http://seafarerslog.org/archives/files/original/6002c1ea22d465fdf14a8bdb91b58ab3.PDF 3a064b6bc018549aab8c0fe08e76208f PDF Text Text Official Pubiication of the Seafarers Internationai Union • Atlantic, Guif, Lakes and Inland Waters District • AFL-CIO VOL5 40 NO. 1978 >»—SlU Scholarship Winners for 1978—v. See Page 3 Seafarer Patrick Graham I Seafarer James Mann Seafarer John Merriam SlU Members Crew New Towboat •'> ; 1 Seafarers Man Tanker Brooks Range See Pag^ 10 . -1 • The 165,000 dwt tanker Brooks Range, shown in graving dock at Avondale Shipyard in New Orleans during christening ceremonies last year, will run between Valdez, Alaska and Panama. SlU members took the ship on her maiden voyage May 15,1978. ii'T M A �5IU Fought for Measure Carter Signs Private Dredging Legislation into Low Legislation that is expected to create a boom in the private dredging indus­ try was signed into law by President Carter on Apr. 26. PL 95-269 allows the industry to competitively bid for Federal dredging work. It will enable the private sector to perform work which traditionally SIU, ACLIWD Approves Merger With MC&S By an overwhelming majority the SIU, AGLIWD District membership has approved a merger with the Marine Cooks and Stewards Union. Balloting for MC&S members will continue until June 9. The SIU vote was counted on May 23 by a Union-elected tallying committee. Out of a total 3,520 ballots cast, 3,338 were in favor of the merger and 170 were opposed. Nine ballots were voided and three registered "no vote." The final MC&S tally, and further details on the possible merger will be carried in the June issue of the Log. Events leading up to the merger referendum began in February 1977 when the SIU's Executive Board pro­ posed mergers to the SIUNA's three affiliated Pacific District Unions. Two of the West Coast affiliates —the Sailors' Union of the Pacific and the Marine Firemen's Union— tabled the proposal. The Executive Board of the MC&S approved it for a membership vote. A merger agreement has to be approved in a secret ballot by both the SIU, AGLIWD and the MC&S memberships. Voting for SIU members ran from Apr. 17 through May 16. MC&S members began casting ballots on Apr. 10. "K Paul Hall Upgrading Needed for Crowing Fleet American seamen have always had to deal with the unpredictable ups and downs of the shipping industry. A year will go by when shipping is especially good and everybody works. Tlien there'll be a period when more seamen are on the unemployment lines than out working the ships. That's the way it's been. When times were good, we prospered. When times were tough, we struggled along with the rest of the .seagoing unions. The SIU, however, is now on the verge of changing this. In fact, we are well on our way to establishing a balanced job structure that will provide solid job security for all SIU members at all times no matter what is going on jobwise in the rest of the industry. Since passage of the 1970 Merchant Marine Act, the SIU has succeeded in bringing under contract the vast majority of new companies investing in American-flag shipping. In 1977, SIU members boarded an average of one new vessel each month. Before 1978 is over. Seafarers will be manning as many as 20 vessels more than the year before. Some of our new ships, of course, are replacements for old worn out vessels in the contracted fleet. But most of them are new additions to the fleet, which translates to more jobs for our members. It is important to recognize, however, that as the SIU's contracted fleet is increasing, the total U.S. merchant fleet is barely holding status quo. has been reserved for the Army Corps of Engineers. The SIU has fought for this measure from its inception because it would cre­ ate new jobs for our members and bring widespread economic benefits. It was passed by a wide margin in the U.S. House of Representatives and by unani­ mous consent in the Senate. The Corps of Engineers has the re­ sponsibility for maintaining and im­ proving the nation's waterways. Up until now, it has carried out most dredg­ ing work with its own large fleet of dredges. As a result, private industry did not have enough business to justify investment in expensive dredging equipment. Its growth almost came to a standstill. The Union maintained that the Corps' large fleet was a waste of tax dol­ lars since the work it performed could be carried out by private firms at sav­ ings to the Government. Trial projects which the Corps let out to private com­ panies had shown this to be true. Allowing private industry to com­ pete for Federal dredging jobs makes even more economic sense for the coun­ try. Moreover, new dredge construction would bring additional benefits to ship­ building and related industries. Anticipation of the new dredging act has already reaped some of these bene­ fits. The Manhattan Island, a $13 mil­ lion, split-hull hopper dredge, was recently built by SlU-contracted North American Trailing Co. The company is building a second hopper dredge in an American shipyard for delivery next year. Three more hopper dredges will be built by other American companies this year at a total cost of $100 million. Corps Retires Four On May 9 the Corps announced that it will soon retire four obsolete dredges in its fleet. Gen. J. W. Morris, chief of engineers, said that these dredges are being retired because "private industry is now able to take over more of the dredging previously done by Corps of Engineers equipment." He said that the trial projects, officially known as the in­ dustry capability program, "has proved very successful and these four vessels are no longer needed in our dredge fleet." When these four dredges are retired the Corps will have available 34 dredges. These will accomplish about one-third of the annual navigation dredging workload. The remaining twothirds will be performed by industry. The four dredges are; the Dredge Black, operated by the Kansas City Corps District; Collins, Mobile District; Davwon, Jacksonville, and Kewaunee, Chicago. The SIU has been working hard at organizing new companies coming into the industry. This has been an important factor in our success. But if we are to achieve the goal of total job security, the burden will fall squarely on the shoulders of the membership itself. We must realize that as a labor union, we have a product to sell. And that product is skilled manpower. No new company is going to sign a contract with the SIU because they think we're nice guys. These companies enter into agreements with us because they feel that SIU members can safely and competently man their new ships. When you consider that some of these vessels cost as much as $170 million each to build, you can see that the job of safe manning is the most critical aspect in merchajnt shipping today. The key, then, in our fight to achieve ultimate job security will be our ability to provide a skilled, well-trained manpower force for our present and future contracted operators. We already possess the means to do this through the Lundeberg School in Piney Point, Md. For more than 10 years, SIU members have been using the Lundeberg School as a springboard for higher rated and higher paying jobs. In that same time, the staff at Piney Point has worked to expand the educational opportunities and course offerings for SIU members. As a result of this total effort, we now have the largest, most utilized school for maritime workers in the country. And we have the most highly trained unlicensed membership in the maritime labor movement. As it stands now, the SIU membership is capable of supplying all the manpower needs of our present contracted fleet. But again, our fleet is expanding each month. And with the prospect of offshore drilling and ocean mining jobs for American seamen, we can expect our expansion to escalate. To insure that we get our share of the new opportunities in the industry, we must prepare for the expansion. Each and every SIU member must take it upon himself to participate to the fullest in the Lundeberg School's programs. For every member who upgrades from the entry level to a rated job, we can bring in another entry student to the School. The individual member will be gaining new skills, a better job, and wider job opportunities. At the same time, the Union will be building a solid, well trained manpower pool for our future needs. More than at any time in our history, the opportunity to secure a better future for ourselves is staring us in the face. By more fully utilizing the educational tools we already possess, the SIU can make the most of this opportunity. It will take a total effort. The isooner each SIU member contributes his share to this effort, the better for everyone. 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. Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 5, May 1978. 2/ LOG / May 1978 �For Is/ Time, 6 Members Applied for d'Year Award 3 Seafarers^ 4 Dependents Win SlU Scholarships For the 26th year the SIU has awarded college scholarships to Sea­ farers and dependents of Seafarers. This year, for the first time since the awards were instituted in 1953, six SIU mem­ bers applied for the four-year award that's reserved especially for active Sea­ farers and Boatmen. This was the larg­ est number of seamen ever to apply for the grant. The Scholarship Awards Committee on May 8 announced the names of the Seafarer and four dependents who won the $10,000, four-year awards, and the two Se^arers who will receive the $5,000, two-year grants. The $10,000 grant can be used for any course of study at any college or university in the U.S. The scholarships are a benefit of the Seafarers Welfare Plan. The awards have heen named for the late Charlie Logan, a long-time friend of the SIU. Logan, who died in 1975, was a consultant for the Union's Plans' Board of Trustees. The winner of the four-year award for a Seafarer or Boatman is llryear- Skinner of Pasadena, Tex. The alternate is Kathryn Wherrity, daughter of Seafarer Francis Wherrity of Philadelphia, Pa. 131 Have Won Seafarer John Cantrell Seafarer RusseU Skinner old deep sea sailor John Merriam from New Orleans. Gary Westerholm, 25, of Seattle, also a deep sea member, was named the four-year alternate. In case the winner is unable to accept the scholarship, it will be awarded to the alternate. For the third year in a row, two, $5,000 two-year scholarships were awarded to active Seafarers or Boat­ men. Patrick Graham, 25, of Texas City, Tex., and James Mann, 24, of Ramsey, NJ., were, the two-year re­ cipients. Both sail deep r sea. Boatman Alfred Seiler Seafarer Ray Christina The two-year awards, which arc re­ served for Seafarers or Boatmen only, can be used by the Seafarers at any accredited junior or community college, post-secondary trade school, or voca­ tional school. The winners of the four-year awards for dependents are: Vincent Cantrell, son of Seafarer John Cantrell of Mobile, Ala.; Michael LaMothe, stepson of Sea­ farer Raymond Christina of Hubbell, Mich.; Sigmund Seiler, son of Boatman Alfred Seiler of Blenheim, N. J., and Paul Skinner, son . ov^i. of yjL Seafarer .jwuiuiwi Russell \ Since the awards were instituted, a total of 35 Seafarers and Boatmen and 96 dependents have won scholarships. Applicants for the scholarships are judged on the basis of scholastic ability and character. High School grades. College Boards or American College Test scores, letters of recommendation, and participation in extra-curricular ac­ tivities arc all evaluated by the SIU Scholarship Selection Committee. The Committee is made up of an im­ partial panel of scholars who arc well qualified to judge the academic merit of the applicants. This year's Selection Committee in­ cluded: Dr. Bernard Ireland, a retired official of the College Boards; Dr. Elwood Kastner, dean of registration at New York University, New York, N.Y.; Professor R. M. Kecfe of Lewis and i^onnnuea on Page rage 12 I J: Continued House Okays Maritime Subsidy Act 326-81 for 1979 WASHINGTON, D.C., May 22, 23 —The House of Representatives turned back a two-day assault on essential sub­ sidy programs for the maritime industry by Rep. Paul McCloskey (R-Calif.). It then went on to pass the Maritime Au­ thorizations Bill for Fiscal Year 1979 by an overwhelming majority of 326-81. During the floor fight for the bill, Mc­ Closkey offered six damaging amend­ ments that would have cut deeply into the government's subsidy programs for maritime. They would also have made it very difficult, if not impossible, for the U.S. to maintain a competitive position in either shipping or shipbuilding with other maritime nations. The SIU's Washington staff worked along with AFL-CIO and other union representatives to provide Congress with facts on how McCloskey's amendments would hurt the stance of the U.S. mari­ time industry. As a result, all six amendments were soundly defeated after considerable floor debate. Instead of what McCloskey hoped would be a watered down bill, the House passed a strong version providing nearly $500 million in government subsidies to maritime for fiscal 1979. Floor man­ ager for the bill was Rep. John Murphy (D-N.Y.), who serves as chairman of the House Merchant Marine and Fisheries Committee. On learning the vote's outcome SIU President Paul Hall said: INDEX Legislative News Inland user charges Page 4 Dredging bill Page 2 Maritime authorization Page 3 Ocean mining Page 17 SIU in Washington Page 9 Postal service ' Page 11 Union News Merger vote Page 2 SIU scholarships . Page 3 President's Report Page 2 Headquarters Notes Page 7 Union clears up claim Page 4 Brotherhood in Action .. . Page 28 At Sea-Ashore Page 18 "It is gratifying that Congress con­ tinues to demonstrate its traditional sup­ port for the U.S. merchant marine. This Maritime Authorizations bill supplies the means whereby the provisions of the Merchant Marine Act of 1970 can be Implemented. While that law needs to be brought into line with today's reali­ ties in world shipping, it does allow our merchant marine to function until an appropriate maritime program is devel­ oped. Our national concern for a mer­ chant marine must be intensified in view of the Soviet's massive effort to domi­ nate ocean trade." Hall also expressed appreciation for the efforts of AFL-CIO staff people and other trade unionists who supported the SIU on this issue. A breakdown of how the approximate $500 million for maritime will be spent is as follows: • $ 157 million in construction differ­ ential subsidies. This program is based on the cost difference between building a ship in an American yard and a foreign yard. It is essential if the U.S. expects to maintain any kind of shipbuilding and ship repair base in this country. • $262.8 million in operational dif­ ferential subsidies. This program en­ ables certain U.S. operators to remain competitive with cut-rate foreign lines on designated trade routes. It is neces­ sary to insure that the U.S. doesn't be­ come totally dependent on foreign ships in our import-export trade. Great Lakes Picture Inland Lines SPAD honor roll Page 8 Page 6 Page 39 General News National unemployment . .Page 10 Pollution control Page 11 Forum at Tulane Page 5 'Time Bomb' reaction ... .Page 11 New MID Port Council .. .Page 6 Lax safety rules Page 10 Navy League Page 5 Iowa boycott ends Page 16 Working for Coors ...Pages 30-32 Shipping Brooks Range Page 10 $17.5 million for research in ad­ stroyed the U.S.-USSR bilateral ship­ vanced ship development, operations, ping agreement. A lot of American sea­ and technology. men would have lost their jobs. • $24.5 million for the cost of oper­ The House rejected a second amend­ ating the U.S. Merchant Marine Acad­ ment that would have barred the use of emy at Kings Point, N.Y. and other state construction subsidies in the building of LNG vessels. This amendment carried a run academies. • $34.8 million for upkeep and death sentence for America's LNG pro­ maintenance of the national defense re­ gram, which is still in its infancy. McCloskey then tried in vain to hold serve fleet. the Mortgage Guarantee Ceiling at $7 In addition to direct subsidies, the au­ billion. He was turned back by a 2 to 1 thorizations bill increased the Mortgage roll call vote. Guarantee Ceiling from $7 billion to The House then rejected an amend­ $10 billion. This program requires no ment preventing the use of subsidized Federal funding. It simply provides loan funds for support of non-governmental guarantees to private companies wishing maritime schools used for the training of to build ships, tugs, barges, and other new merchant seamen. maritime equipment. The operators get Another amendment was defeated the actual loans from commercial banks. that would have barred subsidy pay­ During floor debate, it was pointed out ments to companies supporting industry that an increase in the ceiling was neces­ organizations such as the Transporta­ sary for the continuation of a strong tion Institute and the Joint Maritime shipbuilding program in America. Congress. Finally, an amendment was defeated that would have cut off funds for ships Defeated Amendments being built in yards where, McCloskey Rep. McCloskey's defeated amend­ said, the labor force "is not used effici­ ments would have cut big chunks out of ently due to archaic craft union rules." In the course of debate, McCloskey both the operational and construction withdrew two amendments. The differential subsidy programs. The House first defeated an amend­ first would have cut out long term sub­ ment offered by the California Republi­ sidy contracts, forcing renewal every can that would have barred the use of year. The second would have cut opera­ operational subsidies for vessels in­ tional subsidies to vessels carrying crews volved 1!? carrying grain to Russia. This larger than 50 percent of Coast Guard measure would have effectively de­ manning scales. Tug Joe Bobzien Page 10 Ships' Digests Page 23 Dispatchers' Reports: Great Lakes Page 7 Inland Waters Page 16 Deep Sea Page 24 AB endorsement Page 4 Great Lakes fit out ... Pages 13-15 Training and Upgrading 'A' seniority upgrading ...Page 38 MLS course dates Page 36 Tl towboat scholarship Pages 19-22 College credits Back page GED graduate Page 6 Steward dept. upgrader . .Page 37 Membership News New pensioners Final Departures Page 25 Page 33 Special Features Know Your Company . Pages 34-35 Ocean Mining . . . .Pages 26-27 Articles of particular interest to members in each area—deep sea, inland, Lakes—can be found on the following pages: Deep Sea: 4, 10, 18, 23, 24, 38 Inland Waters: 2, 4, 6, 10, 16, 1922, 34-35, 37 Great Lakes: 5, 7, 8,13-15, May 1978 / LOG / 3 i: .'I 'ill �Carter Threatens Veto Senate Passes Inland User Charges^ L 6L D 26 One of the most controversial pieces of legislation in the history of the in­ land waterways industry came another step closer to reality through Senate passage this month. On May 4, by a vote of 80 to 13, the Senate bucked President Carter's threatened veto and adopted an amended version of H.R. 8309, the Navigation Development Act. It au­ thorizes the reconstruction of Locks and Dam 26 and imposes the first fuel tax on inland waters commercial oper­ ators. Although its final outcome is still a hot issue, the full impact of H.R. 8309 on the industry and the SIU has taken more definite shape with the Senate action. The House of f^epresentatives passed the original bill last year. Their version starts the fuel tax at 4 cents per gallon in 1979 and raises it to a maximum 6 cents in 1981. The Senate amendment to the bill was the heart of the contro­ versy. It delays the start of the 4 cents fuel tax to 1982, or when construction of Locks and Dam 26 begins, which­ ever comes first. It then raises the tax, two cents every two years, to 12 cents per gallon by 1990. The Senate's 12 cent tax is twice as CreenTicketAB Endorsement The nio.st important endor.seinent a man who sails on deck can achieve is the Green Ticket Able Seaman—Unlimited Any Waters. It's the mark of a professional sea­ man. But more importantly, the Green Ticket AB endorsement provides the Seafarer with a much wider job base to choo.se from. And, right now in the SlU-contracted fleet, there are a lot of jobs open for members with Green Ticket AB endorsements. The seatime requirement for the Green Ticket endorsement is three years watchstanding time on deck. This time can be spent all as an ordinary .seaman, or a com­ bination of time as ordinary and Bine Ticket Able Seaman—12 Months Limited. if you already possess a Bine Ticket endorsement when achiev­ ing the three years, all you have to do is apply for the Green Ticket with the Coast Guard and you get it automatically. No Coa.st Guard exam is neces.sary. To get the Blue Ticket AB en­ dorsement, the seatime require­ ment is one year watchstanding time on deck, or eight months sea­ time if you are an HLS entry graduate. The Liindeberg School, then, regularly offers a four week course leading to the endorsement as Able Seaman. The SIU encourages its mem­ bers to get the AB endorsement as .soon as possible after achieving sufficient .seatime. It will help the Union fulfill its manpower com­ mitments to our operators. And it will help you achieve a higher de­ gree of job .security. 