http://seafarerslog.org/archives/files/original/3309d95c50ee43600ff46dbbadce8f2b.PDF a34bf3df0e24c40b30b3800adf5d47d2 PDF Text Text iimi House Votes Down Oil Cargo Preference Bill -% '•t .f.i See Page 3 Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Xio'OCTOBER 1977 A First: Boatmen Towboat Operator Scholarship The Harry Lundeberg School in Piney Point, Md. has the equipment to provide towboat operator scholarship win­ ners with solid practical training. In photo at left is the School's towboat, Susan Collins. In photo below is the HLS tugboat, CL2. See Page 10 v ^ IS Union-Crewed Cantigny Is Firsf U.S. Ship to Carry Strategic Petroleum Reserve Oil \ �^15 Linked to New Locks and Dam 26 House Passes the First Waterways User Charge Bill The House of Representatives passed a bill on Oct. 13 calling for the first user charge ever to be imposed on America's inland waterway system. The bill tied the charge to authorization of funds for the replacement of Locks and Dam 26 in Alton, 111. The bill, H.R. 8309, would levy a 4 cent per gallon fuel tax for waterway users in October 1979. This would in­ crease to 6 cents by 1981. It is now before the Senate. There it faces a pro­ posed amendment to raise the tax to a much higher svstem of river fRe<! The SIU has worked long and hard for the replacement of Locks and Dam 26. This obsolete navigation facility is the busiest set of locks and the biggest bottleneck on the entire Mississippi River. But the Union has always been [K Paul Hall 0)(0, HP Pn Among Democracy's More Disgraceful Episodes The atmosphere in which the House of Representatives considered and voted on the cargo preference legislation has to be among democracy's more disgraceful episodes. Instead of a reasoned debate on the merits of the legislation, we saw the opponents' campaign reach a high-water mark in vicious and unfounded charges of "political payoff," "bribery," and similar cheap sensational shots. This was a diversionary attack on cargo preference and its supporters— the maritime industry's unions and management, the Chairman of the House Merchant Marine and Fisheries Committee and other members of Congre.ss, and the President of the United States. It could not have successfully been carried off without the aggressive support of the news and television media. They jumped at the opportunity to exploit the irresponsible charges of the opposition. But they did little, if anything, to present the issues involved in the legislation in a manner consistent with what we are told are the principles of a fair press. The principal opponents of cargo preference this year, as always, were the multinational oil companies. They are the original run-aways from American taxes, American working people, and American community re­ sponsibility. They were aided and abetted by a new dimension in American society known as the self-styled public interest groups. Among these arc Common Cause, whose own objectives are to play a dominant role in U.S. politics and legislative activities. But they would deny the right of partic­ ipation in a political process to vast numbers of American people whom they profess to protect. Common Cause is a group, incidentally, whose means of support arc not always easy to ascertain. . Arguments were not on the merits of the legislation. Instead, the basis of the opponents' objections—so thoroughly amplified by the press and tele­ vision—was that support in Congress for cargo preference was a "payoff." They said it was a political "payoff" to the maritime unions and management for the backing they had given congressional candidates. Similarly, without shame, they accused the President of the United States of supporting cargo preference legislation because he was paying off the unions and management for the support of his candidacy. The oil companies methodically employed all their long-established re­ sources. Their most decisive and effective technique was to strike at the security of supporting Congressmen. Through their vast public relations facilities they were able to get newspapers throughout the country to edi­ torially suggest that local Congressmen who supported cargo preference were in effect bowing to the demands of the unions. This was done on an area-by-area basis. The names of Congressional supporters were highlighted in this manner in various stories and articles. By the time the bill went to the floor of the House of Representatives on Oct. 19, a substantial number of Congressmen had been frightened away from the bill. Many felt they had to protect their innocence of the phoney charges by voting against it. This resulted in the defeat of this years' cargo preference bill. It was also a defeat for the processes of democracy. It was a victory for the intimidators. Remember that the House Merchant Marine and Fisheries Committee had voted out the bill 31 votes to 5; with 24 Democrats and 7 Republicans INLAND flatly opposed to any waterway user charge. Such a charge would be a costly burden to the inland industry which in turn effects SIU members. The Transportation Institute, a Washington, D.C.-basedTCsearch group representing the U.S. maritime indus­ try, has also voiced strong opposition to the user charge. TI President Herbert Brand gave written testimony to the Senate Finance Committee which is holding hearings on H.R. 8309. He exContinued on Page 12 joining together against 5 Republicans in support of the bill. This bill would have provided for up to 91^ percent of American oil imports to come in on U.S.-flag tankers. And remember, too, that in 1974 the House had voted overwhelmingly in favor of a bill calling for 30 percent of the imports to be carried on U.S. ships. Moreover, the President of the United States was supporting the 9Vi per­ cent proposal. And the bill was also strongly supported by, among others: the AFL-CIO; the American Legion; the Veterans of Foreign Wars; the U.S. Conference of Mayors; the Navy League of the United States, and the National Associa­ tion for the Advancement of Colored People. By all odds, on its merits, this year's bill should have carried by an even greater majority than the previous one. But cargo preference was not the issue under consideration. What it came down to was the right of the maritime unions to participate in the political process by supporting those candidates in government who supported the effort for a stronger merchant marine. Democratic Congressman Jim Howard, a long-time supporter of Amer­ ica's maritime industry from New Jersey, put the battle over cargo preference into proper perspective. Congressman Howard, as reported in the Oct. 24 New York Times, "attributed the defeat of the bill to 'an unholy alliance' of Common Cause, the citizens' lobbying group, and multinational, multibillion dollar oil companies, such as Texaco, Exxon, Mobil and Gulf." He said,"It's a shame the multibillion dollar oil industry was able to confuse the issue on this bill and thereby preserve their own dollars, because they carry oil in foreign-flag ships, to the detriment of the security of the country." In contrast. Rep. Andrew Maguire (D.-N.J.), who has also been sup­ ported by American labor, was intimidated by the opponents of H.R. 1037 into opposing this vitally-important bill. Sounding like the multinational oil companies and so-called "citizen" groups, Maguire said he opposed the bill because "the majol* problem was that the bill would have caused a net loss of jobs in the U.S. economy." This quote appeared in the N. Y. Times. New Jersey Congresswoman Millicent Fenwick was a sponsor of the bill. But when the heat was on, she walked away from it. The supporters of H.R. 1037, led by House Merchant Marine and Fish­ eries Committee Chairman John Murphy (D.-N.Y.), did not have the op­ portunity to have the legislation pass or fail on its own merits. The central issues, however, remain: • American vessels still carry only about three percent of our oil imports while the list of nations reserving a greater portion of their trade to their vessels is expanding. • American seafaring, shipbuilding and related industry jobs are still being lost as the multinational oil companies continue to employ almost exclusively foreign-flag vessels. • American security is still weakened as the control of the transport of vitally-needed oil imports remains in the hands of the multinational oil com­ panies and their foreign-flag-of-convenience shipping. • America's marine environment is still threatened by unsafe foreign vessels like the Argo Merchant. Faced with these circumstances, what do we as seafarers and as citizens of this nation do? Obviously, we are not going to be denied our right to involve ourselves in the political process as the law allows. Our support for candidates has always been legal and proper in every respect. Nor will we abandon our efforts to press for a national maritime program that is consistent with our nation's needs from national security, economic, and environmental standpoints. To achieve this we must extend our political activities. We must generate greater activity in our communities in support of those candidates who support the national interest over entrenched interest. We must support those who show concern for the working man and woman over those of multinational interests. We must tighten our adherance to the stillvalid Samuel Gompers view. That is, support our friends and oppose our enemies in a political sense. We must step up our efforts against that notorious enemy of America's working people—the major multinational oil companies—which exercise such excessive influence over the wellbeing of all Americans. At some point the correctness of our position with respect to the nation's need for a viable American-flag fleet will be understood. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave Brnnklvn N Y 11232, Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 10, October 1977. ' -t y . • • 2 / LOG / October 1977 �Under Oil Lobby Pressure i House Defeats Oil Cargo Preference Bill Under extreme pressure from the multinational oil lobby, the House of Representatives defeated the oil cargo preference bill this month. The bill would have required that a small per­ centage of the nation's oil imports be carried in American-flag ships. The vote was 257-165. This bill would have meant that 9.5 percent of the nation's oil imports would be carried in U.S. ships by 1982. American ships now carry only 3.5 percent of America's imported oil. The bill had the support of many groups including the AFL-CIO Mari­ time Trades Department and the AFLCIO Executive Council. Others who supported the bill included: the Na­ tional Alliance for the Advancement of Colored People (NAACP); the U.S. Conference of Mayors; the Veterans of Foreign Wars; the American Legion; the National Farmers Union; the Amer­ ican Iron and Steel Institute; the Puget Sound Coalition Against Oil Pollution, and the world's most famous environ­ mentalist, Jacques Cousteau. SIU President Paul Hall said that the loss of the bill was "disappointing." But he stated that "the fight for a fair oil cargo preference bill is far from be­ ing over. We intend to keep fighting until we ultimately achieve this goal." The defeat of the bill is a blow to the health of the U.S. tanker industry. Its defeat also endangers the jobs of thou­ sands of American seamen and ship­ yard workers who depend on the tanker industry for their livelihoods. Carter Proposed It It appeared at first that the 9.5 per­ cent bill would have little trouble pass­ ing Congress for a couple of reasons. First, a similar bill, requiring a much larger percentage (30 percent) of im­ ported oil to be carried in U.S. ships. ••c The defeat of the 9.5 percent oil cargo preference bill will hurt the U.S. tanker industry. The SlU-contracted Oversea Alice, above, is just one of many U.S.flag tankers that may have a tough time finding cargo for their holds. The oil bill would have guaranteed full employment for the U.S. tanker fleet. passed both the House and Senate in 1974. But it was vetoed by President Ford. Second, the 9.5 percent bill had the crucial Presidential support cargo pref­ erence did not have in 1974. Carter first proposed the bill in July, 1977. However, in the months between President Carter's announced support and the actual House vote, the issue of cargo preference became clouded by allegations of political payoffs. A good deal of the voiced opposition to the bill came from high ranking Re­ publican Senators. More to Be Moved in November They said that Carter's support of the bill was a payoff to the maritime industry for the support the industry gave Carter during his campaign. More opposition to the bill came in the news media, which depends heavily on the oil industry for advertising. Most major newspapers in the nation editorialized against cargo preference. They called Carter's support a "blatant political payoff." They also accused many Democratic Congressmen of, in effect, being in the maritime industry's pocket. The character a.ssassination cam­ paign worked, because many Demo­ cratic House members who voted for a much larger cargo preference bill in 1974, voted against it this time. A look at the roll call vote in the House shows that Democratic Con­ gressmen, who in 1974 were solidly for the bill, voted 148 for and 132 against. However, the Republicans, the cen­ ter of the oil companies' strength in the House, voted in a block against the measure. They voted 125 against, but only 17 for. SIU President Paul Hall said "by the time the vote was taken, the real issue at hand, cargo preference, had been totally lost. Congress wound up voting on the issue of campaign contribu­ tions." Rep. John Murphy, the main spon­ sor of the bill in the House, agreed. He said the bill lost because "of the whole atmosphere around it this time—the issue of campaign contributions." A number of Congressmen who voted for the bill last time, admitted they voted against it this time because of the allegations of political payoffs. Bill's Benefits Lost It's too bad that the oil companies succeeded in their effort to block pas­ sage of the bill. As brought out in Con­ gressional hearings, the bill, if enacted, would have: • Reduced America's dependence on unreliable, unsafe foreign-flag vessels for the carriage of our imported oil. • Provided for the maintenance of a shipbuilding industrial base required by national security. It would also have helped to preserve the 200,000 Ameri­ can jobs in this area. • Created 20,000 new jobs on U.S.flag vessels, in U.S. shipyards, and in related supplier industries. • Help reduce the deficit in the U.S. balance of payments picture. The oil companies were opposed to the bill because it would have cut into their transportation profits. The oil companies own huge fleets of tankers, registered in Liberia, Panama and other countries. These ships, manned by low paid foreign seamen, carry the majority of America's oil imports. The 9.5 percent bill would have cut into the use of the oil industry's fleet. ST Cantigny Carries 1st Crude for US. Reserve The 26,900 dwt ST Cantigny (Interocean Mgt.) is the first U.S.-flag tanker to carry crude oil for storage in empty salt domes in Louisiana and Texas. The SlU-contracted tanker carried the oil early this month under the Federal Energy Administration's Strategic Petroleum Reserve Pro­ gram. Chartered by the Military Sealift Command for the new billion-bar­ rel reserve program, the Cantigny carried 46,000 tons of sour crude. This type of oil is used for heating. She carried the oil from the Mexican Gulf port of Pajaritos, south of Vera Cruz, to Nederland, Tex and Sun­ shine, La. The crude unloaded at the Kederland Terminal was barged 30 miles on the Intracoastal Waterway to the West Hackberry, La. natural salt cavern near Lake Charles, La. The Sunshine piped crude was stored in the 61-million-barrel capacity Bayou Choctaw Salt Dome. This dome will be filled next year. INDEX General News National unemployment .. .Page 7 Membership News Upgraded to inland mate . .Page6 Former scholarship winner. Page 8 New pensioners Page 30 Final Departures Page 35 Legislative News Oil cargo bill SIU in Washington Waterways tax •.. .Page 3 Page 9 Page 2 Union News President's Report Page 2 SPAD honor roll Pages 38-39 Headquarters Notes Page 7 San Juan meeting Page 4 SIU scholarships Back Page Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore ..... Page 18 Inland Vacation Plan ... .Page 13 Gulf agents confab Page 5 Brotherhood in Action .. .Page 18 On Ships and Boats The Judge Page 5 SS Cantigny Page 3 Ships' Digests Page 34 In San Juan harbor . .Pages 25-27 Dispatchers' Reports: Great Lakes Page 31 Inland Waters Page 7 Deep Sea Page 32 Alaska oil shipping articles Page 12 Training and Upgrading 'A' seniority upgrading ..Page37 Safety taught •. Page 11 HLS courses and dates .. Page 36 FOWT Page 14 Towboat scholarship Page 10 Special Features Jones Act Page 28 Sailors Snug Harbor .Pages 15-17 Articles of particular interest to members in each area—deep sea, rivers, Lakes—can be found on the following pages: Half of the reserve crude will be carried on U.S. flag-tankers. Foreign flag tankers will carry the remainder. By the end of 1978, 250 million barrels of the sour crude will be stored in the salt domes for the strate­ gic reserve. By the end of 1980, 500 million barrels will be in storage. Al­ ready the West Hackberry Salt Dome has almost 412,000 barrels of Saudi Arabian light crude stored. Late this month, the Military Sealift Command (MSC) put out bids for American VLCCs of 160,000 dwt. These ships will carry sweet Caribbean crude from the island of Curaeao to Seaway Terminal, Freeport, Tex. by Nov. 10. MSC also put out bids for barges. The reserve pool crude will be barged for storage in the Bryan Salt Mound, Brazoria County, Tex. This sweet crude can be refined into gaso­ line. It is of a low sulphur content. Deep Sea: 3.18,23,32,34,37 Inland Waters: 2,6,10.12 Great Lakes: 8, 31 <. October 1977 / LOG / 3 ^ -I �Rain Doesn'f Dampen Son Juan Meeting It was the rainy season in the Caribbean, but that didn't stop the regular membership meeting at the SIU Kali in Puerto Rico this month. Seafarers and SIU Boatmen in San Juan braved heavy showers on Oct. 6 to hear the latest devel­ opments in the Union and the in­ dustry. They gathered at the Santurce Hall, a vine-covered building with a decidedly Spanish flavor. Santurce is a section of San Juan, the hub of maritime activity on the island. Headquarters reports on con­ tracts, new construction, and mar­ itime legislation were shared with the membership. The ILA strike, in its first week at the time and already affecting Puerto Rican shipping, dominated the discus­ sion. When the meeting took place, six U.S.-flag ships were laid up in the port. The SIU Hall in Santurce, Puerto Rico houses the Union Hiring Hall and clinic, as well as the offices of the SIU of Puerto Rico. The last is an autonomous affiliated union of the SlUNA. It represents industrial workers on the island. SIU members listen attentively to reports on the latest developments in the Union and the industry. A. .J.' Juan Reinosa, SIU port agent in Puerto Rico, at right, con­ ducted the membership meeting. Bill Doak, Sea-Land shore gang bosun, left, presented some of the Headquarters re­ ports at the October meeting. Some of the members enjoyed a game of pool at the Hall before the meeting began. Left to right are: Seafarers Ismael Garcia; Antonio Santiago, and Raefal Arias. Visitors to the SIU Clinic, on the ground floor of the Hall, are welcomed to the facilities by an attractive waiting room. 4 / LOG / October 1977 ;0r Seafarer Calvin DeSilva, standing, wanted to know how the ILA strike was affecting shipping in the port. A thorough physical exam, like the one Seafarer Geronimo Morales is beginning here, is one of the many services memadvantage of in Puerto Rico. Victor A. ,Colon is the attending physician. �Coast Guard Proposing New Tanker Regulations The U.S. Coast Guard is expected to come out in the next few months with a new set of tanker regulations. They would include rules for the manning of U.S.-flag tankers and inland equipment carrying oil and hazardous liquid car­ goes. The regulations will also cover foreign-flag tankers operating in Amer­ ican waters. Rear Adm. William Benkert, chief of the Office of Merchant Marine Safe­ ty, said the regulation's are being de­ veloped to help offset increasing num­ bers of oil spills in U.S. waters. The vast majority of the spills are caused by foreign flag vessels. Benkert said the regulations will in­ volve the training and qualifications for the tankermen and pumpman's job. INLAND To say the least, the new tankerman proposals are a long time coming. The SlU has heen pushing for upgraded changes in the tankerman's rating for many years. However, the Coast Guard has con­ tinually downplayed the importance of the tankerman's responsibilities, espe­ cially on inland tows. In one case, the SIU fought the Coast Guard over the issue of removing the tankerman's job on tows underway. The Coast Guard claimed that only a shoreside tankerman was necessary for the actual transfer of liquid cargoes. The Coast Guard maintained that a licensed officer could handle the tankerman's duties while the vessel was underway. In contrast, the SIU has always maintained that the tankerman's job is too important to be relegated only to a licensed officer. The officers on both inland and deep-sea vessels already have enough responsibility. They do not need the added burden of worrying about a tankerman's job. It is unclear what the Coast Guard's complete plans will include. Hopefully, they will finally come around to our way of thinking on this issue. As outlined by Adm. Benkert, changes regarding the tankerman may include the following: • Persons engaged in transfer of dangerous chemicals and liquified gases will be required to have a separate en­ dorsement. If the cargo is extremely hazardous, the Coast Guard may re­ quire a special endorsement naming the specific cargo. • Licensed officers will no longer be qualified as tankerman simply by hold­ ing a license. • Both deck officers and unlicensed personnel will be recjuired to take Coast Guard approved training courses. Or they will be required to pass a written Coast Guard test to be qualified as tankerman. Should Get Training Although the new regulations will probably not be out for awhile, it is obvious that the job of tankerman or pumpman will be more detailed and require more training. SIU members, both deep sea and in­ land, who are involved in this type of work would be wise to plan on getting additional training through the Lundeberg School. The School already has programs regarding tankerman and pumpman. Refer to any issue of the Log for starting dates. For more infor­ mation on the courses, write to the Lundeberg School directly. I LA Strike Effects Confainersftips on East and Cuff Coasts Containership operations remained at a standstill at ports along the East and Gulf Coasts as a strike by the 50,000-member International Long­ shoreman's Association continued through October. As the Log went to press on Oct. 25, the ILA strike was in its 25th day with no settlement in sight. At this date, 24 SlU-contracted containerships and LASH vessels were laid up due to the strike. New Tug The Judge The strike from Maine to Texas is aimed at the automated ships that have changed the industry and severely re­ duced the number of jobs on the docks. The key issue in the dispute has been the ILA's demand for increased job security. ILA President Teddy Gleason has been seeking a common approach to the problem through a coastwise job security provision in the contract. With increasing numbers of jobs lost to containerization, the Union also wants protection for the various funds. These funds provide ILA members guaranteed annual income, pensions, and welfare benefits. But the South Atlantic and Gulf em­ ployers have been reluctant to share in the costs of maintaining benefit funds outside their own areas. In New York, longshoremen have been guaranteed 2,080 hours of pay a year whether there is work or not. But in other ports, there are lesser guarantees. The strike has also had an effect on The Judge, a brand new 3,500 hp. tugboat, has just joined the SlU-contracted fleet o£ G & H Towing in Houston, Tex. She came out of the Todd Shipyard in Galveston and en­ tered service this month. The Judge will do harbor work between Houston and Galveston. She carries a crew of five SIU Boatmen who enjoy air conditioned quarters and galley. Her features also include twin screws. She measures 96 feet long and has a 32-foot beam. the towing industry. Shipdocking tugs have largely been laid up. But for a time, when New Orleans dockworkers struck break-bulk ships along with con­ tainerships, large numbers of grain car­ rying barges in the port were also idle. Since that time, the strike has been limited to automated carriers. 