co.) which carries coal and iron ore between ports in Lake Superior and Lake Erie. Here the ship is making one of its frequent stops in Lorain, Ohio on Lake Erie to take on a load of coal. The cranes on land are stationary and pick up the boxcars, turning them upside down to dump the coal into the chute. The ship moves hack and forth to take cai^o into the various holds. The Paul Thayer can cany 19,700 short tons of taconite iron ore pellets, or 11,500 short tons of coal. Two special Lakes ratings are employed aboard this self-unloading vessel—one SIU conveyorman and one SIU gateman. When the ship unloads, material is fed from the gates at the bottom of the cargo hold to the tunnel conveyor below. The conveyorman controls the belt system while the gateman works in the tunnel and watches the amount of cargo being discharged. If the system jams, they have to take care of the trouble. The M/V Paul Thayer has an overall length of 630 feet with a beam of 68 feet. Its midsummer draft is 26 feet and its speed is 15 mph. The vessel, which was launched in 1973, was one of the first Lakes ships to he built with all the cabins aft and the boom aft. S Past the lighthouse and breakwaters of Lorain. Ohio, the waters of Lake Erie seem vast as the ocean. QMED William Ziolkowski, an HLSS upgrader, said, 'It's hard to get Lakes guys to go to the Lundeberg School, but once you've been there, you can't stay away." He intends to return for a refrigeration me­ chanic certificate. One of the M/V Paul Thayer's diesel engines. Page 14 While enjoying their afternoon coffee, (I. to r.) Steward Allen Sholette, Wheelsman Louis Talarico SIU Cleveland Representative George Telegadas, and Porter Maneh Ahmed talk about shipping on the Lakes. Seafarers Log �...x» r- -•fT'vi/. * \ 1 Union Brotherhood Key to Alcoholic Rehabilitation Program The key to the success of the Alco­ holic Rehabilitation Program for Sea­ farers is that same quality which has made the SIU successful—Union bro­ therhood. The program began less than a year ago. Already it has helped many members make a new start in life. This success would not have been possible without the understanding and moral support of every SIU member. We know that alcoholism is a disease and that it can be treated. We are dedi­ cated to helping each and every boat- quality of life for our members. We recognize alcoholism as a disease. Through the Welfare Plan, we have established a program to help our mem­ bers recover from that disease. And at the Seafarers Alcoholic Rehabilitation Center, alcoholic members are getting well and building new lives. ;—the same plan that provides for hos­ pital and medical benefits—the Alco­ holic Rehabilitation Center has been established for our members at Valley Lee, Md. Through the encouragement of our oflicials and fellow members, many brothers have come to the center and started down the road to complete recovery from alcoholism. The program at the ARC is designed to meet the special needs of Seafarers who are suffering from alcoholism. A competent and professional staff works These are successes of which we can all be proud. But the task is not finished. If the program is to remain successful, every member must continue to con­ tribute both his moral support and his understanding of his alcoholic brother. We must work to make the program work. I sBrotherhood in Action man. Seafarer and Laker in our Union have the best possible life. When wages and working conditions stood in the way of this goal, we worked together to beat that problem. When we saw that our members needed vocational and academic education to get more pay and better jobs, we founded HLSS and overcame that obstacle, too. Now we are turning our attention to a disease that afflicts many of our mem­ bers. Anything that hurts one of us, hurts all of us; and we are working to help these members get well and stay well. Through the Seafarers Welfare Plan ,4?,T with each member to assist him in build­ ing a new life without alcohol. At the same time, fellow Seafarers—^both on the staff at the center and in treatment with him—support him in his decision not to drink. The surroundings at the ARC also contribute to the Seafarer's recovery. Green lawns and colorful flower beds surround the buildings. Living quarters are quiet and pleasant. Meals are nour­ ishing and lare eaten in a family-style dining room. Weight lifting, pool tables, reading materials and other forms of recreation are available. In short, we are once again making a pioneering effort in improving the Seafarer Leiand ("Lee") Buchan (left) is the cook at the ARC and is himself a recovered alcoholic. Brother Buchan serves his fellow SIU members at the Center with nourishing, family-style meals prepared in the ABC's newly-re­ modelled kitchen. Good nutrition is an important part of the program for recov­ ery at the Center. (All the individuals in this photo gave permission for their picture to be taken). Alcohollsnn is a cliseas< it can be trsalsd. This is the story of my first six months of sobriety' Brother John A. Sullivan, who took part in the SlU's Alcoholic Re­ habilitation Center, wrote to the Log recently telling us the story of his "first six months of sobriety." As he had done in a previous issue of the Log, Brother Sullivan has sent us a well written, honest and very in­ teresting account. We urge all SIU members to read it. By John A. Sullivan This is the story of my first six months of sobriety. I've said this before and I'll say it again. Someone in this Union, in an official capacity, thought enough of me to think I was worth saving for myself and I will be forever grateful. It's not easy to show appreciation to someone who said, "you're an alco­ holic". You tell him he's nuts. You say, "Hell, I can take it or leave it alone". But, deep down in your heart and mind, you know you have a prob­ lem—a problem that you can't correct yourself—you need help. I got that help. But, now I have to prove something, not only to myself, but to those who gave me the courage, the will, the desire to stop drinking. It wasn't easy and it still isn't easy. It's an every day job. It's not a job you can relax on. You must fight the desire to take a drink every day. I must tell you, from deep down in my gut, it's been the best six months I have every spent. I have learned to enjoy many things. Things I never thought about before. There is. golf, bowling, the food I eat which tastes better. I sleep, not a hang­ over sleep but a nice, tired sleep. I wake November, 1976 up feeling good—real, real good. I have learned to enjoy meeting people. I have met many wonderful people since I joined the A.A. Program—not only at "The Center, but here, in Seattle, where I attend meetings. Without these meetings I know I could not stay sober. I attend all the meetings I think I need and then I go to a few more, besides, to be sure I have enough. Also, I attend these meetings because I flatly enjoy them. I enjoy the stories the people tell about themselves. I enjoy listening to the experiences others have had and I can relate to most of them. I'm looking back on a well wasted life just because I was an alcoholic and didn't know it or wouldn't admit it. Be­ fore leaving The Center, I was told the first six months would be the hardest and the roughest and the counsellors at The Center were right. It has been tough but worth it. At The Center, it was also said that we should change our circle of friends —which isn't easy for a seaman. In our line of work we don't have the oppor­ tunity to meet people in different occu­ pations, especially if we are on a ship. The friends we do have—^where do we meet them?—^At the Union Hall or in a tavern near the Union Hall which puts temptation always before us. Tempta­ tion we don't need. But then, again, temptation is always before us. As alcoholics, we can never relax our vigil. We must be on our toes at all times by living one day at a time— always saying, "I will not take a drink today". Pretty soon, you just don't think about a drink but we still need help. Attending A.A. meetings regularly is the one way to obtain that help. By attending A.A. meetings regularly you are not only helping yourself but you are helping others stay sober. Isn't this what this is all about?—^Your will and desire to stay sober. By attending A.A. meetings you soon start to meet new friends and remember that the new friends you meet have the same problems you have. They, in turn, are asking for your help, for they have the same desire that you have. Staying sober. It's a wonderful feeling, knowing you are helping someone else. This is one story in a chapter of my life. The chapter of my drinking days is closed but the story isn't ended. For no self-confessed alcoholic's story can ever end. He must constantly be on guard lest he open the book of life, again, and find the sickness and despair, loneliness and heartbreak he thought he had beaten. So you can see this is a story without end. This story is like a long journey. It can't begin until we have taken the first step. The first step is the desire to stop drinking. The next step is to call the Alcoholic Center at Piney Point or your nearest Port Agent for his help in call­ ing The Center. DO IT NOW. "1 Alcoholic Rehabilitation Center 1 tin I am interested in attending a six-week program at the Alco­ 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. , Name Book No. Address (Street or RED) (City) (State) Telephone No Mail to: THE CENTER Star Route Boxl53-A Valley Lee, Md. 20602 or call, 24 hours-a-day, (301) 994-0010 ^ (Zip) I I | • •m\. a j \ J Page 15 •.i ^k �Seattle Committee SIU Patrolman Teddy Babkowski (seated) signs SPAD receipt for Recertified Bosun Jose Gonzalez (far right, reading the Log), ship's chairman of the containership SS Seattle (Sea-Land). Looking on are the rest of the ship's com­ mittee of, from the left: Steward Delegate Barney Johnson; Engine Delegate A. Okrogly, and Deck Delegate F. Campogasso: The payuff took place in Port Elizabeth, N.J. last month before the big fire. (See story in this Log.) Lyman Half Committee The ship's committee and another member of the crew of the SS Lyman Hall (Waterman) are, from the lef{: Chief Steward J. B. Morton, secretary-reporter; Engine Delegate J. D. "Whitey" Harmon; Educational Director John Manen; Recertified Bosun John Altstatt, ship's chairman, and crewmember Saloon Messman Carl McKinley. The payoff took place recently on Hoboken, N.J. Pier C. Jeff Davis Committee Transcolorado Committee During a payoff recently in the Military Ocean Terminal in Bayonne, N.J., the ship's committee and another crewmember aboard the Jeff Davis (Waterman) have their photo taken. From the left are: Steward Delegate Leonardo Manca; Deck Delegate Wan D. Joyner; Engine Delegate Cleveland Taylor; Recertified Bosun George Annis, ship's chairman, and AB Dick Maley. Posing for a photo in the crew's mess is the ship's committee aboard the Transcolorado (Hudson Waterways) which paid off recently in the port of San Francisco. From the left are: Recertified Bosun Ted Tolentino, ship's chairman; Steward Delegate G. Frazza; Engine Delegate P. Bradshaw; Deck Delegate L. Snodgrass; Secretary-reporter J. Pitetta (standing), and Educational Direc­ tor P. Peterson. Eric K. Holzer Committee Williamsburgh Committee At a recent payoff of the Eric K. Holzer (Puerto Rico Marine) in Port Elizabeth, N.J., Bill Reid (standing, second from left) of the PRM shoregang joins the ship's committee for a photo. Standing from left are: Steward Delegate Jose Chacon; Reid; Engine Delegate C. Cuevas, and Chief Steward Harold Strauss, secretary-reporter. Seated left is Recertified Bosun Roberto Zaragoza, ship's chairman, and seated right is Edward Slintak; deck delegate. The ship's committee along with another crewmember from the' tl Wllllamsburgh (Westchester Marine) have their photo taken at the Holiday Inn at JFK airport in New York during a payoff on Oct. 28. From the left are: Engine Dele­ gate William Foley; Utilityman Richard Smallwood; Deck Delegate Wayne Shackelford; Chief Steward Frank Costango, secretary-reporter, and Steward Delegate Hugo Fuentes. The crew was flown in from Greece. PageJ6 Seafarers Log �..:...vj3V ibsaskttbimajs&i>rjika:r,^«rmKM Hi fgaii? ii^A^.wy-fjaac TfetM.f'.wiAaK-- i«:»- •T*»rt:.s-ii5'-si>L.'^.--ir*rtM£-V.Srjrtu-'T-. j;„,. »=.. ..i' /• Delivering fuel oil to Perth Amboy, N.J., the SIUcontracted Esther S. (Steuart Transportation) works out of the port of Piney Point. X. > SID Boatman Duane Madden, senior captain aboard Interstate Barge 35 ties up his barge at an oil ter­ minal in Port Jefferson, Long Island. The SID manned tug Shamok/n (Express Marine) brought the barge from Philadelphia to the small Long Island Sound harbor. A Link in the Chain That Keeps Northeast Yfarm s the Northeast prepares itself A for another winter, SIU Boat­ men are busy distributing fuel oil Both manned by SlU Boatmen, the tug Shamokin pushes Interstate Barge 35 up to an Oil terminal dock in Port Jefferson, Long Island. throughout the area brought by large tankers from the Persian Gulf and other oil producing sections of the world. While economy dictates the use of large tankers (such as those manned by deep sea SIU members) to carry foreign oil from its point of origin to the U.S., the job of getting that oil to smaller terminals like Port Jeffer­ son, Long Island, and Perth Am­ boy, N.J. where it can eventually be pumped into delivery trucks and brought to the consumer is done most efficiently and economically by the deep sea tug and oU barge. Quicker and less costly than over­ land transportation, SIU boats and Boatmen are an indispensable link in the chain which keeps homes warm and factories producing in our North­ east. 1 •• r' ;1 I t -f*. • V;1 ' "Lj- |¥:t ' X-?• if'•'J % Xl ^f V " ;;i; - • Sx iI L W,T -v' * A 'L.' 5-1^' ' S'SI-J. 'iNii Utilltyman Gary Fulford adjusts the throttle in the Shamokin's engineroom. November, 1976 Mate David Owens tells the Shamo­ kin's engineer to reverse engines. Boatman James Felip, mate aboard the Interstate barge, directs the Shamo­ kin's bridge as the loaded barge is tied up. �Washington, D.C. Thirty-four U.S.-flag ships of six SlU-contracted companies were among the 316 vessels "adopted" this month by elementary school pupils under a 40-year old Adopt-a-Ship Plan sponsored by the national Propeller Club. Under the plan, school children and ship captains exchange visits aboard ship and in the classrooms. They and their teachers also write to one another and to other ship officers asking about the crew, origin of cargoes, ships, countries visited, trade routes, climate, weather, geography, history and the importance of their cargoes to manufacturing industries far inland from the seacoast. Today there is a waiting list of applications from more than 25 classes for whom no ships are currently available. The SIU companies and the number of their ships participating in the plan are: American Steamship Co. (12) Delta Line (11) Maritime Overseas Corp. (11) Reynolds Metals Co. (1) Sea-Land Service (3) and the Waterman Steamship Corp. (6). SS Cantigny Two young girls were saved in the Gulf of Mexico by Seafarers of the tanker SS Cantigny (Interocean Management) when they were taken off the Liberian chemical carrier 55 Stolt Surf which was on fire. only Filipino wages when they should have been paid at the agreed-upon Interna­ tional Transport Workers Federation (ITF) rate. The difference, $150,000 in back wages, is pending in Federal Court. In early October, the Japanese firm posted a bank bond for that amount in case the crew won their case, but the crew demanded September's pay at the ITF rate and asked to get paid for October before they sailed the 500-foot vessel to Oswego, N.Y. and Kingston, Ontario, Canada late last month. "These demands were met," said SIU Representative Andrew Boyle, "so the men decided to rejoin the ship." Mobile The U.S. Maritime Subsidy Board (MSB) has approved a new 20-year operat­ ing differential subsidy contract for the SlU-contracted Waterman Steamship Co. on its Atlantic-Gulf-Far East routes. Waterman, the most recent of U.S.-flag liner companies to join the other 10 getting subsidy has still pending applications for long-term subsidy for its GulfAtlantic-U.K.-Continent-Scandinavia-Baltic routes. Recently, a 20-year subsidy extension was approved by the MSB for the com­ pany's Atlantic-Gulf-India-Pakistan-Persian Gulf-Red Sea routes. On the routes. Waterman can make 18 to 30 sailings a year with its eight Mariners, up from 12 to 18 sailings this August. Under the new subsidy agreement. Waterman will be required within six months to contract for four new LASH ships. SS Delta Mexico SS Potomac The longest pieces of cargo ever to be carried on a Delta Line vessel, 150-foot long, 66-ton chemical tanks, were aboard the 55 Delta Mexico last month. They were being transported from the port of Houston to a chemical plant being built in Salvador, Brazil. Between Nov. 24 and Dec. 9, the 55 Potomac or the 55 Columbia (both Hud­ son Waterways) will carry 22,000 tons of wheat from a Gulf port for delivery to the port of Haifa, Israel. Atlantic City, N.J. SS Cove Communicator, SS Merrimac, SS Warrior, SS Maryland Jersey City, N.J. SIU Representative Edward Pulver was reelected to a fouryear term as secretary-treasurer of the 750,000-member New Jersey AFL-CIO by 800 delegates at the organization's 15th annual convention here last month. A Navy rescue plane dropped extra pumps to the 55 Cove Communicator (Cove Tankers) last month after the ship reported she was taking on water while about 260 miles northwest of Midway Is. No danger to the crew was reported. The ship was on a voyage from Longview, Wash, to the port of Inchon, South Korea . . . The 15,995-dwt bulkcarrier 55 Merrimac, (Ogden Marine) hauling coal to Holland, had machinery trouble last month 300 miles out of the port of New York so she radioed for a tug... Also in trouble with engine woes last month was the 8,673-ton containership 55 Warrior (Sea-Land) drifting and needing help north of Lisbon . . . Also, the 265,000-dwt tanker 55 Maryland (Interocean Management) went aground last month off the Bahamas. Montreal, Canada The SIU of Canada gave food and shelter to a 22-man Filipino crew stranded for a month after they walked off a Panamanian freighter in a wage dispute with her Japanese owners. The crew left the Oriental Victory Sept. 22 claiming the company had paid them Hair-Raising Lake Superior Tale Has Happy Rides Out 50 MPH Blizzard on Jinx Ship to 46-Yeor Morrioge Back in June 1927, when he was 18, now retired Lakes Seafarer Bud Knuckey rode the 55. George M. Hum­ phrey out of the shipyard in Lorain, Ohio. On the maiden voyage, "the illfated jinx ship" popped 60,000 rivets, Knuckey wrote the Log when he read that the ship last month was nearing its 50th year of service on the Lakes. Later, it was almost doomed when it sank in an accident in 1943. The article about the raised and sal­ vaged Humphrey (now called the 5.5. Consumers Power) in the March "At Sea" Column brought back fond and terrifying memories. Brother Knuckey nearly went down with the ship twice. However his second and last hair-rais­ ing journey on the Humphrey resulted in a loving marriage that has lasted 46 years. ". . . Home in Duluth one day, I re­ ceived a call from the fink hall. Would I take, you guessed it, the Humphrey to Buffalo to layup," Knuckey wrote. "Arriving aboard the Humphrey at 6 p.m. Dec. 3 in a howling blizzard Sweeping in with a strong N'easter off Lake Superior, we sailed within the hour for Port Arthur, Ontario, to load on storage grain. One quartermaster, me, was all the fink hall could supply. Page 18 If I had known what was ahead, I would have jumped ship immediately." As they tried to pull out of the chan­ nel and head into. Lake Superior, they found the ship would not answer the helm. 50 MPH Blizzard "Yelling above the uproar of a 50 mph blizzard, Cap't. Stewart finally raised someone to sound the ballast tanks," Brother Knuckey continued. The tanks were empty. "Notwithstand­ ing that the sea cocks had been open since the minute we cleared the drydock, Cap't. Stewart ordered the engine room to put the pumps on the tanks. All this did was blow pump gaskets as the tanks would not accept the water." Knuckey then sounded the tanks with a rod dipped in Karo syrup sup­ plied by the cook. When he reeved in the rod he found splinters of ice adher­ ing to the syrup and knew that water had frozen over the pump's inlet. The engineers pumped water from the hot well to melt the ice. "Hardly waiting for the screw to get down, Cap't. Stewart signalled to heave up and we were on our way again. We pumped all ballast tanks full but still she pitched wildly as the seas broke over her pilot house, icing up everything it touched. It was the first time I saw a Lakeship throw water through her steel hatch covers as now we were forced to run water into her cargo hold in a des­ perate attempt to prevent the terrible poimding she was taking." After reaching Port Arthur they loaded the grain. But- 'the telescop­ ing hatch covers installed during the heat of the previous June would now not come together due to the extreme contraction of the metal in 25 degrees GREAT LAKES below temperatures. We finally as a last resort drew them closed and used half-inch cable through the pinholes, clamped to keep the hatch covers from opening in a sea." When they reached Lake Huron, despite another N'easter, "the pride of the Great Lakes fleet" went out and took a 24-hour pounding. She was so heavily laden with ice when she reached the shallow St. Clair River, that the crew had- to hose her down with hot water for an entire day in order to navigate the river. To top off the voy­ age, the Humphrey went aground at Bar Point and ended up in the Lorain Shipyard, But the cold winter tale had a happy ending. "The Humphrey always comes to mind with special emphasis," Knuckey concluded in his letter. "Had I not signed on that last trip, I would very likely have spent the winter as a lumber­ jack in northern Minnesota. Being now back in Lorain only .90 miles from Ashtabula, I decided to pay a visit to a girl J had met the previous summer and spend Christmas there. We were subsequently married two yehrs later. We recently celebrated our 46th wed­ ding anniversary." Seafarers Log �— y W!