4/ LOG / May 1978 high as the House version, but it is much less than the total package of user charges that nearly passed the Sen­ ate in another amendment. Compromise Propo.sal Hi INLAND trsa ifl and Dam 26 to be built grew worried at their inability to get Congress to act on the project without also imposing a user charge. As a result of their desire for Locks and Dam 26, they conceded the battle to stop user charges. In June 1977 when the Senate first passed language tying user charges to the reconstruction of Locks and Dam 26, these operators found thcm.sclves in the unique position of urging the House of Representatives to adopt a low fuel tax in order that the Locks and Dam could be authorized. The opera­ tors claimed that this facility was es.sential to their continued successful opera­ tions. And they further claimed that they could afford to pay a low fuel tax in order to get it rebuilt. As a result the House adopted a 4 cents to 6 cents fuel tax provision. The successful amendment was a compromise proposal by Sens. Russell Long (D-La.) and John Danforth (RMo.). It passed by a close 47 to 43 vote on May 3, which ended months of heated debate. It counteracted efforts by the Carter Administration and Sens. Pete Domenici (R-N.M.) and Adlai Stevenson III (D-III.), who were trying to get greater charges imposed on the inland operators. The rejected Domcnici-Stcvcnson amendment would have established, in addition to the fuel tax, a separate set of charges linked to the Government's tmnual expense for waterway construc­ tion. These "cost-recovery" charges would have reciuired the barge lines to pay 10 percent of the Federai construc­ tion cost for projects like Locks and Dam 26. No Guarantees Following the Senate's vote. Sen. The companies which urged rebuild­ Domenici called on President Carter ing of Locks and Dam 26 at all costs to veto the bill because of the "low" felt victorious because a bill had been user charge provision. And at a labor passed authorizing the reconstruction of press conference. Secretary of Trans­ the facility. But while the bill imposed portation Brock Adams said; "I am go­ a tax and authorized the locks and dam, ing to recommend that [President there were no accompanying guarantees Carter] veto the legislation, and if it that the tax would not go into effect if isn't vetoed I will submit my resigna­ the locks and dam were never rebuilt. tion." V/hen H.R. 8309, the House bill, was Since the .Senate version is different sent to the Senate for a vote, the SIU from the House version, H.R. 8309 still maintained its view that user must now go to a joint House-Senate charges should be strongly opposed. But conference to iron out the differences. the Union realized that the towboat in­ The conference version, containing compromise language, will have to be voted on and accepted by both Houses of Congress. Only when the House and Senate agree to identical language can H.R. 8309 be sent to the President. Four-Years-Old The question of Locks and Dam 26 and user charges has been at the center stage on inland waters legislative ac­ tivity for nearly four years. It began when 21 Western railroads and environ­ mentalists blocked the reconstruction of this important navigation facility by fil­ ing a still-pending court suit. Since then, each time the towboat industry tried to get congressional ap­ proval of the lock and dam project, waterway opponents, on behalf of the railroads, succeeded in tacking on a provision requiring the imposition of user charges. In the meantime, this key facility on the Mississippi River at Al­ ton, 111. has been causing costly barge delays because it is too small for today's large tows. The SIU has strongly and persistently opposed any form of user charges. The SIU has always believed that user charges of any sort arc totally unjusti­ fied. This is especially true when they are intended to help the railroads at the expense of the barge industry. In the case of Locks and Dam 26, the SIU held the position that the reconstruction of the facility should not depend on whether or not user charges were im­ posed on the intlustry. Thus the Union consistently opposed any legislation which tied the two issues together. This was also the feeling of many congressmen who opposed those bills which held Locks and Dam 26 hostage to user charges. But, as a result, many major towboat operators who were anxious for Locks dustry was in trouble. Political realities indicated that our membership's inter­ ests would be best served if the Senate agreed to the low House tax rather than a higher tax as originally pas.sed by the Senate in June 1977. In a letter to members of the Senate, the SIU stated: "The Seafarers International Union has traditionally opposed user charges. However, since both Houses of Con­ gress have chosen to alter long-standing Federal policy by imposing a user charge on the inland waters tfansportation mode, we feel that, though dis­ agreeable, the provisions of H.R. 8309 are more desirable than the Senate passed language fin June 1977.1" Even though most waterway interests were uniting behind H.R. 8309, user charge advocates felt they had the upper hand. They had succeeded in reversing a 200-ycar old Federal policy which provided for the free use of the nation's inland navigation system. In addition, they had made barge operators acknowl­ edge that they could in fact live with a tax despite their previous claims that any tax would destroy the barge indus­ try. Many operators—including SIUcontracted operators—confirmed that any increase in fuel costs as a result of the tax would not be borne by the oper­ ators but would undoubtedly be passed on to their customers. Finally, some shippers and carriers started to worry that a strong stand for H.R. 8309 would endanger the chances of Senate passage of a bill au­ thorizing Locks and Dam 26. They be­ gan to privately indicate that the towContiniied on Page 29 Union Helps Clear Up PHS Payment Snafu After intervention from Union Head­ quarters, the national oflicc of the U.S. Public Health Service has overturned a local PHS ruling which denied payment for the emergency care of two SIU members at other than PHS facilities. The cases involve SIU members Bennie Dize and Jabie Conway, both resi­ dents of the Norfolk area. Dize was hospitalized on an emergency basis for a week near the end of August at the General Hospital of Virginia Beach. Conway spent 10 days in late September at Bayside Hospital, also on an emer­ gency basis. Both men notified the USPHS Hospi­ tal in Norfolk of their condition by tele­ gram within the proper time period. PHS requires that they be notified of emergency care situations within 48 hours after admittance. Arrangements, though, were not made to move the two men from the Bayside and Virginia Beach hospitals to the Norfolk USPHS facility. It is the responsibility of PHS to make the ar­ rangements. However, when the two hospitals billed USPHS for the care of the two .seamen, payment was denied by PHS in Norfolk. This left responsibility for payment of the bills on the seamen themselves. The mixup was brought to the atten­ tion of Frank Drozak, SIU executive vice president. Drozak then got in touch with USPHS Director Dr. Edward Hinman in Washington, D.C. and requested the cases be reviewed. Drozak said, "we were sure that both members had followed procedures prop­ erly. We didn't want to see them get stuck with a bill that USPHS should rightfully pay." As a result of Drozak's actions. Dr. Hinman's staff investigated the cases and sub.sequently ruled in both mem­ bers' favor. USPHS said they would "accept fiscal responsibility" for all charges covering care for the two sea­ men during their stay in the non-PHS 'lospitals. Not Isolated The problems encountered by these two SIU members are by no means iso­ lated cases. There has always been some problems with USPHS involving notifi­ cations and payment of bills for emer­ gency treatment at non-PHS facilities. To avoid these problems with USPHS, a member should take the fol­ lowing precautions in emergency situa­ tions: • Always notify USPHS of the emer­ gency within 48 hours. Do it by tele­ gram rather than telephone. That way you will have a record of the notifica­ tion. • Notify the hospital you are taken to that you are a merchant seaman and eligible for care at USPHS. • If possible, make every effort to be taken to a PHS facility in an emergency. However, in an emergency, you have the right to be taken to the nearest hospital. �Asserfs Policy Cufs Merchant Fleet, Jobs Hall Colls U.S. Free Trade ^Outdated and Unrealistic SIU President Paul Hall labeled America's adherence to the policy of free trade as "outdated and unrealistic" in today's world. And he charged that this policy has hurt the U.S. rnerchant fleet badly while at the same time cut­ ting into the job market for American seamen. Hall made this statement in New Or­ leans last month at Tulane University's Twenty-Ninth Annual Institute on For­ eign Transportation and Port Opera­ tions. The free trade concept has actually come under fire from all segments of the labor movement in recent months. The AFL-CIO Executive Council maintains that free, or unrestricted, trade with foreign nations has resulted in the dumping of cheaply made for­ eign' products into the U.S. market in direct competition with American made products. This cuts into the de­ mand for American products. And U.S. workers, especially those in the manu­ facturing trades, are losing their jobs. The free trade concept hurts Ameri­ can maritime in much the same way. Without Government restrictions, for­ eign vessels have infiltrated and are dominating all aspects of water trans­ portation in the U.S. foreign trades. President Hall said that foreign na­ tions are taking advantage of America's "naive" stand on the policy of free trade and free markets. As an example of this. Hall pointed to the SIU's fight for the 9.5 percent oil cargo preference bill last year. SIU President Paul Hall, right, at Tulane University in New Orleans, La. with SIU Vice President Lindsey Williams. Hall told the Tulane group that the U.S. policy of free trade was strangling competitiveness of the U.S. merchant fleet. He said that some of the principal President Hall said that the free trade opponents of the bill were foreign na­ concept has been a major factor in en­ tions, which claimed the bill was a vio­ abling foreign flag vessels to capture 95 lation of the free trade concept. Yet, percent of all U.S. foreign waterborne said Hall, "several of these countries commerce, leaving only 5 percent for had cargo preference legislation of their the U.S. flag. own." He maintained that other leading maritime nations would never allow this to happen to their national flag fleets. He noted that Japan carries 44 percent of its foreign trade; France car­ ries 34 percent of its trade; Britain 34 percent, and Norway carries 30 per­ cent. And, said Hall, "the Soviet Union, a country that makes a mockcry'of the free market, carries more than half of its own trade." President Hall also attacked the mul­ tinational oil companies for their phony support of the free trade concept. He said that the oil companies op­ posed the 9.5 percent oil preference bill on the basis that the use of foreign ships for U.S. oil transportation would keep consumer prices down on oil and gas. However, said Hall, last year the Federal Energy Administration charged 20 multinational oil corpora­ tions with illegally overcharging Amer­ ican consumers by $336 million. Hall told the Tulane University gathering that the U.S. must re-examine the concept of free trade in relation to the real world. He said, "we need only to look at the persistent problems of unemployment, inflation and the bal­ ance of trade to realize that current economic theories are not as useful as we have been led to believe." President Hall concluded that unless the Government revamps "counterpro­ ductive" economic policies such as the free trade concept, "we will be flirting with our own economic demise and possibly with the demise of the demo­ cratic institutions that we all cherish." Murphy^ Blackwell^ Daschbach Say U.S. Must Bolster Maritime It's often difficult, if not impossible, to get Government people to agree on anything. But last month, three top ranking officials involved in the U.S. maritime industry agreed on one thing —the U.S. Government must take steps to bolster the American merchant fleet. The three officials, all long time sup­ porters of a strong U.S. maritime indus­ try, are Richard Daschbach, chairman of the Federal Maritime Commission; Robert Blackwell, U.S. assistant secre­ tary of commerce for maritime affairs, and Rep. John Murphy (D-N.Y.), chairman of the House Merchant Ma­ rine and Fisheries Committee. Although they agreed that the mari­ time industry needed help from the Government, each emphasized a differ­ ent point on how it should be done. The three expressed their ideas at Tu­ lane University's Institute on Foreign Transportation and Port Operations in New Orleans last month. FMC Chairman Richard Daschbach told the Tulane audience that "the lack of a coordinated maritime policy" has had a devastating impact on U.S. ocean carriers and American shippers. He said, "most of our trading part­ ners have well-defined national ship- Great Lakes COLA Great Lakes Seafarers received a cost of living adjustment effective May 1, 1978. The increase comes to 12 cents. Cost of living adjustments are computed on the basis of a one cent increase for every .3 point clingib In the Consumer Price Jbidex. ping programs and policies in addition to heavily subsidized merchant fleets whose operation is fully integrated with other aspects of their national economy and policy." Daschbach said that the FMC would be participating in discussions in order to come up with a new maritime policy for America. He said the FMC is doing this "because it is clear that the mainte­ nance of a strong U.S.-flag merchant marine and a competitive shipping in­ dustry are not only in our national in­ terest, but in the larger public interest." State-owned fleets may cross trade at discount rates for political reasons, for the accumulation of hard currencies or Rate Cutting MARAD Chief Robert Blackwell blamed much of the industry's woes on "predatory rate-cutting" by foreign ships operating in the U.S. foreign trades. He singled out the Soviet Union, say­ ing that the Russians have cut deeply into the U.S. liner trades "by offering rates ranging from 10 to 40 percent be­ low the shipping conferences levels." Blackwell noted that "whether sub­ sidized or not, our privately owned car­ riers must make profits to survive. Rep. John Murphy (D-N.Y.), chairman of the House Merchant Marine and Fisheries Committee, told the Tulane forum that U.S. ships should be carry­ ing up to 50 percent of all U.S. foreign commerce. with other non-profit factors as primary goals." Blackwell said he supports legisla­ tion that would enable the FMC to crack down on rate cutting by the Rus­ sians and other foreign fleets as well as on other anti-competitive maneuvers by foreigners. More Cargo Rep. John Murphy, probably the staunchest maritime supporter in the House of Representatives, said that the U.S.-flag fleet simply needs more cargo. He said that U.S. ships should be carrying 50 percent or more of the na­ tion's foreign commerce, instead of the 5 percent they presently carry. Murphy said he is supporting several bills in Congress that would help secure added cargo for U.S. ships. Among them is a bill that would force cutrate foreign operators to raise their rales to equal levels with U.S. ship rates or be banned from American ports. Murphy also said he supports "equal access" legislation, or bilateral shipping agreements with America's trading partners. Navy League: Beef Up U.S. Maritime The Navy League of the United States of America has called for "strenghteningof U.S. seapower through formulation of a comprehensive na­ tional maritime policy." It stressed that the U.S. lacks a defi­ nite long-range maritime policy. The league said that "deterioration of our seapower endangers national security from the defense and economic per­ spective." The league's position was set forth in its Maritime Affairs Committee Report which was adopted at the annual con­ vention in Seattle, Wash. May 2-5. The 500 convention delegates also adopted a range of resolutions affecting the nation's .seapower posture and ocean policy. Included were: • a call for creation of a cabinet level officer to coordinate the sea serv­ ices in achieving defense readine.ss. • urge the U.S. Government to adopt a seaborne trade policy similar to that existing for airborne trade. Vincent T. Hir.sch of Asbury Park, N.J., a strong advocate of Navy-mer­ chant marine cooperation, was re­ elected president of the league. The next annual convention of the 10,000member organization will be held in Dallas, Tex. May 1978 / LOG / 5 �A 9th Grade Dropout, He Gets His H.S. Diploma at HLS Great Lakes SIU Boatmen have ratified a new eontract with Great Lakes Towing, the biggest SlU-eontractecl inland operator on the Lakes. The eontract includes the industry-wide SIU Inland Vacation Plan, a first for Lakes Boatmen. Great Lakes Towing employs 150 SIU deckliands, known as linesmen on the Lakes. A dyke construction and harbor dredging project is under way in Milwaukee, Wise. Boatmen with SlU-contracted Luedtke Engineering are doing the job. Norfolk SIU Boatmen with Stone Towing of Wilmington, N.C. (serviced out of Norfolk) ended a three week strike against the company on Apr. 22 and recently ratified a new contract. They hit the bricks when .Stone Towing, a shipdocking firm, refused to come up with an acceptable offer for wage increases. The new eontract, effective Apr. 22, provides substantial increases in wages, pension, and welfare, as well as improved working conditions. It also includes the SIU Inland Vacation Plan. St. Louis SlU-contracted American Commercial Barge Lines, which operates the largest fleet on the inland waterways, recently put in shipyard orders for two 4,200 hp. towboats. ACBL currently has 52 boats and 1,350 barges that work primarily on the Mississippi River system. Houston Another new contract was just ratified in this port by SIU Boatmen with Barge Harbor. It includes the SIU Inland Vacation Plan and standard language for the harbor fleeting operation as well as substantial wage increases. Brother Pete Reed is 22 years old and can no longer be called a high school dropout. In 1973, he graduated from the basic vocational program of the Lundeberg School. During his training at HLS, Brother Reed enrolled in the high school equiv­ alency program but shipped out before completing it. He dropped out of school in the ninth grade. And he realized that "I really had a lot to learn before I would be able to get my diploma." Seafarer Reed's willingness to keep trying paid off. Recently, he success­ fully completed the high school equiv­ alency program and achieved his GED diploma. "It took me three times and a lot of studying but I finally got it," he said. There are now 1,021 Seafarers and Boatmen who have gone through the program. Brother Reed really liked the small classes and the individual attention he received at HLS. He said, "the teachers gave me support and worked with me when I had a problem. They know what they are teaching." After being out of school and out of the habit of studying. Seafarer Reed commented that "I en­ joyed studying again. The GED di­ ploma was something I've wanted for a long time." Reed found out about HLS from his grandfather, who was a seafarer and from a friend. Brother Roland Wil­ liams, of the port of Baltimore. "The Lundeberg School is good. It is really great for young people. It makes them better than what they were before," Brother Reed commented. Personals Personals Diana Bandelcan Mrs. R. Y. Van Pelt would like you to contact her at 1114 Joe Annie No. 5, Houston, Tex. 77019. Henry E, Green Your wife, Maxine, asks that you call her as soon as possible at (314) 3331770, or write Box 722, Caruthersville, Mo. 63830. MTD Charters New Port Council In Jacksonville The AFL-CIO Maritime Trades De­ partment has established a new Port Maritime Council in the northeast Flor­ ida port of Jacksonville. The MTD, the largest industrial de­ partment of the AFL-CIO, now has 28 Port Maritime Councils operating in local port areas throughout the United States, Canada, and Puerto Rico. The Jacksonville Council is the latest in the MTD's growing network of po­ litical action groups working to enhance the strength of the labor movement in all areas of the country. MTD Administrator Jean Ingrao pre­ sented a charter to the new Council at the group's first meeting on Apr. 6, 1978. Forty-five representatives of 17 national and international AFL-CIO unions attended the initial conference. The SIU Hall in Jacksonville will serve as the meeting place and center of activity for the new Port Council. Highlights of the Council's opening session included welcoming addresses by: Jim Deaton, president of the AFLCIO Central Labor Council of Jackson­ ville; SIU Vice President Cal Tanner, and Jake Godbold, a Jacksonville city councilman noted for his support of working people. Election of officers also took place at the opening session with Doyle Kearns 6/ LOG / May 1978 Pete Reed Seafarer Reed recommends the basic vocational program and the high school equivalency program to his fellow sea­ farers and to any young person. He said, "the school is a great opportunity and I recommend that everyone should take advantage of it." If you are interested in attending the Lundeberg School to study for your high school equivalency diploma like Brother Reed did, contact the SIU rep­ resentative in your port or write to the following address; HARRY LUNDEBERG SCHOOL Academic Education Department Piney Point, Maryland 20674 A pre-test and information will be sent to you. Bill