1st Alaska Crude for E. Coast t •• •• The SlU-contracted ST Overseas Valdez (Maritime Overseas) moved through a lock in the Panama Canal last month with the first cargo of Alaska crude for the U.S. East Coast. Later she unloaded in the port of Philadelphia. Conference Held in Piney Point, Md. for SIU Gulf Area Agents A six-day conference was held for Gulf area SIU agents during the week of Oct. 17. In order to better service the members, 19 Union representatives attended the Conference which took place at the Harry Lundeberg School in Piney Point, Md. They discussed a wide range of issues including contracts and all the SIU benefit Plans. A number of Union officials and department heads came from Headquarters to talk with the Gulf area agents. In the photo at left, Tom Cranford, head of the Claims Department, talks about the Seafarers Welfare Plan. In photo at right, Ed Byrne. Records supervisor, discusses membership status. October 1977 / LOG / 5 i 1 •t ^,1 �After Attending HLS, Nelson Became Mate at 22 "Cioocl news travels fast." Steve Nel­ son is a young SIU Boatman who made that old saying ring true. A few months ago, the Lof> sent let­ ters to Boatmen who had eompieted an inland licensing course at the Harry Lundeberg School. We wanted to know U.S. Passports Important All Seafarers are strongly ad­ vised to have valid United States passports. You should carry these passports with you at all times. Seafarers have encountered problems in some areas of the world because they did not have passports. " his problem seems to be increasing. If you have been to a country before and did not have trouble, that is no guarantee you will not have a problem next time. In addition, many Seafarers have not been able to make flyout jobs to foreign countries because they lacked passports. A U.S. passport can be gotten in any major city in the country. If you have any questions, just call the U.S. Passport Office in any large city, or contact your nearest SIU port agent. They will be able to tell you wbat documents arc needed to obtain a U.S. passport. Remember, normally it takes a few weeks to obtain a passport. Don't be caught short. how the course had helped them get the license and how the license had helped their careers. Brother Nelson was one of the first to respond. Thanks to the Lundeberg School, he now sails mate with G & H Towing in Corpus Christi, Tex. He got his mate's license last year, only a month after his 22nd birthday. Nelson liked the School so much that as soon as he got our letter, he called the Lofi collect. He plugged his boat's phone into the jack at the G & H dock. With fog horns in the background and the company rep cutting in with orders, he told his story. "I was raised on boats. I was born in a fishing town in Texas and many members of my family work on boats." He joined the Union in 1973, when he was 19-ycars-old. As soon as he got his AB ticket and his three years time, he applied for the Mate and Master Class. He was the youngest student in the class at the time and later the young­ est to sit for the mate's exam in Corpus Christi. "I figured it was a good opportunity, •SO why not take advantage of it. It'.s too broad a subject to study on your own. You have to learn celestial navigation and other difficult skills that require a good instructor." The good instruction at the Lunde­ berg School paid off for Nelson. He completed the course in December, 1976 and passed the exam the follow­ ing month. Two weeks later, he got a mate's job. He has a wife and child and is using the extra money to save for a house. Nelson had heard about the School from another SIU Boatman at G & H, Sam Murphy, who had attended the first Mate and Master Class. And now Nelson is spreading the word himself. SIU Boatman Steve Nelson (left) is sftown aboard the G & H tug Greichon in the port of Corpus Christi, Tex. Beside him is Union Patrolman Joe Perez. 'T think the School is so good I am encouraging other guys to go there. I got Roy Linely, Jr. from G & H to at­ tend the Die.sel Engineering Class this year. He was afraid that he couldn't do it, but after going to the School, he passed his test." 'Tt's fantastic going from an AB's job to a mate's job," Nelson said. But he's not stopping there. Next year he hopes to say the same thing about a master's job. He is going to put his Mate and Master Course to work toward his job future again when he sits for the master's license in February. Judging from his past performance, it's going to be another success story. UN Sea Law Conference Ends Without Treaty After two months of U.N. treaty ne­ gotiations on uses of the oceans and mining of seabed minerals, delegates from 145 countries recently decided to try for a pact next March in Geneva, Switzerland. The treaty talk, which be­ gan in 1973, is called the Law of the Sea Conference. The proposed treaty involves the fol­ lowing: shipping and maritime regula­ tions; rights to fish; oil and other re­ sources; protection of scientific research, and safeguarding the environment. Top U.S. seabed mining companies have been pressing Congress for legis­ lation to let them mine certain ocean floor nodules. These nodules contain copper, nickel, cobalt and manganese. Houston Four ship docking tugs from the SlU-contracted G & H Towing were tied up due to the I LA strike in this Gulf port. Some of the laid-ofT Boatmen, however, found other harbor work out of Galveston on G & H's new tug "Judge." Houston Headquarters Representative Joe Sacco reports that 24 graduates of the Harry Lundeberg School Entry Program are now working with G & H. Mobile Tug and towboat tralfic slowed down in many East and Gulf Coast ports this month due to the International Longshoremen's Association strike. Dockworkers in ports from Maine to Texas hit the bricks on Sept. 30 to push for a coastwise job security provision in their next contract. Shipping came to a near standstill for a time in New Orleans when the dockworkers refused to load or unload all vessels in port. Later the strike there was limited, as it was in most ports, to containerships and LASH vessels. Many shipdocking tugs were idle as the number of laid-up ships increased throughout the month. Barge trallie also was down in most ports. But in some cases, where Teamsters rather than Longshoremen handle cargo, shipping actually increased to pick up the slack at nearby IL.^ ports. Jack.sonville Since Teamsters load and unload the trailer barges here, business for the SlU-contracted Caribe Tugboat Corp. increased in this port. ISeiv Orleans Grain barges, which normally carry half the nation's grain through this busy port, were hit hard by the I LA strike. Work eventually began again on breakbulk operations here. But the number of grain-laden barges in port this month was still wav below the usual hiuh figures. Negotiations toward a new contract with Red Circle Towing in New Orleans provided good news in the midst of strike problems. The standard inland con­ tract was accepted by the company after meetings this month and will soon go before the membership for a ratification vote. 6 / LOG / October 1977 Shipdocking has slowed down for the SlU-contracted Mobile Towing Com­ pany. But there's good news, too. The new contract with this company, effec­ tive Sept. 16, 1977, was ratified by the membership. It is the new standard inland contract and includes the industry-wide vacation plan. Mobile Port Agent Gerry Brown has been elected vice president of the Alabama AFL-CIO Labor Council. The vote was taken at the Council's con­ vention this month, where a number of important resolutions designed to strengthen the U.S. maritime industry were also passed. St. Louis Another new SIU contract was negotiated in this port. Orgulf and Union representatives came to an agreement at meetings this month on a standard inland contract which will be presented to the membership for ratification. * * * * The general decrease in shipping caused by the ILA strike has laid-up eight towboats from the SlU-contracted American Commercial Barge Lines Fleet in thisport. A new towboat for SlU-contracted Ozark Marine is expected to arrive here in about a month. It will have an eight-barge maximum tow capacity and will work on the Tennessee River. San Juan A newly acquired boat and a new run have been added to the SlU-contracted Caribe Tugboat fleet in this port. Caribe's new addition, the 3,500 hp. Daring, is now making a weekly trip from Puerto Rico to Cumana, Venezuela. �//.-•////•///,• :•//////////y/y////////////4Vy/////////////, ////:./////^'Z/.y/'y////v///////////////////M/m///'////yyy////////»//^^^^ The regular meetings aboard ship or on your boat are the time to find out exactly what benefits you and your dependents are eligible to get. In this way you won't neglect to put in a claim for everything you are entitled to receive. This is also a good time to learn how to fill out a benefit application. This may seem like a simple procedure. But failure to provide all required information, like your doctor's federal identification number, can delay pay­ ments from the SIU Claims Department. Claims for your family will also be processed a lot faster if you don't forget to include marriage and birth cer­ tificate copies. Your Educational Director or Inland Delegate can also help you fill out the first page of the benefit form to send home for safekeeping. This will make things a lot easier for your family if something happens while you are at sea. Become familiar with the benefit forms and requirements now. If you do, you won't have to tackle them for the first time when you or a member of your family are in the hospital or going through other times of physical stress. Of course, individual claims can be complicated and the Educational Di­ rector and Inland Delegate won't have all the answers. They do have im­ portant printed material available, like the SIU Welfare Digest, which is a guide to the Plan. They can also use shipboard meetings to discuss helpful articles in the Log. For instance, the special feature on SIU clinics that ap­ peared in the September issue. More articles on the Plans will be in the Log in future issues. Watch for them. They could clear up something you are confused about. If these materials don't provide the answers, it is the Educational Director's and the Inland Delegate's responsibility to get more information. They should do this when SIU representatives come aboard the vessel. Of course, all mem­ bers can send their individual questions anytime to: Heaclq uarI by SIU Executive Vice President Frank Drozak Sickness and accidents are unfortunate parts of life that most people would rather not think-about. Seafarers and Boatmen are no different than anyone else in not wanting to consider these possibilities unless they have to face them. But SIU members have one big advantage in taking this attitude. They can afford to put medical problems in the back of their minds because they have one of the best welfare programs around ready to back them up. The Seafarers Welfare Plan was achieved in 1950 through tough contract negotiations. It has grown to be one m the most complete and financially sound benefit plans in the maritime industry. But even the best welfare plan isn't worth much if the membership doesn't know how to use it. As an SIUmember, you don't have to worry about adequate medical cover­ age. But don't wait until sickness strikes to discover what you are entitled to and how to get it. If you do, you could delay" or even possibly lose payment of your benefits when you most need them. You should know where to go for medical services that are covered by the Plan. You should also know how to apply for the benefits that pay for those services. How do you find this out? The answers should be as near as the Educational Director aboard ship or the Union Delegate on tugs and towboats. They can tell you about the eight U.S. Public Health Service hospitals where Seafarers and Boatmen can receive free room and board. They can tell you about the medical services that are covered by the Plan. They also have in­ formation about the free SIU clinics throughout the country where you and your dependents can get physical examinations and treatment Claims Department Seafarers Welfare Plan 275 20th St. Brooklyn, N.Y. 11215 The Seafarers Welfare Plan started out on a small scale. Over the yaers it has provided bigger and better benefits. It has done this to help SIU members cope with the skyrocketing cost of medical care in this country. This is your Plan. You've earned it—literally—by the contributions that SlU-conlracted companies put into it for every day you work. Learn to use it so that you can put it to work for you when you need it. Jobless Rate^ Linked to Crime Rise^ Eases to 6.9^o WASHINGTON, D.C.—The coun­ try's unemployment rate eased some­ what to 6.9 percent in September. This was reported by the U.S. Labor De­ partment. Also, there was little im­ provement in the long term job situa­ tion for blacks. Those Americans out of work totaled 6,773,000. The nation's jobless rate was 7.1 per­ cent in August. The rate has hovered around 6.9 to 7 percent since April, according to the U.S. Bureau of Labor Statistics. However, the lower Septem­ ber rate doesn't include the large scale layoffs from recent steel plant shut­ downs. In a related development, John Hop­ kins University Professor M. Harvey Brenner linked the unemployment rate to the rising crime rate. He stated this in testimony before the House of Rep­ resentatives Judiciary Subconiiniltee on Crime. Dr. Brenner said his study showed the following: for every jump of 1 per­ cent in the U.S. jobless jate there are approximately 648 more murders, 23,151 more larcenies and 40,056 more narcotics arrests. His survey covers the years 1947 to 1973. As for black unemployment. Sen. William Proxmire (D-Wisc.) told a Congressional Joint Economic Commit­ tee hearing that the September figures indicated the U.S. economy was still in a period of "stagflation". That is, eco­ nomic growth was stagnant while infla­ tion grew. "The whites are doing pretty well but the blacks are taking it on the chin," he emphasized. Because of the rapid increase of the labor force, the economy has not been able to produce jobs fast enough to re­ duce unemployment for blacks and teenagers. Commissioner Julius Shiskin of the Bureau of Labor Statistics partly blamed deteriorating economic condi­ tions in the nation's central cities for September's 13.1 percent black unem­ ployment rate. In August, the jobless rate was 14.5 percent for blacks. Shiskin warned the Congressional Joint Economic Committee that "the labor force is proceeding on two tracks. He said that blacks simply "aren't shar­ ing in" the employment gains. Black teenagers have gotten the worst of it. Their unemployment rate dropped Shipping Report for Inland Waters FOR THE MONTH OF SEPTEMBER 1977 TOTAL MEN REGISTERED ON BEACH TOTAL JOBS SHIPPED Relief Jobs Permanent Jobs Class A BALTIMORE BOSTON HOUSTON JACKSONVILLE NEW YORK MOBILE NORFOLK NEW ORLEANS PADUCAH PHILADELPHIA PINEY POINT PORT ARTHUR PUERTO RICO RIVER ROUGE ST. LOUIS TAMPA TOTALALL PORTS . . Class C Class A Class B Class C Class A Class B 0 0 15 5 0 0 9 0 14 13 0 0 0 2 1 0 0 0 0 0 0 0 6 0 0 20 0 0 0 22 1 0 0 0 15 22 0 0 22 5 0 , 17 . 0 7 0 0 0 0 132 24 0 0 112 0 0 0 0 0 0 3 0 0 0 0 1 0 0 1 46 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22 0 0 0 0 0 0 0 7 0 7 2 0 9 78 3 0 143 0 13 1 7 21 0 3 0 4 1 0 2 0 2 0 86 0 6 0 0 24 0 68 29 104 275 51 22 291 128 7 5 ...... ...... ...... ...... ...... Class B from 40.4 percent in August to 37.4 percent last month. Their rate has been between 35 to 40 percent since 1974. White teenage joblessness hit 18.1 percent in September, up from 17.5 per­ cent in August. In September the average length of joblessness was 14.2 weeks. August had an average of 13.5 weeks. Between July and September, the number of those discouraged workers not looking for jobs jumped to 1,104,000 persons. Parttime workers who could not find fullfime jobs in­ creased to 3,315,000. U.S. Passports Important All Seafarers are strongly ad­ vised to have valid United States passports. You should carry the.se passports with you at all times. Seafarers have encountered problems in some areas of the world because they did not have pas.sports. This problem seems to be increasing. If you have been to a country before and did not have trouble, that is no guarantee you will not have a problem next time. In addition, many Seafarers have not been able to make flyoiit jobs to foreign countries because they lacked passports. A U.S. passport can he gotten in any major city in the country. If you have any questions, just call the U.S. Passport Office in any large city, or contact your nearest SIU port agent. They will be able to tell you what documents are needed to obtain a U.S. passport. Remember, normally it takes a few weeks to obtain a passport. Don't be caught short. October 1977 / LOG / 7 �BB SlU Scholarship in 1970 Made 'AH the Difference' "It may sound corny," SlU scholar­ ship winner Dcrryl Wheeler admitted in a recent Lo/^' interview. "But going to college helped me find myself." Wheeler, the son of Seafarer Oricn Wn?l*W%igrew up in the small town of Toomsuba, Miss. He was the first mem­ ber of his family to attend college. "And it was my first chance out on my own," he explained. The scholarship, which Wheeler won in 1970, "made all the difference in the world," he .stated. "I doubt that I could have gone to college without it. Fll al­ ways be grateful for the .scholarship," he added, "because going to college opened up new doors for nie." Wheeler majored in biology at Mis­ sissippi State University in Starkvillc, Miss, where he proved his academic excellence. He was in the honors pro­ gram and on the Dean's and President's Lists there. Although he entered business rather than biology after school, his college courses gave him the background he needed to land his present job with the Newell Paper Company in Meridian, Mi.ss. "It was a definite asset," he said. He is in charge of shipping for the com­ pany, which is the largest paper com­ pany in Mississippi. But Wheeler still wants to finish his mediate concerns. His wife, Shelia, a former medical technologist, expects their first child "any day now." The couple was married in January, 1977 at the Washington, D.C. Temple of the Church of Jesus Christ of Latter-day Saints. Businessman, biologist, husband and soon-to-be father. Wheeler still has some time left over for other interests A $3,108.54 Vacation Check! Derryl Wheeler degree in biology. He is only a few courses away from completing his re­ quirements, which he plans to take at the Meridian branch of Mississippi State. "Perhaps later on I'll work on my masters degree toward becoming a junior college teacher in biology," he Very Happy With Job But right now he is "very happy" with his job. And he also has more im­ The Lakes Picture i'hi(*ago The Federal Maritime Commission announced plans to open a Great Lakes office in Chicago by the end of November. The office will be located at 610 Canal St. in Chicago's Custom Building. It will enable the FMC to deal directly with the problems of Great Lakes ocean carriers and shippers. The Commission chose Chicago as the site of its fourth district OIPK-C after studying several Great Lakes port cities. Some of the factors the Commission considered were the port's location, amount of tonnage handled, and the number of licensed ocean freight for­ warders in the area. The FMC's Chairman, Richard J. Daschbach, said the opening of the new office reflected, "the growing importance of the Great Lakes as America's fourth seacoast." The cement carrier Medusa CZ/u/Zcz/gcr (Cement Transit Co.) has been given a bad name. The Chicago River bridgetenders call the Challenger the "jinx ship" because the 16 bridges the ship must pass under as she travels between Petosky. Mich, and Penn-Dixie Industries in Chicago frequently refuse to raise for the Challenger. The bad luck reputation of the vessel was also recorded in a two-page story in the Chicago Tribune Sunday Magazine called "Riding the Chicago River Jinx Ship." But the 552-foot Challenger is known for other things, too. I.ast August she rescued two men in Lake Michigan who were found clinging to their overturned power boat. The men had been there for 15 hours when the Challenger's crew spotted them 18 miles north of the Wilmette Coast Guard Station. For those men, she was surely a "good luck" ship. Ootroit The United Stcelworkers strike, which has kept iron ore mines in the Great Lakes area shut down since August, continues with no end in sight. But Detroit's Port Agent Jack Bluitt reports that "the bulk of the SIU fleet on the Great Lakes is operating." The .lo.seph S. Young, McKee Sons, Roger M. Kyes and Consumers Power have all been fitted out and are running. The Henry Steinhrenner has recalled her crew and-will be carrying a cargo of grain. Bluitt reports that Kinsman's Merle M. McCurdy and Paul L. Tiefjen are the 8 / LOG / October 1977 which he developed in college. He was a member of the stage production crew at Mississippi State. That love for the theater has stayed with him. He is now a member of the Meridian Little Thea­ ter and has played parts in two mus­ icals, "Oliver", and "1776." Singing is one of his hidden talents, he admitted. "It's one that's sometimes hidden real deep," he joked. A whopping $3,108.54 vacation check is presented to Assistant Bosun Harry Kaufman (right) of the C/S Long Lines (Transoceanic Cable Co.) by SlU Rep­ resentative Pete Loleas recently at Headquarters. Seafarer Kaufman had homesteaded on the Long Lines for the past five years. only SlU-contracted vessels still in lay-up and there is a possibility the McCurdy may fit up before the season ends. Buffalo New York's Governor Hugh L. Carey announced plans for a $32 million shipping terminal for Buffalo Harbor. The facility will be ready for use in April 1981 and will handle a forecasted 16 million tons of bulk cargo annually. Fraiikfiirf The Michigan Interstate Railway Company became the new operator of the Ann Arbor Car Ferry Viking as of Oct. I. Until that time, the SIUcontracted Viking was run for the state of Michigan by Con Rail. Approxi­ mately 26 SlU and Marine Engineer Beneficial Association members who worked on the ferry decided to remain with Con Rail instead of going with Michigan Interstate. Biiliilli American Steamship's new Belle River recently carried one of the biggest coal hauls ever—a record 66,000 tons. The Seaway Port Authority of Duluth announced that direct overseas tonnage passing through Duluth-Superior Harbor through Aug. 1 was up 51 percent over the same period last year. SU I.awrc»ii4*€^ Soawav The St. Lawrence Seaway is scheduled to remain open at least until Dec. 15 of this year, according to the Seaway Development Corp. and the Seaway Authority. A lifting or modification of the year-old ban on eating fish from contaminated Lake Ontario is being considered by New York State Conservation Commis­ sioner Peter A. Berle. The Lake has been polluted by the ant poison Mirex and other cancer-causing substances. Bay, Wlsv. The SlU-contractcd Chief Wawatam (Mackinac Transportation Co.) left the drydock at the Bay Shipbuilding