^.~K- ^VTJlfXT^T Satellite Ship-to- Shore Phone Con Save Lives A QMED is gripped by severe chest pains while his tanker is in the middle of the Atlantic enroute to the Persian Gulf. He can barely breathe. Quickly, the designated medical corpsman on board, who has studied emergency med­ ical treatment, begins to administer first aid for a heart attack. He picks up a ship-to-shore phone and calls the North Shore University Hospital on Long Island, N.Y. The doctor in the emergency room asks for an electrocardiogram. The medical corpsman hooks up the patient to the ship's EKG electrocardiogram machine and transmits the reading to North Shore. Meanwhile, a computer­ ized data retrieval system wires the pa­ tient's medical history to the emergency room. Finally, the doctor—using the two-way phone connection—gives the ship's medical-man detailed instructions on how to help the stricken QMED. Is this a pipe dream? According to a feasibility study prepared for the Na­ tional Maritime Research Center at Kings Point, N.Y., space age technology —specifically satellite communications —would make such rapid and complex emergency consultations possible. Already two MARISAT maritime commimicatioii satellites are orbiting the earth. Launched earlier this year, one is stationed over the Atlantic, the other over the Pacific, covering more than two-thirds of the world's major sea lanes. They were designed and devel­ oped hy the COMSAT General Cor­ poration and can make real-time, almost instantaneous ship-to-shore communi­ cation possible. By using the satellites, messages can be sent without the uncertainty and hours of delay of current long-distance radio-telephone techniques which de­ pend on reflecting signals back and forth between the earth and the ionos­ phere. These messages are affected by the time of day and the season of the year. Adminijjfrators at the North Shore University Hospital, who prepared the feasibility study for the U.S. Mari­ time Administration, recommended that MARAD, the Department of Health, Education and Welfare and other ap­ propriate agencies fund an experiment using satellite communications for ship­ board medical care. Since MARAD is equipping 10-U.S.flagships with satellite terminals to see how shipboard operations and maritime services to ships at sea can be improved, the same 10 ships could be used to test the new space age medicine, the study suggested. Already, using a satellite system with an EKG relay, a doctor at North Shore was able to advise treatment for a simu­ lated heart attack and a case of pneu­ monia on a ship located near the coast of France. Two-way, slow-scan TV might also be used to diagnose injuries. The study pointed out the frightening lack of medical care for seamen aboard American-flag merchant ships. There is no governmental agency responsible for the health care of seafarers while ships are at sea. Present Federal law does not impose any formal requirements for current medical training of an individual aboard U.S. merchant ships. Twenty-eight per­ cent of men responsible for medical care, the study showed, had only an outdated, basic first-aid course. Another 22 percent had no training at all, only experience. A few had USPHS marine physicians assistants training. A survey of medical reference books on board ships showed that most were outdated and that several ships had none. A look in the medicine cabinet showed that most of the medicines had expired—if there were any drugs or medications on board at all. The only Federal law and statute which relates to medical supplies aboard ships were written more than 100 years ago and have not been re­ vised since. These laws basically require a ration of salt, lime-juice and vinegar for each sailor. Training of a medical corpsman, or physician's assistant, for each ship and adequate medical supplies and refer­ ence books would therefore be an es­ sential part of the program. While satellite terminals and medical equipment are an expensive investment for a shipping company, the study ex­ plained how millions of dollars are lost by the companies each year because of compensation due to men who become ill or injured on board ship and subse­ quently seriously disabled because of the lack of medical care. With a physician's assistant on board and a satellite communications system, unnecessary and expensive evacuations and reroutings could be avoided. A satellite terminal also would help a ship's operation in many other ways as well. MARAD has not yet acted on the North Shore proposal. Meanwhile, other organizations such as the SIU and the U.S. Public Health Service Hospi­ tals are also looking into ways of im­ proving medical care on board ship and the SIU's Lundeberg School in Piney Point has established an excellent first aid course which many bosuns and upgraders have already taken. Congress Adjjourns, Food Stamp Program Saved for Now With the 94th Congress adjourned and a new Congress due back Jan. 4, the nation's Food Stamp Program was temporarily saved from Congressional cutbacks. Leading the fight to save the program was the Amalgamated Meatcutters and Butcher Workmen Union whose inter­ national vice president, Leon B. Schachter wrote to the SIU last month, thanking the Union for its help: "This [adjournment] is a big victory for labor and its allies since the present program will now remain in effect without any cutbacks. "The activities of your union and of other organizations both in Washington and around the country balanced the anti-food stamp campaign of President Port New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago. ........... Port Arthur Buffalo St. Louis Cleveland Jersey City ......... November, 1976 Date Dec. 6 Dec. 7 Dec. 8 Dec. 9 Dec. 9 Dec. 10 Dec. 13 Dec. 14 Dec. 15 Dec. 16 Dec. 20 Dec. 24 Dec. 11 Dec. 9 Dec. 18 Dec. 14 Dec. 14 Dec. 15 Dec. 17 Dec. 16 Dec. 13 Ford, right wing groups and conserva­ tive Congressmen... "... The beneficiaries of this success are some 18-million unemployed, strik­ ing, elderly and other poor persons. "The fight will begin again next year, but hopefully we will be in a better position then because food stamp meas­ ures will be tied to farm legislation ..." When Congress returns, a bitter fight on cutting food stamp benefits is ex­ pected on the House floor. Last August, the House Agriculture Committee voted 20-17 for H.R. 13613 to cut food stamp benefits for the unemployed and low wage earners and ban eligible strikers and their families from receiv­ ing food stamps. In that food stamp bill, a family of four could only have a yearly income Deep Sea Lakes, Inland Waters .... 2:30p.m. 2:30 p.m. 2:30 p.m. .... 9:30 a.m. 2:00 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. .... 2:30p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 10:30 a.m. .... 2:30p.m. of $5,500 instead of the present $6,636, to qualify for stamps under the Gov­ ernment's fixed poverty level. Also standard deuctions allowable from gross income would have been severely limited in H.R. 13613. These deductions are used in figuring a fam­ ily's net income to see if they are eli­ gible for food stamps. And in that bill, states would have had to contribute 2 percent more of the Food Stamp Program's cost. SIU members are asked to write their Congressmen and urge them to oppose any further cutbacks in the Food Stamp Program. 'f?. i'U. M: iI ' • t • .i 1 ' • rl. Walter Rire Crew Saves 3^ Cat Seafarers on the bulk carrier SS Walter Rice (Reynolds Metals) saved three fishermen and an Angora cat off the sinking smack SS Diane late last year. The rescue took place at night as the Walter Rice was on her way to a payoff in the port of Corpus Christi. According to Chief Steward Crisanto M. Modellas the ''rescue operation started at 4 a.m., but the deck gang worked until 10:30 a.m. when the lifeboat was secured in place." He added that the "steward department stood hy to keep breakfast hot for the hoys." At 2 p.m., "The captain passed the word to extend his sincere appreciation for a job well done." :n UIW • t 'I 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. ri'# '• • 14 • - 7:00 p.m. .J : 1:1 • 1:00 p.m. 2:30 p.m. .... Some of the crewmembers of the VJalter Rice along with the survivors of the Diane, are, from the left: Kenneth Kramlich, AB; William Ducey of the Diane; Floyd Pence, bosun; Joseph McAndrew, galley utilityman; Crisanto Modellas, chief steward, and Allen Larsen and James Murphy, both survivors of the Diane. Page 19 •;» '• �v'SWttKftt- i.:.: i' :>' SlU Patrolman Jack Caffey (standing third from left) discusses subsistence pay and draws with Seattle crewmembers in JFK Airport. qpafarers Thomas Johnson (left) and Alf Olsen land in JFK Airport with the few belongings they were able to save and in clothes they borrowed from brothers aboard the Sea-Land Consumer. Finally home are Seaff/e steward department members from the left; Cook & Baker Barney Johnson; Messman Richard Williams, and BR E. Gorum. / ! I The Eileen C. (Marine Towing) waits for a new crew last September near New York City. Continued were unable to locate his body. Mariner stood by and held the barge until the tug Cherokee took over. The barge was finally moved to a facility in Massachusetts. Captain Blank thinks that the steer­ ing gear on the tug and the auxiliary steering might have failed, causing the tug to turn and head for the barge. At that time, the tow line seems to have They are happy to be home! Waiting in JFK Airport are Seattle crewmembers, from the left: Third Cook Jay Haga; OS John Cahill; Wiper Ray Gould, and OS Tommy Stark, all graduates of the Lundeberg School trainee program. From the left, Seafarers Ray Gould, Walter Stevens and Al O'Krogly were the first men to reach the generator which caught fire in the Sea/f/e's engine room. They had the fire under control when they ran out of CO2 extinguishers and were forced by the spreading fire to abandon the engine room. from Page 2 gotten caught up in the propeller, tight­ ened up and pulled the stern under, fill­ ing the engine room with water. The boat went down by the stem in forty feet of water. SIU Boston Port Agent Ed Riley noted, "The crew of the tug Mariner should he cited for the seamanship they showed in the rescue of the crew mem­ bers of the Eileen C. Seafarers are taken off the Seattle the morning after the fire and transfered to the Sea-Land Consumer. This photo was taken by Seattle crewmember Jay Haga. iA • •' 2 SlU Firelighters With •- . Blaze Continued from Page 3 down 20 feet of smoke-filled passage­ way and out onto the deck. Spillane was forced out his port-hole which opened onto the main deck. i>. } k. •• Reacted Calmly The entire crew quickly sized up the situation and, reacting calmly, a head count revealed that three men were still missing. Putting a ladder over the side, the three were found still trapped in their fo'csles and one. Oiler Merle Duck­ worth, had to be pulled out through his lower deck porthole and carried to the main deck. The others climbed out their portholes to safety on ropes lowered by their quick-thinking shipmates. AB Alf Olsen, sailing since 1938, said, "We were lucky it was daytime or a lot of men would have died." The whole house was now engulfed in smoke and the mates could not reach the engine room's CO^ system controls on either the main or lower deck with­ out breathing apparatus, SIU members noted. The masks, however, were kept in a locker near the bridge and only after . ' '.U •' With the fire under control but not the smoke let up a bit could the mates fully extinguished, according to SIU get to the equipment. members, the men in the lifeboat were Trouble Unlocking brought back aboard the Seattle around Once they got to the locker, they three p.m. had trouble unlocking it and then get­ By this time the temperature in the ting the equipment to work properly, engine room was reported to be between according to some of the SIU crew. 150° and 185°, and many still feared Finally, with AB Charlie Fediw and that the settling tanks would explode. others manning their safety lines, they One hour later the first two ships an­ got to the CO2 controls on the main swering her distress call reach^ the deck and set off the system. It was sometime, however, before smoldering Seattle, a Greek and a Rus­ the system on the lower deck could be sian freighter. The Seattle's captain or­ reached and exploded. dered that no lin6s be taken from the Unable to do anything other than ships according to some SIU members, wait and see if the CO2 system would and the two stood by until the Sea-Land smother the fire, the crew assembled Consumer reached the scene a few forward around noon and the motor­ hours later. ized lifeboat on the lee side was or­ Though the Seattle was dead in the dered over the side. water, it wa? decided that the choppy When Brothers Staric, Fediw and waters and darkness made it too dan­ others had lowered the boat, it was gerous to transfer the crew to the Con­ polled forward, tied to the how by the sumer and the men spent a sleepless painter and about 20 men were put night in the Seattle's messroom. aboard. (Twenty-two of the SIU men The next morning the Consumer low­ on hoard the Seattle had lifeboat cer­ ered its boats and picked up most of tificates.) the tired Seattle crew who had high Choppy seas prevented lowering the praise for their brothers aboard the other motorized lifeboat and the rest Consumer. of the crew remained aboard the Seattle. Joined by two salvage tugs, Bosun •V Jose L. Gonzalez, AB Antonio Reyes, AB Harold Spillane, Chief Electrician Alien Quinn and Chief Steward Platak —all SIU members—^wefe among the men who stayed aboard the Seattle for the 1,400 mile tow hack to New York. N.Y. Patrolman George Ripoll (far left) met with crewmembers of the Eileen C. last September while the boat was docked at the Greater N.Y. Marine Term­ inal The boatmen are (I. to r.): Tankerman Jerry Kleva; Tankerman John Cartos; AB Vin Kuhl, and AB Rabe Walton. Brothers Kleva. Cartos and Walton were aboard the Eileen C. when it sank Nov. 7. The rest of the crew was taken to Rotterdam aboard the Consumer and then flown back to New York. Hampered by 22 foot seas, it took over a week before the tugs could take the Seattle in tow and, as the Log goes to press, she is expected to reach New York within a few days. (The next issue of the Log will contain a follow-up story on the Seattle's crew and their slow tow backtoN.Y.) - Shaken hut Alive Still shaken, dressed in clothes bor­ rowed from brothers aboard the Con­ sumer, and carrying the few belongings they were able to salvage in pillow­ cases, the Seafarers flown into N.Y. were relieved that their ordeal was over. Laying their narrow escape to train­ ing, cool heads and luck. Third Cook Jaymee Haga said he was just glad to be alive. These five Seafarers remained aboard the Seattle as she was towed 1. 0 miles back to New York after being totally disabled by an engine room fire in the mid North Atlantic. The tug Mariner (Mariner Towing) pictured here in Owl's Head Passage, Me., came to the rescue of the Eileen C. as soon as a Mayday signal was trans­ mitted. Page 21 Page 20 • \ 'i* . ; u. , ..!>.• T-t- .. 