Guernsey Your brother, Don, asks that you call him collect in Sydney, Australia at 522-4062. He says that it is urgent. John Medvesky Evelyn asks that you call her at (504) 821-7791. Bobby Messerol Teddy Aldridge asks that you get in touch with him. Natbanlel Auntero Noble Your son, Nathaniel Noble, would like you to contact him at (301) 4334196. Jean Ingrao, right, administrator of the Maritime Trades Department, presents charter for new Jacksonville Port Maritime Council to SIU Jacksonville Port Agent Leo Bonser. The MTD now operates 28 port councils throughout the U.S., Canada, and Puerto Rico. of the United Association (representing plumbers, pipefitters and steamfitters) being elected as president of the Coun­ cil. William Smith of the Boilermakers was elected executive vice president. SIU Jacksonville Port Agent Leo Bon­ ser was elected secretary-treasurer. The MTD will soon be opening a 29th Port Council in Juneau, Alaska. With Headquarters in Washington, D.C., the MTD counts 44 national and international unions, representing eight million workers, in its family. SIU Pres­ ident Paul Hall is president of the MTD. Candelario Ramos Your son, Enrique, would like you to contact him at 1227 North East 1st Ave., Miami, Fla. 33132. Edward "Cbick" Scbindler Your sister. Sue Dolbow, would like you to call her at (609) 845-1709 or write 13 Lauderdale Rd., Woodbury, N.J. 08096. She says that it is urgent. H. G. Treddin Please call the editor of the Log col­ lect at (212) 499-6600, ext. 242. �Headquarters Notes by SIU Exeoiilive Vice President Frank Drozak The SIU is involved in legislative activity for one very good reason. We can't afford not to be. Almost every day, decisions are made in Washington, D. C. that affect the basis of your job security as a Seafarer or Boatman. Generally these decisions impact only one .segment of the industry at a time. But once a year, a bill comes up in Congress that goes to the very heart of the entire maritime industry. This is the Maritime Appropriation Authorization Act. I'm happy to say that this years Bill for fiscal year 1979, has now passed both Houses of Congress. It was approved first without opposition in the Senate. But it had to over­ come a number of propo.sed amendments in the House of Representatives which could have cut the bill down to a meaningless piece of legislation. The news story on page 3 of this issue of the Log gives the details of the legislative action. The victory in the House this month was significant in more ways than one. It clears the way, first of all, for likely approval by President Carter and then for crucial benefits to flow into the maritime industry. But the fight in the Hou.se once again proves .something we can never forget in the SIU—that even with a bill that has always been considered routine, we can't afford to relax our efforts in Washington. Let me explain exactly what the Bill does. Unlike the title, the meaning of the Maritime Appropriation Authorization Act can be said in one word— money. Very simply, it determines how much money Government will spend each year on subsidies and other financial help for the U.S. maritime industry. This does not just go to ocean shipping. The Act also authorizes back up funds for the construction loan guarantee program ( Title XI) which covers inland waters equipment. Delta's Clark Named To N.O. Dock Board It took more than a year of hard work and political action on the state level. But the MTD Port Maritime Council of Greater New Orleans and Vicinity has succeeded in getting a strong voice for American-flag shipping installed on the New Orleans Dock Board. The new member of the Board is Capt. J. W. Clark, president of the SlU-contracted Delta Steamship Co. He was named to the influential post recently by Louisiana Governor Edwin Edwards. The Dock Board is run by a sevenman commission and is responsible for all activities of the Port of New Orleans. Part of the Board's duties also include trade missions to attract more shippers to the port. SIU Vice President Lindsey Williams, who heads up the MTD's New Orleans Port Council, placed Clark's name in nomination nearly a year ago. Up until 1976, neither the MTD, nor any other labor organization, was al­ lowed to participate in nominating pro­ cedures for the Dock Board. The MTD worked to change this. It succeeded when the 1976 regular ses­ sion of the State Legislature okayed the MTD Port Council to become one of 10 organizations able to submit nom­ inations for Dock Board openings. jpeposit in the - ^ Up until this year, there has been very little controversy about the provisions ot the Authorization Act since its important purpose—to strengthen the U.S. Madne AcTof'l"!^'^ ^ matter of national policy going back to the Merchant But as we have learned all too well, policy and practice are two very dif­ ferent matters. ^ The maritime subsidy program, funded by the Authorization Act is Gov­ ernment s biggest incentive for industry to build, ship and man American Yet the defeated amendments to the Act would have virtually destroyed the entire subsidy program. Lost in the bargain would have been new U.S.-flag LNG ships, American shipping s share of Russian grain shipments and even American seamen's hardwon wage levels. All this may be hard to believe. But the SIU couldn't alTord not to take every part of this threat seriously. We stepped up our politicaTcITorts immediately to support what always had been okayed before bv Congress as a routine matter. Those efforts paid off, but we ean't congratulate ourselves too much. While the battle over the Authorization Act is over in Congress, another fight is gearing up over a bill that also will alTeet the future of the U.S. mari­ time industry in a big way. The Deep Seabed Mineral Resources Act (S.2()53) can make sure that the benefits of a major maritime development don't backfire into another "run­ away" industry. Ocean mining promises enormous economic and employment benefits for this country. But without the guarantees of this Bill, they can be lost through the same kind of practices that have weakened U.S. shipping. The educational feature on pages 26-27 of the Log and the editorial on page 17 give full details of this new industry and the importance of the Bill designed to give American workers a fair share in it. The Bill insures jobs for American seamen and shipbuilders through amend­ ments that will require the use of U.S.-llag vessels for ocean mining^ It works something like the money set aside for construction loan guarantees by the Authorization Act. The ocean mining bill would provide Government invest­ ment guarantees to industry for the construction cost of vessels and other deep sea mining equipment—but only if they are built and registered in the U.S. This is policy and practice working together to build up the U.S. merehant marine. It makes good sense for the American economy. But those companies who want to avoid American taxes and American labor don't think so. The ocean mining bill is going to be another tough fight in Washington. But we'll be ready for it— and for the next one. Gefs Inland Vacation Check The MTD Council remains the only voice of organized labor in the nominat­ ing procedure. Selected Among 20 Capt. Clark was selected from among 20 other nominees. He has been presi­ dent of Delta since 1959. Clark is a graduate of the U.S. Merchant Marine Academy and com­ manded troop and supply vessels during World War II. A native of Mobile, Ala., Clark has been honored by a number of nations for his work in promoting trade between the U.S. and South America. Among other honors he has received during his long association with the U.S. merchant marine, Clark was named Man of the Year by the New Orleans Propeller Club in 1965. Thotmas Ernst (r.), a mate with National Marine Services, received his SIU Inland Vacation check this month at the St. Louis Hall from Port Agent Mike Worley. Brother Ernst pointed out that he works at least 200 days a year and for each of those days he also earns vacation benefits that ho can collect every 90 days. DIspilclieps Remifl fir Greit lakes APR. 1-29, 1978 Algonac (Hdqrs.) •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C 6 DECK DEPARTMENT 95 38 10 82 6 **REGISTERED ON BEACH All Groups Class A Class B Class C 63 8 11 2 33 8 12 1 6 2 2 56 62 64 158 80 89 ENGINE DEPARTMENT Algonac (Hdqrs.) 46 9 10 71 16 f> STEWARD DEPARTMENT SIU Blood Bank- Algonac (Hdqrs.) 2 2 27 6 ENTRY DEPARTMENT Algonac (Hdqrs.) It's Your Life 10 69 56 38 56 Totals All Departments ... 207 73 193 60 13 •"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. . May 1978 / LOG / 7 •'1 u �The Lakes Picture All the Lakes The fit out on the Lakes is completed and SlU-contracted vessels have begun the shipping season. TTie start of the season was delayed several times because of bad weather and the prolonged coal miner's strike. It was almost put off again when it looked like MEBA-District 2 would strike the Lakes vessels. MEBA members did walk out for about six hours on Apr. 15, but a contract agreement was reached and the men returned to work. Cleveland The ST Crapo (Huron Cement) opened the Port of Cleveland when she arrived with 8,500 tons of cement. The trip from Alpena to Cleveland, which usually takes 30 hours in the summer, took 52 hours because the ship ran into heavy ice ridges. Frankfort The car ferry M/V Viking (Michigan Interstate Railway Co.) will make her first run from Frankfort, Mich, to Manitowc, Wise, on May 29. The Manitowc port was closed in 1974 because there was not enough traffic for a regular run. The Viking had been ferrying between Frankfort and Kewanee, Wise, but will now alternate between the two ports. Untng ftp pap am ke safe aaf simpfe as paskiag a Pattea... Bnlfalo The port of Buffalo is now open after an ice boom was removed from the mouth of the Niagara River on May 1 and 2. The boom was in place to keep ice from the intakes of the Niagara Mohawk Power Corp. The port was filled with ice until the boom was removed and some ships had to be moved with the help of Coast Guard cutters at the end of April. Most of the ice is gone now and coal, ore, sand and a lot of grain are beginning to move through the port. Chicago Traffic at the port of Chicago was bottle-necked for three days recently when an ore carrier lost her anchor in the harbor. Divers located the anchor and a crane had to remove it before the back-up of ships could start moving again. SL Lawrence Seawaj The St. Lawrence Seaway System opened for the season last month with the first toll increase since 1959 in effect. The increase may have less of an immediate impact than it might have because U.S. and Canadian officials agreed to a three-year phase-in of the tolls rather than implementing them all at once. The St. Lawrence Seaway Development Corp. and the St. Lawrence Seaway Authority have proposed rule changes which would affect the closing date of the Seaway. Tlie U.S. and Canadian agencies that administer the Seav/ay have drafted rules setting a firm closing date for the Seaway and penalties for any vessel still in the System after that date. The proposals call for a midnight, Dec. 17 closing time for the international section of the Seaway. Ships would be required to reach call-in points 48 hours earlier. Late transits would bear an "operational surcharge" of $25,000 per day, up to a maximum of $100,000. The called-for closing date of the Welland Canal is Dec. 6. There are also time restrictions on low-powered vessels as they're the most likely to have problems with late-season ice and weather conditions. NMC Affair in Seattle The SlU's George McCartney (right) is with Board Chairman Patrick C. John­ stone (center) of the Spokane Seed Co. who was presented with a certificate naming him to the National Maritime Council's (NMC) Shipper Advisory Board, Western Region, recently in Seattle. At left is Bob Buckingham of the Seaport Shipping Co. there. Johnstone succeeds Ed Dumas in the NMC, head of the Dumas Seed Co., who retired. The NMC is made up of more than 100 top executives of U.S. shipping companies, maritime labor unions, ship­ yards. and the U.S. Maritime Administration. Its purpose is to promote cargo for the American merchant marine. Pat pea've pet te Paew wPat Patten te pash. Crew training and advanced technology are the reasons U.S.-flag LNG ships are so safe. These new vessels are so automated the/re practically push-button controlled. But you've got to understand LNG and automation before you can work aboard one. The LNG course at HLS qualifies you to work aboard these vessels—so you qualify for the top pay LNG crews earn, too. Cme to MS Me tie UtS Coarte Work akoeri e ship of the future—toSep LNG Course Starts June 26 To enroll. See Your SlU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 8/ LOG / May 1978 SPAD L. 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 FEC m Washington, D.C. �Witt Seafarers International Union of North America, AFL-CiO MAY 1978 Legislative, Administrative and Regulatory Happenings Outer Continental Shelf: House Bill Would Promote U.S. Industry, Protect Jobs of U.S. Maritime Workers The House and Senate are getting together to draft a final version of the Outer Continental Shelf Lands Act. The SIU's Washington legislative staff is working closely with a num­ ber of other AFL-CIO national unions to ensure the jobs of many thousands of American workers who would be involved in the manning of offshore drilling equipment. This is what has been happening: The Senate passed its version of the OCS Bill almost a year ago. That bill does not contain any provisions requiring that offshore drilling equip­ ment be crewed by American workers. Then, in February 1978, the House passed its version of the bill (H.R. 1614). A Select Committee of the House added a very important provision (Section 31) which has the following requirements: One year after enactment of the Senate Moves to Protect U.S. Maritime Interests A bill to encourage U.S. compa­ nies to move into the new frontier of deep sea ocean mining is also giving a much-needed boost to the U.S. maritime industry. The SIU's Washington legislative team reported that the Senate Energy and Natural Resources Committee earlier this month made some im­ provements in the proposed Deep Seabed Mineral Resources Act (S. 2053) which would effectively re­ quire that mining and processing -vessels—and ore carriers—be built in U.S. shipyards, be U.S. registered, and be crewed by American workers. The vote to support U.S. maritime was 15-0. Here's what happened. The origi­ nal Senate Energy Bill had these re­ quirements dealing with vessel docu­ mentation: Mining vessels must be registered in the U.S. or in one of the nations which are a part of the mining venture; processing of the minerals mined from the seabed must be done in the U.S. or on a U.S.-flag vessel. There are no requirements for ore carriers—they can be U.S.-flag or foreign. But, the important change in the bill is this: investment guarantees for vessels and other equipment owned by the mining companies will only be given to vessels that are built in the U.S. and documented in the U.S. What this change means is that if U.S. mining companies want their very costly investments protected, they are going to have to use U.S.flag ships and American crews. And this means, not only the mining and processing vessels, but the ore car­ riers as well. It is estimated that some 20 min­ ing ships and 60 ore carriers will be involved in the beginning phase of mining operations by U.S. compa­ nies. The SIU legislative staff has been working closely with the AFL-CIO Maritime Trades Department on this bill in both the Senate and the House. There has been a lot of resistance to the "Build American" and "Hire American" provisions of the Ocean Mining Bills from the State Depart­ ment which, once again, wants to trade off the well-being of American maritime industry and labor in the interest of "better relations" with other nations. The Senate bill now goes to the Committee on Commerce, Science and Transportation. Meanwhile, the House Bill (H.R. 3350) has cleared three committees and is awaiting ac­ tion in the House Rules Committee. Senate Adopts User Charge, Domenici Bill Is Defeated The Senate earlier this month— by a vote of 80-13—adopted its version of legislation imposing a fuel tax on inland waterways oper­ ators. The compromise Senate Bill also authorizes reconstruction of Locks & Dam 26 at Alton, 111. The bill will now go to a Senate-House conference to iron out differences between the House and Senate versions. The key vote during floor de­ bate came on the SIU opposed amendment offered by Senator Pete Domenici (R-N.M.), and STATE-OWNED CARRIERS. The House Subcommittee on Mer­ chant Marine has scheduled a hear­ ing May 24 to make final revisions on a bill which would set regulations on the rates charged by certain stateowned carriers which are now oper­ ating in the U.S. foreign commerce. CLOSED SHIPPERS' COUN­ CILS. Hearings are continuing on a bill which provides for the formation of closed liner conferences and ship­ pers' councils in the U.S. foreign trades. The bill (H.R. 11422) is be­ fore the House Merchant Marine Subcommittee. This bill, as with others which are pending in Con­ gress, is aimed at bringing some supported by Senator Adlai Stevenson (D-Ill.), which would have resulted in an immediate 4 cents a gallon fuel tax. The Dom­ enici proposal would have hiked the tax to 12 cents by 1985—and would have set up a system of user charges to recover 10 percent of all construction costs on the inland waterways. That proposal was supported by Secretary of Transportation Brock Adams. Following the defeat by the Do­ menici amendment, the Senate passed a compromise amendment sponsored by Senator Russell Long (D-La.) which would impose a 4 cents a gallon tax to begin in 1982, or when construction of Locks & Dam 26 begins. That pro­ posal was supported by virtually all of our domestic waterways operators. The tax would rise to 12 cents a gallon by 1990. Supporting the Long amend­ ment were Senators James East­ land (D-Miss.), Thomas Eagleton (D-Mo.), John Danforth (R-Mo.), and Dewey Bartlett (R-Okla.). On the Agenda in Congress... stability to the rate-making confer­ ence system. OIL IMPORT CONTROL. The Trade Subcommittee of the House Ways and Means Committee will be­ gin hearings early next month on proposals to establish an oil import quota system. COAL SLURRY PIPELINE. After some delay, the Senate Energy Committee is beginning public hear­ ings on two bills which would author­ ize construction of coal slurry pipe­ lines. In the House, both the Interior Committee and the Interstate and Foreign Commerce Committee have reported similar legislation, and those bills are now awaiting clear­ ance by the Hou.se Rules Committee. This legislation would give the goahead to slushing pulverized coal from the mine fields through a series of pipelines. We're opposed to it be­ cause it would seriously affect the business of our barge operators, and undercut the job opportunities of in­ land Boatmen. MERCHANT MARINE SAFETY. The Coast Guard Sub­ bill, all drilling rigs and platforms off the U.S. coast must be crewed by U.S. citizens; all new or rebuilt drill­ ing rigs must be registered in the LI.S.; and all rigs and platforms must meet U.S. Coast Guard standards of design and construction to ensure the safety of workers and prevent dam­ age to the environment. The benefits of the Hou.se version of the bill will be that they will lead to the hiring of hundreds of Ameri­ cans on jobs which are now held by foreign workers. And, because it will require strict Coast Guard standards for the construction and design t)f the rigs, it could encourage U.S. con­ struction of the rigs and platforms leading to thousands more jobs for American workers. La.stly, the House bill would lead to better protection of America's marine environment as well as pro­ mote the health and safety of workers on the offshore equipment. As the "House and Senate are get­ ting ready to meet in conference to draft a final bill, the nine national unions—including the SIU—which comprise the General Presidents'Off­ shore Construction Industry Com­ mittee have been meeting to organize a direct lobbying effort to make cer­ tain that the bill will contain provi­ sions to protect the jobs of American workers. SIU President Paul Hall, who is chairman of the General Presidents' Offshore Committee, warned that failure to enact this legislation would lead to further loss of American jobs. In a letter to Sen. Henry M. Jack­ son, chairman of the Senate Com­ mittee on Energy and Natural Re­ sources, Hall noted that while other nations have been shutting American industry out of their offshore opera­ tions, "U.S. offshore areas have re­ mained open to penetration by for­ eign workers and equipment." committee of the House Merchant Marine and Fi.sheries Committee will hold hearings on merchant marine safety. The hearings will begin May 23 by Committee Chairman Mario Biaggi (D-N.Y.). LAW OF THE SEA. The House International Relations Committee will get a special briefing from Elliot Richardson, President Carter's Spe­ cial Representative, on the status of the Law of the Sea Conference. The session will take place May 24. The big issue at the conference has been an effort by Third World nations to .set up an international system to con­ trol the development and production of deep seabed mining. May 1978 / LOG / 9 �Coast Guard Chided for Lax Safety Oversigftt The Coast Guard should maintain stricter safety regulations to help