Yard on Aug. 23 but is still at the Yard. The strike at Bay Shipbuilding continues to keep that yard inactive. Cathariiiejfi The Litton-owned and SlU-contracted Presque Isle entered the Port Weller Dry Docks Yard in St. Catharines for propeller and rudder repairs. J^afefy The Coast Guard has approved two types of survival suits for Great Lakes officers and seamen. The suits, made of neoprene foam, are designed to protect wearers from exposure to extremely cold temperatures for 24 hours or more. �mm Seafarers International Union of North America, AFL-CIO OCTOBER 1977 Legislative, Administrative and Regulatory Happenings Big Oil Defeats Cargo Equity Bill In Congress House Approves Locks & Dam 26, Votes User Fee The House of Representatives voted down the Cargo Equity Bill on Oct. 19 by a vote of 257 to 165. It was a victory for Big Oil. They were behind the massive campaign to ob­ scure the real merits of the bill with unfounded charges of political favor­ itism. The vote was a setback for this nation's maritime industry, and for the thousands of seagoing and shoreside workers whose livelihoods de­ pend upon the growth of the indus­ try. The Cargo Equity Bill would have guaranteed that 9.5 percent of the nation's total oil imports would be carried on U.S. ships built in Ameri­ can shipyards and sailed by Ameri­ can crews. The Bill was supported by President Carter who said during his The House this month passed a bill that would authorize $432 mil­ lion to replace Locks and Dam #26 on the Mississippi River at Alton, 111. But, with strong pressure from the railroad lobby, the House also ap­ proved a "user fee" that would put a 4 to 6 cents a gallon tax on commer­ cial users of nearly all of the inland waterways system. The bill will now go to the Senate where it is expected that our oppon­ ents will try to add to the cost of the fuel tax. Last June, the Senate drew up a bill that would phase in a user charge over the next ten years. It's a much more costly bill for barge line opera­ tors. So the barge operators decided to back the House Bill as the lesser of two evils. The Administration has indicated that it wants some kind of tax or user fee on the inland waterways to oflfset the costs of maintaining them. Presi­ dent Carter would like to see a higher tax, but will probably support 4 to 6 cents a gallon tax if that's the final recommendation of Congress. COMPLETE DETAILS ON PAGE TWO. Planning Washington Strategy Each Wednesday, SIU officials meet with Maritime Trades Depart­ ment representatives and staff members from Transportation Institute for a rundown on legislative activities in Washington. Plans and pro­ grams are laid out for the Washington staff, and assignments are made to cover all areas affecting the maritime industry. The weekly meetings are headed by SIU Executive Vice President Frank Drozak. Also attend­ ing are SIU representatives from the inland waters, the Harry Lundeberg School, and the SIU's General Counsel. SIU President Paul Hall often attends these meetings when he is in Washington. election campaign that he was com­ mitted to maintaining a strong mer­ chant marine as a part of the nation's defense. The Bill was also supported by the AFL-CIO and the AFL-CIO Mari­ time Trades Department. AFL-CIO President George Meany called the Bill "a modest but significant step toward reviving the country's de­ pressed merchant marine." Opposition to the Bill was led by the major U.S. oil companies who use foreign-flag ships to avoid paying U.S. taxes and to hire cheap labor in order to increase their own profits at the expense of American taxpayers and American workers. COMPLETE DETAILS ON PAGE THREE. Other Happenings in Congress... SIU Upgraders At Capitol Seniority upgraders get a first­ hand look at the SIU's Washington operation as a part of their monthlong educational program. While they are in Washington, the up­ graders visit the AFL-CJO Maritime Trades Department and Transporta­ tion Institute. They meet and talk with SIU and TI staff members, and learn about the many legislative problems with which they are faced. Seen here on the steps of the na­ tion's Capitol are SIU Representative George Costango and Dave Wirschem, and Seafarers John Bishop, Anthony Buffa, James McNeely, Phillip Decker, Louis DiAgostino, Davis Garoutte, Gary Hughes, Paul Klick, Joe Lisenby, Paul North, Michael Phillips, Dean Prindle, Virgilio Rivera, William Theodore, Steven Bower, and Ramon Echevarriar. . . . OCEAN MINING. A policy statement from the Carter Adminis­ tration is expected shortly on what the U.S. policy will be regarding deep sea mining. The Carter policy state­ ment should clear up the uncertain­ ties resulting from the failure of the International Law of the Sea Confer­ ence to come up with any workable recommendations which would pro­ tect the investments of U.S. compa­ nies involved in mining operations. Both the House and the Senate have been moving ahead on this. Pro­ posals now in Congress would re­ quire that only U.S.-flag ships will be used for mining, processing and transportation of deep sea minerals. jn * has scheduled floor debate and a vote on a bill which would require oil rigs on the outer continental shelf of the U.S. be built in the U.S. and manned by American workmen. It would also require that all service and supply vessels be U.S. registered and manned by American workmen. * . . . OUTER CONTINENTAL SHELF. As we go to press, the House SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voSuntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. . . . ALASKA GAS PIPELINE. Hearings on the Administration's recommendation for a Canadian route, for natural gas being pumped in Alaska are continuing before the Senate Energy Committee. . . . RUSSIAN MARITIME AC­ TIVITIES. The House Merchant Marine and Fisheries Committee has scheduled a briefing later this month on Russian maritime activities and their affect on the U.S. shipping in­ dustry. . . . COAST GUARD. Hearings on Merchant Marine Safety are con­ tinuing before the Coast Guard Sub­ committee of the House Merchant Marine and Fisheries Committee. October 1977 / LOG / 9 �A First for Boatmen 12-Vfeek Towboat Operator Scholarship There's something you can do right now to make 1978 a year of advancement in your career as an inland Boatman. Apply for the Towboat Operator Scholarship. Never heard of it? That's because it's brand-new for the SIU and the industry. Nothing like it has ever been offered before to Boatmen. For several years, the SIU has made free inland upgrading programs available at the Harry Lundeberg School in Piney Point, Md. Now that oppor­ tunity for career advancement is even more attrac­ tive. The Transportation Institute (TI) is offering a scholarship of $110 a week to SIU Boatmen who qualify for a free 12-week Towboat Operator course at the Lundeberg School. Twenty-four scholarships will be awarded at this time. TI is a research and educational organization for the maritime industry, based in Washington, D.C. The SlU-contracled companies, which TI rep­ resents, realize the industry's growing need for licensed boatmen. And the HLS has developed a program to meet that need. The Towboat Operator course offers Boatmen everything they need to know to take the licensing exams for First and Second Class Operiitor of Un­ inspected Towing Vessels. In addition, students will receive extensive "hands on" training aboard the School's tug and towboat. The course includes equal time for boot and classroom training. Only 24 Boatmen will be in each cla.ss to allow maximum individual instruction. The first class will begin on Feb. 20, 1978 and will end on May 12, 1978. The .second cla.ss will begin on May 29. Like all HLS courses, instruction, room and board, and all school supplies are provided free of charge. Consider all that, plus the $110 a week. This money will help you cover your financial responsi­ bilities at home while you are at the School. Does it sound good so far? It should. It's a chance of a lifetime for the higher pay and better job security of a licensed rating. Check the following list of eligibility re­ quirements to see if you can make it work toward your job future. EI.IGIBILITY • All candidates must be United States citizens. • All candidates must pass a physical examination given by a medical ofticer at the U.S.P.H.S., or a certified, reputable physician. • All candidates mu.st have 20/100 vision in both eyes corrected to 20/20 in one eye and 20/40 in the other. f«,«. 'H a:::. ' The Lundeberg School fleet offers a full range of equipment where Boatman can get important practical experience. Inland training includes pushing barges, like the one shown here. • All c.andidates mu.st have normal color vision. • All candidates must have their color .sen.se tested by a pseudo-isochromatic plate test. But any who fail will be eligible if they can pass the Williams Lantern Test or equivalent. • To be eligible for a license as Second Class Op­ erator of Uninspected Towing Vessels, a person must: a. be at least 19 years of age, b. have at least 18 months service on deck of towing vessels • To be eligible for a license as First Class Oper­ ator of Uninspected Towing Vessels, a person must: a. be at least 21 years of age, b. have at least three (3) years service on towing vessels; of that three years two years must have been on deck of vessels 26 feet or over in length and one year on deck of any towing vessel OR three years service on towing vessels, including at least one year service on deck. • In all cases, all applicants must have at least three months service in each particular geo­ graphical area for which application for licens­ ing is made. NOTE #1 Members who normally work a 12 hour day will receive a service cre­ dit of IVz days for each day so worked. This means that the 36 month service requirement can be reduced to a minimum of 24 months for a license as 1st Class Operator Uninspected Towing Ves­ sels. This means that the 18 month service requirement can be reduced to a minimum of 12 months for a license as 2nd Class Operator Un­ inspected Towing Vessels. NOTE #2 Members who have graduated from the Harry Lundeberg School entry rating program in class #172 or thereafter (May 16, 1975, 12 week program) and attend the HLS Original Towboat Operator course will receive a credit of at least SVz months service time. This means that those members need only pro­ duce 30Vz months service to be eligible for a license as 1st Class Operator Uninspected Towing Ves­ sels. This means that those members need only produce lOVz months service to be eligible for a license as 2nd Class Operator Uninspected Towing Vessels. NOTE #3 Members who are graduates of the Lundeberg School and work a 12 hour day will receive credit for both as specified in Note #1 and Note #2 above. If you are .selected, your only obligation is to complete the course and afterward spend two years with a TI company working in the wheelhouse. All eligible Boatmen will soon receive an ap­ plication for the Towboat Operator Scholarship in the mail. Don't delay. Fill it out and send it to: Transportation In.stitute Scholarship Committee c/o The Harry Lundeherg School Piney Point, Md. 20674 The Towing Industry Advisory Board on Education unanimously agreed that the Towboat Operator Schol­ arship was the answer to solving the shortage of licensed operators in the industry. Management and SIU representatives from the Board are shown here as they discussed the scholarship at meetings in Piney Point, Md. on Oct. 25-26. 10 / LOG / October 1977 If you do not receive an application, or if you need more information, contact the TI Scholar­ ship Committee at the above address. All application requirements must be com­ pleted and returned to the Scholarship Committee by Jan. 17, 1978. �Good Safety Habits Can Save Your Life For every Seafarer or Boatman aboard a ship, boat or barge, safety is a way of life. Or at least it should be. Good safety habits can literally save your life on the job! Because safety is so important, good work habits are taught in every course at the Lundeberg School. Each job aboard a vessel has its own special areas where safety is critical. SlU members have to know these areas and what the correct work procedures are. Tankermen, for example, must know what precautions to take against the ignition of fires; which substances they work with that can be poisonous; and the special hazards of each cargo they handle. A short lecture on safety might teach a Seafarer or Boatman some of these things. But safe work habits are just that—HABITS. That's why the best way to really learn and practice job safety is to learn the job and the safest way to do the job at the same time. When a Seafarer comes to HLS, he learns the job skills that will help him earn more money—and he learns the safe work habits that will make sure he's alive and well to enjoy that money. For example, QMED's at HLS learn the proper handling of pressure vessels. Tankermen learn emergency proced­ ures for handling liquified, flammable gases, and FOWT's learn the safe op­ eration of steam boilers. At HLS, the safe way to do the job is the only way to do the job. Some safety procedures are so simple that they become second nature to HLS upgraders during their on-the-job train­ ing. For instance, every AB who leaves the School knows he must wear gloves when working with wire, wear a hard hat when in port, walk carefully when on deck, and never smoke on deck— especially on tankers! These rules may be so obvious that you think they're funny—but just think about how many brothers you know who've lost their fingers or had other injuries because they forgot about such simple rules. Obviously, lots of shipboard acci­ dents need never have happened. Up­ grading at HLS can make the difference between a safe trip and an on-the-job injury. So. when you're ready to upgrade, don't just think about passing the Coast Guard exam. Sign up for the course you want at HLS and learn to do your new job the right way—the safe way. HLSS Instructor Bill Eglington shows his class how to operate firefighting equipment—an essential skill to have in the interest of safety. Allowing him­ self to be the object of study is Boatman Andrew Bentis. Steward Department Instructor Laymon Tucker tells his class that safety is a top priority item when working in the galley. HLSS Plans AB Course For Lakes Members A special Able Seaman Course de­ signed just for Seafarers who ship on the Great Lakes will he offered at the Lundeherg School in January. All Lakers who want to earn this important endorsement are encouraged to plan ahead and enroll now. Many Lakers can't come to HLS during the summer months, since this is the prime shipping season. But winter is the ideal time for a change of scene and a few weeks of quiet study— espe­ cially when the time spent at HLS in January will mean better pay next summer. During the AB Course, the students will study deck seamanship, rules of the road, marlinspike seamanship, hclmsmanship, cargo handling, sifety, firefighting and first aid. Instruction is very individualized and lots'of time is spent in practical, hands-on training. REMEMBER!! The Coast Guard requires ail able seamen to have a life­ boat ticket. Lakers who don't yet have a lifeboat mail eiidorseiiieiit must enroll in the Lifeboat Course at HLS as well. You'll he scheduled so that you can go right into the AB Course when you finish the Lifeboat Class. So start making your plans to attend the AB Course at HLS in January. It's tailor-made for Lakers who want to get ahead in their seafaring careers. Seafarer Robert Franey is working the safe way, with a face shield, as he operates drill press during upgrading program at HLSS. A MESSAGE FROM YOUR UNION October1977 / LOG / 11 �From Economy's Minutes: Saved Cubans in Dinghy 6 Days Seafarers aboard the containership Sea-Land Economy had a lot of action and high adventure in Cuban refugees from the angry sea. This occurred in the Florida Straits nine miles off Key Largo's Molasses Light. Ship's chairman on the Economy is Recertified Bo­ sun Luther V. Myrex. The four "claimed to have been in the water for six days in an 8-foot dinghy, paddling with a makeshift oar and divers' foot flippers." Chief Steward L. Nicholas added "They were served sand­ wiches, ice cream, milk and ice water before the Coast Guard took them over." The Sea-Land Economy had been sailing from the port of Houston to the port of Jackson­ ville at the time of the rescue. At Log press time, after a scheduled the Florida Straits on Sept. 6. As told in the Sept. 10 Ship's Minutes the crew plucked four Sorry, Martini In last month's issue of the Log, we incorrectly identified SlU Boatman Martin Gould, standing left in this photo, as Joseph Constance. Gould was partici­ pating in the First Class Pilot's course at the Lundeberg School. Gould is from Louisiana. Others in above photo are, seated left to right: Donald Downey, Christopher Cusimano and Marvin Bowman. Standing alongside Gould is Curtis Ledet. Shipping Articles: Requirements for Vessels Involved in theValdez Oil Trade 1. Vessels involved in the transportation of Alaskan oil will perform several types of voyages. The below listed descriptions should cover most of the situations encountered. The information provided should be used to determine what type of Shipping Articles or shipping agreement is necessary in conjunction with the voyage which a vessel is about to undertake. These rules apply to U.S. vessels regardless of the flag of the vessel involved in the lightering operations. 2. Vessels which sail from Valdez to perform lightering operations in INTER­ NATIONAL WATERS and then return directly to Valdez are not required to sign foreign articles or enter into an agreement between Master and crew. The Master must, however, execute a Form CG-735(T). The services of a Shipping Commissioner are not required. 3. Vessels which sail from Valdez to perform lightering operations in the TERRITORIAL WATERS of another nation, except Mexico and Canada, and return directly to Valdez must carry foreign articles entered into before a Shipping Commissioner. 4. Vessels sailing from Valdez to perform lightering in INTERNATIONAL WATERS and scheduled to call at a port on the West Coast of the U.S. prior to their return to Valdez are required to enter into an agreement between Master and Crew. The services of a Shipping Commissioner are not required. 5. Vessels sailing from Valdez to perform lightering operations in INTER­ NATIONAL WATERS must carry Foreign Articles if there is a scheduled Foreign port of call, other than Canada or Mexico, prior to their return to Valdez. The services of a Shipping Commissioner is required. 6. Vessels carrying cargo from Valdez to ports on the East or Gulf Coast of the U.S. must carry Intercoastal Shipping Articles entered into in the presence of a Shipping Commissioner regardless of whether or not the vessel rounds the Cape or transits the Panam.a Canal. 7. Vessels transporting cargo between Valdez and Ports on the West Coast of the U.S. must have a written agreement between the Master and crew. The services of a Shipping Commissioner are not required. 8. Vessels sailing from East Coast or Gulf Coast Ports of thu U.S. to perform lightering operations in INTERNATIONAL WATERS of th' Pacific are not required to enter into a Shipping Agreement so long as they rnurn directly to the same State of Departure or an adjacent State. 9. Vessels sailing from East Coast or Gulf Coast Ports of the U.S. to perform lightering operations in the TERRITORIAL WATERS of another Nation, except Mexico, must carry Foreign Shipping Articles entered into in the presence of a Shipping Commissioner. 10. Vessels sailing from East Coast or Gulf Coast Ports of the U.S. to perform lightering operations in INTERNATIONAL WATERS of the Pacific and sched­ uled to call at a Foreign Port, other than Canada or Mexico, prior to their return must carry Foreign Articles entered into before a Shipping Commissioner. 11. Vessels which sail from East Coast or Gulf Coast Ports of the U.S. to perform lightering operations in INTERNATIONAL WATERS of the Pacific must carry Intercoastal Articles entered into before a Shipping Commissioner if they are scheduled to call at a Port on the West Coast of the U.S. 12. Vessels which sail from East Coast or Gulf Coast Ports of the U.S. to perform lightering operations in INTERNATIONAL WATERS of the Pacific and are to return to a Port on the East or Gulf Coast of the U.S. other than the same State of departure or an adjacent State, then the Master and Crew must enter into a written agreement; but the services of a Shipping Commissioner are not required. 12 / LOG / October 1977 Sept. 28 New Orleans payoff, she was waiting in Rotterdam for the ILA beef to end. Also at the Sept. 10 shipboard meeting. Brother Myrex pointed out to the crew highlights in the August Log. This included: the President's Report; a story on the oil cargo preference fight; another on the Navy use of the private Merchant Marine; a Notice to All Deep Sea Members, and a story on the all-Alaska gas pipeline. Also during the weekly Union meeting no beefs were reported by the following: Chief Electrician L. D. Costa, educational director; Ship's Treasurer S. T. Fulford; Deck Delegate B. Jarratt; Engine Delegate Joseph N. Mouton, and Steward Delegate S. Morris. Waterways User Charge Continued from Page 2 plained that TI is still definitely against the idea of a user tax. However, in view of both Houses' decision that some sort of tax is to be imposed, he indicated that H.R. 8309 would have less adverse impact on the industry. Department of Transportation Secre­ tary Brock Adams testified in favor of the system of higher fees at the Senate Committee hearings. He said that Pres­ ident Carter is not satisfied with H.R. 8309's lower user charge and would veto the House bill. Adams maintained that the Senate will have to compromise on the issue, but come up with a higher charge than that of H.R. 8309. If the House bill is amended by the Senate, it will have to go to a House SI and Senate conference for approval. It would then be voted on separately in each House of Congress. The SIU and other critics of the user charge have protested that the Locks and Dam 26 project is being held hos­ tage by the user charge issue. Moreover, if a bill linking the user charge and the Locks and Dam 26 project is passed, there is no guarantee that the project will actually be built. The money which the bill would au­ thorize for Locks and Dam 26, $432 million, could be held up at later stages by Congress. This was the case in the never completed Cross Florida Barge Canal. In the case of Locks and Dam 26, this development would mean tl:^t the industry would have a user charge but no new Locks and Dam 26. The SIU Wants Every Seafarer To Be Aware That: If You Get Busted For Taking Or Possessing Drugs, You Can Kiss Your Seaman's Papers Goodbye, Because The Coast Guard Will Never Let You Ship Out Again •U �An Industry-wide SlU Plan More Boatmen Getting Vacation Checks benefits that most Boatmen never even came close to. Before the Plan, few Boatmen received any vacation benefit at all. Those who did often had to work a full year before they were eligible and then their vacation pay was usually small. The beauty of the SIU industry-wide plan is that you only have to work 90 days before you can file for your first vacation check. And you can con­ tinue to collect for every 90-day period of em­ ployment. In other words, the more days you work, the more your vacation benefit builds up, since the company contributes to the Plan for every day you put in. iMoreover, the benefit increases in the sec­ ond and third years of the contract. Here's how it breaks down. The amount you receive depends upon your rating—the higher the rating, the higher the va­ cation pay. The ratings are divided into five groups. After 180 days of employment, the mini­ mum benefits would be as follows: Capt. Larry Robertson (right) plans to put his vacation pay toward a new pleasure boat to do co7ne serious fishing in his time off. lie is re"ceiving the check here from Neie Orleans Patrol­ man Jim Martin. "It's the greatest thing that ever happened to Boatmen." The man who made this claim knew what he was talking about. SIU Boatmen Ivan Steffey of Steuart Petroleum in Piney Point, Md. said it right after he got his first inland vacation check this month. It is the largest vacation benefit Steffey has re­ ceived in his many years as a tugboatman. But for Brother Steffey and all other SIU Boat­ men, it's only the beginning of bigger and better things to come. More and more Boatmen are now receiving vacation checks because the SIU has been success­ ful in getting more and more companies to accept the industry-wide inland SIU Vacation Plan. The first Plan was negotiated with Steuart Petroleum and became effective in August, 1976. It was the first jointly administered vacation plan ever negotiated in the inland industry. By the end of 1977, it will cover over half of the SIU Boatmen. The Union's goal is to bring the Plan to all SIUcontracted tug, towboat and dredging companies, one by one as each company's contract comes up for renewal. What this means is increasingly widespread "This is great," SIU Boatman Walton Day (right) of Willis Towing Co. said as he got his vacation check from Norfolk Port Agent Gordon Spencer. "The more days you work, the more vacation pay you get. " Group I Senior Captain, junior captain, and captain Group n Mate, pilot, chief mate, senior chief engineer, chief engineer, junior chief engineer and pilot operator First Year Second Year $700 950 Third Year 1,200 no one lost in other ways. Some of the compa­ nies that have accepted the industry-wide Plan already had some form of vacation plan of their own. But the Boatmen who were eligible for this com­ pany benefit did not lose anything when the in­ dustry-wide Plan came in. In all ca.ses they arc getting more vacation money now. A Real Vacation 600 800 1,000 Group 111 Senior barge captain, barge captain, assis­ tant engineer, refrigera­ tion technician, second 550 mate and leverman 700 900 Group IV Able-seaman, cook, tankerman, bargeman, lead deckhand, deck mate, utility engineer, oiler striker, and 500 chute operator Group V Deckhand, ordinary seaman, utility man, wiper and deck linesman SIU Boatman Ivan Steffey (left) was a happy man when he received his first vacation check from Union Representative Richard .Iverv at the Norfolk Hall this month. 