http://seafarerslog.org/archives/files/original/2141d0a9485eb44b27db38ade595fb9f.PDF 66ac96d2012d6b187a0325b4cc3a95dd PDF Text Text I •— " ' I Uni, Gulf, Lak '"land Wat AFTCITI^ .- ® S i ) S''s t ta - : i Ji • .. . •V'- !:i/.:, ,•: �New Owner to Fit Out SO-Job Atkinson Ann Arbor Railroad Car Ferries Mark 85th Year (On^Oct. J the Michigan Inter­ state Railway Co. took over opera­ tion of the SIU-contracted Ann Arbor car ferries. In the following article, we are providing our mem­ bers with a brief history of the Ann Arbor Railroad as well as the present status of the car ferries and their crews.} ferries belonged to a company with a colorful past. The Ann Arbor Railroad Co. has gone bankrupt and changed hands more often than most people can count. It began in 1893 when the company is­ sued its first annual report, naming Wellington R. Burt as its first president. This month marks the 85th anniver­ sary of the maiden voyage of the Ann Arbor Railroad Co.'s first car ferry. On Nov. 24, 1892, a wooden car ferry left the port of Frankfort, Mich., carrying four railroad carloads of coal. This was the first time railroad cars were trans- In the 1920s the Ann Arbor Railroad was purchased by the Wabash Railroad. The company filed for and remained in a state of bankruptcy from 1931 to 1942—and that wasn't the first time. In 1963, the Detroit, Toledo and Ironton Co. took over ownership of the Ann Arbor line and the railroad de­ clared bankruptcy again in 1973. This time, under the Railroad Re­ organization Act of 1973, the line was acquired by the state of Michigan and subsidized with state and Federal funds. In 1976, ConRail became the railroad's operator. ConRail is n quasi-Govern­ mental organization handling freight rail lines. It was responsible for 70 per cent of the railroad's operating costs, with the state of Michigan pledged to provide the additional 30 per cent. On Oct. 1, 1977, ownership of the car ferries officially changed hands one more time. On that date, the Michigan Interstate Railway Co. (MIRC) took over operation of the railroad and its two car ferries, the Viking and the Atkinson. ATLAK ported over a substantial body of water. The historic, inaugural run was not all smooth sailing, however. The ferry ran aground its first time out. The SlU-contracted M/V Viking and the M/V Arthur K. Atkinson weren't part of the original fleet of wooden car ferries. The Viking has been running since 1925 and the At­ kinson, which has been laid up for the last four years, dates from 1917. Both the wooden antiques and today's car Purchased by Waba.sh HP A Paul Hall u U Security in Education It ranks in importance and potential with some of the great breakthroughs that the SIU has achieved for this membership. Breakthroughs such as the establishment years ago of our welfare, pension and vacation plans. It involves our School in Piney Point. This month, the American Council on Education studied the Lundeberg Schoors upgrading program. The Council decided that nine of the upgrading courses—ranging from FOWT to Towboat Operator—were good enough to qualify for college credit. In other words, anyone who takes one of these nine courses can get anywhere from six to 1 8 credits toward a college degree in marine science. (Complete details can be found in a special four-page centerfold supplement in this issue.) I compare the accreditation of these courses to such landmarks as the establishment of our benefit plans because I believe it represents essentially the same thing for SIU members. And that is security. Consider this. Thirty years agd~our members were manning mostly Liberty ships and tramp freighters. We were a young organization fighting for sur­ vival. We wanted respect on the job and respect in our communities. More than that, we wanted to make the kind of money that would allow us to live respectably in this society. Each time we established one of our plans and made it work, we were one step closer to reaching these goals—one step closer to achieving a security we never before enjoyed. I believe that with the constant improvement in our plans and wages, we have long since achieved these early goals. Seafaring is a respected profession today. And our wages and benefit.s are comparable to that of any unionized worker in the country. MIRC signed agreements with the SIU and other unions affected by the transfer, insuring that the SIU crews would keep their jobs on the vessels. MlRC's stated intention is to take both the car ferries and the parent rail company and make them earn a profit. They plan to use Government subsidies to upgrade the line and to promote freight traffic on it. The newly-organized company also plans to put the Atkinson back into service. The ship has been laid up in need of repairs since 1973. A spokes­ man for MIRC said the car ferry con­ tinues to be laid-up because, "the states of Michigan and Wisconsin are still ne­ gotiating for funds to repair it." The Viking runs between Frankfort, Mich, and ports in Wisconsin. The fight to save the car ferries has been a long one. Everyone involved is hoping MIRC will succeed where the Ann Arbor's previous owners failed and keep the operation afloat. 50 More Jobs When the Atkinson fits out it will mean close to 50 SIU jobs, according to Detroit Port Agent Jack Bluitt. There are 28 on-vessel jobs. But, since the work schedule calls for 20 days on, 10 days off, more men will be needed to fill in for those who are off duty. Under the ownership transfer the 38-man crew of the Viking was given the choice of going with MIRC or "re­ tiring" with guaranteed full wage and fringe benefits from ConRail. This op­ tion is provided for under Title V of the Railroad Reorganization Act. It_ exists because of the difficulty of re­ training and relocating men in certain job categories. A 2% Cost of Living Adjustment will become effective on December 16, 1977 on all vessels signatory to the Standard Tanker & Freightship Agreements. The 2% increase shall be applied to the monthly base wages. Premium Overtime Rates, Overtime Rates, for work performed in excess of eight hours, Monday through Friday and on the Penalty Rates for work per­ formed on the watch below, Monday through Friday. The 2% increase shall also be ap­ plied to the vacation pay. The increase as applied to the va­ rious ratings will be printed in detail in the next issue of the Log. 4 2% COL Hike In Deep-Sea Contract However, we must face the fact that we are no longer working in the maritime industry of 30 years ago. Today, we are manning super automated cargo vessels 10 times the capacity of the old Liberties and at three and a half times the speed. We are manning supertankers that can hold the entire cargo of an old T-2 in just one tank and at double the speed. And we are manning these vessels in most cases with less people. In addition, we should realize that the struggle to maintain both our job structure and the level of income we have achieved is only a part of our present-day job. We must also prepare for the inevitable changes in our industry 10, 20 and 30 years from now if we expect to be around when that day comes. In this regard, I firmly believe that the key io success of this organization in the future is through education. And for SIU members education means the Lundeberg School. This is why I feel the accreditation of our most important upgrading courses for college credit by the American Council on Education is so mean­ ingful to us. It marks the coming of age of our School—a School that is not even 10 years old—a School that was literally built with the sweat and desire of SIU members. If you remember, the Lundeberg School started out strictly as a vocational facility for deep sea members. The first course we held there was lifeboat training. Since then, the School has grown to the point where all SIU members —whether deep-sea, inland or Lakes—can go there and upgrade to the top job in their respective departments. The School has also developed an academic program to help our members prepare for Coast Guard exams. And if they wish, there is a program that leads to a high school equivalency diploma. What I'm getting at is this. The level of security we achieve and maintain in the future depends on our ability to educate ourselves. Education will provide us with the means to learn the changing skills of a changing job in a rapidly changing industry. Education will enable us to recognize the social, economic and political problems that face our Union and our industry. And education will show us the way to cope with these problems. I believe that the mark of a good organization is the ability to accomplish the things necessary to survive. In the past, we survived only by action at the point of production—strikes, fights and brawls. These things, however, will no longer make it. Today, and in the future, we must use the means provided by education to survive and prosper. In brief. Brothers, education is our future. It is our security. 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. Brooklvn NY 11232. Publ shed monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 11, November 1977. '' i • • 2 / LOG / November 1977 �t -9 r Chofffcs Their Smokescreen Helped Defeat Corgo Etfuify Bill ,i Hall Assails Oil Biggies as Foes of U.S. Seopower SIU President Paul Hall delivered a hard-hitting speech before a jointly sponsored Navy League-National Mar­ itime Council Symposium in Detroit, Mich, on Nov. 3. In it he scored the multinational oil companies as "the most consistent and vicious opponents of efforts to strengthen the United States merchant marine and thus U.S. seapower." President Hall discussed the reasons for failure of the oil cargo preference bill, defeated by Congress in October. The bill would have required the car­ riage of up to 9V2 percent of U.S. oil imports on American flag vessels. Hall charged the multinational oil companies and a few "self-proclaimed interest groups" with creating an atmos­ phere of "unfounded charges" concern­ ing both the legislation and its sup­ porters. The bill's opponents could not attack the legislation itself, Hall said, because it was "so clear-cut and difficult to argue against." So allegations were made against members of Congress and President Carter. It was alleged that their support for cargo preference was given in exchange for financial or poli­ tical support. Hall quoted extensively from a White House paper that detailed the Presi­ dent's support for the modified cargo preference bill. He angrily accused the news media of down-playing Carter's support for the bill while publicizing charges of political payoffs. Some Grim Facts Hall, in deploring the dangers inher­ ent in a weak U.S. merchant fleet, cited the "grim facts" that continue to con­ front the maritime industry; "The U.S. merchant fleet is continuing to decline," he said. "The U.S. privately-owned fleet stands at a little over 550 vessels. We carry less than 3 percent of our total foreign commerce and 1 percent of our dry bulk imports." Of major importance is the need for creation of a national maritime policy. This should be a policy which would assure cargo for American-flagships and "provide successful support to the military should it be needed." The development of a maritime pol­ icy must come about through political initiatives and legislation. Hall said, be­ cause "... corporate America does not support... an American merchant fleet. Corporate America is an opponent of an appropriate seapower posture for this nation." To back up his attack on the multi­ national oil giants, Hall pointed out that these companies import 53 percent of U.S. oil on their own vessels. These Paul Hall ships have been registered in Liberia or Panama. This means that the oil com­ panies are making profits at the expense of jobs for American seamen. Oil Company Priorities Hall noted that the U.S. oil compa­ nies themselves admitted their priorities were neither America's national secur­ ity nor jobs for American workers. He cited a comment made by William P. Tavoulareas, president of Mobil Oil Corp. on a 1973 TV program about the energy crisis: "(If) I say to myself, I'm only going to be a good citizen -of one country," Tavoulareas said, "I'm no longer a multinational oil company." Hall reminded the audience that the Chamber of Commerce and the Na­ tional Association of Manufacturers had sided with the oil companies to de­ feat the cargo preference bill. "I think our society has a fundamen­ tal problem," Hall cautioned, "when the American corporate structure is in the position of frustrating efforts to strengthen any aspect of our national security." President Hall concluded his speech with the warning that "unless the Amer­ ican corporate community accepts its responsibility to make this country strong in every respect, unless there is a commitment from the industrial sec­ tor to use U.S.-flagships in a reasonable measure, we arc not going to have an adequate United States merchant ma­ rine." The SIU president was among a panel of speakers who addressed the conference's theme: "Maritime Strength: Our Cornerstone for Eco­ nomic Survival." Other panelists in­ cluded Dr. E. B. Potter, professor of history at the U.S. Naval Academy; Vice Adm. Ellis Perry of the U.S. Coast Guard, and W. J. Amoss, Jr., president of Lykes Bros. Steamship Co. 100 New ContractSf4J00 New Members Focus of UlVf Convention Progress in contracts and growth through organizing were the overriding themes of the 5th Quadrennial Conven­ tion of the United Industrial Workers of North America. The convention was held in the middle of last month at a New York area Hotel. The UIW is one of 29 aflSliates of the SIUNA. It's membership includes ship­ yard and other industrial workers. SIU Executive Vice President Frank Drozak, who is national director of the UIW, said that in the four years since the UIW's last convention, the Union had won 100 new contracts. He said that the UIW "has been able to provide our membership with real wage in­ creases, with improved vacation and more paid holidays, and with increased health, welfare and pension benefits." Drozak, who was unanimously re­ elected national director by the conven­ tion, also talked about the growth of the New Tugboat Mary Moran Moran of Texas has a new tugboat in its SW-contracted fleet in Port Arthur, The Mary Moran, a new 3,300 hp,, twin screw tug, came out of the J, McDermott Shipyard of Morgan City, La, in Septem­ ber, She brings new jobs to four SIU Boatmen who will do har­ bor work in Port Arthur on the new vessel. The tug will mainly be involved in shipdocking, The Mary Moran is also certified for ocean tow­ ing. organization. He said, "everywhere within our jurisdiction, new shops, large and small, have been organized." In all, the UIW has grown from 5,800 mem­ bers four years ago to over 10,000 today. The largest area of growth for the UIW has been achieved in the U.S. Vir­ gin Islands, where the UIW has organ­ ized over 3,000 workers. Felix Francis, area director of the UIW for the Virgin Islands, said that the UIW "has won 23 of 27 NLRB INDEX Legislative News Northern tier pipeline SIU in Washington Postal rates Great Lakes bills Page 5 Page 9 Page 6 Page 15 elections in St. Thomas and St. Croix." He added that 13 of the victories in­ volved Government employees and 10 of the victories came in private industry. Francis also noted that the UIW's sincere organizing efforts in the Virgin Islands has enabled the Union "to make big progress in our relationship with the workers." In wrapping up the two-day conven­ tion, Frank Drozak said, "I believe we have really progressed in the last four years as a labor organization representTraining and Upgrading 'A' seniority upgrading .. . Page 29 HLS courses and dates . .Page 37 Towboat scholarship .... Page 11 LNG training Page 14 Lakes AB course Page 31 Towboat advisory Board .Page 10 Union News President's Report Page 2 SPAD honor roll .... Pages 38-39 Headquarters Notes Page 7 Lakes Picture Page 8 Inland Lines Page 6 At Sea-Ashore Page 17 Brotherhood in Action ... Page 34 Membership News Upgraded to inland mate .Page 34 Former scholarship winner Page 35 Studies for diesel license .. Page 6 New pensioners Page 36 Final Departures Page 32 General News National unemployment .. .Page 8 Hall speaks in Detroit Page 3 Minimum wage Page 5 Ocean '77 speech Page 11 ARC treatment Page 15 Special Features Accreditation .Special Supplement Jones Act Page 16 Shipping Mary Moran Page 3 Aries Page 4 Car ferries Page 2 Ships' Digests Page 23 In New York harbor .. Pages 25-27 Dispatchers' Reports: Great Lakes Page 15 Inland Waters Page 35 Deep Sea Page 30 Better lifeboats Page 17 Know Your Company ....Page 12 Sonny Simmons Back Page Articles of particular interest to members in each area—deep sea, inland, Lakes—can be found on the following pages: Deep Sea: 4, 6, 14, 17, 23, 25-27, 29, 30 Inland Waters: 6, 10, 12, 14, 18, 34 Great Lakes: 2, 8, 15, 31, 35 ing industrial workers." He concluded by saying, "we now have a membership that wants to aid their Union in con­ tinuing to better our organization while bettering our livelihoods." Dock Strike Hearing End As this issue of the Log went to press, the International Longshoremen's As­ sociation was on the verge of voting on proposals for a new, three-year contract which would end the union's strike. An ILA spokesman said ratification of the contract was expected. The dockworkers strike, which has kept up to 35 SlU-contracted ships idle, has been a selective strike against automated container vessels. The strike began Oct. 1. Main issues in the walk-out have been job security and guaranteed annua! in­ come provisions. These would protect the longshoremen from loss of jobs, in­ come, welfare and pension benefits caused by increased use of container vessels. The proposed master contract would increase base wages from $8 to $10.40 an hour over a three-year period. The proposal also calls for increases in em­ ployer contributions for welfare and pensions. The ILA was reported close to a vote several times during the past month but disagreements arose. The South Atlantic and Gulf employers were reluctant to agree to contract pro­ visions which would make them re­ sponsible for guaranteeing income and fringe benefits if containerization should cut employment. The vote was put off so that a uni­ fied agreement could be reached. ILA president Thomas W. Gleason was quoted as saying, "We all went out to­ gether and we'll all go back together." November 1977 / LOG / 3 I �' iiSi : .,v •-Miv:- V • 2 ^ <1.1,, A view from the bridge of the Aries' deck. Oil from St. Croix will flow through this network of pipes and ultimately reach U.S. markets on the East Coast. I Aries Cefs 1st SlU Crew I Manned by her first SIU crew, the reactivated T-2 tanker Aries sailed from Jacksonville, Fla. on Nov. 12. She is newly operated by the SlU-contracted Apex Marine Corp. to carry oil on a three year charter from St. Croix, V.I. to the U.S. East Coast. She is a 24,000 dwt tanker with a 32-ft. draft. Her length is 600 ft. and her beam measures 75 ft. The Aries spent three months in the Jacksonville Shipyard being upgraded to ABS-Class I standards. Now thoroughly up-to-date, she is bringing more jobs for Seafarers and important cargo for America's energy needs. Three members of the Aries deck department are (I to r); T. R. McDuffi, AB, Steve Grisham, AB, and Butch Yanson, OS. Saloon Messman Steve Williams had a chance to look over the Log as the Aries waited to sail. 4 / LOG / November 1977 The stack of the Aries was about to smoke as the tanker waited in the Jacksonville Shipyard for her Nov. 12 sailing. The engine department includes these three oiler-maintenance-utilitymen (I. to r.): Charles Smith; Jerry "Reverend" Donobas, and Tony Parker. The Aries Ship's Committee got together with some SIU representatives from the Jacksonville Hall. They are (I to r); Chief Steward James Gillian, secretary-reporter; Tony Parker, engine delegate; Cliff Bellamy, steward delegate; Tony Aronica, SIU patrolman; Recertified Bosun Floyd Fritz, chairman; William Morris, SIU dispatcher, and T. R. McDuffi, deck delegate. ^ �r in SlUNA Gives United Support to Northern Tier Line The SIUNA has thrown its united support behind a proposal to build a 1,500-niile all-American pipeline to carry Alaskan oil from Port Angeles, Wash, to the northern tier States of Montana, the Dakotas, Wisconsin and Minnesota. In the past, these States have relied almost entirely on imported oil from Canada which will cut off its exports by 1981. In addition, the SIUNA is opposed to an alternate project to carry Alaskan oil to these States. It would be a Cana­ dian-American effort to build a 750mile pipeline across Canada to hook up with existing Canadian lines and go into the U.S. It would be built and main­ tained by Canadian labor. • Merle Adlum, president of the SIUNA-affiliated Inland Boatmens union of the Pacific, and vice-president of the International, outlined the SIUNA's position in testimony before the House Subcommittee on Special In­ vestigations of the Committee on In­ terior and Insular Affairs. Adlum said the SIUNA supports the Northern Tier project, as opposed to the Canadian alternate, because it would create significant employment for U.S. workers. He said U.S. employment would be augmented in the following ways: • Only U.S. owned, U.S. built, U.S.manned tankers would be used to carry the oil from Valdez to Washington as mandated by the Jones Act. This means shipyard and onboard jobs would open up for many U.S. workers. • The Northern Tier project is "allAmerican." It is located entirely within the U.S. so American construction workers would be hired to build the line from scratch. It is estimated that during two years of construction, 3,500 -A" ; -- Merle Adlum to 4,000 workers will be employed. • Once in operations, the pipeline will create some 500 permanent jobs. • It will insure that refinery workers and workers in related jobs in the north­ ern tier states will be able to keep their jobs. Adlum added that the Northern Tier pipeline would "stimulate the econo­ mies of communities along the route of the line, creating new jobs there as well." Adlum said the SIUNA was opposed to the alternate route because it would "use American tax and investment dol­ lars to stimulate employment in Canada instead of the U.S." He said the alternate route would "neither aid the American unemploy­ ment problem nor the U.S. balance of payments deficit." Adlum also noted that the all-American line "would be operational sooner than its competitor." Adlum concluded that the All-American route would "raise no national se­ curity questions or any foreign rela­ tions problems. Right-of-way permits would be handled only by the U.S. gov­ ernment rather than involving the com­ plex native claims which must first be settled by Canada before construction can get underway." Carter Inks $2.65 Minimum Wage; $3.35 in '81 Thanks to the AFL-CIO's vigorous efforts, 4.5 million low-paid workers will benefit from a new minimum wage bill signed by President Carter on Nov 2. This legislation raises the wage floor by more than 45 percent over the next four years. The first increase next Jan. 1 will hike wages from the present $2.30 an hour to $2.65. Subsequent in­ creases promise $2.90 an hour in 1979, $3.10 in 1980, and $3.35 in 1981. At the signing ceremony in the White House Rose Garden, President Carter termed the bill "a step in the right di­ rection." He added, "the overall impact of this bill is good" because it will put millions of dollars into the pay envelopes of America's lowest-paid workers. This, he predicts, will have a "very beneficial" impact on the nation's economy. Carter said the new minimum wage would help provide the unskilled with the necessities of life; further the cause of more equitable income distribution; strengthen democracy, and pump the economy. AFL-CIO President George Meany was asked to conclude the signing cere­ mony. He spoke of the need for mass purchasing power to sustain America's economy. "It is not enough for the peo­ ple in the upper brackets to be prosper­ ous," he stressed. Labor Law Reform The President's signature has marked a victory for organized labor. Now the quesiton is, will the Labor Law Reform Bill also be as successful? Both labor lobbyists and the Administration, which backs the bill, say the outlook for pas­ sage is good. This legislation would amend the Na­ tional Labor Relations Act of 1935. The intention of this Act was to protect the workers' rights to organize. It would: speed up representation elections; im­ pose more effective penalties on em­ ployers who break the law, and would establish machinery for quicker resolu­ tion of unfair labor practices for em­ ployers as well as workers. Among the key provisions of the bill are the following: • An expansion of the National La­ bor Relations Board from five to seven members to improve its ability to han­ dle a soaring easeload. • A limit on the time between the filing of an election petition with the NLRB by union organizers and the date workers may vote on whether they want a union. Now some employers managed to delay such elections indefi­ nitely or long enough to defeat the union. • Protection against being discharged illegally for union organizing activities. Workers so dismissed would be entitled to double back pay and job reinstate­ ment. • Penalties for employers who vio­ late an NLRB or court order permitting unionization. Such violators could be barred from Federal contracts for three years. • A wage settlement based on pre­ vailing rates to be imposed by the NLRB if an employer refuses to bargain a first contract with a newly established union. Organized labor has long sought these provisions, but as usual business inter­ ests are putting up a tough fight. This bill has generated one of the major labor-management battles of this year or any year. But despite the pressure from busi­ ness and industry, the House of Repre­ sentatives adopted the bill last month by a strong vote of 257 to 163. The Senate is not expected to vote until early next year. The outcome will have a sub­ stantial impact on the future of Amer­ ican industrial relations. SS Delta Brasii Minutes Tell About Burial-at-Sea Service Seafarers aboard the SS Delta Brasii (Delta Lines) gathered Oct. 16 to perform a special burial-atsea ceremony for Lewis Samuels Richards. To have his ashes scattered in the Gulf Stream was one of Rich­ ards' last wishes before he died in New Orleans on Aug. 26. The crew participated in these final rites, according to the Ship's Minutes of Oct. 16, as a personal favor to Richards' only child, Mrs. Lucille Richards Lane. She is the manager of Delta Steamship Lines Public Relations and Advertising Department as well as the editor of the Deta Digest. The following, which was at­ tached to the Ship's Minutes, was written by Mrs. Lane about her father: "He was a man of many parts, above all, a man of indom­ itable spirit. He was deterred by no odds, and there was no righteous cause that he might encounter to which he did not give his heart and arm. The course of his life was guided by ideals unlimited by considerations of nationality, creed or political persuasion. 