pre­ vent catastrophic explosions caused by marine repair accidents. The National Transportation Safety Board made this recommendation in its recent report on the explosion and fire aboard an inland tank barge that killed four people on Nov. 13, 1975 at Greenville, Miss. The cargo tank of the 290 ft. long. Brent Towing Company barge, B-924, was being repaired when welding sparks ignited fuel oil residues. The violent explosion which followed took the lives of three Brent employees and a marine chemist, an inspector of ma­ rine repair work conditions. Two other employees were seriously injured. Pieces of the wrecked barge were blown up to 500 yards away and the fire raged for more than 90 minutes before firemen could extinguish it. "This accident demonstrates the crit­ ical need for stringent Coast Guard regulations regarding the establishment and maintenance of a safe working en­ vironment for personnel who repair vessels," the Safety Board stated in a letter to the Coast Guard Comman­ dant, Admiral Owen Siler. Federal regulations require vessel re­ pairers to notify the Coast Guard and receive approval before repairs begin. "Ideally, Coast Guard personnel in­ spect before welding or other hot work is done," the Board said, "to insure that such repairs can be made safely. How­ ever, the local Coast Guard Marine Safety Detachment often approved re­ pairs similar to those done on the B-924 via telephone without inspec­ tion." The Board maintained that marine chemists are allowed "too much discre­ tion" in determining the hazards on vessels to be repaired and in setting New Towboaf Joe Bobzien One of the biggest towboats on the Mississippi River system was recently crewed by SIU Boatmen. She is the Joe Bob­ zien, an 8,400 bp. beauty that belongs to the fleet of Southern Ohio Towing Company, Inc. This company is a new SIUcontracted division of Ameri­ can Commercial Barge Lines of Jeffersonville, Ind. The Joe Bobzien has a gross tonnage of 1,155.5 and a 9-foot draft. She is 180 feet long, 52 feet wide and has three engmes. She was built in the Jeffboat Shipyard and will handle mostly coal barges on the Rivers. safe repair conditions. The marine chemist aboard the B-924 had allowed electric arc welding to begin in a cargo tank that contained flammable residues. Marine chemists are now certified by the National Fire Protection Associa­ tion. But the Board found that NFPA standards are "inadequate" to insure safety. The Board, therefore, recommended that the Coast Guard expand its over­ sight role in monitoring vessel repairs by establishing a strict program for li­ censing marine chemists. This would include setting more specific safety procedures and criteria for marine chemists to follow before they can al­ low personnel to enter and repair vessels. In the meantime, it urged the NFPA to revise its own standards for marine chemists by requiring better testing techniques and more specific ways to determine gas hazards on vessels to be repaired. U.S. Jobless Rate for April Drops to 6^o; the Lowest in 3 1/2 Years WASHINGTON, D.C. —The U.S. unemployment rate cased to 6 percent in April from March's 6.2 percent. This is the lowest national jobless rate since October 1974's 5.9 percent. This means 535,000 workers found jobs last month. This represents a 165,000 drop in the ranks of the 6million unemployed bringing the total of employed to a record 93.8 million. During the last 12 months, the number of jobs in the U.S. economy grew by 3.5 million with nearly two-thirds of that growth happening in the last six months. The U.S. Labor Department's Bureau of Statistics reported that adult men accounted for nearly all the improve- menf in the unemployment picture in April. Their rate fell to 4.2 percent from 4.5 percent, its lowest level since Oc­ tober 1971's 4.1 percent. The jobless rate for blacks eased slightly to 11.8 percent from March's 12.4 percent. It is still more than twice the rate (5.2 percent) for white workers. is More than a third of all black teenagers were jobless last month. White teen­ ager unemployment was 16.9 percent in April, a drop from March's 17.3 per­ cent. The jobless rate for Vietnam veterans declined to 4.5 percent, down from 5 percent last month. The rate for non- WANTED New SIU Contracted Tanker^ Brooks Range SIU members took the brand new tanker Brooks Range on her maiden voyage this month. The vessel sailed May 15 from the port of New Orleans with her first portof-call scheduled to be Long Beach, Calif. Because of her 906-ft. length, 173-ft. beam and 55-ft. draft, the Brooks Range is too big to tra­ verse the Panama CanaL Instead, the 165,000-dwt tanker will sail around Cape Horn enroute to the West Coast. Her top speed of 15.6 knots will get her there around June 13. The Brooks Range will then enter the Alaska oil trade running between Valdez and Panama. The vessel was built at Avondale Shipyard in New Orleans. She is owned and operated by SIUcontracted Interocean Manage­ ment Corp. A sister vessel, the Thompson Pass, is scheduled for delivery in August. Seafarers will also man this ship. 10/ LOG / May 1978 Vietnam veterans was down to 6.5 per­ cent. Adult women continued to enter the work force in large numbers—37 mil­ lion. Their unemployment rate was un­ changed over the month at 5.8 percent. AFL-CIO Research Director Rudy Oswald commented that the declining unemployment and rising wages were not responsible for accelerating infla­ tion. The cost of commodities and ser­ vices, such as food, fuel, oil, medical care, and interest rates, is what is driving up prices, he declared. Notke to Members On Shippb^ Prendure CHIEF COOHS Enroll now! Job Opportunities in the Steward Department have never been better. Make these opportunities your own—get your Chief Cook Certificate at HLS. Length of Course: 6 weeks Starting Dates: June 26, July 10, July 24 See your SIU Representative or contact the Vocational Education Department, Harry Lundeberg School, Piney Point, Maryland 20674. 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 • valid, up-to-date passport 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. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." �Bomb Naval Architect Gives Reaction to Book About LNC V/Ml • • > You won't recognize .1 the ship drawn on the cover of the new book called Time Bomb. She's meant to be an LNG carrier, but instead of a series of cargo tanks, one enormous sphere that is smoking at the top, rises above her deck. Closer observation reveals that the sphere is a bomb and the ship is nothing more than an editorial cartoon of a floating bomb. And its message is quite clear. Printed across the sphere itself is the subtitle of the book: "LNG: The truth about our newest and most dangerous energy source." The author, Peter van der Linde, a young captain in the U.S. merchant marine, believes that the growing use of liquified natural gas—and especially LNG carriers—potentially can turn into "a catastrophe that will boggle the mind." But his book, like its cover drawing, relies on a long stretch of the imagina­ tion, well beyond the known facts of LNG safety. This is clear from the first chapter, which is a fictional account—actually a hypothetical horror story—of a col­ lision between an oil tanker and an LNG carrier. It takes place in a con­ centrated area of LNG, oil, and chemi­ cal terminals. The result is a holocaust that wipes out all of Staten Island, N.Y. and most of northern New Jersey. Time Bomb's horrifying message has received a lot of publicity. But one re­ action seems to prove the old saying that "you can't judge a book by its cover." It came from William du Barry Thomas, a naval architect who writes that he has 20 years experience "in the design, testing, construction, operation, maintenance and repair of LNG car­ riers and their containment systems and cargo handling equipment." He had this to say in his recent letter to Time Bombs publisher: "I am keenly and sincerely disap­ pointed that Capt. van der Linde's book should fall so short of the proniLse voiced by its subtitle. In spite of your well-intended efforts, I am afraid that your readers unfortunately are still not privy to the truth about LNG." Thomas does not dismiss the book, _ but points out that it is a mixture of fact and fable that must be separated. The El Paso Company has also released a booklet to set the record straight on LNG. El Paso is building six U.S.-flag LNG carriers, with one already under contract by the SIU. These two documents supply techni­ cal facts about LNG that undercut much of the emotional impact of Time Bomb. Thomas points out about the first chapter, for example, that if a col­ lision did occur, which he adds is highly unlikely as described in the book, the LNG vessel and her cargo would be protected by her double hulls. In the book, the oil tanker "rips at full speed ahead into the midsection of the LNGCs (Liquid Natural Gas Car­ rier) hull, splintering the steel of one of her five cargo tanks." Her cargo es­ capes as a vapor cloud, which travels until it finds an ignition source—"a spark will suffice, a cigarette, a pilot light, a back-yard barbecue." The flame returns in a flash-back effect to the ves­ sel and causes explosions in her remain­ ing LNG tanks. The same thing happens to nearby LNG storage tanks when they are hit by shards of steel from the exploding ship. The long reach of their vapor cloud over Staten Island causes the enormity of the disaster. Trip to Repair Yard In reality, Thomas says, "the prob­ able result of the collision would have been nothing more than side shell dam­ age and a trip to the repair yard. The inner hull plating of the LNG ship would probably not have been affected at aU." Even if the I.NO carrier's cargo tanks were ruptured, he explains, "ignition would undoubtedly come almost instan­ taneously. The picture of a vapor cloud stretching for miles before ignition, while theoretically possible, is just not realistic in the collision case." Evidence from El Paso's booklet, entitled For the Record: Questions and Answers A bout the Safety of LNG, De­ cember, 1977, makes an even stronger case against the massive explosion of the vapor cloud: "No one has been able to get uncon- Pollution Control Regulations Published in Federal Register The worsening problems of oil spills and pollution in international waters was the focus of a recent conference held by the International Maritime Con­ sultative Organization (IMCO). Ways to improve inspection and cer­ tification standards of tank vessels were considered at the International Con­ ference on Safety and Pollution Pre­ vention. The 44 participating IMCO nations also studied methods for up­ grading construction and equipment standards for both new and existing tankers. The recommendations coming out of the conference, along with the U.S. Coast Guard's timetable for implemen­ tation, were published in the Federal Register on Apr. 20 as proposed regula­ tions for tankers plying U.S. waters. These suggestions then go to Congress for advice and consent before they are issued as formal regulations by the Coast Guard. The Coast Guard is aiming for im­ plementation dates ranging from June, 1979 to June, 1985. The six-year span allows for time differences in installing or constructing the new pollution pre­ vention devices. Factors like whether a system is being fitted to an existing tanker or included in construction plans for a new vessel are taken into consideration. The results of the IMCO conference are, more or less, an update of proposals that came out of two earlier meetings. These were the 1973 International Con­ vention for the Prevention of Pollution from Ships and the 1974 International Convention for the Safety of Life at Sea. Some of the safety features oil car­ riers will be required to have include: segregated ballast tanks; crude oil wash­ ing systems; improved drainage and discharge systems; inert gas systems for protection of cargo tanks; better steer­ age gear, and radar and collision avoid­ ance aids. fined vapor clouds of LNG on land or water Jo detonate." The Coast Guard tried, "but was unable to get unconfined LNG vapor to detonate even when us­ ing explosives such as TNT as the initiator." In the case of a disaster in Cleveland, Ohio in 1944, LNG escaped through a leak in a storage tank, not because of a collision. It seeped into sewers and "in this confined space exploded," El Paso explains. Thomas adds that "the ap­ preciation of what happened in Cleve­ land had such an impact upon design and construction" that the probability of a similar accident is "nearly zero." Overall, van der Linde claims that not enough is known about LNG. He says that what is known either hasn't been sufficiently tested or can't be be­ lieved. But Thomas and El Paso present facts about LNG technology and its 20year safety record of marine transport which provide many of the answers that van der Linde refuses to accept. It is interesting to note that van der Linde actually cites El Pa.so as an ex­ ample of "certain responsible members of industry." He praises the company's consideration of safety and environ­ mental factors in choosing remote, rather than densely populated loca­ tions, for LNG terminals. But for the most part. Time Bomb raises a lot of questions that do not directly relate to LNG. The book is "a curious mixture," as Thomas calls it, of fact, personal observations, .sea stories, and the state of the maritime industry in general. Van der Linde's long list of marine accidents from the Titanic to the Ed­ mund Fitzgerald — including uncon­ firmed stories of collisions with ghost ship.s—makes good reading, but offers little concrete evidence that can be ap­ plied to LNG. He does raise the im­ portant consideration, however, of the danger of runaway-flag LNG vessels that cannot be held any more account­ able for safety under present laws and practices than runaway oil tankers have been. The problem with the book, as Thomas says, is that "the average reader will have an extremely difficult time in deciding how much not to be­ lieve. If he believes all, he is being misled, but if he believes none, he is being misled to an equal degree." At its best. Time Bomb is an effective alert to the need for necessary controls in a rapidly growing industry. At its worst, it is an alarmist reaction which could trigger exaggerated fears about an important energy source. SIU Efforts Win Demand for U.S. Ships in Overseas Mail Strong lobbying efforts by the SIU cluded in the draft of the postal bill. in Washington resulted in a key amend­ Transportation Institute is a Washingment to the Postal Services Act which toil, D.C.-based educational and re­ would require the use of U.S.-flag ships search organization for the maritime in the transportation of international industry. surface mail. The final House bill states that the The "Ship U.S." amendment was re­ Postal Service will be required "to con­ tained in the House bill despite serious tract with available U.S. steamships for threats by anti-maritime interests to international mail tran.sportation by have it taken out. sea." SIU legislative representatives have been in close touch with the members The bill has now been sent to the of the House Post Office Committee Senate where it is awaiting action by the since the postal reorganization legisla­ Governmental Affairs Committee. The tion was first introduced last fall. The SIU Washington legislative staff will SIU's Washington staff has worked continue to keep a close contact with closely with the legislative and research members of Congress to make certain staff at Transportation Institute from that the "Ship U.S." provision is re­ the very beginning to make certain that tained in the bill when it comes up for a "Ship U.S." provision would be in­ final action. Overseas Valdez Committee N.Y. Patrolman Teddy Babkowski (seated center) looks on as Recertified Bosun Leonard Olbrantz (seated right), ship's chairman of the ST Overseas Valdez (f\/laritime Overseas), signs his report on May 15. Others on the Ship's Committee and a crewmember at the payoff are (1. to r.): Steward Delegate Lonnie Gamble; Chief Electrician Pete Jordan, educational director, and Dave Sacher of the steward department. The tanker paid off at the Chevron Oil Dock in Perth Amboy, N.J. May 1978 / LOG / 11 �3 Seafarers^ 4 Dependents Win SlU Scholarships Continued from Page 3 Clark Community College, Godfarey, 111.; Dr. Charles Lyons, dean of admis­ sions, Fayetteville State University, Fayetteville, N.C.; Professor Donald Maley of the University of Maryland, College Park, Md.; Dr. Gayle A. Olson, professor at the University of New Orleans, New Orleans, La., and Mr. Charles D. O'Connell, vice president and dean of students at the University of Chicago, Chicago, 111. Christina, sails on the Lakes in the en­ gine department as an FOWT. Brother Christina joined the Union in 1956 and ships out of Lakes ports. Sigmund Seiler Seafarer John Merriam When he continues his studies as a pre-law student at the University of Washington in Seattle, John Merriam has a clear idea of his future. Brother Merriam, who's been shipping deep sea since 1969, wants to specialize in ad­ miralty law so he can help his fellow seamen. "The circumstances surrounding the lives of seamen are such that they are exploited as a class," Brother Merriam wrote in his application essay. "We need an advocate," he said. Merriam went through the Entry Pro­ gram at the SIU'.s Harry Lundeherg School in 1970. His first trip was as a messman on a freighter to Saigon. Seafarer Merriam's dedication to his education is obvious. It's taken him seven years to complete an undergrad­ uate degree. He alternated between shipping out and spending a quarter term in residence at the university. One of his professors at the Univer­ sity of Washington called Merriam a "true man of the sea," and said he had a "deep loyalty to merchant shipping in general and his union in particular." Seafarer Patrick Graham One of the winners of the two-year scholarship awarded to Seafarers and Boatmen is Patrick Michael Graham. Brother Graham joined the SIU in 1972, sailing as a wiper in the engine de­ partment. He upgraded to AB at HLS in 1974 and holds firefighting and life­ boat tickets. Graham plans to use his scholarship to learn more about navigation and meteorology, and hopes to prepare for a career as a deck officer. In his own words. Brother Graham said he hopes to use the scholarship, "to gain both knowledge of my profession and a stronger foundation for future advance­ ments in this industry." Members of the Scholarship Selection Committee met in New Orleans on May 5 to choose the winners of the SlU's annual four and two-year awards. They are (standing, l.-r.); Prof. R. M. Keefe of Lewis and Clark Community College in Godfarey, III.; Dr. Charles D. O'Connell, vice president and dean of students, University of Chicago, Chicago, III.; Dr. Elwood Kastner, dean of registration. New York University, New York, N.Y.; Prof. Donald Maley, University of Maryland, College Park, Md. Seated (l.-r.) are: Dr. Charles Lyons, dean of admissions, Fayetteville State University, Fayetteville, N.C.; Dr. Gayle A. Olson, professor at the University of New Orleans, New Orleans, La., and Dr. Bernard Ireland, a retired official of the College Boards. Vincent Canfrell A member of the National Honor So­ ciety, Vincent Craig Cantrell maintained an outstanding average through four years of high school, ranking third in a class of 550. The principal of Murphy High School in Mobile, Ala. said Craig was "involved in more worthwhile extra-curricular ac-. tivities than any student who has at­ tended Murphy High School during the last 10 years." These activities included being president of two clubs and an editor of the school's annual yearbook. Craig has already enrolled at the University of Alabama, where he plans to continue in a pre-law program. A dean of the University said Craig "shows promise of being an excellent student." And the faculty of Murphy High School certainly agreed since they voted Craig the "Most Outstanding Senior" at Murphy. Craig's father, John D. Cantrell, Jr., has been an SIU member since 1944. He ships as a chief electrician out of the port of Mobile. Michael LaMothe Michael LaMothe is planning a ca­ reer in research science because, he said, "it is my feeling that this would be an important and fulfilling vocation." A member of the National Honor Society, LaMothe has earned awards in math and English at Dollar Bay High School in Michigan. He will use his $10,000 scholarship to attend Michigan Technological University. In addition to maintaining high grades, Michael LaMothe was a mem­ ber of the senior band, and was his class treasurer and yearbook photographer. Michael's step-father, Raymond Seafarer James Mann James Mann may have salt water in his veins but there's music in his heart. Mann, who came out of the Third Cook's Trainee Program at Piney Point in 1973, plans to use his scholarship money to attend the Bcrklee College of Music in Boston, Mass. His ultimate goals, Mann said in his application essay, are "jazz performing, composing, arranging and teaching." He added he'd like to do "any or all of it. I love it." Brother Mann maintained good grades through high school, two semes­ ters at Ramapo College in New Jersey and one at Bcrklee. After completing the trainee program at HLS, Mann returned to HLS in 1974 to upgrade to second cook and baker. In 1977 he went through the "A" Seniority Upgrading Program. Having given his career choice a lot of thought, it seems likely that Mann will achieve the goals he's set for him­ self just as he's achieved the scholarship. 