450 600 550 800 700 Remember this is the minimum benefit. If Boat­ men work over 180 days they will get more money for vacation. Also, if a Boatman is getting a com­ pany vacation now he will get much more money, even if he only works 180 days. Whatever vacation benefits you are getting now, the SIU Vacation Plan pays more money and this is jii.st the beginning. Another important thing to remember about the industry-wide Plan is that you can't lose it. .Before the Plan, Boatmen who may have had a company vacation benefit were out of luck If they went to work for a different company without one. But the growing number of SlU-contracted com­ panies that have the industry-wide' Plan means that you can change jobs in more and more cases without this risk. Your vacation pay is no longer a company bene­ fit—it's a trust fund benefit that will eventually be part of all SIU contracts. The Union also made sure in negotiating the industry-wide Plan with certain companies that All in all, what the industry-wide vacation Plan means for SIU Boatmen is that their vacation is no longer just time off the boat. W ages go only so far. Most Boatmen find it hard to stretch their sal­ aries to cover a real vacation. But under the Plan, for every day you work, you will now be earning extra money. You can accumulate this money and apply it toward the things you always wanted to do in your time off. Capt. Larry Robertson of Dixie Carriers in New Orleans is using the vacation check he received this month to take him one step closer to the 200 hp. pleasure boat he's had his eye on. Many other Boatmen will now be able to take a trip with their families. Or they can go fishing or hunting without the worry of financial burdens. Others may want to u.se their vacation pay to take care of bills at home while they attend the free upgrading courses at the Harry Lundeberg School. These courses lead to higher ratings, higher pay— and higher vacation benefits. In more ways than one, the industry-wide Vaca­ tion Plan is the beginning of better things to come for all SIU Boatmen. Tankerman jerry Guillory (right) takes his vac­ ation check and a handshake from SIU Patrol­ man Louie Guarino in New Orleans. Brother Guillory works for Dixie Carriers. October 1977 / LOG / 13 h �FOWT Course—A Step Up in the Engine Room The FOWT endorsemenf is the first important step for black gang members who want to move up in their depart­ ment. This course is available at tbe Harry Lundeberg School, and all inter­ ested Seafarers are encouraged to en­ roll. The FOWT Course will teach you everything you need to know to get a better job in the engine room. Class lec­ tures are supplemented by lots of on- During a recent FOVVT Course at HLSS, young Seafarers take their turns at operating the School's full-scale ship's console. the-job training. So, graduates of the course are well-equipped with both theory and practical knowledge about the engine room. Firefighting, oil pollu­ tion prevention and safety procedures are also included in the course. Every graduate of the FOWT Course can look forward to better pay and better job opportunities, too. The next class begins on Jan. 5, 1978. So see your SIU representative or contact the Lundeberg School and enroll now. Seafarers Gregory Perez, left, and Edward Lewis learn valve repair during recent FOWT Program at the Lundeberg School. Those Coast Guard exams are rough! Why struggle on your own? Come to HLS and get the help you need to upgrade! s I COURSES STARTING IN JANUARY i Able Seaman—Special course scheduled for Great Lakes members Jan. 5, 1978. Diesel Eiigineering—The last class had a 100% success rate—all nine students earned licenses! If you want an engineer's license, you can't beat those odds. This course is also open to any brother who just wants to learn more about diesels, but doesn't want to take the licensing exam. FOWT—Your first step up the career ladder in the engine room. QMED--If you want to earn this rating, sign up now! Only two QMED Courses will be offered in '78 and enrollment is limited. Plan ahead—come to HLS in January. Welding—Welding skills mean more money for you aboard ship. The Welding Class stresses practical training, so this is your chance to learn an important skill that's useful at sea or ashore. WRITE TO THE LUNDEBERG SCHOOL FOR YOUR UPGRADING APPLICATION TODAY! Harry Lundeberg School Vocational Education Department Piney Point, Md. 20674 ' 14 / LOG / October 1977 L �Isolation and Many Mosquitoes New Sailors Snug Harbor Too Nemote The deserted grounds of the new Sailors Snug Harbor In Sea Level, N.C. tell the story of what the residents traded off in their forced move from Staten Island, N.Y. They gained an attractive new home, but the price was isolation. To visit Sailors Snug Harbor, the home for aged seamen, at its new loca­ tion in Sea Level, N.C., you have to rent a car or own one. There is no pub­ lic transportation from the nearest town, Morehead City, N.C. (popula­ tion 11,300), 35 miles away. You head east to Beaufort, N.C., then follow Route 70, a narrow road that winds through the marshes and coastal wet­ lands. You pass only an occasional house or fishing boat. You can reach Morehead City by bus.' But coming from almost anywhere, you must change several times. The nearest airport is in New Bern, N.C., 80 miles from Sea Level. Again plane changes must be made. It is no wonder then that when a Lof> reporter and photographer were sent to look over the new home for retired mariners Aug. 31, the only other visi­ tors in sight came from a Faycttcvillc, N.C. newspaper. Sailors Snug Harbor was founded in 1801 under the will of Robert Richard Randall. He was a sea captain who be­ came wealthy from privateering during the Revolutionary War. Capt. Randall left part of his estate to support a home for "maintaining and supporting aged . . . and worn out sailors." Was on Staten Island His original land in lower Manhat­ tan, N.Y.C. became too valuable to use for the home. So in 1833 Snug Harbor settled on 85 acres of land facing the Kill Van Kull on Staten Island, N.Y. Income from the property in Man­ hattan is still used to Support the home. Since it was founded, thousands of aged sailors have anchored in Snug Harbor when they retired from their life at sea. When the trustees of Sailors Snug Harbor decided to move the home away from its Staten Island location, the New York State attorney general, supported by the SIU and many of the Harbor's residents, tried to block the plan. The courts had granted permission for the move in 1972. Many of the residents feared isola­ tion at the new home in Sea Level. In 1976, 22 of them signed a petition against the move. But on June 26, 1976 the Old Snug Harbor closed its gates and the mariners were shipped down South. Several refused to eo and a monetary settlement was made between them, and the Harbor. For Sam Kraft, 84, who used to sail SIU and Joe "Tomatoes" Stodolski, an SIU pensioner, as well as for others we visited, the isolation at Sea Level is de­ pressing. Back in New York, old sailing buddies used to visit Kraft whose career at sea began on Norwegian tall ships when he was 13-year.s-old. Stodolski liked to visit his old stomping grounds, several bars in niidtown Manhattan. "Around there they knew my name was 'Joe Tomatoes'. I didn't have to tell them," he explained. At the old Snug Harbor on Staten Island, friendly bars and stores, the Seamen's Church Institute, and union halls were nearby. Friends and relatives dropped in. 'Residents who could get about would stroll around the grounds. They would watch the ships go by in the harbor or sit on benches and talk. But at Sea Level, not a soul was in sight as we pulled up. Except for three months out of the year, the mosquitoes keep people indoors. Only a few hardy souls step out to work in little gardens they planted right outside their rooms. All the rooms open out onto the grounds. Some residents go on trips—to Sweden, for example, or to visit their children in New York City or Texas. But while at Sea Level they are stranded inside the building. There is not even a path cleared to the water yet. Rely on Van The five residents with cars get around. The others must rely on the van owned by Snug Harbor, it makes two trips to Morehead City each week. For $2.50, residents can make a few fixed stops at stores and a restaurant and then go home. "An average of scven-andone-half men go on each trip" the direc­ tor of Snug Harbor, Capt. Leo Kras/.eski told us. However there is not much going on in Morehead City. There are no bars to speak of—just a few stores, restaurants, and churches. Inside Snug Harbor, the hobby .shop ' is not set up but there are other a jti .ities: cocktail parties; the Bum Boat Coffee Shop; bingo games, and \ oodcutting classes. About 12 men attend bingo, and fewer go to woodcutting, Capt. Kraszeski said. The prevailing atmosphere at Snug Harbor is that of an old age home. The isolation is partly responsible for this. Also, the residents who made the move did so because they had nowhere else to go. "Where else could you get this kind of service, such beautiful quarters and such good care when you get old and sick," said one lively resident, who asked not to be named. But A1 Bernstein, SIU welfare direc­ tor, noted that in the past none of the men viewed Snug Harbor as a place to get old and sick. The move to Sea Level changed the positive image the institu­ tion once had. Brother Bernstein has been helping Snug Harbor residents with their problems for the past 20 years. In addition, since the move to Sea Continued on Page 16 SIU Welfare Director Al Be.rnstein has been helping Snug Harbor residents with their problems for the past 20 years. October 1977 / LOG / 15 �SlU Pensioner Joe Tomatoes" Stodolski. At the infirmary, a cocktail party is held every afternoon at four. Capt. Leo Kraszeski is sitting at the left while Sam Kraft pulls up for his drink. New Sailors Snug Continued from Page 15 Level, Snug Harbor admissions policy has given preference to sailors who can­ not take care of themselves or who are sick and cannot get around. According to Capt. Kraszeski, with the pensions and Social Security seafarers now re­ ceive, few of them need Snug Harbor as a place to retire as in the past. Richard R^vnich, a quadraplegic, gets around the home in an electric wheel chair which he operates by mouth controls. 120 Rooms With the limited space available in the new residence, this policy is prob­ ably the fairest. The new facility has 120 rooms—40 of them in an infirmary with skilled nursing and intensive care facilities. Since the men move between the infirmary and their regular rooms, the real capacity is 107 residents, Capt. Kraszeski said. In the past. Snug Har­ bor accommodated up to 900 men which allowed for a good mix between healthy and sick retired sailors. People have mixed feelings about the Sea Level home. They like the new quarters which are modern and con­ veniently laid out. It is a single, onestory building with four wings. Because there are no stairs, the men in wheel­ chairs can go everywhere. This mobility within Snug Harbor was impossible at the old location. Each resident has his own room with private bath and shower. This allowed Snug Harbor to admit two women for the first time. Mary Yakos, who worked as a stewardess on deep sea vessels for 40 years said, "I wouldn't have lived near New York anyway, not for one million dollars." Wc heard no complaints about the staff of North Carolina residents. "They are honest," Kraft declared. They seemed pleasant to us. A Key Question The key question is: Why did Snug Harbor move to Sea Level? The land sale provides a clue. It was bought from Residents gatfier in tine "Bum Boat" for coffee and pake In the afternoon and late evenings. Cigarettes, razors and other supplies are also sold here. 16 / LOG / October 1977 �SlU Pensioner Fred Murphy sailed out of Norfolk, Va. He recently moved to Snug Harbor when he found it was difficult to take care of himself. Lunchtime and dinner brings most of the retired sailors to the dining room. It is easily reached by the men in wheelchairs. Harbor Too Remote Daniel E. Taylor, a client and long-time tested that poor management of funds friend of Wilbur Dow. Dow was presi­ was responsible for the cash s: ortage dent of the Snug Harbor Board of at Snug Harbor. As a result of poor Trustees at the time the decision was management, the Union says, the num­ made to move. Later the trustees also ber of people admitted was cutback bought a motel at Sea Level built by and the Staten Island buildings were al­ Taylor, and some additional grounds. lowed to deteriorate. Welfare Director Their claim that Sea Level has a Bernstein and SIU President Paul Hall healthy climate proved false. So was the then spearheaded the defense of resi­ buildup given to a nearby hospital dents' rights at Snug Harbor. which turns out to have fewer than 10 Sailors Snug Harbor is one of the general practicioners and no specialists. three leading landholders in Manhat­ Capt. Kraszeski told us that residents tan. Income from the property occupy­ are sent to New Bern for special treat­ ing 10 blocks of choice Greenwich Vil­ ment. lage, Manhattan real estate should have The Board of Trustees maintained . been sufficient to maintain the institu­ that they had to give up the Staten tion. Island home. They said it was too ex­ However, the land has been rented at pensive to keep up the Greek Revival far below its market value. Two years buildings.Several of the buildings were . ago, the trustees sold off a piece of their historical landmarks, which made them property for $750,000. The new owner difficult to renovate, the directors said. turned around and put it up for resale For several years the SIU has pro­ at $1.5 million. Sailing is only one part of George Mecham's color­ ful background. He started out as a cowboy in the Great Plains and spent some time in China in the 1920's as a photographer for the U.S. Marines. Sam Kraft (left) talks with his old buddy, Jack Dennis. They once sailed to­ gether on the Tusatala, the last U.S.-flag commercial square-rigged sailing ship. The one-story building allows residents in wheel­ chairs to move easily throughout the new home. Snug Harbor resident James Bowley is proud of the flowers and shrubs he planted just outside his room. October 1977 / LOG / 17 �ST Golden Dolphin ST Ogden Wabash From Nov. 16-30, the ST Golden Dolphin (Westchester Marine) will carry 67,000 tons of heavy grains from a Gulf of Mexico port to a Russian Black sea port. From now through June 1978, the ST Ogden Wabash (Ogden Marine) will, on each voyage, haul 37,000 tons of caide from a Gulf port to the Eastern Seaboard. Baltimore, Md. MV Sugar Islander A 300-ton capacity derrick crane, biggest in the port, is now in place at the new South Locust Point Marine Terminal here. The crane will be ready for work early next year. The new terminal will handle general cargo, containers, breakbulk and heavy lift cargo. The terminal will have two 40-ton container cranes and a 100-ton revolving crane. Late this month, the ML Stt^ar Islander (Pacific Gulf Marine) carried 24,000 tons of corn and 26,.500 tons of wheat from the East Coast to the ports of Haifa and Ashdod, Israel. SS Delta Mar The SS Delta Mar (Delta Line) communication system has been tied into the MARISAT Satellite System which began operation last year. The telephone and telex network equipment provides instant two-way contact worldwide. The satellite system has two commercial Earth stations and three satellites in stationary orbit 22,000 miles above the Equator. One is for the Atlantic Ocean, one for the Pacific, and one for the Indian Ocean. The communication signals are almost unaffected by atmospheric conditions. So communication is possible anytime regardless of weather. MARISAT nt)w has 65 ships and offshore rigs in the system. Washington, D.C. After 37 years of ocean weather station patrols, the U.S. Coast Guard has ended the patrols. On Sept. 30, the Coast Guard Cutter Taney left her station 200 miles off Mary­ land to be replaced by a 40-foot wide buoy. The buoy collects and transmits data on storms, hurricanes, air and water temperatures, barometric pressure, winds, dew points, solar radiation, rain and surface currents. The Coast Guard weather ships were stationed between Bermuda and the Azores. 0 , ^ Brotherhood m Action ... for SlU members with Alcohol problem Seafarers and Boatmen who are recovering alcoholics often find they have much in common because of their uays of living and working within the Brotherhood of the Sea. Brother Rueben Salazar, of Hou­ ston, Tex., recently shared his ex­ periences as an alcoholic. From such sharing, many Seafarers and Boatinen find the strength and encourage!Tient to continue their recoveries day by day. "Because I am an alcoholic, I am different than some people," said Boatman Sala/.ar, "But that does not make me less valuable—my time, my life and my work are just as impor­ tant as anyone else's." However, this feeling of self-worth was not always Brother Salazar's way of .looking at himself. "Alcohol turned me against myself. Like many people, I measured a man by how much he can drink. I thought at first South America If Sea-Land gains admission to revenue and cargo pools in the South American trade, it will expand its container runs to Brazil, Argentina and the east coast of South America. Admission to the pools hinges on U.S. Government approval. At present, three U.S.-Hag carriers have major trade runs to that area. Sea-Land, which has had the project under study for the last two years, hopes to begin operations on the route in early 1978. The operation will be from U.S. Atlantic. Gulf and West Coast ports. Recently, Sea-Land joined the Inter-American Freight Conference. According to Sea-Land V.P., J. Scott Morrison, 26 sailings a year are planned in the new operation. Three of Sea-Land's modified C-4 vessels, capable of carry­ ing 600 35-foot trailers are slated for the run. These vessels are now on the Rotterdam to Mideast shuttle run. SS Delta Norte The 32,306-ton LASH SS DELTA NORTE (Delta Line) suffered engine trouble this month, 350 miles northwest of Trinidad. A tug towed the vessel to Aruba. that it was 'weak' to say a person was an alcoholic, I lost initiative, ambi­ tion, .self-confidence, self-respect—I didn't like myself, and I found myself on skid row." But Salazar's attitudes towards the "manliness" of drinking changed when he accepted the fact that he was an alcoholic. He realized that "I had to learn to get honest with my­ self. We all know how to get drunk —what is important is how we stay .sober. Alcohol, or any drug, will alter the course of your life. I know. I used to be a fighter. No professional fighter ever knocked me out of the ring. Alcohol knocked me out." Now Brother Salazar feels, "My .sobriety is a gift, just like my life is a gift. And I'm thankful." Sobriety for him has meant getting ofT skid row and back into a fulfilling life. Several months ago, he upgraded at HLS and earned his mate's license. "Now I can set goals that T can reach," he said. "Soon I will be in command of a boat." Boatman Salazar's philosophy of staying sober is ba.sed on the ap­ proach of Alcoholics Anonymous. "Practice and Apply are the two im­ portant words. So long as we practice this program, we can attain sobriety." The same success and sobriety that he now enjoys can be found by all Seafarers and Bo-atmen who are al­ coholics. The sole purpose of the Seafarers Alcoholic Rehabilitation Center is to help the.se men find a new way of life through .sobriety. For help with a drinking problem, call the ARC anytime at 301-9940010 and ask for "The Center". Or contact yourSIU representative. Alcoholic Rehobilitation Center I 1 am intcrestCLl in attending a six-week program at the Alcoholic Rehabilitalitm Center. 1 understand that all m> medical and counseling records w ill be kept strictly confidential, and that they will not be kept an>where except at The Center. Name Book No Address (Street or RFD) (City) Telephone No SlU Boatman Rueben Salazar attended the Alcoholic Rehabilitation Center reunion with his family in August. Hit son Is a trainee at the Harry Lundeberg School. 