'Per­ sonal gain' was a concept that was anathema to his beliefs and yet, in giving of himself he became a man of uncountable riches. His spirit is now united with that of his wife, Evelyn, who, in life, joined with him in his crusades and all endeavours." Burial Ceremony The burial ceremony included the reading of Richards' favorite poem, "When Earth's Last Picture Is Painted," by Rudyard Kipling. A few lines of this poem are: "When Earth's last picture is painted and the tubes are twisted and dried. When the oldest colours have faded, and the youngest critic has died, We shall rest, and, faith, we shall need it—lie down for an aeon or two. Till the Master of All Good Workmen shall put us to work anew." This was followed by the Ma­ sonic Burial Service and by the Burial-At-Sea-Scrvice as written in the Episcopal Book of Common Prayer. At that time Richards' ashes were cast onto the waters of the Gulf of Mexico to be carried forward into the Gulf Stream and beyond. The service was concluded with saying aloud the Lord's Prayer. Carter Pulls U.S, Out of ILO President Carter has pulled the United Stales out of the International Labor Organization (ILO). He said he did so because of "the organization's movement away from its accepted prin­ ciples and procedures." Carter said the U.S. will use other channels to advance the "high ideals and principles" that the ILO once rep­ resented. The President's move received the "firm support" of the AFL-CIO. The American labor movement ac­ tually helped found the ILO in 1919 under the League of Nations Treaty. It later became an agency of the United Nations. The ILO was originally intended as "a vehicle for worker-employer-Government cooperation to achieve inter­ national labor standards and protect human rights." However, according to a spokesman for the AFL-CIO, "the ILO in the 1970's was used as a political pawn by a Communist-Arab voting bloc that mustered enough 'Third-World' allies to jam through resolutions attacking Israel, seat Arab terrorists as 'observ­ ers' and ignore established fact-finding procedures." The spokesman also charged that "a blind eye was turned to abuses of worker rights in one-party nations." AFL-CIO President George Meany said that the American labor movement remains "ready to cooperate and to work with the free trade union move­ ments of the world, with our Govern­ ment and with management" to help put the ILO back on course. The U.S. withdrawal from the ILO could be a financial blow to the organi­ zation. America's annual contribution was $20-million, or about one fourth of the organization's total budget. November 1977 / LOG / 5 I �Great Lakes The U.S. Army Corps of Engineers has awarded another dredging contract to an SlU-contracted company in this area. The Great Lakes Dredge and Dock Co. will begin dredging the Cuyahoga River in Cleveland, Ohio this month. The job will involve three digging units and two tugs. It will provide work for about 3S SIU Boatmen, in all, over a three month period. Contracts like this are par^ of the Government's increasing reliance on private industry to carry out Federal dredging projects. JSorfolk Seven SIU Boatmen in this port just crewed the brand new 2400 hp. tug Petrel. She will work eoastwise in the ocean towing division of SlU-contracted Allied Towing. A new inland contract was also recently ratified in this port. SIU Boatmen with Cape Fear Towing in Wilmington, N.C. accepted a new two-year contract last month which will bring them higher wages and bigger pension benefits. Neic Orleans The SlU-contracted Dixie Carriers of Harvey, La. added a new tugboat and acquired several other pieces of equipment this month. The new boat is the 4,000 hp. Dixie Avenger. She has all the latest technical developments in tow­ ing vessels, including hydraulic ramps to hold the vessel in the notch and an elevated pilot house. She will push barges between the Lower Mississippi River and Florida. The other additions to Dixie's fleet are three towboats and 11 barges which were acquired from a non-SlU company. The boats are the Dixie King, Dixie Queen and Dixie Prince. They will push barges on the Intracoastal Waterway and the Ouachita River. Port Arthur^ Tex. Sabine Towing, an SlU-contracted company here, built and crewed a new harbor tug for its fleet. She is the 3,200 hp. tug Titan and carries a crew of five SIU Boatmen. Baltimore The International Longshoremen's strike against containships (which may soon be settled) slowed up inland trall'ic in almost all East Coast ports. But it took a big bite out of shipdocking crews in this port. Laid-otT crews at the SlUeontraeted Curtis Bay and Baker Whitely t(.)taled 35 Boatmen at the beginning of November. Philadelphia Two crews from Curtis Bay have been laid off here due to the ILA strike. Mobile SIU representatives from this port recently signed up another dredge under the SlU-eontracted fleet of Radcliff Materials. Tiie newly acquired dredge is the vfr. She adds 27 jobs in all for the SIU membership. Postal Bill Cleared in House of Representatives Committee .•\ bill vital to the survival of the labor press was cleared by a House of Representatives Conlmittee on Oct. 18. In a 19 to 4 vote, the House Post Ottice and Civil Ser\ ice Committee appro\ed H.R. 7700, the Postal Service .Act of 1977. The bill is. in general, an attempt to sohe the financial problems of the present postal system. The key section, as far as the labor press is concerned, is Section 3. This section establishes a fair system for de­ termining postal rates. The SIU strongly supports H.R. 7700. The bill aiso has the united sup­ port of the AFL-CIO and the Interna6 / LOG / November 1977 tiona! Labor Press .Association (ILFA), whicb includes the Log. The postal system's present financial problems have required stiff rate in­ creases in past years. Without H.R. 77OO. ILP.A Secretary-Treasurer Allen Zack said, "our rates could rise even more dramatically in the future. "Non-profit mailers cannot be in­ creasingly expected to bear the losses the postal service has accumulated in previous years," Zack added.' The bill's sponsors. Democratic Reps. James Hanley of New York and Charles Wilson of California, want the full House to consider the bill in its next session. The Senate has yet to act on the proposal. Dave Gerard studying for his Chief Engineer's License for diesel engines at the MEBA District 2 School of Marine Engineering and Navigation in Brook­ lyn. N.Y. He's a Gambling Man, but Not When It Comes to His Job Dave Gerard likes to think of himself as a gambling man. He's won some and lost some in Las Vegas, Lake Tahoe, Reno and Freeport. But there's one thing Dave Gerard never gambled with, and that's his career at .sea. When he started in the merchant ma­ rine, you probably wouldn't have bet a nickel on his chances of making it to the top. He was a 17-year old high school dropout when he took his first job as wiper on an SIU ship. But today at the age of only 43, he's studying for his Chief Engineer's License for diesel powered vessels. And right now, you'd be willing to bet your paycheck that he's going to make it. Although Gerard joined the SIU in 1951, he really didn't decide until 10 years later that the sea would be his career. In between, he served for three years in the Army. There he got his high school equivalency diploma. He also worked as a bartender, a truck driver and a salesman. But, says Gerard, "when I finally decided to stick with sailing, 1 felt I had the ability to get to the top." Gerard got his first big break in 1968. He says, "the SIU helped me get into MEB.A District 2's School of Marine Engineering and Navigation in Brook­ lyn, N.Y. From there, it was just a matter of applying myself to the course material." Gerard got his Third Assistant Engi­ neer's license that year. He moved up to Second and First Assistant Engineer at approximately two-year intervals. Then he achieved his Chief Engineer's license for steam powered vessels in 1976. All he has to do now is pass one more test and he's where he wanted to be— at the top. Brother Gerard has sailed on many T-2'S and other older class ships. He has some interesting advice for young people just starting out in the modern merchant marine. He says that young people "should look to the engine room for a career. The work on the ne(v automated vessels is becoming a lot more involved. It's technical work, it's delicate work, but it's challenging work." Gerard added that if a young person decides on the engine room "it's a good idea to get diesel experience." He ex­ plains that "because of the fuel situa­ tion, more and more of the new ships have fuel efficient diesel engines rather than steam." For young people undecided on what department to choose, Gerard advises, "if you have a feeling for electronics, then the engine room should be your thing." Brother Gerard has some thoughts about education, too. He says "unless the Government changes its attitude towards maritime. I foresee a decrease in deep sea jobs. And for the jobs that are available, you will have to be highly qualified to fill them." He also said, "no matter how good you think you are at a job, there's al­ ways room for improvement. I don't care how long I may be on a ship, I learn something new every day," Gerard, originally from Philadelphia, is married and has 2 stepdaughters and three grandchildren. He gives his wife. Arlene, a lot of credit for encouraging him to better himself in the maritime industry. When he is not at sea or playing some game of chance in Vegas or "Tahoe, he is home with Arlene in—where else— Atlantic City, which is soon to be the gambling capital of the East. Good luck! Alcoholism is disi 5^,7 It can be treated. �Sabine Organizing Drive Gears Up; 3rd Election in '78 The SIU is still pursuing its effort to organize the Sabine Towing and Trans­ portation Co. Inc. Union officials are hopeful the next organizing push will come soon. The Union hopes by the end of next year to conduct the third election in 10 years at Sabine. The company is one of the few deep sea companies still nonunionized. An election held in February of 1974 was the last time a vote was taken among Sabine workers who are cur­ rently members of the Sabine Inde­ pendent Seamen's Association (SISA), a company union. The vote to decide who would repre­ sent the 173 men who crew the seven tankers that travel between ports in the continental United States was a close one—91 for SISA; 82 for the SIU. (The National Martime Union also conducted an official organizing drive and were listed on the ballot, but didn't poll any votes.) The close 91-82 vote was heartening to SIU organizers as it doubled the num­ ber of votes the Union polled in the first representation election in 1967. Filed 172 Charges After the narrow defeat in '74, the SIU filed a total of 172 charges against Sabine accusing the company of unfair labor practices during the election. The National Labor Relations Board dis­ missed all the charges except one which said that Sabine denied SIU organizers access to their vessels. The Union appealed the Board's dis­ missal of the other charges and a deci­ sion on this appeal is expected soon. Charges and countercharges; appeals and counter-appeals; filings and crossfilings have kept the last election tied up in the course and the next election from being held. No date for a new round of balloting can be set until all the charges have been settled. Lawyers for the SIU said a new elec­ tion may be held during the summer or fall of 1978. Union organizers are hop­ ing for victory at the polls on that elec­ tion day. First Aquarius Crew in States Say LNC AOK The original SIU crewmembers of the LNG Aquarius, the first American-flag LNG carrier, have completed their six month articles. Most of them are back in the States. The crew of 18 Seafarers, headed by Recertified Bosun Billy Nukols, took the vessel out of Quincy Shipyard in Massachusetts last July. Her maiden voyage consisted of a trip to England and then through the Suez Canal to pick up her first cargo of liquified natural gas in Indonesia. Since then, the vessel has been shuttling between Indonesia and Japan under a 25-year charter. The crew had taken the month-long LNG Upgrading Course at HLS before boarding the ship. This course is a pre­ requisite to getting a job on the Aquar­ ius or any other LNG vessels that will come under contract to the SIU. Upon their return to the States, the crew expressed satisfaction with the ves­ sel. They said everything went smoothly and that they were looking forward to Headquarteris going back either to the Aquarius or an­ other SIU contracted LNG carrier. The next LNG carrier, the Aries, a sistership of the Aquarius, is scheduled to take on her SIU crew sometime next month. Frank Drozak, SIU executive vice president, said "we are very proud of the way the Aquarius crew handled themselves and performed their jobs aboard the vessel. They proved they are professional seamen in every sense of the word." The original A quarius crew was made up of the following members: Recerti­ fied Bosun Billy Nukols; able-seamen Billy Mitchell, James Mullally, Joe Morrison, Gene Bousson and George Bruer; ordinary-seamen Tom Schou, Ed Sullivan and Neil McGowan; QMED's Imro Solomons, Vasco Wor­ rell and Dominick Orsini; wiper Tom Murray; steward/cook Frank Costango; baker Chris Haggerty, and utility/messmen Larry Dockwiller, Emmett Albert and Robert Gonzalez. Gets 1st Vacation Check by SIU Executive Vice President • Frank Drozak If you re a seaman or a boatman looking to move up in your career, where do you look for help? If you're a Seafarer or an SIU Boatman, you don't have to look far. The answer is right in front of you. All you have to do to take that first step toward career advancement is to read the pages of the Log. Every month the Log carries articles about up­ grading. These articles point you in the right direction toward the best job » opportunities in the maritime industry. This month is no different. I want to call your attention to two articles in this issue of the Log which tell you how to take advantage of some of the biggest trends in the industry. Seafarers should carefully read the article on page 14, "LNG—What Is It? What Does It Do?" And Boatmen should not miss the news of the Towboat Operator Scholarship on page 10. » I also strongly urge all ships' chairmen and Union delegates on tugs to read and discuss these articles at their weekly meetings. This won't be the first time you've heard about these important developments. ^ ^ The Union has been spreading the word for some time now about the growing i number of top jobs for LNG crews and for licensed towboat operators. But many Seafarers and Boatmen still have unanswered questions and • perhaps doubts, or even false ideas, about what these jobs involve. These two articles are especially important because they lay the facts on the line. The LNG article, for example, tackles the frightening rumors about LNG head on. And it explains that LNG tankers, like the Aquarius which sailed in » July and the Aries which will begin her first voyage in December, have the highest safety standards of any type of vessel. LNG ships are also extremely safe because their crews are the most highly • trained in the world. In fact, as the article points out, no one can serve aboarc one of these vessels without first going through extensive LNG training. This is the kind of training that is offered at the Harry Lundeberg School. Now is the time to sign up for one of the LNG courses at the School. The Aquarius and the Aries are only the beginning of job opportunities for Sea farers in this field. By the end of 1978, ten U.S.-flag LNG ships are expectec » to be out. It's also the time for SIU Boatmen to apply for the new Towboat Operate Scholarship offered by TI. As the article on this program explains, it offers you everything you need to know to become a licensed operator during the 12-week • HLS Towboat Operator course. The first class starts on Feb. 20 and all appli­ cations must be filed by Jan. 17. There's no question that the Coast Guard licensing exams for towboat operators are very difficult. Some Boatmen sell themselves short and never • even try for these high-paying jobs. Others who have never been to the Lundeberg School may think that you can't become a professional in your field by just spending time at School. » But the article spells out what you will learn in this course. It's not just classroom training, but equal time for actual boat operations on the HLS tug and towboat. You'll cover everything from technical wheelhousc equipment to complicated multibarge maneuvers. Licensed operators are in demand in the rapidly expanding towing industry. » That's why the Transportation Institute, which represents all SlU-contracted companies, decided to offer this scholarship. Don't let it pass you by. I feel that it's important to point out articles like these because I want all SIU members to make the most of their careers. And I want to coninue to talk to you in my upcoming columns about how you should use the Log. Our newspaper is the best device we have to communicate with our wide­ • spread membership. But to be really effective, it should not be a one-way conversation. I want to hear your reactions to my columns and to the stories in the Log. I invite you to send them to me at 2 /5 2()th St., Brooklyn, N Y. 1 1232. With your reactions, I can have a better idea of what you need to know as an SIU member. This will be for your own benefit and for the strength of the entire Union. ^ • • I I 1 I I I • • I 1 I I I I • I I I 1 I 1 1 1 • 1 • Under 65, No Taxes On $100 Disability SIU Boatman Albert Tine, Jr. (I.) plans to use his vacation check to take his wife, Vang, shown here, on a real vacation. He received his benefit this month, the first under the SIU Inland Vacation Plan from Caribe Tugboat of Jackson­ ville, Fla., from Leo Bonser, port agent there. If an employe under the age of 65 has retired because of a per­ manent, total disability, a maxi­ mum amount of $100 per week ($5,200 per year) from his disabil­ ity pension will not be taxed. All other money is taxed. After reaching the age of 65, a disabled person can no longer ex­ clude his disability retirement pay­ ments from being taxed. After age 65 all pensions—whether regular retirement or disability—are tax­ able. Keep in mind that a person is permanently and totally disabled, according to the Internal Revenue Service, only if he can prove he or she can't work because of illness or injury that Is expected to result in death or to last for a continuous period of at least 12 months. November 1977 / LOG / 7 • �The Lakes Picture The Wheel's in Good Hands Detroit The cost of living for Great Lakes seamen rose by 7 cents in October, according to figures released by the Consumer Price Index. This means that, as of Nov. I, 1977, SIU members will receive a 7 cents per hour increase in wages, bringing the total in wage increases for this year to 38 cents. The in­ creases will be added on to the seamen's regular salaries until Jan. 1. After the New Year the cost of living increases will be rolled into the regular salary. Port Agent Jack Bluitt reports that contract negotiations with the Bob-Lo Company are near completion and the crews of the company's two SlU-contracted ships will be notified by December. Bob-Lo runs two passenger ships, the Columbia, built in 1901, and the St. Clair, dating from 1910. The vessels run only between Memorial and Labor Days, ferrying passengers from Detroit and Canada to an amusement park on Bo-Lo Island. Buffalo Low sulfur coal is being used in greater and greater quantities as heating fuel to offset use of diminishing supplies of oil. While close to six million tons of coal a year are shipped from Lake Superior, there's a possibility that the amount shipped may increase to as much as 14 million tons a year. If New York's Governor Hugh L. Carey is successful in getting the necessary funds to improve the port of Buffalo, it could become "the eastern terminal for coal shipments," according to a spokesman for the International Longshoremen's Association. Diiiiitii The U.S. Steelworkers strike against ore mines continues with no end in sight. Though reports from the Lakes indicate the SIU fleet is only mildly af­ fected by the strike, the job action caused one mine to close for the winter the last week in October, with another closing scheduled for early November. These are the earliest closings of the mines, "in a very long time," SIU Duluth Port Agent Jack Allen said. Ijike Brie The J.F. Schoelkopf, owned by Erie Sand Steamship Co. & Erie Navigation received a Letter of Commendation and Special Service .Award from the Na­ tional Oceanic and Atmospheric Administration this past August. The awards were given in recognition of a special weather observation the SlU-contracted vessel undertook in Lake Erie which gave National Weather Service forecasters information on a storm over the Lake. Lawri^nre Seaway The St. Lawrence Seaway Authority is currently studying the possibility of using "shunters" to increase the efficiency of the Welland Canal. Shunters are 3,500 horsepower nozzle-driven and steered platforms which attach to the bow and stern of ships" passing through the locks. Shunters, the Seaway Author­ ity said, could increase the maneuverability of ships and cut transit time on the canal. The two test shunters which will measure 15 feet in length and 52 feet in width, will be tested for three years. The Seaway Authority said if the shunters are effective they could make construction of a new, parallel canal unnecessary. Presenting Fred J. Farnen (center), SIU Headquarters representative, with a ship's wheel for his long and outstanding service in the Detroit area labor movement are SIU Attorney Victor Hanson (I.) and Frank Drozak, SIU execu­ tive vice president. Farnen was honored at the Maritime Trades Department Detroit and Wayne County Port Council Annual Dinner Dance, held in Dear­ born, Mich, on Sept. 23. U.S. Jobless Hate Climbs to 7% In October, a 7-Month Level WASHINGTON, D.C The coun­ work and the 3.3-million working parttry's unemployment rate climbed from time because they can't find fulltime September's 6.9 percent to 7 percent jobs. in October. Joblessness has hovered be­ A boxscore of the unemployment tween 6.9 percent and 7.1 percent since picture reveals that in May the rate April. Experts say that this "plateau" dropped to 6.9 pereent. Then it rose to shows that our stagnant economy is not 7.1 percent in June to fall to 6.9 percent growing fast enough. They say this is ' in July and return to 7.1 percent in due to lack of investments to keep up August. with the growing labor force by provid­ Turning to the nation's teenage un­ ing more jobs. employment, the rate overall dipped Almost 6.9-million U.S. workers here slightly, by 1.1 percent, to 14.8 percent. But for black teenagers the rate sky­ were without jobs last month, 10,000 rocketed to 37.9 percent. more than in the month of September. The jobless rate for adult men went A year ago, the jobless rate was 7.9 per­ up from 4.9 percent to 5.3 percent. For cent. adult women, the rate is now 6.8 per­ Most of the unemployment jump was among adult male blacks who had cent from 7 percent. The average length of joblessness was worked in factories and steel mills. 13.8 weeks last month down from 14.2 Their unemployment rate soared from weeks in September. It was 15.3 weeks 13.1 percent to 13.9 percent in Octo­ in October 1976. However, for the ber. It was 14.5 percent in August. hard-core unemployed—those out of White workers jobless rate has stayed work 27 weeks—the length of unem­ at 6.1 percent for the last four months. ployment has risen. All hands here are looking forward The AFL-CIO holds that the "true" to next year when the Administration is national unemployment rate is nearer to 10-million jobless. They point to the supposed to do something about this lingering unemployment. 1-million too discouraged to look for Good Benefit for You, Yours niif*ago Seventy-five percent of grain shipments to the Port of Chicago were cut off when workers at four of the city's grain companies struck in September over contract disputes. * • « * « Governor James R. Thompson of Illinois signed a bill in September allowing the Port District to borrow SIO million of state funds for land purchase and the construction of container facilities for the port of Chicago. The Port Dis­ trict plans to buy 190 acres at the mouth of the Calumet River for enlargement of the port and for additional terminals. Gov. Thompson also signed a bill changing the name of Lake Calumet Harbo.-- to Se.nator Dan Dougherty Harbor. Monuments and Mementos The Seamen's Memorial Fund, a volunteer group in Superior, Wise, is raising money for a monument to seamen who have lost their lives on the Great Lakes and to those who've sailed on them. Work has begun on the 10-foot statue of a seaman which will be erected near the Meteor Maritime Museum. A lock from the second Welland Canal, dating from the mid-1 SCO's, is being recycled. Lock 25 was recently unearthed in a park in Thorold, Ontario. It will be made info a sunken pit for use as an outdoor summer theatre. 8 / LOG / November 1977 A Seafarers Welfare Plan benefits you or your dependents should take advan­ tage of is the clinic system. Here Mrs. Jose (Carmen) Ortiz (left) received free treatment recently at the New York clinic. At right, Dr. A, Koutras of the clinic puts the finishing touches on a splint for her broken finger. Mrs. Ortiz's husband sails in the engine department. �'r,. Witt Seafarers Inlernational Union of North America. AFL-CIO NOVEMBER 1977 Legislative, Administrative and Regulatory Happenings Congress Sees Need for a Stronger US Maritime Policy The day after Congress voted down the Cargo Equity Bill in the confusion of charges about political payoffs, the Chairman of the House Merchant Marine Committee com­ mented on what we've been talking about all along—the need for a co­ ordinated maritime policy in Gov­ ernment. At hearings which are continuing in the House this month, Committee Chairman John Murphy (D-N.Y.) noted that "these hearings are begin­ ning to reveal a lack of coordination within the various (Government) agencies on maritime policy." He went on to say: "We believe it is vital that the policy of the Mer­ chant Marine Act of 1936 be carried out." The hearings are being held to ex­ amine the practice of rebating by both U.S. and foreign shipping com­ panies. Federal Agencies Meetings on Maritime . . . SAFETY OF LIFE AT SEA. The Subcommittee on Safety of Life at Sea, which is a part of the Shipping Coordinating Committee, will meet on Nov. 29 in Washington. On the agenda is a discussion on procedures and arrangements for the safe dis­ charge of dangerous liquid sub­ stances. ... MARINE POLLUTION. The U.S. National Committee for the Prevention of Marine Pollution will be meeting on Nov. 28. The purpose of the meeting is to present and dis­ cuss the U.S. position on prevention of ocean pollution. The results of this meeting will be presented at the eighth session of the Inter-Govemmental Maritime Consultive Organ­ ization (IMCO) which will meet in London on Dec. 5. SIU Vice Presi­ dent Earl (Bull) Shepard will attend this international maritime meeting. • • • . . . CHEMICAL VESSELS. The Subcommittee on Chemical Vessels, which is a working group of the Chemical Transportation Industry Advisory Committee will meet on Nov. 29. The purpose of the meeting is to discuss international standards for barges that carry hazardous bulk liquid cargoes. SIUNA Delegation United Behind Northern Tier Alaskan Pipeline Upgraders Hear Washington Report Ten Seniority Upgraders came to Washington this month to take a first­ hand look at the SI Id's legislative and political operations at the Trans­ portation Institute and the AFL-CIO Maritime Trades Department. During the visit, they were briefed by Jim Fatti, Transportation Insti­ tute's legislative analyst and counsel. Meeting here with Fatti are SIU Upgraders Javan Curie, Romeo Dizon, William Edwards, Richard Gibbons, Wilbert Hyder, Michael Moore, Fridtjof Steelreath, Timothy Teague, John Widman and Samuel Witt. They were accompanied on their visit to Washington by Finey Foint Fort Agent George Costango and SIU Representative Fat Filsworth. SIUNA's delegation is united be­ hind the proposal which would route Alaskan oil through a pipeline run­ ning from the state of Washington to Minnesota. This route is known as the Ail-American Northern Tier Pipeline route. The other route under considera­ tion by the Government is the Kitimat route. This would carry excess Alaska crude through a pipeline aeross Canada to the U.S. Midwest. The House Committee on Interior and Insular Affairs has reported out legislation to expedite a decision by the Carter Administration on which route will be selected to carry Alas­ kan crude oil to the lower 48 states. The importance of this legislation to us is that if the Northern Tier route is chosen, U.S.