12/ LOG / May 1978 On a recent trip to New Orleans to address a Transportation Forum at Tulane University, SIU President" Paul Flail spoke with Charlie Logan's widow, Irma. Logan was a consultant for the Union's Plans' Board of Trustees and the scholarship program was named in his memory after he died in 1975. Winning the SIU's four-year scholar­ ship will enable Sigmund Seiler to begin studying for a degree in medicine. Being a doctor has been Seiler's goal for a long time. "Since the age of 12," he said, "I have aspired to become a doctor and feel called to this purpose." Ranking top in a class of 474, Seiler ran a straight "A" average during his four years at Highland Regional High School in Blackwood, N.J. He was vice president of the Student Council, co-chairperson of the Student Faculty Administration Board, a mem­ ber of several clubs and societies and active on the tennis and swimming teams. Seiler also spent some of his time tutoring students with academic problems. Since he has a twin sister entering college at the same time, the scholar­ ship money will allow Sigmund Seiler to go to his first choice school—Eastern Mennonite College—where he'll be in the pre-med program. Seiler's father, SIU Boatman Alfred Seiler, joined the Union in the port of Philadelphia in 1969, after moving to the U.S. from his native Switzerland. Boatman Seiler ships as a cook and is presently working on Independent Towing's tug Neptune. Paul Skinner When Paul Skinner was in his first year of junior high school he was. the top ranking student in his class. He held that distinction all the way through high school and graduated number one in his senior class of 485 at Milby Senior High School in Houston, Tex. The list of clubs and honor societies Paul Skinner belongs to is a long one. He is a member of the Student Council and National Mathematics and Science Honor Societies, his high school's marching and symphonic bands, and the Milby Key Club which is involved in community service projects. Skinner has his future all mapped out. He plans to use the SIU scholarship money to attend Rice University in Texas where he'll pursue a pre-med coiu-se. He wants to go to medical school after college and become a neurosur­ geon. His reason for choosing neuro­ surgery, Skinner said, is because there's a "terrific need for qualified persons in that field and a tremendous amount of research going on which I feel I would enjoy participating in." Wfficn Paul Skinner received the scholarship, it made his family doubly proud. His sister Sheila is attending col­ lege on the four-year SIU scholarship she won in 1976. Skinner's father. Seafarer Russell Skinner, joined the Union in the port of New York in 1944 after moving to the U.S. from Chile, South America. He sails in the deck department. In the 26 years of its existence, the SIU's scholarship awards have made it possible for Seafarers and their de­ pendents to get an education they might not have been able to afford otherwise. The Union wants to encourage its members and their families to continue applying for these grants, and to extend its congratulations and best wishes for the future to the winners of the 1978 awards. ^ �VH'' •' • - The Nicolet (American Steamship Co.) has been plying the Great Lakes since 1905, but the winter of 1977-78 almost did her in. It took the 22 SlU crewmembers aboard the Nicolet longer than usual to fit her out because of the extensive repairs to the ship. QMED Ralph Swierczynski, an SlU member since 1954, checks the Nicolet's newly installed sewage treatment equipment that's designed to cut down pollution on the Lakes. Lakers Ready for Summer Shipping Duluth Port Agent Jack Allen (seated, center) checks off SlU crewmembers who've just returned to the Nicolet for fit out. Shown (seated, left) is Porter Louie Czachor. Porter George McKinnon is standing right. Two QMED's aboard American Steamship's Roger M. Kyes are changing the air starters in the Kyes' engine room. They are Clarence Elder (I.) and James Schutt. Second Cook Donald James Horn, who hails from Bay City, Mich., gets lunch ready in the Nicolet's galley. Fit out on the Great Lakes is al­ ways a big occasion and it's counted as one of the true signs that winter is finally over. When the SIU crews began re­ turning to their ships for the Spring, 1978 fit out, it was an even bigger event than usual. The start of the shipping season had to be put off several times. Be­ tween the brutal winter and the coal miner's strike, which had many SIU ore carriers laid up for its duration, it looked like the season might never get underway. But by the second week in April, crews had been recalled and the busi­ ness of painting, repairing, cleaning, and checking the equipment had started. For some SIU-contracted Lakers, the fit out was pretty routine. For others, though, the job was tougher. American Steamship Company's Continued on Page 14 The Consumers Power (American Steamship Co.) sails with an SIU crew of 26. The ship, which fit out in Cleveland, Ohio has something different about her. One of the three SIU porters aboard is a woman. Christine Kielbasa, 25, has been shipping on the Consumers Power for three seasons. May 1978/ LOG / 13 * i �American Steamship's Adam E. Cornelius fit out in Toledo, Ohio during the second week in April. The Cornelius, a self-unloader, has an SlU crew of 27. Another Freezing Winter Thaws Out ^ Wheelsman Ed Bailey mixes paint for the big job of re- Oiler Edward Kwiatkowski has been shipping out for 35 painting the Cornelius, it takes four to five days to do the years. Here he's checking out the evaporator which distills Whole ship. water for the boiler in the Come//us'engine room. 14/LOG/May 1978 Continued from Page 13 Nicolet, the oldest vessel in that fleet, spent a few days last winter stuck in the ice. That caused about $1 million worth of damage and the ship prob­ ably would have been scrapped if it wasn't for her new unloading equipment. Making sure all equipment is in working order is part of a fit out. This year there's a new feature on Lakes cSte'®side''Ts" rs^'john Stelte® who's been an SiU member since 1963. �* • ' • •• • »<. • > ii .'• lUrV. ' ' •- • ^ .V'• r • '•• •• f'••>•: v'- • ' •• • w^ - ••/.-«•I-" "''.si!''' American Steamship Co.'s McKee Sons was fitting out in Toledo along with several of the company's other vessels. And the Great Lakes Fleet Fits Out vessels. It's a sewage treatment sys­ tem required by the Federal govern­ ment. These systems are designed to cut down on the pollution going into the Lakes. New ships will be built with them; the older vessels have to have them installed. When the ice melts and the ships are ready to face the changeable weather of the Great Lakes for the shipping .season, you know it's finally spring. AB Earl Fink puts a coat of paint on the Cornelius. The ship was built in 1959 and hauls coal and stone. SlU Gateman Scott Corlstine was working down in the engine room during the fit out. Gatemen on the Lakers unload the ships, clean the after and forward ends, and help conveyormen with repairs. Rick Neveau, a deckwatch, is shown painting the Cornelius. Brother Ne­ veau joined the Union in 1976. At 19, he's the Cornelius' youngest crewmember. Tom Fox, an assistant conveyorman, does some welding repairs on the Cornelius. May 1978 / LOG / 15 �m wmmmm You May Be Eligible for Medicaid By A. A. Bernstein SIU Welfare Director If you're having trouble paying medi­ cal bills, you're not the only one. No­ body has to tell you health care costs are so high that a long illness or hospital stay can wipe a family's savings out, especially if it's the head-of-the-household who is unable to work. There are several Federal and state assistance programs that are designed to help people with precisely that prob­ lem. The eligibility requirements vary from program-to-program and from state-to-state. Medicaid is an assistance program that taps money from Federal, state and local taxes to pay medical bills for elig­ ible people. The key word is "eligible." As with most Government aid pro­ grams, the lines between those who are and are not eligible to receive Medicaid can be pretty fuzzy. Iowa Beef Boycott, 14 Month Strike Ends A 14-month nationwide consumer boycott imposed by the AFL-CIO against Iowa Beef Processors Inc. of Dakota City, Neb. ended May 1 with the signing of a new, four-year contract. The U.S. Mediation and Conciliation Service settlement also ended the 14month strike there, the third in eight years. The company is the world's larg­ est meat packer. More than half of the 2,000 workers at the main Nebraska plant, members of the Amalgamated Meat Cutters and Butchers Union, Local 222, voted to ratify the contract. It gives the workers $1.25 an hour more over the four years, continued cost-of-living semi-annual in­ creases, and a 10 cent an hour hike for working nights. Processing division workers had their base pay rate upped to $5.92 an hour and slaughterhouse employes had theirs increased to $6.22 an hour. These are the rates of pay the company was paying scabs at the plant since Dec. 12. Additional contract improvements were made in major medical coverage, Aaron Backs Stevens Boycott maternity and dental benefits, life insur­ ance, and sick leave contributions by Iowa Beef. Paid holidays are now nine with the addition of Christmas Eve. The new wage rates are not as high as those earned at other big beef pack­ ing plants, but are higher than those of­ fered and rejected at the start of the strike. The union also won full seniority rights for about 300 workers who had worked in a special fabrication section of the plant. Basically, though. Medicaid recipi­ ents are people who are aged, blind, or otherwise disabled, or members of fam­ ilies with dependent children. Families with dependent children are families that have one parent dead, ab­ sent, or incapacitated. Some states also include families with an unemployed or underemployed father. For Seafarers, the eligibility clause covering disability is probably the one that would apply in most cases. Even if you have health insurance or are cov­ ered by a health plan and that plan doesn't pay all your medical expenses, you may still be eligible. Though the insurance you have has to be consid­ ered the primary source for payment of medical bills, it's possible that Medi­ caid could pick up the tab for the balance. Each state designs its own Medicaid program within overall Federal guide­ lines. Every state, except for Arizona, currently has a Medicaid program. The basic services Medicaid covers are; • inpatient hospital care APR. 1-29, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C Port In some states Medicaid also pays for dental care, prescribed drugs, eye­ glasses, clinic services, intermediate care facility services, and other diagnos­ tic, screening, preventive and rehabilita­ tive services. To determine financial eligibility, Medicaid has two classifications: cate­ gorically needy and medically needy. To qualify as categorically needy means your income is under the limit allowed for assistance. Medically needy just means you can't afford to pay your medical bills. To find out where to apply for Medi­ caid, contact your local state or city welfare office. If there's a possibility that you could be receiving Medicaid assist­ ance, you should apply for it. TOTAL SHIPPED All Groups Class A Class B Class C **lREGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 4 0 2 0 6 1 0 0 0 0 5 6 2 13 24 5 68 0 0 0 1 0 4 0 13 4 0 0 0 7 8 28 2 12 0 51 130 0 0 0 1 0 2 2 6 2 0 0 0 0 1 12 54 7 0 9 96 0 0 0 3 0 0 0 2 0 0 0 0 0 •7 4 0 10 24 5 55 0 0 0 0 0 2 0 10 4 0 0 0 1 4 15 0 17 0 39 92 0 0 0 7 0 4 6 9 4 0 0 0 2 4 13 41 14 0 10 114 0 0 0 4 0 3 1 9 1 0 0 0 0 7 5 7 19 0 6 62 0 0 0 I 0 5 1 16 0 0 0 0 15 16 67 3 14 0 78 216 0 0 0 0 0 2 0 0 1 0 0 0 0 3 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 1 1 2 0 0 0 0 6 0 0 0 0 0 2 0 1 0 0 0 0 1 0 2 2 3 0 0 11 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 1 5 Totals All Departments .... 109 70 150 103 57 100 131 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 67 0 4 6 4 0 0 0 0 2 7 10 0 8 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur A?gonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 2 . . .• 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 2 Port 16/ LOG / May 1978 outpatient hospital services laboratory and X-ray services skilled nursing facility services physicians' services screening, diagnosis, and treatment of children under 21 • home health care services • family planning services Dispatchers Report for Inland Waters Port Home run king, Hank Aaron, formerly of the Atlanta Braves, says of the J.P. Stevens boycott: "As a citizen who believes in social justice, I support the courageous J.P. Stevens workers in their struggle to achieve their just rights." Recently, the company had to agree with the NLRB not to inter­ fere with employes wanting to join a union and to reinstate 13 fired work­ ers for union organizing activities. • • • • • Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals .... 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 . STEWARD DEPARTMENT 0 0 0 1 0 1 0 0 0 0 0 0 .. . . .. . . 0 0 0 1 0 2 6 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 1 0 1 1 0 0 0 6 0 1 0 2 0 6 18 0 0 0 2 0 1 0 0 0 0 0 0 0 0 1 0 0 •0 2 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 0 0 0 0 0 0 2 0 1 0 2 0 2 8 0 0 0 0 0 0 0 2 0 0 0 0 6 0 4 1 5 0 16 34 256 �Mining Ships Should Be U.S.-Built. Manned A major new industry fs literally bursting at the seams to break out of its cocoon and get into high gear. It has the potential to put a sig­ nificant dent in America's unemploy­ ment problems. And it could go a long way in helping the U.S. economy to start operating in the black instead of taking a beating each month in our balance of payments picture. This new industry is ocean mining. Already, several consortiums of mostly American companies have in­ vested millions to develop ocean min­ ing technology. Japan, Canada and Britain are also involved in these con­ sortiums. The whole point of ocean mining is to begin retrieving some of the mil­ lions of manganese nodules that line the ocean floor. The nodules have a high content of the four basic minerals necessary to keep the wheels of an industrial nation turning. These extractable minerals are nickel, cobalt, copper, and manganese. (See special feature on pages 26-27 of this Log). The four minerals are especially important to the U.S. since we are almost totally dependent on foreign sources for them. This is a very vul­ nerable situation for any nation to be in. Tlie consortiums that have in­ vested their time and money in devel­ oping technology for mining and processing the minerals are ready to embark on a full scale venture. This could include the construc­ tion of 20 mining vessels as well as 60 ore carriers to service them. With this kind of effort, the U.S. could be totally self sufficient in the four cru­ cial hiinerals by the year 2000. However, the mining concerns want guaranteed protection of their investments in ocean mining from the American government. The compa­ nies are basically fearful of investing huge amounts of money into a funda­ mentally untried industry. The SIU has nothing against these concerns receiving government pro­ tection on their investments. The U.S. will benefit greatly from a suc­ cessful mining effort. But the Union is concerned that without further legislative guides, the new ocean mining industry could very well join the growing ranks of so-called "runaway" industries. That is an industry controlled by Amer­ ican concerns, yet manned by foreign workers. The "runaway-flag" ship­ ping industry is a good example of this. Right now there is a bill moving through the U.S. Senate that would serve a dual purpose. It provides pro­ tection on investments. And it con­ tains two amendments aimed at protecting the rights of American workers. The bill is known as the Deep Seabed Mineral Resources Act (S-2053). The two worker oriented amend­ ments maintain: • Processing of the nodules re­ moved from the ocean floor must take place in the U.S. or on a U.S.flag vessel. • The U.S. government will give investment guarantees only to ves­ sels and other equipment that are built and documented in the U.S. Both are important amendments. But from the viewpoint of maritime workers, the amendment concerning investment guarantees is an absolute necessity because it amounts to a build-American, man-American clause in the bill. None of the consortiums want to risk millions of dollars on a venture that could go wrong. So if they want government guarantees—and they most certainly do—the Senate bill insures that mining vessels will be built and manned by American workers. The ocean mining bill has already been favorably reported out by the Senate Energy and Natural Re­ sources Committee. It now must make its way through the Senate Committee on Commerce, Science and Transportation. However, when the bill finally hits the Senate floor for a vote, there will LOG Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFLCIO May, 1978 Vol. -40, No. 5 Executive Board Paul Hail President Cal Tanner Frank Drozak Joe DiGiorgio Executive Vice President Secretary-Treasurer Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Vice President no doubt be a great deal of opposi­ tion to the build-American, manAmerican clause. The State Department is opposing it. The mining consortiums will also be lobbying against it. The SIU, and virtually the entire labor movement, though, will be making an all-out effort to secure the thousands of jobs a full scale ocean mining industry will create for U.S. workers. It's too bad we have to conduct such a fight at all to protect the rights of U.S. workers. You'd think that Congress would take it upon itself to do this in the best interests of the na­ tion and its people. But the trend in the last decade has been to export America's jobs and industries. It's time to reverse this trend. The SIU intends to see that the reversal starts with ocean mining. A NECESSARY PASSENGER f ^ ^ ^ 1^110 ^^ ^ ^ ^ ^ LETTERS TO THE EDITOR 00 • 00 11 0 0000 0 ^ 0' 0 0 0 0 0 0^ Efforts" Appreciated As a lifetime member of the SIU, I want to express my deep appreciation for the Union's continuous efforts on behalf of SIU members and their families. The Negron family has always been very proud and thankful of our Union for the benefits it has provided us, and today the benefits if is providing our sons. I think it appropriate to extend my thanks to the Harry Lundeberg School and its staff for their wonderful dedication on behalf of our children^ the future members of this Union. At this time, I would like to give special thanks for my son, Anthony Negron, one of the recipients of the opportunities available at the Lundeberg School. Fraternally, Y'Cruz Negron Bronx, N.Y. :v-); uioii msl V" 389 Marietta Homayonpour Editor-in-Chief James Gannon Managing Editor Ray Bourdius Assistant Editor Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. H^rets Death of Paul Drozak^ I recently received a copy of the March 1978 issue of the Log which carried a story concerning the death of SIU Vice President Paul Drozak; I was very soqy to hear about it. I lielieve the Union lost one of its best officers, a man who worked hard fdff: , the benefit of all seafarers for many years. Fraternally, P.Afal^as New voiii,Nnr. vi'. May 1978 / LOG / 17 �M/T Zapata Patriot Freeport, Tex. The Navy's MSC chartered the 35,100 dwt M/T Zapata Patriot (Zapata Bulk) early last month to transfer 260,000 barrels of Strategic Petroleum Reserve (SPR) crude from South Riding, Bahamas to Freeport, Tex. The oil was stored in the natural Bryan Mound Salt Caverns around the middle of April. By the end of March, the MSC had moved almost 35.5 million barrels of SPR oil. Late last month a spokesman for the Texas Deepwater Port Authority said he is confident the state will eventually build a deepwater oil port in the Gulf off this city. After the Seadock Commercial Co. failed in its efforts to build the $750-million superport, U.S. Transport Secretary Brock Adams decided to extend the Apr. 20 licensing deadline "for a reasonable period" providing the breathing space needed to mount an all out drive for a more favorable and amended agreement. The Seadock company and its nine-member oil and chemical firms combina­ tion quit the project on Mar. 31. Three of its charter members and the biggest investors decided that the proposed Department of Transportation license was too restrictive. A spokesman said that the revised licensing agreement would still have to be approved by the users of the superport who would hold the mortgage for the revenue bonds arranged by the state of Texas. Seadock turned down the original license because of the threat of antitrust suits and the possibility that problems might arise over the charges paid by its members and outside users of the facility. Houston This port's commissioners have reported some good news for Houston at their regular monthly meeting here early this month. For the first quarter of 1978, the port chalked up an unprecedented tonnage and earnings record led by a 151.69 percent jump in import steel, a general cargo increase of 57 percent, a 61.5 per­ cent hike in grain exports, and a 21 percent auto import boost over the 1977 first quarter. Although April's tonnage and revenue will be below that of the monthly rate in the first quarter, the outlook for the balance of the year appears promising enough to indicate 1978 will be equal or better than last year's total of more than 100 million tons, a record high for the port. SS Tamara Guilden Governor's Island, N.Y. Twelve British coastal radio stations were added recently to the U.S. Coast Guard's 20-year-old Automated Mutual Assistance Vessel Rescue (AMVER) network based here. AMVER is a free, computerized communications system which plots merchant ships' positions worldwide, channeling this updated in­ formation to coordinated search and rescue agencies at sea. Last year there were 6,900 ships in the system with 2,200 of them "on plot" daily. Ships in the system relay sailing routes before leaving port and report enroute to the 95 cooperating radio stations. They in turn forward the data (680 mes­ sages a day) to the AMVER Center here. It is then fed into a computer which keeps track of all voyaging ships in the system. At the first SOS, the computer prints out a list of ships at the emergency scene so rescue controllers can pick out the best vessel to effect a rescue. AMVER is voluntary except for Norwegian ships which must join according to law. Great Britain now has half her merchant fleet of 800 vessels in the system. And Denmark is expected to join soon. The 23,200 dwt SS Tamara Guilden (Transport Commercial) will haul coal for the MSC for a year. She is scheduled to take on cargo on May 23-4 at either the ports of Philadelphia or Norfolk. Take One Giant Step Toward Building a Better Future Washington, D.C. Elementary school teachers and pupils in grades 5 through 8 who wish their classrooms to take part in the Adopt-A-Ship Plan for the coming school year starting this fall, should send in their applications now to The Propeller Club of the United States, 1730 M St., N.W., Washington, D.C. 20036. Teachers say that the program helps them greatly in sparking the attention and education of their pupils. There is no limit to the number of classrooms or teachers from a single school that may participate. Nearly all the 50 states and other countries' schools are enrolled in the program. The 40-year-old program has 320 U.S.