18 / LOG / October 1977 I I | Mail to; THK CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hoiirs-a-day, (301 )V04-0010 , : I I (State) (Zip) j I I �What Does It Mean to the United States? October 1977 /LOG / 19 �NMC, U.5. Navy League Working to Educate America on Seapower Seapower! What is it, and what does it mean to the United States? Ask those questions of the average American and 99 out of 100 times you'll probably draw a'blank for an answer. There's no question about it. The American public in general knows very little about America's seapower needs, capabilities, or weakne.s.ses. That's an unfortunate situation. Be­ cause a .strong, sustained U.S. policy concerning seapower is es.sential to a healthy American economy and a strong U.S. national defense. In addition, this general lack of knowledge about maritime is one of the big factors in the decline of American seapower since World War II. There are a couple of organiza­ tions, though, that are trying to change this situation. They are the National Maritime Council (NMC) and the Navy I.eagne of the United States. Tliese organizations are working to inform the American public about the nation's seapower situation. They have found that one of the best ways to do this is by sponsoring regular Seapower Conferences in America's major shipping cities. The most recent such Conference, co-spon.sored by the two organiza­ tions, took place early this month in Atlanta, Ga, It was held in Atlanta's impressive new convention center, the Georgia World Congress Center. Although Atlanta is landlocked, this rapidly growing city has emerged as a major shipping center in the South. A high percentage of goods moving into and out of Atlanta have been or will be transported via deep sea shipping lanes. The Atlanta Seapower Confer­ ence was entitled "Seatrade: The Southeast's Lifeline to the World." It was attended by representatives of more than 200 Atlanta-ba.sed im­ porters and exporters. These people ultimately depend on ocean shipping to keep their businesses going. Hall on Panel The Conference featured a group of five panelists each of whom spoke More than 200 shippers turned out for the Atlanta Seapower Conference. about a particular area of American seapower. This was followed by a press conference-type session during which the panelists answered ques­ tions from the audience. The panelists included SIU Presi­ dent Paul Hall; Clark Reynolds, head of the Department of Humani­ ties at the U.S. Merchant Marine Academy in Kings Point, N.Y.; Rear Adm. Max K. Morris (Retired), now a member of the U.S. delegation to the United Nations Law of the Sea Conference; W. J. Amoss, Jr., president of Lykes Bros. Steamship 20 / LOG / October 1977 America. Presiding over the Seapower Con­ ference was J. J. Cornish of the Lockheed-Georgia Co. A welcoming address was deliv­ ered by Richard L. Kattel, president of the Atlanta Chamber of Com­ merce. The Seapower Conference itself was put together largely through the efforts of Capt. Thomas King, eastern region director of the U.S. Maritime Administration, and Burton Steele, president, 6th Region, U.S. Navy League. Shippers Don't Know What U.S. Ships He If you had some cargo to ship over­ seas, what kind of vessel would you prefer to send it in? Would you prefer a 25-year-old ship US. Navy League At a Glance The Navy League of the United States considers itself totally an educational organiza­ tion. The Navy League is non­ profit. Despite its military sounding name, its membership is limited to civilians and re­ tired members of the Armed Services. A number of SIU officials are members of the Navy League and actively participate in its activities. By their own definition, the Navy League is *'an educational Co., and Rear Adm. George H. Mil­ ler (Retired), now serving on the National Security Council. The panelists represented a good cross-section of American maritime concerns. They provided the Con­ ference with a well rounded view of what U.S. seapower is all about. (See related stories on next two pages.) Despite their diverse backgrounds, all of the speakers arrived at the same basic conclusion: a strong U.S. sea­ power policy, including the private .sector of the merchant marine and the U.S. Navy, is essential to a strong organization dedicated to the support of the services which contribute to the natiouN sea­ power ... and committed to developing public understand­ ing of the importance of the seas to the well being of the na­ tion and to providing assistance to the maritime forces which will enhance their efficiency." The Navy League has a na­ tional membership of 37,000 American citizens concerned with the future of American maritime interests. registered in Panama, with a Greek captain and a Chinese crew? Or would you rather it be carried on a new Amer­ ican-flag ship manned by an American crew top to bottom? This is the question W. J. Amoss, president of Lykes Bros. Steamship Co., asked the more than 200 American im­ porters and exporters who turned out this month for the Southeast Seapower Conference in Atlanta, Ga. You would think that most people would choose the American flag ser­ vice. Unfortunately, this is not the case. In fact, U.S.-flag ships carry only 6 percent of America's total foreign waterborne commerce. The remainder, an incredible 94 per­ cent, is carried in foreign-flag ships as described by Mr. Amoss. That is ships with a Greek captain and Chinese crew. Or was it a Chinese captain and a Greek crew? Whichever, this situation is a sad commentary on America's sea­ power situation as it applies to the U.S. merchant manne. Amoss said that he believed U.S. shippers were not using American ships, in large part, because they don't know what the modern day American-flag merchant fleet has to offer. Amoss pointed out that since passage of the Merchant Marine Act of 1970, t s r I fl t r I o c ei tl si ti ei la W. J. Amoss Ci tl �Paul Hall Seapower Will Suffer Without 9 5% Oil Bill An adequate U.S.-flag tanker fleet is essential to both a strong American seapower policy and a strong national defense. This is a view held by many influential Americans. Secretary of the Navy Claytor and Maritime Adminis­ ! trator Robert J. Blackwell are two of them. However, an adequate U.S. tanker fleet does not now exist. Nor will one be created unless it is mandated by law. SlU President Paul Hall took up this issue at the Southeast Seapower Con­ ference in Atlanta, Ga. this month. Hall told the gathering of more than 200 that the first step in creating an adequate U.S.-flag tanker fleet can only be taken with passage of the 9.5 percent oil cargo preference bill. The bill is now pending in Congress. 5 5 would realize significant advantages." He said that the 9.5 percent bill would "provide the minimal level of tanker tonnage needed for national de­ fense ... as well as preserving a ship­ building mobilization base and help save 200,000 jobs in shipyard and sup­ plier industries, such as the steel in­ dustry." President Hall also told the Confer­ ence that the 9.5 percent bill would "guarantee an enhanced measure of environmental protection for U.S. wa­ ters at a time when they are threatened by a growing number of hazardous ships like the Liberian-flag Ar^o Mer­ chant." The Arfio Merchant dumped 7.5 mil­ lion gallons of heavy crude into Amer­ ican waters in Dec. 1976 after running aground off Nantucket. President Hall told the Conference that the main opposition to the bill is coming from the U.S. oil industry. Presently, the oil companies own huge fleets of foreign flag tankers registered in Panama, Liberia and other small countries. These vessels carry the majority of America's oil imports. The 9.5 percent bill, of course, would cut into big oil's transportation profits. The oil companies claim that these ships are under the "cfTective control" President Hall spoke at the Confer­ ence about the oil bill two weeks before the House voted on it. The bill was defeated 257-165. See story on Page 3. s The bill would immediately require that 4.5 percent of all U.S. oil imports be carried in American flag ships. This share would rise one percent a year for five years until the 9.5 percent mark is reached in 1982. U.S. ships now carry only 3.5 percent of the nation's oil imports. Hall affirmed that "even with this limited amount of our oil imports re­ served for the U.S. fleet, the country SIL! President Paul Hall greets Rear .[dm. Max .Morris. of the United States. And that these ships would be available to the U.S. in a national emergency. President Hall called the oil com­ panies' elTective control theory "effec­ tive and dangerous nonsense." To sup­ port his position. President Hall told the Conference that in the 1973 Middle East War, "Liberia prohibited any ship flying its colors (including American owned ships) from taking part in the American efforts to resupply Israeli forces." Hall added, "how reassuring is the strength of U.S. seapower when you consider our dependence on two na­ tions—Panama and Idbcria—for ship­ ment of more than 53 percent of our petroleum." "In contrast,"he said, "the Russians, in that same period of time, have come from virtually nowhere to surpass us." Hall stated that in the interests of the U.S. national security, the economy and our environment, "we must move quickly to provide an American pres­ ence on the high seas." Hall pointed out (hat the 9,5 percent bill would help provide this needed presence. He also noted, that according to the General Accounting Office, the cargo preference bill would cost the American consumer two tenths of one cent per gallon of gas. Hall asked, in closing, "can we not, as Americans, afford this modest price to insure the seapower of this country?" A New Area in U.S. Seapower^ Deep Sea Mining U.S. seapower is a lot of things. It's the Navy, the merchant marine, the in­ land waters and offshore oil drilling. However, there is anothfer area of U.S. seapower that is virtually in its infancy. That is deep seabed mining. According to Rear Adm. Max Mor­ ris, though, deep seabed mining will become an increasingly more important area of the total American seapower picture within the next decade. Deep seabed mining holds a tremen­ dous potential for the creation of signifi- ave to Otter the U.S. merchant fleet has undergone a near complete overhaul. He said that the trend in U.S. ship­ ping is toward larger and faster vessels, capable of providing U.S. shippers with ide fastest, most reliable service in the world. Amoss brought a slide show with him to demonstrate his point. He showed slides of Sea-Land's SL-7's, the fastest merchant ships in the world at 33 knots. He also showed slides of the new U.S.flag LASH vessels, RO/RO's, super­ tankers, and the brand new SIUmanned Aquarius, the first U.S.-flag LNG carrier. Amoss pointed out that with the help of American shippers "the U.S. mer­ chant marine can provide tremendous economic arid military advantages to the United States." He added that a strong U.S. merchant marine "is essen­ tial if America is to maintain a strong economy." In closing, Amoss asked that At­ lanta's shippers consider using Ameri­ can-flag service whenever possible for their foreign consignments. cant numbers of jobs for American mari­ time workers. It can mean jobs for U.S. workers in the construction of special­ ized oceanographic vessels. And jobs for Americans in manning these vessels. America's thrust into this new area of seapower, though, depends largely on the outcome of negotiations at the United Nations Law of the Sea Con­ ference. Former Secretary of State Henry Kissinger once called the Law of the Sea Conference "one of the most critical negotiations in history." Adm. Morris is a member of the U.S. delegation to the Law of the Sea Con­ ference. He outlined for the Southeast Seapower Conference some of the tough issues preventing the U.S., and for that matter, any nation, from becoming deeply involved in undersea mining. Morris told the Conference that there is approximately $3 trillion worth of manganese nodules just sitting on the ocean floor. These nodules arc rich in nickel, copper, cobalt and other im­ portant minerals. The big stumbling block that the Law of the Sea Conference must overcome is, who gets the nodules. Morris said that a solid block of underdeveloped nations want an inter­ national authority to have total control over marketing and production of the seabed minerals. The U.S., however suggested that in­ dustrialized nations with deep seabed jnining capabiilties be allowed access to one half of the nodule fields. The rest would be left for development by an international seabed authority. Adm Morris said that negotiations on the seabed mining issue would prob­ ably go on for two more years. He added that American companies arc not willing to make huge capital in­ vestments in deep sea mining until they are sure their investments will be pro­ tected under terms of the Law of the Sea. Morris warned, however, that there is "great potential for crisis and con­ flict" if a treaty is not reached. Morris said that when the U.N. Con­ ference reconvenes in Geneva this Spring "the U.S. will be looking for an equitable agreement that will satisfy the needs of all nations." He said that if an agreement is reached "it will take the U.S. eight to 10 years to fully develop our total deep sea mining capabilities." He added that when a treaty is reached, "I am confident that Ameri­ can industry and labor will cooperate to make our deep sea .mining efforts successful." On top of an inadequate tanker fleet. Hall told the Seapower Conference that "in the last three decades alone, the overall U.S. merchant fleet slipped from first to tenth place among the world's sea powers." National Mantime Council At a Glance The National Maritime Council, which co-sponsored the Atlanta Seapower Confer­ ence, is an organization made up of all segments of the U.S. maritime industry. That in­ cludes labor, management and Government. It was established in 1971 for the purpose of de­ veloping a strong, competitive, modern U.S.-flag merchant ma­ rine. The SIU is an active member of the National Maritime Coun­ cil (NMC). SIU President Paul Hall is a member of the board of governors of the NMC. As pointed out in NMC publications, the organization's goal is as follows: ''To provide the nation's shipper's with the best, most economical and dependable U.S. flag shipping service pos­ sible." "To achieve this goal, the NMC seeks to foster greater confidence by U.S. exporters and importers in the reliability and quality of the seagoiqg and shoreside services of the U.S. maritime industry. In addition, the NMC attempts through its diverse membership to encour­ age all segments of the industry to cooperate and work together in their own mutual best inter­ est and that of the entire na­ tion." October 1977 / LOG / 21 �m « -*-s» mt-ma. -i.rn'n Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO OCTOBER 1977 Adm. George Miller 4.^ Soviets Outnumber U.S. 4-7 on High Seas When talking aboiil America's na­ tional defense in any area, comparisons are always drawn between the U.S. and Russia. Rear Adm. George H. Miller did just that in sizing up America's present day seapower posture as he spoke this month before the Southeast Seapower Conference in Atlanta, Ga. Adm. Miller told the Conference that the U.S. now "has only 470 Navy ships and 577 merchtmt ships, capable of car­ rying only 6 percent of U.S. export and import trade and only 3 percent of U.S. oil imports." In contrast, Miller said that Russia "has 1,9U) Navy ships and 2,420 mer­ chant ships capable of carrying over 50 percent of Soviet export and import trade." He added, "this gives the Soviet Union a 4 to I superiority over the U.S. in Navy and merchant ships. In the 50's, it was just the opposite. We had four times as many ships as Russia." Miller said that the unprecedented Soviet maritime buildup is "their strat­ egy of com|uest with trade penetration and political pressure, without war." Adm. Miller affirmed that if the U.S. is to answer Russia's latest challenge, "the United States needs a new mari­ time strategy . . . We simply need more ships." A Long Way to Go Adm. Miller said that America's sea­ power decline "has placed the U.S. in serious danger of defeat in event of war with the Soviets, who arc rapidly ex­ panding their merchant marine and Navy." He also charged that "the failure of the U.S. to develop and pursue a pro­ gram to meet the requirements of the Merchant Marine Acts of 1936 and 1970 has seriously undermined U.S. navy readiness for war and national emergencies." Miller offered a solution. He said, "the only possible way the U.S. Navy and merchant marine can prepare for the statutory roles of sustained combat at sea and protection of shipping is to cooperate more closely at sea in times of peace." Right now, the U.S. merchant fleet has virtually no role in at-sea maneu­ vers with U.S. Navy forces. Adm. Miller admitted, though, that "the U.S. has a long way to go before we can implement a national maritime strategy of competing with the ,Soviet Union." Miller said that "over the past three decades, U.S. international efforts have been characterized by accommodation and retreat." He said that if America is to remain competitive with the Soviet Union on all levels "we must forge an integrated, no-nonsense political-economic-mari­ time strategy now." Miller concluded, "if Americans still prefer liberty to bondage, there may yet be time to turn the tide." Adm. George Miller 'U.S. Must Meet Soviet Challenge on the Oceans' He didn't actually say it. But, in es­ sence, what Vice Adm. William L. Read told the Southeast Seapower Con­ ference this month is that the U.S. has fallen behind Russia in respect to sea­ power. Read did say, though, that "the Soviets outnumber us on the oceans in every way. They have more Navy ships, more merchant ships, more oceanographic vessels and more fishing ves­ sels." He said that Russia's maritime rise "has come about with amazing speed. Ten years ago they had next to nothing. Now they're all over the place." Read said that Russia is using her maritime program "as a weapon of state policy to increase their political RVINGf Vice Adm. William Read and economic influence throughout the world." Read said that "the U.S. Navy has a slim margin of superiority over Russia in areas of vital U.S. interests." How­ ever, he admitted that in the event of war "America might not be able to keep the sea lanes open between the U.S. and Japan." Read added that "Russia intends to continue expanding her seapower pro­ gram. At their present rate of expan­ sion, the balance of Navy superiority will tip in their favor in the next five vears." Adm. Read said that the U.S. "has come to rely on foreign countries for large percentages of our raw materials, including 50 percent of our oil." He continued, "this reliance on im­ ported materials demands that we maintain control of the sea." Read said, "the Soviets are challeng­ ing us on the high seas. They have adopted a policy of sea denial to pre­ vent us from complete access to the seas." Read concluded that the "U.S. must support the kind of programs that will allow us to meet the Soviet challenge on the high seas." As Island Nation^ U.S. Needs Strong Navy Merchant Marine Despite all the advances in air travel and ground transportation, the United States is still essentially an island nation. America's economy and national de­ fense today, as it has always been, is inescapably tied to a strong seapower policy. This is the view of Clark G. Rey­ nolds, a historian, and head of the De­ partment of Humanities at the U.S. Merchant Marine Academy in Kings Point, N.Y. Reynolds told the Southeast Sea­ power Conference that the U.S. is one of only five "true maritime states in his­ tory." His other states include ancient Athens, 13th and 14th century Venice and Florence, 17th century Holland, and 17th to 20th century (1650-1940) Great Britain. 22 / LOG / October 1977 He said these maritime states shared such characteristics as geographic isola­ tion, capitalist economies, democratic governments, and were advanced in sci­ ence and technology. Reynolds also gave a brief outline of America's maritime history. He said that between the years of 1775-1815 the U.S. had its problems on the high seas as the young nation underwent growing pains. However, between 1815 and 1860, he said the U.S. built a merchant marine second only to Great Britain. At the same time, though, the U.S. Navy was small and ineffective. He continued that the U.S. merchant fleet declined in the next 40 years. Rey­ nolds blamed this decline on a "con­ servative government unwilling to pro­ vide shipping companies with subsidies for the costly switch from sail to steam powered vessels." Presently, says Reynolds, the U.S. seapower position is an exact reverse of 150 years ago. That is, a large Navy and a small merchant marine. He said, though, that despite a small merchant fleet, the U.S. merchant ma­ rine has set the standard for the rest of the world from a technological stand­ point. Reynolds did not say whethfer he felt that the U.S. had slipped as a maritime power. However, he did say that a maritime state, such as the U.S., needs both a* strong Navy and strong merchant ma­ rine to survive. Clark Reynolds �Paving the Way for More Environmental Disasters A recent court decision, if allowed to stand, could spell environmental disaster for America's coastal waters. It was a decision handed down on Oct. 16, 1977 by the U.S. District Court in Washington, D.C. The Court's decision could gut the American domestic tanker fleet. It could also do the same to our domes­ tic shipbuilding industry. The result would be a major loss of jobs to U.S. maritime workers. In what we feel is a bad decision, the Court ruled that it is legal for Amerada-Hess to carry Alaska pipe­ line oil in Liberian-flag tankers to the company's refinery in the U.S. Virgin Islands, After the oil is re­ fined it will then be carried to the U.S. East Coast. It will of course go there in foreign-flag ships. The decision has already been ap­ pealed by the parties who filed the original suit against the huge oil com­ pany's action. This included the American Maritime Association, the Shipbuilders Council of America, and the SIUNA. However, with the backlog of cases in the U.S. Court of Appeals in Washington, it will take from three reserves for use in American mar­ to six months for a ruling on the kets. appeal. • In the interest of the environ­ In the meantime, Hess Oil can ment, the oil would be carried to legally carry Alaskan oil in American these markets in the safest possible coastal waters for use in U.S. mar­ vessels—U.S.-flag vessels. kets, via foreign-flag tankers. Pres­ SIUNA Vice-President Frank ently, the Hess refinery has the capac­ Drozak said in Court that the use of ity to handle every drop of oil coming Liberian tankers is a violation of the cut of the Alaska pipeline. The pipe­ intent of the original pipeline bill. line is not yet operating at its full The District Court did not agree. capacity. However, even when the pipeline The Court ruled that under existing law, Hess had a right to use their is going full blast, the Hess refinery Liberian tankers in carrying the oil would be able to handle about 60 to the Virgin Islands. percent of the Alaskan crude. As we see it, the real issue here is In other words, there is a definite possibility that substandard flag-ofnot so much the Court's decision, but convenience vessels could be carry­ the Jones Act. ing the vast majority of the Alaska The Jones Act requires that all oil trade. waterborne cargoes shipped between In the court case, the SIU pointed two U.S. ports be carried in Ameri­ out that the original intent of the can vessels. The Jones Act's provi­ Trans-Alaska Pipeline bill was two­ sions also cover waterborne ship­ fold: ments carried between the U.S. and • To retrieve the North Slope oil Puerto Rico, and the U.S. and Guam. since changed. U.S. ships are ready and able to handle all the U.S.-Virgin Islands trade, in particular oil and bauxite. However, the Virgin Islands ex­ clusion from the Jones Act still exists. In the recent case involving Alaskan oil transportation, Hess is obviously using the "loophole" in the Jones Act specifically to get around the use of U.S.