-flag tankers will carry the Alaska crude to the state of Washington. DETAILS ON PAGE FIVE. Other Happenings in Congress... Neither the House nor the Senate have been holding formal sessions since Nov. 7 in order to give Mem­ bers of Congress time to devote their full attention to the Energy Program. The Second Session of the 95th Con­ gress is expected to convene on Jan. 19. Meanwhile, a number of hearings are being held in both the House and Senate on pending legislation. • • * . . . NAVAL PETROLEUM RE­ SERVES. The wSenate Armed Serv­ ices Committee is holding hearings on the status of petroleum reserves in storage in the U.S. for the Navy. U.S.-flag ships supply the petroleum for the Navy's storage facilities. So we'll be watching developments on these hearings. * * * ... ALASKA LANDS. The Alaska Lands Subcommittee of the House Interior and Insular Affairs Commit­ tee is moving ahead on legislation setting aside certain Alaska land areas as wildlife refuges, national parks, and preserves. A hearing is scheduled on Nov. 29. This legisla­ tion is important to us because of our interest in oil and natural gas pipelines, and port facilities. SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary 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 EEC In Washington^ D.C. . . . OCEANS AND ATMOS­ PHERE. The House Merchant Ma­ rine and Fisheries Committee will hold hearings on Nov. 29 relating to legislation affecting the jurisdiction of the National Oceanic and Atmos­ pheric Administration. This Federal agency is playing an increasingly im­ portant role in offshore areas affect­ ing oil and gas drilling, and fisheries. 4 Jones Act Bills Await Congress Action Four separate bills—all aimed at eliminating the Virgin Islands' ex­ emption from the Jones Act—have been introduced in Congress. The bills would close the loophole in the Jones Act which now makes it possible for Big Oil to evade the in­ tent of Congress which is to keep the transportation of Alaskan oil for U.S.-flag ships. Amerada Hess — which has the world's largest refinery located in the Virgin Islands—has been shipping Alaska crude on the foreign-flag Hercules to its refinery. The refined crude is then re-shipped—again on foreignflaggers — to East Coast storage areas. SEEPAGE 16 FOR DETAILS ON VIRGIN ISLANDS CONTRO­ VERSY. November 1977 / LOG / 9 4 Wi �Know Your Company lOT: Largest U.S. Inland-Deep Sea Fleet This story begins a regular feature on SIU'Contracted towing companies. A differ­ ent company will be featured each month. It is designed to provide SIU Boatmen with more knowledge of their industry, and to give all SIU members a closer look at the job opportunities on the inland icaterways. What company is the largest owner and oper­ ator of American-flag vessels? Would you believe a tugboat company? How about one that has a U.S. fleet of 26 tugs, six pushboats, 47 barges, nine tankers, and two Ro/Ros? The lOT Corp. started out as a small tugboat company, but now owns, operates or manages that entire fleet. Its gross registered tonnage is the largest in the country. JOT has been in business for half a century. For the last 20 years of its operation—the period of lOT's greatest growth—it's been an SlU-contracted company. More than 600 people man lOT's tug and barge fleet. For the most part, they are SIU Boatmen who are the captains, masters, mates and all un­ licensed crewmembers. Seafarers also hold the 275 unlicensed positions on lOT's U.S.-flag deep sea ships. Eiglit Divisions These Boatmen and Seafarers may not even realize that they work for the same company be- The movements of the entire lOT fleet are directed from this desk in the traffic department at Philadel­ phia headquarters. cause lOT is made up of eight different divisions, seven tug and barge operations and the deep sea fleet. In fact, the SIU has separate contracts for each of these eight lOT subsidiaries. The tug and barge operations are: Interstate and Ocean Transport, Inter-Cities Navigation, Gellenlhin Barge Lines, International Bulk Trans­ port, Interstate Barge, Mariner Towing, and Har­ bor Towing. The deep sea division is InterOcean Management. Most of these divisions are involved in oil trans­ portation. The corporate headquarters for the entire operation is based where the action is—in Philadelphia. There are seven oil refineries in the Delaware Valley which together put out 1-million barrels a day. It is the biggest oil refining center on the East Coast and second only to Houston in the country. Five Million Barrels Delivering and distributing oil to and from these refineries is big business and most of it goes to lOT tugboat companies. These companies also off load (lighter) oil from the large tankers whose draft is too deep for the Philadelphia Harbor. In this job alone, lOT tugs and barges handle an average of 5-million barrels of crude a month. But lOT is not just in Philadelphia. Harbor Towing, the corporation's newest acquisition, lighters and bunkers ships in Chesapeake Bay and distributes oil from there all along the Eastern Shore. lOT has its own electronics shop dockside in Phila­ delphia to service the fleet's communications equipment. The Massachusetts is one of three VLGGs operated by lOT's deep sea division. But lOT's reach extends even farther than that. Its tugs and barges are also in the Gulf of Mexico, where they carry oil from Louisiana and Texas refineries to Florida and other Southern ports. The barges used here are some of the biggest in the industry. The smallest have a 115,000-barrel capacity and the largest can hold up to 265,000barrels. lOT's fleet has grown tremendously to keep' on top of this kind of business. In the last 15 years, lOT has built over 20 new tugs. And two more boats will soon be added to the fleet. A new 5,600 hp. tug, the Enterprise, will enter service this month, along with a newly acquired pushboat, the 1,200 hp. Dispatcher. The 5,600 hp. Yalour is one of eight tugs used in lOT's Gulf operation. Deep Sea Division lOT has built more than 20 boats in the last 15 years. The Interstate Transporter, shown here, was the first in that period of continuing expansion. lOT's deep sea division is an even more reeent expansion. InterOcean Management was formed in 1974 when the company took over six Cities Service tankers. lOM also is the operating agent for three 265,000 dwt VLCCs, the Massachusetts, New York and Maryland, all built within the last three years. They also operate two new Ro/Ros, the Great Land and the Westward Venture. A fleet as large and varied as lOT's is a major operation. And lOT has developed the means to earry it out, from the 24-hour, 14-man Traffic De­ partment in downtown Philadelphia headquarters to their complete doekside office and shop faeilities. But the real operation is on the water, in the hands of the men who man the lOT fleet. They are the SIU members whose job opportunities have grown along with an expanding eompany and whose skills have kept pace with a dynamic in­ dustry. 10 / LOG / November 1977 SIU member Capt. Chin's Lupton, shown here on the Transporter, was in the wheelhouse of this boat when it towed the Edward L. Steininger to safety. The ship was docked on the Delaware River next to an.other tanker that exploded and burned in 1975. �3-Monfh Scholarship Pays $125 a Week Full Curriculum Provided forTowboat Program Do you know how to do Isobaric analysis? Can you use a stadimeter or an anemometer? How about a Loran interpolator? If this kind of technical mumbojumbo has kept you from taking a crack at a towboat operator's license, don't let it put you off any longer. The Towboat Operator Course at the Harry Lundeberg School can bring it all down to basics for you. And now there's another down-to-earth reason why you should give it a try. $125. a week if you do. The brand new Towboat Operator Scholarship Program will pay you this amount while you attend the 12-week Towboat Operator Course at the School in Piney Point, Md. There is a class beginning on Feb. 20 and another start­ ing on May 29. Like all HLS courses, instruction, room and board and all school supplies are provided free of charge. The scholarships are a first in the SIU and in the towing industry. They are being offered to SIU Boatmen by the Transportation Institute, a research and educational group for the maritime industry. It represents all SlU-contracted companies. These companies realize the indus­ try's growing need for licensed boat­ men. And the Lundeberg School has INLAND developed a program to meet that need. Here's what it will do for you, if you qualify. The Towboat Operator Course will teach you everything you need to know to take the licensing exams for First and Second Class Operators of Unin­ spected Towing Vessels and to become a fully qualified licensed operator. This means that your time at the School will be spent equally on important class­ room preparation and on extensive "hands-on" training aboard the HLS tug and towboat. The 24 students in each class will be split into groups of three or four for close, individual instruction in the wheelhouse. These groups will spend three to four hours a day, on a rotating schedule, aboard the CL-2, a single screw tug, and the Susan Collins, a twin screw pushboat with flanking rudders. They will get firsthand practice with all wheelhouse equipment in all aspects of boat operations. This will range from docking and undocking to complicated maneuvers with single and niultibarge tows. In the classroom, students will have more time to go over the workings of navigational, weather-reading and other technical devices. They will also gain the skills necessary to accurately read charts and predict tides and currents. Rules of the Road, safety regulation, fire-fighting and first-aid will also be included. And there will be close at­ tention paid to SIU history, contracts. Constitution and pension and welfare plans. In this way all brothers will come away with a better understanding of their Union and their industry. All this means careful textbook study. But even Boatmen who haven't opened a schoolbook in years yvon't have to worry. Study skills, such as outlining and note taking, will be covered, too. Covering all this ground means that students will spend most of their time at the School itself. But you will also have several opportunities during the cour.se to travel to other locations. In this way you will gain important train­ ing and experience. Firefighting training includes a day of firsthand practice with equipment at the firefighting school in Earle, N.J. The first-aid instruction will conclude with a trip to the Baltimore U.S. Public Health Service Hospital for a first-aid certificate exam. And there will also be trips to Wash­ ington, D.C. to tour the Transportation Institute and both Houses of Congress. Here you will have a chance to see for yourself how the SIU, along with the rest of the maritime industry, work for essential support from the Government. The Towboat Operator Course is the most thorough preparation you can find to advance in your career as an SIU Boatman. And the Towboat Operator Scholarship is a chance in a lifetime to take advantage of it. Under the Scholarship, Boatmen will be given $125 per week while they study to improve their skills and their earning capacity. All eligible- Boatmen will soon re­ ceive an application for the .scholarship in the mail. Don't delay. Fill it out and send it to: Transportation Institute Scholarship Committee c/o The Harry Lundeberg School Piney Point, Md. 20674 All application requirements must be completed and returned to the Scholar­ ship Committc by Jan. 17, 1978. If you do not receive an application, or if you need more information, con­ tact the T1 Scholarship Committee at the above address. (All eligibility re­ quirements for the scholarship were run on Page 10 of the October Log.) Drozak Urges lUPIW Confab Delegates to Take Political Action SIU Executive Vice President Frank Drozak urged last month's convention of the International Union of Petroleum and Industrial Workers to become deeply involved in all levels of political action. The lUPIW, headquartered in Bakersfield, Calif., represents more than 2,200 petroleum workers in the Southern California area. The lUPIW is one of 29 affiliates of the SIUNA. Drozak said, "labor has worked hard to win better jobs, better wages and bet­ ter conditions for America's workers. And we cannot expect to protect these Frank Drozak Waterman Signs Contract to Restore U.S.-Far East Service The SlU-contracted Waterman Steamship Corp. signed an agreement which will restore Federal subsidies to Waterman's U.S.-Far East service. The agreement was signed this month with the LT.S. Maritime Adniini.straiion. The agreement was announced to the public by Waterman and Marad on Nov. 22. Under its terms. Waterman will build two new LASH vessels for Far East trade routes 12 and 22. This new construction will satisfy Marad's requirements for granting op­ erating subsidies, that is. Government funds toward. Waterman's cost of gun­ ning its service on these routes.', ' The company had lost operating sub­ sidies on routes 12 and 22 in May be­ cause it could not work out plans to build the required new ships at that time. Losing these funds created finan- cial problems for Waterman. They are expected to be solved once the subsi­ dies are restored. Under the agreement. Waterman will also get construction subsidies from the Government for the new LASH ships. But the ships are being built to replace Waterman's eight outdated Mariner breakbulk ships now in service on 12 and 22. The company must eventually trade in these old vessels to the Govern­ ment's reserve fleet. They will go to­ ward the construction cost of the new ships. However, this will happen over a period of time while the new ships are being built. In the meantime. Water­ man will lease the Mariner vessels from the Government and continue to oper­ ate them. Waterman is also negotiating with Marad for continued subsidy arrange­ ments on its Near East trade route 18. This will possibly involve building two new LASH vessels for that service by 1982. gains strictly through collective bargain­ ing." Drozak affirmed that "we must in­ sure that the people who make the laws are people who have the working man's interest at heart. If we don't, there is no one to blame but ourselves when our jobs and hard-won gains start slipping through our hands." Drozak told the convention that the AFL-CIO had provided the political ap­ paratus through local central bodies and state federations to get the job done. He said, however, "it is up to each individual union to fully participate in state labor bodies to make these organ­ izations productive and effective in lo­ cal and statewide politics." Drozak also urged the lUPIW Con­ vention delegates to become involved in labor supported Voter Registration Pro­ grams. He said they should do this "to insure that all working people eligible to vote do vote for the candidates will­ ing to help labor in its efforts to achieve a better life for all the nation's workers." SAB Rules on C Classified Men Late this month, the Seafarers Ap­ peals Board ruled that effective Jan. 3, 1977, "C classllication seamen may only register and sail as entry ratings in only one department." The Board took the action to insure that the Union will be able to maintain sufficient manpower for each shipboard department. The ruling will also enable these seamen to get sufficient scatinie in one department for the purpose of upgrading to a higher rating in that department. Do You Have One of These? PASSPORT UNITED STATES AMERICA' BICENTENNIAL 1770-1976 The Seafarers Appeals Board ruled late this month that effective Jan. 3, 1977 "a requirement for shipping is that all seamen must possess a valid ijn-to-date passport," The action comes out of the fact that many foreign nations are crack­ ing down on immigration regulations requiring that all people coming into their countries must have passports. The SAB, then, took this action to insure that when there are flyout jobs, those who throw in for the jobs will be fully prepared to take them. This ruling will enable the Union to continue to meet our manpower commitments to our contracted com­ panies. November 1977 / LOG / 11 �OK New Courses, Scholarship Fund 20 Inland Companies Meet at Piney Point PINEY POINT, Twenty SW •contracted towing company representatives and SlU officials came to the Lundeberg School for two days of Advisory Board meet' ings last month. In opening the meetings, HLS President Hazel Brown said, "IFe will react to your suggestions and we will try to incorporate your needs. We ivant to graduate students who are versatile and who have learned the correct skills." SlU Vice President Paul Drozak added, "/I// the programs offered here are designed to meet the needs of our operators for trained man­ power and to provide the member­ ship with the skills to meet these needs." Following these remarks, repre­ sentatives from the School's Aca­ demic and Vocational Departments explained the courses which are of­ Towing company representatives get a tour of the Lundeberg School's galley training area from Bob Kalmus (third from right), who is director of vocational education at the School. Also in photo are, from the left: Donald Bostdorff (Caribe Tugboat): Richard Miller (National Marine); George Jordan (G&H Towing); Bobby Nicholls (National Marine); and Capt. Donald Hand and Cdr. Richard Hess of the U.S. Coast Guard. fered. All the representatives agreed that upgrading at HLS was the key to overcoming manpower shortages. The representatives from the com­ panies, HLS and the SlU then dis­ cussed current concerns in the tow­ ing industry and how they might be helped through programs at the School, Among the solutions tvhich emerged were the follotving: in­ creased emphasis on ship docking procedures and heavy chain towing in the deckhand/tankerman pro­ gram; a new engine department course designed specifically to train diesel engine troubleshooters, and revision of the tankerman course to A tour of the machine shop, where many upgrading courses take place, was a part of the Towboat Advisory meeting. Those in photo include; Don Peck (Curtis Bay); D. Buchanan (lOT); Jim Harrell (Allied Towing); Frank Vulewfcz (Curtis); Bill Thorpe (Taylor & Anderson); Larry Eaves (Moran); and SlU official Joe Sacco. include netv Coast Guard regulations currently being developed. This revision tvill take place when the regu- lations are finalized. To develop these new programs, management and Union representatives decided Company reps observe Lundeberg students during training exercise aboard the School's pushboat, Susan Collins. From the left are: Arthur Kulp (Crescent Towing); Walter Wise (Dixie Carriers); Robert Kilroy (American Commercial Barge Line); SlU New Orleans rep Jimmy Martin; Buck Lay (ACBL), and Ed Boyer, HLSS instructor. Reps of SlU-contracted towing companies and SlU officials shown during group discussion on the need for training an increased number of Boatmen for wheelhouse jobs. 12 / LOG / November 1977 to meet in committees with educa­ tors from HLS. Therefore, new courses which will result will be cer­ tain to include all the necessary job skills. An on-going concern in the tow­ ing industry is the shortage of li­ censed wheelhouse personnel. A new program to meet- this need was presented and accepted during the Advisory Board meeting. Under this program, the Transportation Institute, a non-profit organization., operated by approximately 150 member companies which are en­ gaged in every facet of maritime transportation, has established a scholarship fund to €fssist Boatmen in obtaining a license as Totvhoat Operator or Second Class Towboat Operator. Twenty-four Boatmen will be selected for the first scholarships. They will attend a 12-week course at HLS which will consist of an equal amount of class time and practical boat-handling experience. The first course will begin on Feb. 20, 1978 and is scheduled for completion on May 12, 1978. In discussing the scholarship fund. Miss Brown noted that, program ivill bring us the best peo­ ple in the industry." Dave Carlton, vice president of Gulf Canal Lines stated, "/ think it's a great idea— the best idea I've heard to meet our needs!" �Fired Captain Awarded $1AOO in Back Pay From Company SIU member Capt. Pat Thomas was awarded $1,400 this month from the company that fired him last summer. The Union helped him win the back pay settlement in a successful arbitra­ tion case against Marine Fueling of Port Arthur, Tex, Thomas was fired when he refused to take out his boat again after putting in 20 hours piloting the boat in a 24hour period. He had been a captain with Marine Fueling for 12 years. The com pany does harbor fleeting and refueling work on the Sabine River and Intracoastal Waterway. Brother Thomas refused to continue working because he felt that he was too tired to safely navigate the boat any longer. Moreover, he was within his rights since Coast Guard regulations limit towboat operators' working time to 12 hours in a 24 hour period. He informed the SIU, and Port Ar­ thur Port Agent Don Anderson filed a grievance. On Sept. 28, a Port Arthur arbitrator decided that Thomas' refusal was justified. Marine Fueling was ordered to rehire Thomas and pay him the salary he lost while he was out of work. He accepted the settlement but waived reinstatement. He had found a new job as captain through the SIU hall in Port Arthur. This was not the first time that the SIU has filed a grievance against Marine Fueling for requiring Boatmen to put in excessive overtime. Port Agent Ander­ son said that the SIU Boatmen in the company had complained about this problem to the Coast Guard in Novem­ ber, 1975. The Coast Guard repri­ manded the company at the time and ordered them not to further violate the regulations for working hours. SIU Plan Pays Retiree, Wife's 5226 Medical Bills The nation's elderly — retired people on fixed incomes — have been the group hardest hit by the rampant inflation of the 70's. Between union pensions and Social Security, most people can make it with a little left over. But the real problem for the nation's elderly is rising medical costs, which make the inflation rate look like smalltime. Medicare helps, but it doesn't nearly cover everything. And for a person on a fixed income, it is a very heavy financial burden to have to pay medical bills on top of the rising costs of other neces­ sities of life. Retired SIU members must, of course, cope with the rising cost of living. But for them at least, there is little worry about medical bills. The SIU Welfare Plan continues to cover retired members and their Ruling May Affect U.S. Seamen An expected ruling by the U.S. Im­ migration and Naturalization Service will affect job opportunities for Ameri­ can seamen. The case involves foreign crewmen aboard a Dutch-registry tank­ er which is engaged in lightering opera­ tions off the West Coast. The ship — the Docina — has been off-loading from foreign-flag supertank­ ers anchored at sea off the California coast. She has been delivering crude to Notice to UenAen On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers INLAND West Coast refineries. The Docina, which is owned by Shell Oil, then re­ turns to the mother-ship with bunker fuel. The Immigration and Naturalization Service in San Francisco has ordered the foreign crew deported. The Service contends that the Docina was engaged in "domestic enterprise" and that the foreign crewmembeis were therefore in "unauthorized employment." The case is now before the Board of Immigration Appeals in Washington, D.C. The SIU has filed to intervene in the case in support of the San Francisco decision. What will this mean to American Seafarers? C. James Patti, counsel for Transportation Institute, which has been assisting the SIU in this case, said: "If this decision is upheld, it will mean that U.S. citizen seamen must be employed aboard ships engaged in light­ ering operations off the coastlines of the United States." The Transportation Institute is a Washington, D.C.-based research and educational organization for the mari­ time industry. dependents for the same benefits as when they were working. This is an important distinction between the SIU's Welfare Plan and many other union plans. Some union plans don't cover retired members at all. And for those that do, the coverage is often very limited. One retired SIU member who has received a lot of help from our Welfare Plan is David Lewis of Cleveland, Ohio. Brother Lewis retired in 1966 on disability after working on the Great Lakes for nearly 50 years. He worked mainly in the dredging business. Since his retirement, the Plan has paid more than $22,000 in medical benefits for him and his wife, Diantha. Lewis, now 70, sailed as a deck­ hand, scowman, foreman and crane operator. He said, "living on a fixed income isn't easy, but we make it okay. The benefits from the Union help." When Lewis started sailing on the Lakes, there were no benefits at all outside of his paycheck. He started shipping on an old ore carrier in 1922. He recalls that he got his first dredge job in 1935 after joining the old International Tug and Dredgemen's Union. Brother Lewis said, "I worked six days, 12 hours a day my first week on the dredges and came home with a check for $52. Everyone went wild." Lewis continued, "times have changed on the Lakes, mostly in the area of pay and benefits, due to the unions." His son, David, Jr., followed in dad's footsteps. He is an SIU mem­ ber working the dredges. Lewis also has four daughters. We wish him well in the future. Notice to Members On Sbippmg Procedure When throwing in for work dur­ ing a Job call at any SIU Hiring Hall, members 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 shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. A MESSAGE FROM YOUR UNION THe MORAL: UUNK /s au///c AND YOU'RE BEACHED POR S/PE O o DAY /=/A/ALLY CAA/IE /^ARCOTiCS/ ''OOT OP r/JOUGJJT/ ...AND //-f WAS ALWAYS ///OR ASAK/re /dP LOST MS PAPSRS /A/ SHAMS, ... AND AOLfA/O US/A/<3 OOPS /S A/or VERY SR/ORT November 1977 / LOG / 13 �LNC-What Is if? What Does it Do? In these days of the on-going energy crisis, Liquified Natural Gas—or LNG —has captured the public imagination. Much of what has been written about LNG sounds as if this fuel were as dangerous as an atom bomb. Actually, LNG is a rather humble and naturally-occurring fuel. It is sim­ ply methane—or natural gas. The sci­ entific ability to liquify methane has existed since shortly after the turn of the century. The first LNG plant began operating in the Lf.S. in 1914. It was located in West Virginia. Perhaps the most amazing thing about LNG is that the equivalent of millions of cubic feet of methane gas can be stored or transported in the liquid state. This is a huge amount of energy confined in relatively small spaces. Today, many people—especially en­ vironmental groups—make this sound very frightening. But in the 73 years that LNG has been used by the energyconsuming public as a fuel, great prog­ ress has been made in the science and safety of LNG handling. In fact, since the early 1900's, there have been only two shoreside mishaps with LNG. The most famous LNG accident occurred in Cleveland in 1944. Wartime shortages had led to a reduction in the amount of nickel added to the steel used in constructing an LNG storage tank. Since the nickel alloy gives steel the strength to with­ stand the tremendously cold tempera­ tures of LNG, the tank developed a leak. Holding dikes to contain leaks, which are now a standing feature on all fuel tanks (not just LNG tanks), were not in use in 1944. So the LNG seeped out of the tank and into the Cleveland sewer system, causing a huge fire. Much progress has been made in the safe storage of the fuel since that time. Even more important for seafarers, there has never been a marine disaster involving LNG. And ships have been carrying LNG for 19 years. In 1958, a rebuilt cargo ship, originally launched in 1945, carried 2000 tons of LNG from Lake Charles, La. to Canvey Is­ land, in the Thames River, east of Lon­ don. Christened the Methane Pioneer, this ship was owned by an American company, flew the Panamanian flag, and made seven transatlantic crossings fully loaded with LNG. The Methane Pioneer was an experi­ mental ship. Her successful voyages led to a new era in marine transport. LNG tankers did not come off the ways im­ mediately, though. From the beginning, safety of the ship's crew and the sur­ rounding environment was of the very highest priority. Nethertheless, in 1972 there were 13 LNG tankers in opera­ tion and 20 were on order. The first U.S.