http://seafarerslog.org/archives/files/original/510478a504f093f2d5bbc4a2742a5b14.PDF 01bf9ebef452812c77b0c91823b51715 PDF Text Text V 7,1 y-i j * ^ fe3 /a-'.;-."i.'-iUJ-'.E •MS .• M/' «:;!a mm ;;V ;v;Sfi^ • V m ,v,4-v'' '••""• '-'MM &M' .:^-' I . ^-' ,4 *^ • j I '^-7-. %••-,, ' . I . J.'-iJ.i !3l-. ^ ^ * f i ^ ^ i>J^ . h-miyM" -^ plffftiS?-*-W<p?' t-s^- •'• ^ R'' wP 'Miy.-r-,,-, /.'.•.^.?:cL^'^'' Great Lakes Coast Guard Seminar Held ®;7"C"'" See Special Sypptement SlU Boatmen Hold Conference -m See Page II " " '';^ . iM. A&C Members Approve Merger Talk ilw :%;; W. C. Tankers 7'; -v;.'''--^T-'.v'• •'45>" !?".•' v'-'^' '-^1-/'" •. ': :- srU PV^ident Paul Hall (center), who is also a vice president of the AFL-CtO. "} ^ riiS!^s©s¥pomtr dwfhfl the meet­ ing. Flanking him ohifeleftMMi®eenberg, president emeritus pi the N RetailsVVholesale andVDepahtiRiStfjr^ and on the right is Reter ^ Bommarito, president of the United Rubber, CorH, Linoleum and Plastic ; Workers of America, Both®ceertb©^ gommarito are also vice |residems^ vc-. • ^ �SlU Also Scores Cleveland as Sole Test Center Obsolete Lifeboats. Drills Hit at Lakes CG Seminar Obsolete lifesaving equipment, un­ manned ordinary household ladders used for boarding ships, and the lack of proper lifeboat drills aboard Great Lakes vessels were recently targeted for criticism by the SIU at a Great Lakes Coast Guard Marine Industry Seminar held in Cleveland, Ohio on Mar. 2. The SIU also protested a Coast Guard plan to make Cleveland the only GREAT LAKES testing center on the Great Lakes where entry rated seamen could apply to up­ grade for able seaman, lifeboatman and ratings in the engine department. "People can now take the upgrading exams in several different Lakes ports," Jack Bluitt, SIU Detroit port agent told the Log. "Under this new plan, they would have to pay expensive transporta­ tion and lodging costs." Brother Bluitt, Byron Kelley, SIU Great Lakes area director for the in­ land waters and Dave LeBarron, assist­ ant area director, attended the seminar along with Bob Kalmus, vocational di­ rector at the Harry Lundeberg School of Seamanship. Lifesaving Equipment Calling for a new concept in lifesav­ ing equipment aboard Lakes vessels, the SIU pointed out that much of the equip­ ment is 30 to 40 years old. When a ship sinks on the Lakes, it goes down fast, Continued on Page 7 Tough Fight Ahead for Bill to Get New Locks & Dam 26 Senator Gaylord Nelson (D-Wisc.) introduced earlier this month a bill to clear the way for construction of a new Locks and Dam 26 two miles down­ stream from the old facility at Alton, 111. on the Mississippi River. No specific date has been set for start of Senate hearings on the bill, but they are expected to begin in late March or early April. Recent events in Congress, however, indicate that the fight for Senator Nel­ son's bill will be a tough one. For in­ However, Ronald Schrader, execu­ stance, at the end of last year. Congres­ sional supporters of a smiliar bill were tive director of the National Committee forced to defer action on the measure on Locks and Dam 26, an ad hoc board when a controversial user charge amend­ of top labor and industry officials, said ment was tacked on at the last minute. that despite opposition to the bill, his The bill's supporters did not want to committee was "mounting an intensive okay the imposition of tolls on the new legislative campaign to obtain authori­ Alton facility since it would set a bad zation of a replacement lock at Alton" precedent that could spread to the levy­ this year. The Locks and Dam 26 project, ing of tolls for use of any or all of the 200 traditionally free dams built for which is badly needed to clear up a navigational purposes on America's in­ serious bottleneck at the old outmoded land waters. facility, has been delayed for several In addition, when the current (95th) years by court action initiated by the Congress took office, the House Public railroads and environmental groups. Works Committee indicated they did However, the barge tie-ups at the old not want to take up legislation regarding facility, a situation that can only get Locks and Dam 26 until sometime next worse as the new project continues to be delayed, mean a lot more than a fall. Jl]© Three Simple Events Made Big Difference Throughout the nearly 40-year history of our Union—years in which we made tremendous strides for the betterment of our members through strikes, collective bargaining, organizing and politics—I have to single out three rather simple events that more than any one person or any one thing have made our Union the strong, unified organization it is today. I'm talking about the merger of the Atlantic distpct and Gulf district in 1940, just two years after we received our original charter from the International; the merger of the A&G district and the Great Lakes district in 1972, and the merger of the Inland Boatmen's Union and the A&G dis­ trict just last year. The initial merger of the Atlantic and Gulf districts I believe to be our most important for a number of reasons, including the fact that this merger broke a tradition of separation among America's maritime labor unions. In addition, this first merger enabled us to avoid unnecessary jurisdictional disputes among ourselves, and most importantly, it enabled us both to pre­ pare for a future of rapid technological, educational and political changes in the maritime industry, as well as to take these changes in stride and benefit from them instead of being hurt by them. In regard to our more recent mergers with the Great Lakes district and the IBU with the A&G district, it is still much too soon to be able to see the benefits from a historical point of view, but I believe that these mergers are working and will continue to work for this organization in much the same way as our first merger by giving us the strength and foresight to meet the problems and challenges of the future. When you look at it closely, the only real problem with mergers is timing. In other words, if the merging unions will not benefit equally from the merger, then the time is not right for the move. So far, we have been ex­ simple loss of time. Towing companies are losing cargoes and income as the delays force shippers to move some cargoes by alternate forms of transportation that cost three times more than water carriage, the most economical of all modes of trans­ portation. This in turn is costing shippers more money to move their cargoes, and it is ultimately costing the American con­ sumer more money to buy these prod­ ucts. The delay in the start of the new Locks and Dam 26 project is also cost­ ing hundreds of jobs for unemployed construction workers in the St. Louis, Mo. area, who might otherwise be onthe-job at the new site. tremely successful with our mergers because we planned them well and we timed them properly. With this in mind, I believe that the time is now right to begin the process of merger with our brother unions on the West Coast—the Marine Cooks and Stewards, the Marine Firemen, Oiler and Watertenders Union and the Sailor's Union of the Pacific. However, because the West Coast unions are completely autonomous organizations, we have offered them the merger proposal individually, which means that their respective memberships would either accept or reject the merger proposal on an individual basis. By the same token, this membership would have the opportunity to accept or reject the mergers by virtue of a secret ballot. Now the question, why a merger with the West Coast? From our own point of view, a merger of any one or all of the West Coast unions with our organization would immediately provide us with greater political, organizational and economic resources to do the increasingly complex job of representing the interests of our membership in all areas of the maritime industry. Congress and the government. More simply, we as an organization for the betterment of American seamen will be in a stronger position to cope with the problems of today, tomorrow and far into the future. The merger, on the other hand, would give the West Coast unions— organizations with good membership and good contracts but little chance for meaningful growth in their present situation—the opportunity to join with an aggressive, expanding union with the desire and resources to make the U.S. jmaritime industry a better, more competitive industry on a global basis, and an industry more capable of providing for the needs of its workers. In other words, the merger of the MCS, SUP and MFOW with the SIU AGLIWD is a fine opportunity for them and a solid proposal for us through which- the memberships of all respective unions would benefit. One more thing, I believe that a merger of the West Coast Unions with our organization is one step forward in a natural progression of mergers among maritime unions that will inevitably lead to the day when there is only one union for unlicensed seamen in this country, and one union for licensed seamen. For that matter, I believe that between now and the near future, all seg­ ments of the American labor movement will experience mergers of similar unions with similar interests for the overall purpose of providing better repre­ sentation and protection to their memberships. Seafarers, however, should not get the impression that the merger of maritime unions will take place overnight. In fact, before all the problems are out of the way, it will take some time. Regardless of the time, and for that matter regardless if any merger takes place at all, the SIU as an organization representing the best interests of American seamen will continue to move ahead as we have always done in the past. ocards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf 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. 39, No. 3, March, 1977. > y • Page 2 Seafarers Log �At American Shipper Forum Hall Stresses Need for Cargo Preference Law At an international forum on "Our Future as an Island Nation," SIU Presi­ dent Paul Hall did not need a crystal ball when he told the audience that this country's future depends on a strong U.S.-flag merchant marine. The way to insure it, Hall explained to some 500 representatives of the in­ ternational shipping community gath­ ered at the Mar. 8 forum, is to support the fight for a U.S. cargo preference program. Galvesfon U5PHS Facilify to Move The SIU has won a major battle in its long tight to preserve the Public Health Service hospitals. As tihe Log went to press, it was learned that the Department of Healdi Education and Welfare finally agreed to trans­ fer the deteriorated USPHS hospital in Galveston to a modem facility at Nassap Bay, Tex. Further details on die move will be carried in the next issue of the Log. DEEP SEA Hall was a featured speaker at the two-day forum held by American Ship­ per magazine at the New York Hilton. Thomas Gleason, president of the In­ ternational Longshoremen's Associa­ tion and like Hall a vice-president of the AFL-CIO, was another strong voice for labor at the forum and for cargo preference legislation. Hall urged the shipping community not to oppose the oil preference legis­ lation now before Congress by bringing pressure on the U.S. State Department and other Government agencies. "There is no justification for allow­ ing the American merchant marine to carry only five percent of America's foreign trade," he insisted. He explained that about 95 percent of our foreign trade is carried on foreign vessels—half of that amount on flag-of-convenience ships. "These fleets rob your people of jobs, deprive your treasuries of taxes and threaten your marine environment as SIU President Paul Hall was a featured speaker at the American Shipper forum on Mar. 8 in New York City. they do ours." A U.S. cargo preference program would not only stem the growth of flagof-convenience ships, but would allow the American maritime industry to en­ joy the same guarantees practiced by other nations. Citing significant shares carried by other national fleets—the Russian fleet carries about 50 percent of its foreign trade—Hall pointed out that "no other major world power allows the carriage of its trade to be so totallly controlled by foreign merchant fleets." The argument that a U.S. cargo pro­ gram would destroy free trade is mean­ ingless because of widespread cargo policies already in effect. "To expect the U.S. alone to operate as if free trade and not cargo reservation were the order of the day is to invite and encourage the total destruction of the U.S.-flag mari­ time industry," Hall countered. Gleason Supports Cargo Preference "1 have frank and profound anxie­ ties about the decline of the U.S. mer­ chant marine and the sharp rise of the Soviet fleet," ILA President Gleason said. In his informal remarks following Hall's presentation, the 76-year-old labor leader, a veteran of 62 years in the longshoreman industry, left no doubt that the ILA would lend its strength to the fight for cargo preference. "We have to take a stand and wake up those people in Washington." AFL-CIO Drive Envisions Overhaul of the NLRB Act The AFL-CIO launched a major campaign to guarantee workers a "fair chance" to organize and bargain collec­ tively, at their mid-winter Executive Council meeting, late last month. Part of the campaign will involve overhauling the 42-year-old National Labor Relations Act, commonly known as the Wagner Act, in order to restore "equity to labor-management rela­ tions." As a result of the strict Congres­ sional limits on workers' organizing rights, management now holds the up­ per hand, the Council declared. The AFL-CIO will also seek full col­ lective bargaining rights for public em­ ployees and farm workers, the two largest groups currently excluded from coverage under the National Labor Re­ lations Act. Employment Proposals A wide range of programs to elim­ inate unemployment were also pro­ posed at the Bal Harbour, Fla. meeting. The labor leaders called on Congress and the President to pass a $30 billion economic stimulus program that would include public works, public service employment, special youth training and job programs, and countercyclical aid to state and local governments. A better balance in international trade, in­ fired while organizing , must wait years creased housing construction, restric­ for legal restitution. tions on imports and a wise energy Similarly, workers who organize a policy were part of the AFL-CIO's plant may be frustrated for years until remedies for the nation's worst eco­ their employer is ordered by the courts nomic slump since the Depression. to negotiate the first contract. To remedy the situation the AFLIn opening the drive for labor law reform, the Council pointed out that CIO recommends: 1. Expedite NLRB elections and pre­ the Taft-Hartley and Landrum-Griflin amendments, which were supposed to liminary injunctions for employer dis­ correct imbalances in Federal labor crimination against workers exercising their right to organize and for illegal legislation, had created a situation refusals to bargain after such elections. where "employers violate the rights of 2. Repeal Section 14b which allows workers with virtual impunity" just as states to pass so-called "right-to-work" they did before the Wagner Act was laws that deprive workers of their right passed. to decide whether or not they want a According to the AFL-CIO state­ union shop. ment, workers no longer face employer 3. Streamline NLRB procedures to goon squads armed with brass knuckles reduce delays. To help this along, ex­ and billy clubs. Today's union busters pand the five-member Board to nine "wear business suits and carry attache members. cases" and know how to use delaying 4. Give unions the same remedies tactics in the National Labor Relations Board so that workers who have been available to the employer for combating AFL-CIO Council Passes Maritime Resolutions The AFL-CIO Executive Coun­ cil passed five resolutions that are of particular importance to all maritime workers. These five enei^y and maritime- INDEX Legislative News Washington Activities .... Page 9 Cargo preference hearings Page 5 Tuna fishing Page 7 Oil pollution hearings Page 12 Locks and Dam 26 Page 2 Union News Wilmington meeting ...... Page 4 President's Report Page 2 Merger proposal Page 5 Headquarters Notes Page 7 Boatmen hold confab ....Page 11 March, 1977 violations of the law. Employers, but not unions, now have the right to bring damage suits against unions in Federal court and to get preliminary injunc­ tions. 5, Clarify definition provisions of the law that have not given the NLRB and the courts sufficient guidelines as to Congressional intent. The Executive Council also declared support for President Carter's rejection of wage and price controls. But at a press conference, AFL-CIO President George Meany warned against the Ad­ ministration's plan for prenotification on wage and price increases as leading toward the same end. "It would destroy collective bargain­ ing if you are compelled to notify the Federal Government" months in ad­ vance and "give them some responsibil­ ity for a settlement," he said, explaining that prenotification would destroy la­ bor's flexibility at the bargaining table. Brotherhood in Action .. .Page 31 Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore Page 15 General News Shipper forum . Page 3 Undermanned tankers .... Page 5 AFL-CIO Council meeting ....... Pages 3, 17-24 Jones Act Page 12 C. G. Lakes meeting Page 2 Calif, tanker regulations .. Page 12 National unemployment .. Page 9 related resolutions, along with other items of interest, can be found in the special supplement on the AFL-CIO Executive Council meeting on pages 17-24 of this Shipping Around Bait, harbor .. .Backpage Overseas Chicago Page 5 Philip K Page 11 Long Lines Pages 38-39 Ships' Committees Page 14 Ships' Digests Page 25 Dispatchers' Reports: Great Lakes Page 27 Deep Sea Page 13 Inland Waters Page 12 Training and Upgrading Seafarers participate in A' seniority upgrading . . .Page 35 HLS courses and application Pages 36-37 GED graduates Page 37 hog. We urge all SIU members to read this supplement since it shows how the other AFL-CIO unions are supporting maritime workers. Membership News Boatman Tackett Page 6 Former scholarship winner Page 10 New pensioners .... Pages 29-31 Final Departures .... Pages 32, 33 Special Features AFL-CIO meeting . . .Pages 17-24 Propeller Club, Navy League Page 28 Seamen's Labor history .. Page 27 Articles of particular interest to members in each area can be found on the following pages: Deep Sea:3,5,12,13,14,15,25 Inland Waters: 2,6, 11, Back Page Great Lakes: 2, 8,27 Pages �Wilmington Seafarers Await Pipeline Start anticipation of the emergence of Long Beach, Calif, becoming a major shipping port for Seafarers was the main topic of discussion as SlU members from Los Angeles and the L.A. County areas gathered in January for the regular membership meeting in Wilmington, Calif. The reason for the anticipation, of course, is the soon-to-be opened trans-Alaska oil pipeline which will provide a definite boost to U.S. domestic ship­ ping on the West Coast. This anticipation was heightened by the added possibility of construction of a trans-Alaska natu­ ral gas pipeline to shadow the oil pipeline. SIU Representative Pat Marinelli, who chaired the meeting, talked about these issues and outlined the legislative steps the SIU was taking to insure an all-Alaska route for the gas pipeline rather than a proposed alternate route through Canada. In this regard, at a recent press conference in Washington, D.C., SIU President Paul Hall de­ nounced the proposed Canadian route for the gas pipeline, stating that ''the all-Alaska line would provide750,000 man-years of American jobs with­ out spending a cent of the taxpayers' money . . . Prior to Wilmington membership meeting, Recertified Bosun Ben Mignano, left, squares away his 1977 dues with SIU representative Pat Marinelli. and if there is anything our economy needs more than these jobs, I don't know what it is." Despite the controversy over the gas pipeline, though, the Wilmington membership expressed confidence in the Union's efforts to help insure the all-Alaska route for the gas pipeline, as well as anxiously noting benefits the new oil pipeline will provide West Coast Seafarers. Other topics discussed at the meeting were the Steward Department Recertification Program; LNG/LPG training and the necessity for firefighting training for all seamen. After the meeting, there was a job call at the Wilmington hall to crew up the new 80,000-ton SlU-contracted tanker Zapata Courier, the last of four sisterships launched at Todd Shipyards in San Pedro, Calif, in the past year. Recertified Bosun Sal Sbrlglio, who later got the bosun's job on the new tanker Zapata Courier, lis­ tens to proceedings at membership meeting. ''' Seafarer Mike Gunter, with pen in hand and thoughts of another place filling his mind, writes a letter home tc his family. With a trip to Las Vegas possibly in mind, four Seafarers enjoy a hand of cards while waiting for the mem­ bership meeting to begin. They are, from the left. Seafarers Robert Beckwith, Russell Mancin, Walter Lungren and Blewett Davis. Seafarers listen as SIU Rep. Pat Marinelli (not in photo) talks about the future of the port of Wilmington. Page 4 Seafarer Jimmy Ward makes an emphatic point about firefighting during Wilmington meeting. Seafarers Log �-asr^.- f Hall Protests Undermanned West Coast Tankers Undermanned oil tankers on the West Coast were sharply attacked by SIU President Paul Hall at a Senate Commerce Committee hearing on tanker accidents earlier this year. Hall singled out as a hazard the three Standard Oil tankers that oper­ ate with a sealed engine room and no unlicensed personnel on engine duty. He also criticized the Coast Guard for allowing the low manning scales on the tankers. President Hall warned, ". .. If something goes wrong with that pro­ pulsion plant, as recently happened, and you have no competent personnel in the engine room, you can lose con­ trol of that vessel and you are gone. I wouldn't want to be a cook on that kind of ship, because you are all on the same boat, as the saying goes." In giving in to Standard Oil's demands. Hall charged, the Coast Guard is "playing with potential danger." Saving the cost of employing one, two or three people imperils the whole effort to control tanker safety stan­ dards inside U.S. waters. Hall ex­ plained. "The very act on the part of the U.S. Coast Guard in reducing manning on board these ships is used to pressure internationally for world­ wide reduction of shipboard manning to the detriment of safe marine oper­ ations." "Taking advantage of USCG poli­ cies, Standard Oil of California, Esso of New Jersey and the rest are trying to beat down international standards," Hall continued. Tremendous Effort Needed President Hall later said that this elimination of the unlicensed engine department on the three Standard Oil tankers is a threat to the manning scales of all future U.S.-flag ships. He stated that the situation calls for a tremendous effort by all maritime unions if the manning scale is to be changed. Without a concerted drive by the maritime unions there may soon be no unlicensed engine person­ nel in the American-flag fleet, Hall noted. Oil Company Charges on Cargo Preference Refuted In testimony before a U.S. Senate sub-committee. Transportation Insti­ tute President Herbert Brand refuted charges broyght by multinational oil companies that cargo preference legis­ lation would considerably raise con­ sumer prices and cause international trade repercussions against the U.S. TI is a Washington-based educational and research organization representing 130 companies in the maritime industry. In his Mar. 8 testimony before the Sub-Committee on Merchant Marine, Brand "wholeheartedly endorsed" the S.682 and S.568 bills which would guar­ antee American-flag ships a significant portion of U.S. oil trade and enact stiff safety standards for tankers in U.S. coastal waters. He testified a week earlier before the House Merchant Marine and Fisheries Committee in support of similar policies contained in H.R. 1037. Assisfing Pumpman Difc' to new environmental standards, many U.S.-flag tankers will soon be installing line blind valves in tbe pumprooms. The purpose of the valves, which have already been installed on some tankers, is to avoid oil pollution in the event of a leak in the sea suc­ tion. The pumpman, however, may require assistance in shifting the valves when changing from cargo to ballast and vice-versa. When such assistance is provided to the pumpman by the watch on deck, such work shall be considered routine, as defined in Article III, Section 6 (C) of the Standard Tanker Agreements states: "Men on watch may assist the pifmpififln in piinq^rooms when accdmpaiyied by flie pumpman to iiihke changes, for handling cargo %id ballast) but not "The oil companies are leading the attack against a national oil import cargo policy," Brand told the Senate Sub-Committee, "by wrapping them­ selves .la the mantle o! consuHser pro­ tection." These companies which guard their profits by using dangerous flag-of-convenience tankers are talking about higher consumer oil prices rather than their own share of environmental legis­ lation, he explained. Higher safety standards and a cargo policy may have some cost impact on the consumer. "But we do not believe that the U.S. public is unwilling to pay a little more to preserve our waters and our national security." The legislation will also prove its worth by creating jobs where they are most needed. Brand said. Carrying 30 percent of our oil imports on U.S.-flag ships would mean about 134,000 manyears of work in shipyards and allied industries—areas of high unemploy­ ment—and 5,000 shipboard jobs. This would be about 12 percent of the total jobs needed to reach President Carter's goal of reduc'ng unemployment to five percent by 1980. The specter of .international retalia­ tion for the destruction of free trade that the oil companies have raised against a national cargo policy is also unfounded. Brand stated. Two-thirds of our oil im­ ports would still be carried by foreign flags. Moreover, other nations have en­ acted cargo reservation., measures for their own fleets—many above 30 per­ cent. "The idea that there is currently free trade in oil transportation is an ostrich­ like refusal to accept the reality of the current world situation." The proposed legislation wisely links environmental and cargo policies, Brand pointed out. The Coast Guard can effectively enforce tanker safety standards only on American vessels. The only way to get the full benefit of these laws is to increase the number of American-flag ships in our waters. A6LC Approves Merger Talk; West Coast Meeting Held The SIU A&G's proposal to con­ tinue discussions of a possible merger with the three SIU Pacific District aflSliate unions received unanimous approval by the membership in all A&G ports where a quorum was pres­ ent for the vote this month. The vote was taken at the regular March membership meetings in the nine constitutional ports and at special membership meetings held on Mar. 18 in all other ports. Also, preliminary discussions of the merger were held by the leadership of the four, presently autonomous unions of the SIUNA federation on Mar. 1721 in Santa Rosa, Calif. Representing the four unions at the meeting were: For the SIU A&G District: Paul Hall, president; Frank Drozak, exec­ utive vice president; Steve Troy, San Francisco port agent, and Harvey Mesford, Seattle port agent. For the Sailors Union of the Pacific: Morris Weisberger, president/secre­ tary-treasurer. For the Marine Cooks and Stew­ ards: Ed Turner, president, and all of the MC&S port agents. For the Marine Firemen, Oilers and Watertenders: Henry Disley, presi­ dent. In February, the Executive Board of the SIU Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD) presented the merger proposal to the three Pacific District unions. (See story and text of proposal on page 5 of the February 1977 Log.) In keeping with the autonomous character of the SIUNA district unions, the AGLIWD offered the pro­ posal to each union individually for its consideration. Acceptance or rejec­ tion of the proposal will be made in­ dividually. The merger is being considered in order to expand job opportunities and pclit'cal strength for all of the unions involved. It would also reduce their individual administrative and operat­ ing costs. When and if a joint merger state­ ment is prepared by the leadership the membership of all merging unions will vote on it by secret ballot. To date the leadership of the MC&S has accepted the merger proposal while the leadership of the SUP and MFOW has rejected it. Discussions on the matter are continuing. Meet About Offshore Jobs Representatives of the eight international unions that signed the General Presidents' Offshore Agreement for the West Coast met in full committee on Feb. 14 in Bal Harbour, Fla. They reviewed the progress made under the West Coast pact and discussed a course of action for a similar East Coast arrange­ ment. The Presidents' Agreement insures offshore drilling jobs for American union members. The meeting was attended by SIUNA President Paul Hall, who chaired the session, and by SIUNA Vice President Frank Drozak. SIU Tanker Is Set for Valdex When the Alaska Oil Pipe­ line opens sometime this year, one of the new ships waiting mi DEEP SEA at Yaldez, the pipeline's port of discharge, will be the SIU-con­ tracted ST Overseas Chicago. The first of four new tankers buUt by the Maritime Overseas Corp. to carry oil from the pipe­ line) the Overseas Chicago is expected to be ready for service inJiiiy. The vessel was launched last November from the National Steel Shipbuilding Yards in San Diego, Calif. Her length is 894feet, breadth is 106-feet, and when fully loaded she wiU have a 49-foot draft. The cost of the four tankers, all 89,700 dwt, will be over $120 million. The ST Overseas Ohio and the Overseas New York are expected to be ready by the end of this year. The Overseas Washington wHl en­ ter the Alaska trade early in 1978. J Page 5 March,1977 MiiH �Boatman David Tacketf; A Chip Oft the Old Blotk(ette) Philadelphia The