-flag ships. As a result, there will be more flag-of-convenience tankers operat­ ing in American waters. That's a sit­ uation that no one wants. And it's a situation that our offshore environ­ ment may not be able to handle. We believe that in the interests of the environment and the U.S. mari­ time industry. Congress must take decisive action to close the Virgin Islands "loophole" in the Jones Act. CLOSE IT UPl However, it has never applied to the U.S. Virgin Islands. When the Act was first passed in 1920, the U.S. Virgin Islands were excluded from its provisions. This was done because American ship­ ping services were not available for this trade. This situation has long Whether we win or lose in our ap­ peal in the Court case, the SIU in­ tends to work towards this goal. In the meantime, we sincerely hope that one of Hess's Liberian tankers, does not cause a major blem­ ish in our coastwise waters. It's tough to forget the Argo Merchant, another Liberian vessel. In Dec. 1976, she dumped 7.5 million gallons of heavy crude into U.S. waters off Nantucket. Alaska's huge reserves of oil were meant to help alleviate the nation's energy crisis. We hope Congress takes action before it creates an en­ vironmental crisis. Letters to the Editor Cot His Pilot's License I was fortunate enough to have been one of those Boatmen who participated in the most recent First Class Pilots Course at the Lundeberg School. I just wanted to thank the Union for giving me the opportunity to upgrade. From the fruits of the School, I have received my First Class Pilot's license. I also want to say that the food, lodging, and all the good people that I had dealings with at the Lundeberg School were fantastic. Also a word of thanks to Paul Hall who started it all. The instructors, Mr. Paul Allman and Mr. Abe Easter, were also great. Without their help I don't think that I would have been able to make it. Fraternally, Vincent D'Errlco October, LOG Officiol Publication of thv Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 37, No. iO Executive Board Paul Hall Thanks to Welfare Plan I wish to express my thanks for the prompt and efficient handling of my welfare claim. My wife had a stroke and was hospitalized for some time. In ie.ss than a month, I had a huge hospital bill. Thanks to the Welfare Plan, I am now out of debt without going broke in the process. President Joe DiGiorgio Executive Vice President Secretary-T reasurer Vice President Lindsay Williams Paul Drozak Earl Shepard Stafford McCormick Vice President Vice President Vice President Fraternally, Cal Tanner Frank Drozak 11 HL5S Treated Us Good" Marietta Homayonpour 38? Editor-in-Chief James Gannon Managing Editor Ray Bourdius Marcia Reiss Edra Ziesk 'Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage In behalf of the Orgulf members of the SIU, we would like to express our thanks and appreciation for the kindness that has been given us by the Harry Lundeberg School. We attended a conference there recently to discuss our contract goals. We wish to extend our thanks to all. It has been a pleasure. Fraternally, SIU Members at Orgulf Transportation l •' ::i'h paid at Brooklyn, N.Y. October1977/LOG / 23 v �I Seventy-one cents of every dollar spent in shipping on Anierican-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. I Borinquen Committee Personals Angelo Mercado Your wife asks that you call her at (212) 287-2737. Alex Vasquez Your sister, Olga, asks that you con­ tact her at 7232 Corsicana, Houston, Tex. 77020. Florance Francis, L. C. Francis Mrs. Bessie Smith asks that you con­ tact her at 1021 S. Chester Ave., Compton, Calif. 90221 or call (213) 6365078. John Lloyd Williams Please call the editor of the Log-col­ lect at (212) 499-6600, ext. 242. Edward Lawrence Farrell Please call the editor of the Log col­ lect at (212) 499-6600, ext. 242. Anthony Rotunda Please call the editor of the Log col­ lect at (212) 49-6600, ext. 242. N.Y. Patrolman Teddy Babkowski (seated) makes out SPAD receipt last month for Recertified Bosun Dimas Mendoza (2nd I.) ships's chairman of the SS Borinquen (Puerto Rico Marine) at a payoff in Port Elizabeth, N.J. With them are the Ship's Committee of (1. to r.); Steward Delegate S. B. Ferrer; Engine Delegate Angel Camacho, and Deck Delegate F. S. Sarmento. KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The conslilution 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, wiiich 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 arc made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20(h Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. The.se contracts specify the wages and conditions under which you work and live ab6ard .ship. Know your contract rights, as well as your obliga­ tions, such as liiing for OT on the proper sheets and in 24 / LOG / October 1977 the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log has traditionally refrained from publishing any ar­ ticle serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, 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, ihe 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 OBLIGA­ TIONS. 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 ahove rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. �Port of San Juan Sure Packs a Punch \¥: •if SAN JUAN, PUERTO RICO— Don't let the balmy breezes and palm trees deceive you. Puerto Rico may be a tropical pleasure spot. But like the sweet rum drinks the island is famous for, the port activity here packs a strong punch. The port of San Juan in Puerto Rico is the jumping off point for the busy island trade in the Caribbean. And it has the biggest tug and barge operation in the Caribbean to handle it—the SIU-contracted Caribe Tug­ boat Corp. Caribe came to San Juan only a year-and-a-half ago. It took over the operation of another tug and barge outfit, Puerto Rico Lighterage. In that short time, the company doubled the existing fleet to 13 boats and six barges. And it's still growing. Two more Capt. Marcel Blancq takes reading aboard his containerboats are expected within the next ship Manati. The 450 gross ton vessel is one of a kind in few months. Caribe's tug and barge fleet. Caribe is making plans to expand its four basic runs: trailer barges to Jacksonville, Fla. and the Dominican Republic; molasses filled barges to rum factories in the Leeward and Windward Islands that curve down to Venezuela. It recently added a weekly trip for general cargo to Cumana, Vene­ zuela. The company is also looking ahead to business with Cuba, should that country and the U.S. open up trade. Job opportunities for SIU Boat­ men are growing along with Caribe. Moreover, the new three-year Union contract is bringing Boatmen here Crane operator Francisco Malave Rivera really knows his significant wage increases, work rule way around the Caribe Tugboat yard. He has been on the changes and new welfare and vacation benefits. These are along the job in this location on San Juan Bay since 1938. lines of the Standard Agreement which the Union is working toward for the entire inland membership. The Caribe contract was unani­ mously ratified in June. Caribe's boats carry a crew of seven SIU Boatmen. The operation also includes 17 engineers, mechan­ ics, electricians and carpenters on the beach, plus a shore pool of 10 men for general maintenance. Boats from Caribe's Jacksonville and Miami branches generally come to the San Juan base for repairs. But San Juan is not only a grow­ Enrique Nieves, AB on the Manati, sees what a turn at the ing hub in the towing industry. It is helm feels like. also, of course, an active containerport. Eleven deep sea vessels in the SIUcontracted Puerto Rico Marine Man­ agement, Inc. fleet call regularly at the port of San Juan. Thus SIU Boatmen and deep .sea members are .steadily at work here, as steadily as the .sea breezes that rush through this palm tree port. • Ricardo Caraballo, SIU delegate for the Caribe shore pool (left) talks to his port agent in Puerto Rico, Juan Reinosa. The engine room on the Manati is in the good hands of Chief Engineer William Henry Lesher (left) and Wiper Reinaldo Ortiz. October 1977 / LOG / 25 i �The tug Fajardo (Caribe) gets ready to push the molasses-filled barge, shown in the foreground, to a rum factory in St. Croix, V.I. In the background is a view of San Juan's containerport. Engineer Arcadio Rivera (left) and Deckhand Edwin Garcias are two of the Fajardo's crew. Like mirror images, the tugs Monitor and Explorer wait at the Caribe dock for the return run to the mainland. Posing in front of the tug El Morro (Caribe) are (I to r). Union Chairman Louis Gonzalez, engineer, Jose A. Gharries, captain, and Odilio Reza, engi­ neer. Automation can't do everything. Five mechanics apply real muscle power to remove worn out pistons from the Monitor's diesel engine. They are (I to r): Miguel Vazquez, Florencio Guzman, Miguel Rodriguez Pablo Baez, and Wilfredo Gonzalez. V , iw.-- •: Emllio Martinez, one of the Caribe shore pool, gets the El Morro ready for a new paint job. 26 / LOG / October 1977 ^L An overhead shot of the above operation. Supervising, at right rear, is Francisco Malave. �The crew of the GATCO Florida posed for a group shot while the tug was tied up in the San Juan harbor They are, standing (I to r); John Kale, cook, Edward Schaffhauser, AB, and SlU Port Agent Juan Reinosa Seated at counter (I to r) are: Pete Popour, AB, Erik H. Eriksen, relief captain, Charles Flowers, chief engi­ neer, and William Brinkley, captain. Thp containership Aguadllla (Puerto Rico Marine Management) was in San Juan during the Log's visit this month. Shown here is the Chief Steward Sidney Garner. Another member of the Aguadllla steward department is John Rodriguez. The Florida is GATCO's only deep sea tug. The 3,000 hp. boat runs from Mobile to San Juan. The Humacao. another SlU-manned containership also paid off in San Juan this month. Making a SPAD donation at the time is Bosun Johannes Sorel (left). Port Agent Juan Reinosa holds up the proof. The Humacao committee includes (I to r): Johannes Sorel, chairman, Charles Fox, deck delegate, B. Baa, steward delegate, and Clemente Figueroa, engine delegate. October 1977 / LOG / 27 �The Jones Act: It's a Tough Job Keeping It on the Books MM '/Vzc SI U has been fighting for 25 years to keef) the Jones Act intact so that America's coastwise trades will continue to be reserved for carriage in U S flag equi/nncut as iji above photo. .s • This is the 16th in a series of articles which the Log is publishing to explain how certain organiza­ tions, programs and laws affect the jobs and job security of SIU members. This particular article, though, is the second in a series of three articles which deals with the Jones Act, the most impor­ tant piece of maritime legislation on the books today. America's domestic waterborne trades—includ­ ing deep sea eoastwise, inland waters and Great Lakes—provide jobs for more than 185,000 U.S. workers. The job breakdown looks something like this: • 20,000 U.S. shipyard workers engaged in building oceangoing vessels for the domestic trades. • 40,000 workers in allied industries which support domestic ocean shipbuilding programs. • 20,000 employees in inland shipyards in­ volved in the construction of tugs, towboats and barges. • 12,000 seamen (based on 2,5 jobs generated by each shipyard position) aboard oceangoing vessels in the domestic deep sea fleet. • 93,000 workers on the nation's inland wa­ ters, Lakes and nearby offshore. Down to the last man and woman, these jobs are maintained without Federal subsidies. But more importantly, these jobs are protected from foreign competition by- a relatively simple law known as the Jones Act. In brief, the Jones Act requires that only Amer­ ican-built, American manned and American reg­ istered vessels can be used in the nation's do­ mestic waterborne trades. These trades refer to all cargoes shipped by water from one U.S. port to another U.S. port. They include deep sea coast­ wise cargoes, as well as cargoes transported on the nation's inland waters and between American ports on the Great Lakes. With all the benefits for U.S. workers and in­ dustry that the Jones Act protects, you'd think that this important law would be secure in its position. Not true! In fact, for the past 25 years, one of the SIU's top legislative priorities has been L. 28 / LOG / October 1977 protection of the Jones Act's provisions. National Emergencies When the Jones Act was originally passed in 1920, Congress mandated that the law's provi­ sions could not be waived for any reason other than national emergencies. The Jones Act, however, was first waived dur­ ing World War II, when most of America's do­ mestic fleet had to be committed overseas. The Act was waived again in 1950 for the Korean War. At this time. Congress gave the Secretary of Defense the authority to grant ad­ ministrative waivers of any U.S. navigation and vessel inspection laws, including the Jones Act. Under this unusual setup, the Treasury Secretary was required to waive the Jones Act if requested by the Secretary of Defense. However, Congress indicated then that this Jones Act at a Glance The Jones Act requires that all cargo car­ ried between U.S. ports must be carried in U.S.-flag ships or boats. Following are the requirements a vessel must meet in order to carry these domestic cargoes: • The vessel must be owned, either through an individual or corporation, by an American. • The vessel must be manned by U.S. officers and crews. • The vessel must be built and registered in the United States. • A vessel of more than 500 tons, which is rebuilt abroad, cannot engage in the U.S. trades. The Jones Act applies to all vessels en­ gaged in (he U.S. domestic trades. This in­ cludes tugs, barges, ffshing vessels, deep-sea ships, dredges, and related vessels. statute would be rescinded at the end of the wqr. That was 24 years ago. But it is still in effect today. And because it is in effect, the Jones Act has periodically come under attack by various inter­ ests (in particular the oil companies) who would like to bring foreign vessels into the U.S. domestic trades. In the past five years alone, attempts have been made to waive the Jones Act for the coastwise carriage of oil, LNG, coal and ammonia. The most serious of these recent attempts came in Dec. 1973. At that time. Senator Paul Fannin (R-Ariz.) tried to get Senate approval for a Jones Act waiver involving oil. Fannin wanted to grant the Sec. of Commerce the right to allow foreignflag tankers to carry domestic U.S. oil cargoes "if it is determined that U.S. flag vessels are not avail­ able in sufficient numbers at reasonable rates for the transport of emergency related products within the American domestic trades." If Fannin had gotten his way, it would have given foreign ships that first crucial step in the door into our domestic oil trade—by far the larg­ est of all U.S. coastwise trades. SIU Fought The SIU fought Fannin's move by providing the Senate with facts concerning the U.S. fleet's ability to handle all our domestic oil carriage. The Senate defeated Fannin's measure 60-27. Around the same time, the SIU helped defeat attempts to allow foreign vessels to carry LNG from Alaska to New England, ammonia from Alaska to the Pacific Northwest, and coal from Hampton Roads, Va. to New England. There has been relatively little action involving the Jones Act in the last year or so. But from ex­ perience, we can be sure that attacks on the Jones Act will continue to be a part of the SIU's political life. The SIU's job in protecting the Jones Act is simple. That is, keep on top of the daily legislative happenings in Congress. And if something comes up involving Jhe Jones Act, be ready to carry the fight to keep the law intact. [Next Month: The Jones Act and what we can expect involving this law in the future.] �|>;i6 Get ABji; ,}, Tickets ,1, The Harry Lundeberg-|^-School of Seamanship f "For a better job today, andjob security tomorrow." Recent Able-Seaman Class get together for a group shot after completing deck course at the Lundeberg School. Kneeling from the left are: Wilbur McAllister, Bobby Riddick, Melvin DiBiasi, Jack Prichard and Don Shadrick, Standing from the left are: Craig Skerston, Augie Tellez, Jim Dawson, Andy Grimes, Griffith Mutton, David McCullough, Billy Edwards, James Price, Rod Clark, Steven Rainville, and Ray Waiters. 18 Get QMED Rating Posing in front of full scale ship's console at the Lundeberg Upgrading Center are, kneeling from the left: Craig Smith, Otis Sessions, William Sullivan, Steve Kues, Diogenes Santos, Bruce Williams, Conrad Taylor, Robert Bunch and Oliver Myers. Standing from the left are: Theopolis Jordan, Thomas Conway, Erik Persson, Hanable Smith, Ross Hickenbotan, James McCrary, Paul Wolf, James Badgett and Chris Killeen. Couple of Cook and Bakers t t t t t t jl! Lifeboats [iT 111 A-w 111 Twelve SlU members gather for class shot after completing recent Lifeboat Course at HLSS. Front row from the left are: Santiago Cadiz, Bobby Riddic, Jack Prichard, Julio Mango and Vicente Guzman. Back row from the left are: Michael Warren, James Price, Francisco Orta, George Bradley, Peter Salzman, William Morris and Gary Pierce. Dozen LNG Upgraders Twefve Seafarers from a recent LNG Course at the Lundeberg School get together for photo after class. Seated left to right are: Pete Zukier, John McLaughlin, Howard Webber, Charlie Clausen and Scotty Byrne. Standing from the left are: Gregory Perez, Charles Boyle, A. R. Haskins, Thomas J. Thomas, Pete Dolan, Ramon Echevarria and Richard Williams. 17 Black Gangers in FOWT Course A recent FOWT Class, 17 Seafarers in all, pose for pix after completing this important black gang course. Front row from the left are: Martin Balagths, Steve Bov^en, Randy McDonnell, Victor Vasquez and Mario Vasquez. Stand­ ing from the left are Mickel White, Walter Deveraux, Bob Basher, Dave Seafarers Tim Dean, left, and Steve Hamilton congratulate each other after Mullenberg, Michael Capparo, George Castle, James Oliver, Ken Stratton, achieving their cook and baker endorsements at the Lundeberg School. f Jessie James, Leslie Gallo, Ray Browing and Scott Wilkinson. October 1977 / LOG / 29 �a Margarito Borja, 65, joined the SIU in the port of Seattle in 1956 and sailed as a fireman-watertender. Brother Borja sailed 26 years and during the Vietnam War. He received a 1960 Union Personal Safety Award for sailing aboard an acci­ dent-free ship, the SS Kyska (Water­ man), Seafarer Borja was born in Dalaguite, Cuba, P.I. and is a resi­ dent of San Francisco. Woodrow A. "Woody" Brown, 64, joined the SIU in 1946 in the port of New York sailing as an oiler. Brother Brown sailed for 32 years. He attended the 1971 Union Con­ vention and a Piney Point Educa­ tional Conference. Seafarer Brown is a World War II veteran of the U.S. Army. He was born in Dothan, Ala. and is a resident of Tampa, Fla. Theodore "Ted" Catharine, 65, joined the SIU in 1942 in the port of Galveston sailing as an OS.Brother Catharine sailed for 43 years. He was born in Texas and is a resident of Galveston. James H. Naylor, 55, joined the SIU in 1945 in the port of Philadel­ phia and sailed as a chief steward. Brother Naylor walked the picket line in the 1965 District Council 37 beef. He was born in Ft. Ogden, Fla. and is a resident of Coden, Ala. Vollie W. O'Mary, 60, joined the SIU in 1947 in the port of Mobile and sailed as a bosun. Brother O'Mary sailed 32 years. He is a World War II veteran of the U.S. Navy. Born in Alabama, he is a resi­ dent of Columbus, Miss. >(, "'f' N/* August F. Reich, 67, joined the SIU in the port of San Francisco in 1967 and sailed as a fireman-water­ tender. Brother Reich sailed 25 years. He was born in San Francisco and is a resident there. f John P. Zimmer, 67, joined the SIU in 1946 in the port of New York and sailed as a chief steward. Brother Zimmer sailed 31 years. He is a World War II veteran of the U.S. Army Infantry Corps. Born in St. Louis, he is a resident of New Orleans. fmiONCRS Miguel Salcedo, 59, joined the SIU in 1941 in the port of New York and sailed as a deck engineer. Brother Salcedo sailed 41 years. He was born in Puerto Rico and is a res­ ident of Catano, P.R. Morton Trehem, 60, joined the SIU in 1941 in the port of Mobile and sailed as an AB. Brother Tre­ hem sailed 32 years. He was born in Moss Pt., Miss, and is a resident there. Alan D. Williams, 59, joined the SIU in 1945 in the port of New York and sailed as a chief steward. Brother Williams sailed 35 years. He was. born in Cornwall, N.Y. and is a resi­ dent of Grayland, Wash. Insley W. Coffey, 56, joined the Union in the port of Houston in 1957. He had sailed as an oiler and fireman-watertender for the Lykes Brothers Steamship 'Co. in 1934. From 1935 to 1977, Brother Coffey sailed as a chief engineer for the G & H Towing Co. He was bom in Texas City, Tex. and is a resident of Galveston. Bennie W. Morgan, 65, joined the SIU in the port of Mobile in 1959 and sailed as fireman-water­ tender and in the steward depart­ ment. Brother Morgan is a 1958 graduate of the Andrew Furuseth Training School. He also attended a Union Educational Conference in Piney Point, Md. Seafarer Morgan is a World War II veteran of the U.S. Navy. A native of Jackson, Ala., he is a resident of Chickasaw, Ala. Cornelius C. Mahaney, 60, joined the Union in the port of Detroit in 1960 and sailed as an oiler and conveyorman. Brother Mahaney sailed for 40 years. He was born in Buffalo, N.Y. and is a resident of Toledo, Ohio. He played a key role in or­ ganizing the Boland fleet and also helped to organize other companies in 1960 and 1961. He now plans to do a lot of traveling. Baltimore Committee Smilin' Jack Caffey, N.Y. patrolman, (seated) takes time out from his payoff report to pose with the Ship's Committee of the SS Baltimore (Sea-Land) on Sept. 29 in Port Elizabeth, N.J. They are (I. to r.): Deck Delegate W. Kohut; Engine Delegate Fred W. Neil; Steward Delegate I. Goncepcion, and Recerti­ fied Bosun William Osborne, ship's chairman. 30 / LOG / October 1977 3m a: I I I I I I I I I I I I I I I I I I I I I L Jl I ^• Bruno Jack Woturski, 65, joined the SIU in 1946 in the port of Phila­ delphia and sailed as a bosun. Brother Woturski sailed 29 years. He is a World War II veteran of the U.S. Navy. Seafarer Woturski was born in Wilmington, Del. and is a resident of Philadelphia. Andrew J. Ewing, 62, joined the Union in the port of Mobile in 1957 and sailed as an engineer. Brother Ewing sailed 22 years for the Bay Towing and Dredge Co. and from 1974 to 1977 for the Radcliff Mate­ rials Co. He was bom in Gasque, Ala. and is a resident of Foley, Ala. Wilbert D. Goodwin, 64, joined the Union in the port of Baltimore in 1962 sailing as an AB-carpenter. Brother Goodwin sailed as a deck­ hand for the Norfolk Dredging Co. from 1955 to 1962, the Sheridan Transportation Co. in 1962, and for the Allied Towing Co. from 1968 to 1972. He was born in Cedar Is., N.C. and is a resident there. Walter T. Pachulski, 60, joined the Union in the port of Baltimore in 1956 and sailed as an oiler and engineer. Brother Pachulski sailed from 1937 to 1977 for the C. H. Harper Associates Co. He is a vet­ eran of the U.S. Navy in World War II. Born in Baltimore, he is a resi­ dent there. Henry D. Muzia, 65, joined the Union in the port of Milwaukee in 1962. He sailed as an oiler for the E. D. Gillen Co. from 1956 to 1976. Brother Muzia is a resident of Mil­ waukee. George W. Parkin, 62, joined the Union in the port of Philadelphia in 1961. He sailed as mate, captain, and first class pilot for 36 years. Brother Parkin sailed as a mate and master for the Graham Tugs Co. in 1941, Interstate Oil Co. from 1950 to 1951, as a captain for the Taylor and Anderson Co. from 1951 to 1962, and as a tug mate for the James McAllister Brothers Co. from 1973 to 1977. He also sailed for the Moran Towing Co. in New York, Wood Towing Co. in Norfolk, and for the S. C. Loveland Co. in Phila­ delphia. A native of Beaufort, N.C., he is a resident of Westville, N.J. 1 Change of Address Or New Subscriber I I I I I would like to receive the LOG—please put my name on your mailing list. (Print Information.) I I NAME I ADDRESS I I CITY STATE. ZIP. I I SIU members please give: I I I Soc. Sec. # ./ /__. Bk# I TO AVOID DUPLICATION: If you are an old subscriber and have a change I of address, please give your former address below or send mailbig-label from last issue received. I I ADDRESS I CITY i. STATE. ZIP. I I Editor, LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 �Core Trader Committee Legal Aid Notice to MonAors On SIA^mg Protoduro In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N,Y.—Schulman, Abarbanel & Schlesinger 350 Fifth Avenue New York. N.Y. 10001 Tele. #(212)279-9200 BALTIMORE, MD.—Kaplan, Heyman, Grecnberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore. Maryland 21201 Tele. #(301)539-6967 HOUSTON, TEX.—Combs, ' Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas & Bennett 101 East Kennedy Boulevard Tampa, Florida 33602 Tele. #(813) 223-3991 SAN FRANCISCO, CALIF.— Jennings, Gartland & Tilly Crocker Plaza 1 Post Street, Suite 2600 San Francisco, Calif. 