-flag LNG tanker, the SlU-manned Aquarius, was launched this year. These tankers comply with safety standards that vastly exceed any stand­ ards for other types of ships. Double hulls, which may or may not be found on conventional tankers, are the rule on LNG vessels. All the metals—in­ cluding the nuts and bolts—used in these ships are cryogenically rated (de­ signed and tested to withstand the supercold). Inert gas—not air—fills all the void spaced in and around the tanks. With­ out air, the gas cannot burn. Auto­ mated systems for leak detection and shut-down monitor the vessel. These systems protect every area where a crewmember might live or work. Elab­ orate collision avoidance systems track up to 40 ships in the area of the tanker. 9 Complete LNG Program Nine Seafarers recently completed the LNG upgrading program at the Lundeberg School. They are, front row from the left: Tim Doherty, Richard Duncan, Vinnie Carrao and Dave Long. In the back row, from the left, are: Guy DeBaere, Ed Saviekas, Robert Adams, John Reed and Edward Tinsley. Six Galley Hands Six Seafarers hold galley endorsements they achieved at the Lundeberg School for assistant cook. They are, from the left: Wayne Larsen, Named All, Arthur Mitchell, Fred Stack, James Marriner and Robert Kelner. 14 / LOG / November 1977 ..iiJiSa The radar indicates all possible colli­ sions and the routes for avoiding them. These readouts are updated every few seconds. Specially designed firefighting equipment protects the entire ship. Loading and unloading operations are equally as safe. The same firefight­ ing, leak detection and inert gas systems operate shoreside. The LNG^ is never in contact with air. In the event of any pressure build up, the gas is vented into the company's gas lines and used imme­ diately by the consumers. Finally LNG crews are the most highly trained in the world. Among other things, they receive extensive training in fighting LNG fires and they learn not only shipboard cargo han­ dling and safety but also all the terminal operations as well. No one may serve aboard an LNG vessel without first receiving this training. There is a good reason for this training. The knowledge these seafarers have about their ship and its cargo means they know how to do their jobs in the safest possible way. In an emergency, they also know how to protect themselves and the ship. Be­ cause the officers and crews on LNG ships are experts, the operation of their ship is as safe as possible. In the popular imagination, the greatest concern about LNG tankers is collision. This is an easily understand­ able concern in light of the frequent collisions and sinkings involving for­ eign-flag ships in U.S. waters. In a collision, wouldn't rupture of the hull, then the tanks, then cargo spillage and finally fire result? No. Not unless the vessel was rammed broad­ side at high speed by a fully-loaded ship. And experienced seafarers know that high speed collisions are rare. Hull and tank designs of LNG tankers pre­ vent release of the cargo in a low speed collision—the tanks , are independent of, and insulated from, the hull. For them to rupture, the double walls of the hull and the double walls of the tank must be pierced. Low speed, in-port collisions don't generate this kind of impact. All the speculation about collisions is purely theoretical, though. An LNG vessel has never been involved in a collision—and they have been in serv­ ice for 19 years. The closest approximation of an LNG disaster at sea occurred a few years ago. The Japanese LPG carrier Yiiyo Marii was rammed in Tokyo Bay by a Liberian vessel. Her cargo of naphtha propane and butane burned for 19 days. Finally, the Japanese Govern­ ment decided to sink the ¥uyo Mam. But all the safety features of the special­ ized carrier made her nearly unsinkable. It took four destroyers, four fri­ gates, four anti-submarine frigates and a submarine firing 857 shells, 12 rock­ ets, depth charges and four torpedoes to sink her. The Yuyo Maru was almost as difficult to destroy as the Bismark. In addition to collision and fire, the popular press has publicized the possi­ bility of enormous LNG explosions. Well, there is no doubt that LNG will burn—but scientists are not convinced that it is possible to make LNG ex­ plode. So LNG is neither new nor exotic and its transport and storag,; is the safest in the world. What then, does all of this mean to the consumer? Well, when you turn on the gas stove at 8 in the morn­ ing or your gas furnace goes into oper­ ation at 5 in the evening, it's very pos­ sible that you're using LNG. LNG is used chiefly in the U.S. to supplement pipelines and other sources of natural gas during daily periods and yearly seasons of peak usage. Plenty of AB's A recent Able-Seaman course at the Lundeberg School was filled by 23 Sea­ farers looking to get ahead in their sailing careers. They are, kneeling from the left: Fred DeBorde, Domingo Leon, Jr., Mike Pell, Tom Quattrochi, Robert Arana, Jaime Rios, Kevin Brady and .Robert Tanner. Standing from the left are: James Porter, Mike Martin, Kevin Sutton, Mark Rizzo, Tom Johnson, Ronald Gray, Mark Darley, Bob Hoffman, Jake Karaczynski (instructor). Charles Hatton, Douglas Rodger, David Asherman, Randolph Archer, Steve Thompson, Clarence Lofton and Johnny Hagen. �At Confab^ Hibbert Notes: ANC Center Unique A growing number of labor unions across the country are supporting alco­ holism programs for their members. About 600 of the people who run those programs got together last month to discuss why and how they do it. The occasion was the sixth annual meeting of ALMACA, the Association of Labor-Management Administrators and Consultants on Alcoholism. It was held in New York City from Oct. 26-29. One of the main participants was the Seafarers Alcoholic' Rehabilitation Center. ARC Director Bill Hibbert was a featured speaker in a panel discussion on alcoholism programs supported by labor unions. Labor programs have been found to be one of the best ways to help al­ coholics, it was brought out during the discussion. They work well because of two basic reasons. First of all, the de­ sire to keep your job. This is one of the strongest motivations yet discovered to convince a person to accept help in cop­ ing with a drinking problem. Secondly, excessive drinking almost always cre­ ates job performance problems which are clearly evident to fellow union members. They in turn can persuade their brother or sister to get help under a program which protects job and se­ niority rights. Union representatives on the panel, such as the International Longshore­ men's Association and the International Association of Machinists and Aeorspace Workers, discussed their success in operating referral services for alco­ holic members. These programs gen­ erally depend on outside counseling and treatment centers. ARC Director Bill Hibbert, at podium, was one of the speakers at a New York City conference on Oct.27onalcoholism programs supported by labor unions. Other speakers included (I. to r.): Jack Hennessy of the ILA; Bill Combs, Ma­ chinists and Aerospace Workers, and Mort Aronoff and Henry Huestis of the National Association of Broadcast Employees and Technicians. The SIU program is unique, Hibbert have trouble with the important educa­ explained, because it offers complete tional material on alcoholism which the referral and counseling services. These Center provides. After they complete services are provided within a residence the program, many of the men stay on center run by the Seafarers Welfare to upgrade at the School. This helps Plan. their careers and provides a transition He described the Center, located in period—back into everyday life. a remodeled farmhouse in Valley Lee, Moreover, every man who goes Md., as a "therapeutic community." It through the program is assisted in get­ offers physical, emotional and intel­ ting back to work again. This helps the lectual help for the alcoholic Seafarer, alcoholic return to a secure environ­ Laker and Boatman. ment, Hibbert said. It can help prevent Hibbert stressed the "built-in re­ the danger of drifting back into the sources" in the Union that contribute non-productive life of an alcoholic. to the Center's success. Follow-up programs with Alcoholics The nearby Harry Lundeberg School, Anonymous groups in other ports are for example, offers additional help to also set up for him. alcoholic members while they are going The Center also owes its success to through the six-week recovery program. "the support that comes straight down Reading teachers from the School visit from the president of the SIU and con­ the Center. They help the men who may tinues through the rank-and-file mem­ bership," Hibbert concluded. "I was one of the most fortunate people in the field of alcoholism," he maintained. "When I became director of the ARC, I fell into a ready-made program run by people who were really willing to ac­ complish something." Jack Hennessy, director of the ILA alcoholism program and moderator of the panel, praised the SIU program. He also said that ALMACA intended to give SIU President Paul Hall an award for his dedication to helping alcoholics. Other speakers pointed out that unions are involved in alcoholism pro­ grams out of a basic concern for their fellow workers. William Combs, direc­ tor of the Machinists and Aerospace Workers Alcoholism Program, District 141 in California, said "I didn't get into this field as a do-gooder. I did it as a union man with a way to help my brothers and sisters keep their jobs." Total Involvement Another speaker on the panel, James Clarke, the labor representative of the Houston Regional Council on Alcohol­ ism, stressed labor's "total involve­ ment" in combating alcoholism. Clarke, a former ILA official, is now a repre­ sentative in the Texas Legislature. He said he was the first man representing labor to be elected to the legislature in Texas. Labor's role in alcoholism was summed up by another speaker, Donald Kapa, coordinator for Employee Alholism Seryiees for the State of New York. "Labor has an enormous poten­ tial to combat alcoholism on a national scale," he said. "It's the sleeping giant in the field." Congress Clears Some Important Great Lakes Legislation Congress recently cleared several pieces of legislation which will have a pronounced impact on the Great Lakes region. Last August, the Senate passed the Clean Water Act of 1977. This Act in­ cluded a section banning detergents containing high levels of phosphates from sale in the Great Lakes region. The phosphate regulation was initially introduced as a separate bill by Senator Gaylord Nelson (D-Wisc.). It applies to HISDitcliiirs Rmrt firMlakes OCT. 1-31, 1977 •TOTAL REGISTERED All Groups Class A Class B Class C 5 0 0 2 3 0 1 11 0 0 0 1 0 0 0 1 1 0 0 3 1 2 0 7 0 1 0 0 0 1 0 2 0 0 0 1 0 0 1 2 2 0 0 1 1 0 0 4 0 0 0 0 0 0 0 0 2 4 1 16 7 3 5 38 13 2 1 15 4 2 0 37 1 4 0 5 0 1 3 14 Alpena .. Buffalo . Cleveland Detroit . . Duluth . . Frankfort Chicago . Totals . . 4 3 0 22 10 2 3 44 Alpena . . Buffalo . Cleveland Detroit . . Duluth . . Frankfort Chicago . Totals . . 5 . 1 0 11 3 3 1 24 Alpena . . Buffalo . Cleveland Detroit . Duluth .. Frankfort Chicago . Totals .. Alpena .. Buffalo . Cleveland Detroit .. Duluth .. Frankfort Chicago . Totals . . TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 12 13 0 6 0 0 4 1 2 35 22 3 12 0 7 0 4 2 1 8 1 1 81 46 6 ENGINE DEPARTMENT 6 13 0 0 0 4 0 3 P 21 2 0 6 2 0 5 2 1 2 0 0 22 44 1 STEWARD DEPARTMENT 6 6 0 0 0 1 0 0 0 11 3 0 2 2 0 0 0 0 0 2 1 22 11 1 ENTRY DEPARTMENT '• .. 8 79 108 59 147 17 Totals All Departments •"Total Registered" means the number of men who actually registereo ror snippiiig u.c pu.i ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. seven of the eight states bordering the Great Lakes and to that part of Pennsylvania lying in Lake Erie's drainage basin. The regulation limits the amount of phosphate in household detergents so that further pollution of the Great Lakes can be prevented. ••REGISTERED ON BEACH All Groups Class A Class B Class C 5 1 2 8 5 2 5 28 2 1 0 1 2 0 1 7 0 1 0 0 0 0 0 1 4 1 0 11 0 0 2 18 1 0 0 2 1 0 0 4 0 1 0 0 1 0 0 2 0 0 0 2 0 1 0 3 1 0 0 1 0 0 0 2 0 0 0 0 1 0 0 1 1 2 2 20 2 2 2 31 12 3 9 16 5 3 2 50 6 9 C 5 1 1 31 80 63 35 1 Basin Projects Congress also acted on proposed funds for Great Lakes basin projects. These funds were included in the House Appropriations bill for water-related public works projects. The bill was signed into law by the President last July. A total of $108.7 million was al­ lotted for construction, planning and study projects, harbor ami channel dredging. Also included was construc­ tion of diked areas in order to contain polluted sediments which are dredged to keep harbor and channel depths con­ stant. An amount totaling $ 11,548,000 will be used for navigation. Hood control and beach erosion projects in Michigan, New York, Ohio and Penn.sylvania. Some of the special projects which will receive Federal monies include: a study of a Lakes-Seaway navigation ex­ tension program; a study of wastewater management on Lake Erie, and a study of water levels on the Great Lakes. Also slated fur funding are: examin­ ations of water diversion from Lake Michigan; the Great Lakes to Hudson River waterway, and Buffalo Metro area flood control. November 1977 / LOG / 15 �The Jones Act: Still One Big Baffle: Close the ''Loophole This is the 17th in a series of articles ivhich the Log is imblishing to explain how certain organizations, programs and laws affect the jobs and job security of SIU members. This particular article is the last in a series of three articles dealing with the Jones Act, the nupst important piece of maritime legislatum on the books today. Did you know that two unmarried people of the opposite sex, alone in a room in Massachusetts, have to keep at least three feet on the floor at all times? It sounds crazy. But believe it or not, this old comical law is still on the books today and tech­ nically could be enforced. And there are a lot more like it. This may not be a proper comparison, but the U.S. maritime industry is saddled with one of these old, outdated laws, too. But it's not the least bit funny. Because this law has seriously handi­ capped greater expansion within the U.S. domestic fleet and shipbuilding industry. In maritime circles, this law is known as the Virgin Islands "loophole" in the Jones Act. The Jones Act was passed 57 years ago. It requires that only American-built, Americanmanned and American-registered vessels be used in this nation's domestic waterborne trades. That is, cargoes shipped by water from one U.S. port to another U.S. port must be American. This includes deep sea shipments as well as cargoes transported on the nation's inland waters and between U.S. ports on the Great Lakes. The Jones Act also covers waterborne cargoes moving between the U.S. and Puerto Rico and the U.S. and Guam. However, the Jones Act has never covered trade between America and the U.S. Virgin Islands, an American possession. Top Legislative Goal Closing the Virgin Islands "loophole" is one of the SIU's top legislative priorities. When the Jones Act was passed in 1920, legis­ lators exempted the U.S. Virgin Islands from its provisions. This was done because U.S.-flag ser­ vice was not readily available at the time for this trade. It was felt that this lack of service might stunt the growth of industry in the Virgin Islands. However, Congress did not intend that this exemp­ tion should last 'ad infinitum.' To say the least, the situation concerning the Virgin Islands has changed drastically. Because of tax incentives, a great deal of U.S. industry has gone to the Virgin Islands. And the U.S. domestic fleet is now more than capable of handling all the Virgin Islands trade created by that industry. However, virtually no American ships are used in this trade. The biggest abuser of the "loophole" is the Amerada Hess Corp., a multinational oil com­ pany. On the U.S. Virgin Island of St. Croix, Hess owns and operates the largest oil refinery in the world. This refinery has a recently upgraded capaeity of refining 800,000 barrels of oil per day. Virtually all this refined oil, accounting for ap­ proximately 25 sailings per week, is carried to the U.S. East Coast in foreign-Hag tankers. One Step Further This situation has existed for many years. How­ ever, Hess has gone one step further in using the Virgin Island's "loophole" to the detriment of America's domestic shipping industry. Hess is now moving Alaskan pipeline crude oil n from Valdez on a foreign-flag tanker to the Virgin Islands. The oil is refined there, and then moved to the U.S. East Coast in another foreign-flag tanker. Along with the American Maritime Association and the Shipbuilders Council of America, the SIU joined in a suit against the Hess move. They contended that the original intent of the Alaska Oil Pipeline law had been violated. However, a district court in Washington, D.C. ruled against the suit. This made it legal for Hess to continue transporting Alaskan oil on foreign ships to the U.S. Virgin Islands. The ruling has been appealed. But a decision on the appeal could take as long as six months to come through. Win or lose in court, though, this case is just one more indication that something definite must be done to settle the Virgin Islands "loophole" situation once and for all. The SIU's answer is congressional legislation that will finally bring the Virgin Islands under the jurisdiction of the Jones Act. The SIU is planning to push for this legislation in 1978. A Strong Argument The argument for closing the "loophole" is a strong one. First, it would be a big boost for the U.S. domestic fleet. TTiis boost will translate into added jobs for U.S. maritime workers on the ships themselves and in shipyards. Also, closing the "loophole" will cut down con­ siderably on the numbers of foreign-flag, foreignmanned tankers in America's coastal waters.This will have a favorable impact on the environment. The issue of the Jones Act, itself, has always been a controversial one. And over the years, the SIU has had to fight many attacks on provisions of the bill. These attacks came mainly from the oil companies. But what must be remembered about the Jones Act is that it protects the jobs of more than 185,000 U.S. workers in America's domestic waterborne trades. The SIU is prepared to do whatever is necessary to protect these jobs. The Union will also add to that figure by finally bringing the U.S. Virgin Is­ lands under the Act. Closing the Virgin Island loophole will mean fewer unsafe, unreliable foreign tankers in American waters. ' I 16 / LOG / November 1977 sem. mr- �SS John Penn LNG Aries FOWT Albert Rogers of the SS John Penn (Waterman) died aboard "while performing his duties" on Sept. 25, according to the ship's minutes. The ship was moving down the Mississippi River on the way to a port of call at Casablanca, Morocco. A Coast Guard helicopter lifted off the body of Brother Rogers at Venice, La. The 25,000 cubic meter carrier LNG Aries (Summit Marine) was floated out of her graving basin at the General Dynamics Shipyard in Quincy, Mass. She is the sistership of the SlU-contracted LNG Aquarius. She went to an outfitting berth for final construction. The 936-foot Aries was scheduled to undergo sea trials this month or next. Four LNG's are currently under construction at the yard. VLCC Maryland Odessa, USSR A 500-pound, 10-foot shark was caught in Galveston Anchorage early last month by members of the deck department of the VLCC Maryland (Inter Ocean Mgt.). Helping out was Chief Steward Gilbert Murray. The situation with shore leaves in ports in the USSR has been eased for U.S. seafarers, it was announced early this month by the Maritime Administration. In line with a recent agreement between the U.S. and the USSR, the Russian Embassy in Washington, D.C. will telegraph crew list visas to their ports. That "should enable U.S.-flag ships' crews to get ashore promptly when their ships arrive in Soviet ports," says U.S. Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell. He adds that the telegraphed visas are ". . . temporary replacements until the (real) visas arrive." ST Zapata Patriot, Rover, Courier As part of the U.S. Strategic Petroleum Reserve Program, the ST Zapata Patriot moved 35,000-tons of crude from Puerto Mexico, Mexico to Sunshine-Baton Rouge, La. on Nov. 4. The fuel was to be stored in the Bayou Chocktaw Salt Dome. Also chartered were the ST Zapata Rover and the ST Zapata Courier. They pumped 68,000-tons of North Sea crude from the BP Terminal in the Netherland Antilles in the Caribbean. The cargo was discharged at Seaway Terminal, Freeport, Tex. Barges then moved the oil for storage in the Bryan Salt Mound, Brazoria County, Tex. OBO Ultramar Near the end of a voyage early last month in the port of New Orleans, Capt. B. J. Howard of the OBO Ultramar (Westchester Marine) wrote: "To the licensed and unlicensed members of the crew—The master offers to each and every man of the crew his appreciation and gratitude for your sobriety and devotion to duty throughout this extended and tiring voyage. "The vessel called at some of the very worst ports of call and even though short-handed, the breach was filled by able and willing hands without a single complaint to the master. "To those of you departing at payoff, may I wish you the very best of luck and good sailing in the future. It has been a pleasure to have gone down to the sea in a ship with all of you; and to those remaining for another tour, I'll say, 'Welcome aboard.' It is always a good feeling to be with men of your stamina and character." In response, "The crow agreed that Capt. Howard was a standup skipper and a fine man." Part of the crew were Recertified Bosun Norman F. Beavers, Chief Steward E. W. Lambe, Chief Pumpman George Thompson, AB Frank Compabasso, QMED Kenneth F. Linel and Cook Tony Rabago. Houston — Corpus Christi The Seadock Superport Project here has extended its deadline to oil companies wanting to join the venture to Apr. 20. At that time, the now six-company group will have to decide whether to accept or reject the U.S. Government's construction guidelines. The project will consist of building a $700-million monobuoy crude terminal 27 miles out in the Gulf off Freeport, Tex. At Corpus Christi in Ingleside, construction of a LNG terminal and a temporary i^PG terminal nearby is awaiting Federal approval. Later on, the LPG terminal would perhaps settle permanently south of Port Arthur on the Sabine River. A second LNG terminal would be built by the El Paso Co. on Matagorda Bay near Port O'Connor, Tex. Governors Island, N.Y. More than 60 shipping companies in N.Y. Harbor got Automated MutualAssistance Vessel Rescue System Awards from the Coast Guard early this month. The global, computerized vessel plotting system provides information for co­ ordinated search and rescue efforts at sea. Some 2,200 merchant ships radio sailing and position plans for at least 128 days a year to the Coast Guard. At the first SOS on the high seas, the computer picks out the nearest vessel to the stricken ship to send to her aid. Many have been saved in ship fires and sinkings, man overboard incidents, and medical emer­ gencies. U.S. Safety Board Bids for Firesafe Lifeboats for Tankers When the U.S. tanker Edgar M. Queeny and the Liberian tanker Corinthos collided in 1975, 26 crewmen were killed and 11 injured. The lifeboats of the Corinthos were rendered useless as flames danced on the deck below them and covered the oil-slicked water around the vessel. This accident and others like it prompted the National Transportation Safety Board to make a recommenda­ tion on lifeboats. In a report to the Coast Guard, the Board recommended development of "enclosed, firesafe, selfcontained lifeboats," for all large U.S. ships. If adopted, the recommendation will apply primarily to large oil tankers. It is on these tankers that the risks of oil fires are high. The lifeboat the safety Board has in mind will be made of incombustible ma­ terial, such as steel. This would enable the lifeboat to withstand the intense heat caused by fire. The firesafe lifeboats would have steel covers and self-contained air sup­ plies. These air supplies would last for a period of about 10 minutes. These lifeboats could be lowered right onto flame-engulfed water and ride clear of the fire while those inside are protected and provided with oxygen. The boat's steel cover has its own spray system to keep the metal cool. Capt. Colucciello, chief of the NTSB's Marine Accident Division, said such lifeboats are "not that new an idea." They are being used by Norwegian and British vessels. They are also used on offshore oil drilling rigs. On these rigs, the NTSB report said, they "have been used successfully in evacuations during fire and other casualties." The safety Board's recommendations resulted from its investigation of the Corinthos-Queeny collision on Jan. 31, 1975 at Marcus Hook, Pa. The Queeny's pilot was attempting a 180 degree turn on the Delaware River after leaving a dock. She hit the stern of the Liberian tanker which was unloading a cargo of crude oil. The British Petroleum Co. Dock, where the Corinthos was unloading, burst into flames. In addition to the 26 fatal casualties, property and pollution damages on the Delaware ran over $20 million. Damage to the Queeny was minor but the Corinthos was destroyed. The Board found that the Queeny crew's firefighting training was an im­ portant factor in minimizing "the amount of ship damage and number of personal injuries aboard their ship." This prompted another safety rec­ ommendation: that the U.S. Maritime Administration speed completion of its firefighting training curriculum and pro­ gram for merchant marine officers and seamen. The case of the Corinthos-Queeny collision is not the first in which lives could have been saved if fire-resistant lifeboats had been aboard ship. Capt. Coluceiello said, "I've seen enough instances where there's a need for these boats for better protection of crews on tankers." Seattle Committee In the messroom of the SS Seattle (Sea-Land) at a payoff in Port Elizabeth, N. J. recently is the containership's Ship's Committee. From left are: Chief Steward Vernon Douglas, secretary-reporter; Steward Delegate Stonewall Jackson; Deck Delegate Richard Hunt, and Recertified Bosun Esteban Morales, ship's chairman. November 1977 / LOG / 17 �8B Safety Demands Tankerman's Skills on Dangerous Tows Requiring the towboat operator, whose main job is safe navigation of the vessel, to take on the duties of the tankerman would be a serious mis­ take. And in the long run, such a move could only increase the likeli­ hood of spills or even more disastrous marine accidents. For the past few years, the Coast Guard has been shuffling around with a very serious problem involving safety. It concerns the safe operation of tank and chemical barges carrying noxious or flammable cargoes, and the safety of the people that man this equipment. It also concerns the en­ vironmental safety of our coastal and inland waters. Before going any further, we feel a little background on this issue is in order. In recent years, there has been a tremendous increase in the amount of oil and other dangerous fuels and chemicals transported by barge in American waters. With increased traffic has come an increased number of polluting spills. According to the Coast Guard publication, Proceedings of the Ma­ rine Safety Council, 85 percent of all marine accidents, such as spills, are caused by human error. The Coast Guard said some of the errors in­ clude, "allowing tank overflow, im­ proper valve handling and improper hose connections." The Coast Guard concludes that to cut down on these incidents, the training and qualifications for the job of tankerman—the person re­ sponsible for the handling of these cargoes—should be upgraded. In ad­ dition, the Coast Guard has come out with a new set of proposals concern­ ing qualifications for the tankerman's job. On the issue of increased training, we agree with the Coast Guard. We believe that the job of tankerman is an extremely important one. And we recognize that with the technological advances in tank and chemical barges, coupled with increased ma­ rine traffic, the job of tankerman is a much more difficult one now than in the past. In fact, the SIU's Harry Lundeberg School conducts regular training programs for tankerman training. Among other things, this training in­ cludes a comprehensive firefighting November, 1977 The SIU is ready and able through the Lundeberg School to meet any new training requirements for the job of tankerman. But we are prepared to fight any proposal that would re­ move the skills of a full-time tanker­ man from boats towing dangerous liquid cargoes. The Coast Guard appears to be sincere in their efforts to cut down on marine accidents. However, the removal of a tankerman from tows underway will do absolutely nothing to enhance this goal. We urge the Coast Guard to take a closer look at this particular proposal and the problems it will most defi­ nitely create. CONTRADICTION program We believe firefighting is essential to any course involving the tankerman. Overall, the Lundeberg School's efforts have given the Union a pool of qualified people to fill the tankerman's job on SlU-contracted vessels. However, we can't comprehend the intent behind at least one of the Coast Guard's new proposals con­ cerning the tankerman. This proposal calls for the towboat operator or pilot to perform the tankerman's duties while the tow is underway. The net result of this proposal would be the removal of a skilled person from dangerous tows. The SIU has nothing against re­ quiring pilots or towboat operators to have a tankerman's endorsement. It is an important skill for any towboatman to have. LOG Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 39, No. 11 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Vice President Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Cal Tanner But the tankerman's job is a fulltime job. And it requires the full-time attention of at least one person whether the vessel is discharging in port or underway. If they do take a closer look, we believe that common sense will pre­ vail and the the Coast Guard will re­ verse their position on this issue. We also believe that the goals of envi­ ronmental safety, navigational safety and the personal safety of America's boatmen demand such a reversal. 