ice has all melted now, but some SIU members in this port have become celebrities because of last month's severe ice conditions. A local half-hour TV news program called "Eye On" was filmed on the SlU-contracted tug Neptune of Independent Towing Company. The program, which showed the difficulties which tugmen experience working in ice, is reported to be aired on the nation­ wide show "Sixty Minutes." Detroit SlU-contracted harbor tugs in all Great Lakes ports have begun fitting out after their annual winter lay-up. Great Lakes Dredge and Dock Co. will be needing SIU Boatmen any day now for the river dredging project in Cleveland, and Construction Aggregates Corporation will be needing men for their Bay City, Mich, job by the middle of April. Houston G & H Towing Company expects deltvery next month of the newjug C. R. Hayden, being built by Todd Shipyards of Galveston. The company has two additional tugs on order with Todd. St. Louis The main lock chamber at Locks and Dam 26 at Alton, 111. was closed 10 hours per day for 19 days to allow for the repair of voids which had developed beneath the lock walls. Although the Upper Mississippi River was still closed for the winter and traffic in the area was light, a large backlog of tows waiting to lock through developed. At one time as many as 35 tows were waiting, with waiting times of three and four days not uncommon. The SIU has long advo­ cated the replacement of this aging facility, and several bills authorizing its replacement are currently before Congress. Norfolk Barge traffic on the James River has been slowed down due to the ramming of the Harrison Drawbridge by a ship. It is uncertain how long the removal of the downed bridge, which poses a considerable navigation hazard, will take. New Orleans The SlU-contracted Mississippi Queen, the 400-passenger overnight riverboat which was launched last year, is underway again after its winter lay-up. The beautiful new steamboat, which carries a crew of over 100, is currently making weekly round-trip runs between New Orleans and Natchez, Miss. Jeffersonville, Ind. American Commercial Barge Line Company, an SlU-contracted company located across the Ohio River from Louisville, Ky. will be crewing up a new 1800 hp. towboat, the Delmar Jaeger, some time next month. Also under con­ struction for ACBL are two 8400 hp. boats, the first of which is due out this June. The new boats will operate on the Western Rivers and the Gulf Intracoastal Waterway. David Tackett was born to Lucille Thompson 29 years ago in the fine old river town of Cairo, 111., where the Ohio River meets the Mississippi. Today they live in another river town. Granite City, 111., near St. Louis, but their work often takes them past Cairo. Both Lucille and Dave work on SlU-contracted towboats, she as a cook and he as a deckhand and lead man. In the three years that this mother and son team have worked on the river, only twice have they found themselves on the same boat together. How did this situation work out? Brother Tackett rolls his eyes humor­ ously and exclaims, "As if I hadn't had enough of her cooking already!" Sister Thompson takes up the ball and re­ sponds with a laugh, "Do you think I wasn't already tired of doing his laun­ dry and sewing on his buttons?" Although not part of her duties as a towboat cook. Sister Thomson likes to perform certain motherly tasks for her crewmembers, whom she calls "my boys." But don't all you boatmen try to flock to Lucille's boat—she's a relief cook for Orgulf Transport Company of Cincinnati, and she's liable to turn up on any one of their four lineboats. Sister Thompson's work for Orgulf has taken her over most stretches of the Ohio, Mississippi, and Illinois Rivers. Brother Tackett, who has worked for both Orgulf and American Commercial Barge Line Company of Jeffersonville, Ind., boasts a longer list of rivers, in­ cluding the above three plus the White River in Arkansas and the beautiful Cumberland which flows through Ten­ nessee and Kentucky. Both mother and son were working on different boats and different rivers this January when severe ice conditions halted navigation in many areas. "I was on the Dan J. Hogan, breaking ice in St. Louis Harbor," reports Dave. "A TV station photographed us from a hel­ icopter and we were on the news." "We were tied up on the Ohio River for 15 days," says Lucille. "The men were busy breaking ice so we wouldn't get frozen in, but it wasn't all that dif­ ferent for me. My work goes on as usual no matter what happens." Brother Tackett and Sister Thomp­ son both hope to continue working on the river. Tackett is planning to upgrade himself through the Tankerman Train­ ing Program at the Lundeberg School. "I've heard a lot of good things about that place, and I'm anxious to get there," he says. "I'm looking forward to that bigger paycheck, too," he adds. Lucille Thompson has no upgrading plans, but she is quite content in her present situation. "I like working on the river," she says with a b:g smile. "The pay is good and there's always some­ thing happening out there." In Any Seaferer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it Is suggested that the notification be made by '^telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, whenit comes time to pay the bill, there have been cases When USPHS has refused to pick lip the tab claiming j^y have ho record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac­ tually notified USPHS within the prescribed period and at the same time you will eliminate any confu­ sion dealing with phone caUs. If you have no recourse,^though, hilt to use the phone, you should make it a point to get the name, dtle and department of the person vflio hahfUed your I Editor, Change of Address Or New Subscriber SEAFARERS LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—^please put my name on your mailing list. i (Print information) NAME ADDRESS CITY STATE ZIP. SIU members please give: Soc. Sec. # Bk# TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS Find Out What Fenwick Is Doing!! Page 6 CITY STATE. ZIP. Seafarers Log �Headquarters ^otes by SIU Executive Vice President Frank Drozak For SIU members, especially those who are shipping in the entry ratings, the key to higher pay, wider job opportunities and increased job security is upgrading through the wide range of educational programs available to all SIU members at the Harry Lundeberg School in Piney Point, Md. I single out our entry rated members in particular when talking about up­ grading, because it is they who have both the most to gain by increasing their skills, as well as the farthest to go before reaching the top rated jobs of their respective shipboard departments. I also single out our entry rated members because the opportunity for them quickly getting a job in a higher rating after they complete a specific program at the Lundeberg School is greater now than it has been for a number of years. In fact, because of the SIU's aggressive organizing programs to increase job opportunities for this membership, there is a definite need today for more ableseamen, oilers, and rated men in general in the steward department. When you look at it closely, the SIU's upgrading programs are of mutual benefit to both the Union and the members themselves. As noted before, the member benefits from upgrading in the way of better pay, better job oppor­ tunities and increased job and financial security for the future. The Union, on the other hand, benefits from these programs because the more SIU members who upgrade their skills, the easier it is for the Union to meet its manpower commitments to its contracted operators. In addition, as each SIU member upgrades his skills and moves out of the entry-rated cate­ gory, the Union can begin bringing in new members, which in turn will enable the SIU to maintain a good, cyclical balance of young, middle-aged and older members. This is an essential formula for any strong organization to maintain. However, the SIU cannot and will not force its members to upgrade if they don't want to. The only thing we can do is to continuously provide you with the opportunity to upgrade at the Lundeberg School, and encourage you to take advantage of the programs by actually going to the School and partici­ pating. There is no good excuse for not upgrading because the School provides comprehensive programs for all ratings in both the deep sea and inland water areas. For SIU Boatmen, the School has upgrading courses leading to ratings as able-seaman, tankerman, mate, radar observer, first class pilot, original towboat operator, master, and assistant or chief diesel engineer. In the deep sea area for deck department members, the School provides up­ grading courses for able-seaman, deck maintenance, quartermaster, lifeboatman and LNG/LPG training. For engine department members, there are courses for FOWT, QMED-any rating, welding, pumpman and advanced pumpman, automation, diesel engine, refrigerated container mechanic and LNP/LPG training. For the steward department, of course, the School is revamping the entire steward department curriculum. Our entry rated members who still have not decided which department they will make their permanent domain, should take a very close look at the steward department. There are many fine career op­ portunities to be found in the steward department, which I consider as im­ portant, and sometimes even more important, than any other on board ship. The bottom line here is simply that the opportunities to upgrade are avail­ able to all SIU members of all ages sailing in all capacities on the Great Lakes, inland waters or oceans. The courses are all provided free-of-charge to the membership, including free room and board at the School. The only tab you have to pick up is trans­ portation to and from the School. There are great benefits to be derived from participating in the SIU's pro­ grams for all concerned. As the old saying goes, though, you can lead a horse to water, but you can't make him drinic. In other words, the opportunities are there for you. Brothers, but it's up to you to take advantage of them. Drozak Asks for 'Rotionor Tuna Industry Regulation Frank Drozak, executive vice-presi­ dent of the SIU, has warned Congress that unless the Marine Mammal Pro­ tection Act is amended to provide for rational regulation of the tuna industry, "U.S. tuna vessels and canneries may be forced out of the U.S. causing the na­ tion to lose an important food industry and the thousands of jobs it produces at sea and on shore." Drozak, accompanied by Steve Edney, president of the SIUNA-affiliated United Cannery Workers Union, lev­ eled the warning during testimony Mar. 2 at hearings before the House Sub­ committee on Fisheries, Wildlife Con­ servation and Environment in Wash­ ington, D.C. His testimony came just a few days after the National Marine and Fisheries Service established a porpoise mortal­ ity quota of 59,050 for the U.S. tuna fleet for 1977, which is nearly 20,000 less than last year's quota and 37,000 less than the expected quota for this year. With the announcement of what U.S. tunamen call an "unrealistically low" porpoise quota for 1977, the U.S. yellowfin tuna fleet of 130 purse seiners headed home to San Diego and San Pedro, Calif, with their American flags at half mast. Referring to the predicament of the now idle U.S. tuna fleet, Drozak charged that "it should be clear that by forcing the U.S. tuna fleet into port, the Marine Mammal Act has attained exactly the opposite goal it was designed to achieve by causing a virtual absence of regula­ tion to tuna fishing operations, as the only vessels left at sea are outside the control of the Act." Vice-President Drozak also pointed out that while the Marine Mammal Act, which was enacted to protect porpoise and other marine mammals, has suc­ ceeded in driving U.S. tuna boats from the seas, "the entire foreign fleet is at sea taking tuna by methods which the U.S. fleet is prohibited from using." Want to Go Foreign Ironically, while Drozak was testify­ ing at the Subcommittee hearings, a group of management representatives from the American tunamen's associa­ tion were petitioning Secretary of Com­ merce Juanita Kreps to authorize trans­ fer of their vessels to foreign registry. A spokesman for the group said that "the whole fleet wants to go foreign; that's its only chance of survival unless Congress acts quickly in liberalizing the 1972 Marine Mammal Act." He added, "the fleet has little to show for three months of trying to cooperate and reach a reasonable agreement with the Government, except some $40 mil­ lion in losses, including about 20,000 tons of tuna since Jan. 1." So far, 17 vessels have actually ap­ plied for authorization to go foreign under flags of Panama, Mexico, Dutch Curaco and several other South Ameri­ can countries. Obsolete Lifeboats Continued from Page 2 and in few cases have any lifesaving devices been launched. The age of the lifeboat equipment is a factor as well as the design, the SIU representatives said. Capsule type life­ boats that are self-launching and weatherproof were discussed during the safety workshop. During the meeting and later in a letter to the chief of the Lakes Coast Guard Marine Safety Division, the SIU asked that gangways and safety nets similar to those used aboard deep sea vessels be required on Great Lakes ships. Three of our members were killed in 1976 in' ladder-boarding accidents. Part of the problem, according to the Union, is that ladders are left unattended because of the reduction in unlicensed manning. In a statement submitted to the Coast Guard after the meeting, the SIU noted that vessels built pursuant to provisions of the Merchant Marine Act of 1970 do not carry deck watches although these vessels are bigger than the older vessels, and require as much if not more mainte­ nance work to be performed. Reinstat­ ing the deck watch was recommended. Protested Manning Scale The Union also protested the Coast Guard manning certificates for newer vessels that call for only one watchstanding engineer. Fire and lifeboat drills on the Lakes are often lax, the Union charged, and often ships' logs may reflect that a drill was performed when in fact it wasn't. Strict verification procedures were re­ quested and strict penalties for opera­ tors who fail to require fire and lifeboat drills. Most of the day-long seminar was spent discussing LORAN-C, civil pen­ alty assessment procedures on oil spills, and documentation procedures. The safety workshop was held because it was specifically requested by the SIU. SIU Executive Vice-President Frank Drozak, left, and Steve Edney, president of the SIUNA-affiliated United Cannery Workers Union, sit side-by-side dur­ ing hearings conducted by the House Subcommittee on Fisheries, Wildlife Conservation and Environment. Drozak told the committee that unless the Marine Mammal Act was amended, the U.S. tuna industry, including canneries, would be lost to foreign countries. % �The Lakes Picture Fraiikffirt The car ferry M/V Viking was laid up Feb. 19 due to severe weather condi­ tions. When she arrived in Frankfort, an inspection showed that the bearings in the reduction gear were burned out. Repairs were slated for completion by the end of March when the ship will sail again. Hiiffalo Business is slow in the port of Buffalo because the ice is still solid in the harbor. However the SlU oHice there reports that the heavy snow accumulation from January and February has almost melted without any flooding. Only one vessel laid up in Buffalo this winter, the S.S. Consumers Power (Boland and Cornelius). Six of the elderly seamen in the area recently put in for their pensions. Diilath The Coast Guard Station North Superior in Grand Marais, Minn, will soon reopen on a full-time basis. The station is a search and rescue and boating safety facility on Lake Superior, 40 miles from the Canadian border. It was closed in 1973 as part of federal cost cutting measures, but was reopened for the 1974 boating season because of local public interest. It had been operated on week­ ends and holidays since that time by the Coast Guard Auxiliary. St. Lawreiiee Seaway Heavy ice conditions will delay the opening of the St. Lawrence Seaway, possibly until Apr. 13. Canadian and U.S. Seaway officials announced in March that they could not predict when the ice would break up and therefore could not establish a firm opening date. Special ice bulletins will be issued to user associations on a weekly basis until the Seaway is reopened. A new book that might be of interest to some of our members is Jaques LesStrang's Seaway. Billed as "the untold story of North America's Fourth Seacoast," the book tells the story of the St. Lawrence Seavvay, from the polit­ ical battles that were fought in order to build it to the problems of winter naviga­ tion. Also included are discussions of the port facilities along the Seaway and the technology used to move ships through the system, as well as a selection of over three hundred photographs. It was published by the Superior Publishing Company's Salisbury Press and costs $19.95. IN'troit Engine crews have been called for the end of March to fit out several of the American Steamship Co. vessels: S.S. Sharon, S.S. John J. Boland, M/V Buffalo, M/V Roger Kyes, S.S. John T. Hutchinson, S.S. Joseph Young, S.S. Detroit Edison, and S.S. Adam E. Cornelius. Galley and deck crews will soon follow the black gang on board. The M/V Richard Reiss is already running. The Cement Transit Co.'s M/V Medusa Challenger and five ships from the Huron Cement Co. are also fitting out at the end of March. They are the S.S. E.M. Eord, the J.B. Ford, the S.S. Iglehart, the M/V Townsend and the S.T. Crapo. When the M/V Belle River crews up in August, the SIU will be manning it with a chief electrician—a first in SIU Lakes history. The new 1000-ft. selfunloading ore-carrier is the latest addition to the American Steamship Co.'s Great Lakes fleet. At a Feb. 28 executive committee meeting in Detroit, the Great Lakes Task Force noted that the number of U.S.-flag ships serving the Great Lakes foreign trade and the U.S./Canada trade was continuously declining. Although there was enough foreign trade out of the Great Lakes to support 813 foreign vessel calls in 1977, there were only two U.S.-flag companies who made 10 sailings. The Federal operating subsidy is not sufficient, they said, and recommended an increased operating and construction subsidy for U.S.-flag operators in the Great Lakes foreign trade. The executive committee also decided to study the present cargo preference laws to see if they discourage the routing of traflic through the Great Lakes. Freight rate discrimination against Great Lakes ports added to the problem, they noted. At the meeting, the committee recommended that the Federal Maritime Commission establish a Great Lakes District Office so that the "fourth seacoast" could achieve parity with the other three coastal regions of the U.S. Labor unions and port authorities in Canada and the U.S. belong to the Great Lakes Task Force whose goal is to stimulate the economic and environ­ mental development of the region through suggesting legislative and other solutions to the area's problems. Saiilt Labor Launches Nationwide Boycott of J.P, Stevens The Amalgamated Clothing and Tex­ tile Workers Union (ACTWU), backed by the pledge of AFL-CIO chief George Meany's "complete, total all-out sup­ port," launched a massive drive to ask U.S. consumers not to buy J. P. Stevens Co. textile products. As a sidelight on Mar. 1, while Stevens stockholders were at their an­ nual meeting inside, hundreds of union, religious and civil rights picketers mounted a boycott demonstration out­ side the company's New York corpo­ rate headquarters protesting the firm's union busting, civil rights violations and lack of social justice for their minority employees. Since 34 percent of the company's $1-billion plus in sales came from the American buying public in 1975, the trade union movement requests con­ sumers not to purchase, among other things, Utica, Mohawk, Fruit of the Loom and Tastemaker sheets, pillow­ cases,. blankets, shower curtains and towels; Simtex table linen, and Tastemaker and Gulistan carpets. Other sheets, pillowcases and towels on the don't buy list have a Fine Arts label and brand names such as Beauti- cale. Peanuts, Yves St. Laurent and Angelo Donghia. Hiding under other brand names are such J. P. Stevens non-union made products as Contender and Merryweather carpets, Forstmann blankets and draperies and Fruit of the Loom, Big Mama, Finesse, Hip-Lets and Spirit hosiery. The purpose of the nationwide boy­ cott is to put collective bargaining pres­ sure on the non-union firm which the AFL-CIO considers to be the No. I violator of the Taft-Hartley Act. Since 1963, the Textile Workers Union has been trying to organize the J. P. Stevens mills. (The Textile Work­ ers Union and the Amalgamated Cloth­ ing Workers Union recently merged.) Only 10 percent of the 700,000 Southern textile workers are organized. Their wages are 31 percent (a more than $63 a week wage gap) below the U.S. factory worker pay average. The NLRB has charged J. P. Stevens with a "massive, multi-state campaign" to deny its employes the right to or­ ganize. In 94 NLRB cases, Stevens has been fined $L5-million for 289 illegal fir­ ings. Marie Giant LlOO-ft. carriers may soon be sailing on the Great Lakes. In February the Army Corps of Engineers announced it would allow 1,100 ft. vessels to use the Poe Lock at Sault Ste. Marie, Mich. At least two of the 1,000-footers now under construction were designed to be lengthened to 1,100 feet if the regulations concerning the Poe Lock were changed, but it is not yet known whether these vessels will be built to the longer specifications. The Poe Lock —1,200 ft. long, 110 ft. wide and 32 ft. deep—was built to accommodate 1,000 ft. long vessels. Pages Seafarers were among the hundreds of union members who demonstrated outside J. P. Stevens headquarters in New York City recently. Skipper,.... About That New Guy .... Seafarers Log �CONGRESSIONAL BUDGET House and Senate committees and subcommittees are preparing their reports to the Budget Committee and estimating the effect each committee's legislation will have on the Fiscal Year 1978 Federal budget. Estimates were due Mar. 15. House and Senate Budget Committee conferees have recently agreed on a revised budget for Fiscal Year 1977 (which ends Sept. 30) which includes $1.4 billion more than President Carter proposed to create jobs. The unemployment rate in January was 7.3 percent and is expected to rise sharply and temporarily for February because of the large number of layoffs caused by natural gas shortages and cold weather. Congress had to revise the 1977 budget adopted last September to provide for spending increases and tax cuts designed to boost economic growth and lower unemployment. ETHICS CODE FOR THE HOUSE The House of Representatives has passed a resolution for a new strict code of ethics for congressmen which would clamp down on the use of slush funds, outside sources of income, and franking privileges. The Commission on Admin­ istrative Review, chaired by Rep. David R. Obey (D-Wisc.) recommended the plan last month. It includes jail terms and fines for willful violations. The new code will: 1. Require full disclosure of income, gifts, holdings, etc. 2. Limit the amount of gifts from any individual or organization to $100 per year 3. Limit outside sources of earned income, including honoraria for speeches, to $8,625 per year 4. Prohibit lame duck travel 5. Outlaw the use of leftover campaign funds to run offices, and instead, increase office expense accounts by $5,000 per member 6. Limit franking to six mass mailings per year and prohibit mailings 60 days before an election ^ CARGO PREFERENCE—TOP PRIORITY ^ Chairman John Murphy (D-N.Y.) opened hearings in the Merchant Marine « and Fisheries Committee on cargo preference bills Mar. 1 with a strong statement of commitment. [See related stories on pages 3 and 5 of this Log.] Al­ though the bills are new, testimony has been given in earlier sessions of Congress on cargo preference. Murphy made the point that President Carter is on record m as favoring a strong U.S. cargo policy. A similar bill passed both houses of Congress, but was vetoed by President ; -* Ford in December 1974. Two bills have been introduced in the Senate, one by Senator Ernest Hollings ||(D-S.C.) and another by Senator Warren Magnuson (D-Wash.), whose Commerce Committee (renamed Commerce, Science and Transportation under - reorganization) are holding hearings on the Senate side. In recent hearings on oil spills in the Senate Commerce Committee, SIU ^ President Paul Hall linked the spills with use of runaway flags and foreign sea^ men, and urged that Congress take action to establish new policy. S S S S ^ A • 1^ — lb a 11 aMaxaa^^^ La a a aa aa OUTER CONTINENTAL SHELF s i The OCS Ad Hoc Committee is continuing hearings on oil and gas manage- k ment policy for the outer continental .shelf. Rep. John Murphy, speaking at the Maritime Trades Department Executive Ni Board meeting, stated that his amendment to the Outer Continental Shelf Act m will require that any vessel, rig or platform used in exploration, development W or production of oil or gas on the shelf be manned by Americans. O COMMERCE COMMITTEE GAINS IN ^ SENATE REORGANIZATION ^ In the realignment of committee jurisdiction, passed overwhelmingly by the ^ Senate, the Commerce Committee has been renamed Committee on Commerce, ^ Science and Transportation and given an expanded role. ^ Senate Resolution 4, prepared by the Select Committee (chaired by Sen. Adlai ^Stevenson (D-III.) proposed restructuring the cominittee system so that work 1^ and responsibility can be distributed equally among all committees and all -' members. The Aeronautical and Space Sciences Committee was merged into the new ^ Commerce Committee, which also gets referral of all bills relating to interstate ^ commerce, transportation, regulation of interstate common carriers, merchant . ^ marine and navigation, marine and ocean transportation (including deepwater « ports). Coast Guard, inland waterways, communications, regulation of con^ sumer products and services, Panama Canal, fisheries, outer continental shelf, coastal zone management, ocean weather and atmosphere, and sports. ' Energy and minerals legislation will be consolidated into a new Energy and k Natural Resources Committee, and environmental matters will be given to the nnd Public Publ''^ Works w/i^rVc Committee. The number of nf committees pnmmittpoQ was ' Environment and reduced from 31 to 25. Unanimous endorsement of S. Res. 4 by the Rules Committee provided an k important boost for the measure on the floor. It is the first time since 1947 that ^ the Senate has been reorganized. DEEP SEABED MINING . ^ The Subcommittee on Oceanography of the Merchant Marine and Fisheries ^ 3mmittee Committee will hear testimony in March on a bill to promote development of W hard minerals in the deep seabed. S S February Unemployment Rate Climbs to 7.5% From 7.3% WASHINGTON, D.C. — The na­ tion's unemployment rate in February climbed to 7.5 percent of the labor force from 7.3 percent in January, re­ ported the U.S. Labor Department, as high joblessness continued to beset America's economy. However, AFL-CIO President George Meany reiterated that these lat­ est U.S. Bureau of Labor jobless statis­ tics show that "the economy remains in the same sad shape it was a year ago this time." Meany again observed that the AFLCIO's realistic appraisal of unemploy­ ment put February's jobless rate at a true 10.3 percent of the country's work­ force. That number counts in workers on involuntary part-time schedules (1.3-million) and "discouraged" work­ ers who have stopped looking for em­ ployment. The Federal bureau doesn't count them in their figures. 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 he 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 heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his 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. I Last month 225,000 workers (210,000 laid off due to energy short­ ages) lost their jobs bringing the total number of unemployed in the*. United States to 7,183,000. Under Meany's '"true" count it would be nearer 10-million unemployed. Jobless rates for fulltime adult work­ ers rose from 6.7 percent to 6.9 percent during the month of February while the unemployed rate for blacks increased from 12.5 percent to 13.1 percent. The jobless rate for black teenagers jumped from 36.1 percent to 37.2 percent. '.'America must have an immediate stimulus program that will put the na­ tion on the road to full ;:nployment and full production," Meany declared. "America needs 50,000 new jobs a week just to stand still and an additional 25,000 new jobs a week to make a dent in the unemployment rate." thtice to Meters On When throwing In for work dur­ ing a job call at any SIU Hiring Ifall, members must produce the following: • • • • membership certificate registration card clinic card seaman's papers In addition, when assigning a |ob the dispatcher will comply with the following Section 5, Sub­ Protetkun section 7 of the SIU Shipph^ Rules: '^Within each class of seniority rating in every Department, prioi> ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstences war­ rant such waiver." Pages March, 1977 a �Undercover Norfolk D.A. Guides Cops Fence Front Ex-SIU Scholarship Winner Makes the Headlines In late January, former SIU scholar­ ship winner Tofnmy Miller made the headlines in his hometown of Norfolk, Va. He had been working for a year as an undercover legal adviser to a police phony fence operation set up to catch local thieves in the act of selling their stolen goods. On Jan. 15, when the "front" opera­ tion closed down, Miller was presenting the cases to a Virginia grand jury while the police were busy rounding up the suspects. Among the goods recovered at the police "Action Auction" storefront were tow trucks and Lincoln sedans, not to mention $15-million in counterfeit cashier's checks. As a result of the operation, crimes are being solved up and down the East Coast. Miller's job as an assistant Norfolk Commonwealth attorney (state prosecu­ tor) was to make sure the fence opera­ tion was run within the guidelines of the law so that the criminal indictments would stick. In particular, he spent weeks studying the legal problem of entrapment. Entrapment means a de­ fendant was tricked into committing a crime by the police and it is grounds for an acquittal. He also visited the "fence" site to ad­ vise the undercover officers and help identify "customers". So that former de­ fendants wouldn't recognize him from court, he grew a beard. The Log first heard of Miller's achievements as a lawyer from SIU member Dave "Scrap Iron" Jones (AB from Norfolk) who works with Miller's father, Capt. Elmer Miller, on the tugs. Young Miller also spent one summer on enjoyed the historic atmosphere," he said. "In the tradition of Jefferson, there was freedom of thought there and we were treated like gentlemen." He added, "I always intended to go to college, but as the oldest of four chil­ dren, the scholarship made it easier.