94104 Tele, #(415) 781-1854 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213) 937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 OETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—Patrfcic H. Harrington 56 N, Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, III. 60603 Tele. #(312) 263-6330 When throwing in for work dur­ ing a job call at any SIU Hiring Hall, membei^ must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs siiall be given to all seamen who possess Lifeboatman eiidorsemeiit by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the .sole jiidgiiieiit of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. In for repairs last month at a Hoboken, N.J. shipyard is the ST Cove Trader (Cove Tankers) with the Ship's Committee of (I. to r): Chief Steward Ed John­ son, secretary-reporter; Deck Delegate Pete Sanchez; Bosun D. T. Ruiz, ship's chairman, and Steward Delegate Norman Evans. In Emergency Notify USPHS by Telegram Any Seafarer or Boatman who is taken to a ho.spital 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, when it comes time to pay the bill, there have been cases SEPT. 1-30 1977 ' Alpena Buffalo Cleveland when USPHS has refused to pick up the tab claiming they have no 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 calls. If you have no recourse, though, but to use tlie phone, you should make it a point to get the name, title and department of the person who handled your call. Wage checks are being held for Seafarers C. H. Lewis and William E. Hampson aboard the Manhattan Inland (North American Trailing Co.). They .should contact: James R. Gillespie, 228 N. LaSalle St., Chi­ cago, 111. 60601. TOTAL SHIPPED All Groups Class A Class B Class C All Groups Class A Class B Class C 0 1 0 Detroit Duluth 15 11 1 0 Totals 60 4 Frankfort Cfiicago Wages Held TOTAL REGISTERED 3 5 5 7 14 0 0 0 0 0 0 2 0 0 0 J"? DECK DEPARTMENT 11 12 13 5 9 6 37 21 15 5 114 49 9 14 ••REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 2 3 1 3 7 3 2 7 26 0 1 2 0 1 0 1 5 0 1 1 0 0 0 1 3 2 3 2 2 12 1 0 2 22 1 0 2 0 1 0 0 4 2 1 0 0 3 0 1 7 0 0 Q 0 0 0 0 0 0 0 0 5 0 1 0 6 0 0 0 3 0 0 0 3 0 0 0 0 2 0 0 2 4 4 4 28 2 2 0 44 98 14 1 11 22 4 3 1 56 68 16 7 1 12 12 0 0 48 60 3 0 4 2 0 1 6 ENGINE DEPARTMENT Alpena Buffalo 4 3 Cleveland Detroit Duluth 2 19 8 Totals 48 Frankfort Chicago 5 7 2 0 0 0 2 3 1 8 0 0 7 4 13 0 6 9 3 1 0 0 1 2 23 10 1 61 0 0 0 0 3 2 7 1 1 0 0 0 29 STEWARD DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 0 0 5 2 1 4 12 0 0 1 6 0 0 0 7 0 0 0 0 0 C 0 0 1 2 1 12 5 2 5 28 4 0 l 7 0 1 3 16 ENTRY DEPARTMENT Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Totals All Departments 3 2 0 28 8 6 3 H 4 10 27 6 7 3 0 4 0 5 2 0 1 50 68 12 170 87 13 203 94 8 *"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. October 1977 /LOG/31 �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Woikers of North America 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 Dispatchers Report for Deep Sea ViFPT 1^0 1077 I. I-OU, vy I I *TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 79 22 24 15 5 26 66 34 34 13 50 6 74 1 0 452 1 is 4 2 6 i 0 15 4 1 2 6 0 4 9 1 69 0 4 0 1 2 0 0 1 1 0 1 3 0 7 Q Q 20 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 65 9 I5 22 5 17 54 18 28 15 28 9 46 1 1 336 2 25 4 7 3 2 4 12 8 7 3 6 0 n 1 1 96 2 5 Q Q 1 0 0 0 1 0 0 5 1 4 0 0 19 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments 4 30 5 6 7 0 5 19 6 10 4 4 0 11 18 1 130 1 5 0 0 0 0 0 1 1 0 1 2 0 11 0 0 22 3 61 12 13 20 6 18 47 20 13 12 27 12 61 1 0 326 1 27 5 4 10 5 5 20 9 13 5 11 0 15 14 1 145 0 3 0 Q 1 0 0 0 0 0 0 4 2 5 0 0 15 SF 3 15 4 3 10 0 3 17 5 5 2 8 2 10 0 0 87 0 3 1 1 3 1 0 3 2 0 2 1 0 9 0 0 26 3 128 11 28 26 10 28 98 41 55 19 46 13 86 0 1 593 4 28 5 13 4 2 6 20 13 11 6 6 0 21 0 0 139 4 8 0 0 2 0 0 1 3 0 0 1 0 4 0 0 23 1 36 0 10 0 0 1 .40 0 25 0 0 2 64 0 15 0 0 6 15 7 4 10 33 21 17 5 20 3 21 0 0 199 1 2 1 0 1 5 2 2 0 2 0 5 7 1 39 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 6 15 14 7 8 30 17 21 5 22 5 35 0 0 226 9 4 4 3 4 27 8 6 1 8 4 20 33 2 158 0 1 3 0 0 1 1 7 6 9 0 3 0 0 31 7 18 22 7 27 60 27 34 7 22 7 52 0 0 356 1 2 2 1 2 6 3 6 1 3 0 6 0 0 48 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 ENTRY DEPARTMENT 2 35 4 59 3 46 1 41 8 98 8 126 9 13 3 2 8 24 10 20 3 17 6 25 0 0 177 8 13 10 1 9 43 26 19 6 18 5 31 47 1 300 0 9 5 0 1 5 3 16 9 23 1 18 0 0 139 7 27 4 3 15 49 16 34 3 16 18 30 0 0 264 18 22 10 1 12 60 18 19 7 12 10 29 1 1 326 2 16 5 1 1 9 6 13 4 13 1 40 Q 1 246 M64 M4 179 1,986 600 2M 997 433 ^ *"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. 32 / LOG / October 1977 7 153 18 48 25 12 43 127 42 52 22 74 18 131 1 0 773 STEWARD DEPARTMENT Port Boston New York 7 68 19 19 24 10 26 58 25 36 17 41 3 91 1 0 445 ENGINE DEPARTMENT Port Boston New York **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C BUFFALO, N.V 215 Essex St. 02111 (617) 482-4716 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.. 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) VI 3-4741 DULUTH, Minn 2014 W. 3 St.' 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main SI. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 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, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash. . . . . 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 3.3609 (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 deep sea A&G ports re­ mained from good to excellent in all areas. A total of 1,508 Seafarers shipped on SlU-contracted deep sea vessels. Of this number, 997 were full book men, while 443 were "B" seniority and 68 were "C" seniority. Shipping is expected to remain good in all areas. �dm. The San Francisco Story Union benefits are perhaps never more appreciated than M'hen they are put to work for the member who can no longer work himself. These Seafarers from the port of San Francisco can attest to that. At the September membership meeting in San Francisco, photos above, several retired members came to collect their first pension checks. Photo No. 1 shows new pensioner Jack C. Taylor; 2. SIU Headquarters Representative Steve Troy, center, congratulates two new pensioners at the same time, Margarito Borja, left, and August F. Reich; 3. Wilbur Sink flashed a big smile after rccching his first pension check at the meeting. In photos below, disability pensioners or other SIU members receiving in-hospital checks last month at the San Francisco U.S. Public Health Service Hospital, were also glad that they could count on their Union benefits when they really needed them. They are; 4. Gordon Chambers, 5. Dioscoro B. Militar, 6. Raymond J. Phillips, 7. Luke Camholi, 8. Candeliario Ramos, and 9. Patrick G. Fox. October 1977 / LOG / 33 �€ SEA-LAND EXCHANGE (SeaLand Service), August 7—Chairman, Recertified Bosun Perry Greenwood; Secretary E. Heniken; Educational Di­ rector George Renale; Deck Delegate J. McLaughlin; Engine Delegate A. Faria; Steward Delegate Robert Pimantal. $22.10 in ship's fund. No disputed OT. Chairman reported to crew on "Service" under the pension plan, as noted on page 28 in the Log. Urged all members to read the Log and all the interesting articles contained therein. Secretary reported that anyone who needs any benefit forms to call at the office. Educational director gave infor­ mation on the upgrading courses of­ fered by the Union and that all mem­ bers should take advantage of them as it means a better salary. It was also noted that a new walking lane was made at Hong Kong for the safety of the members. Observed one minute of silenee in memory of our departed brothers. Next port, Yokohama. PORT (Asbury Steamship), August 14—Chairman, Recertified Bosun J. C. Northcutt; Secretary D. Collins; Educa­ tional Director R. Davis; Deck Dele­ gate Carlo J. >iarino; Engine Dele­ gate C. W. Cunningham; Steward Dele­ gate Herlies A. Evans. Some disputed OT in deck department. Chairman re­ ports that the cook and baker, Louis Pinilla, was hospitalized in the Panama Canal Zone. Secretary reports that there were a good many back-dated Logs on board ship which provided ex­ cellent reading for everyone. A vote of thanks was given to the steward and chief cook for carrying on in fine SIU style without a cook and baker. Next port, Honolulu. ANCHORAGE (Sea-Land Service), August 21—Chairman, Recertified Bo­ sun Sven E. Jansson; Secretary C. White; Educational Director E. Neathery; Engine Delegate John J. Starr, Jr. $3 in ship's fund. No disputed OT. En­ gine delegate thanked the ship's chair­ man for his cooperation in getting a few problems settled in the engine room. One of the members complained about fumes from cargo placed up next to liv­ ing quarters. Suggested that it be placed forward away from crew. Report to Log: "Would like it if the bosun was commended for the good job he is doing on this ship." Observed one minute of silence in memory of our departed brothers. Next port, Elizabeth. CARTER BRAXTON (Waterman Steamship), August 7—Chairman, Re­ certified Bosun Richard Thoe; Secre­ tary J, Pursell; Educational Director J. Rogers; Deck Delegate Joseph Blanchard. No disputed OT. The crew and officers made a donation for the chief mate who passed away in Russia. Ob­ served one minute of silence in memory of our departed brothers. ST. LOUIS (Sea-Land Service), Au­ gust 7—Chairman, Recertified Bosun Donato Giangiordano; Secretary T. R. Goodman; Educational Director F. Horn. $62 in ship's fund. No dis­ puted OT. Chairman discussed the re­ pair list, the drug problem and the importance of donating to SHAD. Sec­ retary Theodore R. Goodman in a fare­ well speech thanked his department and crew for 14 months of a beautiful friendship and good sailing without a major beef. Educational Director Fred­ die Horn is doing a fine job keeping the crew up-to-date on ship literature. All communications received were read and posted. A vote of thanks to the steward department for a job well done. 34 / LOG / October 1977 TRANSCOLORADO (Hudson Waterways), August 21—Chairman, Recertified Bosun Ted Tolentino; Sec­ retary Ceasar F. Blanco; Educational Director Francis Sylvia; Deck Delegate Walter Olivera; Engine Delegate Stan­ ley Phillips; Steward Delegate John Shaw. $14.50 in ship's fund. No dis­ puted OT. All communications re­ ceived were read and posted. Chair­ man advised all entry rating men to upgrade. Discussed the importance of donating to SPAD. Observed one min­ ute of silence in memory of our de­ parted brothers. THOMAS JEFFERSON (Waterman Steamship), August 28—Chairman, Recertified Bosun Glen Stanford; Sec­ retary Bill Kaiser; Educational Direc­ tor Lyle Clevenger; Deck Delegate James S. Rodgers; Engine Delegate Efraim Garcia; Steward Delegate John­ nie H. Green. No disputed OT. Chair­ man reports that this has been a good trip. Engine Delegate Efraim Garcia says that new gaskets should be put on watertight doors aft of galley and messhall as it is unsafe to walk in water to get to the messhall or galley. Next port, Boston. yUOlo): STONEWALL JACKSON (Water­ man Steamship), August 21—Chair­ man, Recertified Bosun Carl Lineberry; Secretary J. Gonzales. Some disputed OT in the engine department. Secretary reported that the launch service is very inconvenient in Bombay. The Log was received in the Persian Gulf. All com­ munications received were read and posted. Observed one minute of silence in memory of our departed brothers. ULTRAMAR (Apex Marine) Au­ gust 28— Chairman, Recertified Bosun N. F. Beavers; Secretary E. W. Lambe; Educational Director G. Thompson. No disputed OT. Secretary, E. W. Lambe discussed with the crew the im­ portance of going to upgrading school at Piney Point. Also the importance of SPAD. A vote of thanks to the steward department for a job well done. Next port in Turkey. VANTAGE DEFENDER (National Transport), August 28 — Chairman, Recertified Bosun Raymond Hodges; Secretary C. Scott; Educational Direc­ tor Cooper. Some disputed OT in deck department. Educational director dis­ cussed the importance of donating to SPAD. Advised all to be careful going into tanks as the ladders are broken. A vote of thanks was extended to Ray Casanova, the baker, for the fine bak­ ing he has performed aboard ship; also to the steward department for their wonderful effort and good food. LONG BEACH (Sea-Land Service), August 7—Chairman, Recertified Bo­ sun B. R. Scott; Secretary W. J. Smith; Educational Director S. Green; Stew­ ard Delegate John R. Tilley. $19 in ship's fund. No disputed OT. Chair­ man reported that SIU Representative George Ripoll was aboard ship in Eliz­ abeth and informed the crew of LNG ships and LNG Program. Also dis­ cussed the new pension plan. A vote of thanks to the steward department for a job well done. Next port Long Beach. MEMBERSHIP MEETINGS' SCHEDULE Port New York Philadelphia Baltimore Norfolk Jacksonville Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jersey City Date Nov. 7 Nov. 8 Nov. 9 Nov. 10 Nov. 10 Nov. 11 Nov. 14 Nov. 15 Nov. 16 Nov. 17 Nov. 21 Nov. 25 . Nov. 12 Nov. 10 Nov. 19 Nov. 15 Nov. 15 Nov. 16 Nov. 18 Nov. 17 Nov. 14 Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m 2:30p.m. — — — — 2:30 p.m — — UIW 7: 00 p.m. 7:00 p.m. :G0 p.m. 7: 00 p.m. 7: 00 p.m. 7:00 p.m. 1:00 p.m. OVERSEAS JUNEAU (Maritime Overseas), August 21—Chairman, Re­ certified Bosun Pablo Barrial; Secretary J. D. Reyes; Educational Director Car­ rol P. Boudreaux; Deck Delegate Ed­ ward Adams; Engine Delegate Albert W. Funk; Steward Delegate Henry Christian. $63 in ship's fund. No dis­ puted OT. Captain David Baldick gives a lecture and instruction on lifesaving and on the firefighting equipment every week at the fire and boat drill. All ships should have this. NEWARK (Sea-Land Service), Au­ gust 7—Chairman, A. Vilanova; Sec­ retary L. Crane; Educational Director R. Coleman; Deck Delegate R. Wood; Engine Delegate W. West; Steward Delegate D. King. $5 in ship's fund. No disputed OT. Chairman suggested that all members read the Log to keep informed on what is going on. A vote of thanks to the steward department for a job well done. Next port, Anchorage. BAYAMON (Puerto Rico Marine), August 19—Chairman, Recertified Bo­ sun Calixto Gonzales; Secretary J. Ross; Educational Director Stanley Gondzar; Deck Delegate Paul Butterworth. $33 in ship's fund. No disputed OT. Chair­ man held a discussion on the definition of "Service" under the pension plan. A vote of thanks to the crew for their be­ havior and to the steward department for a job well done. Observed one min­ ute of silence in memory of our de­ parted brothers. SEA-LAND TRADE (Sea-Land Service), August 17—Chairman, Re­ certified Bosun R. C. Meloy; Secretary Raymond P. Taylor; Educational Di­ rector R. Gallegos, Jr.; Deck Delegate Timothy J. Bolen; Steward Delegate Montgomery Martin. $80 in ship's fund. Some disputed OT in deck de­ partment. Chairman reported that all repairs are being completed. A vote of thanks to the steward department for a job well done. • it Official ship's minutes were also re-^^^ ceived from the following vessels: ROBERT E.LEE BORINQUEN BRADFORD ISLAND MARY FLOR OVERSEAS TRAVELER SUGAR ISLANDER SEA-LAND RESOURCE SEA LAND PRODUCER MONTICELI.O VICTORY ARECIBO TAMPA DELTA ARGENTINA JACKSONVILLE SEA-LAND GALLOWAY OAKLAND SAN JUAN BOSTON ACHILLES SEA-LAND ECONOMY COUNCIL GROVE OVERSEAS JOYCE MOHAWK ALLEGIANCE SEA-LAND MC LEAN COLUMBIA EAGLE TRAVELER OGDEN CHAMPION SEA-LAND CONSUMER MARYLAND SEA-LAND FINANCE V POINT JULIE I '; OVERSEAS VALDEZ AMERICAN EXPLORER POTOMAC OVERSEAS ARCTIC �Franklin W. Fyock, 53, died in the Seattle USPHS Hos­ pital on Sept. 3. Brother Fyock joined the SIU in 1948 in the port of Baltimore sailing as a l^ll FOWT and engine delegate. He sailed 31 years. Seafarer Fyock was a wounded veteran of the U.S. Army in World War II. Born in Baltimore, he was a resident of Seattle. Surviving is a sister, Mrs. John (Irene) M. Baerwald of Baltimore. Charles H. Hazelton, 61, died in the Seattle USPHS Hos­ pital Sept. 1. Brother Hazelton joined the SIU in the port of New York in 1959 sailing as a cook and purser. He sailed 37 years, part of that time on the Great Lakes and was also a former member of the NMU. A native of Port Jervis, N.Y., he was a resident of Seattle. Sur­ viving is his mother, Virginia of San Francisco. Jessie L. Jones, 56, died on Sept. 20. Brother Jones joined the SIU in the port of Norfolk and sailed in the steward depart­ ment. He sailed 16 years. Born in Ports­ mouth, Va., he was a resident there. Surviving are his widow, Ella and a sister, Mrs. Elizabeth M. Manzo of Portsmouth. Pensioner Ru­ dolph Karner, 73, died of lung cancer at home in Bergenfield, N.J. on Aug. 23. Brother Karner joined the SIU in the port of New York in 1951 and sailed as a chief pumpman. He sailed 32 year,-;, Seafarer Karner was also a machinist, welder and pipefitter. A native of Esto­ nia, USSR, he was a U.S. naturalized citizen. Internment was in Hackensack (N.J.) Cemetery. Surviving are his wid­ ow, Ludmilla, and a son, Michael. Pensioner Henry J. McCue, 65, died in the Boston USPHS Hospital on Sept. 17. Brother McCue joined the SIU in the port of Lake Charles, 'tjLa., in 1960 and sailed as a bosun. He served as ship's delegate. He was also a member of the Atlantic Fisher­ men's Union, which he helped to re­ organize. Seafarer McCue sailed 45 years. Born in Newfoundland, Canada, he was a resident of Woodbridge, N.J. He was a U.S. naturalized citizen. Sur­ viving are a son, Darrell, and three daughters, Mrs. Mary E. Green of Nor­ wood, Mass. and Baberta and Helen of Woodbridge. Raymond O. Brown, 64, died on Sept. 20. Brother Brown joined the Union in the port of Norfolk in 1960 sail­ - ^. ing as a chief stew­ • I ard. He sailed 24 years. Seafarer Brown was born in Massachusetts and was a resident of Jacksonville, Fla. Sur­ viving are his widow, Maymie; a son, Jerry and a daughter, Raye. Pensioner William F. Cogswell, 74, died of pneumonia in the New Orleans USPHS Hospital on Aug. 15. Brother Cogswell joined the SIU in 1947 in the port of Mobile sailing as a deck engineer. He sailed 41 years. Sea­ farer Cogswell was a veteran of the U.S. Navy in World War 1. He was born in Staten Island, N.Y. and was a resident of Mobile. Burial was in the Serenity Memorial Gardens, Mobile. Surviving is his widow. Flora Delia. Pensioner Francis B. O'Reilly, 73, died of pneumonia in Roosevelt Hospital, Edison, N.J. on Sept. 9. Brother O'Reilly joined the Union in the port of New York in 1960 and sailed as a deckhand, mate and tug dispatcher for the Penn-Central Railroad Co. from 1919 to 1970. Born in Jersey City,N.J., he was a resident of Edison. Burial was in Hillside Cemetery, Metuchen, N.J. Surviving are a son, Robert, and two daughters, Marie and Phyllis of Edison. Pensioner Freder­ ick Edwards, 76, passed away in the New Orleans USPHS Hospital on Aug. 13. Brother Edwards joined the SIU in the port of New Orleans ii in 1956 sailing in the steward department. He also sailed in the inland field. Born in New Orleans, he was a resident there. Surviving are a sister, Mrs. Alma M. Lewis, and a nephew, Robert Lewis, Jr., both of New Orleans. Patrick J. Carey, 51, died on Aug. 30. Brother Carey joined the Union in the port of Detroit in 1964 sailing as an AB for the Boland & Corne­ lius Steamship Co. and Pringle Barge Co. He sailed 22 years. Born in Detroit, he was a resident there. Surviving is his mother, Anne of Detroit. Arthur V. Trotter, / , 51, died of a heart ' ^ - f attack on the Matadcll of! Lisbon, Portugal on Sept. 2. Brother Trotter joined the SIU in the A . port of San Francis­ co in 1968 and sailed as a bosun. He served as ship's chair­ man. He sailed 24 years. Seafarer Trot­ ter was a veteran of the U.S. Navy in World War 11. Born in Kansas, he v^as a resident of San Francisco. Surviving are his widow, Maxine; a daughter, Mrs. Laura Bridges of Joplin, Mo., and a stepdaughter, Mclanie Crawford. William E. "BiU" Nordland, 53, died on Aug. 30. Brother W, Nordland joined the J|HPi|^ \ ' .f-N; 4 New York in 1953 and sailed as a OMED and ship's ' delegate. He sailed 39 years. Seafarer Nordland worked for the Union in an organizing drive in Santurce, P.R. in 1962 and in 1964. He also attended the HLSS in 1972. He was a veteran of the U.S. Navy in World War II and was an amateur oil painter. Surviving is a cousin, Edwin, of Philadelphia, Pa. Pensioner Allan G. Reese, 84. died in the Baltimore V ^ USPHS Hospital on Aug. 26. Brother Reese joined the SIU ' in 1942 in the port H of New York sailing as a chief steward. He sailed 46 years. Born in the British West Indies, he was a U.S. naturalized citizen and a resident of Baltimore. Sea­ farer Reese was a veteran of the U.S. Army in World War 1. Surviving are his widow, Bella, and a niece, Mrs. Mary E. Wilson. John Kordis, 62, died on Sept. 1. Brother Kordis joined the Union in the port of Detroit in 1960, sailing as a conveyor man for the American Steamship Co.'s SS Buffalo and the MV Diamond Alkali from 1974 to 1976. He sailed 31 years. A native of Windber, Pa., he was a resident of Curtic, Ohio. Surviving is a son, John, of Curtic. e/' •\ SIU pensioner Sydney P. "Aussie" Shrinipton, 71, died of a heart attack in .:r Durham, N.C. on Aug. 6. Brother Shrimpton joined the SIU in 1942 in the port of Boston. He sailed 53 years, 34 as a chief steward. Seafarer Shrimpton also walked the picketline in the 1965 District Council 37 beef. Born in Australia, he was a resident at his death of the blue gra.ss country in Wilmore, Ky. Steward Shrimpton was also an avid collector of U..S. and foreign gold coins. At one time he was a journalist. Surviving is his son. Dr. Philip F. Shrimpton, D.V.M. (Doctor of Veterinary Medi­ cine) of Wilmore who specializes in the breeding of cattle. He won a four-year SIU scholarship in 1967. Cremation took place in the Triangle Crematory, Chapel Hill, N.C. Pensioner Alberto Trevino, 81, died in Miami, Fla. on Sept. 13. Brother Trevino joined the SIU in 1948 in the port of New York sailing as a cook. He was born in Tampa, Fla. and was a resident of Miami. Surviving are a daughter, Mrs. Adelaida Gonzales of the Bronx, N.Y., and two sisters, Elisa and Esperanza, both of Miami. t Milton R. Isaacs died on Aug. 22. Brother Isaacs sailed with the SIU from 1962 to 1968. He was a resident of New Orleans. Andrew J. Blackmon, 34, died on Aug. 19. Brother Blackmon joined the SIU in the port of New Orleans in 1966, the year he gradu­ ated from the Andrew Furuseth Trainee School there. In 1968, he grad­ uated from the HLSS in Piney Point, Md. Seafarer Blackmon sailed as a wiper and OS. He had two years of jun­ ior college studying forestry and was a veteran of the U.S. Marine Corps. And he also worked as a welder for the Alabama Dry Dock Co. in Mobile in 1965. Born in Greenville, Miss., he was a resident of Long Beach, Miss. Surviv­ ing are his grandmother, Mrs. L. A. White of Natchez, Miss., and a brother, Andre of North Hollywood, Calif. Pensioner Carl Ernest, 70, died of a heart attack in Co­ lumbia Memorial Hospital, Hudson, N.Y. on Aug. 25. Brother Ernest joined the SIU in the port of New York in 1956 sailing as a chief steward. He sailed 27 years and during the Vietnam War. Seafarer Ernest walked the picket line in the 1961 Greater N.Y. Harbor beef and the 1962 Robin Line strike. He was a veteran of the U.S. Army Engineer Corps. A native of Germany, he was a U.S. naturalized citizen and a resident of Germantown, N.Y. Crema­ tion took place in Cedar Hill Cremato­ rium, Newburgh, N.Y. Surviving are a brother, Walter of Mainz, West Ger­ many; a nephew, Klaus, also of Mainz, and a cousin, Mrs. Marie Nau of Schen­ ectady, N.Y. Pensioner Enrique ^ N. Con.stantino, 72, , died of pneumonia • " in the Chalmette (La.) General Hospital on Aug. 31. Brother Constantino \ joined the SIU in """ -" 1948 in the port of New York sailing as a BR. He sailed 28 years and attended Piney Point Pen­ sion Conference No 5 in 1970. A native of Manila, P.I., he was a resident of Chalmette. Internment was in Mem­ orial Gardens Cemetery, Chalmette. Surviving are his widow, Josephine; two sons, Enrit|ue and Louis, and a sisterin-law, Mrs. Gloria Pantingo of Chal­ mette. August F. Thoinpson, 60, died aboard the SS Del Sol (Delta Line) be­ tween New Orleans and Pensacola, Fla. on Sept. 23. Brother Thompson joined the SIU in the port of New York in 1959 and sailed as a FOWT. He was a veteran of the U.S. Army in World War 11. Born in Louisiana, he was a resident of Baton Rouge, La. Sur\'iving are his mother, Barbara, of Goodbee, La.; a brother, Alton, and a niece, Mrs. Bar­ bara T. Davis, both of Baton Rouge. Glen Jamc.s, 34, died recently in a Baltimore auto accident while of! duty from the SS Carolina (Puerto Rico Ma­ rine). Brother James joined the SIU in the port of New York in 1964 and sailed as an AB. He graduated from the Andrew Furuseth Training School, Brooklyn, N.Y. in 1966. Seafarer James was born in New Orleans and was a resident of Gardena, Calif. Surviving are his widow, Lois, and his mother, Bernice of New Orleans. October 1977 / LOG / 35 �-r,7 Lundeberg Upgrading Schedule Thru 1978 rm. m m . « • V H 1 "W 1 Af _ _ _ 1 . _ fl * J_ _ • J ^ K-^ W A fa M «M i Below is a complete list of all upgrading courses, deep-sea, inland, and Great Lakes, offered at the Lundeberg School in Piney Point, Md. Also included is the starting dates for these courses for the remainder of 1977 and all of 1978. SlU members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will publish in advance any such changes. Deck Department Courses Course Name Starling Dales ABLE SEAMAN Oeloh. r 27, 1977 Nov. 23, 1977 Jan. 19, 1978 March 2, 1978 April 17, 1978 May 25, 1978 July 6, 1978 Aug. 17, 1978 QUAKTEBiM ASTER None Presently ScliecliihMl TOW BOAT OPERATOR (WcKlcrii Rivers) Feb. 20, 1978 May 29, 1978 TOWBOAT OPERATOR Oct. 31, 1977 March 20, 1978 June 26, 1978 (Inland Waters) TOWBOAT OPERATOR (Not More than 200 Miles Offshore) Oct. 31, 1977 March 20, 1978 June 26, 1978 MATE & MASTER Sept. 4, 1978 FIRST CLASS PILOT None Presently Scheduled VESSEL OPERATOR MANAGEMENT AND SAFETY PROGRAM Nov. 6, 1978 Dec. 4, 1978 Starting Sept. 1, 1977, Lifeboatnian classes will begin every two weeks right through Dee. 21, 1978. LIFEBOATMAN TANKERMAN Steward Department Courses Course Name Starting Dates CHIEF STEWARD Nov. 10, 1977 Dec. 22, 1977 Feb. 7, 1978 March 23, 1978 May 4, 1978 June 15, 1978 July 27, 1978 Sept. 7, 1978 CHIEF COOK/TOWBOAT COOK Nov. 25, 1977 Jan. 12, 1978 Feb. 23, 1978 April 6, 1978 May 18, 1978 June 29,1978 Aug. 10, 1978 Sept. 21, 1978 COOK & BAKER Starting Sept. 15, 1977, Cook and Baker classes will begin every two weeks until Jan. 19, 1978. Then starting Jan. 26, 1978, the classes will begin every two weeks running right through lo Oct. .5, 1978 ASSISTANT COOK Oct. 27, 1977 Dec. 8, 1977 Jan. 26, 1978 March 9, 1978 April 20, 1978 June 1, 1978 July 13, 1978 Aug. 24, 1978 Starting Sept. 1, 1977, Tankerinan classes will begin every two weeks right through Dec. 21, 1978. Engine Department Courses Cour.sc Name FIREMAN, OILER, Starting Dates WELDING Nov. 28,1977 Dec. 27, 1977 Feb. 6, 1978 March 6, 1978 April 17, 1978 May 15, 1978 June 12,1978 July 24, 1978 Aug. 21, 1978 Sept. 18, 1978 Qualified Meniher of the Engine Department (QMED) Jan. 2, 1978 May 22, 1978 DIESEL ENGINEER .Jan. 16, 1978 July 24, 1978 Jan. 5, 1978 WATERTENDER (FOWT) March 16, 1978 April 13, 1978 June 22,1978 July 20, 1978 Oct. 2, 1978 LIQUIFIED NATURAL GAS (LNG) Nov. 15, 1977 Feb. 6, 1978 May 15, 1978 Aug. 21, 1978 MARINE ELECTRICAL MAINTENANCE Nov. 28, 1977 April 10, 1978 PUMPROOM OPERATION AND MAINTENANCE Oct. 17, 1977 Aug. 28, 1978 AUTOMATION March 6, 1978 MAINTENANCE OF SHIPBOARD REFRIGERATION SYSTEMS May 22, 1978 For further information regarding the courses offered at the Lundeberg School, members should contact their local SlU rep­ resentative, or write to the Lundeberg School Vocational Education Department, Piney Point, Md. 20674. 