'r'. •' V ' • • ( ( t ; • . -iTl �"/ Navy Turns Deaf Ear to Commercial Tug Savings Like an ostrich with its head in the sand, the U.S. Navy simply re­ fuses to face up to the facts—by maintaining their own tugs when less costly commercial tug charters are available, they are wasting scarce funds that could be better used to construct defense-related vessels. Three years ago the Navy's own Naval Reserve Systems Analysis Di­ vision documented how commercial tugs could provide the Navy with towing services at a much lower cost. In Norfolk, for example, the Navy maintained 25 tugs that cost $185,000 each to man in 1973 and which worked, on the average, under 25 hours a week. It doesn't take an expensive study to see that civilian Boatmen could provide the same service on an hourly or daily basis at a substantial saving. Under mounting pressure to jus­ tify the maintainence and operation of an estimated 142 tugs in the con­ tinental U.S., Hawaii, Guam and Puerto Rico, last year the Navy hired a private research firm to study the efliciency of its tug program. Using Charleston, Norfolk, San Diego and Mayport, Fla. as case studies, this private group reached the same conclusion: "Significant savings were estimated for each of the locations if commercial services were substituted for a portion of Navy owned and operated tugboats." Yet despite the findings of their own studies, the Navy made no real move to charter private boats. Then, late last year, the Govern­ ment Accounting Office (GAG) re­ leased a report which again sup­ ported the argument that the Navy should transfer its tug operations to the private sector. The GAG, citing just one ex­ ample, told the Navy it could save $240,000 a year just by replacing two of its tugs in Treasure Island, Calif, with commercial tugs. Finally provoked into action by the weight of the evidence, the Navy has chosen to question the findings of the GAG report rather than take any constructive steps towards uti­ TAKE OFF THE BLINDFOLD FINANCIAL ADVANTAGES OF COMMERCIAL TUGS lizing the private towing fleet. Unfortunately for the Navy, their objections to the report don't stand up under scrutiny. It seems that the sole purpose of the Navy's move is, as Transporta­ tion Institute President Herbert Brand told the GAG, "to discredit this excellent (GAG) study and avoid having its conclusions adopted by the Congress." It's time the Navy takes its own advice and begins transferring its tug requirements to our experienced, ef­ ficient commercial tug fleet. Every­ one will benefit. The Navy will be able to conserve its budget funds, eliminating not only its expensive and underutilized tug fleet but also the extensive backup force of dispatchers, yeomen and other naval personnel it maintains for its tugs. The American public will benefit, with private boats generating more jobs and private industry paying more taxes. And it's a solution to the problem of holding down defense costs that will actually enhance the Navy's abil­ ity to protect us by freeing it from non-essential duties. Railroads Crippling Waterways The nation's railroad industry is always at odds with any other trans­ portation mode that threatens to pro­ vide legitimate competition by de­ livering better and more economical service. And now, according to a growing number of inland water industry spokesmen, the railroad industry has set its sights on crippling America's inland waterway operations. Gne feels that "the railroads in­ creasingly seem to want to be pro­ tected from competition," and points to the heavily financed railroad fight to prevent modernization of Lock and Dam 26 on the Mississippi as the latest attempt by the railroads "to place an artificial lid on the expan­ sion of barge traffic in order to pro­ tect railroad traffic." With their "monopoly power," it's also easy for railroads to use their economic leverage to suppress, for example, the efficiency of a joint rail- ii 1 'J water route in favor of all-rail serv­ ice, the same spokesman warns. Enlarging on the roadblocks fac­ ing those working America's inland waterways, another cites "over-regu­ lation, environmental challenges to new waterway development and un­ realistic challenges to the industry from the railroads," as factors threatening our inland industry. "Gur cost efficiency and our en­ ergy conservation is going by the boards because of tactics of confu­ sion and delay practiced by various groups," the industry spokesman cautions. The SIU shares in their concern over these challenges to the contin­ ued growth of America's inland fleet. Having learned from our past struggles, we invite all interested parties to join us in our fight to pro­ tect the gains we have already made and to foster continued expansion of an efficient, healthy inland water in­ dustry. Letters to the Editor V j CHAftLUWMOIICAN < gill'-;;. N^amiMr, 1976 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, t.akes and Inland Waters District, AFL-CIO HISTORIC PRESERVATION Vol. 38, No. 11 Executive Board Paul Hail Not Like the Early Days President Frank Drozak Joe DiGiorgio Executive Vice President Cal Tanner Secretary-Treasurer Earl Shepard Lindsey Williams Vice-President Paul Drozak Vice-President Vice-President Vice-President Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Jim Mele Ruth Shereff Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana 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, 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. Page 22 I began receiving SIU pension checks June 1 of this year. If anyone suggested in the early days that anything like this and all the other benefits I would ever be available to any seaman in the entire world, he probably would I have been spit on. | With my SIU pension. Social Security and some interest bearing assets, I am ^ going to enjoy my twili^t yeare. T? In closing, I want to say that the SIU never had a more sincere Union mem- ber. This is not to say that I am among the few. I am one of the many who are ! grateful to the SIU for its work over the years. Fraternally, Frank Reid Tamj^Fla. mi?" • V f IMofa I«||4 IWF isi'' ' "• : ' vtt' Seafarers tog �a The Harry Lundeberg School ^ 1 Training Programs to Meet the Industry Needs This is the sixth in a series of articles which the Seafarers Log is publishing to explain how various organizations affect the jobs and job security of Seafarers. The Harry Lundeberg School was established by the Seafarers International Union to provide Seafarers and Inland Boatmen with the finest training and upgrading programs available any­ where in the United States. The Lundeberg School is located on 60 acres bordering St. George's Creek on the southernmost tip of Maryland where the Potomac River flows into the Chesapeake Bay. Named after the first president of the SIU, the Harry Lundeberg School is the result of coopera­ tive efforts between the SIU and the management of privately-owned American-flag ships and inland waterways towboats. It is financed entirely by deep sea. Great Lakes and inland waterways companies under contract with^the SIU. The school is committed to provide the mari­ time industry with skilled, knowledgeable and responsible Seafarers and Boatmen. The programs at the Lundeberg School focus on three key areas: • Providing young people who have no mari­ time experience with the basic skills needed to serve aboard deep sea and Great Lakes ships, coastal tugs and inland waterways towboats. • Providing professional advancement for ex­ perienced men through career upgrading pro­ grams. designed to assist each student in assessing his strengths and weaknesses in terms of his past training, life experiences and on-the-job experi­ ences. Through the assistance that the courses offer, SIU members can advance in their chosen profession to jobs of greater prestige, higher pay and more responsibility. The school serves as the avenue to success. Academic Education Academic education is completely integrated with the vocational training and Union programs. The aims of the academic programs are: • To offer high school diplomas through the high school equivalency courses. • To provide the necessary education skills to enable students to advance to more respon­ sible and better paying jobs. • To provide enrichment studies to expand each man's intellectual horizons. All students are given a reading comprehension examination during the first week to determine their individual reading levels. Students reading below the sixth grade level are encouraged to spend part of each day in the Reading Lab where they can receive individual instruction. Trainees or upgraders who speak English as a second lan­ guage also receive special assistance with their course materials. All classes are small, permitting teachers to give • Providing the academic education which is an essential background for learning modern technical skills needed in the maritime industry. The staff of the Lundeberg School consists of highly qualified educators who can meet the chal­ lenges of fast-moving technology in the maritime industry. As vocational education has become more advanced and specialized, the staff has de­ veloped and written new manuals and texts. The training programs, all approved by the Coast Guard and the Maryland State Department of Education, consist of: entry or beginning job skills, upgrading to unlicensed ratings, licensing, and specialized or advanced courses. All of these programs are interrelated and together make pos­ sible a career that offers advancement up the lad­ der of greater responsibility, and greater satisfac­ tion personally, economically, and professionally. The basic vocational Deckhand/Tankerman Program, for example, is a 12-week course em­ phasizing hands-on training. During the program the trainees learn deck seamanship, fundamentals of the towing industry, marine diesel engines, duties and skills of a tankerman, duties and re­ sponsibilities of the steward department, firefighting, safety and survival techniques as well as lifeboat training. Emphasis at all times is placed on safety and environmental protection. The programs, both entry and upgrading, are Deep sea, Lakes or inland waters members can take advantage of the courses available at HLSS. Boatman Ruben Salazar of Houston is shown here learning the use of the Radio Direction Finder as part of the Mate and Masters upgrading course. November, 1976 :! Upgrading courses are available in all departments aboard a ship or boat. Preparing to upgrade to FOWT, a deep sea member works on the engine room equipment available at the School. personalized tutoring help to each student allow-. ing him to concentrate on his individual needs. Evaluations are made frequently so that the materials are appropriate to the student's needs. Student-teacher conferences are held often to keep the lines of communication open so that each student might advance satisfactorily. A modern library exists on the schoolship Zimmerman where thousands of volumes are available to all students. The collection includes such reference tools as encyclopedias, almanacs, research documents and directories. It also con­ tains historic journals, a large maritime collection, and materials about the history of the maritime industry, seamen's unions, the history of ships and shipbuilding. A special selection of paperback books is avail­ able, together with editions of several hundred popular and subject-oriented periodicals. These books encourage recreational reading. The library serves as the resource center for the entire school. It is the place to find the answer to a question or to stimulate a new interest. Because the thrust of the school's program is to encourage career opportunities for all SIU mem­ bers, rather than eliminate those with personal or learning problems, the school offers a counsel­ ing program designed to define individual prob­ lems and to seek ways to overcome them. The staff at the school recognizes that each student is an individual. Each man differs in his own understanding of the world and how to deal with it. He has his own set of values and his own concept of how he fits into the environment. He differs in his understanding of himself, his self- -4, '4 ,. '• W' ^ . '1. •3- I At the Lundeberg School, entry trainees and sea­ soned Seafarers can improve their academic skills. Here a Seafarer studies for his high school equiva­ lency diploma. esteem, his self-confidence and in his working relationship with others. The school sees every student as a whole person and provides educational programs to meet these needs. Application forms and current schedules for course offerings are available by contacting the Admissions Office, HLS, Piney Point, Md. 20674. Telephone: 301-994-0010. , J •J u. J ' il I ; ^ COURSE OFFERINGS Deck Department Ordinary Seaman (Entry-Rating) Deckhand/Tankerman Able Seaman Lifeboatman Quartermaster Fre-Towboat Operator Original Towboat Operator License Master/Mate, Uninspected Vessels Not Over 300 Gross Tons Upon Oceans First Class Pilot Radar Observor Vessel Management and Safety LNG/LPG Welder •I'f :-s- i t .1 Engine Department Wiper (Entry-Rating) Fireman, Watertender, Oiler QMED Any Rating: Pumpman, Boilermaker, Refrigeration Engi­ neer, Electrician, Deck Engineer, Junior Engi­ neer, Deck Engine Mechanic Advanced Electrical Procedures Advanced Pumpman Procedures Automation Refrigerated Containers LNG/LPG Welder Diesel Engines Pre-Engineer Diesel Engines Chief Engineer Uninspected Motor Vessel Assistant Engineer Uninspected Motor Vessel Tankerman Steward Department Entry-Rating Steward Third Cook Inland Cook Assistant Cook Cook and Baker Chief Cook Chief Steward Academic Education Department Science Social Studies English Math Reading Study Skills Dockside Independent Study ' i • 7 i: 1 • f 1"i .L 4. - 4.•f •'1" -v ' i : f X y /y �Pages from the History of the American Seamen*s Labor Movement This article continues the story of American maritime unions as told in newspapers of the day and in other material gathered by the Seafarers Historical Research Department. The following report was made to union seamen by delegates attend­ ing an historic convention held in 1892 to create the National Seamens Union, the name of which was changed in 1894 to International Seamen's Union. The report includes some of the more important sections of the new constitution and by-laws. It is interesting to note that the first major order of business of the fledgling union was to support the "seamens bill" then under considera­ tion in Congress. It was many years before this legislation culminated in the Seamens Act of 1915. NATIONAL SEAMEN'S CONVENTION One of the grandest and most en­ thusiastic conventions that ever met in Chicago was brought to a close on April 22, 1892. The convention was com­ posed of representatives of the various seamen's unions—the Pacific Coast, Great Lakes and Gulf. The Atlantic unions were not represented in the convention, although they telegraphed greetings and good wishes for the birth of the National Seamen's Union. The initiative meeting of the dele­ gates was brought to order by Mr. Richard Powers of Chicago, who wel­ comed the representatives to the City by the Lakes, and feelingly expressed the hope that those present would be able to be successful in forming a Na­ tional Seamen's Union on a basis worthy of the sailors of the United States. After the committee on credentials had reported, and the various delegates given seats, committees on ways and means, organization, legislation and resolutions were appointed, and then the convention got down to work. The most important business was that of the organization committee, which recommended the formation of a national union of seamen, and the levying of a per capita tax on all unions represented at the convention for the purpose of thoroughly organizing the Atlantic Coast. After forming itself into a permanent organization, the convention appointed a committee to draft a suitable constitu­ tion and by-laws, of which the follow­ ing are a few of the most important subjects: PREAMBLE — Recognizing that or­ ganization is the only means by which the seamen may hope for their amelio­ ration and final emancipation from the many evils attending their calling, and for the purpose of furthering organiza­ tion, strengthening it where it already exists, and bringing into closer fraternal relations the various bodies of organ­ ized seamen in America, we have or­ ganized this "National Seamen's Union of America." Article I. This organization shall be known as the "National Seamen's Union of America." (The word seamen shall be interpreted to include all unions whose members make a living by fol­ lowing the sea or on the Lakes in any Page 24 iii capacity in steam or sailing vessels.) Article II. Form of Organization. Sec. 1. This union shall be com­ posed of delegates representing bona fide seamen's organizations from the four districts, viz.: The Atlantic Coast, the Gulf Coast, the Great Lakes and the Pacific Coast. Sec. 2. Delegates shall establish their claims to membership by certificates of election furnished by their respective unions, signed by the Secretary and bearing the seal of the union. Article III. Representation. Sec. 1. The basis of representation shall be 3 delegates for the first 500 members, or for unions with a membership of less than 500 or a fraction thereof of not less than 200, and 1 delegate for each additional 500. Sec. 2. Absent delegates shall be per­ mitted to vote by proxy. Sec. 3. No member of a subordinate union shall be eligible to election unless he shall have been a member of that union for at least one year prior to the election, except in a case where the union which he represents has not been in existence that period of time. Sec. 4. The expenses of attendance of said delegates on the annual sessions of this union shall be defrayed by the subordinate unions they respectively represent. Sec. 5. Delegates shall be elected for the term of one year, their term to com­ mence with the annual session of this union. Article IV. Meetings. The meetings of the National Seamen's Union of America shall take place annually on the 18th day of April, at such a place as the preceding convention shall desig­ nate prior to adjournment. Article V. Officers and Election. The officers of this union shall consist of President, Vice-President, SecretaryTreasurer and Sergeant-at-Arms. They shall be elected at the annual session of the union for the term of one year. Article VI refers to duties of officers. Article VII. Executive Board. There shall be an Executive Board, consisting of the National Secretary and the four District Secretaries. The Executive Board shall have power to act in the interest of the National Union between annual meetings; should at any time arise serious trouble, such as a general strike threatening, it shall have power to call a meeting of the National Union if in their judgment the occasion de­ mands it. Article VIII. Districts. Sec. 1. The secretary of each district shall furnish the National Secretary with a quarterly report of receipts and expenditures, the number of members in good standing, etc. He shall keep the National Secre­ tary informed of the condition of his union and of all matters of interest to the seafaring class, and shall communi­ cate to him all suggestions, resolutions and amendments offered by his union for the consideration of the National Union. Sec. 2. Membership in one district shall be recognized in another without charge of initiation fee. Any member leaving his district shall procure a trav­ eling card from his secretary, which he may deposit in any other district in which he desires to sail, and shall be admitted to membership upon payment of the regular monthly dues into that union. Sec. 3. All official correspondence between the National Secretary and the district secretaries must bear the seal of their respective unions to insure recog­ nition. Article IX. Revenue. Sec. 1. The in­ come of this union shall be derived from dues payable quarterly by the dis­ trict union to the National Secretary, ,upon the basis of a per capita tax of 9 cents per quarter levied on all mem­ bers in good standing. Sec. 2. Districts in arrears for more than 30 days shall stand suspended until paid up, and the National Secre­ tary shall notify all other districts of such suspension. Sec. 3. The fiscal year shall date from April 1St to March 31 st. Article X. Disbursement. Disburse­ ment for running expenses and secre­ tary's salary shall be limited to 25 per cent of the income and shall not be in­ curred except on proper presentation of bills. The remaining 75 per cent shall be devoted for organizing purposes. After the convention had adopted the Constitution and By-laws, it was re­ solved that the by-laws as adopted by the convention be submitted to the vari­ ous unions represented for their adop­ tion or rejection. Carried. The following resolution was then in­ troduced and carried unanimously: Resolved, That immediately upon the adoption of this Constitution by the subordinate unions, the National Sea­ men's Union requests its subordinate unions to set apart at once a sum equal to six months' dues, subject to the oi^er of the National Secretary, for the pur­ pose of organizing the Atlantic Coast, said sum to be credited to them on their