** Tommy Miller the hawser and harbor tugs in Norfolk. Although he was glad to be written up in the Log, Miller said nothing about his undercover job. He stalled for months before sending us a picture, since he was afraid it would blow his cover. Finally the clippings from the Norfolk paper and the picture of Tommy Miller with his beard-disguise arrived. Miller won the four-year SIU scholar­ ship in 1966 and attended the Univer­ sity of Virginia at Charlottesville, which was founded by Thomas Jefferson. "1 ATU: We keep you moving Business, pleasure, across the country or across town. Celling you from here to there safely and conveniently by commercial bus or subway is the job of the 150,000 members of the Amalgamated Transit Union (ATU). The ATU represents virtually all employees of Greyhound Lines in the U.S. and Canada, as well as many Trailways employees. Most major urban bus systems in both countries are staffed by members of the ATU. If you ride San Francisco's ultra-modern Bay Area Rapid Transit (BART), Washington, D.C.'s sleek Metro rail system, Toronto's famous subway system, or even Chicago's venerable Page 10 At first, Miller thought he wanted to be a chemist, but he soon discovered that law seemed more interesting. After college, he enrolled in the College of William and Mary Law School and graduated in June 1973. Miller had discovered his interest in law enforcement while working as po­ lice officer in Virginia Beach, Va. dur­ ing the summers of 1971 and 1972. He took all the criminal and law procedures courses offered at William and Mary and then landed his job with the state. "Working as a prosecutor is fascinat­ ing," he said, "because of what you can do for society and because you are a trial lawyer. Being in the courtroom is the most interesting and difficult aspect of being a lawyer." El, ATU members will be whisking you from station to station. The functioning of any transit system in­ volves a myriad of duties in addition to op­ erating the vehicles, and Amalgamated mem­ bers do them all; from selling you your ticket to loading your bags, from maintaining the vehicle in safe operating order to keeping it clean, from handling clerical duties to acting as hostess, from conducting tours to ensuring on-time service, we work to make sure you have a safe, pleasant trip. These ATU members are in fact the chief "public relations" and "sales" people for the transit industry. They are the people the pub­ lic meets on a day-to-day basis, and the extra effort of a ticket seller, the courtesy of a bag­ gage handler or the friendly hello of a bus driver make impressions the public does not forget. job responsibility is important to ATU work­ ers—they are entrusted with your safety each time you board a bus or subway, as well as with your children's safety, since many ATU members drive the "big yellow buses" that carry kids to school. Safety is the pride of ATU members, and their records prove it. The ATU was originally chartered as the Amalgamated Association of Street Railway Employees of America, which held its first convention September 15, 1892. Those were the days when the horses that pulled the trolleys worked four hour days and the men who drove them worked 18 hours. "After all," management argued, "Horses cost money." The tasks before the union were formidable, but years of dedication and perseverance have, meant substantial progress for ATU members in fair working conditions, collec­ tive bargaining and legislation. Since the union's inception, it has espoused arbitration as a means of settling employee- I—" V Former scholarships winners— j Seafarers, Boatmen and their j dependents who are former SIU j scholarship winners—let us know j what you are doing. Write The t LogjSeafarersIntemationalUnion, ^ 675 Fourth Ave., Brooklyn, N.Y. ^ 11232. Make sure to include an • address, and phone number if pos? sible, so that we can contact you ?^or an interview. employer disputes when all other means, in­ cluding strikes, have failed. The ATU adopted this policy—the first international union to do so—when it drafted its first constitution at its first convention in 1892. The union has been responsible for dra­ matic accomplishments in transit-related legis­ lation, such as the Vestibule Acts which man­ dated that companies enclose the vestibules of their vehicles to shield the drivers from the elements. The ATU has supported "exact fare" programs on most major transit systems to cut down on incidents of robbery and Injury, and its has backed inclusion in current mass urban transit law of guarantees to employees' collective bargaining rights. Recently, the ATU has been lobbying for "no fare" urban transit systems, arguing that transportation be considered a public service for all citizens and be financed much as police and fire departments are. The idea, tried ex­ perimentally in several U.S. and Canadian cities, is aimed at increasing transit ridership, cutting automobile traffic and thus saving energy, reducing congestion, and in other ways rejuvenating our cities atid making them more livable. Why does the ATU stand up for programs like these that benefit everyone? Because, after all, we're not only union members, we're citizens too! a feature Seafarers Log �Boatman Confab Proposes ConfractStandardization Representing Port Arthur. Tex. at the conference were, seated (I. to r.): Lowell Broxson; Cleo Benoit; W. W. Potts; Clifford Bodin; Charles Chisolm, and Pat Thomas, Jr. Standing (I. to t.) are: Gerry Knapp; Andy Clingan; Anthony Primeaux; Don Anderson, who is an SlU representative, and Pat Thomas, Sr. Broxson, Benoit, Potts, Bodin and Knapp are holding SPAD receipts. Twenty-one SIU Boatmen from seven towing companies attended an historic educational conference at the Harry Lundeberg School from Mar. 11 through Mar. 19. These members, as well as their Union representatives from each port, SIU Vice President Paul Drozak and Inland Coordi­ nator Chuck Mollard, met to discuss the educational benefits offered at HLS, the benefits and responsibilities of the mem­ bership in the SIU and the economics of the domestic shipping industry. The delegates also made proposals for bargaining goals in the upcoming contract negotiations with Gulf Canal Lines, Dixie Carriers, Inland Tugs—Canal Division, Sahine Canal and Sabine Harbor, Marine Fueling, Sladc Towing, and National Marine. The contract, which will be based on these proposed goals, will become the foundation for industry-wide standardiza­ tion of collective bargaining agreements between the SIU and its contracted com­ panies. The conference opened with an official welcome to the delegates from HLS Pres­ ident Hazel Brown and Vice President Mike Sacco. During the conference, the delegates toured the HLS facilities and ob­ served the training and educational pro­ grams which are available for Boatmen. They also visited the HLS Valley Lee farm and the Seafarers Alcoholic Rehabilitation Center. Much of the Boatmen's time at the school was spent in educational seminars which covered SIU history, the Constitu­ tion, pension and welfare, vacations, the SIU hiring hall and shipping rules, and the economics of the towing industry. These seminars were conducted by in­ dustry experts and the Union officials, who held discussion sessions and answered the delegates' questions. Among the SIU officials who conducted From the Port of Houston came, (I. to r): Andy Johnson; SIU Representative Joe Sacco; Edward Touchette, and Alven Russ. for improved hospitalization and welfare and pension benefits. In addition, tbey unanimously urged, "Our Contract Department to negotiate, as soon as possible, the necessary contribu­ tion [from the coinpaniesj to provide a vacation plan for our brothers employed in our contracted coinpanies." The conference participants expressed their complete approval of the educational programs at Hl.S and they adopted a resolution which encouraged their brothers in the towing industry to upgrade their skills at the school and to take an even more active role in promoting it. This res­ olution also strongly endorsed the Vessel Operator Management and Safety Pro­ gram. It states that all wheelhovtse men in the Gulf should be encouraged to at­ tend this program. More Educational Conferences Boatmen and Union representatives from New Orleans were, (I. to r.) James Wilson; Gerald Rhoades; Roldin Dinet; Pat Wilkinson; Stanley Zeagler, SIU representative; Roy Diehl; Fred Nation, and John Butcher. seminars were Stan Zeagler of the port of New Orleans, Mike Sacco, Gerry Brown of the port of Mobile, Don Anderson from Port Arthur, Joe Sacco of Houston, and Mike Worley from St. Louis. The delegates also spent a full day in Washington, D.C., where they visited the Transportation Institute, the Maritime Trades Department of the AFL-CIO, and the U.S. Congress. During this visit, the conference participants learned how legis­ lation can affect job security and how the SIU and the industry work to protect do­ mestic shipping. At the conclusion of this educational program, the delegates divided themselves into committees to study the current con­ tracts between their Union and the towing companies. They evaluated these contracts according to what they had learned about the SIU and the towing industry and ac­ cording to the needs and concerns of their fellow SIU members. They also studied the recommendations of the SIU Contract Committee. The final proposals for contract goals were presented by the delegates them.sclves and they reflected the hours the partici­ pants had .spent working to meet the needs of the membership and learning about the SIU and the industry. These proposals were adopted unanimously by the dele­ gates. There was complete accord among the Boatmen that standardized main agreements for licensed and unlicensed personnel were essential to protect the members' job security and negotiated con­ ditions of employment. They recom­ mended the adoption of the proposed pro­ visions in these agreements. The delegates also endorsed resolutions which covered the specific needs of Boat­ men in various segments of the industry such as harbor personnel, shoreside bunkermen and tankermcn, and offshore Boat­ men. Among the areas the.sc proposals covered were overtime, penalty time, hours of work, and work responsibilities. The delegates also agreed on the need The delegates completed their work with a recommendation that stated their appreciation for the opportunity to learn about their Union and industry and noted that, "We recommend that the Union and the Harry Lundeberg School review and study the possibility of establishing fur­ ther educational conferences so that more of our brothers from all areas have this same opportunity to learn more about the conditions which so greatly affect their lives." As the Boatmen left the conference, many of them expressed the conviction that their work on the contract and the conference itself would not have been pos­ sible without the increased .strength and unity which resulted from the merger of the IBU and the SIU. Paul Drozak also noted that, "What we have accomplished here is not only for ourselves but also for those who come after us." Boatman Pat Thomas, Sr., of Marine Fueling added, "We have really done our best for the rest of the membership at home." And Boatman Andy Clingan stated, "Our Contract Department has our full confidence and 100 percent support in the upcoming negotiations. We have learned what unity means at this confer­ ence." Kew Tug, Philip K Joins C & H Fleet Boatman Bob Willis (left) and SIU Representative Mike Worley came from the Port of St. Louis. March, 1977 The SlU-contracted G & H Towing Company of Houston is the largest har­ bor tug company on the U.S. Gulf Coast, and it is still growing. Counting the recently launched Phil­ ip K, G & H operates 26 tugs in the Texas ports of Houston, Galveston, Texas City, Freeport, and Corpus Christ!. The principal business of these boats is ship-docking, but all have the capacity to operate offshore. They sometimes tow offshore oil rigs or assist in the offshore lightering of large tankers. In addition to 26 harbor tugs, G & H operates one full-time deep sea tug, the Mania. The Mania makes very long runs to such places as Israel and Vene­ zuela, towing either cargo or tank barges. The new 3,200 hp. Philip will be joined next month by an identical new tug to be called the C. R. Hay den. Two more tugs in the same category are cur­ rently under construction at Todd Ship­ yards in Galveston. Like many other SlU-contracted in­ land companies, G & H Towing plans to continue expanding and upgrading its fleet. This is good news to SIU inland boatmen, because it means more jobs and greater job security. Page 11 �Lessen Oil Spills—Enact Cargo Preference Law The best way.to protect America's marine environment from catastrophic oil spills is to use American-flag ships "that operate under stringent U.S. standards for vessel design, construc­ tion, operation and crew training," O. William Moody, Jr. administrator of the AFL-CIO Maritime Trades Depart­ ment told the Senate in March. And the best way to guarantee the use of Ameri­ can-flag ships is through cargo prefer­ ence legislation, according to Moody and other witnesses. They spoke at hearings on legislation linking environmental protection to cargo preference measures which began Mar. 8 and were held by the Subcom­ mittee on Merchant Marine of the Sen­ ate Committee on Commerce, Science and Transportation. Moody noted that 40 percent of American oil imports carried aboard flag-6f-convenience vessels such as the Argo Merchant, Sansinena, Oswego Peace and Olympic Games—Liberian registry ships that spilled millions of gallons of oil into U.S. waters during the past few months. Only four percent of our oil imports are transported aboard American-flag ships. Liberian vessels do not have to com­ ply with U.S. Coast Guard safety or maintenance standards, he said in ex­ plaining the high accident rate. The MTD administrator added that approx­ imately 85 percent of all maritime acci­ dents are caused by human error and that crews on flag-of-convenience ships are often incompetent since the owners pay low wages and can. only attract sailors who are poorly educated and poorly trained. In contrast Moody pointed out that "the crews on American vessels have undergone rigorous training and must meet U.S. Government licensing re­ quirements." "We support legislation that would extend American standards and re­ quirements to all vessels entering United States waters," Moody declared but added that experience has shown this is not enough. He agreed with the solution proposed by Senator Warren G. Magnuson (D-Wash). "By increas­ ing the share of oil cargoes carried by U.S. vessels, we can be assured that oil tankers are manned and operated in a manner which best protects the marine environment." Both Moody and Herbert Brand, president of the Transportation Insti­ tute, a Washington-based maritime in­ dustry research organization, spoke to the claims of the multinational oil com­ panies that cargo preference and strict transportation safety standards would lead to higher consumer prices. "In 1973, the cost of oil transportation plunged, yet the consumer price of oil rose substantially," Brand recalled. "Pricing decisions in an integrated, multi-layered, multi-national oil com­ pany ... are basically a mysterious bookkeeping process. Transportation has been used to shelter earnings from petroleum production, refining and dis­ tribution." Finally, Brand stated, "the major in­ fluence on market price is the price set by the OPEC countries." Provide Employment Ship construction and employment aboard the vessels would provide em­ ployment for thousands of Americans as well as tax dollars for the Treasury, both men said. And shipping American would save money because of the re­ duction in costly oil spills. Brand and Moody both denounced the "myth" of free trade that prevents the U.S. from imposing cargo prefer­ ence legislation although other nations such as Japan and the Arab countries reserve percentages of cargo for their national flag fleets. "I can only answer that if we are setting the example, every­ body else seems to be laughing while they go merrily along imposing cargo preferences of their own," Brand said. In a letter to Congressman Mario Biaggi, chairman of the House Sub­ committee on Coast Guard and Navi­ gation of the Committee on Merchant Marine and Fisheries, SIU President Paul Hall outlined similar arguments in support of parallel legislation in the House. He also asked the Subcommit­ tee to examine ways to protect the ma­ rine environment from foreign-flag lightering operations. Hall suggested that the smaller vessels used to carry the oil into U.S. ports should be under the American flag. Latest Request for Jones Act Waiver Denied; Others Were Given Treasury Secretary Michael Blumenthal told 10 gas distributing companies, at the end of February, that they could not use foreign-flag vessels to bring liquified petroleum gas (LPG) from Houston, Tex. to the Northeast. The companies had sought a waiver of the Jones Act which requires that U.S. ships be used to transport cargo between U.S. ports. The utilities wanted to use three Nor­ wegian carriers, for one trip each, to supply their gas customers in New York, Pennsylvania, Rhode Island, Maine, New Hampshire, Massachusetts and Connecticut. In denying the Jones Act waiver, Blumenthal explained that a U.S. tanker barge might be available to transport the propane and that the waiver was not necessary to the nation's defense. Earlier in February, the Treasury Department granted four different Jones Act waivers to companies ship­ ping liquid natural gas (LNG) and LPG to Eastern ports. In the four cases the Defense Department said that the fuel shortage caused by the severe winter would curtail production in many in­ dustries supporting the Department of Defense mobilization base. Also, the Government said no Amer­ ican ships were available to carry the cargo. At present, there are no U.S.- flag LNG tankers. However, 16 are being built. When the first waiver was granted to the Columbia Gas System, Inc. to ship LNG from Alaska to Massachusetts on a Liberian-registry vessel, SIU President Paul Hall announced that although the Union opposed all waivers of the Jones Act, it realized that there was a real emergency need for fuel in the North­ east. He added that the SIU would watch for possible moves by energy companies to get around the ban on for­ eign ships under the guise of energy emergencies. Rep. John J. Murphy (D-N.Y.), the new chairman of the House Merchant Marine Committee, also protested the waivers. In a letter to Blumenthal he said that although the Treasury Depart­ ment had notified his congressional committee of the Columbia Gas waiver application, three more waivers were granted after that "without any prior notification to the committee or discus­ sion." He objected to any possible moves that undermine the Jones Act. As a result of the waivers. Murphy has proposed a bill (HR 1063) that would require public comment at least 60 days before the planned effective date of a waiver. As of mid-March, there were no further waiver applica­ tions pending. Proposed California Tanker Regulations Could Hurt the State Stiff regulations and penalties under consideration by the California State Legislature for oil and gas tankers would backfire against the State's best interests, a spokesman for the Transpor­ tation Institute (TI) warned. William Lawrence, Pacific Coast manager for Tl, a Washington-based educational and research organization, told a California Senate committee on Feb. 1 that its proposed safety stan­ dards and pollution liability law for tankers entering State waters should be left to the Federal Government. "A proliferation of state laws would cause confusion and only American ves­ sels could be forced to comply with the law," he said. Controlling American tankers alone would not solve the pollution problem, Lawrence explained. Large penalties proposed against shipowners who cause oil spills would "only drive out respon­ sible U.S. operators and leave the field to foreign companies such as the oper­ ator of the Argo Merchant," the flag-ofconvenience ship that broke up off Mas­ sachusetts in December. "In case of a spill, you probably couldn't find anyone to penalize," he predicted. Lightering Requirements Lawrence, who testified along with about 20 shipping and oil industry rep­ resentatives, said that the California Legislature should demand Federal re- quirements that all oil lightered in U.S. waters be put into U.S. ships. He also stressed that the Coast Guard must en­ force safe lightering procedures. Lightering in nearby offshore waters now goes on between foreign ships and is "virtually uncontrolled," he com­ plained. Lawrence also urged support for cargo preference legislation now before Congress to increase the number of U.S.-flag oil tankers. "This is the most effective step the nation can take to cut down on the number of foreign flag-ofconvenience vessels in our coastal waters." PINEY PORT ARTHCIR PUERTO RIVER ROUGE ST. LOUIS TAMPA TOTAL ALL POiil^.,,..... .. Page 12 Seafarers Log �PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS ALPENA, Mich 675 4 Ave., Bklyn. 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) TL 3-9259 CHICAGO, 111.. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich 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 Montsomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, CaUf. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez Juncos, Stop 20 00909 (809) 724-284i» 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 Summit 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 Shipping at SIU A&G deep sea ports dropped off slightly from the previous month's figures by about 100 jobs. Overall, though, ship­ ping remained good at most ports last month as 1,162 Seafarers— 807 of them full book members— shipped from SIU halls around the country. In addition, there remained a need for men to ship in certain rated capacities such as able-seaman. midL 19ZZ "TOTAL REGISTERED All Groups Class A Class B Class C FEB. 1-28,1977 Port Boston New York Khiladelphia 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 F'oint Yokohama Totals 6 73 9 22 14 66 32 31 9 27 0 1 408 2 7 2 1 5 1 2 10 0 0 2 3 2 5 0 0 42 0 8 0 1 0 0 0 0 4 0 0 0 0 7 0 0 20 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 11 77 4 9 18 11 10 35 41 22 9 23 2 84 0 0 356 13 30 6 2 4 3 2 10 8 8 2 2 3 12 6 1 112 0 6 0 0 0 0 0 0 4 0 0 0 0 10 0 0 20 ""REGISTERED ON BEACH All Groups Class A Class B Class C 3 136 24 53 21 15 46 136 47 65 17 75 18 129 0 2 787 0 7 0 2 2 0 0 0 0 1 0 0 0 2 0 0 14 2 12 3 5 5 1 5 17 0 2 5 3 5 6 0 0 71 ENGINE DEPARTMENT 0 3 0 1 0 0 0 0 0 1 0 0 0 3 0 0 8 3 64 5 9 14 4 11 25 26 13 7 17 4 44 0 2 248 0 I 0 0 0 0 0 0 0 0 0 1 0 5 0 0 7 0 6 0 1 0 0 0 0 0 1 0 0 0 4 0 0 12 16 39 23 13 36 132 39 70 24 37 16 89 0 2 647 1 21 4 6 4 1 5 14 2 10 6 13 2 7 0 1 97 0 0 0 0 0 1 0 0 1 1 0 1 0 5 0 0 9 1 53 11 18 18 5 26 67 27 41 14 19 10 53 0 0 363 1 5 0 2 1 0 1 3 0 1 1 6 1 1 0 0 23 0 1 0 0 0 0 0 0 0 0 0 0 0 3 0 0 4 0 3 47 12 33 16 4 18 65 16 40 6 21 14 38 0 1 334 4 81 26 45 22 7 27 65 21 36 12 26 12 52 0 2 438 7 87 0 10 2 1 1 1 2 2 3 7 1 39 0 0 163 408 Totals All Departments . 1,101 807 94 319 36 2,131 *"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. 629 193 4 . .. .' 11 17 8 58 15 30 13 16 7 61 0 1 329 2 6 1 3 3 0 3 9 3 5 3 8 0 9 0 1 56 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 4 13 6 1 8 3 2 11 7 7 0 7 2 23 2 1 97 1 lio STEWARD DEPARTMENT 5 27 5 8 9 1 12 35 18 24 5 12 2 28 0 0 191 0 3 0 1 1 0 0 0 0 1 1 2 0 0 2 0 11 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 if 2 6 39 3 6 11 5 7 32 18 17 3 19 6 30 0 1 203 3 32 1 2 5 1 1 9 10 13 0 6 2 10 15 0 110 ENTRY DEPARTMENT 3 26 5 10 13 5 36 8 19 11 8 23 0 1 173 10 47 16 17 18 8 13 31 20 26 5 17 5 43 21 2 299 1 28 0 3 0 1 1 1 2 2 1 6 1 17 0 0 64 0 0 Page 13 �Aricebo Commiftee Zapata Ranger Committee Recertified Bosun Herminio Pacheco (seated left) sfnip's chairman of the SS Aricebo (Puerto Rico Marine) is with the Ship's Committee of (seated right) Steward Delegate E. Albarra, and (standing I. to r.): Deck Delegate R. Molina, and Engine Delegate R. Scotti. The ship paid off at Erie Basin, Brooklyn, N.Y. SlU patrolman Teddy Babkowski (right) talks over Union business with the Ship's Committee of the SS Zapata Ranger (Zapata Bulk) of (seated I. to r.): Deck Delegate Elvin Hermanson; Engine Delegate Raleigh G. Minix, and Steward Delegate L. Vidal. Standing (I. to r.) are; QMED Robert Benson, and Recertified Bosun Clarence E. Owens, ship's chairman. The vessel paid off at Stapleton Anchorage, S.I., N.Y. Transindiana Committee Long Lines Committee Looking over the SlU Surgical, Pension and Welfare Digest (left) is Chief Steward W. J. Fitch, secretary-reporter of the SS Transindiana (Seatrain) with the rest of the Ship's Committee of (I. to r.): Recertified Bosun Lancelot Rodrigues, ship's chairman, holding the Log; Deck Delegate N. B. Osman; Educational Director Blanton Jackson, and Steward Delegate Jose Cubano. The ship paid off on Mar. 4 at Weehawken, N.J. At a San Diego, Calif, payoff is the Ship's Committee of the OS Long Lines (Transoceanic Cable) of (I. to r.): Chief Steward Ira Brown, secretary-reporter; Steward Delegate Ralph Trotman; Recertified Bosun Herb Libby, ship's chair­ man; Engine Delegate Pat Fox, and Deck Delegate Steve Sloneski. John Penn Committee Mount Navigator Committee The Ship's Committee and another member of the crew of the SS John Penn (Waterman) take time out from a payoff at Pier 7, Brooklyn, N.Y. to pose for the Log photographer. They are (I. to r.): Messman Ed Fisher; Chief Steward Art Rudnicki, secretary-reporter; Steward Delegate Ernie Hoitt; Deck Dele­ gate Calvin Stevens, and Recertified Bosun Don Chestnut, ship's chairman. Page 14 Early last month the SS Mount Navigator (Mount Shipping) paid off at Stapleton Anchorage, S.I., N.Y. where her Ship's Committee had their photos taken before the shipboard meeting. They are (I. to r.): Recertified Bosun Maurice Olson, ship's chairman; Steward Delegate Joseph Gross; Engine Delegate A. Gega, and Deck Delegate John Kelley. Seafarers Log �names. We passed cold drinks as refreshments down to the boat and kept them in slow tow until the pilot boat came alongside with our pilot. Because of having to enter the Vridi Canal at full speed we turned the pleasure craft over to the pilot's launch which towed the boat inside the lagoon." La Marque^ Tex. Celebrating their golden 50th wedding anniversary last month were Mr. and Mrs. George Black at a party given for them by their son, Henry C. Thomas, daughter, Mary T. Keith and their nephew, Harold V. Hudson, and seven grandchildren at Texas City, Tex. Tnland Boatman Black is a retiree of the G & H Towing Co. of the port of Galveston. He and the missus got a congratulatory surprise telegram from Alabama Gov. George Wallace as they once were Mobile residents. For 38 years they have lived here and in Galveston. SS Sam Houston Reported to have gone aground in the Suez Canal in the middle of this month, was the 32,269 gross ton LASH SS Sam Houston (Waterman). Aided by Canal tugs, she was refloated and sailed to Port Said the same day. SSMerrimac The crew and officers of the SS Merrimac (Ogden Marine) were cited by the Coast Guard last month for their part in rescuing two men and a woman from death off a sinking 52-foot fishing smack near midnight in rough seas in the dead of winter 450 miles off the coast of Florida. In a telegram to the ship, USCG Capt. C. F. Juechter, action commander Atlantic, said: "I wish to express my appreciation for the assistance rendered to the fishing vessel Rampant on 24 Jan. '77. In diverting from your course to evacaute the three people aboard the Rampant and aiding in their transfer to the USCGC Evergreen, your vessel exemplified the time-honored tradition of professional mariners." Describing the rescue at sea. Chief Steward A. R. "Tutti" Raio reports that "At 22:30 (Jan. 23) AB Stephen J. Argar, while on watch, saw a light, then a red flare and told the mate. Off our starboard beam we kept a bearing on the light, then we steered to the sinking vessel Rampant—a 52-footer. They were 450 miles from Fort Lauderdale, Fla., out of fuel and drifting for 24 hours in rough seas. They thought they were goners, until they saw us. They were heading for Portugal and Spain. But the crew got them aboard safely and gave them food and care. "We dropped them off on the Coast Guard cutter Evergreen at 8:15 a.m. in Bermuda." SS Delta Bras// Two men, a woman and a 5-year-old girl drifting out to sea in a small, dis­ abled boat were saved from watery graves last month when the crew and officers of the SS Delta Brasil (Delta Line) spotted them more than two miles southeast of the Vridi Canal entrance to the West African port of Abidjan on the Ivory Coast. At this location marked on the charts as the "bottomless pit" depths range over 200 fathoms—too deep for big or small vessels to drop the hook. And visibility was poor because of a haze from dust-laden winds blowing from the northeast off the African desert obscuring the stricken pleasure craft from shore. With her motor out, the small boat had been drifting seaward for two hours before the rescue ship enroute to the pilot station dropped them a line. The skipper of the Delta Brasil, Capt. J. L. Cox said: "As we neared the boat I could see the occupants, two men, a woman and a 5 or 6-year-old girl, waving constantly and this was followed by their firing red rockets. I stopped the ship and had a line holding them safely alongside in 20 minutes. "One of the men climbed the pilot ladder to our deck and gave me their Washington, D.C. Seafarers and any Americans traveling abroad can buy bargains overseas and bring them home by using the U.S. Generalized System of Preferences (GSP), according to the U.S. Bureau of Customs. It lets U.S. residents bring in duty free many common household items from over 130 countries in most of Cen­ tral and South America, Caribbean, Africa, India, Southeast Asia, Hong Kong, Taiwan and Israel. On the list are 2,700 items such as appliances, chinaware, furs, furniture, jewelry, leather goods, perfume, silverware, skis, wood carvings and gold coins, medals and bullion. For purchases over $250, you'll need a certificate of origin. SS Delta Paraguay In a letter to the Log last month. Chief Mate E. E. Jordan of the SS Delta Paraguay (Delta Line) wrote: "It is my pleasure to commend the steward department of the SS Delta Paraguay for an excellent performance of duty. The steward, Wilbert J. Miles has shown conscientious foresight in ordering food, planning menus and over­ seeing preparation and service. The cooks, Floyd Peavy, chief cook; Joseph C. Bush, cook and baker and Juan Melendez, 3rd cook, are showing each day they know how to cook. (My thanks to Delta Steamship Lines for the ingredi­ ents.) The food and service is the best I have seen in many a year. "Indeed the friendly cooperation from the master through all the depart­ ments is insuring that Voyage No. 42 will be among my pleasant memories. " 'She's a feeder'." SS Erna Elizabeth, Transeastern, Achilles, Overseas Joyce, Ulla, Aleutian, Vivian, Zapata Patriot, Ranger and Bradford Island These 10 SlU-contracted tankers will carry grain in April to the Soviet Union's Black Sea ports from Gulf ports. They, plus four other ships, will haul 479,000 long tons of heavy grains during the month, the largest amount carried by U.S. vessels since November 1975. The rest of the year, U.S. ships will carry almost 3.4-million tons of American grain to Russia. During the first four months of 1977, the total amount of grain carried to the U.S.S.R. by U.S. flag-ships will exceed the amount carried in the same period of 1976 by 200,000 tons. Contributes to SPAD ^ •i'W'v SEAFARERS POLITICAL ACTIVITY DONATION (SPADI 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 S.S. No., Date. .Book No.. Contributor's Name. Address. .State. City , .Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and 1 am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Seafarer William Trice, right, gets a SPAD receipt from SID Representative Pete Loleas at Union Headquarters this month. Brother Trice, who took a baker's job on the SS Man­ hattan, is helping to make the entire U.S. merchant marine stronger by donating to SPAD. His money will assist in pass­ ing favorable maritime legislation in Congress. Signature of Solicitor Solicitor's No. 1977 Port Deposit in the SlU Blood Bank— It's Your Life March, 1977 Page 15 �Cargo Preference, Not Free Trade, Is the Answer Using the rallying cry — "free trade," the United States is working its way down to the bottom of the heap as a zero-rate shipping power. By the midl980's, the U.S. merchant fleet may have almost no cargo to carry at all. Many of our trading partners are encouraging or imposing cargo pref­ erence requirements to insure that their imports and exports are carried on their own national-flag ships. Japan, France, Saudi Arabia, other Arab nations, and Russia are among them. Meanwhile, anyone and every­ one can carry American cargo, in­ cluding the worst Liberian and Pan­ amanian rust buckets which thanked us by spilling millions of gallons of oil in our waters this past winter. In terms of national security, the "free trade" concept is dangerous. Just wait until the next Arab oil boy­ cott when the Arabs or other nations who depend on Arab oil, control the tanker trade. Even if we manage to find an oil shipment somewhere, we will have no tanker to carry it on unless we preserve and strengthen the U.S. tanker fleet by requiring that 30 percent of our oil imports arrive on U.S.-flag ships. American-owned' runaway-flag ships will be no help, because with their foreign registry and foreign crews, they are unre­ liable. If we take a close look at the con­ cept of "free trade" we find that the only thing "free" about it is the taxfree profits made by the giant oil companies who operate these flagof-convenience ships and who are the main opponents of cargo prefer­ ence legislation. By registering their vessels in Liberia, Panama or Hon­ duras, these companies can escape U.S. taxes, U.S. wages, and U.S. safety standards for crew training and vessel construction — standards that are among the world's highest. That is why runaway-flag ships can so easily undercut the legitimate U.S. fleet. And that is why these run­ down vessels with their underpaid and therefore underqualified crews are costing Americans so much in terms of polluted waters. The only way to keep our shore­ lines from becoming wastelands cov­ ered with oil is to require that 30 percent of our oil imports be carried on American-flag ships. Sure, you THE CHARL£S W MORCAW can tell other countries to upgrade their merchant marine and we support legislation enacting strict standards for all vessels entering American waters. But jwlicing these standards would cost millions. In contrast, cargo preference leg­ islation would cost little while it would benefit the U.S. economy by generating jobs, tax dollars, and by improving America's balance of pay­ ments. Shipyards which are located in areas of chronic high unemploy­ ment would be busy again. There would be jobs for American mer­ chant seamen. To sum it up, cargo preference makes good sense whether you look at the economic impact, the effect on U.S. international relations and na­ tional security, or the environmental results. Letters to the Siiiiil. HISTORIC PRESERVATION Editor Clad He's a Captain Again March, 1977 (Brother Leslie Collier, originally promoted to Captain under provisions of the SIU contract in 1974, was demoted without cause on Sept. 6, 1976 by the company, Interocean Transport Co. (Mariner Towing), and was transferred from the company's Gulf to Atlantic fleet. The SIU took the case to arbitration and won. As a result, Brother Collier was reinstated as senior captain of the tug Voyager with full back pay and seniority. See page 2 February 1977 Log). My family and I wish to express our heartfelt gratitude to ourunion for the excellent support, cooperation, representation and faith that was extended in the recent grievance filed in my behalf, which resulted in an arbitration award that was completely favorable in our behalf. We would particularly like to thank Philadelphia Port Agent John Fay for his many untiring efforts in my behalf which added to his already heavy work­ load. We also would like to thank Union Attorney Dennis Cole for his ex­ cellent preparation and presentation. We greatly appreciate the many affidavits presented in my behalf by our Brothers. These were very important in my defense. Throughout this traumatic experience, it has been a constant comfort to receive the continued support and good wishes of our union Brothers. The grievance procedure is one of the many beneficial articles of our con­ tract negotiated in behalf of the membership by the union. All members should be thankful of the foresight shown by a strong union that truly has the welfare of its members in mind at all times. My faith and confidence in Our union has been justified beyond mere words. Hopefully all unorganized seamen will soon see the need to be represented by the Seafarers International Union of North America as the job protection we enjoy under a strong und unified union is without parallel. Fraternally, Leslie Collier, III Coinjock, N.C. A Note of Thanks • Vol. 39, No. 3 Executive Board Paul Hall President Frank Drozak Joe DiOiorgio Executive Vice President Secretary-Treasurer Earl Shepard Lindsay Williams Vice President Vice President Cal Tanner Vice President Paul Drozak Vice President Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Ruth Shereff Assistant Editor Assistant Editor Marcia Reiss 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, 575 ."^ourth Ave., Brooklyn, N.Y. 11232. Tel. 499 S600. Second class postage paid at Brooklyn, N.Y. We Need Your Latesf Address The SIU needs your latest address so that we can maintain an up-to-date mailing list end can be sure that important correspondence gets to you at your home. So please fill out the address form below and mail it to StU Welfare Plan, 275 - 20th St.. Brooklyn, N.Y. 11215. SIU As a new pensioner, I wish to thank the SIU and all my SIU Brothers for all the benefits and for such a fine organization as the Seafarers International Union. I am also grateful for being able to get an engineer's license through the SIU-MEBA School of Marine Engineering. I'll miss the seafaring life and all my Union Brothers. Good sailing to all. Fraternally James Stewart, retired Mobile, Ala. Page 16 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Soc.Sec, No. ...,. V .,,..,... .,. . Name . . ................. ..... ............., . Print Last Name i . .. ...... . ...».. First Name f^jjddle Initial Address . ... ............... . . .......,...... ...... . T . Print Number and Street City,: State ' Date of Birth". T. ..... .: . _ . Mo.7 Day/Year .. ^... vf ; ... ?! :!? " " Code ' ^ Seafarers Log �Special Supplement SEAFARERS LOG OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO At Midwinter Meeting AFL-CIO Exetufive Council Passes Vital Maritime and Energy Resolutions The way the AFL-CIO sees it, the health of the American merchant marine is one of the nation's critical needs. At its annual midwinter meeting held in Bal Harbour, Fla. late last month and early this month, the AFL-CIO Executive Council passed five maritime-related statements as part of its broad program designed to insure the vitality of the American economy. [All five are reprinted in full in­ side this special supplement on the six-day meeting.] The statements tackle maritime problems ranging from increasing Soviet-fleet competition to a danger­ ous proposal to export Alaskan oil. The Council urged Government ac­ tion to stop these trends and asked strong support for three other pro­ posals that would boost the Ameri­ can merchant marine and the na­ tional economy. They are: An all-Alaska gas pipeline route • A comprehensive national energy policy that would re­ duce America's dependence on foreign oil, and • Passage of the Energy Trans­ portation Security Act that I I Gathering together for the needs of American labor are the 35 members of the AFL-CIO Executive Council. Led by Presi­ dent George Meany, the group gathered for their six-day midwinter meeting in Ba! Harbour, Fla. at the end of February. would guarantee U.S.-flag ships a certain percentage of the na­ tion's oil trade. American-flag ships are "losing ground," the Council warned, in comparison with Soviet competition. "Congressional indifference" over the past ten years has allowed our the Council maintained, to stimu­ merchant fleet to deteriorate and pri­ late a resurgence of our maritime vate commercial shipowners cannot strength. hope to keep up with Russian mari­ Oppose Alaskan Oil Export time advances promoted by a state The oil companies are currently monopoly. working against essential maritime The U.S. Government must act. Continued on Page 24 Executive Council Members of the AFL-CIO Below is a list of the 35 members of the AFL-CIO Executive Council. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. George Meany, President, AFL-CIO LaneKirkland, Secretary-Treasurer, AFL-CIO Paul Hall, President, Seafarers International Union of North America I. W. Abel, President, United Steelworkers of America Hunter P. Wharton, President Emeritus, International Union of Operating Engineers Paul Jennings, President, International Union of Electrical, Radio and Machine Workers Max Greenberg, President Emeritus, Retail, Wholesale and Depart­ ment Store Union John H. Lyons, President, International Association of Bridge, Struc­ tural and Ornamental Iron Workers A. F. Grospiron, President, Oil, Chemical and Atomic Workers International Union Matthew Guinan, President, Transport Workers Union of America C. L. Dennis, Former President, Brotherhood of Railway, Airline and Steamship Clerks, Freight Handlers, Express and Station Employes Peter Bommarito, President, United Rubber, Cork, Linoleum and Plastic Workers of America Thomas W. Gleason, President, International Longshoremen's As­ sociation, AFL-CIO Frederick O'Neal, President, Associated Actors and Artists of America Floyd E. Smith, President, International Association of Machinists and Aerospace Workers Jerry Wuirf, President, American Federation of State, County and Municipal Employees S. Frank Raftery, President, International Brotherhood of Painters and Allied Trades 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. James T. Housewright, President, Retail Clerks International Asso­ ciation George Hardy, President, Service Employees International Union AFL-CIO A1H. Chesser, President, United Transportation Union Martin J. Ward, President, United Association of Journeymen and Apprentices of the Plumbing and Pipe Fitting Industry of the United States and Canada William Sidell, President, United Brotherhood of Carpenters and Joiners of America Murray H. Finley, P-'^^'dcnt, Amalgamated Clothing and Textile Workers Union Joseph P. Tonelli, President, United Paperworkers International Union Albert Shanker, President, American Federation of Teachers So^; .]'.etin. Executive Vice President, Amalgamated Clothing and Textile Workers Union C. L. Dellums, President, Brotherhood of Sleeping Car Porters Francis S. Filbey, President, American Postal Workers Union, AFLCIO Glenn E. Watts, President, Communications Workers of America Sol C. Chaikin, President and Secretary-Treasurer, International Ladies' Garment Workers Union Hal C. Davis, President, American Federation of Musicians Edward T. Hanley, General President, Hotel and Restaurant Em­ ployees' and Bartenders' International Union Angelo Fosco, President, Laborers' International Union of North America Charles H. Pillard, President, International Brotherhood of Electrical Workers William H. McClennan, President, International Association of Fire Fighters �Healthy American Merchant Marine Supported Statement by the AFI.-CIO Executive Council on The American Merchant Marine February 23,1977 Bal Harbour, Fla. The Soviet drive for dominance of the seas at the expense of the com­ mercial health and military posture of all the nations of the free world is a matter of grave concern. A healthy U.S. flag merchant fleet is crucial to the vitality of our na­ tional economy. Yet, we have seen a decline of American-flag participa­ tion in U.S. ocean-borne foreign trade to the alarming extent of 30% since I960.' These were the years when advancing technology in the maritime industry, marked by the growth of containerization and other forms of automation took their toll on U.S. participation in the fierce East-West competition for cargo. The proliferation of foreign-flag ves­ sels and congressional indifference permitted our merchant fleet to de­ teriorate, worn-out vessels were not replaced, while the cross-trading na­ tions, particularly within the East­ ern-bloc countries, took advantage of the situation to wrest a greater portion of the maritime market and to launch larger and more efficient vessels. The Soviet government controlled merchant fleet, openly employed to further national as well as economic goals, also provides direct support for Soviet military activities. While there is no denying the Soviet Mer­ chant Fleet access to commercial sea lanes, we cannot acquiesce in their use of a merchant fleet to crowd out American flag shipping from the American market. At present, the Soviet Merchant Marine has garn­ ered 7% of all U.S. ocean-borne for­ eign commerce. Within the next three years, the Federal Maritime Com­ mission predicts that the Soviets will double their share of the trade, reaching 15% or better. In addition, the Soviets now operate 52 ships in the U.S. trade and have 47 larger ships under construction that are ex­ pected to be brought into service by 1980.2 Today, in comparison with our Soviet competition, we are losing ground. In the past decade, the So­ viet merchant marine has doubled in size to 17.8 million deadweight tons, while the U.S. fleet declined slightly to 14.9 million.^ By 1980, the Soviets project increasing their fleet to 22-23 million deadweight tons.'* Unless our maritime strength is rebuilt and re­ conditioned through modernization and new construction, it will no longer be able to serve as a major force in our international trade and to support our naval forces in time of need. The Soviet Union requires access to the seas in order to protect and further her interests, many of which are in direct conflict with the West. She will continue to seek advantage from Western decline around the world through two of her most useful instruments of policy: Her merchant and fishing fleets. The build-up of the Soviet Merchant Marine directly follows the fast and massive expan­ sion of the Soviet Navy which already outstrips the forces of the United States in numbers of craft. The American Merchant Marine is confronted with a situation in which Western shipping interests face a competitor which is unique in size, power and political strength, based on a state monopoly with re­ gard to its own trade and dominance in bi-lateral trades. It is futile to as­ sume that commercially operating private shipowners are in a position to cope with such an opponent. The Executive Council calls for the leadership of this nation to take action to guarantee an ocean trans­ portation capability sufficient to serve this nation's defense needs in time of a national emergency; ade­ quate to serve U.S. ocean transporta­ tion needs in the interest of the na­ tional economy and equal to the task of maintaining the U.S.-flag presence in the oceans of the world as an in­ strument of United States interna­ tional political policy. 'Business Week, October 4, 1976 -BusinessWeek, October 4. 1976 3Forbes, May 1, 1976 '•Soviet Naval Developments: Capability and Context, page 101 Urge Administration to Approve Trans-Alaska Cas Pipeline Statement by the AFL-CIO Executive Council on Alaska Pipeline Route February 25,1977 Bal Harbour, Fla. The nation's need for new energy supplies has been compounded by the effects of the harsh weather con­ ditions which have raised the de­ mand for fuel supplies to unprece­ dented levels. The dual effects of the cold winter in the U.S. east and mid­ west, coupled with the drought on the West Coast, have produced eco­ nomic chaos that has affected the nation's vital industries and many homes. In the early months of this year hundreds of thousands of American workers have been temporarily and in many cases permanently thrown out of work because of the lack of adequate energy supplies, particu­ larly natural gas. In the West the con­ tinuing drought has not only caused economic problems but threatens the supply of cheap hydroelectric power which is the basis for the operation of many industries in the West. These problems have heightened and dramatized the immediate need for additional energy sources, of which natural gas is in the shortest supply. One of the most immediately available new sources of energy for the U.S. are the huge reserves of nat­ ural gas available on the North Slope of Alaska. The production of this gas would make a major contribution towards the nation's efl'orts to be­ come more self-reliant in its energy supplies. There are three proposals now be­ ing considered by the Administration for moving Alaska gas to consumers Page 18 in the lower 48 states. Of the three only one would be entirely under U.S. control. This is the TransAlaska gas route. The line would largely parallel the Alaska oil line across Alaska and would involve the construction of a complex of gasifi­ cation and liquefication facilities as well as a fleet of liquid natural gas vessels to carry the gas to the U.S. West Coast. The other two lines both involve gas pipelines across Canada. The decision on which of these three lines the Administration will support will be made by the Presi­ dent later this year. The President's decision will then be forwarded to Congress for it to approve or dis­ approve. Of the three proposed routes, the Trans-Alaska line will provide the maximum job benefits in Alaska as well as in the lower 48 states, particu­ larly during the construction in U.S. yards of the fleet of LNG vessels needed to carry the gas. The line would employ over 44,000 construc­ tion, trade and shipyard workers dur­ ing the peak construction phase. In addition the Alaska gas line, because it would use many of the facilities built for the Alaska oil pipeline, could be constructed sooner than the two competing routes across Canada. As important as the employment benefits are, however, the need to obtain secure supplies of gas for the lower 48 states as soon as possible to meet the present shortage clearly transcends all other considerations. On this basis also the Trans-Alaska line is clearly superior. Therefore, the AFL-CIO urges the Administration to approve the TransAlaska gas route in order to assure the expedited availability of the se­ cure new gas supplies that will in­ crease U.S. energy self-reliance. Participating in the AFL-CIO Committee on Political Education meeting during the six-day Executive Council confab are President George Meany, left, and COPE Director Al Barkan. Seafarers Log �Council Backs Energy Transportation Security Act In the statement reprinted be­ low, item No. 3 is of particular importance to maritime workers. Statement by the AFL-CIO Executive CouncU on Unfinished Legislative Business February 22,1977 Bal Harbour, Fla. During the last two years, the Con­ gress passed four major bills of ex­ treme importance to the labor move­ ment. All were vetoed by President ^ord. Each of these measures has been introduced in the new Congress. Since extensive hearings were held on each measure, with complete dis­ cussion and debate already a matter of public record, we believe it should be possible for the Congress to act expeditiously on each matter, pass the necessary legislation and move on to new business. The measures of particular con­ cern to workers are: 1. Situs Picketing. This measure would grant building trades workers equal picketing rights with all other organized workers. The 94th Con­ gress passed this bill after being as­ sured that President Ford would sign it. But, for political reasons, Mr. Ford broke his word and vetoed the bill. Simple justice calls for enact­ ment of the Equal Treatment of Craft and Industrial Workers Bill. 2. Hatch Act Reform. Govern­ ment workers are now denied politi­ cal rights accorded all other citizens. The Congress passed a measure con­ siderably strengthening protection for all federal workers against coer­ cion, intimidation and other abuses. Nevertheless Mr. Ford vetoed the bill. Now the Congress should readopt the bill without delay. "i. The Energy Transportation Se­ curity Act. This job-creating mari­ time bill required that a percentage of imported oil be transported in American vessels. This measure, vi­ tal to America's energy independence program, would decrease domestic reliance on foreign vessels, provide new environmental standards to help avoid pollution disasters such as those recently caused by "runaway" flag ships operated by the energy car­ tel. This measure would encourage private investment in the construc­ tion of vessels built in American shipyards by American workers to be operated by American merchant sea­ men. Despite these facts, the bill was the victim of another Ford veto. We urge the Congress to pass this legis­ lation without delay. 4. Strip Mining Protection. This measure was passed by the 93rd and 94th Congresses and was vetoed twice by President Ford because of business and utility company opposi­ tion. It sets necessary minimum fed­ eral standards for state strip min­ ing reclamation statutes to protect against environmental devastation caused by the strip mining of coal, badly needed to meet the nation's energy needs. It deserves prompt passage. These measures are the unfinished legislative business of the past, need immediate attention and prompt en­ actment. We urge President Carter to sign each as soon as they reach the White House. Marshall Presents Administration's Goals to AFL-CIO Leaders in photo at left, Labor Secretary Ray Marshall, standing, outlines the Administration's goals before the AFL-CIO Executive Council at the opening session of their midwinter conference. Listening, left to right are: AFL-CIO Secretary Treasurer Lane Kirkland, and Federation President George Meany . After the session, Marshall received greetings from SlU President Paul Hall who is also an AFL-CIO Vice-President. Nation Needs Comprehensive Energy Program Statement by the AFL-CIO Executive Council on Energy February 25,1977 Bal Harbour, Fla. The AFL-CIO endorses the Ad­ ministration's plan to consolidate energy activities into a single depart­ ment that would absorb the Energy Research and Development Admin­ istration and the Federal Energy Ad­ ministration and also the energy functions now a part of the Interior and other departments. Such a re­ structuring is badly needed and would provide a better and more efficient mechanism for creating and implementing energy policy. Clearly, this would not solve the March, 1977 energy problem. It is not a substitute for a comprehensive energy policy, and if this is all that would be done, this nation still would not have an energy policy worthy of the name. In the more than three years since the Arab oil embargo little has been done to resolve the energy problem. While the natural gas crisis of this winter dramatized the issue, it was not unexpected. Yet, the Congress and the Nixon-Ford Administration did little to meet a situation that could readily have been foreseen. America is much more vulnerable today to an oil embrago than it was in 1973. The nation's dependence on foreign oil has increased. In addition, imports from the Arab countries are three times more than they were prior to the embargo. Meanwhile, domes­ tic production of oil, despite higher prices for new oil, has been declin­ ing steadily in recent years. Such steps as the 94th Congress and the past Administration took were timid and hesitant. They treated the energy matter gingerly as if it were a fragile thing that would shat­ ter if directly confronted. The time is long past for complacency and inaction. Development of energy sufficient to meet the country's needs is one of the most serious domestic problems facing America in the years ahead. How America copes with the situa­ tion will have an overwhelming effect on the nation's economic well-being. The AFL-CIO has long urged the government to take decisive action. This is not a time for muddling through. We urge the President to set in motion a comprehensive energy program that will move the nation on the road to energy security. With that in mind, we have noted below some of the elements that we feel are essential to the development of a sound program. CONSERVATION Conservation is the cornerstone upon which this nation must build its energy policy. Per capita consumption of energy in this country is twice as much as in such countries as Switzerland, Sweden, West Germany — all of whom have a standard of living and quality of life comparable to that en­ joyed by Americans. Conservation does not mean a diminishing in the quality of life. It does not mean less automobile driv­ ing. It does not mean cold, drafty, uncomfortable homes. It does not Continued on Page 22 Page 19 �striking a characteristic pose (left) is Federation president George Meany listening to James T. Housewright, head of the Retail Clerks International Association. !m Stressing a point (right) Glenn E. Watts, president of the Communication Workers of America, talks with S. Frank Raftery, chief of the International Brotherhood of Painters and Allied Trades. SlUNA President Paul Hall (left) and ILA President Thomas Gleason, are both AFL-CIO vice presidents. ing in Bal Harbour/ In a jovial mood are Joseph P. Tonelli (left), leader of the United Paperworkers International Union and Martin J. Ward, president of the United Association of Journeymen and Apprentices of the Plumbing and Pipefitting Industry of the U.S. and Canada. George Meany gets a chuckle from the press at a news conference after a session of the. AFL-CIO Executive Council. Page 20 Mapped At a break, Federation vice presidents Sol Stetin(left), Exec-vice president of theClothing and Textile Workers, and the union's president, Murray H. Finley (center), talk it over with Ladies Garment Workers President Sol C. Chaikin. William Sidell (right), head of the United Brotherhood of Carpenters and Joiners ot America talks shop with S. Frank Raftery, president of the International Brotherhood of Painters and Allied Trades. Reds catcher Johnny Bench (right) tnanks labor for its support of the No Greater Love organization drive which he leads to help children of servicemen killed or missing in Southeast Asia. At left are Lane Kirkland, Raftery, Meany, NGL's chairwoman Carmella LaSpada and AFL-CIO Vice-President John H. Lyons. Page 21 I*??.-.