-flag merchant ships doing the "adopt­ ing." The pupils write to the ships' captains, officers, and crewmembers. They ask questions about the ship, crew, weather, cargo, and countries visited. The ship's crew replies with information about trade routes, climate, geography, his­ tory and people of the foreign lands. Captains and pupils often visit one another when their ships are in port. Potomac Committee Upgrade at HLS These Courses Starting Soon LNG—June 26, July 24 FOWT—^July 10 Diesel Engineer—July 31 Welding—June 26, July 10, July 24 AB—July 10 Chief Steward—June 26, July 24 (maximum of 1 student per class) Chief Cook—June 26, July 10 (only 2 students per class) Gook and Baker—June 26, July 10 (only 2 students per class) Lifeboat—June 22, July 6, July 20 Tankerman—June 22, July 6, July 20 To enroll contact HLS or your SIU Representative Sign Up Now! Here's the Ship's Committee of the DSNS Potomac ( Hudson) at a payoff on Apr. 6 at Port Reading, N.J. They are (I. to r.): Deck Delegate J. B. Osmond: Engine Delegate Jose Rivera; Bosun Vincent Guyamon, ship's chairman, and Chief Steward Roosevelt Robbins, secretary-reporter. 18/LOG/May 1978 Upgrading Pays Off When It's Time to Pay Off �For the industry For the SIU Boatman THIS IS THE ANSWER The Transportation Institute Towboat Operator Scholarship Program at the Harry Lundeberg School recently graduated the first class of SIU Boatmen. When these graduates complete the licensing examinations, they will return to SlU-contracted domestic shipping fleets ready to take their place in the wheelhouse—ready to operate their employers' equipment safely and efficiently. As a result of the scholarship program, they can look forward to exceptional job secur­ ity, good pay, and rewarding careers. The Transportation Institute Towboat Operator Scholarship Program is a fine example of the kind of progress that results when labor and management cooperate for the benefit of both the industry and the worker. This program is an important first step towards meeting the towing industry's need for wheelhouse personnel. At the same time, it has opened up career advancement oppor­ tunities for SIU Boatmen. In short, this program is making a big impact on domestic shipping—it's helping SlU-contracted companies man their equipment with safe, skilled workers and it's helping SIU Boatmen move up the career ladder in their profession. The Transportation Institute Towboat Operator Scholarship Program is one of the most unique curriculums ever offered at HLS. It combines individualized classroom instruction with extensive on-the-job training. Graduates of the program are equipped with all the skills they need to serve in the wheelhouse aboard SlU-contracted boats. This program is an impor­ tant—and very successful—effort to meet the need for trained manpower in the towing industry today. May 1978 / LOG / 19 �r i, 1 '.f 'A A PROGRAM THAT ANSWERS EVERY NEED How to provide well-trained wheelhouse personnel for SlU-contracted boats? How to be certain that these Boatmen would be skilled, safe, competent, and experienced? How to help motivated, talented Boatmen get ahead quickly? How to provide career-minded SIU Boatmen with the wheelhouse time they needed to upgrade, but couldn't get because low manning scales gave them so little free time at work to practice steering? These are questions that the SIU and its contracted companies have been try­ ing to answer for a long time. Now we have the answer—the Transportation Institute Towboat Operator Scholarship Program. The Transportation Institute is a non-profit maritime research organization composed of about 150 member companies. The organization established the scholarship fund in response to a clear industry-wide need for trained wheelhouse personnel. The scholarships were designed to provide talented Boatmen with the opportunity to advance in their careers. The awards were granted on a very competitive basis and they provided for room, board, books and other necessities. To ensure that the Boatmen would be financially able to take advantage of the program, a weekly stipend of 125 dollars was included in the award to each scholarship winner. The graduates of the first Transportation Institute Scholarship program range in age from 20 to 55. They represent 15 SlU-contracted companies. Ten of these students are graduates of the basic vocational course for deckhands at HLS. The scholarship program was conducted at the Harry Lundeberg School, where all the necessary books, train­ ing aids, OJT equipment and other facilities were readily available. The educators at HLS prepared a special cur­ riculum just for this program so that every student would receive plenty of individual instruction both in the classroom and aboard the HLS boats. The curriculum ensured that the students would know the theory and the practice of chart reading, navigation, rules of the road, use of navigational instruments, rules, regulations, safety and pollution prevention. Paul Pont (right) practices steering under the direction oj Captain Irvin Gros. In developing the course, the instructors at HLS made sure that every student got the chance to actually apply the things he learned in class by spending many hours aboard the HLS tug boat, pushboat and barges. This on-the-job training was as individualized as the classroom instruction. Every student experienced real boathandling situations like those he will encounter when in command of his own boat. During these OJT ses­ sions, crews of HLS trainees worked under the direction and suf>ervision of the scholarship winners. Thus each Boatman got practical experience in leadership and crew management. When the curriculum was prepared, HLS submitted it to the U.S. Coast Guard, which not only gave its of­ ficial approval but also agreed to count the OJT time of each student as valid wheelhouse time in computing his qualifications for a license. Such a unique policy clearly shows how in-depth the OJT for the scholarship winners was and how many boathandling and crew-management skills the graduates learned. In addition to their new job skills, the scholarship winners also acquired a new understanding of the industry in which they work. During their time at HLS, the Boatmen visited the Transportation Institute in Washington, D.C. Here they learned of the economic factors which affect their industry, the impact of government policies on their job responsibilities, and projected growth patterns for the towing industry. Visits to the Maritime Trades Department of the AFL-CIO and to Congress gave the Boatmen a new understanding of the SIU and the industry's concern about such issues as user taxes, OCS mining. Navy tugs and other political questions. They learned the importance of SPAD and the SIU's legislative efforts in protecting their job security in the Instructor Chuck Dwyer ) explains a point oj chart navigation to • "s-,' Luis Garcia. ...j • , • Bob Hudgins uses dividers to measure mileage on a latitude scale. As a graduate oj the basic vocational program at HLS, Bob has been able to move up to the wheelhouse in about 18 months. • J ri 1 J scholarship winner recorded With this kind of knowledge, in addition to their excellent job skills, the scholarship winners acquired all his daily OJT sessions in the log of the tools they need to be good workers, good citizens and good union members. the Susan Collins. Frank Jewell uses the ra­ dio to call instructions to HLS trainee deckhands aboard the Susan Collins. Thus, he learns not only the technical aspects of boat operations, but also necessary supervisory skills. I'm- Students spent their classroom time learning such important skills as chart drawing, reading, and navigation (above). These skuls were put to good use during OJT sessions aboard the Susan Collins (below). During an OJT session, George Mowbray practices using the fathometer. George completed the basic vocational program at HLS in April 1977. The Coast Guard counts the time graduates of this program spend at HLS as the equivalent of time on the job, so George is advancing to the top of his profession in less than one year. 20 / LOG / May 1978 May 1978 / LOG / 21 �Captain Irvin Gros (right), of the HLS pushboat Susan Collins, joins James James and some oj his classmates in displaying a certificate of appreciation u hich was presented to him by the scholarship recipients. Boat Captain Jack Miller and IlLS instructors Paul Allman and Chuck Dwyer were also honored by the graduates. HLS President Hazel Brown accepts a plaque expressing the gratitude oJ the scholarship winners to the Lundeberg School and the SIU. Herb Brand accepted a similar plaque from the class on behalf of the Trans­ portation Institute. The presentations were made before the assembled HLS student body at evening colors. QUALITY COUNTS! If you're going to develop a program that's supposed to help an industry and its workers, you've got to care about that in­ dustry and those workers. Right now, there are lots of so-called schools offering quick, in-expen­ sive courses to "prep" their stu­ dents for licensing exams. Lots of people take these courses and some pass the exams. So why bother to develop a scholarship fund and prepare a brand new curriculum for SIU Boatmen who want to earn a Towboat Operator license? Because the SIU, the Trans­ portation Institute, and the Harry Lundeberg School care about the future of the towing industry and the Boatmen who work in it. Because of this car­ ing attitude, a program which emphasizes quality and skill as well as the licensing exam itself was developed. Quality is the outstanding characteristic of the Scholarship Program and its graduates—the courses were taught by quali­ fied, knowledgeable instructors. The on-the-job training sessions were conducted by experienced boat captains. The students didn't just memorize answers; they learned important facts and theory and they applied this knowledge in real-life training situations. So what does all this mean for the industry and for the SIU Boatmen who will crew the equipment that's operated by these graduates? It means that SlU-contracted companies will have Towboat Operators who have more than a license—they also have skill and experience. Following the presentation of the plaques, Transportation Insti­ tute President Herb Brand, stops to congratulate some of the scholarship winners on their successful completion of the special program. •all It means that SIU deckhands and tankermen will work under the supervision of Brother Boat­ men who know how to protect them by operating the boats safely and expertly—Brothers who are trained to handle emer­ gencies and prevent accidents. The Towboat Operator Schol­ arship Program means cost re­ ductions and trained manpower for industry. It means safety and security for SIU Boatmen. It means quality. Shown left to right are Miss Broun, President of the Lundeberg School, graduates Rich Kulakowski, Glenn McDonough, Emmett Proudjoot, Dave Marotta, James James, Don Braddy, Darrell Looney, Don Hyde, George Johnson, Luis Garcia, Mike Hladky, Instructor Captain Irvin Gros, Frank Jeu ell, John Norris, Fred Shijcrdek, Jim Price, Bob Hudgins, John Brown, Monte Cross, George Mowbray, Paul Pont. Not shown are graduates Alex Sweeney and Robert Lukowski. 22/ LOG / May 1978 �SEA-LAND TRADE (Sea-Land Service), March 12—Chairman, Recer­ tified Bosun E. D. Christiansen; Secre­ tary R. P. Taylor; Educational Director R. Tjong. $50 in ship's fund. Some dis­ puted OT in deck, engine, and steward departments. Chairman discussed the repairs that were taken care of and the importance of donating to SPAD. Also that there will be a safety meeting about the lines going ashore on stern of the ship. A vote of thanks to the steward department for a job well done. TAMARA GUILDEN (Transport Commercial), March 19—Chairman, Recertified Bosun Peter Loik; Secretary N. Hatgimisios; Educational Director R. Henley; Deck Delegate Walter Wright; Engine Delegate Emmett Burke; Steward Delegate Patrick Devine. No disputed OT. All communications re­ ceived were read and posted. Captain to see about getting the vent in the rooms fixed before it gets hot. The Captain is pleased with the whole crew and thanks the steward department for a wonderful job. GALVESTON (Sea-Land Service), March 26—Chairman, Recertified Bo­ sun W. M. Smith; Secretary R. V. Ceiling; Educational Director H. Mar­ tin. No disputed OT. Chairman re­ ported that an answer from Head­ quarters had been received in reply to letter of inquiry about time off relief. Letter was read and posted. The mem­ bership was asked to cite any safety fac­ tors that should be attended to so they could be brought up at the next safety meeting. Next port, Anchorage. GOLDEN MONARCH (Apex Ship­ ping), March 26—Chairman, Recerti­ fied Bosun J. L. Bourgeois; Secretary Pedro Laboy. Some disputed OT in deck department. A ship's fund is to be started for use in sending telegrams to the Union in case of members being put ashore sick overseas. Posted letters from Executive Vice President Frank Drozak about quitting ship without a replacement. Also letters iabout letting Union know by telegram if any mem­ bers get put off sick overseas. We are receiving our Logs regularly and they are being enjoyed by everyone. Dis­ cussed the importance of donating to SPAD. A vote of thanks to the steward department for fine food. MONTICELLO VICTORY (Vic­ tory Carriers), March 5—Chairman, Recertified Bosun G. Troche; Secretary F. Paylor, Jr.; Educational Director P. Andrefont. Some disputed OT in deck department. Treasurer reported that $100 was collected to donate to the Cancer Society in memory of our de­ parted Brother Mickey Wilburn. Brother Wilburn had his body donated to the Baylor Medical School. We shall all miss him. It was requested that the deck and engine departments take turns keeping the crew laundry clean and the steward department to keep the recrea­ tion room clean. AIco tiolis m is a diseaise. f i % It can be treat<ed. DELTA SUD (Delta Steamship), March 19—Chairman, Recertified Bo­ sun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial. $56 in ship's fund. No disputed OT. The crew was commended during the last safety meeting for their good record having lost no time due to accidents. This makes them available for a two year safety award. It was also noted that those who have no passports be sure to get one as soon as possible. Crewmembers who intend to return for the next voyage should be sure to register at the Union hall within the 72 hour payoff period. Next port, New Orleans. SEA-LAND RESOURCE (Sea-Land Service), March 5—Chairman, Recerti­ fied Bosun P. Drewes; Secretary T. Goodman; Educational Director N. Rcitti; Deck Delegate John Walken; Engine Delegate Rod Borlasc; Steward Delegate Richard Williams. No disputed OT. Chairman reported that there was $130 in the movie fund. He expressed the thanks of the crew to Brother Charlie Wilson for taking care of the films while in New York. Observed one minute of silence in memory of our de­ parted brothers. Next port. New York. OVERSEAS CHICAGO (Maritime Overseas), March 5—Chairman, Recer­ tified Bosun R. Palmer; Secretary P. Fluker; Educational Director J. Boone; Deck Delegate R. Carraway. No dis­ puted OT. Chairrnan would like to know if there is any way the Union could speak to the Company about put­ ting video TV movies on the Alaska run. A vote of thanks from Brother J. Conner for the flowers sent in regard to his departed brother. Observed one min­ ute of silence in memory of our departed brothers. BALTIMORE (Sea-Land Service), March 16—Chairman, Recertified Bo­ sun Joseph Puglisi; Secretary Geroge W. Gibbons; Educational Director W. L. Dunnigan; Engine Delegate Frederick W. Neil. $15.25 in ship's fund. No dis­ puted OT. Chairman requested that all repairs necessary be reported right away so they can be fixed. Also discussed the importance of SPAD. Educational Di­ rector advised all crewmembers that if he could help with anything to let him know. Everyone is very cooperative and getting along fine. A vote of thanks to the steward department for a job well done. Next port, Elizabeth. ZAPATA ROVER (Zapata Bulk Transport), March 13—Chairman, Re­ certified Bosun Kenneth Gahagan; Sec­ retary J. Young; Educational Director C. Sullivan. $15 in ship's fund. Some disputed OT in deck and steward de­ partments. Chairman held a talk on the education series that was received. Re­ quested all crewmembers to read them and pass them around when you are finished so everyone can read them. Next port, Freeport, Tex. SEA-LAND MARKET (Sea-Land Service), March 29—Chairman, Recer­ tified Bosun Donald Rood; Secretary R. Hutchins; Deck Delegate F. Fromm; Engine Delegate E. Liwag; Steward Delegate E. Verveniotis. No disputed OT. Chairman reported that the dele­ gates, department heads, and members of watch were shown a very interesting movie by the Chief Mate about safety. Noted that every crewmember should be safety conscious especially in the clothing and gear that is worn while working. The importance of safety was further emphasized due to the cargo that is carried today in containers; that all signs that are posted should be obeyed since often there is dangerous cargo. A vote of thanks was extended to the de­ partment delegates for their cooperation in helping to make this a smooth voyage. Also a vote of thanks to the steward de­ partment for a job well done. Observed one minute of silence in memory of our departed brothers. PENN (Alpine Steamship), March 12 —Chairman, Recertified Bosun Carl Thompson; Secretary S. Gutierez; Edu­ cational Director Q. Zambrano; Engine Delegate Tim S. Teague. No disputed OT. A vote of thanks was extended to the officials of the Harry Lundeberg School for sending out such good hard working young men. A vote of thanks to the steward department for a job well done. Next port in Indonesia. OVERSEAS JOYCE (Maritime Overseas), March 19—Chairman, Re­ certified Bosun E. Wallace; Secretary D. Collins; Educational Director C. S. Galbrath; Deck Delegate J. Canard; Engine Delegate D. Van Natta; Steward Dele­ gate A. Rodriguez. No disputed OT. Secretary reported that the new Log was brought aboard in Marcus Hook and it was suggested to crew to read it as some of the finest reading material is in the Log. Also advised the membership to take advantage of the Harry Lundeberg School of Seamanship. A vote of thanks to the steward department for a job well done. Next port, Beaumont. ERNA ELIZABETH (Hudson Wa­ terways), March 26—Chairman, Recer­ tified Bosun N. Matthey; Secretary B. Fletcher; Educational Director J. Beatty. $6.39 in ship's fund. $131.65 in movie fund. No disputed OT. The Chairman held a very good discussion on various Union topics including safety procedure on board tankers. The stew­ ard department will try to have a barbe­ cue cookout on the stern if weather permits. OGDEN WILLAMETTE (Ogden Marine), March 5—Chairman, Recer­ tified Bosun Ray Broadus; Secretary E. Kelly; Educational Director J. Neel. No disputed OT. All communications re­ ceived were read and posted. Chairman held a discussion on the Seafarers Alco­ holic Center at Piney Point and how much good it does for our drinking brothers. Also noted President's report in Log. A vole of thanks to the steward department for a job well done. LNG AQUARIUS (Energy Trans­ portation), March 19—Chairman, Re­ certified Bosun B. Nuckols; Secretary F. Costango; Educational Director D. Orsini; Deck Delegate Charles Loveland; Engine Delegate Charles Dahlhaus; Steward Delegate Larry Dockwiller. No disputed OT. A telex was sent to the port agent in Yokohama to call on the ship this trip in Nagoya. A vote of thanks to D. Orsini, QMED, for his ef­ forts to adjust and regulate air condi­ tioning flow to balance temperatures in crew quarters. A vote of thanks to the steward department for a job well done. Next port, Nagoya. MOUNT WASHINGTON (Victory Carriers), March 12—Chairman, Re­ certified Bosun R. D. Schwarz; Secre­ tary C. Vesin; Educational Director D. White; Steward Delegate E. Mathews. No disputed OT. Chairman held a dis­ cussion on firefighting and how pass­ ports are necessary for all SIU seamen; also on President Paul Hall's report in the Log. Requested all members to give twenty-four hour notice before getting off ship. A vote of thanks to the steward department for a job well done. OGDEN WABASH (Ogden Marine), March 19—Chairman, Recertified Bo­ sun Floyd Pence; Secretary R. Maldonado; Educational Director A. Ratchovick; Deck Delegate F. Gumm; Engine Delegate F. Ramos. $19.90 in ship's fund. No disputed OT. Chairman held a discussion on Union activities and the importance of donating to SPAD. It was requested that the messroom and pantry be kept clean. A vote of thanks to the steward department for good food and good service. Observed one minute of silence in memory of our departed brothers. WESTWARD VENTURE (Interocean Mgt.), March 26—Chairman, Recertified Bosun T. Marineau; Secre­ tary L. Crane; Educational Director J. Ross; Deck Delegate G. Dukmir; En­ gine Delegate M. McKnight; Steward Delegate H. McAleer. $8 in ship's fund. No disputed OT. Chairman held a dis­ cussion on the importance of donating to SPAD. A vote of thanks to the stew­ ard department for a job well done. Next port, Tacoma. OMcial ship's minutes were also re­ ceived from the following vessels: WALTER RICE SEA-LAND EXCHANGE MARY OVERSEAS ARCTIC DELTA BRASIL MAYAGUEZ STUYVESANT SEA-LAND CONSUMER SEA-LAND FINANCE BUSTUN ARIES POTOMAC CAPRICORN BORINQUEN DELTA MAR OVERSEAS ULLA SEA-LAND ECONOMY MOUNT EXPLORER TEX SEA-LAND GALLOWAY BAYAMON GEORGEWALTON AMERICAN HERITAGE ALLEGIANCE OVERSEAS ALICE TAMPA ^ VIRGO BANNER ROSE CITY SAN JUAN PITTSBURGH May 1978 / LOG / 23 �SIU Atlantic, Golf, Lakes & Inland Waters United Industrial Woriters of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsay Williams Cal Tanner Paul Drozak APR. 1-29, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 6 0 2 0 0 0 1 3 3 0 0 3 10 0 0 30 13 129 9 43 25 12 27 115 68 52 21 58 15 137 0 4 728 1 18 7 6 6 1 9 17 6 6 6 9 1 20 0 0 113 2 3 0 0 2 0 0 2 5 3 3 8 1 10 0 0 39 1 3 0 1 0 0 0 0 0 4 2 0 2 1 0 0 14 6 123 19 32 21 10 40 98 47 47 27 39 17 124 0 1 651 3 41 3 8 2 3 12 19 8 6 10 8 2 22 0 1 148 0 6 1 1 0 1 1 6 0 3 4 1 0 7 0 0 31 3 55 9 14 16 4 22 61 35 27 12 21 1 56 0 0 336 2 15 0 6 1 0 4 6 5 3 1 1 2 8 1 0 55 0 1 0 1 0 0 0 1 1 0 1 0 0 0 0 0 5 4 41 6 22 6 3 16 43 13 26 4 18 17 33 0 2 254 4 119 30 24 15 6 15 48 21 19 28 21 17 55 7 0 429 12 138 4 11 6 3 0 18 5 12 19 29 1 61 0 1 320 194 987 428 66 1,969 *"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. 