account with the National Union. Resolved, That two organizers be elected at once—one by the Lake Sea­ men's Union and one by the Sailors' Union of the Pacific. Resolved, That said organizers shall be under the immediate supervision of the National Secretary, and to receive their instructions and the means to carry on their work from him, and that they shall endeavor to organize a district union, with headquarters and branches on a basis in conformity with the plan of the National Union. Resolved, That they be paid a regular salary of $75 per month by the National Union, but only until the union to be or­ ganized becomes selfsupporting, during which time the organizers shall give weekly a full account of their receipts, expenditures and requirements to the National Secretary. The following resolution, submitted by the Milwaukee Branch of the Lake Seamen's Union, was passed: Whereas, It is the practice of vesselowners of Cleveland, and other places on the Lakes, to employ to a large ex­ tent men who are permanent residents of Canada, thereby injuring American seamen and depriving them of their prior right to employment in American vessels. Resolved, That the seamen of Amer­ ica, in convention asembled, protest against the employment in American vessels of aliens with permanent resi­ dence abroad, and with no intention of becoming American citizens, and Resolved, That we urge upon Con­ gress to enact such laws as will better protect the American seamen from the competition of aliens, and insure them employment in preference to the latter in American vessels. The following resolution was read and passed unanimously: Whereas, The Sailors' Union of the Continued on Page 25 Seafarers Log �NATIONAL SEAMEN'S CONVENTION Continued from Page 24 Pacific has caused to be drawn up an appeal to Congress known as "An Act to amend the laws relating to Shipping Commissioners, seamen and owners of vessels, and for other purposes"; and whereas. We recognize that the mari­ time laws of the United States are sadly deficient in provisions for the protection of the interests of seamen, and have, in fact, fallen behind those of other na­ tions, and enactments for the better pro­ tection of seamen, their lives, their health and their comfort have not kept pace with the general advancement of the age; and whereas, The amendments offered in the above-named appeal are of a nature so modest and just as to commend themselves to every rightthinking, justice-loving, humane being; therefore be it Resolved, That we, the National Sea­ men's Union of America, in convention assembled, give them our hearty en­ dorsement, and that we will use all means in our power to push the said bill before the House of Representatives in Congress to work and vote for it. The following officers were then elected for the ensuing year: President, Charles Hagen of New Orleans; Vice President, F. Waterhouse of San Fran­ cisco; Secretary-Treasurer, T. Elderkins, Chicago; Sergeant-at-Arms, T. Finnerty, San Francisco. A motion was made, seconded and carried unanimously that the Coast Sea­ KNOW YOUR RIGHTS men's Journal of the Pacific Coast be made the official organ of the National Seamen's Union. Upon motion, the editor of the Coast Seamen's Journal was requested to draw up and have printed a call to the seamen of America to join hands with us under the banner of the National Union. The following report of the San Fran­ cisco delegates to the National Conven­ tion speaks for itself: tion; and while the representatives of the different unions felt that their work must necessarily be imperfect at this first convention, and that their judgment has probably been insufficient to meet all the requirements of so vast an insti­ tution as the National Union of Seamen promises to be, they join in the hope and the belief that their humble efforts will prove to be the foundation of one. of the most powerful organizations in existence. To THE MEMBERS OF THE SAILORS' UNION OF THE PACIFIC: Gentlemen: Your delegates desire to state that while it has been the object and endeavor to build the National Union on a firmer and more consolidat­ ing basis than the Constitution submit­ ted for your consideration permits, they have found obstacles that made a closer affiliation of the various unions inexpe­ dient, if not impossible, at this time. The Lake Seamen's Union has one dis­ tinctive feature of its objects, a sick benefit; the Gulf Union caused some perplexity by the fact that it is com­ posed of firemen as well as sailors, be­ sides this, it excludes colored men, of whom there is quite a number on the Gulf Coast, and it would seem that the feeling against colored men is too strong in the Gulf States to prevail upon the union there to join them or to even at­ tempt to organize them into separate assemblies. Aside from these difficulties we could not fail to observe that it was the wish of the unions, as expressed through their delegates, not to lose their identity in a National Union such as your delegates had conceived. Under these circumstances an amalgamation or federation, as outlined in the sub­ mitted constitution, as the only course to be recommended. We must state, however, that in spite of these differ­ ences nothing but the most conciliatory spirit and unanimity of desire prevailed and guided the actions of the conven­ Regarding the Atlantic Coast, from which there was no representative pres­ ent, we beg to say that from inquiries made we learn that practically no or­ ganization exists among the men sailing on that coast, excepting perhaps a small remnant in Boston, and you will sec that it has been one of the chief objects, in fact the chief object, of the convention to give consideration to the organizing of the Atlantic Coast. This is a work that concerns all the unions alike equally as much, and the union of the Pacific more so, and the delegates trust that the resolution dealing with the im­ mediate procedure or organizing will re­ ceive your unanimous approbation. Your delegates further, while in Chi­ cago, have gone before various tradesunions with your proposed amendments to the Maritime Law, and have labored for and received the assurance of their assistance; the Central Labor Union and the Trades and Labor Assembly have given promise to push the bill with all the means at their commandWith this brief comment we submit our report as a whole, trusting that your action thereon will be the realization of the hopes which we have in the life, ac­ tivity and efficiency of a "National Sea­ men's Union of America." JOHN HAIST, FRANK WATERHOUSE, THOMAS FINNERTY. The next convention will be held in New Orleans. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. AH trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights Efhd senior­ ity 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 re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y.11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These co.i-.acts specify the wages and conditions under which you work and live aboard ship.. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in November, 1976 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. EDITORIAL POLICY —SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle 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. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone at­ tempts to require any such payment be made without sup­ plying 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. > I -ii' •'k I. ;.i1 KNOW YOUR RIGHTS -- f? 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 con­ tents. Any time you feel any member or officer is attempt­ ing 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. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. .« - Y SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing biit 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 vol­ untary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers 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. 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 infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. h Page 2? • V -A'f m • •fl •• f I �•I •i i 1 1 m 1 PM - >• liUv 4- , PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak I_ !J ll i pm |HPH VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mkb 6754ATe^BklyD.11232 (212) HY 9-6600 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617)482-4716 BUFFALO, N.Y.... .290 Franklin St. 14202 (716)1X3-9259 CHICAGO, 111.. .9383 S. Ewing Are. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkfa. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn. 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mkh P.O. Box D 415 Main St. 49635 (616)352-4441 HOUSTON, Tex 5804 Canal St. 77011 (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, Ala. IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504)529-7548 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, CaUf. 1311 Misshm St 94103 (415)626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash.. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314)752-6500 TAMPA, Fla..2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio 935 SmnmH St 43604 (419)248-3691 WILMINGTON, Calif. 510 N. Broad St 90744 (213)549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 »»»»»» :j|f Shipping dropped off slightly last month at SIU A&G deep-sea ports. A total of 1,232 Seafarers, 889 of them full *A' s^miority book men, shipped during the period of Oct. 1-31,1976. Despite the slight drop­ off, shipping for deep-sea members is expected to remain foir to good at most ports. Dispatchers Report for Deep Sea OCT. 1-31,1976 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa..., Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals *TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7 All Groups Class A Class B Class C DECK DEPARTMENT 3 1 0 57 20 1 17 4 0 10 8 0 16 1 2 3 2 0 16 7 0 35 8 0 32 2 0 25 11 0 18 9 0 34 7 0 6 4 0 89 21 6 0 2 0 4 0 2 365 107 11 2 3 0 78 14 1 8 1 0 16 3 0 11 1 0 430 20 2 0 77 11 0 27 3 0 38 9 1 17 7 0 29 9 0 13 0 0 59 10 0 0 0 0 1 0 0 370 76 2 ENGINE DEPARTMENT 1 4 0 49 18 1 7 1 0 10 0 0 7 2 0 340 15 2 0 28 5 0 25 3 1 38 5 0 7 4 0 24 7 0 5 2 0 72 28 0 0 2 0 0 0 0 291 77 2 1 79 16 22 14 4 29 47 34 31 24 42 6 74 0 7 430 i ;.. , .^. Port Boston 0 40 6 5 4 6 8 23 11 23 11 16 6 24 0 1 184 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans ; Jacksonville San Francisco Wilmington .... J Seattle Puerto Rico Houston Piney Point Yokohama Totals 1 9 2 3 2 3 0 5 0 3 2 1 1 5 0 0 37 0 1 0 2 1 0 1 1 0 1 1 1 0 0 1 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 2 2 0 37 32 0 10 6 0 6 3 0 8 5 0 4 0 1 9 8 0 23 16 0 14 5 0 27 17 2 8 5 0 21 9 0 9 3 0 51 18 5 0 9 0 1 0 0 233 138 8 Port All Groups Class A Class B Class C 9 141 27 57 26 10 32 135 47 63 34 67 16 119 0 6 791 3 112 17 41 ' 31 7 25 107 41 61 20 41 19 88 0 2 615 fage 26 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 8 31 7 8 5 2 4 26 4 15 8 10 2 9 0 2 141 0 5 0 0 1 0 0 1 0 1 0 0 0 2 0 0 10 1 58 12 23 20 6 21 67 17 47 8 17 14 55 0 2 368 0 4 0 3 4 1 1 4 0 3 3 1 0 1 0 0 25 3 36 . 4 67 1 13 SSSr.:;:::;:::::::;:::;;:::::; Tampa t5 S3 ?1 12 16 18 21 6 15 8 28 0 1 .489 20 44 9 30 11 17 8 43 12 1 305 Philadelphia 3 ; 12 0 MU' 5. * v, 0 1 v 1 ^ 4 1 ' 0 % 1 ' 4 0 1 ' 341^^1%^ - iiAw® 2 52 6 104 5 49 .V ' ,Q ^ ' /'I ' < ?| § fo ' , . ^ ^ if,.. . . . /V 12 30 ^94 14 OQ ^ 53 im 15 33 ^.,7 34 ii ^ S fc « 22 9R 12 17 0 1 0 3 Totals All Departments 1,173 428 43 889 322 21 2,091 ""Total Registered" means the number of men who actually registered for shipping at the port last month. """Registered on the Beach" means the total number of men registered at the port at the end of last month! 760 ^ ^ - ' i'v .-Or'- 4 12 6 7 9 4 1 15 0 3 2 2 2 7 0 0 74 ! 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ENTRY DEPARTMENT Boston New York Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals **REGISTERED ON BEACH 0 O 3 n o % n 3 | 0 0 87 106 y*. Seafarers Log �SEA-LAND FINANCE (Sea-Land Service), September 19 — Chairman, Recertified Bosun J. Pulliam; Secretary D. Nunn; Deck Delegate J. Long; En­ gine Delegate J. Mooney; Steward Del­ egate C. Carlson. No disputed OT. Pamphlet on Educational Series No. 1 was received and put out for all to read. The August issue of the Seafarers Log was shown and discussed. Chairman reports that everything is fine and we have a good crew. INGER (Reynolds Metals), Septem­ ber 12—Chairman, Recertified Bosun Charles D'Amico, Jr.; Secretary Duke Hall; Educational Director Oscar Cooper; Deck Delegate Jose Salinas; Engine Delegate Barney Hireen; Stew­ ard Delegate Richard Sherman. $69.11 in ship's fund. No disputed OT. Last is­ sue of the Seafarers Log was read and discussed. Chairman held a discussion on the importance of donating to SPAD and the importance of voting in the coming election. Educational director urged all to take advantage of the op­ portunities offered at Piney Point to up­ grade and learn new skills that are re­ quired on the new ships. These old ships will not always be here and unless you have learned the skills required for the new ships then you may not have a job. A vote of thanks to the steward de­ partment for a job well done. TRANSINDIANA (Hudson Water­ ways), September 19—Chairman, Re­ certified Bosun H. B. Walters; Secre­ tary W. J. Fitch. $25.09 in ship's fund. No disputed OT. All communications were read and posted. Notice of the Al­ coholic Rehabilitation Program has been permanently posted. For those of you who may be in need of this assist­ ance please read it. This is one of the best programs the SIU has come up with and no one needs to be ashamed to have to use it. A suggestion was made to paint all top steps of the out­ side stairwells white instead of yellow. A vote of thanks to the Seafarers Log for keeping us abreast of all data in the shipping industry. Observed one minute of silence in memory of our departed brothers. Next port, Gitmo. PANAMA (Sea-Land Service), Sep­ tember 11—Chairman, Recertified Bo­ sun C. Mize; Secretary J. E. Higgins; Educational Director N. Bathia; Deck Delegate C. Perreira; Steward Delegate L. Russi. $12.20 in ship's fund. No dis­ puted OT. Educational director held a discussion on the benefits of attending classes at Piney Point. A vote of thanks to the steward department for a job well done. DELTA BRASIL (Delta Steamship), September 12—Chairman, Recertified Bosun Louis Guadmud; Secretary B. Guarino; Educational Director Hugh Wells, Jr.; Deck Delegate Robert L. Rudolph; Engine Delegate Juan Cruz; Steward Delegate H. B. O'Brien. $1,175 in movie fund. $95 in ship's fund. No disputed OT. Chairman thanked every­ one for their cooperation in making the last trip a smooth one. Also advised everyone to take advantage of the up­ grading school at Piney Point. Observed one minute of silence in memory of our departed brothers. Next port, Dakar. BORINQUEN (Puerto Rico Marine Mgt.), September 12—Chairman, Re­ certified Bosun Calixto Gonzales; Sec­ retary J. Prats; Engine Delegate Juan Guaris. $4 in ship's fund. No disputed OT. Chairman held a discussion about the importance of the objectives and re­ quirements of the Alcoholic Rehabili­ tation Program so that the membership will be aware of this important program and its goals. A vote of thanks to the steward department for a job well done. SEA-LAND ECONOMY (Sea-Land Service), September 5—Chairman, Re­ certified Bosun F. H. Johnson; Secre­ tary L. Nicholas; Educational Director W. E. Fitzgerald; Deck Delegate B. Jarratt; Engine Delegate C. V. Grab; Stew­ ard Delegate S. Morris. No disputed OT. A safety suggestion was made for installing cleats on deck for tugboats and the painter. Also a suggestion box was installed on bulkhead in main pas­ sage for any and all safety suggestions. The pamphlet on the MTD was re­ ceived and read with interest. Next port, Rotterdam. HOUSTON (Sea-Land Service), Sep­ tember 19—Chairman, Recertified Bo­ sun Frank Teti; Secretary C. Gibson; Educational Director Roberts; Deck Delegate W. W. Lawton; Engine Dele­ gate Donald R. Nilsson. No disputed OT. Chairman held a discussion on a number of stories that appeared in the Seafarers Log. Alcoholic rehabilitation poster was received and posted. Anyone who thinks he needs help with the prob­ lem is urged to read the poster care­ SEA-LAND PRODUCER (SeaLand Service), September 11—Chair­ fully. A vote of thanks to the steward man, Recertified Bosun M. B. Woods; department for all around good food Secretary L. H. Waldrop. $21 in ship's , and service. Next port, Elizabeth, N.J. fund. Some disputed OT in engine and OVERSEAS VALDEZ (Maritime steward departments. Chairman advised everyone to be sure to vote in the elec­ Overseas), September 26—Chairman, tion, absentee ballot if necessary. Also Recertified Bosun William Smith; Sec­ discussed the importance of donating retary J. Mojica. Some disputed OT in to SPAD, and for all crewmembers to deck and steward departments. Chair­ read the new Constitution changes in man discussed the laminated poster that the Seafarers Log. A vote of thanks to was received describing the objectives the steward department. Next port, and requirements of the Alcoholic Re­ habilitation Program. The poster will Port Everglades. be put on the bulletin board so that the JEFF DAVIS (Waterman Steam­ entire membership will be made aware ship), September 13—Chairman, Re­ of this important program and its goals. certified Bosun George Annis; Secretary Report to the Seafarers Log: "A vote A. Rudnick; Educational Director Vic­ of thanks was given to the crew for the tor Polumbo; Steward Delegate Leo­ cooperation they gave to all three de­ partments. A vote of thanks to the stew­ nardo Mania. Some disputed OT in ard department for a job well done. Ob­ engine department. A vote of thanks to served one minute of silence in memory the steward department for a job well of our departed brothers." done. Nfext port, Djibouti. November, 1976 NEWARK (Sea-Land Service), Sep­ tember 5—Chairman, Recertified Bo­ sun C. Dawson; Secretary L. Crane; Educational Director R. P. Coleman; Deck Delegate A. J. Janacek; Engine Delegate A. L. Craig; Steward Delegate J. Arshon. No disputed OT. Chairman informed the crewmembers of the stor­ ies that appeared in the new issue of the Log and asked everyone to read them so as to be better informed on what is going on in the Union. Held a discus­ sion on the importance of donating to SPAD. Next port, Seattle. TRANSCOLORADO (Hudson Wa­ terways), September 26—Chairman, Recertified Bosun T. A. Tolentino; Sec­ retary J. Pitetta; Educational Director J. Peterson; Deck Delegate Lee Snodgrass; Engine Delegate Paul Bradshaw; Steward Delegate John Shaw. $7 in ship's fund. No disputed OT. Chairman advised all crewmembers to get new clinic cards when they leave. Also dis­ cussed the importance of SPAD. Ob­ served one minute of silence in memory of our departed brothers. ST. LOUIS (Sea-Land Service), Sep­ tember 6—Chairman, Recertified Bo­ sun Alan E. Whitmer; Secretary T. R. Goodman; Deck Delegate Albert C. Pickford; Engine Delegate Kenneth H. Bowman; Steward Delegate Fritzbert A. Stephen. $30 in ship's fund. No dis­ puted OT. It was reported that Bosun, Alan E. Whitmer did his homework. At weekly meetings he held discussions on fire control, safety on board ship, drugs and the problem they cause, what SPAD is all about and that fact that all SIU seamen are American ambassadors in foreign ports. The man is great. Chief Steward T. R. Goodman has done his job too and there are no beefs. Just completed Sea-Land first round trip to Damman, Saudi Arabia and back to Rotterdam. Thank the crew for good