-./- �m Nation Needs Comprehensive Energy Program Continued jrom Page 19 mean less usage of home appliances. It does mean using energy effici­ ently. It means the manufacture of automobiles that get more mileage per gallon of gasoline, the retrofit­ ting of existing homes and buildings that drastically reduce energy con­ sumption, the designing and building of home appliances that use only small quantities of energy. As an example, if all of the cars on the road were to get twice as much mileage as the current average of 14 miles per gallon of gas, the nation would save more than three million barrels of oil per day. This exceeds the nation's oil imports from the Arab countries. Nor does conservation mean no growth. We hold no brief for those pushing conservation as part of a no-growth philosophy. Growth in the economy and conservation of energy can, and must, go hand-in-hand. Adoption of tough and stringent conservation measures could reduce the nation's energy consumption growth rate from 4 percent to well under 2 percent. While conservation is essential it will not, by itself, solve the energy problem. NEW SUPPLIES The nation needs new and addi­ tional supplies of energy. Oil and natural gas are declining resources. While iVo single source of energy rep­ resents the ultimate fuel, it is clear that coal and nu'?jSar power are the ones upon which this nation must rely in the immediate future. The United States holds about 450 billion tons of coal reserves—esti­ mated at about one-fifth to one-half of the world's coal deposits. This is more than 700 times the nation's an­ nual usage of about 600 million tons. As reported by Forbes Magazine this reserve is "ten times as much energy as is contained in Saudi Arabia's oil and 2.6 times as much as is available from the entire world's supply of oil." Nuclear power, by the end of this century, is expected to grow from 2% of current total energy supply to over 20%. In terms of today's energy picture, this is the equivalent of about 7 million barrels of oil per day—about the same as imports in 1976. Coal has been under attack by en­ vironmentalists and nuclear energy is the target of a well-organized drive to ban its use. The basis of that cam­ paign is that nuclear energy is not .safe. We do not agree with that as­ sessment. The record of safety in the nuclear industry is among the best in all industry. Every effort must be made to ac­ celerate, the development of coal and nuclear power while protecting the environment and maintaining strin­ gent safety and health standards. Meanwhile, facilities to provide en­ riched uranium should be expanded and the procedures for licensing of nuclear facilities should be expedited to eliminate costly and unnecessary delays. Page 22 Continued development of the liquid metal fast breeder reactor pro­ gram must be pursued. This is essen­ tial to the nation's long-term energy needs. Development of oil and gas re­ serves on the U.S. outer continental shelf provides an excellent opportu­ nity for the United States to increase domestic oil and gas production. De­ velopment of new offshore areas could reduce U.S. oil imports by 1015 percent in 1980 and 10-30 per­ cent in 1985-1990. At the same time, America must direct its efforts toward developing such other sources of energy as solar, geothermal, biomass, shale oil, coal liquefaction and gasification. These energy sources will be neither cheap nor be developed overnight. It is clear that private industry, by itself, cannot develop the energy sources required by this country. It is for that reason that the AFL-CIO urges the establishment of a massive 5 year $100 billion program to help achieve energy security for the United States through direct loans, loan guarantees and other financial assistance to private industry and public bodies unable to secure pri­ vate capital. As we envision it, that program would concern itself with projects for conserving energy as well as projects for developing new and additional supplies of energy. Under that prograni, ilr- .y.igemittcnt would also be empowered to launch projects of its own patterned after the TVA con­ cept. IMPORTS The increasing dependence of the AFL-CIO President George Meany makes a point at an Executive Coun­ cil session. United States on imported oil raises economic as well as national security problems. Prior to the Arab oil em­ bargo of 1973, the nation was im­ porting less than six million barrels of oil per day. In 1976 imports gen­ erally averaged more than seven mil­ lion barrels per day and in January, 1977, averaged over eight million barrels per day. Of those imports, the Arab countries furnished less than a million barrels daily, prior to the em­ bargo. Today they export close to three million barrels per day to the United States. As a result, the nation is now more vulnerable to an oil embargo than in 1973. It is more vulnerable to the price that OPEC sets for its oil. That price may well determine America's level of economic activity and the rate of inflation. Early in this decade, oil imports that cost the nation $3.5 billion, now cost the nation more than $35 billion annually. Much rhetoric has flowed; but lit­ tle action has followed. To cope with this issue, oil im­ ports should be taken out of private hands and placed in the hands of the government. The government should determine the amount of oil to be imported, negotiate its price with the individual oil producing coun­ tries and provide for its allocation. Private companies have no power to deal with the oil producing countries. They accept whatever terms are made by these countries and pass on the additional costs to the consum­ ers and, in the process, probably make more money than they ever did before. On the other hand, the United States has bargaining power with the OPEC nations that no private com­ pany could ever hope to achieve. At the same time, the nation must accelerate the establishment of an oil stockpile that will give America a measure of protection against any fu­ ture oil embargo and enhance its bargaining power. PRICES Continued regulation of oil and natural gas prices is essential to the economic well-being of this nation. A Library of Congress study es­ timated deregulation of natural gas prices would increase consumer costs "by $5.4 billion annually in the first year and by $17.7 billion annually in the fifth to seventh year. Decon­ trol of oil prices would have an even greater impact in the first year. To­ gether, the effect would be as devas­ tating as the four-fold increase in oil prices imposed by OPEC following the oil embargo. There is no free-market price for oil. It is an arbitrary price imposed by the OPEC cartel—about $13 per barrel—which bears no relation to the 18 cents a barrel produetion cost in the Arab countries. All other en­ ergy prices relate to the price of oil. The argument that uncontrolled prices provide incentives for greater production is groundless. Domestic production of oil, despite skyrocket­ ing prices for newly discovered oil. has been declining steadily. The same would be true for natural gas unless the producers, as initial gov­ ernment studies indicate, are sitting on their wells waiting for natural gas prices to be deregulated. If this is so, it constitutes the same kind of black­ mail indulged in by the Arab oil producers. We urge a complete and thorough investigation of the natural gas pro­ ducers to determine whether the natural gas shortage is real or con­ trived by the producers to benefit themselves at the expense of the na­ tional interest. It is intolerable that a nation so dependent on energy is ignorant of the basic facts needed to make intel­ ligent analyses and critical decisions. Such data as is available is incom­ plete and unreliable because in the past the natural gas companies have been unwilling to provide complete and detailed information with regard to their reserves and other facets of their operations. The investigative body should be empowered with the right to subpoena such records as are needed to get to the bottom of this question. In any case, decontrol of oil and gas prices would place an intolerable burden on the American consumer and we are unalterably opposed. DIVESTURE The American public is at the mercy of the giant oil monopolies whose complete control of petrole­ um, from well-head to marketing, represents an incredible influence over the nation's well being. Clearly the oil companies are pur­ suing only their self-interest. They have not suffered from the energy crisis. In fact, they have prospered while the country suffered. We urge Congress to enact legis­ lation to break-up the oil monopolies so that the companies may no longer produce as well as refine, transport and market petroleum. Not satisfied with their monopo­ listic control of oil, these companies are stretching their tentacles into competing sources of energy. Al­ ready, they have secured a major position in the coal industry and are reaching into other energy fields. Clearly, this is not in the national interest and will hamper the devel­ opment of alternative sources of energy. The AFL-CIO urges the Congress to enact legislation to prohibit a company from owning competing sources of energy. Seafarers Log �Export of Alaskan on Opposed by Executive Council Statement by the AFL-CIO Executive Council on Export of Alaskan Oil February 25,1977 Bal Harbour, Fla. Congress passed the Alaska pipe­ line legislation just over three years ago because construction of the pipe­ line would enable Alaskan oil to reduce America's dangerously in­ creasing vulnerability to Arab oil embargoes. Now the oil companies that were aided by this legislation have proposed that the Alaskan oil be exported to Japan. That proposal would reverse this country's policy of increasing its se­ curity by reducing dependence on imported oil. The argument that refinery, pipe­ line and tanker capacity are not ade­ quate to deliver the oil to U.S. mar­ kets is no excuse. It has been clear for some time that an expansion of these facilities was needed. The oil companies have failed to respond to that need. They have not begun an adequate expansion of these facilities nor have they made plans to do so. The oil companies have failed to respond to the need for refining, pipeline and tanker construction be­ cause of their desire to add an addi­ tional profit on each barrel by selling the oil to Japan, even though they will receive very large and assured profits if they sell the oil inside the U.S. The oil companies will drop their proposal to export Alaskan oil and will begin the needed refinery, pipe­ line and tanker construction when— and until—it is clear to them that Americans wilh not allow this Sacri­ fice of national interest for oil com­ pany profits. We urge the Administration and the Congress to stand firmly against any proposal to export Alaskan oil. That oil is needed by the United States to reduce the nation's depend­ ence on foreign oil. Support Boycotts of Ringling Bros. Circus^ Bancroft Co. Among the 48 resolutions passed by the AFL-CIO Executive Coun­ cil at its mid-winter meeting were two supporting recent boycotts by member unions. Because the AFL-CIO has asked that all trade union members support these boycotts, we have reprinted the two statements below. forum to make a series of uncon­ V Statement by the scionable demands. To avoid a dead­ AFL-CIO Executive Council lock the AFM offered a short term contract to cover this season that on would have met many of the circus' Support of concerns. Ringling Brothers turned Ringling Brothers-Barnum and down that eminently reasonable pro­ Bailey Circus Boycott posal. February 28,1977 Then, on the ground that no con­ Bal Harbour, Fla. tract had been signed, Ringling Brothers, following a classic unionOver the years union musicians busting technique, entered into an represented by the American Feder­ arrangement with a group known as ation of Musicians and its locals have Cas-Pet, an avowed bitter enemy of provided the music at performances the AFM, to provide music at circus of the Ringling Brothers-Barnum and performances. Bailey Circus. Some of these musi­ cians traveled with the circus, others To protect its members the AFM were engaged locally. has called a consumer boycott of all In 1976 Ringling Brothers pro­ circus performances at which music posed to the AFM that a nationwide is provided by Cas-Pet. The AFLcontract be negotiated. The stated CIO supports this boycott, urges all reason was to replace the differing members of AFL-CIO unions to re­ local arrangements at each stop with fuse to buy tickets to circus perform­ a standard contract. The AFM se­ ances at which music is provided by cured the necessary authority to enter Cas-Pet and calls upon the labor into such negotiation and exercised press and the Union Label and Serv­ that authority in good faith. Ring­ ice Trades Department, AFL-CIO, to ling Brothers, however, used the new publicize the boycott. During the midwinter meeting of the AFL-CIO Executive Council held late last month and early this month in Bal. Harbour, Fla., two vice presidents of the Federation get a chance to discuss some matters of mutual concern. On the left is George Hardy, president of the Service Employees International Union. On the right is I. W. Abel, president of the United Steelworkers of America. March, 1977 tions. Since 1971 Bancroft has ffagrantly and repeatedly violated the law with the result that only a third of those who voted in 1971 remained on on the payroll when the strike began. Support of Boycott of The company refused even to go Bancroft Manufacturing to the bargaining table until 1976, Company when the NLRB General Counsel threatened contempt proceedings. February 23,1977 Since Bancroft has spurned every Bal Harbour, Fla. effort by the union to negotiate a fair contract and continues to threaten On July 1, 1971, employees of to replace striking employees, the the Bancroft Manufacturing Com­ United Brotherhood of Carpenters pany of McComb and Magnolia, has begun a nationwide boycott of Mississippi, voted in a National La­ aluminum doors, sashes and other bor Relations Board election to be extruded aluminum home-building represented by the United Brother­ products manufactured by Bancroft Manfacturing Company. hood of Carpenters and Joiners. After waiting for 51/2 years for The AFL-CIO Executive Council Bancroft to obey the law and nego­ wholeheartedly endorses the efforts tiate a just and fair agreement or for of the Carpenters Union to achieve the NLRB to enforce the law, 500 justice for the workers involved. We production and maintenance workers support the boycott, urge all mem­ at the company's Magnolia plant bers of AFL-CIO unions to refuse went out on strike on January 16, to buy the products of Bancroft Man­ 1977. ufacturing and call upon the labor Bancroft's mistreatment of its em­ press and the Union Label and Serv­ ployees and its disregard of their ice Trades Department, AFL-CIO, basic rights were amply documented to publicize the strike and boycott last April before the House Subcom­ against the Bancroft Manufacturing mittee on Labor-Management Rela­ Company. Statement by the AFL-CIO Executive Council Hails Labor's Fight for Rights "In my country a working man has no right to protest," Vladimir Bukovsky, the exiled Soviet dissident, told the AFL-CIO Executive Council at its mid­ winter conference in Bal Harbour, Fla. Bukovsky, flanked by AFL-CIO Secre­ tary-Treasurer Lane Kirkland, left, and President George lyieany, urged the American labor movement to continue its long-standing fight for international human rights. Page 23 �SEAFARERS LOG March, 1977 OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF. LAKES AND INLAND WATERS DISTRICT • AFL-CIO Council Serves Notice: Safe and Healthful Workplace a Must Because the Occupational Safety and Health Act is so im­ portant for maritime workers as well as all American workers, we are reprinting in full the resolution passed by the AFL-CIO Execu­ tive Council on this issue. Statement by the AFL-CIO Executive Council on Occupational Safety and Health February 28,1977 Bal Harbour, Fla. The trade union movement fought long and hard for passage of a strong occupational safety and health law to stop the suffering and death in America's workplaces. We will not permit destruction of the Occupa­ tional Safety and Health Act by right-wing zealots and employers who place profits ahead of human lives. We find repugnant the contention that an employer has a constitutional right to kill or maim workers. Plac­ ing property rights ahead of human rights is contrary to the spirit of America. Since its enactment in 1970, the Occupational Safety and Health Act has been the target of some in Con­ gress who seek to curry political favor with reactionary business and right wing groups. These political opportunities have repeatedly tried to emasculate or destroy OSHA through distortion, propaganda and lies. The failure of the past two admin­ istrations to properly administer and enforce the law has added fuel to the fire. Inadequate budgets, short staffing, misordered priorities, sloppy procedures, poorly-drafted regula­ tions, unnecessary delays and at­ tempts to politicize OSHA have undermined the law's effectiveness. There has been no more persistent and consistent critic of the adminis­ tration and enforcement of OSHA than the labor movement. Our aim, however, is to make a good law work through proper administration. We are encouraged by President Carter's many statements of support for this law, and commend his rec­ ommendations that OSHA regula­ tions be drafted in clear, understand­ able language. Nothing is more essential to public support of this law than understanding of what it is designed to do. We urge President Carter to re­ scind Executive Order 11821, re­ newed by former President Ford in a secretive, eleventh-hour attempt to repay his business supporters in the election. This order, which requires so-called "inflationary impact" state­ ments on OSHA standards, places a dollar value on the lives of workers and has blocked development of oc­ cupational health standards. We also urge him to require the Secretary of Labor to enforce the oc­ cupational safety and health guide­ lines in Section 19 of the law for all federal government agencies. The government can and must set the ex­ ample for private employers in the area of job safety and health. The labor movement will continue its efforts in Congress for adequate funding and staffing for OSHA and the Toxic Substances Control Act of 1976, which is administered by the Environmental Protection Agency and will provide additional safe­ guards for workers exposed to toxic chemicals. And we serve notice: The labor movement shall not rest until every American worker enjoys a safe and healthful workplace. Two AFL-CIO Veeps confer during the meeting: 0. L. Dennis, left, of the Brotherhood of Railway, Airline and Steamship Clerks, Freight Handlers, Express and Station Employees and Floyd E. Smith of the International Asso­ ciation of Machinists and Aerospace Workers. AFL-CIO Executive Council Passes Vital Maritime and Energy Resolutions Continued from Page 17 expansion through a proposal to ex­ port Alaskan oil to Japan. Their argument—that refinery, pipeline and tanker capacity are inadequate to deliver the oil to U.S. markets— ignores the "nation's increasingly dangerous vulnerability to Arab oil embargoes," the Council pointed out. "The Administration and Con­ gress must stand firm against this proposal which would sacrifice the national interest for oil company profits." All-Alaska Gas Line America's energy self-reliance is also dependent upon quick delivery of Alaskan gas, which the Council explained could be achieved by an all-Alaska pipeline route. Page 24 Two other routes across Canada have been proposed, but could not be built as soon as the trans-Alaska gas pipeline which would use many of the existing oil pipeline facilities there. This route is the best solution for America's dangerous natural gas shortage, the Council stated. The natural gas crisis last winter and the Arab oil embargo of 197374 were dramatic indications of America's need for an effective energy program. An Energy Policy The AFL-CIO endorsed the Ad­ ministration's plan to consolidate all Government energy agencies and ac­ tivities, but stressed that this effort would be meaningless without "an energy policy worthy of the name." America now imports three times the amount of oil from Arab countires that it did prior to the embargo. To prevent increasing politically dangerous dependence on foreign oil the Council recommended a compre­ hensive national energy policy, in­ cluding: conservation, development of new supplies, government control of imports and prices, and break-up of oil monopolies. Pass Cargo Preference Passage of the Energy Transporta­ tion Security Act would be another major step toward America's energy independence. Under this Act, one of four supported by the Council as "extremely important to the labor movement," a guaranteed percentage of imported oil would be carried in U.S.-flag ships. It would decrease our reliance on foreign vessels, such as the runaway flag ships that caused so much pollu­ tion disaster in our coastal waters over the past months. Moreover, it would be a shot in the arm for Amer­ ican shipbuilding and maritime labor. The other three Acts endorsed by the Council were: Situs Picketing, which would grant building trades workers equal picketing rights with all other organized workers; Reform of the Hatch Act to grant Govern­ ment workers their full political rights; and Strip Mining Protection, which would protect against environ­ mental devastation caused by the strip mining of coal. All four acts were vetoed by Presi­ dent Ford. The Council called them "unfinished legislative business of the past" and urged quick approval by the new Administration. Seafarers Log �OAKLAND (Sea-Land Service Inc.), January 22—Chairman, Recertified Bosun J. San Filippo; Secretary C. Johnson; Educational Director L. Karttunen; Engine Delegate R. Bracamont; Steward Delegate John Kavanagh. Some disputed OT in deck and steward department. $2.30 in ship's fund. Chair­ man passed out forms for the steward upgrading school to everyone in the steward department and advised all members to take advantage of this pro­ gram. A vote of thanks to the steward department for a job well done. ERNA ELIZABETH (Hudson Wa­ terways Corp.), January 16—Chair­ man, Recertified Bosun B. Browning; Secretary Rothschild; Deck Delegate Burton Owen. Some disputed OT in deck department. Chairman reports that there are four new crewmembers from Piney Point aboard and they are shaping up very well. Held a discussion on the alcoholic program and agreed that it is a very good program. A vote of thanks to the steward department for a job well done. CHARLESTON (Sea-Land Service Inc.), January 2—Chairman, Recerti­ fied Bosun J. Beye; Secretary W. Selt­ zer; Educational Director C. W. Welsh. $7 in ship's fund. No disputed OT. Chairman held a discussion on the Steward Department Recertification program and urged all members who are eligible to apply. Observed one min­ ute of silence in memory of our de­ parted brothers. Next port Elizabeth. TRANSINDIANA (Hudson Water­ ways Corp.), January 23—Chairman Recertified Bosun H. B. Walters; Sec­ retary W. J. Fitch. $14.83 in ships fund. No disputed OT. The ship's chairman will take up the possibility of having a telephone put right aboard ship when in port so the crew can call direct to the gangway watch in regards to the sailing time as it is changed so often and you can never get the right answer from the outside forces. Report to the Seafarers Log: "Thanks to the Log for its efforts in keeping us posted in all maritime news." Observed one minute of silence in memory of our departed brothers. Next port Gitmo. OVERSEAS ULLA (Maritime Over­ seas Corp.), January 9 — Chairman, Recertified Bosun L. R. Smith; Secre­ tary W. H. Deskins. No disputed OT. Chairman held a talk on the alcoholic center at Piney Point. Also distributed application blanks for upgrading in the steward department and help was given in explaining the requirements of entry to the upgrading and recertification pro­ gram. Observed one minute of silence in memory of our departed brothers. OGDEN WABASMI (Ogden Marine Inc.), January 9—Chairman, Recerti­ fied Bosun J. Delgado; Secretary H. Hastings; Educational Director A. Ratkovick; Deck Delegate R. Florcs; En­ gine Delegate J. Graydon; Steward Delegate O. Rios. No disputed OP. Chairman discussed the importance of donating to SPAD. Secretary's Report: "I had the honor of being on the stew­ ard department recertification commit­ tee. In my 32 years of going to sea, 1 think this is the most needed of all our programs to come forth from our train­ ing school. We have to make the stew­ ard department more rewarding and attractive. As you will note in the la.st Seafarers Log there were 17 upgraders all in the deck and engine departments. The program was discussed at length." March, 1977 MERRIMAC (Ogden Marine Inc.), January 30 — Chairman, Recertified Bosun John Pierce; Secretary A. R. Raio; Educational Director G. W. Haller. No disputed OT. Report to the Sea­ farers Log: "We picked up three people from the sinking vessel Rampant. They are all doing well. We picked them up 450 miles from Fort Lauderdale, Fla. and dropped them off at Bermuda." Next port Philadelphia, Pa. INGER (Reynolds Metals Co.)— January 30 — Chairman, Recertified Bosun Hans S. Lee; Secretary Duke Hall; Educational Director Theodore Martinez; Engine Delegate Barney Hireen. $9 in ship's fund. No disputed OT. Chairman received and passed out the new steward department applications for recertification. Urged all members to take advantage of this program. Ad­ vised that a member who has a recerti­ fication, a firefighting certificate and a lifeboat ticket has far better job oppor­ tunities. Discussed the importance of donating to SPAD. To really know what is going on in the Union read the Seafarers Log from front to back. A vote of thanks to the steward depart­ ment for a job well done. ULTRASEA (Apex Marine Corp.), January 2 — Chairman, Recertified Bosun W. E. Showers; Secretary T. Kirby; Educational Director E. Colby; Deck Delegate H. Frierson; Engine Delegate R. Makarewicz; Steward Dele­ gate R. Long. $16 in ship's fund. No disputed OT. Chairman discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment. Report to the Seafarers Log: "Best wishes to the entire staff and a Happy New Year. Keep up the good work in '77." MASSACHUSETTS (Interocean Mgt. Corp.), January 16—Chairman, Recertified Bosun J. L. Bourgeois; Sec­ retary W. Lovett; Educational Director D. Orsini; Deck Delegate Thomas Reading; Steward Delegate William A. Daly. Chairman reported that baker Henry N. Milton passed away during layover in Kharg Island, Iran. A tele­ gram was sent to the Union to notify them about Brother Milton and a collec­ tion was made for flowers to be sent to his funeral. A vote of thanks to the steward on handling holiday meals alone in the galley. It was a job well done. Observed one minute of silence in memory of our departed brothers. JEFFERSON DAVIS (Waterman Steamship Corp.), January 23—Chair­ man, Recertified Bosun George Annis; Secretary F. Hagger; Educational Di­ rector R. Tyler; Deck Delegate Richard J. Maley; Stevv'ard Delegate Leonardo Manca. Some disputed OT in steward department. Received Seafarers Logs and forms for upgrading in steward de­ partment while in Djibouti. Chairman held a discussion on the importance of donating to SPAD. Next port New Or­ leans. ELIZABETHPORT(Sea-Land Serv­ ice Inc.), January 9—Chairman, Re­ certified Bosun Orla K. E. Ipsen; Sec­ retary George W. Gibbons; Educational Director Peter K. Shaughnessy. $136 in ship's fund. $210 in movie fund. No disputed OT. Chairman held a safety meeting and the repairs that are needed are being worked on. Discussed the im­ portance of donating to SPAD. Secre­ tary reported that the ship came in on Christmas morning and the men were very happy to be home with their fam­ ilies. A vote of thanks to the steward department. Next port Panama Canal. OVERSEAS VALDEZ (Maritime Overseas Corp.), January 30—Chair­ man, Recertified Bosun William Smith; Secretary J. Mojica; Educational Direc­ tor D. White. No disputed OT. Report to the Seafarers Log: "A vote of thanks was given to the crew for the coopera­ tion to all three departments. A vote of thanks to the steward department." Ob­ served one minute of silence in memory of our departed brothers. BORINQUEN (Puerto Rico Marine Mgt. Inc.), January 16—Chairman, Recertified Bosun Calixto L. Gonzales; Secretary Kaznowsky; Educational Di­ rector Pantoia; Engine Delegate Franeisco Sarmento; Steward Delegate Peter Siems, $46 in ship's fund. No disputed OT. Chairman held a discussion on the alcoholic rehabilitation program. A vote of thanks to the steward depart­ ment for a job well done. SEA-LAND ECONOMY (Sea-Land Service Inc.), January 30—Chairman, Recertified Bosun L. V. Myrex; Secre­ tary L. Nicholas; Educational Director H. DuHadaway; Deck Delegate D. J. Yannuzzi; Engine Delegate R. L. Thompkin; Steward Delegate H. Jones, Jr. Chairman reports that the trip so far has been a smooth operation with no beefs reported. He called for safety suggestions and repairs and would ap­ preciate cooperation from all members to keep this ship under continuous smooth sailing conditions. Chief Stew­ ard introduced the new upgrading ap­ plication forms with emphasis on taking advantage of this opportunity for a higher rating. Offered congratulations on the choice of Brother Don Collins and Brother H. Hasting to serve on this committee. Presented to the meeting pamphlets received from headquarters and explained the highlights and edu­ cational value that will benefit all mem­ bers. All .material was posted on the bulletin board. Next port Rotterdam. MOBILE (Sea-Land Service Inc.), January 4—Chairman, Recertified Bo­ sun A. Waters; Secretary Taylor. Chair­ man reported that New Year's Eve was spent in Inchon, Korea and a good time was had by those who wanted if you could stand the cold. Everyone is ready for a good year ahead. Report to the Seafarers Log: "Hope all of you in New York office have a Happy and Prosper­ ous New Year." OVERSEAS TRAVELER (Mari­ time Overseas Corp.), January 2— Chairman, Recertified Bosun A. Hovde; Secretary J. Hoggie. Secretary reports: "Lost chief mate on December 22 around 9:15. He was washed over the side. Everyone felt very bad about it. Stayed all day long trying to see if he could be found. It was due to all the rough weather we had that day. One great wave was all that it took. It was lucky the Captain was not washed over as well because both of them were standing together one second and the next second the chief mate was gone." Official ship's minutes were alsc received from the following vessels: BAYAMON SEA-LAND COMMERCE NECHES ARECIBO MOUNT NAVIGATOR VIRGO SEA-LAND PRODUCER THOMAS JEFFERSON OGDEN CHAMPION DELTA PARAGUAY COVE COMMUNICATOR GALLOWAY AMERICAN EXPLORER SAN FRANCISCO BRADFORD ISLAND WALTER RICE POINT JULIE AFOUNDIRA OVERSEAS ARCTIC FORT HOSKINS RESOURCE SAM HOUSTON TAMPA PITTSBURGH ANCHORAGE OVERSEAS VIVIAN ROSE CITY ROBERT TOOMBS OVERSEAS JOYCE JACKSONVILLE PONCE DE LEON MOUNT WASHINGTON MONTICELLO VICTORY GOLDEN DOLPHIN JAMES OVERSEAS VALDEZ PISCES BEAVER STATE WACOSTA OGDEN CHALLENGER PENN ARTHUR MIDDLETON OVERSEAS ALICE COLUMBIA SEA-LAND VENTURE PANAMA AMERICAN HERITAGE COUNCIL GROVE SEA-LAND MC LEAN GUAYAMA BOSTON LONG BEACH BALTIMORE » A''.. ROBERT E. LEE ULTRASEA LOS ANGELES SUSQUEHANNA DEL SOL •• CAROLINA WACOSTA ZAPATA RANGER EXCHANGE PUERTO RICO CARTER BRAXTON SAN PEDRO SAN JUAN COASTAL CALIFORNIA MOHAWK EAGLE VOYAGER MOUNT EXPLORER VANTAGE DEFENDER OVERSEAS ALEUTIAN SEA-LAND MARKET •. v -J, • 3^ '. i Page 25 �NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS VACATION PLAN Beginning in 1977 and continuing in future years, all Participants in the Plan will be provided a Summary Annual Report, together with other materials in order to keep you informed about the financial status of the Plan. This Summary Annual Report covers the year ended December 31, 1975. (See statements of assets and liabilities attached.) SEAFARERS VACATION PLAN SUMMARY ANNUAL REPORT DECEMBER 31, 1975 BEGINNING OF YEAR END OF YEAR ASSETS Cash $2,659,625.48 Receivables 2,335,369.71 General Investments 243,729.57 Buildings and Other Depreciable Properties 19,060.61 TOTAL ASSETS CURRENT VALUE ... $5,257,785.37 Total Assets Book Value ...... .