'Send Me to Caesar's Palace' The cost of a room at Caesar's Palace, the most expensive and luxur­ ious hotel in Las Vegas, is about $60 a day. There's a TV in every room. The cost of a semi-private room in just about any hospital in America amounts to $100 to $150 per day. If you want a TV, add on another few bucks a day. So, you say, "the next time I get sick, send me to Caesar's Palace." This comparison may be comical. But the skyrocketing costs of getting well in this country is no laughing matter. The simple fact is that the cost of medical care in America has gone so far out of sight, that most health insur­ ance plans are finding it very difficult to meet the growing financial burden. The end result is that Americans today can neither afford to get sick nor can they afford to get well. As we see it, the only real answer to this problem is the development of a strong national health insurance pro­ gram. It has to be a program that will cover all Americans for all their med­ ical needs. This should include doctor's care and in-and-out-patient hospital services. During his campaign. President Car­ ter promised such a national health program. We understand that his staff is preparing a program for presentation to Congress early next year. The SIU, and the labor movement in general, is looking forward to work­ ing with the President to get a national health program through Congress The American Medical Association, the lobbying group for the medical in­ dustry, will no doubt be doing its best to water down, or defeat outright any national health bill. And why shouldn't they. The average annual income for a doctor in America today exceeds $60,000. And its going up all the time. A strong national health bill, among other things, would put a lid on the up­ ward movement of doctors' incomes. We feel that America's working peo­ ple have been raped by the medical in­ dustry for too long. Every American deserves the chance for good health and long life. No one should be denied their health because it costs too much. Again, the only viable answer to this very serious problem is a strong na­ tional health program. The SIU sup­ ports such a program, and will be working with the rest of the labor move­ ment to see that it is enacted. Vice President In His First Semester • .llllinilte. Marietta Homayonpour Editor-in-Chief '!iIc 11Hi*- 389 James Gannon Managing Editor Ray Bourdius Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Marie Kosciusko Associate Photographer _ George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters Di.'iir ict, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. 18 / LOG / November 1977 I am one of the 1977 recipients of a $i0,000.00 scholarship which is grant^| by the Seafarer's Union. I am very grateful to the SIU for providing me^such ! an opportunity to proceed with my college plans. Right now-1 attend the University of Puerto Rico, Rio Piedras Campus. This is my first semester and I hope to become a doctor in the future years in order to help my community and my country. I want to get to the top, and with the scholarship, my efforts and my enthusiasm I will do it. Thanks again to the SIU for giving me the opportunity of being one of the scholarship winners. , Sincerely yours, 3 3 OsVal^Rios.Aloii^o �We've Come A Long Way.... Several years ago, there were people who asked, "what does a seafarer out chipping paint on a ship need a high school diploma for?" The crazy idea behind this kind of question was that seafaring was a job for people who were ignorant—a simple job for simple people. But we knew better. We knew our industry was changing. We knew our jobs were hard and getting harder. We knew we needed new skills. And we knew that education was the answer. So, in 1967, the SlU founded the Harry Lundeberg School—our own school—where we could go to learn skills and keep pace with our industry. That was ten years ago. During that time, we worked and we built and we learned and our school grew. This month, a national team of experts in education from the American Council on Education approved nine upgrading courses at IILS for college credit. This means that if you graduate from one of these courses at the Harry Lundeberg School and then you enroll in a college, your course from HLS counts towards a degree just like a class you would take right there on the college campus. In 10 years our school has come this far! In 1967, we were moving mud and building school rooms. Soon, the school was helping our SlU brothers get lifeboat endorsements, training young men to be seafarers, and find jobs for them aboard SlU ships. But we had to do more, and so we did. We expanded the upgrading programs to include the skilled ratings. We began a reading program so that our brothers who lacked reading skills could get them and get ahead in their jobs. Then came the GED program, the basic vocational program for deckhands on the waterways, licensing courses and specialized atlvanced courses—^and now, college-level credits for some of our upgrading courses. This growth wasn't easy. For a long time, most people didn't believe that we could do it—or that we should do it. Some educators didn't think that workers like ourselves had any business building a school. "Leave the education to us," they said. But we knew that we had to have education to survive in our industry. The dedicated staff at the Lundeberg School knew it too. Even more important, these people believed that we deserved education—just because we are people and deserved a chance to grow and to learn. And we did grow. And we did learn. Education opened the doors to better pay, better jobs, better lives for us. Now, another door is open—the door to a college degree in some area of marine science. For this degree, our work experience and our study at HLS will be just as valuable as our work and study on the college campus. Some of us may find this regard for our work surprising. It's not. Almost all of us are now familiar with automated cargo handling, automated bridge and engine room consoles, microwave ovens and portion:ontrol galley systems, anti-pollution regulations, LNG, Lash vessels and Ro Ro's The list of the new developments in maritime is huge. How many of these developments were part of our seafaring knowledge 10 years ago? ^ So no seafarer should be surprised that educators are impressed with the knovyledge we need in our profession. Our work and the educational • institution we have built are impressive. We have progressed so fast that we didn't realize how far we had come. Now we can look back to where we came from, and we can all be very proud. November 1977 / LOG / 19 �p!r»^:?ij-«-JK3»a«=f -•rsa!a6r»>»u^s?*«'.TOiwstir —*r.—r-,*.cfe'~ • 'Developing the Whole Man'— New Horizons for Every Seafarer .V V 1974 1967 Every Seafarer who ever came to HLS is a unique person. The school has no minimum edu­ cation requirements, so every stu­ dent has a different level of achieve­ ment. Some of us have been to college. Some of us have not finished grade school. We come from every state in the U.S. and from other coun­ tries, too. Some of us are young; some are old. We are all Seafarers— but we each have different needs. When we began building HLS ten years ago, we realized that we had to develop a program that would meet every Seafarer's individual needs. If we didn't, our school wouldn't work. Some of these needs were related to our jobs—we needed to learn new skills and to pass Coast Guard exams for higher ratings. We also needed to be able to read our text books, understand the exam questions and write the answers. It was hard to figure out how to handle all these problems at one time. Fortunately, we had the help and guidance of a professional edu­ cator who understood our problems. Miss Hazel Brown saw our needs and saw a way to meet them. She knew that, as we learned new job skills, we had to learn reading and writing and study skills, too. We needed voca­ tional and academic training com­ bined into one educational program. Miss Brown- called this new idea "Developing the Whole Man." This idea really worked for us! Soon we were learning to read and HLSS begins operations. Seafarers and trainees train for the libeboatman endorsement as construction progresses everywhere on the campus. 1970 The Reading Lab opens aboard the schoolship Zimmerman. The first Seafarers and trainees earn high school diplomas through the GED program. Vocational classes are centralized aboard the Claude "Sonny" Simmons, and the HLS library opens to provide support for the growing academic pro­ grams. ' "" "jit to write; we were passing Coast Guard exams; we were getting ahead and moving up! But more than that we were chang­ ing as people. When we became skilled workers and successful stu­ dents, we began to feel better about ourselves. While we learned, we de­ veloped self-confidence—we really believed that we could set goals and that we could reach them if we worked hard. So we set some goals. We wanted more and better vocational courses that would help us keep up with our industry. And we thought that, if wc could learn to read and write, why couldn't we finish high school, too? A dedicated and talented st^ff of teachers and instructors worked hard to help us reach these goals. The up­ grading program grew and soon many, many seafarers from every de­ partment on the lakes, oceans, and inland waters were learning new job skills. Being approved as an accredited GED test Center took a lot of time and effort, too. We met a lot of re­ sistance from a lot of people. But Miss Brown really believed that "De­ veloping the Whole Man" meant we deserved a chance to get a high school diploma. She and her staff kept working. Over the years our problems were resolved. We got our GED program. Our vo­ cational courses grew beyond just Coast Guard ratings to include spe­ cial skills like welding and shipboard refrigeration. An outstanding library was developed at the School to sup­ port the academic and vocational programs, to provide us with recrea­ tional reading and to preserve our heritage as seafarers and trade union­ ists. Today, every seafarer who comes to HLS gets the individual attention he deserves. He is evaluated by the skilled academic and vocational teachers. He studies courses pre­ pared just for him. He progresses at his own rate. HLS also provides each seafarer with a complete learning environ­ ment where he can pursue his indi­ vidual interests. The School has a hobby shop, a music program, a counseling program. All of this pro­ vides ways for each seafarer to de­ velop his individual talents and per­ sonality. As HLS has grown in the ways it helps and teaches seafarers, so we have grown as whole men with job skills, academic skills and social skills. The Vocational Depart­ ment instituted advanced courses to teach seafarers specialized shipboard skills. The basic training program for the water­ ways grows to 12 weeks in length, reflecting the growth of the domestic shipping industry. Now out school has reached a new goal—college-level recognition of some of our vocational courses. This means recognition of our growth as seafarers, too. It means that our school has helped us to acquire basic academic skills and to become highly-trained, experienced workers. It means that we are ready to take our next big step in education—we are ready for college. & Today... ifff n \ •^s \l -- ZT'. The trainee program expands to offer young men career oppor­ tunities on the waterways. The Towboat Advisory Board meets and approves an upgrading pro­ gram for boatmen. A barge is re­ furbished and vocational courses are centralized aboard the new upgrading center. 'V : f ;Y •r'ltj S&' J h- 20 / LOG / November 1977 1972 A group of educators from across the nation visit HLS and approve the school as a GED test center. An ex­ panded upgrading program begins to help experienced seafarers ad­ vance on the job. UPGRADING CENTER .A Almost 1,000 students have achieved high school diplomas through the GED program. A new Vocational building houses classrooms and training aids for the extensive educa­ tional programs at HLS. A scholarship program for Towboat Operators is ^ beginning—the course will use the vessels of the Lundeberg Fleet for training. A team of educators ex­ amines the vocational courses and training aids and approves nine courses for college credit. sm ISA ceo Old-'"'* -i » I u -^1 r 1973 November 1977 / LOG / 21 �Courses and Credits—What Counts? What Doesn't? 1. How did HLS get these courses approved? The educators at the Harry Lundeberg School asked the American Council on Education to examine the courses at HLS and decide if they were good enough to count for col­ lege credits. The American Council on Educa- FOWT 6 credits Lifeboat/Able Seaman 9 credits tion is a group of college professors and other educators who examine courses at all kinds of schools and colleges. They make recommenda­ tions on giving credit for the courses at these schools. The council sent a team of profes­ sors and other experts in marine sci­ ence to HLS. These experts studied the courses at the school and de­ cided they were good enough to recommend for credit. In fact, they thought the courses were so good, that they approved the maximum amount of credits for each one. The American Council on Educa­ tion is also the group that approves GED programs all over the country. Several years ago, when they ap­ proved the GED program at HLS, they sent professional academic teachers to examine those courses. So, whenever the council approves any kind of course, they get exports in that course to study it and see how good it is. 2. What Upgrading Courses have been approved for recommended college credit? So far, nine of the vocational courses at HLS have been approved —Maintenance of Shipboard Refrig­ eration, Marine Electrical Mainte­ nance, Diesel Engineer, QMED, FOWT, Towboat Operator—Inland, Quartermaster 6 credits Tow boat OperatorWestern Rivers 5 credits QMED 18 credits Marine Electrical Maintenance 8 credits Towboat Operator—Inland 8 credits Maintenance of Shipboard Refrigeration 10 credits Diesel Engineer 8 credits Towboat Operator—Western Rivers, Quartermaster, Lifeboat/Able Sea­ man. 3. Does this mean that every seafarer who graduated from one of these courses now has some college credits? No. These courses will count as college credits IF you decide to en­ roll in a college or technical school. 4. Does any Seafarer who has a Coast Guard license or rating get college credit for it? No. The credit recommendations are for the courses at the Harry Lundeberg School. To get credit, you must have completed the course at HIS. If you got a rating or license without attending the school, it does not count for college credit. 5. Right now, nine courses are ap­ proved for credit. Are any more courses at HLS going to be approved for credit? HLS is going to try to get as fnany courses as possible approved for col­ lege credit. Soon, the school will be asking the Council to approve the Steward Department courses for credit. And we're not going to stop there. Someday, we hope to get the Harry Lundeberg School itself ac­ credited as a post-secondary school. HLS would then be very much like a two-year community college. We could offer minors in engineering, deck seamanship and steward. We could offer college-level history and English courses. Of course, this is a really high goal for seafarers, our union and our school. But if we work hard, there's , no reason why we can't reach it someday. We have a dedicated and professional staff at our school who could teach these kinds of courses. And our educational programs have improved so much in the last 10 years that every seafarer can look for­ ward to this next level of achieve­ ment for himself and for our union. 6. How many Seafarers bave completed courses that are recom­ mended for credit? Almost 3,000 seafarers have suc­ cessfully completed upgrading courses which are eligible for college credit. As soon as more of the courses .5re examined and approved, even more seafarers will be able to use their up­ grading courses to earn college credits. How to Get College Credit for the Courses You Took at HLS How to get College Credit for the Courses you took at HLS. • First of all, contact the admissions offices at all the colleges that in­ terest you. Find out which ones accept courses that are recom­ mended for credit by the Ameri­ can Council on Education. These are the only colleges that will give you credit for your HLS courses. • Contact the Harry Lundeberg School and ask for an official rec­ ord that tells the courses you took and when you completed them. HLS will be happy to send you this record. You will need it when you apply to a college for credit. The record is also important because some of the courses (like FOWT 22 / LOG / November 1977 and QMED) were shorter several years ago than they are now. The longer courses have been recom­ mended for more credits than the shorter ones. The amount of cred­ its you get depends on when you took a course and how long the course was at that time. Your of­ ficial record from HLS will show this information. Apply for admission to the col­ lege you want to attend. Generally, you would apply for credit for your HLS courses when you apply for admission. Check with the admis­ sions office to be sure this is what your school wants you to do. When you apply for credit, you must have the official record of your courses that you got from HLS so that the college can ex­ amine it. REMEMBER: The number of credits for your courses at HLS is recom­ mended by the American Council on Education. But the college you at­ tend makes the final decision. Your college may give you more credits or less credits than the recom­ mended number. The Vocational Educational De­ partment at the Harry Lundeberg School has much more information about the courses, the credits, and how to use them. To get this informa­ tion, contact: Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: 301-994-0010 �JOHN TYLER (Waterman Steam­ ship), September 18—Chairman, Re­ certified Bosun Donald Pool; Secretary J. Moody; Educational Director Divane. $19.30 in ship's fund. No dis­ puted OT. Chairman reported that all crewmembers who have enough seatime should go to upgrading school at Piney Point. Also discussed the im­ portance of donating to SPAD. Secre­ tary reported that several repairs have been on the repair list for a couple of trips. These repairs have to be done in port so the captain will send in a special list to the company from Bremerhaven. Observed one minute of silence in memory of our departed brothers. Next port, Bremerhaven. SEA-LAND VENTURE (SeaLand), September 11—Chairman, Re­ certified Bosun B. Butts; Secretary Roy R. Thomas; Educational Director Sam Hacker; Engine Delegate Gary Doyen. No disputed OT. Chairman held a dis­ cussion on the articles in the Log and the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. MOUNT EXPLORER (Cove Ship­ ping), September 4—Chairman, Re­ certified Bosun Pete Garza; Secretary A. Salem; Educational Director Fred Harris; Deck Delegate Frank R. Schwarz; Engine Delegate Emil H. Nordstrom; Steward Delegate Charles Hall. No disputed OT. Chairman held a discussion about the merger of the SIU and NMU unions. Everyone agreed that it would be for the best in­ terest of all American seamen to have one union. Secretary reported on the many important issues in the Log. The following one, for example: "For every ship that sails short, the Union loses money, or to be more accurate you as an SIU member lose the money that would have been paid by the operator into the Union's Welfare, Pension and Vacation Plans for every day the miss­ ing SIU member should have been on the job." Also, that among the early signs of alcoholism are: making pro­ mises about how much one will drink, and then lying about it, even to one­ self; gulping drinks; having a drink be­ fore an appointment; getting in the habit of having drinks at a certain time each day; necessity of using alcohol to ease tired nerves or soothe worries. These are the signs that alcohol is well on the way to becoming an integral part of a person's life—an addiction. A vote of thanks to the steward depart­ ment for a job v/ell done. Observed one minute of silence in memory of our de­ parted brothers. Next port, Texas City. TRANSINDIANA (Hudson Water­ ways), September 13—Chairman, Recertifi^;d Bosun J. Delgado; Secretaiy W. Fitch; Educational Director G. Payne. $11.47 in ship's fund. Some dis­ puted OT in engine department. Chair­ man advised all members to read the Log so that they will have a better understanding of what is going on in the Union and the maritime industry. Also discussed the importance of do­ nating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. DELTA SUD (Delta Steamship), September 10—Chairman, Recertified Bosun C. A. Bankston; Secretary E. Vieira; Educational Director U.S. Weems. $56 in ship's fund. No dis­ puted OT. The captain commented on and was pleased about the fine safety record we have had this trip. Every­ thing running smoothly. » '• I L PORT (Asbury Steamship), Septem­ ber A—Chairman J. C. Northcott; Sec­ retary Don Collins; Educational Direc­ tor R. Davis; Deck Delegate C. J. Ma­ rino; Engine Delegate C. W. Cunning­ ham; Steward Delegate H. A. Evans. Some disputed OT in deck department. Secretary pointed out articles in the July issue of the Log and noted that there was very good reading in this is­ sue. Requested that the crewmembers pass the Log around when they have finished reading it. Educational direc­ tor advised all members that the school at Piney Point is available for all to upgrade themselves. It was also sug­ gested that all members'should have a knowledge of LNG tankers whether they ride them or not. A vote of thanks to the steward department for fine foods and menus. ZAPATA ROVER (Zapata Trans­ port), September 18—Chairman, Re­ certified Bosun Robert F. Mackert; Secretary David Eby; Educational Di­ rector Darry Sanders; Deck Delegate A. Hanna; Engine Delegate D. Murphy; Steward Delegate M. Thomas. No dis­ puted OT. Chairman reported that the Logs were received and passed out to the crew. Requested members to pass the Log around and not to keep it in your room v,'hen you are finished. Edu­ cational director spoke on article from August Log about leaving ship and re­ placement. Next port, Aruba. SEA-LAND FINANCE (Sea-Land), September 25—Chairman, Recertified Bosun J. Pulliam; Secretary Fletcher; Deck Delegate J. Long; Engine Dele­ gate S. Mooney; Steward Delegate E. Cullerton. No disputed OT. Chairman reported that the August issue of the Log was received in Yokohama and he suggested that all members read the Log and then pass it on. Report to the Log: "Is it possible to do away with the power pac and put more outlets on deck? Could mooring winches be put on these ships?" Next port, Oakland. PONCE (Sea-Land), September 11 -Chairman, Recertified Bosun J. San Filippo; Secretary Duke Hall; Educa­ tional Director H. Ulrich. $90 in ship's fund. Some disputed OT in deck de­ partment. Chairman advised all mem­ bers that all communications are in the Log and all members should read the Log from front to back of each issue. Observed one minute of silence in memory of our departed brothers. Next port. Hong Kong. OVERSEAS ARCTIC (Maritime Overseas), September 18—Chairman, Recertified Bosun Eligio La Soya; Sec­ retary C. Shirah; Educational Director L. Phillips; Deck Delegate L. Talarico; Engine Delegate Jammie R. Graydon; Steward Delegate James Juzang. $6 in ship's fund. Some disputed OT in deck, engine and steward department. Chair­ man read several articles from the August Log to crewmembers. Also sent a letter to Headquarters and received answers to several inquiries. It was also noted that the Log is received regu­ larly. Crewmembers were asked to write to their senators and congress­ men to ask them to support the oil preference bill. A vote of thanks was given to the steward department for a job well done. Next port. Long Beach. DELSOL AFOUNDRIA BALTIMORE MOHAWK DELTA MAR BORINQUEN PISCES , ,Vv' . SEA-LAND GALLOWAY HOUSTON- • • - •• , , , GALVESTON (Sea-Land), Septem­ ber 11—Chairman, Recertified Bosun Denis Manning; Secretary Gus Skendelas; Educational Director Gary Fairall; Engine Delegate Arthur G. Ander­ sen. No disputed OT. Chairman reports crewmembers all agree that the stories in the Log contain many interesting facts. All members should read the Log and pay close attention to what is going on in the LTnion and what our President Paul Hall is trying to do for the mem­ bers. Discussed the importance of donating to SPAD. Next port. Anchorage. BAYAMON (Puerto Rico Marine Mgt.), September 11—Chairman, Re­ certified Bosun Calixto Gonzales; Sec­ retary J. Ross; Educational Director Stanley Gondzar. $40 in ship's fund. No disputed OT. Chairman held a dis­ cussion for all crewmembers on the topic "Your Union Officers and Your Union and What It Means to You." He requested the crew to read the Log to keep up with what is going on in the Union. Also discussed the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. ULTRASEA (Westchester Marine), September 25—Chairman, Recertified Bosun C. Frey; Secretary T. Kirby; Educational Director H. Green; Deck PANAMA (Sea-Land), September Delegate A. Myrex; Engine Delegate G. Hart; Steward Delegate R. Spencer. 