36 / LOG / October 1977 �rgmrmix John Hasson Seafarer John Has son J 23, has been shipping with the SIU ever since he graduated from Lundeherg School Trainee Program in 1972. Just last year, Hasson returned to Finey Point to up­ grade to AB. He also has lifeboat, firefighting and cardio-pulmonary resusci­ tation cards. Brother Hasson was born in Washington, D.C. and raised in Maryland where he now lives. He ships from the port of New Orleans. Steve Williams Seafarer Steve Williams, 24, first sailed with the SIU in 1975 after grad­ uating from the Trainee Program at the Lundeberg School. He began sailing as steward utility, but later up­ graded to FOWT. He also earned his cardio-pulmonary resuscitation card and his lifeboat and fire fighting tickets. Born in Jacksonville, Fla. Brother Wil­ liams was raised in Mc Calenny, Fla. where he still lives. He ships out of the port of Jacksonville. Robert Jones Seafarer Robert Jones, 23, has been an SIU member since he graduated from the Lundeberg School in 1975. He has earned his life­ boat, firefighting and cardio-pulmon­ ary cards and is now sailing as FOWT. Brother Jones was born and raised in San Francisco, but resides in Daly City, Calif. He ships out of the port of San Francisco. Worcester Johnson, Jr. Seafarer Worces­ ter Johnson, Jr., 21, began shipping as a messman when he joined the SIU in 1975 after graduat­ ing from the Lunde­ berg Trainee Pro­ gram. He later re­ turned for his FOWT ratings and now holds his life­ boat, firefighting and cardio-pulmonary resuscitation cards. Brother Johnson was born, lives and ships out of the port of New Orleans. Roger White Seafarer Roger White, 24, sails as an FOWT in the engine department. He first went to sea in 1974, after grad­ uating from the Lundeberg School Trainee Program. He has obtained his firefighting and lifeboat tickets. And just recently during the "A" Seniority Program, he received his cardio-pul­ monary resuscitation card. Brother White was born in New Orleans, raised in Los Angeles, Calif, and now resides in Ocean Spring, Miss. He ships out of the port of New Orleans. Jim Mc Crary Seafarer Jim Mc Crary, 22, started sailing as an assist­ ant cook with the SIU after graduat­ ing from the Lunde­ berg School T rainee Program in 1974. He returned to the School in 1975 for FOWT endorsement and now sails as a fireman-oiler. Just recently, Mc Crary completed the courses for QMED. He now holds his lifeboat and firefighting tickets, as well as his cardio-pulmonary resuscitation card. Brother Mc Crary was born in Fort Worth, Tex. and raised in Dallas where he now resides. He sails from the port of Houston. Joseph Recile Seafarer Joseph Recile, 32, has been an SIU member since 1965 when he started shipping as ; an OS. He has since upgraded to AB and works in the deck department. Recile obtained his lifeboat, firefighting and cardio-pul­ monary resuscitation cards. Born in New Orleans, Brother Recile lives in Independence, La. and ships out of the ports of New Orleans and Jacksonville. Robert Rush Seafarer Robert Rush, 18, has been shipping with the SIU since he at­ tended the Lunde­ berg School in 1975. While in Piney Point, he J I earned .his high F % r- school equivalency diploma and also received his firefight­ ing and lifeboat tickets. He later re­ turned for his FOWT rating. During the "A" Seniority Program he earned his cardio-pulmonary resuscitation card. Brother Rush was born and raised in Buffalo, N.Y., but now lives in Detroit, Mich. He ships out of the ports of New York and Detroit. Erik Persson Seafarer Erik Persson, 25, began shipping with the SIU when he com­ pleted the Harry Lundeberg Trainee Program in 1974. Since then he has returned to Piney Point to attend the QMED Program. He has earned his firefighting, lifeboat and cardio-pul­ monary cards. A native of Maine, Brother Persson lives in Seattle, Wash, from where he ships out. Tom Zien Seafarer Tom Zien, 22, started shipping with the SIU in 1975 after graduating from the Lundeberg School. He earned his AB ticket at Piney Point in 1977. He has . 4^1 also received his lifeboat and firefighting tickets. While taking the "A" Seniority Upgrading Program he also earned his cardiopidmonary resuscitation card. Brother Zien was born and raised in Wisconsin and ships out of the port of New York. Thomas Conway Seafarer Thomas Conway, 24, has been a member of the SIU since 1969. Since then he has upgraded at the Lundeberg School and now holds his A B ticket as well as ^ his QMED any rat­ ing. He also earned his firefighting, life­ boat and cardio-pulmonary resuscita­ tion cards. A native of Baltimore, Brother Conway now lives in San Juan, P.R. and ships out of that port. Jose E. Del Rio Seafarer Jose E. Del Rio, 34, has been a member of the SIU since 1972. Just this year he went to the Harry Lundeberg School for some upgrading courses and came away with his fire­ man-oiler, electrician and deck engi­ neer endorsements. In addition he has earned his lifeboat, firefighting and cardio-pulmonary resuscitation cards. A native and resident of Puerto Rico, Brother Del Rio sails from the port of New York. Alcoholism is o disease. It can be treated. Connecticut Committee Early this month at Stapieton Anchorage, Staten Island, N.Y., SIU Patrolman Teddy Babkowski (seated) is with the Ship's Committee of the ST Connecticut (Ogden Marine). They are (I. to r.): Recertified Bosun Horace B. Rains, ship's chairman: Engine Delegate A. Melanson; Steward Delegate L Lopez; Chief Steward Sam Brown, secretary-reporter, and Deck Delegate Leonard Maham. October 1977 / LOG / 37 �5!M» Have ll«mafe«l SiKNI or More To 8I*AII Since Begiiiiiliig of *71 K The following Seafarers and other concerned individuals, 596 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our fob security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most elective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Twenty-two who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, seven have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Abadi, H. Abobaker, F. Adams, P. Adams, W. Adamson, R. R. Adium, M. Air, R. N. Alderson, S. Algina. J. AIi,A. Allen, J. Albaj, Y. Almuflichl, A. Alradi, M. Anders, T. Anderson, A. Anderson, A. Anderson, R. Antici, M. Aqular, J. Aquino, G. Arle, J. Aspseter, H. Aumiller, R. Avery, R. Babkowski, T. Badgett, J. Bakarich, P. Barroga, A. Barry, J. Bartlett, J. Bartlett, J. Bartlinski, J. Bauer, C. Baum, A. Beeching, M. Bellinger, W. Bennett, J. Benoit, C. Bensman, D. Bentz,H. Bergeria, J. Berglond, B. Ber!a-, R. Bigelow, S. Bishop, S. Blair, B. Blanco, M. Bland, W. Bluitt, J. Bobalek, W. Boland, J. Bonser, L. Booker, M. Borucki, J. Botana, J. Boudreaux, C. Bourgois, M. Boyle, D. Boyne, D. Bradley, E. Brongh, E. Brown, G. Brown, I. Brown, S. Browne, G. Bryan, E. Bryant, B. Bucci, P. Buczynski, J. Buffa, A. Bullock, R. Bui'ke, T. Burnette, P. Butts, B. Byrd, J. CalFey, J. Caga, L. Calefato, W. Callahan, J. Camaian, A. Camarillo, F. Camphell, A. Campbell, A. Campbell, A. Campbell, A. Campbell, W. Carbone, V. Castro, C. Cataldo, J. Cavanaugh, J. Celgina, J. Cheshire, J. Cinquemano, A. Cisiecki, J. Clark, R. Cofone, W. Colier,L., Ill Conklin, K. Conning, E. Conway, F. Cookmans, R. Cortez, E. Costa, F. Costango, G. Cousins, W. Cowan, T. Cresci, M. Cross, M. Cruz, A. Cruz, F. Cunningham, W. Curry, M. Da Silva, M. Dalman, G. Dammeyer, C. Danzey, T. Daradise, R. Dardcn, J. Dauocol, F. Davidson, W. Davles, R. 38 / LOG / October 1977 Horn, F. Howse, A. Hunter, W. Hurley, M. Hussain, A. lovino, L. Gallegos, P. Iverson, J. Galliam, R. Jacobs, R. Ganthier, C. Jackson, J. Garcia, R. Jansson, S. Gard, C. Japper. J. E. "•menj, C. Gaston, T. Johnson, D. Gavin, J. Johnson, R. Gentile, C. Johnson, R. Gimbert, R. Johnsted, R., Jr. Glidewell, T. Jones, C. Goff, W. Jones, R. Goldberg, J. Jones, T. Golder, J. Jones, W. Gonzalez, J. Jorge, J. Gooding, II. Juhasz, S. Goodspeed, J. Kahllo, R. Gorbea, R. Kastina, T. Gosse, F. Kauffman, R. Graham, E. KeUer,D. Graham, R. Kelley, E. Green, A. Greene, H. Kendricks, D. Grepo, P. Kenny, L. Grima, V. Keough, J. Guarino, L. Kerr, R. Guillen, A. Ketchbad, D. Hackenberg, D. Kingsley, J. Hagerty, C. Kirsch, J. Hale, E. Kitchens, B. Hall, K. Kizzire, C. Hall, L. Klavand, S. Hall,M. Klein, A. Ha!l,W. Knutsen, E. Hannibal, R. Koflowitch, W. Harildstad, V. Kouvardas, J. Hart, R. Kramer, M. Harris, E. Kwiatek, G. Harris, W. Kydd,D. Harris, W. Lambert, H. Haskins, A. Lang, R. Hatton, M. Lankford, J. Hauf, M. Larkin, J. Haynes, B. Lawrence, L. Heimal, W. Lawrence, R. Heniken, E. Lawrence, W. Heroux, A. Lee, H. Hersey, G. Lee,K. Hess, R. Legg,J. Hidalgo, M. Lelonek, L. HiU, G. Lennon, J. Hines, L. Lent, D. Holmes, W. Lesnansky, A. Homas, D. Lewis, L. Homayonpour, M. Libby,H. Hooker, G. Laes,T. SPAD Honor Roll Davis, F. Davis, J. Davis, J. Davis, L. Davis, S. Davison, J, Debarrios, M. Dechamp, A. Delgado, J. Delrio, J. Demetrios, J. Dembach, J. Diaz, R. Dickey, K. Diercks, J. DiGiorgio, J. DiPreta, J. Doak, W. Dolgen, D. Domenico, J. Domingo, G. Donovan, P. Downon, P. Drebin, L. Drozak, P. Drury, C. Dryden, J. Ducote, A. Ducote, C. Dudley, K. Dukel,P. Durden, D, Dwyer, J. Dyer, A. Edmon, F. Edmonds, F. Ellis, F. Eschukor, W. Escobar, C. Evans, M. Fagan, W. Fain, G. Falcon, A. Fanning, R. Farnen, F. Farrell, C. Faust, J. Fay, J, Ferguen, M. Fergus, S. Fester, M. Fgrshee, R. Firshing, W. Fischer, H. Fiune, V. Fletcher, B. Fletcher, F. Florous, C. Foley, P. Forgeron, L. Fosberg, W. Fox, P. Fraiices, H. Franco, P. Francum, C. Frank, S., Jr. Frederickson, E. Fuller, G. Furr, J. Forur;aw!-f. IH, Galjaghcr, C. Gallagher, L. $600 Honor Roll LUIedahl,H. Pomerlane, R. $400 Honor Roll Manuel, R. $300 Honor Roll Andersen, R. Curtis, T. Frounfelter, D. Quinfer, J. Richhurg, J. Romolo7v. Weaver, A. $200 Honor Roll Abas, I. Aronica, A. Bailey, J. Bernstein, A. Brand, H. Combs, W. Drozak, F. Ellis, P. Filippitti, L. Haggagi, A. Hall, P. Kerngood, M. Kozicki, R. McFarland, D. Moore, A. Pow, J. Sanchez, R. Seibel,E. Shields, J. Sholar, E. Stephens, C. Stewart, E. Lindsay, G. Lindsey, H. Logue, J. Loleas, P. Lomas, A. Lombardo, J. Lundberg, J. Lynch, C. Lyness, J. MacFadden, M. MaETudar, W. Maidonado, M. Malesskey, G. Mana, A. Manafe, D. Manen, J. Manry, L. Mansoob, A. Marchaj, R. Martin, T. Martinez, L. Martinussen, McCarthy, L. McCartney, G. McCartney, K. McCaskey, E. McClinton, J. McCorvey, D. McCuUough, L. McElroy, E. Mclleamey, B. McKay, D. McMahon, T. McMiUion,W. McNabb,J. McNally,M. McNeely, J. Mcaden, G. Mehert, R. Mesford, H. Mielsem, K. MiUer,D. MoUard, C. Mongelli, F. Monteton, H. Moody, O., Jr. Mooney, E. Morgan, J. Morris, W. Morrison, J. Mortensen, O. Mosley,W. Muniz, W. Munsle, J. Murray, G. Murray, J. Murray, M. Murray, R. Musaid, A. Mynes, A. Myrex, L. �Continued from preceding N^ib, S. Naji, A. Napoli, F. Nash, W. Nauarre, T. Neife, J. Nielsen, R. O'Brien, E. O'Brien, T. O'Donnell, J. Olds, T. Olson, F. Omar, Y. Facheco, E. Paladino, F. Papuchis, S. Paradise, L. Paschal, R. Patterson, D. Patton, S. Paulovich, J. Payle, M. Pecquex, F. Penry, R. Perez, J. Perez, L. Periora, J. Peth, C. Phillips, D. Picczonetti, M. Piper, K. Pollard, G. Pool, D. Powe, P. Praza, L. Prentice, R. Pretare, G. Prevas, P. Price, R. Primero, F. Prirette, W. Prott, T. Pulliam, J. Purgvee, A. Quinnonez, R. Quinones, J. Quintella, J. Quirk, J. Raineri, F. Rankin, J. Rattray, W. Reck, L, Reed, A. Reinosa, J. Reiter, I. Reyes, M. Rhoades, G. Richburg, J. Riddle, D. Ries, C. Ripoll, G. Rivera, H. Roades, O. Roberts, C. Roberts, H, Roberts, J. Robinson, W. Rodgers, J. Rodriguez, F. Rodriguez, R. Rondo, C. Rosenthal, M. Roshid, M. Roubek, J. Roy, B. Royal, F. Rudnickl, A. Rush, R. Ruzyski, S. Sacco, J. Sacco, M. Saeed, S. Salanon, G. Salazar, H. Saleh, H. San Fillippo, J. Sanchez, M. Santos, M. Schneider, H. Schov, T. Schuffels, P. Scott, C. Scully, J. Seabron, S. Seagord, E. Selzer, R. Selzer, S. Serall, R. Shabian, A. Shelley, S. Shellubrad, R. Shclton, J. Sigler, M. Silva, J. Silva, M. Simpson, S. Singleton, R. Sirignano, F. Smith, L. Smith, T. Smith, W. Snell, F. Snyder, J. Somerville, G. Sores!, T. Sovich, C. Spencef, G. Spencer, H. Stancaugr, R. Stankiewicz, A. Stearns, B. Stevens, W. StubbIetield,P. Stubblefird, B. Sulaiman,A. Sullins, F. Surrick, R. Swiderski, J. Tanner, C. Taylor, F. Taylor, J. Telegadas, G. Terpe, K. Theiss, R. Thompson, F. Tillman, W, Tobin, G, Tobio, J. Towsigmarf, A. Troy, S. Truenski, C. Tsminrx, L. Turner, B. Turner, L, Tutde, M. Ulrich,H. Underwood, G. Vanluyn, W. Vasquez, J. Velandra, D. Yelazsuel, W. Velez, R. Viles, J. Villanova, A. Vorchak, J. Vukmir, G. Walker, F. Walker, T. Wallace, E. Washington, E. Webh,J. Weber, J. West, D. Westbrook, A. L. Westerholm, G. Whitmer, A. Whitsitt,M. Widman, J. Wilbnm, R. Winiams,L. Williams, R. Williams, S. WUms,T. Wilson, C. Wilson, D. Wilson, J. Winder, R. Wingfield,P. Wolf, P. Wood, C. Woodhouse, A. Woody, J. Wooten, H. Worley, M. Worster, R. Yarmola, J. Yelland, B. Young, R. Zaiusky, S. Zaiusky, T. Zeagler, S. I SEAFARERS POLITICAL ACTIVITY DONATION ISPADI 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Date. S.S. No. Contributor's Name. : : V.V .Book No.. Address City .State . .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 I 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. Signature of Solicitor Solicitor's No. 1977 Port Arthur Middleton Committee At a payoff early last month at Pier 7 in Brooklyn, N.Y., the Ship's Committee of \he SS Arthur M/do'/efon (Waterman) posed for a group photo in the ship's messroom. Standing (I. to r.) are: Engine Delegate Napoleon Rivas, and Educational Director Heard P. Mullett. Seated (clockwise from left) are: Re­ certified Bosun Dan Dammeyer, ship chairman: Steward Delegate Murray Wilkerson; Chief Steward R. M. Boyd, secretary-reporter, and Deck Delegate Bill Penney. Vantage Defender Committee In for layup at the Seatrain Shipyard, Brooklyn, N.Y. early last month was the SS Vantage Defender (Vantage Steamship). Members of the Ship's Committee are (I. to r.): Deck Delegate S. Furtado; Chief Steward Charles Scott, secre­ tary-reporter; Steward Delegate Ray Casanova; Engine Delegate G. E. Dalman, and Recertified Bosun Raymond Hodges, ship's chairman. October 1977 / LOG / 39 �r' LOG filial Pt;hlicj(ion iif Ihc Scafari-rs it)tcrruti()n.il Uni<jn • Alldniic, (jiilf, Lakc^ and Inland Wdlci> Uislriii • Af- L-C(0 S8 ,o" OCTOBER T977 Scholarship Eligibility Requirements For Seafarers and Boatmen The four-year Scholarship Program and the tvroyear Scholarship Program are open to any Seafarer or Boatman who meets the following requirements: « a high school diploma or higli school equiv­ alency diploma. • at least two years of employment time on SIUcontracted ships or inland equipment. • 90 days of employment with SlU-contracted companies in the previous calendar year and one day in the six months immediately preceding the date of application. Seafarers, Boatmen Apply Now for Annual 5IU Scholarships If you've ever thought you'd like to go to college, you should find out about the Seafarers Scholarship Program. It could be just what you're looking for. The scholarships offered by this program are de­ signed jor Seafarers and Boatmen. When you apply for a scholarship, the other applicants are people just like you—Seafarers, Boatmen and Lakers who've been away from school for awhile. Many of them completed high school by passing GED exams. There's no age limit for the scholarship winners, either. So you don't have to be young and brilliant and a graduate of a fancy high school to get a scholarship through this program. Also, the scholarships can be pursued at any ac­ credited college or post secondary school in the U.S. or its territories. You choose the school and you choose what you want to study. Also, if you have money obligations and need to ship out from time to time, you can. You are given six years to complete a four-year college program and four years to complete the two-year program. Many Seafarers and Boatmen like yourself have won scholarships and are now going to college or vocational schools. Seafarer Pierangelo Poletti won his two-year scholarship when he was 34-years-old, after he completed the GED Program at the Lundeberg School. Brother detti was born in Italy and speaks English as a second language. Seafarer Bill Lopez is also a GED graduate of HLS. He won a fouryear scholarship. Brother Derke, a Laker, and Boat­ man Stephen Magenta are other four-year scholarship winners. Seafarer Jack Utz dropped out of school in the sixth grade. He earned a GED diploma, overcame a speech impediment, and acquired over 7,400 days of seatime before he decided to give higher education a try. Brother Utz won a two-year scholarship. All of these Seafarers are just like you—working men of many different ages and backgrounds. The Seafarers Scholarship Program gave them a chance to continue their education. It can do the same for you. The program offers two kinds of scholarships for Seafarers, Boatmen and Lakers; one (1) four-year award worth $10,000 and two (2) two-year awards, each worth $5,000. Try for the four-year scholarships if you want a college degree. If you would rather im­ prove your job skills or learn a shoreside trade, then the two-year scholarships are for you. But you should begin to get your scholarship ap­ plication ready now! It takes a few months to get everything ready on your application. For example, you need to take the SAT or ACT tests and have your scores put into your application. This test is only given on certain dates and it takes awhile for the scores to be returned. So don't delay. Deadline for receipt of completed appli­ cations is Apr. 1,1978. Write to the following address and ask for the Seafarers Scholarship Application: Seafarers Welfare Plan College Scholarship 275 20th St. Brooklyn, N.Y.11215 Or ask the Union representative in your port for the application. If you have any questions about the Scholarship Program, or if you need help in filling out your appli­ cation, contact Mrs. Margaret Nalen at the Harry Lundeberg School, Piney Point, Md. 20674. She'll be glad to give you any assistance you need. Dependents of Seafarers and Boatmen Are Eligible for 4 $10,000 Scholarships Pour scholarships are awarded each year to the dependents of Seafarers and Boatmen. These scholarships are worth $10,000 each. They are good for a four-year course of study at any ac­ credited college or university in the United States or its territories. These scholarships are open to: • dependents of members who have three years of employment time on SlU-contracted ships or inland equipment, with 90 days of employment in the previous calendar year and one day in the six months immediately preceding the date of applica­ tion. • dependents of deceased Seafarers and Boatmen who had made the employment requirement prior to their death. Furthermore, all dependents must be unmarried and less than 19 years of age at the time they apply. As with Seafarers and Boatmen, all dependents are ui^ed to write for their scholarship application immediately. Deadline for receipt of completed ap­ plications is Apr. 1. Write to: Seafarers Welfare Plan College Scholarship 275 20th St. Brooklyn, N.Y. 11215. � 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 October 1977 Description An account of the resource HEADLINES HOUSE PASSES THE FIRST WATERWAYS USER CHARGE BILL HOUSE DEFEATS OIL CARGO PREFERENCE BILL ST CANTIGNY CARRIES 1ST CRUDE FOR U.S. RESERVE RAIN DOESN’T DAMPEN SAN JUAN MEETING COAST GUARD PROPOSING NEW TANKER REGULATIONS ILA STRIKE EFFECTS CONTAINERSHIPS ON EAST AND GULF COAST AFTER ATTENDING HLS, NELSON BECAME MATE AT 22 UN SEA LAW CONFERENCE ENDS WITHOUT TREATY BIG OIL DEFEATS CARGO EQUITY BILL IN CONGRESS HOUSE APPROVES LOCKS AND DAM 26, VOTES USER FEE GOOD SAFETY HABITS CAN SAVE YOUR LIFE HLSS PLANS AB COURSE FOR LAKES MEMBERS FROM ECONOMY’S MINUTES: SAVED CUBANS IN DINGHY 6 DAYS SHIPPING ARTICLES: REQUIREMENTS FOR VESSELS INVOLVED IN THE VALDEZ OIL TRADE WATERWAYS USER CHARGE NEW SAILORS SNUG HARBOR TOO REMOTE WORKING TO EDUCATE AMERICA ON SEAPOWER SHIPPERS DON’T KNOW WHAT U.S. SHIPS HAVE TO OFFER SEAPOWER WILL SUFFER WITHOUT 9.5% OIL BILL A NEW AREA IN U.S. SEAPOWER-DEEP DEA MINING SOVIETS OUTNUMBER U.S. 4-1 ON HIGH SEAS ‘U.S. MUST MEET SOVIET CHALLENGE ON THE OCEANS’ AS ISLAND NATION, U.S. NEEDS STRONG NAVY MERCHANT MARINE PAVING THE WAY FOR MORE ENVIRONMENTAL DISASTERS IT’S A TOUGH JOB KEEPING IT ON THE BOOKS THE SAN FRANCISCO STORY 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 10/1/1977 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. 10 1977 Periodicals Seafarers Log