$5,260,785.37 $4,348,935.00 2,308,037.62 231,549.07 18,581.16 $6,907,102.85 $6,909,952.85 . I TARIIITIFS Payables (Includes Accrued Vacation Benefits) Other Liabilities TOTAL LIABILITIES NET ASSETS $2,612,133.12 .. 688,228.19 $3,300,361.31 $1,957,424.06 $3,493,090.09 1,010,890.86 $4,503,980.95 $2,403,121.90 STATEMENT OF CHANGES IN NET ASSETS FOR PLAN YEAR ENDED DECEMBER 31, 1975 INCOME Cash Contributions Earnings From Investments Other Income TOTAL INCOME ^ YEAR ENDED DECEMBER 31, 1975 — Vacation Pay ^ KI J The Trustees have established a vacation beneht program payable according to category of employment. Based on 365 days of covered employment, the program provides for vacation benefits to be paid as follows, effective with the increased contribution rates: $2,200.00 to eligibles in Group I (Formerly $1,400.00) 1,800.00 to eligibles in Group II (Formerly $1,200.00) 1,400.00 to eligibles in Group III (Formerly $1,000.00) Effective October 1, 1915, employees whose employers are obligated to make contributions to the Plan at the required rate on the date application for benefits is made, and who have at least 90 days of covered employment subsequent to October 1, 1975, shall receive an additional benefit of $350.00 for 365 days of employment. Boatswain's who have successfully completed the Recertification Program conducted at the Harry Lundeberg School of Seamanship receive an additional vacation benefit of $50.00 per quarter, for a total of $200.00 per annum. addition to the foregoing, the Trustees provide a bonus to be paid only to those employees aboard Great Lakes vessels who complete the lay-up of their vessels and who complete at least 90 days of covered employment, including such lay-up time as follows: $175.00 for Group I employees 150.00 for Group II employees 50.00 for Group III employees Reserve for Anticipated Obligations In accordance with previously established practice, the Trustees have restricted the use of the Plan's surplus funds to meet ensuing years' anticipated obligations under the Plan. $8,077,915.46 198,149.57 17,556.57 $8,293,621.60 EXPENSES Benefit Payments Payroll Taxes on Vacation Benefits Other Administrative Expenses TOTAL EXPENSES NET INCOME Unrealized Appreciation of Assets and Adjustment of Prior Years Expenses Net Increase In Assets Net Assets At Beginning of Year Net Assets At End Of Year SEAFARERS VACATION FUND NOTES TO FINANCIAL STATEMENTS $6,773,300.03 509,752.06 529,203.04 $7,812,255.13 481,366.47 (35,668.63) 445,697.84 1,957,424.06 $2,403,121.9"0 NOTICE TO ALL PARTICIPANTS OF THE SEAFARERS VACATION PLAN Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial information. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: Administrator Seafarers Vacation Plan 275 20th Street Brooklyn, New York 11215 ITF Reps Meet in Bal Harbour MEMBERSHIP MEETINGS' SCHEDULE Port Representatives of some of the U.S. affiliates of the International Transport Workers Federation, a worldwide organization of transportation workers' labor unions, discuss some of the issues the U.S delegation will bring up at the next general meeting to be held in Dublin, Ireland in July. SlUNA officials at the meeting, which took place in Bal Harbour, Fla. last month, included SlU Presi­ dent Paul Hall and Vice President Bull Shepard (seated at head of table). One of the main issues discussed was the problems created on the high seas by Liberian, Panamanian and other flag-of-convenience vessels. Page 26 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 Date Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Apr. Deep Sea Lakes, Inland Waters 4 2:30 p.m 5 2:30p.m 6 2:30 p.m 7 9:30 a.m 7 2:00 p.m 8 2:30 p.m 11 ..._. 2:30 p.m 12 2:30 p.m 13 2:30 p.m 14 2:30 p.m 18 i 2:30 p.m. 22 2:30 p.m. 9 10:30 a.m. 7 2:30 p.m. 16 — 12 — 12 — 13 — 15 2:30 p.m. 14 — 11 ............ — 7: 7: 7: 7: 7: 1:00 p.m. Seafarers Log �Pages from the History of the American Seamen's Labor Movement The turbulent early days of the seamens labor movement is chronicled in stories gathered front old newspaper files by the Seafarers Historical Re­ search Department. This story is from the San Francisco Call of Oct. 17,1894. Meanwhile the merry war goes on, and brawls and fights are numerous. It is to the credit of the harbor police that the toughest of the masters are sup­ pressed summarily whenever they are found using bulldozing methods. WEDNESDAY, OCTOBER 17, 1894. Water-Front Notes. SAILOR'S WAGES On account of the fog on the bay yesterday morning the steamer Oregon, sailing for Portland, came to anchor off Goat Island in order to wait until the fog should lift. When it did and an at­ tempt was made to raise the anchor it was found that it had fouled with the telegraph cable. It was 12:30 o'clock before the anchor was finally got loose and the steamer could proceed on her way. Captain Luttrell of the bark Helen W. Almy is ill and will not return with his vessel. He intends to spend five months in Southern California. The steamer St. Paul arrived from Guaymas, Mexico, yesterday with an unusually heavy cargo of merchandise and tropical productions. News was received here yesterday to the effect that the French bark Duchesse, bound from Dunkirk for Oregon, had arrived at Buenos Ayres partially disabled, the result of a struggle with an Atlantic storm. At a meeting of the Harbor Com­ missioners yesterday bills amounting to $6,756.50 were audited and ordered paid. The steamer Gaelic sailed for the Orient yesterday. Among the passen­ gers were the six Baptist missionaries who arrived here last Sundav morning. The party consists of Dr.Thompson and wife of Viobe, Miss Clagget, Miss Ro­ man, Miss Wilson and Miss Barlow. The last named goes out for the first time. The others have labored in Tokyo, to which city they now return. They Cause Trouble on the Water Front. HOT WORDS AND HARD BLOWS The Police Are Called Upon to Interfere MRS. WILSON AND HER PISTOL Sea Captains Willing to Take Cheap Men—Busy Times at the British Consul's Office. "When Greek meets Greek, then comes the tug of war," said a certain reputable poet once upon a time, and ever since then it has been popularly supposed that dire indeed is the struggle which follows the coming together of two natives of Hellas. But in the light of the developments of the past few days on the water front, the tug of war would pale into insignifi­ cance in comparison with the desperate melees which follow the meeting of non­ union and union sailors and rival board­ ing-house masters. Broken heads, rainbow lined eyes and battered countenances are more nu­ merous now along the bilgy byways of the docks than ever before. In fact one of the fraternity who does not sport a countenance that bears some sign of a melee or an arm supported in a sling is looked upon as one who takes but little interest in his business. The trouble is all about sailors' wages, not only those of the deep-water men, but those of the seamen who sail in the coasting vessels. Among the coasters the union men want $30 a month, and the Ship-owners' Association will not give more than $25. During the past six or eight days several vessels have gone out with non­ union crews on board, notwithstanding the union men have tried their very best to prevent them from being shipped. The harbor police force has had its hands full to prevent bloody riots at the sailing of these vessels, so high did feeling run between the men. The union men felt that they were getting the worst of the deal in the shipments, and were naturally indignant at seeing their places supplied by outside men. One of these rows occurred yester­ day morning in front of 42 Steuart Street, where the Ship-owners' Associ­ ation was trying to put a crew on board the steamer Elwell at the reduced rate. Every effort was being made by the union men to induce the non union men to remain on shore. Hot words and some blows were exchanged, and then a detachment of officers arrived from the North Harbor station and affairs became more quiet. At the request of Captain Ryder of the Elwell, which is lying at the seawall. Captain Dunleavy sent a couple of officers to guard the vessel until she sailed. At other points along the front rows are of everyday occurrence. March, 1977 There are some hard characters seen around the water front now, engaged, according to the police, in shipping men at low rates on deep-water vessels whenever they can. As some of the out­ going vessels are chartered very low it is quite an object with the captains to get men as cheaply as possible. It is on this account that the boarding-masters engaged in that line meet with consid­ erable success. Among others who are seen around is "Tommy" Lyons, an oldtime character, who has just completed a term in San Quentin. Three years ago Lyons with three other men was caught on the Barbary Coast endeavoring to force their way into a lodging-house room, where a sailor who had money was known to be sleeping off the effect of a debauch. Lyons' companion was "sent up" for ten years and Tommy got three years. He is now around trying to ship men at the old rate, and it was re­ ported yesterday that he had secured the contract for supplying the large Bri­ tish ship Somali with a crew. The enterprising Lyons is supposed to be the man who caused a row in Wilson's boarding-house at Sansome and Pacific street on Saturday night. At this place many sailors who are shipped at the consulate office are found. About forty drunken seamen presumably led by Lyons visited the place last Saturday night, and vowed all manner of threats against the place. Mrs. Wilson, who was in charge, is not a woman to be easily intimidated though, and drawing out a pistol she faced the men, and threatened the first one that entered the place. Cowed by the sight of the weapon and the flash of the desperate woman's eyes the crowd withdrew. Mrs. Wilson recognized several of the men in the crowd and yesterday swore out warrants for their arrest. Three were taken into custody. At the office of the British Consul the excitement over the shipment of men continues. Throngs of boarding-masters and deep-water sailors are around the place from morning until late in the afternoon. A crew for the British ship McMillan was secured yesterday from the Ship­ owners' Association. Several more ships are expecting to get crews from the association. Great LalieiS 'TOTAt REGlStEftEb AH Groups Class A Class B Class C 1-28^1977 TOTAL SHIPPED All Groups . Class A Class S Class C **REGISTEREP ON BEACH All Groups Class A Class B Class CvyS DECK DEPARTMENT •"Alpena Buffalo:'^ Cleveland uulutn . 0: -• 0 Alpena Buffalo Clevolantl; . > Detroit ; Duluth .... .vv--.':..•.'v.-.'.O • . . ;0.. , Frankfort Chicago Totals 13 U v. 0 0 - 1 0 0. 0 0 Q. STEWARD DEPARTMENT T. Alpena i Duluth •;.^:Frankfort i Chicago ;. Totals Chicago ; y 0• r 0 " • • fv Alpena Buffalo . Cleveland .................. Detroit ..,.;. ; , .. • Duluth . . y y". ....>'• ......... Frankfort . ....... Totals . y.. .. V i... ly-'y::; 0 . 0 0 0 6 1 4 19 0 0 6 34 0 .0 0 0 .0 0 0 0 0 4 6 0 1 0 18 I' 1 3 9 0 1 1 16 0 0 4 -- , 0 0 0 0 1 0 0 0 1 . 2 5 0 I 22 18 80 33 Totals All Departments "^5 *"Total Registered" means ths number of ^ actually registered for shipping at the port last month. : **"Registered on the Beach" means the total hUttiber of men registered at the port at the end of last month. 2 3 5 38 0 2 3 53 9 0 6 20 0 2 0 37 ^-.-2 1 6 19 0 2 0 30 129 49 33 Page 27 �mm Propeller Club and Navy League: They Help Foster Strong U.S. Merchant Marine This is the ninth in a series of articles ivhich the Seafarers Log is puhiishing to explain how various organizations affect the jobs and job se­ curity of Seafarers. A lot of people still harbor the romantic impres­ sion of an American merchant fleet dominated by tramp steamers visiting exotic ports, and U.S. seamen, donned in peacoats and stocking caps, drinking in smoke-filled bars and honky tonks reminiscent of a scene from a Humphrey Bogart flick. Well, movie producers and advertising people for Old Spice might think it criminal to topple such wonderful fantasies, but there are two in­ fluential maritime organizations trying their best to deal with the real merchant marine world. These organizations are the Propeller Club of the United States and the Navy League of the United States, both of which have extensive and diverse memberships as well as a network of port committees and councils throughout the U.S., Puerto Rico, Europe and the Far East. Although the two organizations have different memberships, different methods of operation and often times different priorities, they both strive to achieve the same basic goal of a stronger America at sea. For instance, the Propeller Club is made up primarily of management people of U.S. maritime companies from shi'^building outfits to ship owners and ship operators. Many SlU-contracted deep sea, inland water and Great Lakes compa­ nies are Propeller Club members. By its own defintion, the main objective of the Propeller Club is "to promote, further and support an American merchant marine, including ship­ yards and other allied industries, adequate to meet the requirements of national security and eco­ nomic welfare of the United States," as well as to "aid the development of river. Great Lakes and harbor improvements." The Propeller Club goes about trying to achieve these goals through some lobbying efforts in Con­ gress, but more often than not, by trying to bring the message of the maritime industry's problems and needs to the media and general public through sponsoring luncheons and other affairs in porteities around the country. The SIU cooperates with the Propeller Club in its efforts, and participates fully at the organiza­ tions aff '•s. SIU President Paul Hall, Executive Vice-President Frank Drozak and other Union Of­ ficials are frequent speakers at Propeller Club luncheons and dinners In addition, the Propeller Club conducts an annual conference at which policy and legislative goals are outlined for the coming year. For in- After receiving an award from the Navy League on Apr. 23, SIU President Paul Hall, left, shakes hands with Secretary of the Navy William Middendorf. Page 28 i t. :| SIU President Paul Hall speaks at Seapower symposium jointly sponsored by the Navy League and the National Maritime Council. stance, one issue receiving the Propeller Club's support at their 1975 conference in Fort Lauder­ dale, Fla. was cargo preference for U.S. ships. Navy League The Navy League, on the other hand, considers itself totally an educational organization. The Navy League is non-profit, and despite its military .sounding name, its membership is limited to civil­ ians and retired members of the Armed services. A number of SIU officials are members of, and participate in this organization's activities. By their own definition, the Navy League is an "educational organization dedicated to the sup­ port of the services which contribute to the na­ tion's seapower . . . and committed to developing public understanding of the importance of the seas to the well being of the nation and to providing assistance to the maritime forces which will en­ hance their efficiency." One of the Navy League's most ambitious ac­ tivities is its Seminar Program, which most recently has dealt with the growth of Soviet maritime strength. Whereas the Propeller Club concentrates mainly on the problems of the private merchant sector, the Navy League is more oriented toward the problems of the Coast Guard, the Marine Corps and the U.S. Navy itself. However, the Navy League makes it clear in all its literature, includ­ ing its monthly magazine. Sea Power, that the League realizes "our country's need for a modern fleet of merchant ships that can compete effici­ ently and profitably with those of any other coun­ try of the world." It's difficult to gauge the impact of these or­ ganizations on the general public and in Congress. But with respective memberships of 12,000 for the Propeller Club, and 37,000 for the Navy League, and still growing, it would be safe to say that they are having a measure of success at get­ ting the word out on the importance of the U.S. merchant marine to the economy and security of the U.S. The most important thing, though, is that these organizations do have extensive and aggressive programs aimed at fostering a better U.S. mari­ time industry, and for that reason, the SIU partici­ pates in their activities whenever possible. The activities of these organizations also proves that the SIU is not alone in its fight for a better life for its members and the goal of a better, more competitive U.S. merchant fleet. The Propeller Club and the Navy League may not sound as romantic as smoke-filled honky tonks and Boggie movies, but they're a whole lot more practical. Participating in a Propeller Club function in October of 1974 is SIU New York Port Agent George Mc­ Cartney, left, and Chuck Connors of the ILA. During a Propeller Club dinner in New York City, some labor officials get together. From the left are: SIU- New York Port Agent George McCartney: Morris Weisberger, president/secretary-treasurer of the Sailors Union of the Pacific; AFL-CIO Secre­ tary-Treasurer Lane Kirkland, and ILA President Ted Gleason. Seafarers Log �John H. Roskamp, 65, joined the Union in the port of Seattle in 1957 sailing as a cook. Brother Roskamp sailed 27 years. He was born in Vic­ toria, British Columbia, Canada and is a naturalized U.S. citizen. Seafarer Roskamp is a resident of Seattle. Samuel F. Rusk, 63, joined the Union in the port of Philadelphia in 1961 sailing as a cook. Brother Rusk was born in Gloucester, N.J. and is a resident there. James W. Sanders, 67, joined the Union in 1938 in the port of New York sailing as a chief steward. Brother Sanders sailed 46 years with the Isthmian Line. He walked the picketline in the 1961 N.Y. Har­ bor strike. Born in Charleston, S.C., he is a resident of St. Albans, Queens, N.Y. Jeff M. Skinner, 61, joined the Union in 1938 in the port of Mobile sailing as a bosun. Brother Skinner sailed 37 years. He was born in Till­ man, S.C. and is a resident of Theo­ dore, Ala. James Stuart, 68, joined the Union in 1949 in the port of New York sail­ ing as an AB. Brother Stuart sailed 43 years and rode an American Coal Co. vessel in the 1957 beef. He was born in Massachusetts and is a resi­ dent of New Orleans. •£. I Wilbert Wentling, 58, joined the Union in 1943 in the port of Balti­ more sailing as a chief cook. Brother Wentling sailed 33 years. He was born in Palmyra, Pa. and is a resi­ dent there. Edward G. Morales, 63, joined the Union in the port of New York in 1952 sailing as a fireman-watertender. Brother Morales sailed 27 years and is a veteran of the U.S. Army in World War II. He was born in Havi, Kohala, Hawaii and is a resident of Brooklyn, N.Y. Sam E. Dyer, 66, joined the Union in the port of Detroit in 1957 sailing as an oiler for the Great Lakes Dredge and Dock Co. from 1975 to 1976 and for Dunbar and Sullivan from 1955 to 1960. Brother Dyer is a veteran of the U.S. Army in World War II. Born in Binghamton, N.Y., he is a resident of Essexville, Mich. Edmond J. Gagne, 65, joined the Union in 1949 in the port of Alpena, Mich, sailing as a bosun. Brother Gagne sailed 38 years. He was born in Canada, is a U.S. naturalized citi­ zen and is a resident of Englewood, Fla. March, 1977 Restituto G. Gimpaya, 66, joined the SIU in 1938 in the port of New York and sailed as a chief cook. Brother Gimpaya sailed 47 years and was on the picket line in the Robin Line strike in 1962. He was born in the Philippine Islands and is a resi! dent of New York City. Benjamin F. Gordy, 61, joined the SIU in 1940 in the port of Norfolk sailing as a bosun. Brother Gordy was born in North Carolina and is a resident of Baltimore. Sago C. Hanks, 61, joined the SIU in 1948 in the port of Mobile sailing as a chief electrician. Brother Hanks sailed 31 years. He was born in Frisco City, Ala. and is a resident of Gainestown, Ala. Charles A. Herban, 65, joined the SIU in the port of Elberta, Mich, in 1953 sailing as a cook. Brother Her­ ban sailed 38 years. He was born in Frankfort, Mich, and is a resident of Beulah, Mich. Brown Huszar, 63, joined the SIU in 1944 in the port of New Orleans sailing as a chief steward. Brother Huszar sailed 39 years. He was born in Hungary and is a resident of Holden, La. Jo.scph R. Hubert, 69, joined the SIU in the port of New York in 1964 sailing as a chief electrician. Brother Hubert is a veteran of the U.S. Navy in World War II. He was born in Savannah, Ga. and is a resident of Port Orchard, Wash. Recertified Bosun Raymond J. Knoles, 51, joined the SIU in the port of New York in 1951. Brother Knoles sailed 32 years. He is a World War II veteran of the U.S. Navy. Born in California, he is a resident of Hement, Calif. Eustaquio Kuilan, 67, joined the SIU in the port of San Juan, P.R. in 1959 sailing as a wiper. Brother Kuilan was born in Toa Baja, P.R. and is a resident of Catano, P.R. Philip F. Korol, 53, joined the SIU in the port of Baltimore in 1959 sail­ ing as a chief electrician. Brother Korol sailed 33 years. He is a veteran of the post-World War II U.S. Army. A native of New York City, he is a resident of Brooklyn, N.Y. Evald Kamm, 65, joined the SIU in the port of New York in 1950 sail­ ing as a bosun. Brother Kamm sailed 42 years, was on the picket line in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef and upgraded to AB and quartermaster at the HLSS, Piney Point, Md. in 1972. He was born in Estonia, and is a naturalized U.S. citizen. Seafarer Kamm is a resident of Astoria, Queens, N.Y. Joseph "Frankie" Keelan, 65, joined the SIU in 1949 in the port of Mobile sailing as a bosun. Brother Keelan sailed 29 years, received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Raphael Semmes and picked up a second mate's license when he attended the Deck Officers Training Program in 1968. He was born in Philadelphia and is a resi­ dent of Tampa. Casey Jones Lang, 65, joined the" SIU in the port of Philadelphia in 1962 sailing as an oiler. Brother Lang was born in Florida and is a resident of Jacksonville. Harry W. Lapham, 65, joined the SIU in the port of Frankfort, Mich, in 1953 sailing as a fireman-watertender. Brother Lapham was born in Detroit and is a resident of Elberta, Mich. Joseph C. Lewallen, 59, joined the SIU in 1947 in the port of New York sailing as a bosun. Brother Lewallen graduated from the Union's Deck Of­ ficers Training Program at the HLSS in 1968 with a third mate's license. He is a veteran of the U.S. Army in World War II. Born in North Caro­ lina, he is a resident of Asheboro, N.C. Arthur B. Little, 61, joined the SIU in the port of Elberta, Mich, sailing as an AB. Brother Little was born in Michigan and is a resident of Frankfort, Mich. Robert G. Long, 57, joined the SIU in 1944 in the port of Norfolk sailing as a chief steward for the Mississippi Shipping Co. Brother S Long was born in North Carolina and I is a resident of Gretna, La. Genaro A. Lopez, 65, joined the SIU in 1940 in the port of New Orleans sailing as a fireman-watertender. Brother Lopez was born in Puerto Rico and is a resident of Vega Alta, P.R. Robert E. McCIuskey, 68, joined the SIU in the port of New Orleans ill 1955 sailing as a fireman-watcrtender. Brother McCIuskey sailed 29 years. He is a vett .m of the U.S. Army Cavalry before World War 11. A Michigan native, he is a resident of Bay St. Louis, Miss. Page 29 �Ross F. Lyle, 62, joined the SIU in the port of New York in 1953 and sailed as a chief electrician. Brother Lyle was born in Alabama and is a resident of Romayor, Tex. WOliam Aufry, Jr., 45, joined the SIU in the port of Mobile in 1958 and sailed as a chief steward. Brother Autry attended the Andrew Furuseth Training School in Mobile that year. He is a veteran of the post-World War II U.S. Army. Born in Alabama, he is a resident of Baton Rouge, La. Waldo H. Banks, 60, joined the SIU in 1946 in the port of Baltimore and sailed as a bosun. Brother Banks sailed 33 years. He was born in Grand Cayman, British West Indies and is a resident of Miami, Fla. Edwin W. Bartol, Jr., 59, joined the SIU in the port of Baltimore in 1958 sailing as a carpenter and OMED. Brother Bartol sailed 25 years and upgraded at the Harry Lundeberg School of Seamanship in 1968. He is a veteran of the U.S. Army in World War II. A native of Baltimore, he is a resident of New York City. Alonzo Bcftis, 65, joined the SIU in 1946 in the port of Philadelphia sailing as a chief steward. Brother Bettis sailed 33 years and also rode on the Bull Line. He was born in Alabama and is a resident of Mobile, Henry J. Benton, 61, joined the SIU in the port of Chicago in 1950 sailing as a fireman-watertender for 10 years on the SS Milwaukee Clip­ per (Wisconsin-Michigan Steamship Co.). Brother Benton sailed 33 years on the Great Lakes. His wife, Grace, an SIU member, also sailed on the SS Milwaukee Clipper as a cabin maid. Born in Ferry, Mich., he is a resident of North Muskegon, Mich. Alton R. Booth, 54, joined the SIU in 1942 in the port of New Orleans sailing as a chief steward. ^ Brother Booth sailed 36 years and during the Vietnam War in 1969. He was born in Doyle, La. and is a resi­ dent of Tickfaw, La. Liberto B. Cage, 72, joined the SIU in the port of Seattle in 1966 sailing as a cook. Brother Caga is a veteran of the U.S. Navy in World War II. He was born in the Philip­ pines and is a resident of Seattle. Vincent Capitano, 65, joined the SIU in 194! in the port of New York sailing as an AB. Brother Capitano was on the-picket line in the Greater N.Y. Harbor strike in 1961. He was born in Italy and is a resident of Bayonne, N.J. Page 30 Octavius Coleman, 67, joined the SIU in the port of New York in 1955 sailing as a chief cook. Brother Cole­ man sailed 30 years and was on the picket line in the 1962 Robin Line strike. He is a veteran of the U.S. Navy in World War II. A native of Baydon, Va., he is a resident of Orange, N.J. Moses Crosby, 77, joined the SIU in the port of New York in 1964 sailing as a cook. Brother Crosby was born in Mississippi and is a resi­ dent of Seattle. Ronald J. Garrecht, 67, joined the SIU in the port of Wilmington in 1965 and sailed as a chief electrician. Brother Garrecht sailed 14 years. He was born in Yakima, Wash, and is a resident of Bandon, Ore. Pedro J. Garcia, 65, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Garcia walked the picket line in the 1965 District Council 37 beef. He was born in Puerto Rico and is a resident of Brooklyn, N.Y. Orlando R. Frezza, 66, joined the SIU in the port of New York in 1959 and sailed as a chief steward. Brother Frezza was born in Southbridge, Mass. and is a resident of New Bed­ ford, Mass. Andrew Forls, 63, joined the SIU in the port of Detroit in 1960 sailing as a conveyorman for 37 years. Brother Foris was born in Ashland, Wise, where he is a resident. Jack Gardner, 66, joined the SIU in the port of New York in 1955 sail­ ing as a chief cook. Brother Gardner sailed 30 years. He was born in Greenville, N.C. and is a resident of Baltimore. Robert O. McDonald, 65, joined the SIU in 1947 in the port of New York and sailed as a bosun. Brother McDonald sailed 46 years. He was born in Missouri and is a resident of Redding, Calif. Haskell L. McLaughlin, 65, joined the SIU in the port of Tampa in 1964. He has sailed 21 years. Brother McLaughlin helped to organize the Blue Stack Towing Co. and attended a Union conference in Piney Point, Md. He was born in Roatan, Hon­ duras and is a naturalized U.S. citi­ zen. Seafarer McLaughlin is a resi­ dent of Tampa. Francisco Melquiades, 71, joined the SIU in the port of San Francisco in 1957 sailing as a cook. Brother Melquiades sailed 48 years. He was born in Guinan Samar, P.I. and is a resident of San Francisco. Harry Monahan, 48, joined the SIU in 1946 in the port of New York sailing as an AB. Brother Monahan walked the picket line in the 1961 N.Y. Harbor strike, attended the Deck Officers Training Program in 1968 and worked on the Sea-Land shoregang at Port Elizabeth, N.J. Born in Jersey City, N.J., he is a resident there. Ramon Morales, 65, joined the SIU in 1941 in the port of New York sailing as a bosun. Brother Morales sailed 41 