cooperation. Evangelos I. Dimitrakakos kept the crew up-to-date with educa­ tional literature which he posted on the bulletin board. Frank Adkins, chief cook turned out beautiful, tasty good food that kept the crew happy. All com­ munications received were read, dis­ cussed and then posted. It was noted that ship should have new and better hydraulic booms installed for lifting gangway. Observed two minutes of si­ lence in memory of Brother Donald B. Wasson who passed away on August 29, 1976 in a hospital in the port of Pireaus, Greece. A vote of thanks to the steward department. Next port. Damman. OGDEN WILLAMETTE (Ogden Marine Transport), September 5— Chairman, Recertified Bosun R. D. Schwarz; Secretary E. Kelly; Educa­ tional Director H. Meredith; Deck Del­ egate C. H. Spina; Engine Delegate C. Killeen; Steward Delegate I. Gray. No disputed OT. Chairman discussed the Seafarers Log and asked that all mem­ bers read this paper and ask any ques­ tions about anything they don't under­ stand. All communications received were read and posted. A vote of thanks to the steward department. SEA-LAND CONSUMER (Sea-Land Service), September 12 — Chairman, Recertified Bosun F. A. Pehler; Secre­ tary S. McDonald; Educational Direc­ tor K. L. Hart; Deck Delegate R. S. Davis; Engine Delegate R. L. L. Elliott; Steward Delegate M. P. Cox. No dis­ puted OT. A vote of thanks to the stew­ ard department for good food and serv­ ice. Crewmembers were advised to get their correct addresses to Headquarters. Steward read a letter of commendation to the crew for getting 100 percent on public health inspection and thanked them for their cooperation. Next port, Rotterdam. MOBILE (Sea-Land Service), Sep­ tember 26—Chairman, Recertified Bo­ sun A. Waters; Secretary Taylor; Edu­ cational Director Bryant; Steward Delegate A. Allen. No disputed OT. A vote of thanks to all departments for keeping the shipclean. Next port, Kobe. GUAYAMA (Puerto Rico Marine Mgt.), September 26—Chairman, Re­ certified Bosun W. Velazquez; Secre­ tary A. Aragones; Educational Director D. Terry, Jr.; Engine Delegate H. F. Welch. No disputed OT. Chairman dis­ cussed the importance of SPAD. Edu­ cational director reported that the Al­ coholic Rehabilitation Program has been a success. All members should give encouragement to those affected. A vote of thanks to the steward depart­ ment for a job well done. A vote of thanks to all crewmembers for good brotherhood and good companionship. Observed one minute of silence in memory of our departed brothers. Next port, Charleston, S.C. • • % . i C'. •* ••'i- • % :: V- f f .0.. Official ship's, minutes were also re­ ceived from the following vessels: OVERSEAS TRAVELER OGDEN CHAMPION SAM HOUSTON CAROLINA COLUMBIA HUDSON PORTLAND LYMAN HALL THOMAS JEFFERSON COASTAL CALIFORNIA SEA-LAND MARKET SAN JUAN SAN FRANCISCO TAMPA SEA-LAND VENTURE WORTH MERRIMAC BOSTON PUERTO RICO OVERSEAS ANCHORAGE JOHN TYLER DELTA MAR SEA-LAND EXCHANGE LONG BEACH BRADFORD ISLAND EAGLEVOYAGER ARECIBO CHARLESTON ARTHUR MIDDLETON DELTA ARGENTINA WALTER RICE OVERSEAS JOYCE OGDEN WABASH NECHES FORTHOSKINS AFOUNDRIA POINT JULIE SAN PEDRO DELTA SUD SEA-LAND GALLOWAY SEA-LAND RESOURCE FLOR OAKLAND GOLDEN DOLPHIN ROSE CITY OVERSEAS ALICE „ 1 ' ^5 .a-. Page 27 i J* f # i\ �PENSIONERS Herbert E. Atkinson,^8, joined the SIU in the port of Baltimore in 1951 sailing as a chief steward. Bro­ ther Atkinson sailed 23 years. He was born in Jacksonville and is a resident there. Theodore E. Blades, 75, joined the SIU in the port of New York in 1955 sailing as a bosun. Brother Blades sailed 46 years. He was bom in Pennsylvania and is a resident of San Francisco. Sigmiere E. Boggan, Jr., 59, joined. the SIU in 1945 in the port of Gal­ veston sailing as an AB. Brother Boggan sailed 29 years. He was bora in Louisiana and is a resident of Houston. Sacarias D. Cabildo, 70, joined the SIU in the port of Seattle in 1962 sailing as a cook. Brother Cabildo sailed 33 years and is a veteran of the U.S. Navy in World War II. He was born in the Philippine Islands and is a resident of Seattle. John F. Castronover, 56, joined the SIU in the port of New York in 1955 sailing as a chief steward. Bro­ ther Castronover sailed 33 years. He was born in New York and is a resi­ dent of St. Simon's Is., Ga. Wong Han Chin, 62, joined the SIU in the port of San Francisco in 1955 sailing as a cook. Brother Chin sailed 27 years and with the U.S. Army Transport Service in World War II. He was born in Shanghai, China and is a resident of San Fran­ cisco. William D. Cooper, 65, joined the SIU in the port of New York in 1955 sailing as a fireman-watertender. Brother Cooper sailed 25 years and walked the picket line in the 1954 ILS strike and the 1961 N.Y. Harbor strike. He is a veteran of the pre-World War II U.S. Navy. Born in Iowa, he is a resident of Seattle. William J. Emerson, 60, joined the SIU in 1938 in the port of De­ troit sailing as an AB. Brother Em­ erson sailed 38 years and was on the picket line in the 1961 N.Y. Harbor strike. He was in the Civilian Con­ servation Corps from 1933 to 1937 and the Officers Maritime Service, New London, Conn, in 1943. Born in Centerville, Md., he is a resident there as a gentleman farmer. Page 28 Eugene H. Crowley, 61, joined the SIU in 1941 in the port of New York sailing as an AB. Brother Crowley sailed 35 years. He was born in Cali­ fornia and is a resident of New Or­ leans. Recertified Bosun Edwin C. Craddock, 48, joined the SIU in 1947 in the port of Mobile sailing for 32 years. Brother Craddock graduated from the December 1974 Recertified Bosun Program class, attended a Piney Point Crews Conference in 1972 and is a GED grad. He was born in Mobile and is a resident there. William D. Campbell, 63, joined the SIU in the port of Seattle in 1960 sailing as a fireman-watertender. Brother Campbell sailed 25 years, was on the picket line in the 1961 N.Y. Harbor strike and is a veteran of the U.S. Navy in World War II. He was born in Bisbee, Ariz, and is a resident of Tacoma, Wash. Ernest M. "Bud" Bryant, 57, joined the SIU in 1943 in the port of Savannah sailing as a chief steward. Brother Bryant sailed 35 years. He was born in Georgia and is a resident of Jacksonville where he practices his hobby of carpentry. Ernesto Cortes, 62, joined the SIU in 1938 in the port of New York sailing as a bosun. Brother Cortes was on the Sea-Land Shoregang from 1972 to 1976. He was born in Ponce, P.R. and is a resident of San Juan. Ralph A. Piehet, 62, joined the SIU in 1941 in the port of New Or­ leans sailing as deck maintenance. Brother Piehet was a member of the New Orleans Shoregang. He was born in New Orleans and is a resi­ dent there. Marion H. Maynard, 62, joined the SIU in 1944 in the port of Nor­ folk sailing as a cook. Brother May­ nard is a veteran of the U.S. Navy in World War II. He was born in Texas and is a resident of Dallas, Tex. William E. Ekins, 62, joined the SIU in 1946 in the port of New York sailing as a bosun. Brother Ekins sailed 34 years. He was born in Theodore, Saskatchewan, Canada and is a resident of Houston. Sidney D. Turner, 59, joined the SIU in 1941 in the port of Baltimore sailing as a bosun. Brother Turner was a member of the Civilian Con­ servation Corps from 1934 to 1936. He was born in Pinkhill, N.C. and is a resident of Vass, N.C. Rufino S. Felipe, 65, joined the SIU in the port of San Francisco in 1968 sailing as an AB. Brother Fe­ lipe sailed 33 years. He was born in Manila, P.I. and is a resident of Seattle. Seafarers Welfare, Pension and . Vacation Plans Cash Benefits Paid Sept. 23-Oct. 27,1976 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical 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 ^^eotal Supplemental Medicare Premiums ...... SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation Number MONTH TO DATE Amount YEAR TO DATE MONTH TO DATE . 114 5,083 2,315 128 25 53,108 12 1,139 263 $ 24,500.00 320.00 384.00 1,710.20 120.00 46,216.00 1,182.32 3,524.65 1,165.00 $359,742.05 5,083.00 6,945.00 20,878.33 2,991.80 424,864.00 3,775.56 34,141.23 14,133.20 3,912 757 1,094 169 15 1,033 138,092.98 3,968.67 23,451.75 8,100.00 39.00 3,574.22 1,121,205.83 31,180.56 178,418.58 59,900.00 1,137.50 29,992.81 22 186 101 6 81 1 7 — 2,103 130 1,624 990 110 594 4 32 7 18,727 81,500.00 41,667.55 4,401.82 1,507.00 2,545.55 126.00 307.29 — 15,737.00 491,328.95 286,978.47 44,093.07 21,525.00 16,871.94 756.79 5,256.32 1,816.00 137,524.60 14 89 6,744.37 34,532.77 9,721 2,594 1,615 13,930 91,474 22,702 14,288 128,464 12 320 128 17 2 5,777 3 115 8 454 89 131 22 1 . 121 ' YEAR TO DATE 410,885.37 3,335,073.36 659,776.88 5,739,498.77 743,980.72 6,851,436.70 $1,814,642.97 $15,926,008.83 Seafarers Log �eEr'-^-:r?re=mF?l1 ni Edward J. Rogg, 55, joined the SIU in 1944 in the port of Boston sailing as a bosun. Brother Rogg sailed 34 years and received a Union Personal Safety Award in 1960 for sailing aboard the accident-free ship, the SS A casta. He was born in Ken­ tucky and is a resident of Dayton, Ky. •:\n Clifton Aaron, 55, joined the SIU in the port of Mobile in 1960 sailing as a cook. Brother Aaron sailed 20 years and is a 1959 graduate of the Andrew Furueseth Training School in Mobile. He is a veteran of the U.S. Army in World War II. Born in Ala­ bama, he is a resident there. George J. Campbell, 59, joined the SIU in 1941 in the port of Philadephia sailing in the steward de­ partment. Brother Campbell sailed 38 years and on the Murmansk run during World War II. He was born in Philadelphia and is a resident of Baltimore. Peter S. Vicare, 65, joined the SIU in 1955 in the port of New York sailing in the steward department as a B/R utilityman. Brother Vicare is a veteran of the U.S. Navy in World War II. He was born in Elizabeth, N.J. and is a resident there. Harvey E. Fairburn, 58, joined the SIU in the port of New York in 1961 sailing as an oiler. Brother Fairburn sailed 30 years and during the Vietnam War. He was born in Ponchatoula, La. and is a resident of Grand Saline, Tex. Lee A. Smith, 65, joined the SIU in 1938 in the port of Mobile sailing as a pumpman. Brother Smith sailed 39 years. He was born in Mississippi and is a resident of Lucedale, Miss. Anthony M. Korsak, 55, joined the SIU in the port of Philadelphia sailing as an OS. Brother Korsak sailed 33 years. He was born in Browndale, Pa. and is a resident of Forest City, Pa. Earl G. McNab, 55, joined the SIU in the port of New York in 1951 sailing as an AB. Brother McNab sailed 29 years. He was bom in Bri­ tish Honduras and is a resident of Miami, Fla. Andrew Lewis, 54, joined the SIU in the port of New York in 1956 sailing as a chief cook. Brother Lewis sailed 22 years and was on the picket line in the 1961 N.Y. Harbor and 1962 Robin Line beefs. He was born in Texas and is a resident of Berkeley, Calif. Marcelino Valentin, 61, joined the SIU in 1948 in the port of New York sailing as a hreman-watertender. Brother Valentin sailed 31 years. He was born in Isabella, P.R. and is a resident of Mayaguez, P.R. Antonio Rodriguez, 66, joined the SIU in the port of Tampa in 1952 sailing as a fireman-watertender. Brother Rodriguez was bora in Flo­ rida and is a resident of Tampa. Rene Pelliccia, 65, joined the SIU in the port of Baltimore in 1955 sail­ ing as a third cook. Brother Pelliccia sailed 23 years and is a veteran of the U.S. Army in World War 11. He was born in Puerto Rico and is a resident of Santa Cruz, Calif. Cipriano G. Sonaco, 65, joined the SIU in the port of Seattle in 1962 sailing as a third cook. Brother Son­ aco sailed 34 years, for the U.S. Army Transport Service in both the Atlantic, Meriterranean and Pacific during World War II and for the Military Sealift Transport Service for seven years. He was born in the Phil­ ippines and is a resident of Seattle. Lennot Wilfert, 65, joined the SIU in the port of Lake Charles, La. in 1956 sailing as a pumpman. Brother Wilfert sailed 25 years. He is a vet­ eran of the U.S. Army in World War II. Born in Louisiana, he is a resi­ dent of Eunice, La. Cbarles H. Stepbenson, 59, joined the SIU in the port of San Francisco in 1955 sailing as a wiper. Brother Stephenson is a wounded veteran of X the U.S. Army Infantry in World r War II. He was born in Keokuk, Iowa and is a resident of San Fran­ cisco. " Ifr I i' •a J^ I -Y' Matthew V. Rosato, 59, joined the SIU in 1938 in the port of New Orleans sailing as a fireman-watertender. Brother Rosato sailed 39 years. He was born in Louisiana and is a resident of Kenner, La. George E. Znkas, 64, joined the SIU in the port of New York in 1957 sailing as a deck engineer. Brother Zukas was a member of the Sailors Union of the Pacific in 1951. He was born in Helsinki, Finland and is a naturalized U.S. citizen. Seafarer Zukas is a resident of San Francisco. Thomas C. Pias, 75, joined the SIU in the port of Seattle in 1969 sailing in the steward department for 24 years. Brother Pias was born in £ the Philippines and is a resident of ' Seattle. Willougbby C. Byrd Jr., 51, joined the SIU in 1947 in the port of Balti­ more sailing as a bosun. Brother Byrd sailed 31 years and is a World War II veteran of the U.S. Navy. He was born in Richton, Miss, and is a resident of Mobile. Frank B. Cake, 65, joined the SIU in the port of Philadelphia in 1954 sailing as an oiler. Brother Cake sailed 25 years. He w^ bora in Merchantville, N.J. and is a resident of Haddonfield, N.J. Sanford H. Word, 65, joined the SIU in 1947 in the port of New York sailing as a deck engineer. Brother Word sailed 31 years and is a Piney Point upgrader. He was born in Texas and is a resident of Fairhope, Ala. Nils H. Lindsjo, 62, joined the SIU in 1942 in the port of Baltimore sailing as a bosun. Brother Lindsjo sailed 39 years. He was born in Swe­ den and is a resident of Sharon Hill, Pa. Antonio A. DaCosta, 65, joined the SIU in 1949 in the port of New York sailing in all departments for 57 years. Brother DaCosta was born in Lisbon, Portugal and is a resident of Brooklyn, N.Y. Alfred J. «A1" Garilner, 58, joined the SIU in 1943 in the port of Mobile sailing as a chief steward. Brother Gardner sailed 34 years and attended the Union's 1972 HLSS Educational Conference. He was born in Watertown, Mass. and is a resident of Needham, Mass. Valentine V. H. Benner, 62, joined the SIU in 1948 in the port of New York sailing as a chief steward. Bro­ ther Benner sailed 29 years, hit the bricks in the 1961 Greater N.Y. Har­ bor strike and upgraded at the HLSS. He was bora in New York and is a resident of Bergenfield, N.J. § %• •lii • • •» Clarence W. "Wbifey" Gabriel, 65, joined the SIU in the port of Norfolk in 1956 sailing as a firemanwatertender. Brother Gabriel sailed 31 years, during the Vietnam War and is a U.S. Navy veteran of World War II. He was bora in Meadow, Ga. and is a resident of Lufkin, Tex. Dominador F. Escalona, 65, joined the SIU in the port of Seattle in 1960 sailing as an AB. Brother Escalona sailed 34 years. He was born in the Philippines and is a resident of Seat­ tle. Lars Nielsen, 65, joined the SIU in 1945 in the port of Norfolk sailing as an AB. Brother Nielsen sailed for Bull Line and during the Vietnam War. He is a veteran of the U.S. Army in World War II. Born in St. Croix, V.I., he is a naturalized U.S. citizen. Seafarer Nielsen is a resident of New York City where he does woodcarving as a hobby. Member, 1976 pmmm Pace 29 : A I "I Ills • - - • • 1| �!• David Backovitz, 72, joined the SIU in the port of Philadelphia in 1962 sailing as a third cook. Brother Backovitz sailed 24 years and at­ tended the Piney Point Crews Con­ ference No. 5 in 1970. He was born in Russia and is a naturalized U.S. citizen. Seafarer Backovitz is a resi­ dent of Philadelphia. I'* Joseph E. Woolford, 65, joined the SIU in the port of Norfolk in 1951 sailing as a bosun. Brother Woolford sailed 45 years. He was born in Portsmouth, Va. and is a resident of Norfolk. Joseph N. McGIII, 50, joined the SIU in the port of Tampa in 1950 sailing as a bosun. Brother McGill sailed 32 years. He was born in Bay Minette, Ala. and is a resident there. • / 1 ' 11. Clifton H. Jackson, 64, joined the SIU in the port of Baltimore in 1955 sailing as a deck engineer. He sailed 31 years. Brother Jackson walked the picket line in the Isthmian strike, helped to organize Cities Service, ran for Baltimore patrolman in 1960 and attended HLSS Crew Conference No. 3. He was born in Deltaville, Va. and is a resident of Baltimore. Luther E. Wing, 61, joined the SIU in 1938 in the port of Mobile sailing as a bosun and fireman-watertender. Brother Wing sailed 37 years, had been a member of the old ISU, upgraded at Piney Point in 1970, and during World War II was aboard the SS Algic when she was hit by a dud torpedo in the Amazon River. He r, was born in Mississippi and is a resiH"' dent of Prichard, Ala. Bobby L. Messerall, 55, joined the SIU in 1944 in the port of New York sailing as an oiler. Brother Messerall is a veteran of the U.S. Navy in World War II. He was born in Penn­ sylvania and is a resident of Reno, Nev. Shipping Report for Inland Waters FOR THE MONTH OF OCTOBER 1976 TOTAL JOBS SHIPPED Permanent Jobs Relief Jobs Class A 'i Class B Class C Class A BALTIMORE .. BOSTON HOUSTON JACKSONVILLE NEW YORK . . . MOBILE NORFOLK . . .; NEW ORLEANS PADUCAH PHILADELPHIA PINEY POINT . PORT ARTHUR PUERTO RICO . RIVER ROGUE . ST. LOUIS .. . . TAMPA .. . . 2 0 3 0 0 0 0 2 2 0 0 0 0 33 9 0 0 0 5 0 0 0 0 1 1 0 23 0 0 17 15 0 0 0 16 0 0 0 0 0 18 0 0 10 13 0 15 0 0 0 0 0 0 90 25 0 1 67 0 0 0 0 0 0 TOTAL ALL PORTS 51 62 72 183 Class B 0 0 0 0 0 0 0 0 0 58 0 0 0 0 0 0 58 TOTAL MEN REGISTERED ON BEACH Class C Class A Class B 0 0 0 0 0 0 0 0 30 0 0 1 0 0 0 0 31 2 0 4 0 0 0 71 32 5 83 0 3 0 10 11 0 2 0 2 0 0 0 0 31 1 133 23 3 0 0 27 0 221 222 Warning to Seafarers Young and Old: Drug Possession Means Panama Ship, 20, Seized With Loss of Seaman's Papers $134-Million in Drugs If you are convicted of possession of any illegal drug—heroin, baibitnrates, i^eed, LSD, or even marijuana—the U^. Coast Guard win revoke yonr seaman papers, widiont i^peal, FOREVER. That means that yon lose for the rest iri! yonr Uie die ri^t to make a livii^ by die sea. ilowever, it doesn't quite end there even if yon receive a suspended sentence. You may lose yolir 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 teacher, 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. If8 a pretty tough rap, but diafs exacdy bow it is and yon can't do any­ thing abwt it. The convicted drug user leaves a black mark on his reputation for die rest of his life. However, drugs can not mily destroy your r^t to a good livelihood, it destroy your life. Drag abuse presents a serions threat to bodi yonr physical and mental bcaldi, and die personal safety of those around you. This is especially true aboard shl^ where clear min& and quick reflexes are essoitial at aD times for the safe operation of die vesseL Dont let drags destroy yonr natnral rl^ to a good, happy, productive m. Stay dragirae and steer a clear course. : Page 30 Twenty Colombian crewmembers of the Panamanian SS Don Emilia (Compania Financiera Velrus) were arrested on the high seas Oct. 15 when their 325-foot freighter was boarded and seized by a Coast Guard cutter crew with a near record $134-million worth of contraband narcotics 15 miles east of Eleuthera, the Lower Bahamas. Towed 500 miles by the cutter Sher­ man to Miami, the U.S. Drug Enforce­ ment Administration there found in the cargo 82 tons of marijuana worth $50million and 400 pounds of cocaine and hashish worth $84-million. The crew and their captain, Carlton Bent Hooker, were held as illegal aliens to be prosecuted by Panama. One crew- member disappeared at sea during the towing. According to her manifest, the Don Emilia sailed from the port of Carta­ gena, Colombia on Oct. 4 carrying a cargo of 1-million kilos of asbestos bound for the port of St. John's New­ foundland, Canada. The cutter's captain, H. W. Villette said there had been reports that the freighter had 160-tons of pot on board. He added that the vessel was boarded "at the request of the Panamanian Government." This was confirmed by Panama's Consul General Edgardo Lo­ pez in Miami, according to newspaper reports. "The Maritime Bureau of Panama which had information of a possible smuggling activity by Don Emilia, asked the Coast Guard for collabora­ tion," Lopez declared, adding "we have had information to suspect that it was not the first time that this freighter has been engaged in such activities. We also believe that Don EmUio might have been loaded with marijuana off the coast of Colombia." Seafarers tog At,, , . • ' �r Natural Cos Pipeline—A Reporf: Arguments Favor All-America Alaska Route WASHINGTON — Growing indica­ tion of the need for public financing by the United States on either of two pro­ posed Canadian routes for Alaska natu­ ral gas is causing some Administration energy spokesmen to express doubts about the benefits of the Canadian routes. John Hill, deputy administrator of the Federal Energy Administration first raised this possibility last month. Others are now suggesting that public financing may be necessary and they are question­ ing the wisdom of investing U.S. money in a pipeline that would be under Cana­ dian control and built with foreign workers and equipment. Richard Fairbanks, former aide to FEA Administrator William Ruckel- house, said recently that as a result of his talks with FEA, the Interior De­ partment and the Federal Power Com­ mission, he felt sure that the Canadian proposals would be rejected. He said that from a national security standpoint, the Canadian gas line routes are unac­ ceptable. Other arguments are cropping up against the proposed Canadian routes. A Canadian legal expert has revealed that loopholes exist in Canadian law that would enable individual provinces to ignore a U.S.