745 395 10 5 30 4 12 62 13 8 72 0 1 17 3 3 3 0 5 9 2 6 3 4 2 16 7 1 82 1 6 0 2 1 0 0 1 4 0 0 3 1 14 0 0 33 71 11 22 7 5 11 54 32 38 12 25 10 75 0 1 377 1 21 2 5 2 2 3 10 4 6 1 5 1 17 3 1 84 0 7 0 1 0 0 1 3 0 4 3 1 1 4 0 0 25 2 56 9 16 9 2 10 52 28 43 5 27 7 36 0 0 302 0 18 1 12 3 0 3 23 18 13 1 4 6 21 7 2 132 STEWARD DEPARTMENT Port ; . 7 2 7 24 12 22 5 21 2 0 0 2 7 0 3 0 0 0 7 2 2 0 0 2 2 0 0 27 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 2 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments . . . . 1 39 2 15 10 2 5 40 22 29 2 20 11 25 0 0 223 0 29 2 5 2 1 1 13 8 11 1 3 5 10 31 1 123 1 0 0 1 2 0 0 1 1 4 0 1 2 9 0 0 22 ENTRY DEPARTMENT Port 24 / LOG / May 1978 3 34 3 9 3 2 1 28 15 11 4 5 10 28 16 1 173 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 80 4. 25 17 5 9 73 61 52 11 41 13 67 0 1 462 1 0 15 8 0 2 1,145 4 78 19 20 8 3 5 34 18 19 14 14 14 50 44 1 345 538 4 51 0 2 4 1 0 6 4 3 12 11 3 33 0 0 134 HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 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.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Evi-ing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 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, NJ. 99 Montgomery St, 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd 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-Kn 231-91 Shipping remained good to excel­ lent at all deep sea A&G ports last month as a total 1,481 Seafarers found jobs aboard SlU-contracted deep sea vessels. Of these jobs, 987 were taken by "A** seniority book men, while 428 were filled by ''B** seniority members and 66 by "C* seniority people. With the expected acquisition of as many as 2C new vessels between now and the end of the year, shipping is expected to remain good to excellent for some time to come. �Marvin Z. Moore, 66, joined the Union in the port of Philadelphia in 1962 and sailed in the engine depart­ ment for Wilson Lines in 1961, Mariner Towing, Curtis Bay Towing, lOT, McAllister Brothers and the NBC Line from 1966 to 1971. Brother Moore was born in Critten­ den, Va. and is a resident of Virginia Beach, Va. PENSIONERS Edward E. Douglas, 59, joined the SIU in 1946 in the port of Galveston sailing as a fireman-watertender. Brother Douglas sailed 27 years and during the Vietnam War. He walked the picket line in the 1946 maritime strike. Seafarer Douglas is a World War II veteran of the U.S. Army. A native of Texas, he is a resident of Galveston. Valentin Acabeo, 62, joined the SIU in 1940 in the port of New York and sailed as a bosun. Brother Aca­ beo sailed 41 years. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Born in Ponce, P.R., he is a resident of Sierra Bayamon, P.R. Harold Aspseter, 65, joined the Union in the port of Chicago in 1959 sailing as an AB for the Gartland Co. in 1960. Brother Aspseter sailed 40 years. He was born in Terryville, S.D. and is a resident of Exeland, Wise. Evarusto Aldahondo, 65, joined the SIU in 1941 in the port of Boston and sailed as a bosun. Brother Alda­ hondo sailed 36 years and during the Korean War. He walked the picket line in the 1961 N.Y. Harbor beef. A native of Puerto Rico, he is a resi­ dent of Brooklyn, N.Y. t William F. "BUI" Doran, 69, joined the SIU in 1943 in the port of New Orleans and sailed in the engine department. Brother Doran was also a ship delegate. He sailed 32 years and during the Korean and Vietnam Wars. Seafarer Doran was a Union organizer in 1943. He was on the picket line in the 1948 Southern Bell Telephone Co. strike, 1961 N.Y. Harbor strike, 1963 J&H beef, 1965 Chicago Rotobroil strike. Farm Workers beef, and the San Rafael printers strike. In 1970, he attended a HLSS Crew Conference in Piney Point, Md. Born in Rockland County, N.Y., he is a resident of San Fran­ cisco. 'Krfi New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date June 5 June 6 June 7 June 8 June 8 June 9 June 12 June 13 June 14 June 15 June 19 June 23 June 10 June 8 June 17 June 13 June 13 June 14 June 16 June 15 Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m 9:30 a.m 2:00 p.m 2:30 p.m 2:30 p.m 2:30 p.m, 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 10:30 a.m 2:30 p.m — — 2:30 p.m — 2:30 p.m — Berger Wilhclmsen, 65, joined the SIU in 1943 in the port of New York and sailed as a deck engineer. Brother Wilhelmsen sailed 46 years. He is also a tool and diemaker. A native of Skjberg, Norway, he is a naturalized U.S. citizen. Seafarer Wilhelmsen is a resident of Molalla, Ore. Oscar Figueroa, 66, joined the SIU in 1944 in the port of New York sail­ ing as a wiper. Brother Figueroa sailed 36 years. He was born in Puerto Rico and is a resident of New Orleans. Albert A. Williams, 64, joined the SIU in 1942 in the port of New York and sailed as a chief cook. Brother Williams sailed 36 years. He walked the picket line in the 1961 N.Y. Har­ bor strike and the 1962 Robin Line beef. Seafarer Williams was born in South Carolina and is a resident of the Bronx, N.Y. Candelario Ramos, 65, joined the SIU in 1944 in the port of New York and sailed as an electrician. Brother Ramos sailed 33 years. He hit the bricks in the 1943 Rotobroil beef and the 1962 Robin Line strike. Born in Puerto Rico, he is a resident of San Francisco. Alphoiise J. Trenier, Jr., joined the SIU in 1942 in the port of Mobile and sailed as a junior and deck engi­ neer and as a pumpman. He sailed for 33 years. Brother Tremer was born in Mobile and is a resident there. John H. C. Ratliff, 65, joined the SIU in the port of Galveston in 1951 and sailed as a chief steward. Brother Ratliff sailed 29 years, A native of Houston, he is a resident of Rayne, La. Leroy C. Swiger, 61, joined the SIU in the port of New York in 1958 and sailed as a pumpman. Brother Swiger also served as a ship delegate. He is a veteran of the U.S. Navy in World War II. Born in West Virginia, he is a resident of Clarksburg, W. Va. Paul E. Tatman, 68, joined the SIU in the port of New Orleans in 1962 and sailed as a bosun. Brother Tatman sailed 44 years. He walked the picket line in the 1934 maritime strike. Seafarer Tatman was born in Spokane, Wash, and is a resident of Kent, Wash. MEMBERSHIP MEETINGS' SCHEDULE Port Constantine Venardis, 69, joined the SIU in the port of New York in 1963 sailing as an OS. Brother Ven­ ardis sailed 23 years and rode the" Bull and Isthmian Lines. He was on the picket line in the 1965 District Council 37 beef. Born in Kymi, Greece, he is a resident of Kearny, N.J. " ^* Esteban Cruz, 66, joined the SIU in 1939 in the port of Baltimore and sailed as a chief steward. Brother Cruz sailed 46 years. He was on the I picket line in the 1962 Robin Line • 7 beef. Seafarer Cruz was born in Puerto Rico and is a resident of Bayamon, P.R. Fort Hoskins Committee 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. — — — — — Recertified Bosun James "Tennessee" Northcutt (far left) ship's chairman of the ST Fort Hoskins (iOT) is with the Ship's Committee of (I. to r.); Steward Delegate Harold Walker; Deck Delegate Bob Munroe; Engine Delegate Wayne Gravey, and Chief Steward Paul Stubblefield, secretary-reporter. The tanker paid off at the GATX Docks, Carteret, N.J. on Apr. 26. Deposit in the SIU Blood Bank— It's Your Life May 1978/LOG/25', �The Deep Sea Miner II, a converted drill ship, now mining the ocean floor, is about one-fifth the projected size of mining vessels that will be used when this new industry gets into full swing, (courtesy Deepsea Ventures) Ocean Mining—A New Industry: But This is the 21st in a series of articles which the Log is publishing to explain how certain organizations, programs, laws and issues affect the jobs and job security of SlU members. Nestled snugly in some of the deepest recesses of the ocean lies a treasure of immense proportions. It is a treasure tiiat has been nurtured throughout the eons by the chemical and organic phenomenons of nature. Tliis treasure of the deep is millions upon mil­ lions of manganese nodules that pave the ocean floor like an eternal black cobblestone highway. The nodules are highly valued because of the extractable minerals locked in their round, dark potatoe sized bodies. The nodules have a high content of the four minerals—nickel, copper, cobalt, and manganese -considered basic and essential to the economy and productivity of industrialized nations. For instance, nickel is used in petroleum refin­ ing and in the production of gas turbines, aircraft frames, marine and automotive bodies, and ceramics. Copper is used in the manufacture of electric motors, power generators, transformers, plumbing, and automotive brakes, radiators, heaters, and carburetors. Cobalt is used for the production of industrial­ ized magnets, telephones, gas turbines and radia­ tion research and treatment. Manganese, probably the most important of the four minerals, is basic to all iron and steel products. Recent research projects have estimated that the near infinite supply of nodules contain 15 bil­ lion tons of nickel, 8 billion tons of copper, and 5 billion tons of cobalt. These statistics far exceed the known land-based resources of these minerals. Research has also shown that the heaviest con­ centration of the nodules lie two to three miles deep in the Pacific Ocean, mostly near undersea volcanoes. Despite all the research, though, it is still only speculation as to how the nodules grow. One theory is that a nodule starts to grow around some particle, such as animal remains or pumice. Then, somewhat like a pearl, it grows slowly through some sort of chemical and organic activity. Unlike a pearl, though, which grows in years, it is estimated that the nodules grow only a few milli­ meters per million years. But one thing is sure. The nodules do grow. And according to one estimate, they are forming at the rate of 10 million tons a year. This is an extremely small figure when compared to estimates which claim the Pacific Ocean alone contains 1.5 trillion tons of the nodules. Besides being the biggest consumer of these minerals, the U.S. is also the biggest importer of the essential substances. In fact, the U.S. is almost totally dependent on foreign imports for these minerals. Right now, the U.S. imports 98 percent of its manganese, 98 percent of its cobalt, 90 percent of its primary nickel, and 15 percent of its copper. Considering that the nation's economy depends on the uninterrupted flow of these minerals, thie fact that we are so dependent on the outside world for them is a very disturbing fact. Consortiums of mainly American companies have pumped millions into the research of develop­ ing an ocean mining and processing capacity. Sev­ eral ocean mining vessels and processing plants are already operating successfully on an experimental basis. Their research has shown that the full develop­ ment of an American ocean mining industry would enable the U.S. to become completely self sufficient in the four essential minerals by the year 2000. Many Political Obstacles Development of such an industry also carries a potential for creating many thousands of jobs for American workers—especially maritime workers. It sounds good. But unfortunately a number of Discovered in 1872 A researcher inspects a scoop of nodules rich in nickel, copper and cobalt, (courtesy International Nickel) 26 / LOG / May 1978 Up until 1872, no one even knew that the nod­ ules existed. At that time, one of Her Majesty's ships dredged a few off the ocean floor and brought them back to England as conversation pieces. It wasn't until 15 years ago that anyone gave much serious thought to bringing the nodules to the surface in large amounts and extracting the minerals housed inside. However, the increasing demand for these min­ erals in an ever growing industrialized world has given birth to a potentially massive new industry— ocean mining. The United States, the most highly industrial­ ized nation of the world and the biggest consumer of the four minerals, has taken the lead in develop­ ing an ocean mining capacity. Camera and lighting equipment attached to tripod are lowered into the ocean in the search for nodule concentrations, (courtesy Kennecott Copper) �Researchers lower one of several types of nodule collectors off stern of mining vessel. This particular collector is designed to gather the most nodules raising the least amount of sediment and using the least amount of power, (courtesy Kennecott Copper) while Will U.S. Workers Benefif From It? T.V, cameras are part of the technical equipment used to search for heavy concentrations of sunken nodules, (courtesy Deepsea Ventures) difficult international political and economic ob­ stacles stand in the way. The focal point of the controversy surrounding the ocean mining issue is centered in the United Nations Law of the Sea Conference. This Conference has been going on periodically since 1973. It has contributed to resolving such international problems as territorial fishing and offshore oil rights, ocean pollution, and the prin­ ciple of unimpeded passage for world commerce. But the haggling over ocean mining has been intense, and very little progress has been made toward a resolution of this issue. The real stumbling block in the negotiations is a strong coalition of some 100 small and under­ developed nations. This solid political block wants a monopolistic international authority to exert total control over marketing and production of the nodules. They feel that without such an authority, the smaller nations will realize little or no economic benefits from the undersea ventures of larger countries. The group also fears that the fragile economies of the coalition's developing countries might be destroyed. These countries depend heavily on the land-based production of the four minerals as one of their main economic resources. Need Domestic Legislation The Law of the Sea Conference is now in session in Geneva. And ocean mining is the main subject. Representing the U.S. at the conference is former Attorney General and Secretary of Commerce Eliott Richardson. American labor feels very strongly that any treaty involving ocean mining that comes out of the Law of the Sea Conference will spell disaster for creation of an American deep sea mining capacity, and the jobs it would create. SIU President Paul Hall recently gave his view­ point on the ocean mining controversy. Speaking very bluntly. Hall said: "We have no expectations that any agreement entered into by Eliott Richard­ son would bring any benefits to the American maritime industry, the American worker or our national economy." Hall continued; "We can and should begin developing our own ocean mining procedures through legislation, and where necessary, bilateral agreements with other nations." He concluded: "Following the trends emerging from recent Law of the Sea Conferences could only result in the domination of this vast new in­ dustrial frontier by the multinational corporate giants at the expense of the American economy and the workers who depend on its growth." It appears unlikely that the Law of the Sea Con­ ference will come up with anything concrete or binding in this session. In the meantime, the labor movement and major industrial concerns feel that Congress must pass strong ocean mining legislation to get full scale development of our ocean mining capacity under way. Prompt passage of such legislation would insure that an American deep sea mining capability would be well on its way to fruition by as early as 1983. Presently, there are bills in both Houses of Congress concerning ocean mining. In fact, the Senate Energy Committee is scheduled to mark up the ocean mining bill this month. carriers to service these vessels by the turn of the century. The SIU feels that a "hire American" amend­ ment is an absolute necessity in the bill. It is needed to insure that ocean mining does not be­ come another "runaway" industry, managed by American companies but operated by foreign workers. To make any definite predictions concerning ocean mining and how it will benefit American workers would be premature at this time. There are too many sensitive political issues still to be resolved in this area. However, one thing is sure. The labor move­ ment is prepared for the fight to reserve Americanoperated ocean mining jobs for Aniei lean workers., Hire American Amendment The SIU, along with the entire labor movement, is working for the inclusion of an amendment in this bill requiring that mining ships and ore car­ riers be documented under the U.S. flag and manned by American workers. A full scale ocean mining operation could in­ clude the use of 20 mining vessels and 60 ore Research vessels use a simple dredge bucket and line to bring up samples of the nodules, (courtesy Kennecott Copper) May 1978 / LOG / 27 �My Three Sons All the time in the world isn't worth a dime unless you make it work for you. Make your time in the engineroom pay Take the Diesel Engineer's Course atHLS Course begins July 31 Maurilio Zepeda (standing right) AB on the SlU-contracted tanker Ogden Willamette (Ogden Marine Inc.) believes In keeping his family together, even while they're at sea. He and his three sons make up a good part of the Willamette's deck department. The younger Zepeda's are (i.-r.): Lawrence and Ernest, both of whom sail OS, and eldest son John who is an AB. All of the boys are MLS grads. To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 With a Diesel Engineer's License, Time Is Money iBro'ttmhood in Action forSIU members with an alcohol problem Seafarer Lionel "Biff" Shaw will celebrate one year of sobriety in the month of May due to the help he re­ ceived from the Seafarers Alcoholic Rehabilitation Center. Brother Shaw is 43 years old. He first realized that he was an alcoholic when he was hospitalized for alcoholic hep­ atitis. Brother Shaw said, "I left a ship becau.se 1 was sick and had to go before the Coast Guard. Louis Guarino (SIU rep., N.O. ) went with me and told them that the Center could help me with my alcohol problem." Shaw went to the Center and found the help he needed to get and stay sober. Seafarer Shaw said his life before he was sober was a nightmare. "I used to think that I was going crazy. I had ter­ rible nightmares and I was always sick. I probably would not be alive today without the help I got from the Center." Before he came to the Center, Broth­ er Shaw said that he didn't want to ad­ mit that he was an alcoholic. "I hardly knew who or what an alcoholic was," he said. Shaw attends AA meetings regularly. 