4—Chairman, Recertified Bosun Enos No disputed OT. Chairman held a very Allen; Secretary A. Reasko; Educa­ lively discussion on various articles in tional Director Kelly. $13.20 in ship's the newly received Log. Educational fund. No disputed C)T. Chairman gave director discussed the importance of a talk about the SIU and NMU merg­ donating to SPAD. The entire ship's ing together. Suggested that all mem­ company gave a resounding vote of bers read the latest Log. Also discussed thanks to the galley gang headed up the importance of donating to SPAD. by Tom Kirby for fine menus and well Steward gave a vote of thanks to all prepared food. Observed one minute members for keeping the recreation of silence in memory of our departed room clean at all times. Observed one minute of silence in memory of our de­ brothers. Next port, Rotterdam. parted brothers. Official ship's minutes were also received from the following vessels: ACHILLES ROBERT E. LEE PITTSBURGH OVERSEAS JOYCE NEWARK MARY MASSACHUSETTS - t LONG BEACH SEA-LAND MARKET ^ E TAMPA MERRIMAC AGUADILLA v^ NEW YORK • • :.;^t^C:•-:•"-^' ERNA ELIZABETH VIRGO • \ BANNER HUMACAO MARYLAND GUAYAMA (Puerto Rico Marine Mgt.), September 23—Chairman, Re­ certified Bosun W. Velazquez; Secre­ tary A. Aragones; Educational Direc­ tor Paul R. Smith; Engine Delegate H. F. Welch; Steward Delegate D. Herrera. Some disputed OT in deck department. The deepest sympathy of the crew was extended to Brother Horace McCurdy upon the death of his mother. Chairman asked all crew­ members to write to their congress­ man and request backing on Bill No. H.R. 1037. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Jacksonville. OVERSEAS ALASKA MOUNT VERNON VICTORY COVE TRADER MOUNT NAVIGATOR NECHES SEA-LAND MCLEAN SEA-LAND TRADE JOSEPH HEWES DELTA NORTE OGDEN CHAMPION OVERSEAS VIVIAN PHILADELPHIA CONNECTICUT JAMES DELTA URUGUAY BRADFORD ISLAND ZAPATA RANGER COLUMBIA MOUNT WASHINGTON SEA-LAND COMMERCE OVERSEAS VALDEZ SEA-LAND PRODUCER JACKSONVILLE JOHN TYLER OVERSEAS ALASKA ANCHORAGE SEA-LAND CONSUMER (Sea- ' Land), September 25—Chairman, Re­ certified Bosun F. A. Pehler; Secretary M. Deloatch; Educational Director K. L. Hart; Steward Delegate M. P. Cox. No disputed OT. Chairman advised all crewmembers to take advantage of the upgrading program at Piney Point. This could mean better pay. Observed one minute of silence in memory of our de­ parted brothers. Next port, Rotterdam. JOHN PENN (Waterman Steam­ ship), September 25—Chairman, Re­ certified Bosun Edward Morris, Jr.; Secretary Paul L. Hunt; Educational Director Russel W. Zeller; Steward Delegate John Robinson. Some dis­ puted OT in engine department. Chair­ man gave the following report: "Albert Rogers, Book No. R-21, pas.sed away while enroute down the Mississippi River. The time of death was about 1630. He was removed from the ship at 1817 hours by a United States Coast Guard helicopter. A radiogram was sent to the Union notifying them of his death." Next port, Casablanca. November 1977 / LOG / 23 �»•- , HARRY LUNDEBERG SHOOL OF SEAMANSHIP SUMMARY ANNUAL REPORT STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31, 1976 BEGINNING OF YEAR END OF YEAR ASSETS NET INCREASE IN NET ASSETS Net Assets At Beginning of Year Net Assets At End of Year Cash Receivables Buildings and Other Depreciable Properties (Net) • Other Assets .. $ 5,601,945 1,778,837 6,246,427 27,280 TOTAL ASSETS CURRENT VALUE 13,654,489 Total Assets Book Value 13,654,489 .... $ 6,367,472 1,919,314 7,109,570 15,468 15,411,824 15,411,824 LIABILITIES Payables Acquisition Indebtedness Other Liabilities TOTAL LIABILITIES NET ASSETS 67,368 54,421 18,520 235,760 28,916 140,309 264,676 $13,514,180 $15,147,148 1,632,968 13,514,180 - $15,147,148 Establishment and Purpose of Trust The Harry Lundeberg School of Seaf»anship, a joint union employer-trust, was estab­ lished under an Agreement and Declaration of Trust, dated September 30, 1965, be­ tween the employer trustees of various employers having collective bargaining agree­ ments with Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, and the Union trustees. Under the terms of the Agreement, the Trust will terminate on October 1, 1986, or when there is no longer in effect for a period of 90 days or more a collective bargaining agreement providing foi payments to this Trust. Significant Accounting Policies The accompanying financial statements have been prepared on the accural basis of accounting and accordingly reflect all material assets and liabilities as of the end of the year. STATEMENT OF INCOME, EXPENSES AND CHANGES IN NET ASSETS FOR PLAN YEAR ENDED SEPTEMBER 30, 1977 Depreciation is computed on the straight-line method over the estimated useful life of the property and amounted to $9,506.57 for the year ended September 30, 1976, and to $7,233.50 for the prior fiscal year. INCOME Cash Contributions Earnings From Investments Other Income $ 6,650,758 353,007 92 TOTAL INCOME 7,003,857 EXPENSES Benefit Payments Directly To Participants Or Their Beneficiaries . Payments To Other Organizations Or Individuals Providing Welfare Benefits Interest Expense Fees and Commissions Insurance Premiums For Fiduciary Insurance Other Than Bonding Salaries and Other Administrative Expenses Other Expenses TOTAL EXPENSES KNOW YOUR RIGHTS NOTICE TO ALL PARTICIPANTS OF THE HARRY LUNDEBERG SCHOOL OF SEAMANSHIP 203,915 4,303,272 2,555 13,371 7,304 281,407 559,065 5,370,889 Plan participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report includes a list of the assets held for investment and all other relevant financial informa­ tion. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: Administrator Harry Lundebei^ School of Seamanship 275 20th Street Brooklyn, New York 11215 KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records arc available at the headquarters of the various trust funds. SliiPPiNG kiGH IS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union ami 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. I he proper address for this is: Frank Dro/uk, Cliairnian, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or lo the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and in 24 / LOG / November 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, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board ot the Union, 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 ollicial capacity in the SIU unless an ofiicial 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. • r: 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 arc clearly set forth in the SIU constitution aiicl 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 di.scrimination, financial repri.sal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer .seamen. if at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Hall at headquarters by certified mail, return receipt requested. �November 1977 / LOG / 25 �After sailing with the SlU's steward department since f947, Seafarer P. Mena (1.) is proud to have his son, Gerald, following in his path. Gerald Mena graduated from HLS this past summer and just completed his first trip as a wiper aboard the containership Sea-Land Galloway. Two other Mena iDoys, Jeff and Ronald, will be graduating from the School in the near future. Welcome aboard! New York Harbor: It's become a very fashionable thing of late to malign New York City. Indeed, some of the charm that was old New York is of a long gone Recertified Bosun George Burke se­ cures lifeboat after fire and boat drill on board the SlU-contracted SeaLand Galloway last month in Port Elizabeth, N.J. •» . era. But one thing remains constant —New York is among the most important and active seaports in the entire world. New York Dock Co.'s SlU-contracted tug Brooklyn ties up to a railroad barge in the borough of Brooklyn, N.Y. The barge will be towed across the Hudson River to a pier in New Jersey. te-'i The crew of SlU-contracted tug Mariner (Interstate Oil) posed for this photograph while they were in Tremely Point, N.J. last month. They are (I. to r.); Steve Welch, utility; George Ullyot, AB; Jeff Eldredge, mate; Mike Harat, AB; George Kimmel, captain, and Joe L. Blalock, cook. 26 / LOG / November 1977 The port of New York boasts one of the finest and largest natural har­ bors in the world with many miles of coastline. Manhattan itself is com­ pletely surrounded by water. New York City is easily accessible to the many tankers, cargo ships, and tug­ boats which can he seen traveling its rivers daily. In a metropolitan area with a pop- Boatman Mike Harat reels in a hose as he prepares to wash down the deck of the Mariner. �Crewmembers of ttie SlU-contracted tugboat Traveller (Interstate Oil) gathered in the galley for this photo while In the port of New York. The smiling brothers ard (I. to r.): Fred Gladstone, cook; MEBA District 2 member Bill Trimble, engineer; Harry Faust, trainee mate; Rich Kulakowski, AB; Noah Foreman, mate, and Bob Hearn, captain. Recertified Bosun Joe Donovan (I.) and New York SlU Patrolman Ted Babkowski discussed the bene­ fits of SPAD when the tanker Virgo (Westchester Marine) paid off in Carteret, N.J. last month. Still One of the World's Best ulation of 18 million people, the needs are as great and diversified as the ethnic backgrounds. Waterbome cargo is an important means of ful­ filling those needs. This could he oil brought in by tankers and barges to heat thousands of homes and apart­ ment houses. Or it could be drygoods carried on bulk freighters and containerships. A leading U.S. industrial center, the port of New York exports many manufactured goods both abroad and to other domestic ports. Included are goods such as clothing, furs, leather, jewelry, millinery, food products, machinery, precision instruments, and metal products. INLAND It may not be true that "every street's a boulevard in old New York." But many of those streets lead directly to the wharf where those new boots from Alaska may just be coming in on a freighter right now. M M. Deckhand Frank McGraw of the tug Brooklyn ties a stern line to an await­ ing railroad barge in Brooklyn's Erie Basin. Afterwards, Mate H. A. Magnussen takes a glance shoreward as the barge begins its journey across the river. Members of the tanker Cove Communicator'a (Cove Tankers Inc.) steward department prepare to serve noon meal. They are (I. to r.): Dewey Olds, third cook; Louis Gracia, cook and baker; Billy Mitchell, saloon messman; H. Miranda, crew messman, and C. M. Modellas, chief steward. The ship was paying off in Perth Amboy, N.J. Pictured here is Brother F. L. Durocher who is a floatman for the New York Dock Co. Ship's Committee members of the SlU-contracted USNS Hudson (Mount Ship­ ping) were serviced by Headquarters Patrolman George Ripoll (seated center) at a recent payoff in the port of New York. The delegates are: seated left. Re­ certified Bosun D. C. LaFrance; standing (I. to r.): Engine Delegate Michael Bacha; Deck Delegate Bill Dickey, and Educational Director Philip L. Huss. Seated on the right is Steward Delegate Jesse Winfield. November 1977 7 LOG / 27 �GREAT LAKES TUG AND DREDGE PENSION PLAN SUMMARY ANNUAL REPORT STATEMENT OF ASSETS AND LIABILITIES DECEMBER 31, 1976 ASSETS ,, , ^ Receivables General Investments Other Assets BEGINNING END OF OF YEAR YEAR ^ * ' 79,692 2,791,674 3,600 TOTAL ASSETS CURRENT VALUE Total Assets Book Value LIABILITIES Pavables TOTAL LIABILITIES NET ASSETS ' 71,217 3,017,635 10,095 jjjg Great Lakes Tug and Dredge Pension Plan, which provides for the establishment of the Great Lakes Tug and Dredge Pension Fund, was established under the provisions of the Agreement and Declaration of Pension Plan made as of April 1, 1961, as amended, between various signatory employers of the Great Lakes and the Great Lakes Dredge Region, Inland Boatmen's Union of (now merged with) the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO. 3,455,063 3,468,508 The Pension Plan provides for the adoption of a pension program for the exclusive of employees. — 26,351 $3,428,712 Change in Fiscal Year End of January 18, 1977, the Trustees agreed to change the reporting year of the Fund from a fiscal year ending March 31, to a calendar year ending December 31. This report, therefore, covers the short period from April 1, 1976 to December 31, '976. * 3,112,188 3,197,951 R fiRn 1 8,680 $3,103,508 Significant Accounting Policies The statements have been prepared on the accrual basis of accounting and accordingly reflect all material assets and liabilities. Investments are stated at cost. Gains and losses are recognized upon disposition. STATEMENT OF INCOME, EXPENSES AND CHANGES IN NET ASSETS Actuarial Report FOR PLAN YEAR ENDED DECEMBER 31, 1977 The consulting actuary, in his most recent report, estimated the total accrued liability of the Great Lakes Tug and Dredge Pension Fund as of December 31, 1974, to be $4,687,247 and its annual current normal cost to be $172,876. INCOME Cash Contributions By Employers Cash Contributions By Employees Earnings From Investments Net Realized Gain On Sale Or Exchange of Assets TOTAL INCOME $ 201,546 72,339 135,219 9,768 418,872 EXPENSES Benefit Payments Directly To Participants Or Their Beneficiaries .... Fees and Commissions and Insurance Premiums For Pension Benefit Guaranty Corporation Insurance Premiums For Fiduciary Insurance Other Than Bonding . . o I • J /-..u A J • . rSalaries and Other Administrative Expenses TOTAL EXPENSES NET INCOME Unrealized Appreciation of Assets Net Increase On Assets Net Assets At Beginning of Year Net Assets At End of Year Establishment and Purpose of Fund 102,492 14,136 1,399 A-i ^^,959 165,986 252,886 72,318 325,204 3,103,508 $3,428,712 The actuary indicated that the unfunded accrued liability of $1,922,711 is being amortized over the 36-year period from December 31, 1974, and that the Pension Fund has income which exceeds the annual normal cost and 36-year amortization of the unaccrued liability. These calculations are based upon the Pension Regulations in effect prior to the amendments required by the Employee Retirement Income Security Act of 1974 (ERISA), which were adopted effective April 1, 1976. NOTICE TO ALL PARTICIPANTS OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN participants may obtain copies of the more detailed annual report for a reasonable charge, or may inspect it at the Plan Office without charge. The latest full annual report ^ 3,,^ tion. To obtain a copy of the annual report, write to the Administrator asking for what you want. The Administrator will state the charge for specific documents so that you can find out the cost before ordering. The full report can be examined at the Plan Office during normal business hours. If you seek additional information write to: ^ r* ^ P • PI Brooklyn, N'^BW York 11215 Working on theRailroad The history of the Brotherhood of Mainte­ nance of Way Employes is tied up in that of the railroads of North America. Its develop­ ment is largely inseparable from the advance and growth of the railroad itself. It is an episode in the saga of man's restless urge to explore and to move on. As the rail lines were established, rail con­ struction men quit moving and settled down. The forerunners of today's railroad mainte­ nance of way men, they became established members of their communities. And they be­ gan to organize collectively to protect their common interests as railroad workers. It was out of such beginnings that the Brotherhood of Maintenance of Way Emploves was born and grew. The Brotherhood of Maintenance of Way Employes . . . the BMWE ... is a major inter­ national labor union, with nearly 150,000 members. The BMWE represents workers who built and maintain the tracks, bridges, build­ ings and other structures on the railroads of the United States and Canada. The BMWE member is the railroad track 28 / LOG / November 1977 worker, the bridge and building man, the railway maintenance employe. You'll see the maintenance of way man guarding the tracks where they cross public streets, protecting lives and property at these crossings. You'll see the maintenance of way man re­ placing rail, renewing crossties, inspecting and repairing right of way. You'll see the mainte­ nance of way man along the railroad, operat­ ing cranes, bulldozers or large, complex track maintenance equipment. You'll see the main­ tenance of way man using the smaller power tools of his trade. You'll see the maintenance of way man working with the traditional hand a UNION LABEL feature tools of his craft, whether he is a trackman, bridge mechanic, carpenter, painter, plumber, mason or other worker in a railroad mainte­ nance of way department. Railroad maintenance of way work requires great skill and care. The safety of the travel­ ing and shipping public depends on it. Maintenance of way workers on all major railways and on nearly all smaller lines in the United States and Canada are represented by the Brotherhood of Maintenance of Way Employes. Since it was founded in 1887, the BMWE has established an imposing record of service to its members. It has done an outstanding job of protecting the interests and advancing the welfare of railroad maintenance of way workers and their families. Dramatic new developments, challenges and changes can be anticipated in railroading's new future. BMWE is geared to deal with tomorrow constructively, in keeping with the best interests of the railroad industry, the public and the maintenance of way employes it represents. �Edward C. Adcinson, 66, joined the Union in the port of Cleveland in 1952 sailing as an AB for the Tomlinson Fleet Corp. in 1961, Browning Lines in 1962 and the Erie Navigation Co. in 1963. Brother Atkinson is a World War 11 veteran of the U.S. Army. He was born in Duquesne, Pa. and is a resident of Brooksville, Fla. WEHSIOHtRS Ralph Di Paola, 73, joined the SIU in 1945 in the port of Philadel­ phia sailing as a cook. Brother Di Paola sailed 33 years. He walked the picket line in the 1965 District Council 37 beef. Seafarer Di Paola is a World War II veteran of the U.S. Army. Born in Philadelphia, he is a resident of Brooklyn, N.Y. Fred A. Taylor, 73, joined the Union in the port of Detroit in 1959 sailing in the steward department. Brother Taylor first sailed in 1924 for the "Poker Fleet." He also sailed for the Sullivan Co., Bob-Lo Co. and the American Steamship Co. Born in Pierce County, Wise., he is a resident of Bronson, Mich. Laker Taylor now intends to voyage to "Florida, Idaho, and Springs, Colo, to enjoy living and retirement." .i%!i John Fediow, 65, joined the SIU in 1939 in the port of New York and sailed as a bosun. He also served as deck delegate. Brother Fediow sailed 48 years. He hit the bricks in the 1961 Greater N.Y. Harbor strike, 1962 Robin Line beef, and the 1965 Chicago beef, Born in Wilkes-Barre, Pa., he is a resident of Brooklyn, N.Y. Arthur J. Baum, Sr., 66, joined the Union in the port of Baltimore in 1958 and sailed as a diesel second engineer, relief chief, and deckhand. Brother Baum was born in North Carolina and is a resident of Norfolk. Alfred R. Fry, 63, joined the SIU in 1944 in the port of New York and sailed as a deck engineer and engine room delegate. Brother Fry sailed 34 years and during the Vietnam War in 1969. He was on the picket line in the 1961 N.Y. Harbor beef. Sea­ farer Fry is also a machinist. A na­ tive of Winston-Salem, N.C., he is a resident of Sarasota, Fla. Arthur W. Campbell, 65, joined the Union in Port Arthur in 1963 and sailed as a chief steward for the Socony Vacuum Co. from 1952 to 1954 and as a cook on the Tug Herc­ ules (Sabine Towing) from 1954 to 1977. Brother Campbell was born in Deridder, La. and is a resident of Beaumont, Tex. Luigi Gallo, 63, joined the SIU in 1938 in the port of New York and sailed as a bosun. Brother Gallo was born in Portland, Me., and is a resi­ dent of Chickasaw, Ala. Bernard A. Davis, 64, joined the Union in the port of Houston in 1963 and sailed as a captain and first mate for the Hawkins Towing and Barge Co. from 1960 to 1962, Federal Barge Lines and the Gulf Canal Co. from 1961 to 1977. Brother Davis was born in St. Elmo, Ala. and is a resident of Kemah, Tex. Melvin H. Jone.s, 55, joined the SIU in 1943 in the port of Baltimore sailing as a bosun. Brother Jones sailed 39 years and during the Korean War. He was born in North Carolina and is a resident of Dur­ ham, N.C. Walter F. Russell, Sr., 61, joined the Union in the port of Houston in 1957 sailing as an AB for the Gal­ veston and Houston Towing Co. from 1956 to 1977. Brother Russell is a World War II veteran of the U.S. Navy. A native of Chicago, 111., he is a resident of Houston, Tex. Frank T. Caccam, 72, joined the SIU in the port of Seattle in 1962 and sailed as a third cook, OS and wiper for 24 years. Brother Caccam also sailed for the MSTS. He was born in the Philippines and is a resi­ dent of Seattle. Curtis Clark, 69, joined the SIU in the port of New York in 1968 and sailed as a chief steward. Brother Clark sailed 24 years, part of that time on the Lakes. He was born in Germany and is a resident of Chicago, 111. Stephen T. Dent, 65, joined the SIU in the port of New York in 1956 and sailed as a chief steward. Brother Dent sailed 26 years. He was born in Mississippi and is a resi­ dent of Mandeville, La. Melvin C. Eickmeier, 69, joined the SIU in the port of Mobile in 1964 and sailed as a deck engineer. Brother Eickmeier sailed 21 years. He is a veteran of the U.S. Air Force in World War II. A native of Buffalo, he's a resident of Mobile. Krlstian Korneliusen, 76, joined the SIU in 1938 in the port of New York and sailed as a bosun. Brother Korneliusen sailed 57 years. He was born in Norway and is a naturalized U.S. citizen. Seafarer Korneliusen is a resident of New Orleans. ' ''*• r' Charles F. Long, 64, joined the SIU in the port of New York in 1963 sailing as a wiper and BR. Brother Long also attended the HLSS in Piney Point, Md. He was an aircraft finisher in the U.S. Army Air Corps before World War II. Born in Mon­ tana, he is a resident of Jacksonville, Fla. John L. Munnerlyn, 78, joined the SIU in the port of New York in 1958 and sailed as a chief steward. Brother Munnerlyn sailed 30 years. He is a World War I veteran of the U.S. Army. Born in Lottie, Ala., he is a resident of Stockston, Ala. Charles O'Donnell, 60, joined the SIU in the port of San Francisco in 1955 sailing as a fireman-watertender. Brother O'Donnell sailed 24 years. He was born in Ireland and is a resident of Seattle. Pedro T. Paderes, 67, joined the SIU in the port of Seattle in 1961 sailing as a cook. Brother Paderes sailed 32 years. He is a World War II veteran of the U.S. Army. Born in the Philippine Islands, he is a na­ turalized U.S. citizen and is a resi­ dent of Seattle. Jaime Pantoja, 62, joined the SIU in 1942 in the port of New York and sailed as a chief electrician. Brother Pantoja was born in Puerto Rico and is a resident of Levittown, Catano, Puerto Rico. John Sansone, 65, joined the SIU in the port of New Orleans in 1957 sailing as a cook. Brother Sansone sailed 22 years. He is a World War II veteran of the U.S. Army. Sea­ farer Sansone was born in Louisiana and is a resident of Metairie, La. Glcason J. St. Germain, 65, joined the SIU in the port of New Orleans in 1957 sailing as a cook. Brother St. Germain sailed 26 years. He is a World War IT veteran of the U.S. Army. A native of Morgan City, La., he is a resident of Weslwego, La. Felix Tale, 69, joined the SIU in 1945 in the port of Mobile and sailed as a chief cook. Brother Tate sailed 33 years. He was born in Ala­ bama and is a resident of Mobile. Wilson G. Thomas, 49, joined the SIU in 1948 in the port of New York and sailed as an AB. Brother Thomas is a Korean War veteran of the U.S. Army. Born in Virginia, he is a resident of Slidell, La. Charles W. Thompson, 60 joined' the SIU in 1948 in the port of New York and sailed as a fircmanwatertcnder. He also served as ship's delegate. Brother Thompson sailed 35 years. He is a World War II vet­ eran of the U.S. Army. Seafarer Thompson was born in Mississippi and is a resident of Jacksonville, Fla. Jose G. Madrid, 68, joined the SIU in the port of San Francisco in 1957 sailing as an AB. Brother Madrid sailed 25 years. He is a vet­ eran of the U.S. Army in World War II. A native of Silver City, N.M., he is a resident of Sylmar, Calif. Vassili Toomson, 67, joined the SIU in the port of New York in 1959 sailing as a fireman-watertender. Brother Toomson sailed 49 years. He was born in Estonia, USSR and is a resident of New York City. Carlton E. Moore, 48, joined the SIU in 1947 in the port of Philadel­ phia and sailed as a bosun. Brother Moore attended a HLSS educa­ tional conference. He is a veteran of the U.S. Army. Seafarer Moore was born in North Carolina and is a resi­ dent of Portsmouth, Va. Ira Wesley Wright, 60, joined the SIU in the port of New York in 1959 and sailed as an electrician and pumpman. Brother Wright sailed 23 years. He is a veteran of the U.S. Navy. Seafarer Wright is also a boilermaker. Born in Arkansas, he is a resident of Houston, Tex. November 1977 / LOG / 29 �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul HaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.V 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.. 9383 S. Ewing Ave. 60617 (312) SA 1-0733 OCT. 1-31, 1977 *TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 2 1 2 6 1 0 5 3 0 2 3 0 9 0 0 34 9 210 26 59 18 13 36 126 61 62 28 78 46 132 0 1 905 3 13 3 2 9 1 2 16 4 4 1 5 2 13 3 0 81 1 1 0 1 0 0 0 1 0 1 1 2 0 2 1 0 11 5 176 14 33 22 10 22 99 45 63 17 46 35 86 0 2 675 3 43 3 12 5 2 4 17 15 11 11 6 2 18 0 0 152 21 STEWARD DEPARTMENT 3 3 4 0 32 18 0 6 7 3 2 7 0 9 4 0 0 3 0 3 10 0 12 41 0 13 5 3 5 18 5 3 4 30 3 8 0 0 3 0 42 11 0 0 14 0 0 0 20 215 99 3 88 8 28 12 6 23 57 33 44 6 23 22 53 0 0 406 1 10 3 7 2 0 0 7 2 6 1 4 0 4 0 0 47 1 0 0 0 0 0 0 0 2 0 1 0 0 0 0 0 4 0 74 8 36 6 4 18 52 22 44 3 16 36 25 0 0 344 6 127 20 29 17 4 18 54 26 27 8 17 34 36 1 1 425 6 129 1 18 8 1 2 14 9 14 5 10 2 27 0 0 246 1,624 584 146 Totals All Departments . . . . 861 350 56 2,330 *"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. 