years, was on the picket line in the 1961 N.Y. Harbor strike and worked on the Sea-Land shoregang in Puerto Rico. He is a veteran of the U.S. Army in World War 11. A native of Caborojo, P.R., he is a resident of Las Lomas Rio Piedras, P.R. Marvin E. Mullins, 53, joined the SIU in the port of Seattle in 1955 sailing as an AB. Brother Mullins was a ship's delegate. He is a veteran of the U.S. Navy in World War 11. A native of Conroe, Tex., he is a resident of Seattle. Peter Choplinski joined the SIU in the port of Boston in 1951 sailing as an OS. Brother Choplinski rode the Robin Line and walked the picket line in the 1961 N.Y. Harbor strike. He is a veteran of the pre-World War II U.S. Army. Seafarer Chop­ linski is a resident of Lynn, Mass. Harold J. McDonnell, 69, joined the SIU in the port of Duluth, Minn, in 1966 sailing as a lireman-watertender. Brother McDonnell was born in Aitkin, Minn, and is a resident of Duluth. Recertified Bosun Ervin D. "Curley" Moyd, 57, joined the SIU in the port of Mobile in 1951. Brother Moyd was also a member of the Union's affiliated United Industrial Workers Union of North America and a patrolman in the ports of New York and Mobile. He graduated from the Bosuns Recertification Program in January 1974. Seafarer Moyd joined the U.S. Navy at the age of 14 and rose to the rank of chief bosuns mate at age of 22. Born in Prichard, Ala., he is a resident of Fairhope, Ala. where he is a gentle­ man farmer. John P. Cox, 57, joined the SIU in the port of New York in 1952 sailing as a cook. Brother Cox sailed 33 years. He is a veteran of the U.S. Army in World War II. Born in Florida, he is a resident of Seattle. Edward R. MastriannI, 55, joined the SIU in the port of New York in 1960 sailing as a fireman-water­ tender. Brother Mastrianni sailed 26 years. He is a veteran of the postWorld War II U.S. Air Force. Born in Brooklyn, N.Y., he is a resident there. George W. Murrill, 72, joined the SIU in 1949 in the port of Mobile sailing as a fireman-watertender. Brother Murrill sailed 32 year:; and attended the HLSS for upgrading. He was born in Biloxi, Miss, and is a resident of Mobile. Clyde Fields, 71, joined the SIU in the port of Norfolk in 1956 sailing as a fireman-watcrtender. Brother Fields sailed 25 years. He was born in Illinois and is a resident of New Orleans. Seafarers Log �Philip C. Gibson, 66, joined the Union in the port of Baltimore in 1957 sailing as a deckhand for the Baker-Whiteley Towing Co. from 1969 to 1976. Brother Gibson was also a member of the Sailors Union of the Pacific (SUP). He was born in Massachusetts and is a resident of Baltimore. Joseph Buczynski, Jr., 60, joined the Union in the port of New York in 1960 sailing as a deckhand and bridgeman for the N.Y. Dock Rail­ way Co. in Brooklyn, N.Y. from 1943 to 1977. Brother Buczynski is a veteran of the U.S. Army in World War ir. He was born in Brooklyn and is a resident of Ozone Park, Queens, N.Y. Manning Moore, 62, joined the Union in the port of Baltimore in 1951 sailing as a eaptain for the Harbor Towing Co. from 1940 to 1977 on the tugs William E. Voyce and J. Edgar Steiggerswald. Brother Moore was born in Georgetown, S.C. and is a resident of Baltimore. Victor R. Fiume, 62, joined the Union in the port of New York in 1960 sailing as a mate on the tug Harrisburg for the Penn Central Railroad from 1939 to 1976. Brother Fiume was born in Jersey City, N.J. and is a resident of Eatontown, N.J. Bartolo C. Colon, 66, joined the Union in the port of Norfolk in 1967 sailing as an engineer for the Steuart Petroleum Transportation Co. from 1956 to 1977 and for the Harbor Towing Co. from 1950 to 1955. Brother Colon was born in Puerto Rieo and is a resident of North Port, Venice, Fla. Garland L. Hogge, 64, joined the Union in the port of Baltimore in 1957 sailing as a captain for the Baker-Whiteley Towing Co. Brother Hogge was born in Samos Point, Va. and is a resident of Lutherville, Md. Albert J. Gros, 61, joined the Union in the port of New Orleans in 1955 sailing as a captain for the,New Orleans-Gulf Towing Co. from 1954 to 1977. Brother Gros is a veteran of the U.S. Army in World War 11. He was born in Ludervine-Larose, La. and is a resident of Harvey, La. "i r Harlan R. Peters, 65, joined the SIU in 1939 in the port of Baltimore sailing as a cook. Brother Peters sailed 41 years. He was born in Ala­ bama and is a resident of Tampa. PINSIONIRS Robert L. Lackey, 63, joined the Union in the port of Sault Ste. Marie, Mich, in 1961 and sailed as a lead deckhand for the Merritt, Chapman and Seott Co. from 1951 to 1974, the Pittsburgh Steamship Co. from 1949 to 1950 and for the Dunbar & Sullivan Co. from 1974 to 1977. Brother Lackey was born in Chippaw County, Mich, and is a resident of Sanford, Fla. Blain S. Rowe, 62, joined the Union in the port of Philadelphia in 1957 sailing as a eaptain for the Al­ lied Towing Co. from 1974 to 1977 and as a mate for the Carolina Tow­ ing Co. from 1963 to 1973, the Ex­ press Marine Inc. from 1973 to 1974, for Southern Carriers in 1963 and for the Norfolk Dredging Co. from 1960 to 1963. Brother Rowe sailed 25 years. He was born in South Creek, N.C. and is a resident of Lowland, N.C. .V Lorenzo P. Kimball, 66, joined the Union in the port of Norfolk in 1964 sailing as a captain for the Penn Cen­ tral Railroad from 1937 to 1977. Brother Kimball was born in New­ ark, Ohio and is a resident of Miles, Va. Guillcrmo C. Reyes, 54, chief cook on the SS Mayagiiez (Sea-Land) when she was captured by Cambod­ ians in May 1975, joined the SIU in the port of New York in 1953. Brother Reyes is a veteran of the U.S. Army in World War II. He was born in the Philippines and is a resi­ dent of San Francisco. Edward F. Perry, 62, joined the Union in the port of Chieago in 1961 sailing as an AB for the Great Lakes Towing Co. from 1955 to 1977 and for the Great Lakes Dredee and Dock Co. from 1950 to 1955. Brother Perry is a World War 11 veteran of the U.S. Army. He is a resident of Winter Park, Fla. Beltran B. Pino, 56, joined the SIU in 1943 in the port of Galveston sailing as an AB. Brother Pino sailed 34 years. He was born in Venezuela and is a resident of New Orleans. Fred S. Woolf, 67, joined the Union in the port of Duluth in 1965 sailing as a lireman-watertender for the Reiss Sleaniship Co. Brother Woolf sailed 39 years. He was born in Pennsylvania and is a resident of St. Marys, Pa. Andrew Rebrik, 04, joined the SIU in 1947 in the port of Detroit sailing as an AB for the Wyandotte Transportation Co. for 25 years, the Reiss Steamship Co. for four years and for the Pringle Transportation Co. for three years. All told, he sailed 35 years on the Great Lakes. Brother Rebrik was born in Pennsylvania and is a resident of Wilkes-Barre, Pa. where he intends to take care of his house and yard and play some golf. John F. Scanlon, 65, joined the Union in the port of Buffalo, N.Y. in 1957 sailing as a deckhand and oiler for the Great Lakes Dredge and Dock Co. from 1957 to 1959 and for Merritte, Chapman and Scott from 1959 to 1977. Brother Scanlon was born in Buffalo and is a resident there. Bernard "Bernie" Schwartz, 43, joined the SIU in the port of San Francisco in 1955 sailing as an AB. He served as ship's delegate. Brother Schwartz is a veteran of the postWorld War II U.S. Navy. He was born in Brooklyn, N.Y. and is a resi­ dent of Stamford, Conn. Frank Ocasio, 68, joined the SIU in the port of Tampa in 1972 sailing as an AB. Brother Ocasio is a veteran of the U.S. Army Infantry in World War II. He was born in Puerto Rico and is a resident of Tampa. 5 Brotherhood m Actk>n I YBH efforts in overcoming his illness. Clearly, the basis for our Union's suc­ cessful alcoholic rehabilitation program I is the basis for the success of the SIU in so many other area.s—group action for our collective and individual benefit. Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling For the alcoholic who has faced the truth about his condition and who really wants to stop drinking, one of the most important factors in a successful recov­ ery is group support for his effort. This fact accounts for the great success of programs such as Alcoholic's Anony­ mous, where recovering alcoholics en­ courage one another in their resolve to stop drinking. In the SIU, we have established a program of group support dedicated to helping our alcoholic brothers to re­ cover. This program is succeeding and will continue to succeed because it in­ volves the efforts of every member of the SIU. The alcoholic Seafarer first receives help and support from the Union offi- March, 1977 cials in his port who will assist him in entering our treatment program. The program itself is located in Val­ ley Lee, Md at the Seafarers Alcoholic Rehabilitation Center, which is spon­ sored by the Seafarers Welfare Plan. Here, the brother finds a trained stafi' to help him and fellow Seafarers who are also recovering from alcoholism. All of these people work together to strengthen the brother's resolve not to drink, to assure him that he is not alone in his efforts, arid to help him rebuild a sound body and healthy attitudes. Upon leaving the Center, the Sea­ farer returns to his family, friends and his Union brothers. He finds .support there, too—support for his decision not to drink. He finds respect, also, for his records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name . Book No. I I j Address I (Street or RFD) (City) (State) Telephone No I I (Zip) j I I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 Page 31 �Pensioner Percy J. Libby, 82, passed away from cancer in Abita Spiings, La. on Feb. 8. Brother Libby joined the Union in the port of New Orleans sailing as a bosun. He sailed with the Delta Line. Seafarer Libby was a veteran of the U.S. Army in World War 1. A native of Portland, Me., he was a resident of Abita Springs. Burial was in Abita Springs Cemetery. Surviv­ ing is his widow, Iris. Robert L. Harwell, 57, died of arterioscleriosis in Balti­ more City, Md. on Feb. 5. Brother Har­ well joined the SIU in the port of Balti­ more in 1952 sailing as an OS. He sailed 31 years. Seafarer Harwell was a Army veteran of World War II. Born in North Carolina, he was a resident of Balti­ more. Interment was in Mount Carmel Cemetery, Baltimore. Surviving are his widow, Evelyn; his mother, Ella, and a sister, Mrs. Everette (Beatrice) H. Car­ penter, both of Lincolnton, N.C. OltoW.Hanke,39, died on Nov. 9. Bro­ ther Hanke joined the SIU in the port of San Francisco in 1969 and sailed as an AB. He was a vete­ ran of the U.S. Naval Reserve and attended San Francisco Junior College and Dobies School of the Merchant Marine. Seafarer Hanke was born in San Fran­ cisco and was a resident of Dayton, Nev. Surviving is his mother, Helen of San Francisco. Alfred Saffo, 41, died of lung failure at sea aboard the SS Delta Mexico (Delta Line) off Mon­ rovia, Liberia on Feb. 5. Brother Saffo joined the SIU in the port of New York in 1968 sailing in the steward department. He was born in Mobile, where he was a resident. Interment was in Mobile. Surviving are his widow, Irene; a son, Fred, and two daughters, Velda and Cassandra. Pensioner Ben Al­ len, 68, passed away of natural causes in Beekman Downtown Hospital, N.Y.C., on Feb. 13. Brother Al­ len joined the Union in 1943 in the port of Boston sailing as a chief electrician. He sailed 36 years and was on the picket line in the 1961 N.Y. Harbor strike. Seafarer Allen was born in the Philippines and was a naturalized U.S. citizen. He was a resident of New York City. Burial was in Rosedale Cemetery, Linden, N.J. Surviving is his widow ae. Page 32 John V. A. Merrifield, 24, died in Philadelphia, Pa. on Jan. 6. Brother Merrifield joined the SIU in the port of New York in 1971 follow­ ing his graduation from the HLSS that year. He was a veteran of the U.S. Navy. Seafarer Merrifield was born in Philadelphia and was a resident there. Burial was in the New Cathedral Ceme­ tery, Philadelphia, Surviving are his parents, Mr. and Mrs. Frank L. and Zita Merrifield of Philadelphia. Pensioner William J. "the Professor" McKay, 88, passed away in New Orleans on Feb. 11. Brother McKay joined the Union in 1941 in the port of Miami, Fla. sailing as a BR util­ ity. He sailed 61 years and rode the Alcoa Line and the American Coal Co. run in 1915. Seafarer McKay was a veteran of the U.S. Navy in World War I. He was also known as an expert in repairing jewelry. Surviving are a bro­ ther, Peter of San Antonio, Tex.; two sisters, Mrs. Frances V. Bernota of Port St. Lucy, Fla. and Mrs. Rose M. Bowler of Arlington, Mass., and a nephew, E. H. Williams of Portland, Ore. Pensioner James H. Banners, 60, was accidentally choked to death under a trac­ tor he was operating at his home in Indi, anapolis, Ind. on Feb. 3. Brother Hanners joined the Union in 1939 in the port of New Orleans sailing as a chief electrician. He rode the Bull Line, worked for the Construc­ tion Aggregates Corp. and was in Da Nang Harbor, Vietnam when the Viet Cong attacked in 1968. Seafarer Hanners was born in Alabama. Burial was in Millville Cemetery, Panama City, Fla. Surviving are his widow, Goldie; a daughter. Star Lee and his mother Nora of Panama City. Pensioner Philemondus M. Matthys, 69, passed away in Ghent, Belgium on Oct. 12. Brother Matthys joined the Union in 1942 in the port of New York I sailing as a firemanwatertender. He was on the picket line in the 1965 District Council 37 beef. Surviving are his widow, Catherine; a brother, Emile of Ghent; an uncle and aunt, Mr. and Mrs. Charles (Johanna) de Wilde of Brooklyn, N.Y., and a nephew, Roger Wychuyse of Ghent. William J. Mongan, 53, died on Jan. I. Brother Mongan joined the Union in the port of Detroit in 1968 sailing as an AB for the Kinsman Marine Transit Co. He sailed 19 years. Seafarer Mongan was a veteran of the U.S. Navy in World War II. A native of Pennsylvania, he was a resident of Newark, Ohio, Surviving are his widow, Elsie; a stepson, Jeffery Zimmerman; a brother, Fred, of Niagra Falls, N.Y.; and a sister, Mrs. Harriet M. Cairns of Newark. I Bjorn Elverun, 57, died on Mar. 1. Bro­ ther Elverun joined the SIU in the port of Baltimore in 1951 sailing as a firemanwatertender. He had ' sailed on Swedish ships and was a for­ mer member of the Norweigan Seamens Union. Seafarer Elverun was a veteran of the Finnish Army in the 1939-40 frontline action, and was a wounded veteran of the Norwegian Army and Navy in 1940-1. He was a U.S. Army ski instructor in Montana in 1942-3. Born in Eiker, Norway, he was a resident of Houston. Surviving are his widow, Melitta of Villarica, Chile, and his daughter, Elisabeth of Temuco, Chile, WiUiam L. Long, 72, passed away in the Baltimore USPHS Hospital on Dec. 31. Brother Long joined the SIU in the port of Baltimore sailing as an AB and sailed 28 years. He was a veteran of the U.S. Coast Guard. Sea­ farer Long was born in Baltimore and was a resident of Laurel Springs, N.C. Surviving are his widow, Seleucia, and two brothers. Otto and Robert,both of Richmond, Va. Pensioner William T. Briggs, 72, was found dead of heart disease at home in Houston on Jan. 22. Brother Briggs joined the Union in the port I 1 Baltimore in 1958 I 1 sailing as an AB. He served as ship's delegate. He sailed 54 years and also sailed as a 2nd mate. Seafarer Briggs was born in Auburn, N.Y. Burial was in Forest Park Lawndale Cemetery, Houston. Surviving are his widow, Irene; a sister, Mrs. Ray (Mabel) Harding of Rocks, Md., and a niece, Mrs. Dorothy H. Jameson of Waldorf, Md. a Pensioner Dewey M. Saxon, Sr., 59, died of lung failure in the New Orleans USPHS Hospital on '• 'w/ Jan. 1. Brother Saxon , J joined the Union in 1938 in the port of Mobile and sailed as a bosun. He sailed 42 years. Born in Alabama, he was a resident of Mobile. Burial was in Pine Crest Cemetery, Mo­ bile. Surviving are his widow, Anna Marie; eight sons, Michael, Carl, Dewey, Jr., Jefferey, Ronald, Joseph, Lawrence and Leslie; two daughters, Mrs. Marion (Marie Elaine) Milne and Linda; a sister-ift-law, Mrs. Joseph D. Saxon; two nephews. Van Allan and Richard Saxon, and a niece, Rita Saxon, all of Mobile. Joseph D. Saxon, 49, died in the Ma­ rine Basin Hospital for Sailors, Odessa, U.S.S.R. on Nov. 25. Brother Saxon joined the SIU in 1944 in the port of Mobile and sailed as a bosun. He was born in Mobile and was a resi­ dent there. Interment was in Mobile. Surviving are his widow, Christine; two sons. Van Allan and Richard; a daugh­ ter, Rita; his mother, Katie; a sister-inlaw, Mrs. Dewey M. Saxon, Sr.; eight nephews and two nieces, all of Mobile. Walter Ballon, Jr., 52, died of natural causes aboard the SS Overseas Alaska (Maritime Overseas) in Karachi, Pakistan on Dec. 19. Brother Ballou joined the SIU in the port of Lake Charles, La. in 1959 sailing as a wiper. He sailed 25 years. Seafarer Ballou was a veteran of the U.S. Army in World War II. A native of Wavelry, Va., he was a resident of Lake Charles. Cremation took place. Surviving is his widow, Helen. WiUiam O. Saw­ yer, 34, succumbed topenumonia in Nor­ folk's USPHS Hospi­ tal after his car went off the road in Vir­ ginia Beach, Va. on Nov. 28. Brother Sawyer joined the SIU in the port of New York and sailed as an AB. He had sailed eight years. Seafarer Sawyer was a veteran of the U.S. Army in the Vietnam War. A na­ tive of Elizabeth City, N.C., he was a resident of Chesapeake, Va. Burial was in Forest Lawn Cemetery, Norfolk. Surviving are his parents, Mr. and Mrs. David and Lucy Sawyer of West Chesa­ peake, Va., and a brother, William D. Sawyer. Pensioner Joseph A. Shea, 75, died of cancer of the bladder in the Maryland Gen­ eral Hospital, Balti­ more on Nov. 28. Brother Shea joined the Union in 1949 in the port of Philadel­ phia sailing as a chief steward. He sailed 30 years and attended Pensioners Con­ ference No. 8 at Piney Point in 1970. Seafarer Shea was born in Pennsylvania and was a resident of Baltimore. Inter­ ment was in Holy Rosary Cemetery, Baltimore County. Surviving are his widow, Helen, and a son, Norman James Shea. Albert H. Powers, 43, died of a heart attack in Waranem Hospital, Sault Ste. Marie, Mich, on July 15. Brother Powers joined the SIU in the port of Detroit in 1967 sailing as an AB. He sailed 24 years for the Pringle Transit Co. and the Erie Sand Co. Sea­ farer Powers was a Piney Point welding upgrader in 1975. He was a veteran of the U.S. Air Force after World War 11. Born in Cleveland, he was a resident there. Interment was in the West Park Cemetery, Cleveland. Surviving are three sons. Seafarer Thomas A. Powers of Cleveland, Albert, Jr. and Patrick; a daughter, Victoria; his parents, Mr. and Mrs. Albert H. Powers, Sr. of Parma, Ohio, and a sister, Mrs. Marie E. Wonko, also of Parma. Pensioner Sei^io G. Rivera, 66, died on Mar. 5. Brother I Rivera joined the Union in 1939 in the I port of New York and sailed as a bosun. iHe sailed 39 years, I rode with the Bull Line and walked the picket line in the 1961 Greater N.Y. Harbor strike. A native of Puerto Rico, he was a resident of Brooklyn, N.Y. Surviving is his widow, Luisa. Seafarers Log �Constantino Ruggiero, 63, died of heart disease aboard the SS Bradford Island (Interocean Mgt.) in the Russian port of Novorossiysk on Dec. 16. Brother Ruggiero joined the SIU in 1938 in the port of Boston sailing as a fireman-watertender. He sailed 36 years. Born in Massachusetts, he was a resident of Revere, Mass. Burial was in Revere. Surviving is his widow, Delphine. Eugene N. "Gene" Dore, 51, died on Feb. 28. Brother Dore joined the SIU in 1945 in the port of Galveston sailing as an AB. He sailed 36 years and was on the picket line in the Garment Workers Union, ILA and Cit­ ies Service (1946) beefs. Seafarer Dore was a veteran of the post-World War II U.S. Army. A native of New York, he was a resident of Seattle. Surviving are his brother, Walter F. Doray of Okla­ homa City, Okla., and a sister, Mrs. Evelyn V. Smith of Pinellas Park, Fla. y \ Arthur F. Ohler, 63, died in Houston Jon Jan. 24. Brother Ohler joined the SIU in the port of Nor­ folk in 1968 sailing as a fireman-watertender. He sailed 16 years and rode with the Bull Line. Seafarer Ohler was born in Danbury, Conn, and was a resident of Plainville, Conn. Surviving are his widow, Kathleen, and two daughters, Louise and Carol of Plainville. Pensioner Walter T. Noel, 64, died of a heart attack in the Ideal Nursing Home, Mobile on Dec. 9. Brother Noel joined the Union in 1944 in the port of Mobile sailing as a firemanwatertender. He sailed 17 years. Sea­ farer Noel was born in Mobile and was a resident there. Interment was in the Noel Cemetery, Mobile. Surviving are a brother, Benjamin, and a cousin, George E. McCary, both of Mobile. y William F. Moss, Jr., 61, died on Dec. 27. Brother Moss joined the SIU in the port of New York in 1960 sailing as a wiper and cook. He sailed 42 years and was an aviation me­ chanic in the U.S. Navy during World War II. Seafarer Moss was born in Somerset, Ky. and was a resident of Tampa, Fla. Surviving is his widow, Minnie Lou; a son, William F. Moss III of Baltimore, and a sister, Mrs. Hallie O'Toole of Tampa. Charles E. Moore, 55, died on Sept. 28. Brother Moore joined the SIU in 1943 in the port of Norfolk sailing as an AB and deck delegate. He sailed 30 years. A na­ tive of Butler, Tenn., he was a resident of Falls Church, Va. Surviving is his widow, Barbara. March, 1977 Pensioner Vincenle ' Y. Remolar, 79, died of a heart attack in Doctors Hospital,Manila, P.I. on Oct. _ II. Brother Remolar joined the Union in U y 1941 in the port of t Savannah sailing as a chief cook. He sailed 27 years. Born in Binalonan, the Philippines, he was a resident of Makati Rizal, P.I. Burial was in Touk Cemetery, Manila. Surviving are his widow, Juliana; a daughter, Mil­ dred, and a sister-in-law, Mrs. Rosa D. Faderoga of Manila. I Henry N. Milton, 64, suffered a heart attack aboard the SS Massachusetts (Inocean Mgt.) and died in the Kourosh Hos­ pital, Khorramshahr, i Iran on Dec. 27. Bro- ther Milton joined the SIU in the port of New York in 1955 and sailed as a chief cook. He walked the picket line in the 1962 Robin Line strike. Born in Deerpark, Ala., he was a resident of East Elmhurst, Queens, N.Y.C. Burial was in Flushing Cemetery, Queens. Surviving is his widow, Anita. Francis J. Moran, Jr., 50, died in New Orleans on Jan. 25 after being ill with pneumonia. Brother Moran joined the SIU in the port of San Francisco in 1969 sailing as a fire­ man-watertender. He sailed 12 years. Seafarer Moran was a veteran of the U.S. Army in World War II. Born in Dinquat, Ohio, he was a resident of Aberdeen, Wash. Surviving are two sons, James and Ralph; two. daughters, Rhonda and Barbara; his parents, Mr. and Mrs. James M. Moran, and a sister, Mrs. Helen K. M. Cook of Aberdeen. Pensioner Charles B. Nobles, Sr., 72, died of a cerebral shock in Halifax Memorial Hospital, Roanoke Rapids, N.C. on Sept. 25. Brother Nobles joined the Union in the port of Norfolk in 1960 sailing first as a tug mate and chief engineer for the R. H. Davis Towing Co. from 1948 to 1969. He was born in Scranton, N.C. and was a resident of Roanoke Rapids. Burial was in Crestview Memorial Cemetery, Roanoke Rapids. Surviving are his widow, Cora Lee, and a son, Charles, Jr. of Hamp­ ton, Va. Pensioner Joseph T. Peters, Jr., 72, died of cancer in the Norfolk USPHS Hospital on Jan. 31. Brother Peters joined the Union in the port of Norfolk in 1962 sailing as a captain for the Marine Oil Service Corp. from 1962 to 1969 and for the Sheridan Transporta­ tion Co. from 1961 to 1962. He was born in Matthews, Va. and was a resi­ dent of Norfolk. Interment was in Forest Lawn Cemetery, Norfolk. Surviving is his widow, Dell. Maylon B. Phelps, 37, died of a spine injury in Norfolk from an accidental fall on a tug on Aug. 12. Brother Phelps joined the Union in the port of Norfolk in 1972 sailing as an OS and mate for the NBC Line from 1970 to 1976. He ' was born in Creswell, N.C. and was a resident of Norfolk. Burial was in Mt. Tabor Baptist Church Cemetery, Co­ lumbia, N.C. Surviving are two sons, Robert and Timothy; his parents, Mr. and Mrs. Jordan L. Phelps of Creswell, and two brothers, Harrison of Ply­ mouth, N.C. and Manfred of Greenville, N.C. Charles R. Perrin, 77, passed away of a heart attack in Glou­ cester, Mass. on Jan. 22. Brother Perrin joined the SIU in the port of Boston in 1955 sailing as a If TBBHI IT chief pumpman. He sailed 37 years. Seafarer Perrin was a veteran of the post-World War I U.S. Navy. He also sailed as a first assistant engineer and machinist. Born in Cohoes, N.Y., he was a resident of Glou­ cester. Burial was in Calvary Cemetery, Gloucester. Surviving are his widow, Lydia; a son. Randy C. Perrin, Jr. of Gloucester and a daughter, Mrs. Loretfa L. Lopez of Boston. Eugene N. Duncan, 52, succumbed to heart disease in New Qrleans on Jan. 28. Brother Duncan joined the SIU in the port of Baltimore in 1956 sailing as an AB. He sailed 29 years. Seafarer Duncan was a veteran of the U.S. Army in World War II, at­ tended the University of Tennessee and was a probation officer in the Tampa Juvenile Court. Born in Tampa, he was a resident there. Surviving is his mother, Vcrn of Tampa. Dennis G. Mealy, 20, was killed in an automobile accident on Oct. 17. Brother Mealy joined the Union in 1974 fol­ lowing his graduation from Piney Point in IBU Class 19. He sailed in the deck department for the Inland Tugs Co. from 1974 to 1975. A native of Illinois, he was a resident of Belleville, III. Surviving are his parents, Mr. and Mrs. Christopher Mealy, Sr. of Belleville; a brother. Inland Boatmen Christopher Mealy of Piney Point's Class 15, and an uncle, Kenneth Mealy of Mokane, Mo. SIU pensioner John P. "Jack" O'Connor, 74, died of a cerebral throm­ bosis in the Veterans Administration Lake­ side Hospital, Chiicago, 111. on Jan. 17. [Brother O'Connor joined the Union in the port of Chicago in 1963 sailing as a chief steward for 12 years with the Great Lakes Dredge and Dock Co., for eight years for the Fitzsimons and Connell Co.. for the Lake Sand Co. for five years, and for the Hanna Towing Co. He was a member of the International Seamen's Union from 1919 to 1954. Burial was in Cal­ vary Cemetery, EvaiKMuPi,!!!. Surviving is a daughter, Mrs. Jacqueline Nuccio of Chicago. Pensioner William H. Cannon, Jr., 74, died of a heart attack in the Uni­ versity Hospital of Jacksonville, Fla. on Feb. 12. Brother Cannon joined the Union in the port of Norfolk sailing as a mate for the McAllister Brothers Tow­ ing Co. from 1955 to 1960 and as a captain for the Allied Towing Co. from 1960 to 1972. He was born in Palatka, Fla. and was a resident of Jacksonville. Interment was in Greenlawn Cemetery, Jacksonville. Surviving are his widow, Pearl and two sons, Paul and William III, both of Virginia Beach, Va. Pensioner Earl Rayford, 70, passed away on Mar. 3. Brother Rayford joined the Union in the port of Mobile in 1956 sailing as an AB. He was born in Dog River, Mobile and was a resident there. Surviving are his widow, Evelyn; a sister, Mrs. Ruby Roberson, and a cousin. Elizabeth Green, all of Mobile. John P. Kleva, 47, died on Mar. 2. Brother Kleva joined the Union in the port of Philadelphia in 1967 sailing as a deckhand for the In­ terstate Qil Transpor­ tation Co. from 1967 to 1977. He was a veteran of the postWorld War II U.S. Navy. Born in Yugo­ slavia, he was a resident of Blackwood, N.J. Boatman Kleva was a naturalized U.S. citizen. Surviving are his widow, Vivian; a son, John, and three daugh­ ters, Vivian, Donna Marie and Ellen. Donald M. Henderson, 32, was found drowned in the Buffalo Bayou at Parker's Cutoff, Houston on June 3. Brother Henderson joined the Union in the port of Houston sailing as a tug captain and pilot for the Barge Harbor Co. and the Western Towing Co. Born in Houston, he was a resident there. Burial was in Forest Park Lawndale Cemetery, Houston. Surviving are his widow, Shirley; a daughter, Teresa, and his parents, Mr. and Mrs. Jack H. Henderson. Ronald J. Lundy, 46, died of a heart attack in the Veterans Administration Hospital, Memphis, Tenn. on Dec. 1. Brother Lundy joined the Union in the port of St. Louis in 1973 sailing as a mate for the Sabine Towing and Trans­ portation Co. from 1976 to 1977 and as a pilot for the National Marine Serv­ ice Co. from 1971 to 1976. Boatman Lundy was a veteran of the U.S. Army in World War II. A native of Coleman, Mich., he was a resident of Wynne, Ark. Interment was in Cogbill Ceme­ tery, Wynne. Surviving are his widow, Becky Sue; two sons, Floyd of North Little Rock, Ark. and Michael; three daughters, Mary, Paula and Michel, and his parents, Mr. and Mrs. Floyd D. Lundy. Louis J. E. Lusson, 49, was drowned in San jiian (P.R } Harbor when a loose tow line pitched him off the tug Sea Racer on Dec. 17. Brother Lusson joined the Union in the port of San Juan sailing as an AB. He was born in Ardmore, Pa. and was a resident of Bayamon, P.R. Burial was in the Na­ tional Cemetery of Puerto Rico. Sur­ viving are his widow, Csi men; a son, Richard, and his parents, Mr. and Mrs.' Loui^i C. O. Lusson. Miguel A. Ruiz O'Neill died on Sept 30, 1974. Brother O'Neill joined the Union in 1961 and last sailed as a QMED. He was a 1968 HLSS upgrader. Seafarer O'Neill was a resident of Santurce, P.R. Surviving is his widow, Margarita. Page 33 �, .,-9^ >• - y'^-rT?y=.•'-it-- Personate Louis Ludemau Scott Every asks that you contact him or leave a message at 444 Seabreeze Blvd., Daytona Beach, Fla. 32074, tel. (904) 253-1811. William Smith Mrs. Genevieve Mulvena asks that you contact her as soon as possible at 129 Magnolia Ave., Jersey City, N.J. John "Sweetwater" Davis Alan Borner asks that you contact him at (914) 783-4914 in Monroe, N.Y. Michael Howe Cynthia Marcik asks that you con­ tact her at (203) 933-8587. William DeJesus Your daughter, Carmelita Calderon (DeJesus), asks that you contact her at 195 Steuben St, Apt. 5D, Staten Island, N.Y. 10304. Pat Howley Chester and Sorella Kaiser ask that you contact them at 1012 Prospect Ave., Apt. 817, Cleveland, Ohio 44115. Larry Richardson Mont (Fingers) McNobb asks that you contact him as soon as possible at 98 Mason St., San Francisco, Calif. 