-Canada pipeline treaty and impose property taxes, royalties and other restrictive measures on future gas pipelines. George S. Levev, of Vancouver, B.C., said: 'Trovinces could enact legislation Cook Shows How Its Done respecting, for example, direct taxing powers on a pipeline right-of-way. He noted that unlike the U.S. where a treaty is a part of the 'supreme law of the land,' there is an absence in Canada of a similar provision making a treaty obligation part of Canadian Domestic Law. This means that the provinces are pretty much free to enact taxing legis­ lation on their own and that any thruCanada pipeline would be subject to tbe taxing powers of every province it passes through." Earlier this year. Transportation In­ stitute, a Washington-based maritime research and education organization, cited another argument against the thruCanada pipeline. In their monthly news­ letter Currents, the Institute said: "One of the fundamental arguments in support of an all-U.S. route is that it assures uninterrupted availability of the energy resource." The Institute then pointed to Can­ ada's political behavior when it knuckled under Communist Chinese pressure to bar the Chinese from Tai­ wan from participating in the Summer Olympics in Canada, and then warned; "Under the circumstances, consider then the precariousness of a gas pipe­ line route running across Canada to service the American communitv. It would be sheer folly to pretend that Canada could remain aloof from the possibility of political pressure aimed by the Communist world, and possibly others, against the United States." The thru-Canada pipeline would also deprive the U.S. of significant economic advantages. It was learned recently that Canadian Arctic Gas Pipeline Ltd. had signed a letter of intent with Steel Co. of Canada for most of the pipe needed to build the trans-Canada pipeline. Follow Oil Pipeline In contrast, the El Paso Natural Gas proposal (the All-America route) would follow the U.S. oil pipeline into south­ ern Alaska, where U.S.-owned and operated tankers would move the gas to U.S. markets. In building the AllAmerica pipeline, U.S. workers and U.S.-made pipes and equipment would be used. And—most important—the U.S. would be assured of the uninter­ rupted availability of this vital energy resource. The Federal Power Commission is now studying the three pipeline pro­ posals—two which would run across Canada to the U.S. midwest, and the All-American El Paso route to southern Alaska. The FPC must render a deci­ sion by May 1, 1977, and the President must then make a selection by Sept. 1. ^ it '4 ?> ,;y 1 ••i id Seafarers Plans Must Haye Member's Latest f'. In the galley of the SS Anchorage (Sea-Land) Chief Cook Frank Bradley shows amateur cooks how to prepare a roast. The vessel paid off on July 27 in Port Elizabeth. N.J. It Was Family Day at the Clinic Becau^ the^^rnpl^^ Retirement Income Security Act of 1974 (often referred to m 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, NAT. 11215. I'M Seafarers Welfare and Pension Plans '.T : iwc.aec.IF. •i '1 'Name ... Print First Name . LastNaiM Penmancailt Addri^ Print Numiw and Street ^Dtite of Birdi Mo / Ci^ / Yew. ••• \ nuse'S'l^i'aBae . •• .•«. . • *... Print Last Name N^ Date ofBlrdi Wife of pensioner Seafarer Chee Mohat, Mrs. Mary Mohat (left) gets blood pressure test from Dr. Joseph Peluso in the Headquarters CImic recently. November, 1976 . Mo / Day / Year State ' |i1rsf''Y(mr:of'SiU» DIU Enq^oyment lAddress Print " ^ Middle Initial * •. FirSt Name ' City ^ r• ^ .. Middle Initial ^ . Zip Code Stiate ^ . .. - > Page 31 �. •1 ^ 1 i 1 Pensioner Roy Atizado, 73, passed away on Oct. 16. Brother Atizado joined the Union in the port of New York in 1951 sailing as a cook. He sailed 24 years. A native of the Philippines, he was a resident of Seattle. Surviving are his widow, Rizalina; a son, Roy, and a sister, Matilde of Paeay, Razel, P.I. Pensioner Dan E. Brannen, 69, died on Oct. 24. Brother Brannen joined the Union in 1938 in the port of Savannah sailing as a bosun. He sailed 41 years and was a veteran of the pre^World War II U.S. Navy. Born in Georgia, he was a resident of Jack­ sonville. Surviving are a sister, Mrs. Susie Drew of Jacksonville, and a niece, Mrs. Jeanne Kerns of Arlington, Fla. 5^! Pensioner Benedicto Luna, 75, died from a heart attack in the Galveston USPHS Hospital on Oct. 10. Brother Luna joined the Union in 1946 in the ' port of Galveston sailing as a chief steward. He sailed 31 years. Bom in the Philippines, he was a resident of Galveston. Burial was in Mt. Olivet Cemetery, Dickinson, Tex. Surviving is a daughter,. Mrs. August (Bennie Lee) Bermea of Galveston and a grandson, Sharland Gera. Pensioner Thomas J. King, 68, was found dead in Los Angeles on Oct. 4. Brother King joined the Union in 1944 in the port of Boston sailing as an AB. He sailed 46 years. Sea­ farer King was a veteran of the preWorld War II U.S. Navy. Born in Rhode Island, he was a resident of San Francisco. Burial was in St. Francis Cemetery, San Francisco. Surviving are his mother. Rose and a brother, Ed­ ward, both of Providence, R.I. 5 <A"'•f.'i' } '-•• ••. ' • -' If Pensioner Frank i Nagy, Jr., 66, died of heart failure in Mon|roe Township, N.J. on Oct. 23. Brother • Nagy joined the i Union in 1946 in the port of Baltimore sailing as a bosun. He sailed 30 years and was on the picket line in the 1961 N.Y. Harbor strike and in the 1965 District Council 37 beef. Seafarer Nagy was a veteran of the U.S. Army during World War II. Bom in Bonhamton, N.J., he was a resident of Spotswood, N.J. Surviving are his brother, Bertalan of Spotswood, and a daughter, Barbara. Scott B. Myhre, 24, died in Buena­ ventura, Colombia, on Oct. 14. Brother Myhre joined the Union in 1971 in the port of New York sailing as an AB. He was a 1971 Piney Point grad and received his GED diploma there also. Seafarer Myhre was bom in Santa Fe, N.M. and was a resi­ dent of Honolulu, Hawaii. His hobbies were yachting and leather crafting. Sur­ viving are his parents, Mr. and Mrs. Robert J. Singleton of Pittsburg, Calif. George E. De Greve, 67, died on Oct. 25. Brother De Greve joined the Union in 1944 in the port of New York sailing as a bosun. He sailed 40 years and was a veteran of the U.S. Army Medical Corps in World War II. Seafarer De Greve was born in Belgium and was a resident of Stam­ ford, Conn. Surviving is his widow, Sophie. Albert H. Powers, 42, died of a heart at­ tack in the Sault Ste. Marie, Mich. War Memorial Hospital on July 15. Brother Powers joined the Union in the port of Detroit in 1967 sail­ ing as an AB for the American Steam­ ship Co. and for the Kinsman Marine Transport Co. for 10 years. He was a Piney Point upgrader last year and was a veteran of the U.S. Air Force after World War II. A native of Cleveland, he was a resident there. Burial was in West Park Cemetery, Cleveland. Sur­ viving are three sons, Tom of Cleveland, Albert and Patrick; a daughter, Vic­ toria; his father, Albert; his mother, Helen, and a sister,' Mrs. Marie F. Wonko, of Parma, Ohio. Pensioner Charlie F. Ridley, Sr., died of heart failure in San Saba, Texas Hill County Memorial Hospital on Aug. 13. Brother Ridley joined the Union in the port of Houston in 1957 sailing as a cook for the G & H Towing Co. for 12 years. He was a vet­ eran of the World War II U.S. Army Field Artillery. Bom in Cleburn, Tex., he was a resident of San Saba. Burial was in Wallace Creek- Cemetery, San Saba County. Surviving are his widow, Margaret Mae; two^ons, Charles and Rayborn; a daughter, Annie, and his father, Willie of Fort Worth, Tex. Daniel Clark died of a heart attack on Sept. 5. Brother Clark joined the Union in Norfolk in 1968 sailing for the Steuart Oil Co. from 1968 to 1969, Interstate Oil Co. in 1970 and for Al­ lied Towing this year. Pensioner William S. Downing, 76, died of heart failure in Windsor, Va. on Sept. 22. Brother Downing joined the Union in Norfolk sailing as a chief engineer. He was a World War II Armed Services veteran. A native of Harrellsville, N.C., he was a resident of Windsor. Burial was in Forest Lawn Cemetery, Norfolk. Surviving is his widow. Novella. WiUiam E. Shores, 60, died on Oct. 26. Brother Shores joined the Union in the port of Philadelphia in 1969 sailing as an AB for the Interstate Oil Co. from 1969 to 1976 and for the Delmarva Oil Co. from 1967 to 1968. He was a veteran of the U.S. Army in World War II. Born in Dames Quarter, Md., he was a resident of Baltimore. Surviving are his widow, Mary, and a daughter, Mrs. Carolyn M. Dawson. Pensioner Lester Hanna, 74, passed away on Sept. 14. Brother Hanna joined the Union in the port of Toledo in 1961 sailing as a dredgeman for the Price Brothers Co. in 1954, the Hydro Dredge Corp. from 1961 to 1968 and for Dunbar and Sulli­ van. He was a veteran of the U.S. Army in World War I and the U.S. Navy in World War II. A native of Defiance, Ohio, he was a resident of Swanton, Ohio. "His ashes were scattered on one of his beloved Great Lakes." Surviving are his widow, Cleo, and a daughter, Mrs. Catherine J. Spitza of Springfield, Ohio. Pensioner Henry J. "Harry" Grondin, 72, died of a heart attack in Mackinac Straits (Mich.) Hos­ pital on July 8. Brother Grondin joined the Union in the port of Detroit in 1961 sailing as a fireman-watertender for the Mackinac Transportation Co. from 1961 to 1966. He sailed 37 years. Born in St. Ignace, Mich., he was a resident there. Surviving is a nephew, Arthur Grondin of. Owosso, Mich. Melford L. Grier, 63, passed away on July 20. Brother Gri­ er joined the Union in the port of Buffalo in 1971 sailing as a second engineer and fireman - watertender for 13 years. He was born in Soo, Mich, and was a resident of Dearborn, Mich. Surviving is a daughter, Mrs. Gail Elisson of Lansing, Mich. Earl Mansfield, 57, died of heart failure on Sept. 21. Brother Mansfield joined the Union in the port of Norfolk in 1975 sailing as an AB for the Union Boat Service Inc., Morgan City, La. He sailed 25 years. A native of Norfolk, he was a resident there. Burial was in Forest Lawn Cemetery, Norfolk. Sur­ viving is his widow, Helen, and a daughter, Teresa. Pensioner Charles A. Jarvis, 56, died of a lung infection in the Norfolk USPHS Hospital on July 10. Brother Jarvis joined the Union in the port of Norfolk in 1962 sailing as a cook for Curtis Bay Towing Co. from 1950 to 1954 and.for the Sheridan Transport Co. from 1954 to 1969. He was a vet­ eran of the U.S. Army in World War II. Born in Mathews, Va., he was a resi­ dent there. Burial was in Poplar Wood Cemetery, Cardinal, Va. Surviving are two sisters, Pauline and Elsie of Miles, Va. Ernest W. Sarvis, 32, died of a kidney infection in the Uni­ versity of Texas Hos­ pital, Texas City, Tex. on Sept. 14. Brother Sarvis joined y the Union in the port of Houston in 1968 sailing as an AB for the G & H Towing Co. from 1967 to 1976. He was a vet­ eran of the U.S. Air Force. A native of East Point, Fla., he was a resident of Galveston. Interment was in Galveston Memorial Park Cemetery, Hitchkok, Tex. Surviving are a son, Alan; a daugh­ ter, Kim; his father, Luther; his mother, Florida; his brother. Inland Boatman John G. Sarvis, and a sister, Mrs. Linda Fabain. Augusto Miranda, 56, died of a heart at­ tack in Queens, New York on July 25. Brother Miranda joined the Union in 1941 in the port of New York sailing as a bosun. He sailed 35 years and was on the picket line in the 1961 Greater N.Y. Harbor strike. Seafarer Miranda was bom in Puerto Rico and was a resident of Queens. Burial was in San Juan, P.R. Municipal Cemetery. Surviving are his widow, Olga; two sons, Augusto and Juan; three daughters, Mrs. Inez Irrizarry of Santurce, P.R., Oglita, and Carmen; his father, Pedro, and his mother, Mrs. Matilde S. Pellot. Lynn W. Hansplant, 53, died of cancer of the bladdef in the Philadelphia Veterans Adminis­ tration Hospital on Aug. 18. Brother Hansplant joined the Union in the port of Philadelphia in 1972 sailing as a X\x^' and launch captain for the Independent Towing and Pier Co. from 1970 to 1976 and for the Hog Is. Launch Serv­ ice in 1970. He sailed during the Kor­ ean War for the U.S. Army. Born in Toronto, Canada, he was a naturalized U.S. citizen residing in Primos, Pa. His remains were cremated. Surviving is his widow, Gervaise. Herman Fields passed away in Mo­ bile on Oct. 14. Brother Fields sailed for the Mobile Towing Co. in 1968 and for the Alcoa Co. in 1951. Pensioner Torsten J. Forsberg, 61, died of emphysema in New Orleans on Aug. 20. Brother Forsberg joined the Union in 1945 in the port of New York sailing as an AB for 45 years. He was a veteran of the U.S. Army in World V/ar II. Seafarer Forsberg was born in Helsingfors, Finland and was a resident of Tylertown, Miss. He was a U.S. nat­ uralized citizen. Interment was in Tylertown Cemetery. Surviving are a sister, Mrs. Olga Grachrist of Hoboken, N.J. and a sister-in-law, Mrs. Lola Sartin of Tylertown. Leonard R. McDonald, 74, passed away from lung cancer in the Alpena (Mich.) General Hospital on July 19. Brother McDonald joined the Union in the port of Alpena sailing as a deck­ hand for the Huron Cement Co. from 1959 to 1969. He was a resident of Al­ pena. Interment was in Holy Cross Cemetery, Alpena. Surviving are his widow, Elaine and a daughter, Mrs. Helen Schilling of Alpena. Seafarers Log Page 32 s-' it" �.m r / iMiSiiC-oC Dispatchers Report for Great Lakes OCT. 1-31,1976 •TOTAL REGISTERED All Groups Class A 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 I> f r. f 'i ' •-!- DECK DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 1 0 1 4 0 0 0 6 1 0 0 0 0 0 0 1 15 6 1 15 13 8 6 64 11 1 1 18 4 5 0 40 1 0 0 3 0 0 1 5 0 2 1 1 3 0 1 8 0 0 3 2 0 0 0 5 0 1 0 0 2 0 1 4 0 0 0 1 0 1 2 4 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 1 4 2 2 8 1 3 5 25 18 1 8 11 3 4 0 45 10 14 6 41 9 12 2 94 89 56 107 1 0 0 4 0 0 0 7 7 2 4 13 4 2 1 33 1 0 0 1 0 0 0 2 5 2 3 12 0 0 5 27 2 0 0 1 0 0 0 3 ''. ' !1 • • VI .:i' ENGINE DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth 0 1 2 4 0 0 0 7 Chicago Totals 0 0 0 0 0 0 1 1 3 3 2 17 5 4 0 34 6 0 1 5 3 0 1 16 • 1-..' i •Vf, 1 % ;• -", . "t,: *; V STEWARD DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 1 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 3 0 1 6 3 3 1 17 2 0 0 1 3 2 0 8 V' • I ENTRY DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 6 . .. ............ 3 10 4 7 1 9 2 1 8 8 8 0 36 5 5 4 7 1 0 1 23 64 12 26 115 Totals All Departments . . . 124 49 ""Total Registered" means the number of men s«ho actually registered for shipping at the port last month. ""Registered on the Beach" means the total number of men registered at the port at the end of last month. I 1 '4 SlU Strives to Keep Lake Mictiigan Ferries Afloat Continued from Page 3 ber and other building materials would skyrocket. SIU representatives in the area agreed that the Chicago lines were probably cutting their rates to attract cargo and squeeze out the ferry systems. Several private buyers have been" looking at the old Ann Arbor system and the SIU is keeping its eyes open to make sure that the job security of the members is protected in case the owner­ ever, there has been some trouble guar­ anteeing that same right for workers ship changes. When the Ann Arbor Railroad firsts on the Chief Wawatam, since that sys­ went bankrupt, it was taken over by tem was partly owned by a private com­ ConRail under the Regional Railroad pany, the Soo Line, when the law was Reorganization Act of 1973. This was passed. before the State of Michigan inter­ In Arbitration vened. The SIU then made sure that the At present, the SIU has the case in workers on the Viking and Arthur K. arbitration and maintains that the Chief Atkinson would be guaranteed their severance benefits under that law in Wawatam comes under ConRail's juris­ case the ferries stopped running. How- diction since it was two-thirds owned by the Penn Central, an original ConRail company. As workers for a ConRail company, the SIU crew would be en­ Lifeboat Class Graduates 2 .