705 305 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 153 19 36 27 70 47 30 1 9 1 2 3 2 1 8 3 8 3 3 2 10 4 0 60 0 3 0 1 4 0 0 3 1 0 2 4 0 3 0 0 21 2 33 1 8 5 2 2 8 14 8 8 5 2 12 1 0 111 1 2 0 1 0 0 0 1 0 2 0 0 1 2 0 0 10 Port 68 6 1 5 2 6 1 0 0 4 0 3 0 4 1 1 0 0 28 1 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 4 5 90 18 25 16 7 18 32 28 24 12 18 31 31 30 0 385 sr Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 30 / LOG / November 1977 0 3 0 2 2 0 0 2 0 1 1 10 0 3 1 0 25 2 21 8 6 3 4 7 20 9 11 6 11 0 24 11 0 143 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 58 12 10 15 6 22 60 15 19 28 40 2 72 1 2 365 1 45 6 10 9 2 9 51 20 27 21 30 1 48 1 0 281 2 19 4 5 4 1 4 16 9 8 4 11 2 10 9 0 108 3 5 0 1 1 0 0 1 3 1 0 1 1 4 0 d ENTRY DEPARTMENT 1 55 8 21 5 3 11 31 31 7 22 27 18 1 0 260 47 0 10 4 0 1 7 4 4 5 14 1 7 2 0 111 % CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA I-S4S0 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 St. 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. Lavrrence 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, Jnncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio ... .935 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 remained good at ^ deep sea ports last month despite the dock strike by the ILA. A total of 1,267 deep sea members shipped out on SlU-contracted vessels. Shipping for the month of November and Decem­ ber should be good to excellent hecause of an accord that was expected to be reached in the dock strike this month. �Vothing moves on the Lakes in winter... . So January is a great time for Lakers to upgrade at HLS The Lundeberg School is offering a special course just for* Lakers who want to earn the able seaman endorsement. There's no better way for a Laker to get this endorsement and get ahead than by coming to the Lunde­ berg School. • You'll be in a class with other Lakers just like yourself. And the HLS instructors will give you all the personal, individual help you need to get ready for the Coast Guard exam. • Rooms, hooks and meals are free. Tiiere are no tuition charges or fees at HLS. • 90 percent of all students who come to HLS pass the Coast Guard exam ihe first time they try. The odds for succeeding are in your favor! So take advantage of the winter freeze! LJpgrade now, and the spring thaw will mean a better job and more pay for you. The special AB course for Lakers starts in January. Contact the Lunde­ berg School and enroll now: Vocational Education Department Harry Lundeberg School Piney Point, Md. 20674 (301) 994-0010 REMEMBER! The Coast Guard requires that all AB's have a lifel)oal endorsement. If you need your lifeboat ticket, you should sign up for the Lifei)oat course at IILS wium you eiiioli in the AB course. 10 Taking Towboat Course at HLS Ten Boatmen are currently attend­ ing classes at the Lundeberg School to prepare for their licenses as Towboat Operators. These men, who come from eight different ports, are receiving in­ dividualized help in the areas for which they seek licensing. Their work at the School covers a wide range of skills and builds on the experience they have already acquired during their years of work on the waterways. In domestic shipping today, qualified Towboat Operators are needed every­ where. The best way to earn this license and move up to the wheelhoiise and to higher pay is to come to HLS. HLS has the qualified teachers and the boat han­ dling equipment to help you learn the classroom information and the on-thejob skills you need to get ahead in the towing industry today. Boatmen Mike Sanders (I.) and Ken Rickley work with mag­ netic compass. Boatman Jim Larkin (I.) and Instructor Paul Allman go over charts during classroom instruction of Towboat Operator Course. Boatmen Jim Livingston, George Livingston and Instructor Paul Allman (I. to r.) discuss phases of the moon and their effects on tides. November 1977 / LOG / 31 �^^ j Pensioner Elmer D. Gallagher, 73, died of peritonitis in the Cleveland, Ohio Clinic Hospital on Sept. 9. Brother Gal­ lagher joined the Union in the port of Cleveland in 1961 sailing as an oiler, scowman and deck­ hand for the Great Lakes Dredge and Dock Co. from 1924 to 1943 and from 1961 to 1969. He also worked as a pipefitter and stationary engineer for the L.A. Wells Construction Co. from 1943 to 1961. Laker Gallagher was born in Cleveland and was a resident there. Burial was in Holy Cross Cemetery, Cleveland. Surviving are his widow, Anne; two sons, William and Dale; three daughters, Mrs. Gloria M. Swartz of Avon Lake, Ohio, Eleanor and Margaret; a brother, Donald of Cleve­ land, and a sister-in-law, Mrs. Marion Swartz. Pensioner An­ thony S. Vardlan, 67, died of pneumonia in St. Francis Hospital, Escanaba, Mich, on July 9. Brother Vardian joined the Union in the port of Detroit in 1960 sailing as a gateman and conveyorman. Brother Vardian sailed 37 years. He was born in Wells, Mich, and was a resident of Escanaba. Interment was in Fernwood Cemetery, Gladstone, Mich. Surviving are his widow, Fannie; two sons, David and Joseph, and a daughter, Rosemary. Edwin B. Walton, „ 44, died on Oct. 7. i Brother Walton join^ ^ ed the Union in the ' port of Detroit in ^ ---1964 sailing as a baker and QMED. Laker Walton sailed BBIk as a fireman-watertender for the U.S. Army Corps of En­ gineers from 1949 to 1953. He was born in East Liverpool, Ohio and was a resident of Detroit. Surviving are a brother, Terry of Big Springs, Tex=; a sister, Mrs. Alores Thoma, and a bro­ ther-in-law, Fred Thoma, both of Leavittsburg, Ohio. Pensioner Robert Andersen, 75, died of lung failure in St. Mary's Hospital, Port Arthur on Oct. 2. Brother Andersen joined the Union in Port Arthur in 1963 sailing as a fireman. He had sailed for the U.S. Army Corps of Engineers aboard the USS Sam Hou­ ston from 1936 to 1942. Also he was a deckhand, wiper and tankerman for the Sabine Towing and Transportation Co. in Port Arthur. He was born in New Brooklyn, S.C. and was a resident of Port Arthur. Burial was in Calvary Cemetery, Port Arthur. Surviving are his widow, Emma; and a sister, Mrs. G. W. Vinson of Port Arthur. 32 / LOG / November 1977 Edward F. Carroll, 67, died on June 9. Brother Carroll joinP ed the Union in the % port of New York in P 1963 sailing as a ' deckhand for the Erie-Lackawanna Railroad for 45 years. In 1927, he sailed on the Tugs Buffalo and Syracuse for the line. In­ land Boatman Carroll's son, Bruce, a 1963 SIU scholarship winner, now teaches math and physics at the Glenwood Springs, Colo. Community Col­ lege. The Boatman was born in the Bronx, N.Y. and was a resident of Jersey City, N. J. Surviving are his widow. Vera; another son, Dennis, and a daughter, Jayne. Daniel J. Mc­ Carthy, 60, died on Oct. 19. Brother Mc­ Carthy joined the Union in the port of New York in 1960 sailing as a deckhand, floatman and mate for the New York, New Haven and Hartford Railroad from 1956 to 1969. He sailed on the Tugs Transfer 23 and Lacy 1 from 1966 to 1967 and on the Tug Borin (Puerto Rican Marine) from 1976 to 1977. Boatman McCarthy also worked for the Brooklyn N.Y. Eastern District Terminal from 1975 to 1977. Born in New York City, he was a resident of the Bronx, N.Y. Surviving are his wid­ ow, Emma; two sons, Daniel and George; a daughter, Mrs. Patricia Col­ lins, and a sister, Mrs. Annabelle Dye of the Bronx. Pensioner Barney O. Neal, 64, died on Sept. 27. Brother Neal joined the Union in the port of Houston in 1957 sailing as an assist^t engineer for the G & H Towing Co. from 1946 to 1974. He was a veteran of the U.S. Army Field Artillery in World War II. Boatman Neal was born in Buf­ falo, Tex. and was a resident of Mont­ gomery, Tex. Surviving are a daughter, Mrs. Flossie F. Walker of Harris, Tex., and a sister, Mrs. Mildred Fick of Baytown, Tex. Pensioner Elwood M. Orcutt, 66, died of arteriosclerosis in Kingsville, Tex. on Oct. 1. Brother Or­ cutt joined the Union in the port of Hou­ ston in 1957 sailing as a cook for the G & H Towing Co. from 1955 to 1973. He was a cook for the Hangout Cafe, Houston from 1953 to 1955. Boatman Orcutt was a World War II veteran of the U.S. Army. Born in West Virginia, he was a resident of Kingsville. Burial was in Resthaven Cemetery, Kingsville. Surviving are his widow, Delphine; two sons, Donald and Wilber; five daugh­ ters, Sheree, Tina, Shirley, Pamela and Ruth, and a brother, Ross. Manuel A. Lopez, 54, died on May 12. Brother Lopez joined the Union in the port of Chicago in 1964 sailing as an oiler and deckhand. He was bom in Chicago and was a resident of Chicago Heights, 111. Surviving are his widow, Shirlee; two sons, Guy and Gilbert; two daughters, Gayle and Greer, and a sis­ ter, Mrs. Laura Harris of Norridge, 111. Louis M. SandojgHlv menlco, 57, died on f^ \ Oct. 17. Brother '— ' Sandomenico joined the Union in the port of New York in 1963 sailing as a deckhand for the Erie-Lackai vvanna Railroad from 1945 to 1977. He was a World War II veteran of the U.S. Army. A native of Jersey City, he was a resident there. Surviving are his widow, Frances; six sons, Louis, Patrick, Rocco, Ernest, Richard and Peter, and a daughter-inlaw, Mrs. Betty Sandomenico. • ri Pensioner Joseph ygmHk % A. Barone, 73, passf fed away from a ioi c. % -I stroke in the Mobile, Infirmary on f Sept. 14. Brother I Barone joined the I SIU in 1939 in the port of Philadelphia and sailed as a bosun. He was a veteran of the U.S. Navy. Seafarer Barone was born in Pittsburgh, Pa. and was a resi­ dent of Mobile. Burial was in Catholic Cemetery, Mobile. Surviving are a brother. Matt and a sister, Angeline, both of Pittsburgh. Barney C. Bumette, 52, died at sea on June 20. Brother Burnette joined the SIU in the port of Wilmington in 1970 and sailed as a chief steward. He upgrad­ ed at the HLSS in 1974 and completed the LNG Course there in 1976. Seafarer Burnette also studied mechanical engineering at the University of Tennessee Extension in Memphis. He was a World War II vet­ eran of the U.S. Army. Born in Arkan­ sas, he was a resident of Harbor City, Calif. Burial was at sea on June 22 off the M/V Sugar Islander (Pacific Gulf Marine). Surviving are his widow, Mildred, and a daughter, Doris, both of Mc Crory, Ark. Pensioner Henry ; L. Lowery, 67, died of heart failure in the Niceville-V alpariso, Fla. Hospital on June 22. Brother Lowery joined the SIU in 1946 in the port of Norfolk sail­ ing as a cook. He sailed for 19 years. Seafarer Lowery was born in Alabama and was a resident of Niceville. Burial was in Beda Cemetery, Wing, Ala. Sur­ viving is his widow,-Vivian. Pensioner John G. Delllnger, 65, died of lung failure in the Norfolk USPHS Hos­ pital on Aug. 27. Brother Dellinger joined the SIU in 1943 in the port of Savannah and sailed as a fireman-watertender and engine room delegate. He sailed 26 years. A native of Lincolnton, N.C. he was a resident of Mooresville, N.C. Interment ; was in Carolina Memorial Park Ceme­ tery, Concord, N.C. Surviving are two sons, Gerald of Mooresville and Ken­ neth of Washington, N.C., and a brother. Jack of Lincolnton. Calvin E. William­ son, 51, was found dead on Oct. 10. Brother Williamson joined the SIU in the port of Baltimore in 1956 sailing as an OS, wiper and in the steward department. He was a veteran of the U.S. Army in both World War II and the Korean War. Seafarer Williamson was formerly an embalmer in Miami, Fla. A native of North Carolina, he was a resident of Nakina, N.C. Surviving are his parents, Mr. and Mrs. Thomas Williamson of Nakina; and two brothers, John of Na­ kina and Aaron of Redcliff, Ky., and three sisters, Mrs. Norman Early of New Orleans, Mrs. Loueda P. Stotts, also of New Orleans, and Alice of Fort Knox, Ky. Erling Olson, 68, died on Mar. 9. Brother Olson joined the Union in 1939 in the port of Detroit sailing as a fireman-watertender. He was born in Michigan and was a resident of River Rouge, Mich. Harold G. Wentworth, 92, passed away on Aug. 27. Brother Wentworth was a resident of Detroit. He is sur­ vived by a son, Malcolm of Baltimore. Pensioner Luby O'Neal, 85, passed away from heart fail­ ure in the Beaufort County Hospital in Washington, N.C. on Sept. 17. Brother 'WSF/ ^ O'Neal joined the SIU in 1938 in the port of Norfolk and sailed as a deck en­ gineer; He sailed 47 years. Seafarer O'Neal was also a machinist and me­ chanic. Born in North Carolina, he was a resident of Belhaven, N.C. Interment was in the Community Cemetery, Belhaven. Surviving are his widow, Caddie, and a daughter, Mrs. Irene Roberts of Belhaven. r Albert Rogers, 56, died on the SS John Penn (Waterman) while coming down the Mississippi River on Sept. 24 off Venice, La. Brother Rogers joined the SIU in 1946 in the port of New Orleans sailing as a fire­ man-watertender and ship's delegate. He was awarded a Union Personal Safety prize in 1960 for sailing aboard an accident-free ship, the SS Alcoa Roamer. Seafarer Rogers was a veteran of the U.S. Navy in World War II. Born in Joyce, La., he was a resident of Oil City, La. A Coast Guard copter trans­ ported the deceased off the ship to the next river port of call. Surviving are his motlier, Lillie of Oil City, and a brother. Pensioner Newton A. Huff, Jr., 58 died of a heart attack in the Gulf Coast Com­ munity Hospital, Biloxi, Miss, on Aug. 30. Brother Huff joined the SIU in 1938 in the port of New Orleans and sailed as a bosun and ship's delegate. He sailed 37 years. Sea­ farer Huff was born in Mississippi and was a resident of Gulfport, Miss. Burial was in Floral Hills Memorial Gardens, Gulfport. Surviving are his widow, Shirley; two sons, Kenneth and Her­ man, and his parents, Mr. and Mrs. Newton A. and Minnie Huff, Sr. of Gulfport. �Legal Aid In the event that any SIU members lhave 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 1 for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.—Schulman, Abarbanel & Schlcsingcr 350 Fifth Avenue New York.N.Y. 10001 Tele. #(212)279-9200 BALTIMORE^ MD.—Kaplan, Heyman, Greenberg, Engclman & 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.— Henning & Walsh Shell Building 100 Bush St. San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 NMC Ads Promote U.S. Merchant Fleet Below is one of the many ads that the National Maritime Council is running in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the mafor news publications, such as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flagships. So the nds are also running in business oriented publications like the Wall St. Journal. The National Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. Almost every ship in the worid carries American cargo. Itfs too bad more of them don't carry the American flag. It's more than "tcx) bad"...it should frighten you when you think of the future well-being of the country. Since World War II, the fleet of (J.S. flag merchant ships has dwindled from over 4800 to 577. In that same period, the number of Russian ships has expanded to four times the number of ours. Today, while other major nations have about 5(D% of their foreign trade carried on their own cargo ships, the U.S. has less than 6%. How does this low level of participation affect our future well-being? As our merchant fleet loses strength, we lose stat­ ure in the international trade community, lose leverage in the discussion of international freight rates, \^fe lose a vital defense arm in case of emer­ gency. Ws lose economically. too, in our balance of payments, in number of Jobs, and in taxes tliat a strongei' merchant marine would generate. There's no neod to lose. To­ day U.S. cargo ships offer labor stability and efficient service, backed by highly trained crews and technological innovations and, as general cargo shippers know, at rates competitive with most foreign flag ships. What we need to do is utilize these modernday advantages of the U.S. merchant fleet and rebuild it to its rightful position among world fleets. Talk to your Con­ gressmen. If you'd like to know more, send for our booklet on U.S. Rag Shipping. Write National Maritime Council, Box 7345, Washington, D.C. 20044. National Marittme Council Management, labor and government working together for a strong, stable U.S. flag shipping industry. NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy & 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 DETROIT, MiriL—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—Patrfcx H. Harrington 56 N. Main Street, Bennett BIdg. 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, 111. 60603 Tele. #(312)263-6330 -.a DONT GIVE UP THE SHIPS In Emergenqf Notify USPHS by Telegram Any Seafarer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it is suggested that the notification be made by telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the bill, there have been cases when USPHS has refused .'i 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 wifli phone calls. If you haveno recourse, though, but to use the phone, you should make it a point to get the name, title and department of the person who handled your call. November 1977 / LOG / 33 �mm KtIMB/,, Brotherhood m Actlofv I jS»X ...for SlU members with Alcohol problem Seafarers and Boatmen of every age and with all kinds of experience come to the Alcohol Rehabilitation Center and find a new life. One such person is Lawrence "Hap" Haun. Brother Haun made his first trip in 1925. He was 18 years of age then and had dreams of leav­ ing his Southern home and doing some travelling. The big iron ore car­ riers of the Great Lakes seemed ex­ citing—an exotic way to travel and to earn money. Because of his young age, Haun's father had to give written permission for him to sign on his first job in the engine room. Seafarer Haun says that being a member of the black gang in his time was much different than it is today. "When I first started to sail in the engine department, we really worked. I had the job of passing coal. Nowa­ days, everything is modern. A man simply pushes a button." Before coming to the Seafarers ARC, alcoholism was not a word in Haun's vocabulary. "Drinking was the thing to do and everything that went along with drinking was nor­ mal—things like car wrecks, getting arrested." For Haun, drinking was a part of his life for as long as he can remember. "I guess I have been drinking since I was young—maybe 60 years or more." He celebrated his 69th birthday this year. During his drinking days Brother Haun recalls "being thrown into jail almost every weekend or at least once a week for being drunk." Last year, July 17, 1976, Haun's sister and brother-in-law brought him to the Center for help. "They got me here somehow." Thinking back, Seafarer Haun re­ calls that "those first few days at the Center were the hardest." But he made it through those days and the whole program, too. He has now been a recovering alcoholic for more than a year. Brother Haun has retired, but he still has his first Union book. He was one of the very first Lakers to join the SIU. "I've been in the SIU since there was an SIU." He added, "I know I could have sailed a few more years if I hadn't gotten drunk so much. But I did get drunk. Still, I look back and I'm grateful that I had the oppor­ tunity to work on the Great Lakes and that I had the opportunity to come to the Center and get sober." Brother Haun sums up his feelings about sobriety saying, 'Tm happier than ever before." Every Seafarer and Boatman who feels he has a problem with alcohol can find the same help that Brother Haun did at the ARC in Valley Lee, Md. It's iievef too late to start 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 your SIU representative. Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. 1 understand that all my mctlical and ci>imsermg records will be kept sIricUy coiifidcntial. and that they will mn be kept an\ where except at The Center. Name Book No. I I j Address I (Street or RFD) (City) (Slate) (Zip) Telephone No Mail to: THE CENTER Sfar Roiife Box 153-A Valley Lee, Md. 20692 or call, 24 hoiirs-a-day, (301) 904-0010 Ex- Boatman Salazar Says License Gets Good Jobs "Licensed Boatmen have the best shot at good jobs in the industry." SIU Boatman Ruben Salazar said he found this out shortly after he started working on tugs in 1975. And as an ex-prizefighter, Salazar wasn't going to pass up a chance to take his best shot. Brother Salazar took the Mate and Masters Course at the Harry Lundeberg School in 1976, and then he passed the mate's licensing exam. Since that time he has been making top wages as a licensed mate with G & H Towing in the port of Houston. Salazar had 10 years as a professional boxer under his belt and close to 10 more years sailing with the SIU when he decided to take the HLS course. But he also only had an eighth grade edu­ cation. Yet he was able to complete the mate's course and pass the difficult Coast Guard licensing exam. The ex­ cellent instruction offered at the Lunde­ berg School made all the difference. "People like me without much edu­ cation shouldn't be afraid to take a shot at a license," he said. "If you have trouble with reading or math, extra courses are available at the School to help you out." "The mate's course includes some difficult mathematics," he explained. "I never even had geometry in school, but I learned enough basic trigonometry at HLS to master the requirement for celestial navigation. "It's natural to hesitate when you approach the unfamiliar," he said. But he advised all members thinking of up­ grading to "risk that forward step into a new horizon. The course is well charted." "And don't let your age stop you," he added. "I'm 45 and a lot of people said I was too old to go for a license. But I guess I proved them wrong." Newark Committee t v' ' \hi-% ' ' '3 At a payoff in the state of Washington recently, the Ship's Committee of the SS Newark (Sea-Land) and a member of the crew posed for a photo. They are (seated I. to r.): Bosun Tony Villanova, ship's chairman; Chief Steward Larry Crane, secretary-reporter, and Steward Delegate Harry Huffman. Standing (I. to r.) are: Messman Steve Carey, Deck Delegate Joseph Schoell, and En­ gine Delegate Peter Anderson. 34 / LOG / November 1977 Both classroom and boat training at the Lundeberg School prepared Ruben Salazar for the Mate's licensing exam. He is shown here learning how to operate the radio detection finder during the Mate and Master course he took last year. Salazar was only 17-years-old when Center Reunion last August in Piney he became a professional fighter. He Point, Md. While there he urged his was a 10-round boxer in Los Angeles alcoholic brothers to continue their from 1950 to 1959. In 1956 he defeated sobriety and reach new goals in life. the lightweight world champion at the (See October issue of the Log, Page time, Lauro Salas. It wasn't a fight for 18). the title, but Salazar went the distance Salazar's new job as a licensed mate with Salas and won the decision. brought not only a higher rating and Salazar had an even tougher fight to a higher paid job, but also a higher level win before he changed from profes­ of self-esteem, he said. He also praised sional boxer to professional boatman the "real unity" he felt while at the and earned the title of licensed mate. Lundeberg Sehool. "You really feel the In 1961 he joined the SIU as a deep strength of the Union there." sea member. His drinking got progres­ "As Union members, we've earned sively worse over the years until he the chance the School provides and had to quit because of alcoholism in we really should take advantage of it," 1969. Through Alcoholics Anonymous, he stressed. he had another chance to lead a pro­ He is very proud of his stepson, Allan ductive life and started sailing again in Stevenson, who is now an HLS trainee. 1974. He has completed three years of Salazar's older stepson, James Fred sobriety. Stevenson, was also an HLS trainee and Guest Speaker is now his brother Boatman at G & H Towing. Just as Salazar encourages other Boatmen to reach for the goal of a Salazar lives with his wife and family license, he shares his experience as a in Houston, where he was born and recovering alcoholic with other SIU raised. "It was a long time coming," members. He was a guest speaker at he said, "but now with my family and the Seafarers Alcoholic Rehabilitation career, I feel like I really belong here." �1964 Scholarship Winner Is Now College Teacher Bruce Carroll, who won the SIU four-year college scholarship in 1964, comes from a long line of Seafarers, His father, recently deceased Boatman Ed­ ward F. Carroll, sailed as a deckhand on the Erie-Lackawanna Railroad tugs. His grandfather was a tugboat captain and his mother's stepfather worked on the Erie Canal. So what's Bruce Carroll doing in land-locked Colorado? He's teaching courses in math, physics, general sci­ ence and computers at Colorado Moun­ tain College in Glenwood Springs. Math and science have always been Carroll's strengths and interests. He says, "I have an analytic mind. I look at things scientifically." When he won his SIU college scholar­ ship, he used it to finance studies at Stevens Institute of Technology in Hoboken, N.J. He got a B.S. degree in "unified science"—a combination of different science and math curricula. After graduation, Carroll moved to Illinois where he got a Master's degree in math. He also worked as a teaching assistant and an academic adviser in the General Curriculum Center at the Uni­ versity of Illinois between 1968 and 1976. Right now, Carroll is two courses and a thesis away from his second Master's —this time in Electrical Engineering. The switch in fields came because he wanted to concentrate on science more than math. He also felt engineering would be more applicable to teaching. Carroll hopes to continue teaching at the community college level because he finds it very challenging. "It's excit­ ing to overcome a block some students have had about math," he says. "It's very satisfying to make people realize they have the talent and capacity to do things." The special talents Bruce Carroll hopes to encourage in his students are in the new fields of microprocesses and control theory. These are areas he de­ scribes as "the next step from com­ puters and electronics." Microprocessors are being developed in energy-conscious Colorado for use in houses to cut down on energy waste. For example, if an air conditioner is turned on, the microprocessor turns the TV set off. Carroll feels this will become a big field in a few years and says, "I want to be part of it and be able to teach it." Bruce Carroll spent the first 21 years He's especially interested in the prob­ lems of mass transportation, perhaps, he muses, because his Dad worked on the railroad. Many Fond Memories Carroll has many fond memories of his father, Edward F. Carroll, who sailed for 42 years before retiring in 1962. Carroll said his father taught him quite a lot about safety and how to avoid accidents. These were common-sense measures the elder Carroll used on tugs. Interested in sports, Carroll calls himself a "nostalgic baseball fan." He has a collection of baseball picture cards. They include a set from 1957— the last year the Dodgers called Brook­ lyn home. Bruce Carroll of his life in New Jersey where his mother and brothers still live. He says he misses the ocean, shade trees, and "being near the centers of public in­ formation," such as New York City. He has The New York Times delivered to him in Colorado. Date 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 Dec. 5 Dec. 6 Dec. 7 Dec. 8 Dec. 8 Dec. 9 Dec. 12 Dec. 13 Dec. 14 Dec. 15 Dec. 19 Dec. 23 Dec. 10 Dec. 8 Dec. 17 Dec. 13 Dec. 13 Dec. 14 Dec. 16 Dec. 15 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 2:30 p.m — — 2:30 p.m — 2:30 p.m — Seafarer Robert Allen of Toledo, Ohio recently completed the high school equivalency program at the Lundeberg School. Brother Allen, who is 24 years old, ships on the Great Lakes and has been a member of the SIU for seven years. He dropped out of school in the tenth grade and said that the decision to stop work and re­ turn to school was difficult because "on the outside there are surviving pres­ sures." Brother Allen feels that "HLS is a very good school. The teachers really try and make an extra effort for each student." UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. — — 7:00 p.m. 7:00 p.m. — — — — — — 1:00 p.m. — — — — — The high school equivalency pro­ gram is very concentrated and indi­ vidualized. Seafarer Allen commented that "he learned a lot in a short amount of time." When asked if his work as a Seafarer had beneliied his learning, he stated, "with a lot of lime on a vessel, reading has bect)me a hobby of mine. 1 think that reading has helped me to Shipping Report for Inland Waters FOR THE MONTH OF OCTOBER 1977 TOTAL MEN REGISTERED TOTAL JOBS SHIPPED Class A Class 8 BALTIMORE . . . . BOSTON HOUSTON JACKSONVILLE . . NEW YORK MOBILE NORFOLK NEW ORLEANS . . PADUCAH PHILADELPHIA . . PINEY POINT . . PORT ARTHUR . . PUERTO RICO . . . RIVER ROUGE . . . ST. LOUIS TAMPA 0 0 5 2 0 0 0 1 3 0 0 10 0 9 7 0 0 0 3 3 0 0 0 0 1 0 0 5 0 0 1 0 TOTAL ALL PORTS 37 13 ON BEACH Relief Jobs Permanent Jobs Class C Class A Class Class A Class B 0 0 10 0 0 0 0 0 12 0 0 10 6 0 14 0 0 0 0 0 0 77 5 0 1 85 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 41 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 0 0 0 0 0 0 0 7 0 10 3 0 4 49 1 2 142 0 8 1 11 10 0 0 0 5 3 0 2 0 0 0 80 0 3 0 0 8 0 52 168 42 13 248 101 Class C To Bruce Carroll, winning the SIU college scholarship was a "really fan­ tastic" opportunity. To his father, Car­ roll said, the event was "the most im­ portant thing in his life." 24-Year-Old Laker Gets His H.5. Diploma at HLSS MEMBERSHIP MEETINGS' SCHEDULE Deep Sea Lakes, Inland Waters Carroll plans to stay in Colorado at least for awhile. His wife, a librarian, and their seven-year old daughter will join him there this January. Robert Allen better understand my courses." In his plans for the future,. Brother.