94102, tel. (415) 362-0326. Robert Neuman Your former professor at Ohio State University, Glenii Patton, asks that you contact him at 8030 Broadway, Apt. 203 F, San Antonio, Tex. 78209. Richard "Dick" Schaffer Eddie Burke asks that you contact him at 11003 Palatine Ave. N., Seattle, Wash. 98133, tel. (206) 362-7674. John £dward Bertie Your .son, John, Jr. asks that you contact him in Mattewan,N.J., tel. (201) 566-7331. KNOW YOUR RIGHTS . -ftrvVr-..-, ., .- -•cr>^-«---.^i:- ..=-.^,- .1 Seafarers Welfare, Pension and Vacation Plans Cash Benefits Paid Jan. 27-Feb. 23,1977 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily (2 $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 Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM lOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation MONTH TO DATE SHIPPING RIGHTS. Your shipping rights and 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 5<J<ifarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, C-bairnia.*!; Seafarers Appeals Board 275 - 20th Street, Brooklyii, 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 contracts 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 Page 34 MONTH 10 DATE YEAR TO DAI E YEAR TO DATE 38,000.00 245.00 279.00 1,683.22 149.00 43,824.00 ^,201.69 3,319.95 1,882.10 $ 102,543.06 848.00 1,821.00 3,948.07 383.00 94,768.00 2,761.19 6,520.48 2,319.40 738 149 211 41 7 161 119,866.62 2,990.01 16,885.35 5,685.00 198.45 2,377.51 215,170.95 6,826.60 36,395.15 13,034.00 408.45 4,748.89 12 177 92 10 42 2 2 1 2,123 27 339 197 26 91 2 7 2 2,157 47,000.00 30,446.44 5,556.63 2,152.00 1,247.20 70.00 37.37 500.00 16,050.30 95,000.00 50,961.37 9,323.47 5,124.50 2,716.10 70.00 1,742.92 750.00 18,486.60 14 19 7,850.60 9,423.83 9,134 2,661 898 12,693 17,822 2.674 2,163 22,659 349,497.44 672,514.83 902,724.99 $1,924,737.26 626,095.03 687.518.46 2,278,162.60 $3,651,776.09 13 243 93 13 2 5,478 3 104 62 31 846 607 27 5 11,846 7 208 71 391 59 98 18 3 79 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. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and 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. Amount Number 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 iraditionally 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 ot 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. $ KNOW YOUR RIGHTS 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. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are 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 mall, return receipt requested. Seafarers Log �12'A Seniority Upgraders Stanley Knopp Mike Cresci Seafarer Stanley Knopp, 24, went through the Harry Lundeberg School in 1973 when he first sailed. A mem­ ber of the deck department, he up­ graded to AB at the school in 1976. He has lifeboat and fire fighting tickets. Brother Knopp was born in the port of Baltimore where he lives and ships out. Seafarer Mike Cresci, 25, gradu­ ated from the Harry Lundeberg School in 1974 and began shipping out in the deck department. He upgraded to A B at the HLSS and has lifeboat and firefighting tickets. Brother Cresci was born in San Diego,Calif, where he resides.He ships out of the port of Wilmington. Ken Day Mike Dixon Seafarer Ken Day, 21, started sailing in 1975 fol­ lowing his gradua­ tion from the Harry Lundeberg School of Seamanship in , Piney Point, Md. A I* member of the en•r? SI a-l iifi tij gine department, he holds an FOWT endorsement. Brother Day also received a lifeboat certificate at the HLSS and has completed his fire­ fighting training. He is a/lative and resi­ dent of the port of Jacksonville where he ships. Seafarer Mike Dixon, 22, has been sailing with the SIU since graduating from the Lundeberg School in 1973. Brother Dixon ships in the deck depart­ ment as an AB, an endorsement he earned at Piney Point. He also earned his lifeboat certificate there and has fire­ fighting training. Born in the port of Baltimore, he lives there and ships out of that port. Joe Anderson David Daley DEEP SEA Ron Celious Scott Every Seafarer Ron Celious, 22, first shipped out with the Union in 1974 when he graduated from Piney Point. He works in the engine department where he holds an FOWT "y'A:, endorsement. Brother Celious also holds firefighting and lifeboat tickets. He was born in the port of New Orleans where he is a resi­ dent. He also ships out of that port city. Seafarer Scott Ev­ ery, 23, first went to sea with the SIU in 1971, the year he graduated from Piney Point. He sails in the deck de­ partment as an A B and has lifeboat and firefighting tickets. Brother Every was born and raised in Daytona Beach, Fla. where he lives. He ships out of the port of New York. Paul Grepo Bob Alien y Seafarer Paul Grepo, 25, gradu­ Seafarer Bob Al­ ated from the HLSS len, 22, has been I 1971. He sails shipping out with \in the deck departthe SlU since grad­ jment. Brother uating from the } Grepo has an AB HLSS in 1974. A y endorsement and member of the deck lifeboat and firedepartment, he sails fighting certificates. as an AB. Brother He is a native of San Diego, Calif, and Allen holds both a resident there. Wilmington is his port lifeboat and firefighting certificates. He was born, resides and ships out of the for shipping out. port of Mobile. Pedro Mena Bernard Blxenman Seafarer Pedro Seafarer Bernard Blxenman, 24, who was a graduate of the Harry Lunde­ berg School in 1973, first sailed in the deck department with the SlU that year. He sails as an AB. Brother Blxen­ man was born and raised in Chicago Heights, 111. He ships out of the port of New York. Mena, 47, first shipped out with the SIU in 1957 when, he joined the Union. Last year he gradu^ ated from the cook ~ baker course at •i HLSS. And he HHi ! •i'l • H fiQg lifeboat and firefighting tickets. Brother Mena, a native of San Juan, P.R., resides in Jersey City, N.J. and ships out of the port of New York. 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. March, 1977 Seafarer David Daley, 22, started sailing with the Union after finish­ ing the training pro­ gram in Piney Point in 1971. He ships in the engine depart­ ment where he holds a QMED endorse­ ment which he secured at the HLSS. He also is qualified in lifeboat and firefight­ ing skills. Brother Daley was born in the port of New York where he lives and from where he ships. Seafarer Joe A nderson, 18, one of the youngest to earn an 'A' seniority book in the SIU, started sailing with the Union in 1975 after he graduated from Piney Point. He sails in the engine depart­ ment with an FOWT rating. Brother Anderson also has lifeboat and fire­ fighting tickets. He was born in Wash­ ington, D.C., lives in Lexington Park, Md. and ships out of the ports of Nor­ folk and Baltimore. Warning to Seafarers Young and Old: Drug Possession Means Loss of Seaman's Papers If you are convicted of possession of any illegal dmg—heroin, barfoitarates, speed, LSD, or even marijuana—the U.S. Coast Guard will revoke your seaman papers, without app^, FOREVER. That means that you lose for the rest of your life the right to make a living by the sea. However, it doesn't quite end there even if you receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school 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. It's a pretty tough rap, but that's exactly how it is and yon can't do any­ thing about it. The convicted drug user leaves a black marie on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presoits a serious threat to both your physical and mental health, and the personal safety of those around you. This is especially true aboard ship where clear min^ and quick reflexes are essential at all times for the safe operation of the vessel. Don't let drugs destroy your natural right to a good, happy, productive life. Stay drug free and steer a clear course. Page 35 �I Ii i 4 The Harry Lundeberg School of Seamanship "/or a better job today, and job security tomorrow. 99 Still Some Spots In Diesel Course There are still some spots open in the Diesel Engine upgrading course set to begin at the Lundeberg School on May 16, 1977. The course, which is open to all SIU engine department members, will provide complete instruction on the principles and maintenance of diesel engines through both classroom and on the-job training. The course also includes instruction on diesel nomenclature; introduction to the fuel, air, lubrication and exhaust sys­ tems and the use of various gauges, meters and instruments used on diesel engines, and more. If you are interested in taking the die­ sel course, fill out the upgrading appli­ cation and mail it to the Lundeberg School as soon as possible to insure a seat in the class. 4 Complete Refrigeration Class Course Four Seafarers completed the Lundeberg School's Refrigeration course last month. They are from the left: Lloyd Shaw, William Slusser, Willis Miller, Bill Eglinton, course instructor, and Edmund Clayton. FOWT QMED-—Any Rating ABLE SEAMAN This course consists of classroom work and practical training to include: basic .seamanship, rides of the road, wheel com­ mands, use of the magnetic compass, cargo handling, knots and .splices, block and booms, firefighting and emergency procedures, basic first aid, and safety. Requirements: • All eaudidales must be at least 19 years of age. • Must pass a physical examination, • Must have normal color vision. • Must have, either with or without glasses, at least 20/20 vision in one eye, and at least 20/40 in the other. The can­ didates who wear glasse.s, however, must also be able to pass a test without glasses of at least 20/100 in each eye. • Must either have, or first complete, the separate Lifeboat Course offered at the school. • For Ahle-Seainan 12 Months Any Waters, you must have 12 months seatime or eight months seatime if an HLSS graduate. • For Ahle-Seanian Tugs and Towboats, you must have 18 months seatime, or 12 months seatime if an HLSS grad­ uate. The course of instruction leading to certification as QMED—Any Rating is (fight weeks in length and includes instriH'tion leading to the Coa.st Guard en­ dorsements which comprise this rating. Course Requirements: You must show evidence of six months seatime in at least one engine department rating, and hold an endorsement as Fireman/Watertender and Oiler. Course is 12 weeks in length. The course is four weeks in length and leads to endorsement as Fireman, Watertender, and/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Be able to pass the prescribed physi­ cal, including eyesight requirements • Have six months seatime as Wiper, OR Be a graduate of HLS at Pincy Point and have three months seatime as Wiper • If you have an engine department rating there are no requirements. Directory of All Upgrading Courses DEEPSEA, LAKES COURSES • • LNG/LPG • • Starting tlate: June 13. WELDING The course of instruction in basic weld­ ing consists of classroom and on-the-job training inchiding practical training in electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an HLS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department personnel must have 6 months seatime in an engine room rating • Deck and steward department personel must hold a rating in their department. The course of instruction leading to certification as LNG/LPG crew consists of basic chemistry, tank and ship con­ struction, gasification, reliquefication procedures, inert gas and nitrogen sys­ tems, instrunaentation, safety and firefighting, loading, unloading and trans­ porting LNG/LPG. Course Requirements: Engine room personnel must hold QMED —Any Rating. Others, deck and steward department personnel must hold a rating in their department. The normal length of the course is four (4) weeks. Starting dates: April 4, Sept. 19. Starting dates: May 2, Nav. 28. 8 Upgrade to Able^Seaman • ; • • • • . • • • • • • • Deck Department Able-seaman/1,2 Months/ J Waters Able-seaman, Unlimited Any ' Waters Lifeboatman Quartermaster Engine Department Fireman, Oiler, Watertendef (FOWT) QMED—Any Rating Advanced Pumpman Procedures Automation LNG-LPG ., s/.r » Refrigerated Containers Welder Diesel Engines Steward Department Assistant Cook Cook and Baker '• "v$'C Chief Cook Chief Steward INLAND WATERS COURSES/ • • • • LIFEBOATMAN The course of instruction is two weeks in length and leads to the Coast Guard endors<'ment of Lifeboatman. Course Requirements; Must have 90 <lays seatime in any department. Starting dates: March 3, 17, 31; April 14, 28, and May 12, 26. Page 36 Deck department members should be aware that the Lundeberg School will begin a Quartermaster Course Mar. 21, 1977. The course includes instruction in the use of the magnetic and gyro compass, rules-of-the-road, knots and splices, firefighting, emergency procedures, interna­ tional codes and signals, bridge publica­ tions and instruments, aids to navigation, a review of deck seamanship, as well as instruction in radar, loran, fathometers and weather, tides and currents. To qualify for the course, which is two weeks in length, a member must hold a U.S. Coast Guard endorsement as AbleSeaman Unlimited Any Waters. Other starting dates for the Quarter­ master Course include June 13, Sent. 6 and Nov. 28, 1977. Starting dates: April 14, July 7 and Sept. 29. Starting dates: May 12, Aug. 4 and Oct. 27. Note: Courses and starting dates are subject to change at any time. Any change will be noted in the LOG. Quartermaster Eight Seafarers recently received their AB endorsements after completing course at the Lundeberg School. They are, front row from the left: Jake Karaczynski, Steve Conner and Mike Hurley. Back row from the left are: Marvin Gilden, Jerry Hardy, Russell Barrack, Charlie Boles and David Bradley. Able-Seaman Pre-Towboat Operator Original Towboat Operator Master/Mate Uninspected ¥08^ / sels Not Over 300 Gross Tons • Upon Oceans • First Class Pilot • Radar Observer • Pre-Engineer Diesel Engines • Assistant Engineer Uninspected Motor Vessels • Chief Engineer Uninspected Motor Vessels t • Tankerman "-V • Towboat Inland Cook V * Vessel Operator Manageinehff ^ ° JT and Safety Course Seafarers Log �m License for Western Rivers, Inland Waters, Oceans Towboat Operator Courses Starting Soon Two of the most important courses of­ fered to SIU Boatmen at the Harry Lundeberg School will be starting, one in April and one in May. The courses are Original Towboat Operator for Western Rivers, and Orig­ inal Towboat Operator for Inland Waters or Oceans not more than 200 miles off­ shore. The course leads to Coast Guard licensing as either 1st or 2nd class oper­ ator of uninspected motor vessels for the designated areas. The Western Rivers course starts April 25 and the Inland Waters, Oceans course begins May 23,1977. Eligible boatmen should not hesitate to apply for the course because it gives you a chance to earn a license, which carries along with it higher pay and increased job security. Requirements for this course are as follows: • All candidates for 2nd class operator must be at least 19 years of age and have evidence of 18 months service on deck on a towing vessel. This service must have included training or duties in the wheelhouse. • All candidates for 1st class operator must show evidence of three years service on deck of a towing vessel. One year of this service must have included training or duties in the wheelhouse. • All candidates must have at least three months service in each particular geographical area for which appliction for licensing is made. • *11 candidates must pass a physical exam given by a medical officer of the USPHS or a certified, physician. Seniority Upgrader and Recertified Bosun Get High School Diplomas Two more Seafarers, 23-year-old Kevin Brooke and 56-year-old Recertified Bosun Raymond Hodges, recently completed the High School Equivalency Program at the Harry Lundeberg .School and earned their high school diplomas. "A high school diploma is a valuable asset to our lives," says Brother Brooke, a recent graduate of the HLS High School Equivalency Program. He has been sail­ ing with the SIU for six years and gradu­ ated from HLS as a trainee in 1971. He has since then returned for his fireman/ oiler endorsement and for the 'A' Senior­ ity Upgrading Program. Seafarer Brooke feels that "a high school diploma is a necessity. 1 found it difficult to get a job on shore without it." He found out about the High School Equivalency Program when he was a trainee and decided to participate in this program since he only completed the eighth grade. He enjoyed the classes be­ cause "I received a lot of good private tutoring. The classes were small, which made for relaxed surroundings and I could learn more easily." Seafarer Brooke feels that the teaching staff is a great asset to the success of the program. He plans to return for upgrad­ ing in the engine department in the future. Seafarer Hodges, a resident of Balti- SIU Gives 7 Scholarships to Members, Dependents Another part of the SIU's total educa­ tional 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. s The Union also awards two $5,000 twoyear scholarships reserved (exclusively for members. The two-year scholarships offer various opportunities espcecially 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 he used to pursue any field of study at 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 woman who has been out of school for a number of years, so you will only be com­ peting 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: more, Md., has been sailing with the SIU for 33 years. Brother Hodg<>s, who com­ pleted the seventh grade before dropping out of .school, .says that he learned of the GED Program when he attended HLS for the Bosun Recertification Program. "The program is nice—really interesting," he say.s, "and you receive a lot of individual help from the teachers." Seafarer Hodges adds that, "Every­ body at the school was very helpful to me. I would recommend this program to any member who do(>sn't have a high school diploma because it is certainly one of the best ways for any person to receive an education." Brothers Brooke and Hodges are just two of hundreds of .Seafarers to earn a high school diploma through the GED Program at the Lundeberg School. This program is open to all SIU members in good standing. If you are interested in obtaining more information about the program, or if you would like to enroll in it, contact your port agent, or write the following address: Academic Depart­ ment, Harry Lundeberg School, Piney Point, Md. 20674. LUNDEBERG UPGRADING APPLICATION Name Date of nirth_ (l.a»t) (FirsI) Mo./Duy/Yfar Address (Street) Telephone #. (City) (Zip Codi;) (State) Deepsea Member Fl (Area Cndc)> Inland Waters Member Q Lakes Member • Seniority Book Number Date Book Was Issued- Port Pre.sently Registered In_ Port I.ssued- • Have not less than two years of ac­ tual employment (three years for the par­ ent or guardian of dependents) on vessels of companies signatory to the .Seafarers Welfare Plan. Social Security #. • Have one day of employment on a ve.s.sel in the six-month period immedi­ ately preceding date of application. Entry Program: From Endorsement(s) Now HekL Piney Point Graduate: • Yes No • (if so, fill in below) to. Endorsement(s) Received (Datca Attcnilcd) Upgrading Program: • Have 90 days of employment on a ve.s.sel in the previous calendar year. From. to Endorsement(s) Received (DutfH Atteiiili'd) Pick up a .scholarship application now. They are available for you and your de­ pendents at tbe local Union hall or by Do you bold a letter of completion for Lifeboat: writing to the .Seafarers W(>lfare Plan, College Scholarships, 275 20th St., Brook­ lyn, N.Y. 11215. Dates Available for Training • Yes • No; Firefighting: • Yes • No (Refer to Directory for all course listings.) More Cooks Complete Courses I Am Interested in the Following (!our.se(s) RECORD OF EMPLOYMENT TIME—(Show only amount needed to up­ grade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE- Recently, (I. to r.) Assistant Cook Richard Rodriguez; Towboat Cook Joseph O'Toole and Assistant Cooks Albert S. Campbell and Clare S. Crane got their diplomas at the HLSS on completing the appropriate courses. March, 1977 RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE. RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 Page 37 �i' Aboard C S Long Lines •- ^ •*': ' •"*• • Above is a front view of Long Lines tied up at its home base in the port of San Diego, Calif. Note the caged, protruding bow of the cable-layer and two deck marker buoys on the starboard side. Precious Cargo Discharged Into the Sea as Throughout the history of man, or as long as men have employed the seas to transport goods, ships have sailed in search of ports to discharge their merchandise. There is however one ship whose cargo will never see a harbor or a warehouse, let alone a marketplace. Instead, it will be buried in the murky depths of the ocean, not by accident, but by design. One might think this a strange place for a valuable shipment to be discarded. Strange, until one con­ siders the nature of the cargo and the uniqueness of the vessel that it is carried in. The cargo is, of course, cable and the vessel none other than the cable ship Long Lines. The C.S. Long Lines entered ser­ vice in mid-1963 in order to help expand the network of under-ocean telephone cables. Owned and oper­ ated by the Transoceanic Cable Ship Company, Inc. (a subsidiary of American Telephone & Telegraph), she was the first ship specially de­ signed to lay new types of cable de­ veloped by Bell Telephone Labora­ tories. Various modifications have enabled the C.S. Long Lines to han­ dle the laying of a still later type of ocean cable of much greater capacity. The SlU-contracted Long Lines is a sleek 511 feet long, has a displace­ ment of 17,120 tons and a cruising speed of 15 knots. When cable-laying operations are in full swing the total crew numbers 96. Of these, 68 are unlicensed, including the 22-man steward department who all assist in 1 Cable OS George Baranona (left) looks on as Bo­ sun's Mate Harry Kaufman puts the last bolt In scaffolding as they prepare to paint stack. Chief Steward Ira Brown stands in the darkroom where X-rays of splices are made and examined to be sure catDle will withstand the thrashing of under­ water currents. Above is a look at the main deck where cable is pulled from the storage tanks by specially designed linear cable engine at right. A pair of tractor-like treads grips the cable, moving it swiftly and evenly despite the varying depths at which the cable is being laid. Page 38 Jerry Ray, steward utilityman swabs the deck out­ side of officer's focsles. Seafarers Log �DEEP SEA The bow of the CS Long Lines (left) points to the sea. Crane-like apparatus at right is used to lower grappling hook which reaches for the end of a broken cable. In photo at right, crewmembers position hydraulic crane valve for overhaul. They are (I. to r.): First Asst. Engineer Vito Sottile; Eng. Utilitymen Kevin Cooper (cap) and Henry Lee; Recertified Bosun Herb Libby, and AB Steve Sloneski. • 11nil 111 I • I1IIIIII • • 11 III I • • • 11 mil I • • 111 mi 111 I 11II\\it II • • i 111li^i i I Link to Worldwide Contmunirafions OOWWWflWroWOOWBtOOOOWWWWOWIWMWOMa^^ upholding the Long Lines' reputa­ tion as a 'good feeder*. The C.S. Long Lines has the ca­ pacity to carry up to 2,200 nautical miles of cable at one time (depending on size and type of cable). The cable is stored in three main tanks: two, 55 feet in diameter, 32 feet high, and one, 42 feet in diameter, 32 feet high. Ordinarily, cable is laid from the stem of the ship at speeds up to eight knots. On its way to the stem the cable passes through specially de­ signed electro-hydraulic machinery that controls the payout of the cable. The Long Lines' predecessors in­ clude many famous ships. Foremost among these is the Great Eastern, the ship which successfully laid the first trans-atlantic cable. However, no other ship has ever come close to the Long Lines in productivity. From her distinguished bow to the helicop­ ter pad at her stern, the working deck I 11 fill I a 111 I II 11 of the C.S. Long Lines is a functional masterpiece, with all of her equip­ ment handled ably by an experienced SIU crew. Testimony to her prowess in the field of telecommunications are the records she holds: (1) 17,000 miles of cable laid in a two-year period; (2) a single continuous cable of 3,665 miles laid between Makaha, Hawaii and Guam in 1975. The latter iini 111 I iriii 1 I nil 111 1 iiili 11 record will be broken wlien work is completed on a proposed cable link between San Luis Obispo, Calif, and Okinawa, a job that will take well over six months. So, the next time you pick up your telephone to dial some faraway hind, keep in mind that the link which makes your call possible may well have been put there by the cable ship Long Lines. Seafarer Charles Shaw of the engine department hones the tools of his trade on lathe in ship's workshop. These four Lundeberg School grads are a real asset to the Long Lines steward department. They are (I. to r.): BR Louis Vasquez; Pantryman Scott Braun; Utility Messman Fred Stack, and Pantryman Joe Evans. Members of the engine department gathered in the mess hall for the photo above. In the front row (I. to r.) are; Wiper Anthony Powers and Eng. Utilitymen Pat Fox and Kevin Cooper. In background arc (I. to r ): Oiler Joseph Billotto; Eng. Utility Charles Shaw; Wiper Ray Grace; Eng. Utility Henry Lee, and Wiper William Stewart. Here's a view of the trough-like stern of the CS Long Lines. Just above the main deck aft is an area sot aside as landing pad for helicopterb 'oecause it is sometimes necessary for emergency deliveries of cable to be made while ship is far away from shore. March, 1977 Page 39 �..•ami— - Hi SEAFARERS March, 1977 Official pubUcation mt the SEAFARERS INTERNATIONAL UNION• AtUntic, CnU, Lakee and luUnd Waters DIstHct. AFL-CIO 'v;p; Baltimore inner harbor urban renewal combines new office buildings with renovated row houses and ship-museums at the piers. Between ship-docking jobs,,the Fells Point waits at the Curtis Bay pier. Variety Makes the Job for Baltimore This past winter, the worst in JohnAsk any SIU Boatman in Balitmore Curtis Bay Towing, but boat work is son's memory, was a special challenge Harbor what he likes best about the still a challenge, job and he will tell you, "variety". "There's something new every day; if it's not the job, it's the weather," said Tim Bailey, capt. of the Visitor (Har­ bor Towing) as he went to pick up the barge Capt. John which was pump­ r"' ing fuel into the Allied Chemical ter­ minal. The March day was warm and sunny, but he recalled heavy fog at other times when the tug had to be steered P; with radar and compass and fog horns iv echoed over the water. The Brothers at Harbor Towing are responsible for bunkering ships in Baltimore Harbor, delivering fuel oil 'to industrial plants along the Eastern Shore, and lightering ships off Annapolis anchorage. As far as Capt. Orville Johnson of the Hawkins Point is concerned, he has seen it all in his 35 years working with for mate Lou Lortz, who had his first experience breaking heavy ice. Once they had to bring supplies to a ship anchored near Annapolis when a small i launch couldn't get through. Chief Engineer Bill Davison noted that 15 to 20 ships were backed up one week waiting for frozen coal to be dyna­ mited to prepare it for loading, Davison never leaves the water because he lives on a house boat in Rock Creek^ " Brothers at Curtis Bay and Rafciw Whitely Towing specialize in docking ships and watching soccer matches. Brother Leon Mach, Jr. a deckhand at Curtis Bay, played the position of "outside right" on the University of Balti-. more National Championship Soccer team in 1975. His father Leon Mach works as a mate on the Baker Whitely tug /4mmcn. "Tell them at Headr quarters we want an SIU soccer team," Brother hlach, Sr. declared. On board the tug America (Baker Whitely), Patrolman Bob Pomerlane watches Mate Leon Mach sign a report. Deckhanc Bob Machlinski (I.) and Captain Charles Rogers (r.) look on. Tankerman Dave McCormick works aboard the barge Capt. John Roe (Harbor Towing). Tankerman Al Metheny hooks up his barge Capt. John Roe to the tug Visi­ tor (both are Harbor Towing). SIU brothers (I, to r.): Joe Zoaks, John Zentz and E(iPfrang work as mechanics in the Curtis Bay repair shop where tugs are fixed, right at the pier. � 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 March 1977 Description An account of the resource Headlines: OBSOLETE LIFEBOATS, DRILLS HIT AT LAKES CG SEMINAR TOUGH FIGHT AHEAD FOR BILL TO GET NEW LOCKS & DAM 26 HALL STRESSES NEED FOR CARGO PREFERENCE LAW AFL-CIO DRIVE ENVISIONS OVERHAUL OF THE NLRB ACT AFL-CIO COUNCIL PASSES MARITIME RESOLUTIONS WILMINGTON SEAFARERS AWAIT PIPELINE START HALL PROTESTS UNDERMANNED WEST COAST TANKERS A&G APPROVES MERGER TALK; WEST COAST MEETING HELD OIL COMPANY CHARGES ON PREFERENCE REFUTED SIU TANKER IS SET FOR VALDEZ BOATMAN DAVID TACKETT: A CHIP OFF THE OLD BLOCK (ETTE) DROZAK ASKS FOR ‘RATIONAL’ TUNA INDUSTRY REGULATION OBSOLETE LIFEBOATS LABOR LAUNCHES NATIONWIDE BOYCOTT OF J.P. STEVENS EX-SIU SCHOLARSHIP WINNER MAKES THE HEADLINES BOATMAN CONFAB PROPOSES CONTRACT STANDARDIZATION NEW TUG, PHILIP K JOINS C&H FLEET LESSEN OIL SPILLS-ENACT CARGO PREFERENCE LAW LATEST REQUEST FOR JONES ACT WAIVER DENIED; OTHERS WERE GIVEN CARGO PREFERENCE, NOT FREE TRADE, IS THE ANSWER ALF-CIO EXECUTIVE COUNCIL PASSES VITAL MARITIME AND ENERGY RESOLUTIONS HEALTHY AMERICAN MERCHANT MARINE SUPPORTED URGE ADMINISTRATION TO APPROVE TRANS-ALASKA GAS PIPELINE COUNCIL BACKS ENERGY TRANSPORTATION SECURITY ACT MARSHALL PRESENTS ADMINISTRATION’S GOALS TO AFL-CIO LEADERS NATION NEEDS COMPREHENSIVE ENERGY PROGRAM EXPORT OF ALASKAN OIL OPPOSED BY EXECUTIVE COUNCIL SUPPORT BOYCOTTS OF RINGLING BROS. CIRCUS, BANCROFT CO. COUNCIL SERVES NOTICE: SAFE AND HEALTHFUL WORKPLACE A MUST ALF-CIO EXECUTIVE COUNCIL PASSES VITAL MARITIME AND ENERGY RESOLUTIONS PROPELLER CLUB AND NAVY LEAGUE: THEY HELP FOSTER STRONG U.S. MERCHANT MARINE TOWBOAT OPERATOR COURSES STARTING SOON SENIORITY UPGRADER AND RECERTIFIED BOSUN GET HIGH SCHOOL DIPLOMA PRECIOUS CARGO DISCHARGED INTO SEA AS LINK TO WORLDWIDE COMMUNICATIONS VARIETY MAKES THE JOB FOR BALTIMORE BOATMEN 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 3/1/1977 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. 39, No. 3 1977 Periodicals Seafarers Log