>)• ' i Lifeboat Course grade Walter E. Snovelle (left) and Joseph Magyar show their diplomas recently. The course instructor Is Bill Bowles. November, 1976 titled to many benefits if they are laid off. Lawyers informed the Log that they feel the case will be won. In any event, the SIU looked ahead during 1971 negotiations with the oper­ ator of the Chief Wawatam, Mackinaw Transportation Co. (Penn-Central, Soo) when it saw the company was in bad shape. Instead of taking the wage increases negotiated for the railroad industry, both SIU and MEBA agreed that the company would use the wage increase to establish an escrow account, from which a severance benefit would be paid if the crew were laid off. i Vi <• I SlUNA Backs MC&S vs. Japanese Cartel's Pooling Continued from Page 5 that the pooling arrangements "repre­ sent massive invasions of antitrust pol­ icies." The law judge found that the ar­ rangement "cannot be justified in terms of trade growth, increased efficiency, holding down overtonnaging or main­ taining necessary service," and that it has "resulted in serious, adverse effects on certain American-flag carriers." The judge then ruled that the Japa­ nese lines must drop two vessels from the U.S. West Coast-Japan trades. This decision must be upheld by the full Federal Maritime Commission before it can take effect. [It was learned shortly before the Log went to press that the full Federal Maritime Commission has reversed the law judge's decision which ordered that two Japanese ships he removed from the trade, and has given "blanket approval" to the Japanese policing agreement which it extended to August, 1977.] Although pleased with the judge's decision, the Marine Cocks and Stew­ ards has asked the PMC to go beyond his ruling and completely nullify the pooling arrangement. Meanwhile, the governments of Bel­ gium, Denmark, Finland, France, Italy, Japan, The Netherlands, Norway, Swe­ den and the United Kingdom have noti­ fied the U.S. Government that "uni­ lateral reduction by one government of foreign tonnage in its foreign trade is objectional." The Council of European and Jap­ anese Shipping Associations (CENSA) organizations of state-owned foreign shipping companies, have also ex­ pressed, through indirect contacts, their concern over the ruling to members of the FMC. In his letter to Bakke, Hall called CENSA's conduct in the matter "most reprehensible" and said that it "violates every concept of our system of due process and fair and proper administra­ tion of our decisional-rnaking process. Page 33 I 7 5 •'* J ;ii II I'' SI ••it ,1^- t �Letters to the Editor 'New Sense of Purpose' THE CHARU5 WHORCAN ,v»V' S•• • ,.; I.Tif ^'•• HISTORIC PRESERVATION My son, Doug, is a recent graduate of the Harry Lundeberg School of Sea­ manship and has been at sea on the Mount Explorer since July 1, his 18th birthday. I am very grateful for the opportunity given him by the SIU. He has been transformed from a high school drop-out, who was disgruntled and frus­ trated, to a young man with a new sense of confidence and purpose. The SIU has a great program with excellent personnel and facilities at the Lundeberg School. When I listen to people like Senator Dole criticize the Democratic Party for its ties with the labor movement, I cannot but think how lucky we are that we will soon have an Administration that will listen to labor. Continued irom Page 22 Fraternally, Frederick Lawton Betliesda,Md. •' /wVtV-- Oldtimer Passes On A very special thanks to the SIU Clinic staff in Brooklyn, and to the SIU Welfare Plan for their prompt and wonderful help when I needed it most. My husband, the late Lawrence P. Hogan, was very proud of being an oldtimer in the SIU. Good sailing to all his SIU brothers. Mrs. Ada Hogan Brooklyn, N.Y. Detailed Answers I wish to thank the SIU Pension Plan for their clear and helpful answers to my question relating to my pension benefits. I appreciate the clarity of the reply and the time taken to check my f>ersonal situation in such a careful and detailed manner. Fraternally, Rune G. Olsson Grand Jet., Colo. Seventy-;one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. SIU Signs 1st Vacation Plan for inland Boatmen Continued from Page 3 bership, will result in a new vacation plan to start Jan. 1,1977. The SIU's goal in the area of vaca­ tion for Boatmen is to bring all of the Union's contracted tug, towboat and dredging companies into the Seafarers Vacation Plan one-by-one as each com­ pany's contract comes up for renewal. For a Boatman to be eligible for the vacation benefit, he must be employed by a company(s) that is contributing to the Seafarers Vacation Plan and have accumulated at least 90 days of employ­ ment after the effective date of the con­ tract with that company. In other words, for each 90 days worked, the Boatman would be eligible to collect vacation benefits. The payment schedule for vacation benefits varies depending on the group (there are five of them), or rating, a a man sails. Group I includes the ratings of senior captain, junior captain and captain. Group U includes mate, pilot, chief mate, senior chief engineer, chief engi­ neer, junior chief engineer and pilot operator. Group III includes the ratings of senior barge captain, barge captain, as­ sistant engineer, refrigeration techni­ cian, second mate and leverman. The ratings in Group IV include ableseaman, cook, tankerman, bargeman, lead deckhand, deck mate, utility engi­ neer, trainee pilot, trainee engineer, oiler striker and chute operator. Finally, Group V includes deckhand, ordinary seaman, utilityman, wiper and deck linesman. The following vacation rates are based on 180 days worked in each of the three years of the contract. Therefore, in the first year of the con­ tract, Group I men working 180 days would receive $700 in vacation benefits from the Seafarers Vacation Plan. The second year of the contract, the benefits increase to $950 and the third year to $1,200. Group II men would receive $600 the first year, $800 the second year and $1,000 the third. Group III men would receive $550 the first year, $700 the second year and $900 the last year of the contract. For Group IV men working 180 days in each of the three years, the benefits would be $500 the first year, $600 the second and $800 the third. And for Group V men, the benefits would be $450 the first year, $550 the second and $700 the third. The benefits described above are based on the industry-wide plan which will be established for all Boatmen. However, since the Boatmen employed by Steuart had an extensive company administered vacation plan, the Union negotiated higher benefits for them. The benefits mentioned above are neither the minimum nor maximum available. Boatmen may get either higher or lower benefits depending on the number of days worked. For in­ stance, if a Group I man works only 90 days in the first year of the contract, he would receive $350 in vacation pay. But if he worked 270 days, he would receive $1,050 in vacation money. The money provided SIU Boatmen through the Seafarers Vacation Plan will supply these members with a sig­ nificant increase in their annual in­ comes. Although only two inland companies have been brought into the Seafarers Vacation Plan so far, the SIU, in a few years will have expanded this to cover all SIU Boatmen working for the Union's contracted inland operators. The Steuart contract negotiating team included SIU Boatmen Orville Pruitt, James A. Allen, Bill Crockett, Jerry White, Williard White, Bill Dean and Wendell Miles. Happy ^dm^sgiving Carter Victory Highlights Labor's Role in the Election Continued from Page 5 (D-Wisc.) who polled 1 percent, or 654,770 votes. As close as the popular vote was, a swing in Carter's favor of about 1.75 million, two other elections in recent memory were much closer. In 1960, John F. Kennedy nipped Richard M. Nixon by 110,000 votes, and in 1968 Nixon beat Sen. Hubert Humphrey (DMinn.) by 550,000 votes. The closeness of the Carter victory, and the indispensable role labor played in it, is better demonstrated in the final tally of electoral votes, the tightest in more than 50 years. Carter got 297 electoral votes (27 more than needed to elect) while winning 22 states and the District of Columbia, to 241 elec­ toral votes for President Ford. As it turned out. New York, which Page 34 holds 41 electoral votes, was the pivotal state. If New York, which went to Car­ ter by 275,000 votes, had gone the other way, Gerald Ford would still be President next year. However, a heavy turn-out-the-vote effort by labor in New York, coupled with the traditional ILGWU sponsored rally in New York City's garment dis­ trict, put Carter over the top in the state. Labor also played a key role in turn­ ing out the vote for Carter in such crucial states as Pennsylvania (27 elec­ toral votes) and Ohio (26 electoral votes). AFL-CIO President George Meany saluted the Carter-Mondale victory as evidence that "the nation needed and wanted a Government of compassion, whose primary concern would be the welfare of the American people." Meany pledged that as President Carter "sets forth to solve the problems facing America, he will have the full cooperation and assistance of the AFLCIO." The AFL-CIO president extended his personal thanks to "the thousands of union volunteers who worked tire­ lessly for this victory and for the large turnout of workers at the polls. I am proud of each and every one of them." An independent syrvey showed that, nationwide, union households repre­ senting literally millions of voters gave Carter a 60 percent to 40 percent majority. As he noted so often in his campaign. President Carter will pledge his Admin­ istration to getting America's millions of unemployed workers off the unem­ ployment lines and back to work. In victory. Carter called President Ford a "good and honest man." House, Senate Flections When Jimmy Carter takes the reins of Government, he will undoubtedly have a cooperative Congress to work with. In this year's elections, the House of Representatives retained its political makeup, with the Democrats holding on to at least a 2 to 1 majority. In the Senate, which had 33 of its seats up for election, the political pend­ ulum didn't move an inch as the Demo­ crats held on to an identical 62-38 seat majority. The Republicans actually de­ feated seven of the 22 Democratic in­ cumbents up for election, but the Dems came back to win seven of the 11 Re­ publican seats at stake. Seafarers Log �'-• :>•_»: mr' 17 Get Full "A" Books With the successful completion by 17 more members this month, the "A" Seniority Upgrading Program has now graduated 297 Seafarers with full "A" book status. The graduates this month are: Craig Smith, Robert Miller, Mike Bacha, Randolph Boiling, Dave Taylor, Scott Jansson, Warren McLain, Robert Scotten, David Millard, Daniel James, Freddie Goethe, Mike Gunter, Eddie Washington, John Quirke, Brian Sowatzka, Kenneth Hall and Robert Martin. The purpose of this program is to give new full book members a chance to sharpen their seafaring skills and at Not only does the "A" Seniority Pro­ gram benefit the new full book member who will have greater shipping oppor­ tunities with his "A" book, but it also benefits the entire membership. The brothers who graduate from this pro­ gram are valuable additions to our Union's membership because they are well prepared to take on the responsi­ bilities and obligations of a full "A" book member, thereby increasing the SIU's strength and unity. Brian Sowatzka Randolph Boiling Seafarer Brian Sowatzka began shipping with the SW in 1971 after graduating from the Harry Lundeberg School as a trainee. Sailing in the deck department, Broth­ er Sowatzka also ob­ tained his AB's ticket through the pro­ gram at the Piney Point school. Brother Sowatzka was born in Wisconsin and now lives in Lake Tomahawk, Wise. He ships from the port of Tampa. Mike Gunter the same time gain a better understand­ ing of our Union's operations, functions and goals. Seafarer Ran­ dolph Boiling first shipped with the SIU in 1972 after graduating from the Harry Lundeberg School. Sailing in the deck depart­ ment, Brother Boi­ ling returned to the school to earn his AB ticket before starting the "A" Seniority Program. Brother Boiling is a native and resident of Slidell, La. He ships from the port of New Orleans. Daniel James Seafarer Mike Gunter started sail­ ing with the SIU after finishing the trainee program at the Harry Lunde­ berg School in 1973. Shipping out in the engine de­ partment, Brother Gunter also earned his FOWT endorse­ ment at the Piney Point school. A na­ tive of Wilmington, Calif., Brother Gunter now lives in his hometown with his wife, Shizu. He also ships from the port of Wilmington. Seafarer Daniel James has been sail­ ing with the SIU since graduating from the Harry Lundeberg School in 1974. Brother James ships as an AB, a rating he studied for at the Piney Point school before entering the "A" Seniority Program. Born in Penn­ sylvania, Brother James now lives in San Franscisco and ships from that port. Eddie Washington Mike Bacha Seafarer Eddie Washington gradu­ ated from the An\drew Furuseth Training Program in 1968 and began sailing in the engine department on SW ships. Before start^ ing the "A" Senior­ ity Program,. Brother Washington upgraded to QMED at the Harry Lundeberg School. Brother Washing­ ton is a native and resident of Mobile. He ships from the port of New York. Seafarer Mike Bacha graduated pom the New York Andrew Furuseth Training Program in 1970 and began sailing in the engine department. Before attending the "A" Seniority Upgrad­ ing Program, Brother Bacha obtained his QMED endorsement at the Harry Lundeberg School. Born in Ohio, Brother Bacha now lives in New York and ships from that port. Warren McLain *1 Seafarer Warren McLain has been sailing in the engine ^ department since graduating from the Harry Lundeberg School four years ago. Brother Mc­ Lain returned to the Lundeberg School for his FOWT endorsement before be­ ginning the "A" Seniority Upgrading Program. A native and resident of New Orleans, Brother McLain ships from that port. November. 1976 Robert Scotten Seafarer Robert Scotten began sail­ ing with the SIU after graduating from the Harry Lundeberg School in 1973. Brother Scotten, who ships in the engine de­ partment, also earned his FOWT endorsement at the Piney Point school. A native and resi­ dent of Philadelphia, Brother Scotten ships out of that port. David Millard Freddie Goethe Seafarer David Millard started sail­ ing with the SIU in 1972 after graduat­ ing from the Harry Lundeberg School. A member of the engine department. Brother Millard re­ turned to Piney Point to upgrade to FOWT before at­ tending the "A" Seniority Program. Brother Millard is a native and resident of Tampa, and ships from that port. Seafarer Freddie Goethe has been sailing on SIU ships since 1971 when he graduated from the Harry Lundeberg School. Shipping as a day-working AB, Brother Goethe also earned his A B ticket at the Lundeberg School before starting the "A" Seniority Program. Brother Goethe is. a native and resident of Jacksonville, and ships out of that port. Scott Jansson Seafarer Scott Jansson graduated from the trainee program at the Harry Lundeberg School in 1973. Shipping in the deck department. Broth­ er Jansson also earned his AB ticket at the Lundeberg School. Brother Jans­ son is a native and resident of Auburn, Miss. He ships out of the port of New York. ' i Kenneth Hall ' > Seafarer Kenneth Hall first shipped with the SIU in 1965. A member of the deck depart­ ment. Brother Hall upgraded to FOWT and electrician at V-R. ivsHarry Lunde/r.'ix berg School before attending the "A" Seniority Program. Born in Tampa. Brother Hall now lives in New Jersey and ships from the port of New York. 'if' i,:! : •/; > •..'i ••• -J )• • T ^ i'- I ^ I ' Robert Miller Robert Martin Seafarer Robert Martin graduated from the trainee program at the Harry Lundeberg School in 1974. Sailing in the engine department. Broth­ er Martin returned to the school to upgrade to FOWT before entering the "A" Seniority Program. Brother Mar­ tin is a native and resident of Brooklyn, N.Y., and ships from that port. John Quirke Seafarer John Quirke finished the trainee program at the Harry Lunde­ berg School and be­ gan sailing with the SIU in 1973. Broth­ er Quirke returned to Piney Point to earn his AB ticket before entering the "A" Seniority Up­ grading Program. A native and resident of Brooklyn, N.Y., Brother Quirke ships from the port of New York. Craig Smith Seafarer Craig Smith has been in the SIU since 1974. A graduate of the trainee program at the Harry Lunde­ berg School, Broth­ er Smith upgraded ' FOWT at the •I school before at­ tending the "A" Seniority Upgrading Program. Brother Smith is a native and resident of New Orleans and ships from that port. Seafarer Robert Miller first shipped out with the SIU in 1970 after graduat­ ing from the Harry Lundeberg School. Sailing in the en­ gine department. Brother Miller also upgraded to FOWT and pumpman at the Lundeberg School. A native and resident of Plymouth, Conn., Brother Miller ships from the port of Wilmington. 'J ia • •: V Dave Taylor Seafarer Dave Taylor began sail­ ing with the SIU four years ago when he graduated from the Harry Lunde­ berg School. A member of the deck department. Broth­ er Taylor ships as AB out of the port of Seattle. Also a native of Seattle, Brother Taylor still lives in his hometown. pi I -I Blue Ticket AB Rules Blue Ticket ABs (12 month) who have accumulated two years of watchstanding seatime since passing their Blue Ticket examination may now ob­ tain their Green Ticket (Unlimited— Any Waters) without taking an addi­ tional examination. You can apply for your Green Ticket at any Coast Guard office when you have accumulated the required seatime. Also, Harry Lundeberg School grad­ uates arc now eligible to enter the AB Upgrading Course at the School after accumulating eight months seatime as an OS. All those who have the required sea­ time are urged to apply for this program. irT Page 35 r' •••IJ * �I ll The Harry Lundeberg School of Seamanship "For a better job today, and job security tomorrow. 