^ Allen hopes to achieve an F.ngineering Degree. He now holds an AB ticket on the Lakes and would like to advance his position to Pilot. Seafarer Allen recommends the high school equivalency program to his fel­ low seafarers. "If a person really tries and manages to throw his pride away and admits that he wants to learn, he can succeed in the GEO program. That is what I did." Brother Allen is now the 921 St person to achieve his high school diploma at HLS. If you arc interested in attending the Lundeberg School to study for your high school equivalency diploma, con­ tact the SIU representative in your port or write to die following address: Harry Lundeberg School Academic Education Department Piney Point, Md. 20674 A pre-test and information will be sent to you. November 1977 / LOG / 35 �r r wr' David Garoutte Clay Lisenby Seafarer David Garoutte, 24, first sailed with the SIU in 1972. The next year he graduated from the Harry Lundeberg School Trainee Program. This year he up­ graded there to A B. He also earned his firefighting, lifeboat and cardio-pulmonary resuscitation tickets there. Brother Garoutte was born, lives, and ships out of the port of Seattle. Seafarer Clay Li­ senby, 24, has been an SIU member since 1972, the year he graduated from the HLS Trainee Program. In 1975, he upgraded to AB there. He also has his lifeboat, fire­ fighting and cardio-pulmonary resusci­ tation tickets. Brother Lisenby was born in Fort Lauderdale, Fla. and lives in Florida. He .ships out of the port of San Francisco. John Bishop Ramon Camacho Paul North Seafarer Paul North, 23, has been a member of the SIU since he grad­ uated from the HLS Trainee Program in 1975. He now sails as third cook. Bro­ ther North has the firefighting, lifeboat and cardio-pulmonary resuscitation endorsements. He was born in Chicago, III. and lives in Herniosa Beach, Calif. Upgrader North ships out of the port of Wilmington, Calif. Seafarer Ramon Camacho, 45, has been a member of the SIU since 1959, the same year his younger brother, William, joined the Union. William Camacho went on to become a chief engineer. Ramon Camacho got his QMFD rating at Piney Point in 1974. He also holds firefighting, lifeboat, LNG, and cardio-pulmonary resu.scitation endorsements. Brother Camacho was born in Puerto Rico and is a resi­ dent of Philadelphia. He ships out of the port of New York. William Theodore Seafarer William Theodore, 49, be­ gan his sailing ca­ reer with the SIU in 1968. In 1976, he upgraded to chief cook at the Lundeberg School. He has the firefighting, life­ boat and cardio­ pulmonary resuscitation cards. Brother Theodore sailed on the Lakes in 1944 and vim in the U.S. Navy during World War 11. He was born in Michigan and lives in Seattle. Upgrader Theodore ships out of that port. Miehael Phillips Seafarer Michael Phillips, 22, started sailing with the SIU in 1974 following his graduation from the HLS Trainee Program. In 1977, he upgraded to fireman-watertender at the School. He also earned his lifeboat, firefighting and car­ dio-pulmonary resuscitation tickets there. Brother Phillips is a native of Texas and lives and ships out of the port of Houston. Seafarer Steve Bower, 22, first .set .sail with the SIU in 1974 when he grad­ uated from the HLS T rainee Program. In 1977, he up­ graded to firemanwatertender. He has pumpman, welding, firefighting, lifeboat and cardio-pul­ monary resuscitation cards. Brother Bower um born in Kalmath Falls, Ida. and lives in Lake City, Calif. He ships out of the port of San Franci.sco. Anthony Bulfa Seafarer Anthony Buffa, 26, started sailing with the SIU after his graduation from the Lundeberg School Trainee Pro­ gram in 1972. In 1974, he upgraded to AB there. He has ,. '"N-* the lifeboat, fire­ fighting and cario-pulmonary endorse­ ments. Brother Buffa was born in Cali­ fornia and lives there. He ships out of the port of San Franci.sco and ports in the Gulf. Seafarer Gary Hughes, 23, began .sailing with the SIU in 1974 when he graduated from the HLS Trainee Pro­ gram. This year he upgraded to fireman-watertender there. In 1974, he picked up his firefighting and lifeboat cards. Also this year, he got his cardio-pulmonary resuscitation card. Brother Hughes was born in Phil­ adelphia and lives in Glenside, Pa. He .ships out of the port of New York. Seafarer Philip Decker, 21, began shipping out with the SIU in 1973. He graduated that year from the HLS T rainee Program. Last year he up­ graded to firemanwatertender there. He holds the firefighting, lifeboat and cardio-pulmonary re.su.scitation en­ dorsements. Brother Decker was born in Oshkosh, Wise, and lives in Tampa, Fla. He ships out of the port of Jackson­ ville, Fla. James McNeely PaulKlick Seafarer Paul KUck, 27, started to sail with the SIU in 1975 after he grad­ uated from the HLS Trainee Program. He upgraded to oiler there in 1977. Brother Klick has the firefighting, life­ boat and cardio-pulmonary resuscita­ tion endorsements. He was horn in Fort Worth, Tex. and is a resident of Bethe.sda, Md. Upgrader Klick ships out of the ports of New York and San Francisco. 36 / LOG / November 1977 Dean Prindle Seafarer Dean Prindle, 52, has been shipping with the SIU since 1965 and sailing as an AB. Recently he returned to the HLS in Piney Point. W Md. to upgrade to quartermaster. He also has lifeboat, firefighting and car­ dio-pulmonary resu.scitation endorse­ ments. Brother Prindle was born in Cal­ ifornia and lives in New Hampshire. He ships out of all SIU ports. Seafarer Virgilio Rivera, 40, sails as a third cook, a rating he attained at the HLS in 1977. He joined the SIU in 1972. Brother Ri­ vera has his fire­ fighting, lifeboat and cardio-pul­ monary resuscitation cards. He was born in Puerto Rico and lives in the Bronx, N.Y. Upgrader Rivera ships out of the port of New York. Seafarer John Bishop, 35, has .shipped with the SIU on the Lakes Louis Diagostino and deep sea since 1968. In 1975, he Seafarer Louis upgraded to QMED Diagostino, at the Lundeberg 21, graduated from School. He has his the HLS Trainee :: Y firefighting card, Program in 1975. got the lifeboat endorsement last year Then he began .sail­ and cardio-pulmonary resu.sciation ing with the SIU. ticket this year. Brother Bishop was • Now he sails as an born outside of London, England and oiler. He has fire­ now lives in Livonia, Mich. He ships fighting, lifeboat out of the ports of New York and and cardio-pulmonary resuscitation Detroit. cards. Brother Diagostino was born, lives and ships out of the port of Phila­ Gary Hughes delphia. Philip Decker Steve Bower Virgilio Rivera Seafarer James McNeely, 23, whose father is a longtime member of the SIU, first started sailing with the SIU in 1974 following his graduation from the Lundeberg School Trainee Program. In 1977, he upgraded to fireman-watertender there. He has his firefighting, lifeboat and cardio-pulmonary re.'iu.scitation cards. Brother McNeely was born in Brooklyn, N.Y. and is a resi­ dent of Long Island, N.Y. He ships out of the port of New York. Personals Russell Doyle Haynes Your grandfather, Milton Russell, asks that you contact him at P.O. Box 147, New Baden, Tex. 77870. He has moved to Camp Creek Lake in Robert­ son County. Eugene Wayland Carpenter Your daughter, Candace, would like you to get in touch with her. "Long time no sec." Call 201-634-1203 or write her at 35 Crampton Ave., Woodbridge, N.J. 07095. Clifford A. Sewell Your sister, Mrs. Theta Barnefske, asks that you call her at 313-234-0859 or write 3010 Montana, Flint, Mich. 48506. Paul McCouncll Your sister-in-law, Mrs. Henry McConnell, asks that you call her at 501758-0021 or write her at 207 West Mil­ itary Dr., Little Rock, Ark. Rayniund Guevara Josue German Chavez asks that you write him at 123-23 82nd Ave., Kew Gardens, N.Y. 11415 or call 212-8359800. You can also reach him at Box 10, Richmond Hill, N.Y. 11419, tele­ phone: 212-544-5328. Rufino Rivera Santiago Your family asks that you contact them. George R. Shiflett Please call the editor of the Log col­ lect at 212-499-6600, ext. 242. George L. Cruz Please call the editor of the Log col­ lect at 212-499-6600, ext. 242. �Lundeberg Upgrading Schedule Thru 1978 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. SIU 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 Starting Dates Jan. 19, 1978 March 2, 1978 April 17, 1978 May 25, 1978 July 6, 1978 Aug. 17, 1978 ABLE SEAMAN QUARTERMASTER None Presently Scheduled TOWBOAT OPERATOR (Western Rivers) Feh. 20, 1978 March 10, 1978 May 29, 1978 June 16, 1978 TOWBOAT OPERATOR (Inland Waters) March 20, 1978 April 28, 1978 June 26, 1978 August 4, 1978 TOWBOAT OPERATOR (Not More than 200 Miles Offshore) March 20, 1978 May 5, 1978 June 26, 1978 August 11, 1978 MATE & MASTER Sept. 4, 1978 FIRST CLASS PILOT None Presently Scheduled LIFEBOATMAN Starting Sept. 1, 1977, Lifehoatnian classes will begin every two weeks right through Dec. 21, 1978. Steward Department Courses Course Name Starting Dates CHIEF STEWARD 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 Jan. 12, 1978 Feb. 23, 1978 April 6, 1978 May 18, 1978 June 29, 1978 Aug. 10, 1978 Sept. 21, 1978 COOK & BAKER Starling 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 to Oct. 5, 1978 ASSISTANT COOK Dec. 8, 1977 Jan. 26, 1978 March 9, 1978 April 20, 1978 June 1, 1978 July 13, 1978 Aug. 24, 1978 Starling Sept. 1, 1977, Tankernian classes will begin every two weeks right through Dec. 21, 1978. TANKERMAN Engine Department Courses Course Name Starting Dates FIREMAN, OILER, Jan. 5, 1978 WATERTENDER (FOWT) April 13, 1978 June 22, 1978 July 20, 1978 Oct. 2, 1978 LIQUIFIED NATURAL GAS (LNG) Feb. 6, 1978 May 15, 1978 Aug. 21, 1978 MARINE ELECTRICAL MAINTENANCE April 10, 1978 PUMPROOM OPERATION AND MAINTENANCE Aug. 28, 1978 AUTOMATION March 6, 1978 WELDING Dec. 27, 1977 Feh. 6, 1978 March 6, 1978 April 17, 1978 May 15, 1978 June 12, 1978 July 24, 1978 Aug. 21, 1978 Sept. 18, 1978 Qualified Member of the Engine Department (QMED) Jan. 2, 1978 May 22, 1978 DIESEL ENGINEER Jan, 16, 1978 July 24, 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 SIU rep­ resentative, or write to the Lundeberg School Vocational Education Department^ Piney Point, Md. 20674. November 1977 / LOG / 37 �(l»32 Have Hoiiatcil $100 or Alorc To SPAII Siiiicc Bc<|iiiiiiiij| of '77 The following Seafarers and other concerned individuals, 652 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SFAD) 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 effective way the trade unionist can take part in politics is through voluntary political contributions. SPA D 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-t wo who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, nine 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; B.C.) NOTE: Each month's SPAD Honor Roll contains the narfies of those individuals who have given $100 or more as of the last Friday of the previous month. Abadi, H. Abobaker, F. Acord, F. Adams, P. Adams, W. Adamsnn, R. R. Adium, M. Air, R. N. Aldcrson, S. Algina, J. Ali, A. Allen, J. Alhaj, Y. Almufilchi, A. Alradi, M. Alvarez, P. Anders, T. Anderson, A. Anderson, A. Anderson, R. Antici, M. Aquiar, 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. Berlin, R. Bigelow, S. Bishop, S. Blair, B. Blanco, M. Bland, P. 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, 1. Brown, S. Browne, G. Browning, R. Bryan, E. Bryant, B. Bryant, T. Bucci, P. $600 Honor Roll LUIedalil,H. Pomerlane, R. $400 Honor Roll Manuel, R. $300 Honor Roll Andersen, R. Brooks, T. Curtis, T. Frounfelter, D. Romolo, V. Hall,?. Quinfer, J. Weaver, A. Richburg, J. $200 Honor Roll Abas, I. Aronlca, A. Bailey, J. Bernstein, A. Brand, H. Combs, W. Drozak, F. Ellis, P. Filippitti, L. Gard, C. Haggagi, A. Buczynski, J. Bulfa, A. Bullock, R. Burke, T. Burnette, P. Bursey, H. Butts, B. Byrd, J. Caffey, J. Caga, L. Calefato, W. Callahan, J. Kerngood, M. Kozicki, R. McFarland, D. Moore, A. Pow, J. Sanchez, R. Camaian, A. Camarillo, F. Campbell, A. CampbeD, A. Campbell, A. Campbell, A. Campbell, J. Campbell, W. Carbone, V. Castro, C. Cataldo, J. Cavanaugh, J. Celgina, J. Seibcl, E. Shields,!. Sholar, E. Stephens, C. Stewart, E. Cheshire, J. Cinquemano, A. Cisiecki, J. Clark, R. Coamer, M. Cofone, W. Colier,L., HI Conklin, K. Conklin, K. Conning, E. Conway, F. Cookmans, R. SEAFARERS POLITICAL ACTIVITY DONATION (SPADI 675 FOURTH AVENUE Date. BROOKLYN, N.Y. 11232 S.S. No.. Contributor's Name. .Book No. Address. .State City .Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal, I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and 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. 38 / LOG / November 1977 1977 Port A'-.' / Cortez, E. Costa, F. Costango, G. Cousins, W. Cowan, T. Coyle, P. Cresci, M. Cross, M. Cruz, A. Cruz, F. Cunningham, W. Curry, M. Da Silva, M. Dalman, G. Dammeyer, C. Danzey, T. Daradise, R. Darden, J. Dauocol, F. Daves, C. Davidson, W. Davies, R. Davis, F. Davis, J. Davis, J. Davis, L. Davis, S. Davison, J. Debarrios, M. Dechanip, A. Delaney, D. Delgado, J. Delrio, J. Demetrios, J. Dembach, J. Deymain, S. Diaz,R. Dickey, K. Diercks, J. DiGioi^o, J. Dillings, L. DiPreta, J. Dixon,!. Doak, W. Dolgen, D. Domenico,!. Domingo, G. Donovan, P. Downon, P. Drebin, L. Drozak, P. Drury,C. Diyden,!. Ducote, A. Ducote, C. Dudley, K. Dukel,P. Durden, D. Dwyer,!. Dyer, A. Edmon, F. Edmonds, F. EUis,F. Eschukor, W. Escobar, C. Evans, M. Fagan, W. Fain, G. Falcon, A. Fanning, R. Famen, F. Farrell, C. Faust,!. Fay,!. 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. Frances, H. Franco, P. Francum, C. Frank, S.,!r. Frederickson, E. Fuller, G. Furr,!. Furukawa, H. Gallagher, C. Gallagher, L. Gallegos, P. Galliam, R. Ganthier, C. Garcia, R. Gardner, E. Gaston, T. Gavin,!. Gentile, C. Gimhert, R. Glidewell, T. Goff, W. Goldberg,!. Golder,!. Gonzalez,!. Gooding, H. Goodspeed,!. Gorbea, R. Gosse, F. Graham, E. Graham, R. Green, A. Greene, H. Grepo, P. Grima, V. Gross, G. Guarino, L. Guillen, A. Hackenberg, D. Hagerty, C. Hale, E. Hall, K. Hall, L. Hall,M. Hall,W. Hannibal, R. Harildstad,V. Hart, R. Hanis, E. Hairris, W. Harris, W. Haskins, A. Hatton, M. Hauf,M. Haynes, B. Heimal, W. Hendricks, C. Heniken, E. Heroux, A. Hersey, G. Hess, R. Hidalgo, M. HiU, G. Hines, L. Hines, T. Holmes, W. Homas, D. Homayonpour, M. Hooker, G. Horn, F. Howse, A. Hunter, W. Hurley, M. Hussain, A. lovino, L. Iverson,!. Iwaski, M. !acobs, R. !ackson,!. Jansson, S. Japper, J. !aslin, L. !imeny, C. !obnson, C. !obnson, D. !ohnson, R. Johnson, R. Johnsted, R., Jr. Jones, C. Jones, R. Jones, T. Jones, W. Jorge, J. Juhasz, S. Kabllo, R. Kariak,W. Kastina, T. Kauffman, R. Keller, D. �5PAD Honor Roll KeUey, E. Kendricks, D. Kenny, L. Keough, J. Kerr, R. Ketchbad, D. Kimbrough, W. Kingsley, J. Kirsch, J. Kitchens, B. Kizzire, C. Klavand, S. Klein, A. Knutsen, E. Koflowitch, W. Kouvardas, J. Kramer, M. Kudults, K. Kwiatek, G. Kydd, D. Lambert, H. Lang, R. Lankford, J. Larkin, J. Lawrence, L. Lawrence, R. Lawrence, W. Lee, H. Lee, K. Legg,J. Leionek, L. Lennon, J. Lent, D. Lesnansky, A. Lewis, L. Libby, H. Liles, T. Lindsay, G. Lindsey, H. Logue, J. Loleas, P. Lomas, A. Lombardo, J. Long, F. Lundberg, J. Lynch, C. Lyness, J. MacFadden, M. Maclnnes, K. Magruder, W. Maldonado, M. Malesskey, G. Mana, A. Manafe, D. Manen, J. Manry, L. Mansoob, A. Marchaj, R. Martin, T= Martinez, L. Martinussen, C. Mattioli, G. Maxnell, B. McAvay, J. McCarthy, L. McCartney, G. McCartney, K. McCaskey, E. McCIinton, J. McCorvey, D. McCuUough, L. McEiroy, E. McGeoi^hegan, F. Mcllearney, B. McKay, D. McMahon, T. McMiliion, W. McNabb.J. McNally, M. McNeely, J. Meaden, G. Mehert, R. Mesford, H. Mielsem, K. Miller, D. MoUard, C. Mongelli, F. Monteton, H. Moody, O., Jr. Mooney, E. Moore, L. Morgan, J. Morris, W. Morrison, J. Mortensen, O. Mosley, W. Muniz, W. Munsie, J. Murray, G. Murray, J. Murray, M. Murray, R. Musaid, A. Mynes, A. Myrex, L. Nagib, S. Naji, A. Napoli, F. Nash, W, Nauarre, T. NefFe, J. Nielsen, R. O'Brien, E. O'Brien, T. O'Donnell, J. Olds, T. Olson, F. Omar, Y. Facheco, E. Paderes, P. Paladino, F. Papuchis, S. Paradise, L. Pamell, J. Paschal, R. Patterson, D. Patton, S. Paulovich, J. Payle, M. Pecquex, F. Penrose, K. Penry, R. Perez, J. Perez, L. Periora, J. Peth, C. Phillips, D. Picczonetti, M. Piper, K. Pollard, G. Pool, D. Porter, B. 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. Raincri, F. Rankin, J. Rattray, W. Reck, L. Reed, A. Reinosa, J. Reiter, J. Reyes, M. Rhoades, G. Richoux, J. Riddle, D. Ries, C. Riley, E. Rios, R. Ripoll,G. Rivera, H. Roades, O. Roberts, C. Roberts, H. Roberts, J. Robertson, T. Robinson, J. Robinson, W. Rodgers, J. Rodriguez, F. Rodriguez, R. Rondo, C. Rosenthal, M. Roshid, M. Ross, J. Roubek, J. Roy, B. Royal, F. Rudnicki, A. Rush, R. Riisheed, J. Ruzyski, S. Sacco,J. Sacco, M. Saeed, S. Salanon, G. Salazar, H. Saleh, II. San Fillippo, J. Sanchez, M. Santana, E. Santos, M. Schneider, H. Schov, T. Schuffels, P. Scott, C. Scully, J. Seabron, S. Seagord, £. Selzer, R. Selzer, S. Sepulveda, P. Serall, R. Shabian, A. ShePey, S. Shellubrad, R. Shclton, J, Sigler, M. Silva, J. Silva, M. Silverstein, H. Siiiipson, S. Singleton, R. Sirignano, F. Smith, L. Smith, T. Smith, W. Sncll, F. Snellgrove, L. Snyder, J. Somerville, G. Soresi, T. Sovich, C. Spencer, G. Spencer, H. Stancaugr, R. Stankiewicz, A. Stanton, W. • Steams, B. Stevens, W. Strand, J. Stubblefield,P. Stubbletird,B. Sulaiman, A. Sullins, F. Sumroll, N. Surrick, R. Swiderski, J. Tanner, C. Taylor, F. Taylor, J. Telegadas, G. Terpe, K. Thciss, R. Thomas, J. Thompson, F. Tillman, W. Tobin, G. Tobio, J. Toluison, R. Towsigmart, A. Troy, S. Tmenski, C. Tsminrx, L. Turay, C. Turner, B. Turner, L. Tuttie, M. Ulrich,H. Underwood, G. Vanluyn, W. Vasquez, J. Velandra, D. Velazsuel, W. Velez, R. Vick,J. Viles, J. Villanova, A. Vorchak, J. Vukmir, G. Walker, F. Walker, T. Wallace, E. Washington, E. Webb, J. Weber, J. West, D. Westbrook, A. L. Westerholm, G. White, J. White, K. White, R. Whitmer, A. Whitsitt, M. Widman, J. Wilburn, R. Williams, L. Williams, R. Williams, S. Wilms, 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. Zalusky, T. Zeagler, S. Overseas Juneau Committee At Anacortes, Wash, recently at a payoff, Recertified Bosun Pablo Barrial, ship's chairman (seated I.) of the ST Overseas Juneau (Maritime Overseas) poses with the Ship's Committee and one of the crew. Seated right is: Chief Steward Jesus D. Reyes, secretary-reporter and standing (I. to r.) are: Engine Delegate Al Funk; QMED Perry Ellis; Deck Delegate Henry Lanier, and Stew­ ard Delegate Carrol Boudreaux. Virgo Committee Late last month at a payoff at the GATX Dock in Carteret, N. J., is the Ship's Committee of the ST Virgo (Westchester Marine). From left are: Deck Delegate Whitey Grigg; Steward Delegate Glenn Bamman (standing); Engine Delegate H. Robert Hill, and Recertified Bosun Joseph Donovan, ship chairman. Westward Venture Committee At Tacoma, Wash, recently, in the TV lounge of the new RO/RO Westward Venture (Inter Ocean Mgt.) is the Ship's Committee. Sitting (I. to r.) are: smilin' Deck Delegate Ken Richardson; Engine Delegate Charles L. Gard with the sombrero; Recertified Bosun Tom "Frenchy" Martineau, ship's chairman, and Steward Delegate James Woods. Standing are (I. to r.): Chief Electrician John Ross, educational director, and Chief Steward George Pretare, secretaryreporter. November 1977 / LOG / 39 �LOG "Sonny" Simmons: He's One of the Men Who Builf This Union Some people considered them a bunch of young turks. Most people didn't give them much chance for survival. They were the 2,000 or so orig­ inal members who formed the SIU in 1938. At the time, the SIU was by far the smallest union in the entire maritime labor movement. It didn't have a tanker in its contracted fleet which included only a few passenger ships. However, one year later the SIU's membership had grown to 6,000. And although no one would have said that the fledgling Union's future would be rosy, everyone agreed at least that the SIU definitely had a future. Among those original 2,000 mem­ bers was a 19-year old kid. He had first shipped out as deckhand on a coastal freighter at the age of 15. His shipmates nicknamed him "Sonny" on that first voyage, and the name stuck. He was Claude "Sonny" Simmons, who later became one of the SIU's chief negotiators in the 50's and early. 60's. He was the first man to hold the office of SIU vice president in charge of contracts and contract en­ forcement. Oct. 30, 1977, just a few weeks ago, marked the 15th anniversary of his death. 43 Years Old To say the least. Sonny Simmons' death from cancer in 1962 was un­ timely. He was only 43 years of age. But in the time (1945-1962) that he worked for the Union, Sonny Sim­ mons left his mark on the maritime industry and the good fortunes of SIU members. His job as negotiator was an espe­ cially tough one back then. He did his bargaining at a time when man­ agement would rather accept a strike than give in to the legitimate de­ mands of the Union. Probably the best way to under­ stand what Sonny Simmons meant to the SIU is to recall what the people who sat across from him at the bar­ gaining table thought about him. Before his death, one shipowner Ufliiul PulilitJiMiii ol till- S. jljftrs InlfiM.ill.HUI Union • Aibnlic, (.nlf. L.ikcs diul InljncI Wjuns Dmncl . AFLCio )igS,"NOVEMBa 1977 The Claude "Sonny" Simmons, an ex-Great Lakes freighter, became a permanent part of the Lundeberg School's fleet in 1967. called him "a tough, shrewd" nego­ tiator. Another said he was able "to navigate through the winding clauses of a labor contract with the touch of a boatswain fathoming an unfamiliar channel." When he died, the mail and tele­ grams of regret came flooding into Headquarters. A surprising number of them came from the shipowners, his opponents across the table. An official of Calmar Lines, in a letter to SIU President Paul Hall, wrote the following about Sonny Simmons: "He won my respect as an able, conscientious and sensible ad­ versary, and I know that he will be missed by you and the other officials of your Union." Another shipowner wrote: "He was most willing to hear both sides of a discussion and to express even the most adverse demand of the Union in the most courteous terms." Still another wrote, "the death of 'Sonny' Simmons marks an irrepar­ able loss to the entire steamship in­ dustry, both management and labor." The feeling you get by looking at this old correspondence is simply that Sonny Simmons was damn good at his job, and that he had achieved the respect of the entire U.S. mari­ time industry. • j,^ .. \ •M * »t •' ; V In this photo from 1953, "Sonny" Simmons, left, Joe Algina, center, and SIU President Paul Hall are in the midst of negotiations for a new deep-sea contract. Algina is now an International representative working with the SlUNA's fishermen's affiliates in New Lngland. In the early 50's, "Sonny" Simmons was a guest on the radio talk show, "Voice of America." It's often tough to find a proper and lasting testament to men who do so much to improve an organization. But for Sonny Simmons, a guy with a quick wit and a slow Southern drawl, it was easy. The SIU named a ship after him—a ship that is a permanent part of the Harry Lunde­ berg School's fleet. The ship, now the Claude "Sonny" Simmons, is a venerable Great Lakes freighter. She was originally christ­ ened the Mackinac in 1909. For years, the vessel did a yeo­ men's job hauling freight and pas­ sengers on the Great Lakes. In later years she worked on the Chesapeake Bay. "The Lundeberg School bought the vessel in early 1967. The School then had the vessel completely overhauled. Later that year, she was rechristened the Claude "Sonny" Simmons. She is now used as a training vessel for deck skills, and lifeboat training. It's good that the memory of Sonny Simmons, just an old country boy from Brewster, Fla., is preserved in the Lundeberg School's fleet. Because it no doubt prompts young SIU mem­ bers who never knew him to ask, "who was Sonny Simmons?" The best, and really the only an­ swer to that question is simply, "he's one of the men that built this Union." Just a few years before his death, "Sonny" Simmons, left, is shown talking with some members of the Japan Seamen's Union at SIU Headquarters in New York. iiiTiiiapiir^ � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1977 Description An account of the resource HEADLINES ANN ARBOR RAILROAD CAR FERRIES MARK 85TH YEAR 2% COL IN DEEP-SEA CONTRACT HALL ASSAILS OIL BIGGIES AS FOES OF U.S. SEAPOWER 100 NEW CONTRACTS, 4, 100 NEW MEMBERS FOCUS OF UIW CONVENTION DOCK STRIKE NEARING END SIUNA GIVES UNITED SUPPORT TO NORTHERN TIER LINE CARTER INKS $2.65 MINIMUM WAGE; $3.35 IN ‘81 SS DELTA BRASIL MINUTES TELL ABOUT BURIAL-AT-SEA SERVICE CARTER PULLS U.S. OUT OF ILO POSTAL BILL CLEARED IN HOUSE OF REPRESENTATIVES COMMITTEE SABINE ORGANIZING DRIVE GEARS UP; 3RD ELECTION IN ‘78 FIRST AQUARIUS CREW IN STATES SAY LNG AOK CONGRESS SEES NEED FOR A STRONGER US MARITIME POLICY SIUNA DELEGATION UNITED BEHIND NORTHERN TIER ALASKAN PIPELINE FEDERAL AGENCIES MEETINGS ON MARITIME 4 JONES ACT BILLS AWAIT CONGRESS ACTION IOT: LARGEST U.S. INLAND-DEEP SEA FLEET FULL CURRICULUM PROVIDED FOR TOWBOAT PROGRAM DROZAK URGES IUPIW CONFAB DELEGATES TO TAKE POLITICAL ACTION WATERMAN SIGNS CONTRACT TO RESTORE U.S.- FAR EAST SERVICE 20 INLAND COMPANIES MEET AT PINEY POINT FIRED CAPTAIN AWARDED $1,400 IN BACK PAY FROM COMPANY SIU PLAN PAYS RETIREE, WIFE’S $22G MEDICAL BILLS RULING MAY AFFECT U.S. SEAMEN LNG-WHAT IS IT? WHAT DOES IT DO? AT CONFAB, HIBBERT NOTES: ARC CENTER UNIQUE CONGRESS CLEARS SOME IMPORTANT GREAT LAKES LEGISLATION THE JONES ACT: STILL ONE BIG BATTLE: CLOSE THE “LOOPHOLE” U.S. SAFETY BOARD BIDS FOR FIRESAFE LIFEBOATS FOR TANKERS SAFETY DEMANDS TANKERMAN’S SKILLS ON DANGEROUS TOWS WE’VE COME A LONG WAY …. ‘DEVELOPING THE WHOLE MAN’ – NEW HORIZON’S FOR EVERY SEAFARER NEW YORK HARBOR: STILL ONE OF THE WORLD’S BEST BOATMAN SALAZAR SAYS LICENSE GETS GOOD JOBS “SONNY” SIMMONS: HE’S ONE OF THE MEN WHO BUILT THIS UNION Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1977 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. 11 1977 Periodicals Seafarers Log