'T'HE Harry Lundeberg School of Seamanship IS a center of vocational and academic educanon for all SIU memhe .s, whether they sail deepsea, on the Great Lakes or on the nation's network of inland waters. Since the Lundeberg School was founded on i^ts present site at Piney Point, Md. in 1967, it has grown to be the largest educational facility for boatmen and unlicensed Seafarers in the U.S. The School offers wide-ranging educational programs for all SIU members that will enable them to upgrade to higher ratings and higher paying jobs aboard deepsea vessels plying the oceans and Great Lakes, or on tugs and towboats working the harbors, rivers and coastal trades of our nation. The Lundeberg School's career oriented pro- Brother Donald St. Don, a 34-year34-vearold Seafarer from New Bedford Mass recently received his high school di­ ploma through the General Educational Development (GED) Program at the Hany Lundeberg School, Piney Point Md. ' Brother St. Don, who has been a Sea­ farer for four years, learned of the GED upgrading to QMED at the school. He also holds endorsements for refrigeration mechanic and firefighting."IVe always wanted my '^'Ploma. It's something everybody's got to have and it is important to advance your career," he grams are specifically designed to enable our merahers to upgrade themselves to the top of ^ir individual departments in a minimal amount of time. And the School's staff of instuctors, which includes experts from all areas of Ae maritime industry, has adopted the most modern teaching aides and techniques to make ea:ii;\~od: In addition to vocational courses, the School has developed excellent academic programs in niath, science and social studies to make some of the more difficult vocational material more understandable. These academic programs can also lead to a high school equivalency diploma for members interested in the School's vei-y Educational Development (GJiiD) Program. The following three pages of the Log outline course descriptions, requirements and starting dates for the deepsea and inland waters courses offered on a regular basis. However, there are many important courses not described here which are offered at wider intervals. These courses are named in the Directory of All Vp. grading Courses, reprinted on the following page. If you are interested in them, or any other of the Lundeberg School's vocational or academic programs, fill out the upgrading applicaHon adjacent to the Directory and mail it to the iJchool A Lundeberg staff member will then send you all pertinent information concerning the course you would like to take. The Lundeberg School was founded and developed for the betterment of all SIU members. Use It for your own good.! Seafarer Graduates From rrOlfl CEP Program at HLSS Course Directory Following is a directory of all courses, both deepsea and inknd waters, that are offered at the Lundeberg bchool. If you are interested in taking one of these courses, fill out the applJ . cation on the adjoining page and a Lundeberg staff member will provide you with pertinent information concerning starting dates, requirements and complete course description. DEEPSEA, LAKES COURSES . . sdiu. "The school has the best teachers " St. Don noted, adding, They're not like the teachers back home. Here, they have a lot of pa­ tience and don't down you for not Knowing something." Seafarer St. Don doesn't think he could have gotten his diploma anywhere else. You can t do it on your own, you need someone to help you." Brother St Don recommended the school's pronght foolish not to take advantage of the opportunity the school offers." in RmTpoim^Md *• "'8 Lundeberg School SIU Gives 7 Scholarships to Members, Dependents lother part Dart of of tb^ <?TTT'o Another the SlU's total educational program for its members is the Union s College Scholarships Fund. Each year the SIU awards five $10,000 fouryear scholarships, of which one is reserved for a Union member and four for depen­ dents of members. The Union also awards two $5,000 twoyear scholarships reserved exclusively for members. The two-year scholarships offer various opportunities especially for the member who plans to keep shipping. In such a program you may develop a trade or skill which would improve your per­ formance aboard ship as well as helping you obtain a better paying job when you are ashore. The $10,000 scholarships may be used any ac­ credited college or university in the U.S. or Its territories. In regard to our members, application requirements are geared for the man or _ ^tcoholism is a major problem. One out of eoerylOAmericam who drinkhm a seriout drinking problem. Alcoholism is a disease, hcan be treated > I' -".v woman who has been out of school for a number of years, so you will only be competing with other seamen with similar educational backgrounds. The awards are granted in April of each year and the deadline for the receipt of all applications IS usually around April 1. Eligibility requirements are as follows: tiifll r J nf ac­ tual employment (three years for the oar em or guardian of dependents) on veS employment on a vejel in the six-month period immedi­ ately preceding date of application. nmT Page 36 M'--.:'- ie,.. Deck Department • ^le-seaman, 12 Months Any , Waters ^ Able-seaman, IffilimifcdAny ^ ^^ ^ters • ^ Lifeboatman Quartermaster ' vessel f^P'oyment vessel in^b in the previous calendar year. on a Fick up a scholarship application now. They are avaUable for you and your dependents at the local Union hall or bv writing to the Seafarers Welfare Plan, lyn, RY. 112lf Engine Department^ • Fireman, Oiler* Watertender ' (FOWT) • QMED—-Any Rating -T • Advanced Pumpman Procedures • Automation , • LNG-LPG ' f Refrigerated Containers • Welder ' • Diesel Engines Steward Department • Assistant Cook • Cook and Baker • Chief Cook • Chief Steward , INLAIVD WATERS COURSES • Able-Seaman • F'"e-Towboat Operator ; ' Original Towboat Operator • Uninspected Vi.J: set Over 300 Gross Tons Upon Oceans • First Class Pilot • Radar Observer • Pre-Engineer Diesel Engines • aiefEngineer^ Motor Vessels * '" %vf Tankerman 5 Towboat Ldand Cook • ' Vessel Operator Management " flnd Safety Course ^ Seafarers Log " �'T 12 Boatmen on Course for Master or Mate Licenses itainine a license as a master or mate mato Obtaining for uninspected vessels on the oceans is a big step in career advancement for Boat­ men. The Harry Lundeherg School has a course for men who wish to obtain this license. Currently 12 Boatmen are enrolled in I lie course, which is 10 weeks in length. Tiiese men are of different ages and come from different ports, hut they share the same goals of a better job and higher pay. The Masters and Mates Course will help them reach that goal. During their 10 weeks at the Lundeherg School, they learn all the facts and skills they need to pass a lough Coast Guard licensing examination. They study celestial navigation, rules of the road, chart navigation, handling of tugboats, seamanship, aids to navigation and safety. In addition, they will complete a certified Cardio-Pulmonary Resuscita­ tion (CPR) Program. When they complete this course, these men will have achieved a major goal and significantly advanced their careers. And this is the purpose of the Harry Lunde­ herg School—to provide all SIU mem­ bers, on the seas, the Lakes, and the water­ ways, with the education and skills they need to build their careers and enjoy to the fullest the benefits of membership in the SIU. I v • ( H:: I, Tit.T-9,. 'J •• , ] ^ • !P : •> .. - itiil Students get practical Instruction in chart reading and navigation during their classroom time. Shown in class with their instructor, John Luykx, are (left to right) L. W. Gibbs (Houston), Sam Rowe, Leonard Downs, Ruben Salazar, Leon Mansfield, and Lennard Fuller (Houston). K .. LUNDEBERG UPGRADING APPLICATION Name. ^ (Last) : )• I'i Date of Birth (First) • I (Middle) 1i Mo./Day/Year ^ l/ j Address I I - (Street) (State) Shown as they practice using the sextant are (left to right) Boatmen Jesse Williams (Houston), Steve Nelson (Corpus Christi), Bert Thompson (Houston), and Jim Walters (Houston). (Zip Code) (Area Code) Inland Waters Member • Lakes Member • I Book Number. I j Date Book Was Issued I Social Security #_ I Piney Point Graduate: • Yes No • (if so, fill in below) I I Entry Program: From to. I I I fl Telephone #. (City) Deepsea Member • 'iH Seniority Port Presently . Registered In Port Issued. ; -• - ( .r, Endorsement (s) Now Hcld. m I.. Endorsement (s) Received (Dates Attended) f: I Upgrading Program; From. Endorsement(s) Received .to. (Dates Attended) Do you hold a letter of completion for Lifeboat: 'i. • Yes • No; Firefighting: • Yes • No I I I j Dates Available for Training . (Refer to Directory for all course listings.) I: I Am Interested in the Following Course(s). • , I I I II I I I RECORD OF EMPLOYMENT TIME—(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE V I-; Li !• i SIGNATURE. Brother Larry Long, left, practices chartwork in class, as Leon Mansfield, right, operates the LORAN aboard the Daunf/ess. j it - I Leonard Downs (left) and Sam Rowe,of Norfolk, are shown as they use the gyro-repeater to take celestial and surface bearings. Brother Rowe said that the upgrading program is "a great way to improve yourself." November, 1976 J 'l DATE. , !I RETURN COMPLETED APPLICATION TO; LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 vL-'ij ' *^'ii f i Page 37 �52SHavc SEAFARERS POUTICAL ACTIViTY DONATION BROOKLVN, N.T. 11232 •78 FOURTH AVENUE llMiateil $100 or , S.S. No.. Date. .Book No.. Contributor's Name. Address. . 9Ute City .Zip Code More Ttt SPAII SPAD is a separate secreiiated fiindj Its proceeds are used to forther;-lts object 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 politicial candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union (SlUNA AGLIWD) or of employ­ ment. If a contribution is made by reason of (he above improper conduct, notify the Seafarers Union or SPAD at the above address, certified mail within thirty 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. Since •cjiinning nf '70 (A copy of our report is filed with the Federal Election Commission and is available from the Federal Election Commission, Washington, D.C.) Signature of Solicitor No. 1976 Port The following Seafarers and other concerned individuals, 528 in all have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1976. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political JFK Payoffs for Williomsburgh, Columbia, Neches B ecause the 225,000 dwt supertanker, the TT Williamsburgh (Westchester Marine) can't dock in the continental United States, and because the 37,000ton U.S. Naval Ships Columbia and the Neches are on shuttle runs in the Far East, Seafarers on these vessels who had completed their signed ship's articles were flown from overseas to payoffs at JFK Airport, New York recently. The Columbia and the Neches were the former Falcon tankers SS Princess and Falcon Lady^ once operated by the Iran Destiny Co. The ships are run by the Militaiy Sealift Command. Seaforers have been riding the two fully-automated ships since the early part of this year for the Mount Shipping Co. of New York after the firm won a one-year contract in competitive bidding with 60 other U.S.-flag operators. i < C- J:' SlU Patrolman Teddy Babkowski (seated center) is at a JFK Airport payoff In New York City on Oct. 24 with part of the crew of the U.S. Naval Ship Columbia (Mount Shipping). Seated right Is Recertified Bosun Billy K. Nuckols, ship's chairman and from left, standing are: ABs GIno Bousson, Basir Zaine, and Mike Delaney; Engine-Deck Utilltyman Lee Drennen; AB Dave McNeil and Steward Delegate M. Hussein. Another JFK Airport payoff last month was for the USNS Neches (Mount Shipping). SlU Patrolmen Ted Babkowski (seated far left) and Jack Caffey (seated 2nd left) make out Union dues and SPAD receipts for AB Rick Forrest (standing center), Cook and Baker Tom Maley (standing right) and QMED George Elot, Jr. (seated right). Here's the USNS Columbia tied up at North Pier, Yokohama, her home port. SlU Representative George RIpoll (seated left) shakes hand of OS Sal Noblle (far right) on giving him his SPAD receipt on Oct. 28 at a JFK Airport payoff at the Holiday Inn there. Waiting their turn from the TT Williamsburgh (Westchester Marine) are, (I. to r.): Chief Steward Frank Costango, secretary-reporter; Utilltyman Ahmed Sallm and Messman Bob Page. The crew was flown in from Greece. �r — from preceding activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Thirty-four who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, eight have contributed $300, three $400, one $500, one $600, and one $1,100. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commis­ sion, Washington, B.C.) SPAD Honor Roll AbrMmtjR. AcmdOfV. AdaaMoii,R.R. Agniinr,!. Agoflair^A. Alr,R. AJieiaindar«G. Alexander, H. Aigiurin,M. A11,N.M. Allen,!. Alomo,!. • I •••: Alfaicx,P. Annit,K. i,W. ,P. Andenon,A. ABdecBon,A. ABdenon,D. Andenon,E.C Anderson,H. Aiidetw«,R. AnderaonjIL Aners<Hio,C Anni>,G. AnticI,M. Antonio,!. A4aino,G. AK!iliiald,H. Ai«Hilca,A. _^;.';''Ati^!. "•AieK^,S. Atidaion,D. A*iapiiOII,i£. A*aiil,IS.-iiniiiEoxidd,'T. 4'^ Bndgett,!. Baiiy,D. Bartiett,!. Bean,C BeedtinK,M.E. ilclllnter,W. Bennett,!. Bc^firia,!. BeiHgteln,A. Bjoi!Bnon,A. Btanfon,M.!. B!onstetn,D. Binitt,!. Bobalek,W.!. Bonser,L. Bortz,C. Bmidiean,R.!. BO«SNHI,E. Boyie,D. Boyne,D.F. Bindley,E. Bnuinan,G. Brown,G. A. Brown,!. Rrown,!. Biyan^B. BIKCI,P. Bmlat,F. Bafce,T. Bimiette,P*' Baifon,SL Bnysee,1i. Bynie,E. Byrne, W. Caiillda,S. Caffoy»!. Cidn,F. CanqMA. CaiapMi,A.G. CamplM^H. Caiieila,F.!. C8iaba«o,iL Caibone,V^ Caraidlo,ir Cherire,!. Cirignano,L. Cllffofd,R. Cofone, W. Coniptoo,W. Conidin,K. Conner,S. Cooiunans,R. Cooper, N. Cooper, W.D. Cosfauiga,F. Co8telio,M. Conrfney,!. Craig,!. L. Crawford, W. Crocco,G. Cross, M. Cniz,A. Daris,!. Davfa,!. DaxB,!. DeBarrios,M. DeChanip,A. DegnxBnui,F. DennMoe,!. Dickey, W. Dfliing,L. l>oak,W. DolMon,T. Dol^^D. Dongias,V. Dowd,V. DrngKdii,A. Drake, W. Drosak,P. DttBoie,N. OnPaoia,R. Dwyer,!. Dyer,A. Eddin,!. EiiiB,P. EscaliMM,D. Eqpinoea,R. Fagan,W. FanningjR. Fmner.D. F«niea,F. Fnnt,!. Fay,!. Fayad, A. FerTgoson,M. Fietciwr,B. f1orons,C. Forgeron,L. Foster,!. Foz,P. Fkanco,P. FlRBnk!r.,S. Freenuu^B. Ftonnfdltcr,D. Fnentes,!!. Fli^W. Foifond,S. Fnnk,W. F\nnkawa,H. F^li, S. G8iiiiro,M. Gaiicki,H. GaIii80S,P. rtlolHnnij WGaBWMB,K. .Gpniy»F. ' ' Garda,P. Garcia,R.F. Gair%an,M. Gaikili,lL Ganiw,!. Gcitiie,C GiM,Di Gioin8,S. Giidewcii,T. Goff,W. Gomez, M. Gonzalez, C. Gooding, H. G<»bea,R. Go68e,F. Greroe,Ii. Gtjina,y. Gtoii,W. Goernsey,W. Gnidry,F. Gnfllen,A. Gnderr^C. Iiaber,E. llagen,B. HaD, E. IIan,M. HaU,K.M. Haii,L. Haii,W. Hainblct,A. Hairb,!. Hart,R. Ha88an,H. Has8Ni,B. Hayes,K. HiQmes,B. iIebert,T. Bdfaner,B. Aimfla,E. Hendrick,R.G. Ifernandez,E. Hflronz,A. Hidaii,A.A. H[incs,T. liiBtze,C. Hoift,E. Hotaa^E. Honmyonponr, M. Hdnd(o,S. Hoaciiins,C.Bf. HndBon,S. HnffBian,R.L, HnSord,!!. Hns8ein,M. Hnttmi, G. IOvino,L. !acolMi,R. Annswn,S. !<dinson,A. !<duison,C. !<duison,R. • !(»ie8,!. !one8,!.R. !ones, T. !ose^,E. Kanak,W. Kastina,A. keUy,!. Kendrick,D. K»niwe,&-..,:^:: Kecr,R.A.; Kiliffiey,!. KifalieiM,B. Kizzitc,C. iaein,A. Kbllowitck,W. Konbck,T. KowntdUfi. Kramer, M. Kn8inioto,Y. LanAert,lL Lawrence,M. ^ Leader,W. Lebda,F. Lee, H. v Les,Ku" $1,100 Honor Roll Christenberry, R. A. S600 Honor Roll Ponieilane,R. $500 Honor Roll Rkhonx,!. $400 Honor Roll Dryden,!. Pansier, L. Liiiedaid,IL $300 Honor Roll Brooks, S.T. Coniey,M.,Msgr. ApostiesiiipoftiieSea CnnninginumW. Fetfara,A. Haii,P. McFariand, D. Nielsen, K. Paczkowski,S. $200 Honor Roll Aigina,!. Aipeda,!. Bamman, G. Bergeria,S. Brand, H. Browning, G. Bni,R. Coker,D. Ciirtis,T. DiGiorgio,!. Drozak,F. Dudley, K. EciievaiTia,R. Foster, W. Lesnansky,A. Loma8,A. Lombardo,!. Mahw,T. McCaiiogh,L. Morris,!. (Mesro,C. Poik,E. PnHiBii,!. Pnirer,E. Qninter,!. Reck,L. RkUwrg,!. Sana€o,C. Sanchez,R. Sannder8,L. Seabron,S. Sfewart,E. Terpe,K. Zioikowskf,W. Ldoadc,L. Leo, A. Lescovlch,W. Lessard, A. Libby,H. Lighlfoot,R. Lindsey,H. Lobodat,T. Log Staff Logne,!. Loieas,P. Lopez, R. Mi^;rod«r,W. Maiensky,G. MaidonBdo,0. Manafe,D. Mancini,R. Mandene,S. Marcns,M. A. Marineiii,P. Martin,!. Martin,!. Martin, T.!. Mask,W. Matson,!. Matthes,B. Mattiiey,N. Mavdone,S. McCartney, G. McCiinttm,!. L McDeIlas,C.M. McEln»y,E.L. MdKay,D. McVay,H. Mears,F.!. MeBadea^A.^ Mercer,!. MMord,H. Middleton,a Blignano,B. Mize,C. Moiiacd,C. Mow^!. Mongeiii,F. Moody,0. Mo«mqr,E.X. BfRnMMy,S. Moore, W. Monjs,E. Morris,E.W. MmriB,W. Miwrison,!. M<Mrtensen,0. Mnnsie,!. Morniy,R. Myerchak,!. Myers, H. MJTOXIL. Ndpoii,F. Na8li,W. Nelson,!. Newberry,!. Nieisen,R. Nielsen, V. Nortbcott,!. OVriemE. Oettei,F. Okrog!y,ILA. CHirera,W. 01son,F. Paiadino,F. Paiano,!. PqpaiBiuinoa, D. Paradise, L. Parad|ise,R. Parndi,!. Patton,S.M. Payne,0. Peraita,R.L. Perez,!. Peth,C.L. Phanenf,P. Piatak,S. Pollard, G. Pow,!. Powdl, S. Praza,L. Prentke,R. PrevaSjP. PreTatt,C. Prindle,D. Prott,T.L. Psaleh,A. Pnrgvee,A. QnankOjL Qniles,R. Qninamwz,R. Ratcliff,C Reed, A. RciBOsa,G. A. Rdnosa,!. ReUe,!. Reynolds, H.T. Riddle,D.W. Ries,C. Riley,E. Ripoll,G.M. Rima,A. Roades,O.W. RiDberts,H. Roberts,!. Robertson, T. RoUnron,!. Rodrktnez,F. Rodilgnez,!. RodMBaez,R. Ro^!.T. Rogm»G. Ron^,C. Rostfio,P. R^,B. Ri^{rid,F. RHI,G. Rna80,M. Ryan,!. Ry»i,N. Sacco,M. Sacco,!. Salaar,R Salei^F.N. Salky,Ri Sancliez,A. Sandhe2^M.E. Saii8H',A. Santos,F. Sapp,C. Schawbland,!. Sclinffeis,P. Scott,C. ScnDly,!. Seagord,E. Seiix,F. Selzcr,R. SdKr,S. Sengeknib,B.!. Sep*'ivcda,R. SeclB,M. Sgag|iardich,A. Shackelfofd,W. Snnp, G. Sharp,T. Shaw,L. ShNiaan,R. Sholar,E.W. Sigler,M. Slva,M. Si^y,R.A. Skonipski,E. maflsar,K. Sinitli,H.C. Sniith,R. Smith, W. Snyder,!. Solomon, A. Somos,N. Sore8i,T. Spence,B.Ri Siiepar^E.S. Spiegel, H. Sta^,F. Stearns, B. Ste^iens,C. Stevens, iL Stevens, W. Stever,lL Straass,H. Stnbblefield,P. Stnbblefield,W. Stobbleficd,B. Sollivan,W.!. Shmnann,!. SiiiTick,R. Swidersld,!. Tannar,C. Taylor,F.E. TBy*"»G. Ta^OT,S. Tdega^C Teti,F. llNHnas,!. l]ion9son,G. Tirclli,E. Yowns, R, , 1>oy,S. Tnraer,G. UIBse,T. Vallejo,A. Vattdeiiende,D. yelazqnez,W. yelez,A. y«zoB,R. yogel,A. yogd,c. yiikinir,G. Wagnar,M. Walkar,F. WaBEar,T. Waflk«r,W. WaHis,!. Waltas,!!. Ward,C. Wadiington,E. Wass,K. Weaver, A. WeIber,H. White, F. White, W. Wflburn,R. Wlllianis,L. Wilson, B. WBson,C.W. Winder,R. Wing6eld,P.G. Whm,L. Winqiiist,G. Wolf,P. Worley,M. Wotster,R. Wright,A. Yafai,K. Yakel,R. Yarmola,!. Yonng,!. Zeioy,!. Zielwinski,& . Ut 1:- • K r:| ^ i', , Ht • •' 3 i IC ' '• • f-1^. "Ji *. i ^ '• 1-^ I .'t- V7 -f'i i ••i >^i V - .} i vi: - -• t : I a«,T. ' .1 Page 39 •l? 1 "f 11 f1 November. 1978 11 Ii < * I'l �••SEAFARERS w LOG November, 1976 «Mticial pubUcatiM af the SEAFARERS INTERNATIONAI. UNION• Atlaatle, Onlf, Lakas and loIandWatara District* AFL-CIO liiiSiiii nm - '^0 mh 7\' A f.f. V- - J %A: r-1: f J ®'' - 4 ' "" , I \ ' I \:m a-y, 'V V ..V, "-.-1 f&t'XXX-'X/ 04 ^®iil • • •'4Ai0§ii •X" '- < : S4'4V:: tr .' 1 V'.-'j'.-" ' '• 0i04x$40 f'A- " 'i . , - .01 , ' / , -"jMyB" , . • y ^0' i ^03' \I - '* . » J X" ^ • . .. ix: ^'\~-- x:Ax'ci^-':: r< „-V ' I: I I -y ^x'""» L ./: -.-,Va':jg"7jJ V."' • \y-'W " — m —•C' '. ' M » -a- life of a Seafarer brother or your own. All you have to do is donate one pint of your bic^ to the Union's Blood Bankso you, yoin dependents and shipmates wUI h lifetime supply of life-saving blood ayailable when an emergency strikes. The transfusion of blood is available to you and yours no matter if you are stricken at sea or ashote or''Where :y family resides. Just ask your port agent about the details. 0CA^''44 • y...-:. MX'A'A I. an adequate supply of blood on hand always, ail you would have to do is give a pint of blood eadi year. Then you would be fulfilling your individual responsibility to your family, your iiAAxx 'xW-'-K Brothers of the Sea and yourself. I ? (. i '' ' f) 11 I been in existence, 10,000 pints of blood ut clinic alone. As blood is always needed, why don't you give a pint of blood at the medical Taciiity in your port or when you are at the |S1U Medical Chnic at |lfeu will never be sorry that you did. ta" X'H" .1 ' U4m:tX;zXi?.i::XS9 / -TJAM 'U i ^ • -V'.,y•' 'iij.X' u/rXxXl- f. i'^ u.00;•' .'.C,. • 4 y;:i.%r;!' AXxx'A � 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 November 1976 Description An account of the resource Headlines: TUG EILEEN C. SINKS; COOK DROWNS UNEMPLOYMENT UP TO 7.9% AS THE ECONOMY LAGS BLAZE CRIPPES SS SEATTLE IN MIDATLANTIC SIU STRIVES TO KEEP LAKE MICHIGAN FERRIES AFLOAT SIU SIGNS 1ST VACATION PLAN FOR INLAND BOATMEN DISCUSS SIU-IBU MERGER AT P.P. MEETING HEALTH, SAFETY ON RUNAWAY SHIPS ATTACKED BY ILO CARTER VICTORY HIGHLIGHTS LABOR'S ROLE IN THE ELECTION MEANY NAMES HALL, 4 OTHERS TO PANEL ON LESILATION FOR CONGRESS SIUNA BACKS MC@S VS. JAPANESE CARTEL'S POOLING COAST GUARD REMISS ON CREWS' HEALTH, SAFETY, SAYS HLSS HEAD DELTA, 2 OTHER LINES FACE LOSS OF CARGOES UNDER BRAZILIAN LAW GOVERNMENT STUDY RECOMMENDS STORING OIL IN LAID-UP TANKERS HALL SEES TARIFF CUT AS LOOPHOLE IN 200-MI. FISHING LIMIT SCHOLARSHIP WINNER FINDS TEACHING REWARDING HLSS PRESIDENT ELECTED CO-CHAIRMAN OF THE NTATC IN 1977 SOVIET SUBVERTING OF GRAIN PACT FOCUS OF NEW TALKS NEW TANKER SS ZAPATA ROVER CREWS IN SAN PEDRO HALL URGES CONSTRUCTION RESTART ON CROSS-FLORIDAL CANAL BAD NEWS - SEVEN SHOTS! FATE SEEMS TO LINK BOATMAN JIM BERNACHI TO THE RIVERS HEW SEEN EASING ON CLOSING OF 8 USPHS HOSPITALS CALIFORNIA COULD STALL MOVEMENT OF NORTH SLOPE OIL LAKER PAUL THAYER SPEEDS COAL-ORE CARGO UNION BROTHERHOOD KEY TO ALCOHOLIC REHABILITATION PROGRAM 'THIS IS THE STORY OF MY FIRST SIX MONTHS OF SOBRIETY' A LINK IN THE CHAIN THAT KEEPS NORTHEAST WARM RIDES OUT 50 MPH BLIZZARD ON JINX SHIP TO 46-YEAR MARRIAGE SATELLITE SHIP-TO-SHORE PHONE CAN SAVE LIFE CONGRESS ADJOURNS, FOOD STAMP PROGRAM SAVED FOR NOW NAVY TURNS DEAF EAR TO COMMERCIAL TUG SAVINGS RAILROADS CRIPPLING WATERWAYS TRAINING PROGRAMS TO MEET THE INDUSTRY NEEDS PAGES FROM THE HISTORY OF THE AMERICAN SEAMEN'S LABOR MOVEMENT PANAMA SHIP, 20, SEIZED WITH $134-MILLION IN DRUGS ARGUMENTS FAVOR ALL-AMERICA ALASKA ROUTE 34-YEAR-OLD SEAFARER GRAUDATES FROM GED PROGRAM AT HLSS SIU GIVES 7 SCHOLARSHPS TO MEMBERS, DEPENDENTS JFK PAYOFFS FOR WILLIAMSBURGH, COLUMBIA, NECHES 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 11/1/1976 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. 11 1976 Periodicals Seafarers Log