28 / LOG / May 1978 When he is at work on a vessel, he writes letters to his friends who are also recovering alcoholics. He commented, "by staying conscious of my alcoholism, I am able to stay sober. The Center is a good way to get sober. I am glad that I did. I now have a family, my self-respect, a little money in my pock­ et, and my health is much better." Brother Shaw feels that the program at the Center is "just great." When he signs off a ship, he calls the Center just to let them know that he has been working and is still sober. "I owe it to the staff at the Center for all the help that they gave me," he said. Shaw would like to tell his fellow Seafarers, "any guys who even think that they have a problem with alcohol should contact the Center or an exresident. We will do anything that we can to help him." If you feel that you have a drinking problem, remember that there is al­ ways someone to listen. Just call (301) 994-0010 any time and ask for the "Center" or contact your SIU repre­ sentative. Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Aleoholie Rehabilitation C enter. I understand that all my medical iind counseling records w ill be kept stridly confidential, and that they will not be kept anywhere except at The Center. Name Book No Address (Street or RFD) (City) Telephone No Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hoitrs-a-day, (30J) 994-0010 Lionel ^^BilP Shaw (State) (Zip) �Senate Passes Inland User Charges^ L 6L D 26 Continued from Page 4 boat industry might be willing to accept a higher tax. By playing the various waterway managements off against each other, user charges supporters undermined the operators' credibility in Congress, and sought to increase the level of the charge. Shippers and operators, on the other hand, having given up so much in the initial stages of the battle, now found themselves in a defensive position trying to contain the tide for increased charges. Recognizing its weakened position and its inability to single-handedly cope with its opponents, the towboat industry sought the help of SIU. The SIU worked strongly on behalf of the barge indus­ try. But the Union noted that while the industry acknowledged it could pay a tax, it also stressed the many harmful effects that high user charges would have on regional economies and on the nation as a whole. Champion the Cause Together with its friends in the Sen­ ate, the SIU began to study the future of H.R. 8309. It was felt that without the forceful leadership of a person to champion the cause of the towboat in­ dustry, the battle to put a lid on user charges would be lost. Shortly thereafter the position of the waterway supporters was strengthened with the emergence of Sen. Russell Long as the leader of the pro-waterway forces in the Senate. Sen. Long, a long-time opponent of user charges, worked to undercut the anti-waterway forces by developing a compromise position. The SIU strongly supported Sen. Long recognizing that if it did not, the Senate would surely pass a stronger tax bill which would affect the stability of the towboat industry and that of its workers, especially SIU Boatmen. It urged the Senate to adopt his compro­ mise proposal, saying: "The SIUNA has never believed in the need for user charges, however, the towing industry supports the provisions in Sen. Long's amendment as a reason­ able approach to this complex and con­ troversial issue." The passage of H.R. 8309 means that the towboat companies including SIUcontracted companies, will probably within the next five years be paying a fuel tax which they worked for and which they agree is at a level they can afford. Notite to Members On Job Call Protedure When throwing in for work dur­ ing a job call at any SIU Hiring Hail, members must produce the following: • membership certificate • registration card clinic card seaman's papers INLAND Areclbo Committee A With a coffee mug in hand, Recertified Bosun Herminio Pacheco (second right), ship's chairman of the SS Areclbo (Puerto Rico Marine), is with part of the Ship's Committee and a crewmember at a payoff on May 9 at Port Eliza­ beth, N.J. They are (I. to r.): Deck Delegate Radames Vargas; AB David Bonefont, and Steward Delegate Joe Righetti. There's Strength in Numbers And Our Numbers are Growing! Celebrate tbe growing number of Seafarers who are reoovering from alcoholism thanks to the Seafarers AleohoUo Behabilitation Pro|ram. Join the festivities at the Second Anaoal Uvln| Sober Bennion. Activities Include: • Living Sober Banquet at the Harry Lundeberg School • Cookout at the ABO • Boat Rides • Speakers and Educational Programs AU ftrlends and former residents of the Aloohollo Behabilitation Center are Invited. Make plans now to attend. Reunion weekend Is August 88, 86, and 87. For reservations or more Information, contact: Seafarers Aloobolio Behabilitation Center Star Route Box 183-A Valley Lee, Maryland 80698 A MESSAGE FROM YOUR UNION NARCOTICS ARE FOR KNOTHEADS WREN you ARB CAUQNT YOU LO$E YOUR PAPERS FOR LIFE I May 1978 / LOG / 29 �Working for Coors With a Lie Detector Strapped to That affirmed something I really knew already: that every Coors em­ ployee was put through the ringer. The (At the 1977 International Labor workers listed questions they'd been Press Association Convention, AFLasked like: How many bank accounts CIO Field Representative David SicIc­ do you have? What kind, what banks, ier gave a very moving talk about the and how much money in each? Do you Coors boycott. A member of Brew­ have any other securities such as stocks ery Workers Local 366 for 15 years, and bonds and how much are they Sickler discusses what it is like to worth? How much do you owe on your home, what are your monthly pay­ work for Coors.) ments, and when does your mortgage My name is A. David Sickler and I was employed by the Adolph Coors expire? Of course, Coors seldom omitted the Brewery of Golden, Colorado on purely prurient questions, such stand­ March 26, 1963. ards designed to make you sweat and I was then 19 years old and had squirm, like: Have you ever done any­ worked as a laborer on a construction thing with your wife that could be con­ crew outside Denver. sidered immoral? Have you ever been When I first learned of the possibility involved with homosexuals? Is there of working for Coors I was very happy. anything that you know of for which The company had a reputation for pay­ you could be blackmailed? ing high wages. You had to wonder what would hap­ Compared to the heavy and dirty pen if the machine said you were lying type of construction work I was doing to some unbelievably vague question. as a laborer, which included carrying Would you not get the job? Suppose 80 lb. cement forms and shoveling sand one of your friends, relatives or ac­ all day, Coors seemed like a gift from quaintances was a homosexual. Does heaven. that mean that if you answered "no" to Little did I know what a price this ever having been "involved" with "slice of heaven" would cost. homosexuals that the polygraph would When I reported to the Coors per­ say you had lied? sonnel office I was instructed to fill out My first job assignment with Coors a psychological questionnaire called was in the basement area of the pack­ the "runner test" consisting of over 200 aging department. This was an area questions designed to trip you up by where returnable bottles were uncased, asking the same questions in several washed and sent upstairs to be filled different ways. with beer, and then labeled, packaged Then came the biggest shock. I was and transported to distributors. The scheduled for a lie detector test. When area was dirty, dusty and gloomy. We I reported, the polygraph operator was worked 12 hours a day, seven days a a heavy set man dressed in white. He looked like a guard in a mental institu­ week. tion. The operator instructed me to sit Shortly after I was employed, a co­ in a chair next to the lie detector worker asked me if I had paid my ini­ machine. tiation fee to the union. I asked, "What union?" He informed me that we had a Once in the chair, the operator at­ tached straps around my chest, stom­ union. Brewery Workers Local 366, but that it was weak. He went on to say ach and arms. I felt helpless and won­ that the local had gone out on strike dered why all this was necessary to make beer. against Coors in 1957 and had gotten "busted" pretty bad. When the polygraph operator began At the time I didn't pay much atten­ the test he dealt with the questions I tion to the relationship between Coors had answered on the employment ap­ and the local. I was new and didn't plication. However, it didn't take long know much about either Coors or the before the operator began asking ex­ local union. tremely personal questions like: "Are One fact I was quickly becoming you having sexual relations with your aware of was the fear that the men had girl friend?" "Have you had sex with more than one person?" "What kind of sex?" "Are you a Communist?" "Have you ever committed an undetected crime?" "Have you ever done anything in your past that if known could bring em­ barrassment upon this company?" "Have you ever participated in a march, riot or demonstration?" "Have you ever stolen anything from anyone in your life?" "What?" "What was its worth?" "What is the total worth of what you have stolen in your life?" At this point, I was angry and felt dirty. It is hard to put into words the anger I felt at being forced to go through an interrogation in which every particle of one's life is slid under a microscope. There is no doubt in my mind that the company asked extreme­ ly personal questions for their own prurient and twisted pleasure. Many of those questions had absolutely nothing to do with employment or protection of the Adolph Coors Co. In September, 1977, long after the current strike against Coors started, a number of workers swore out affidavits listing the questions they were asked when applying for employment at the brewery. By David SIckler 30/LOG/May 1978 going to the supervisor and explain to of Coors and its supervision. Coors him the innocence of my co-worker. management reigned and ruled with an This worker said that I should "leave it iron hand. alone" or I would be sorry, that super­ Another thing I became aware of vision didn't like being questioned or was that there were virtually no minori­ told that they made a mistake. It was ties or women working in production. I remember only three Mexican-Ameri­ difficult to believe that once the truth was known there would be reper­ cans and one black employee between cussions. 1963 and 1964. However, after I went to my super­ During the probationary period, we visor and explained the unfair treat­ would be called into the oflBce by a ment of my co-worker, I was promptly supervisor and our work discussed. told by the supervisor to "keep my Supervision always used these op­ mouth shut" and "stay out of it" or I portunities to emphasize that the "com­ pany" should be the most important would be "sorry". At this period of time I just kept my thing in our lives. That without the company our families would be noth­ mouth shut, as did the rest of my co­ ing. Therefore, we were expected to al­ workers. ways be at work and on time. My After six months had passed I be­ supervisor was happy to explain that he came a "permanent employee" and a was a good example of what the com­ member of Brewery Workers Local 366. pany wanted in loyalty. He told me that when his wife was in labor with their Many Felt Hostility last child that he simply dropped her About this time I attended my first off in front of the hospital and sped on union meeting. I remember being sur­ to work. He stated further that he lost no time from work nor was he ever late prised at the number of men I worked with who were at the meeting. It turned because of family problems or respon­ out that many of the members felt the sibilities. He also loved to remind us same hostility towards management that there was always someone else on that I did. Although it wasn't said, it the street to take our place. was obvious that the membership at the I remember feeling repulsion for him union meetings felt helpless about ever and pity for his family. being able to act on those feelings. Al­ I was beginning to feel resentment though there were members who were towards Coors because of its attitude willing to fight Coors again—as they towards people and its blackmail to­ had in the past—it was also obvious wards workers, always mentioning un­ that most of the membership thought it employment and low wages in the Den­ was useless and that Coors was just too ver area. powerful. Approximately two months after I I began to learn more about the 1957 was hired I was working with a man strike and its effect on the workers. An that had been at Coors for about a year. old-timer explained to me that Bill An incident occurred that clearly Coors (son of founder Adolph) made showed me what Coors management many of the strikers apologize for going was all about. out on strike. He said that Bill Coors This man and I were working side by told them, "I have the club now and in­ side when the manager of the depart­ tend to use it." ment approached us and began yelling While on the job no one discussed at and cursing my co-worker, threaten­ the union much. It was as though it was ing to fire him and accusing him of an embarrassing and dangerous sub­ something of which I knew him to be ject. innocent. Not too long after probation I was I was outraged by this unfair assault sent upstairs to work in the "bullpen," on an innocent man. Even if he had an area where bottles were sent to the been guilty, no human being deserved filler machines to be filled with beer, to be berated in that fashion iiffront of capped and sighted for proper fill levels his peers. and quality. Above the bullpen area I told another worker that I was were cat v/alks and mezzanines where supervisors would sometimes spend an entire shift watching you. These supervisors would time breaks with a stop watch and just wait for a worker to make a mistake so that they could call a worker in and, as they would put it, "chew ass." I remember an incident where one worker was working on "the old labelers." He was a nervous, quiet and con­ scientious man. One night a supervisor stood over him and glared at him with hands on hips. The longer the super­ visor stood there glaring, the more nervous this poor guy got. Finally this worker made a mistake and had to shut off one of the machines. The supervisor was in seventh heaven, he now had someone to rip into. He called the worker into the office and berated him for over 45 minutes. This supervisor threatened his job and made the work­ er feel terrible. I later overheard this same super­ visor discussing the episode with another supervisor and they were laughing at how frightened this worker was. It was not an isolated case. It went on in many departments for years. Management had a total lack of re- mm- �m .WWW* [Your Body gard for workers time away from the brewery. Most of us worked six to seven days a week, 10 to 13 hours a [day. A day off or reduction in hours [was important to us. We would make [plans to be with our families, but man[agement would think nothing of makling last-minute changes that cancelled [our plans. Even if they had prior knowledge of the changes, they would I still wait until the last minute. When we complained, management would smile, show us the contract clause called "rights of management" and tell us they had the right to do as they pleased. They loved to sprinkle salt into our wounds. It was a well-known fact that Coors busted every union that dared strike them. The Brewery Workers were throttled after a long strike in 1957, then in 1962 the Electrical Workers struck and never obtained a contract. In 1968 and 1969 the Building Trades struck Coors, but the 14 craft unions never obtained a contract. In every case Coors hired and utilized scabs to break the union. Coors later went on to bust the Teamsters locals that had contracts with their distributors in California. In 1964 our local became aware of the farm workers' struggle and many of us supported their boycott of grapes. Several of us would encourage co­ workers to not purchase grapes. That same year Coors held a meet­ ing which we were paid to attend. Bill Coors mentioned our activity on behalf of the farm workers' boycott of grapes and said that he personally bought all the grapes that a local Safeway store had and gave them to his friends. I remember feeling totally frustrated. No matter what we did it would always be offset by Coors' money! Also in 1964 Coors called a meeting which we were also paid to attend— and told us that the pending Civil Rights bill was bad and that we should write our congressmen to vote against it. Bill Coors went on to say that if the bill became law, he would be forced to fire 60 of the whites and replace us with 60 blacks. Four years after I was hired, many more young men were brought on and they wanted the right to wear their hair long, as was then the style. Coors management refused to relax their "military code" for hair and the fight was on. Many employees were dis­ ciplined, suspended and fired for re­ fusal to get haircuts. Even the older members supported the right of the young workers to wear their hair long. Many of these young members had just returned from Vietnam and were in no mood to be hassled because of their hair. After a long and bitter fight with Coors, through many grievances and complaints, the battle was won. It was a milestone for the local be­ cause it was the first real battle that had been fought by the membership since the 1957 strike. You could sense the pride that the entire membership felt when we finally won something. As the membership grew over the years and the members began to file more grievances and fight back, man­ agement changed a little but still in­ sisted on complete loyalty, on its terms. More and more at that time, Coors management used the lie detector. When a disagreement came up between a supervisor and a worker regarding a disciplinary case, management would call upon the lie detector. A supervisor suspecting one or more workers to be .v.v.v.*.v. : guilty of "horse play" would threaten or call upon the lie detector. The lie de­ tector was and is a "God" to Coors. Its use and results—although not accepted in courts—were and are law at Coors. The lie detector was well ingrained within the contract. Coors insisted upon its inclusion as part of the arbitra­ tion procedure. Under the arbitration provision Coors could require any wit­ ness to take a lie detector test; re­ fusal to do so made the testimony of that witness inadmissable. The lie detector is also contained within the contract under the title of "general provision," which states that Coors "may require any employee to submit to a lie detector test for: (1) suspected sabotage; (2) willful destruction of the employer's property, willful destruction or misappropriation of the property of the employer or other employees; (3) gross negligence. Being a shop steward, member or officer of the Brewery Workers under this contract was very frustrating. Ironically, although Coors demanded complete loyalty from every worker, it had no loyalty to the workers. Management had no hesitation in playing favorites in job assignments, shifts, disciplinary action, and so forth. In 10 years of working in the brew­ ery and three years as the business rep­ resentative-sec.-treas. for the Brewery Workers, Coors maintained the same attitude, that of the paternalistic father who knew better than anyone what was best for his employees. Once he had determined what he felt was fair, there could be no questioning of his decision. The Adolph Coors Co. believes that the only proper role of a union is to assist the company in making a profit. During negotiations in the 1960s, when — the local was extremely , weak and helpless, Coors spokesmen would taunt the union: "If you don't like our proposal, why don't you strike?" Then they would laugh, knowing full well there would be no strike. It was during the 1968 negotiations that Coors management made a statement that best defines its attitude towards workers. They said; "We buy our help, like we buy our barley.** During the 1960s Coors mailed a publication to its employees called "News in a Nutshell," a paper filled with hatred for minorities, unions and any politician that has anything td do with them. The publication gave a good example of Coors attitude and think­ ing. In 1967 the American G.I. Forum, a Mexican-American organization made up of veterans, began a boycott of Coors beer. Their reason was Coors refusal to hire minorities. Many other MexicanAmerican organizations joined the boy­ cott. Ironically, Coors was to become the number one beer among MexicanAmericans in California. Because of the company's success ir breaking unions and the failure of pre­ vious boycotts, Coors management be­ came very arrogant. When the subject of a strike or boycott came up in nego­ tiations, the Coors people would al­ ways laugh at us, dare us to strike and stated many times to "go ahead and boycott," adding that it was free adver­ tising and would increase their sales. Coors has always boasted about spend­ ing less money for advertising than any other brewery. When the union would protest in negotiations constitutional rights being taken away by regressive contract language, Coors would always reply that "you have the constitutional right not to work for Coors." The most obvious of constitutional and privacy violations is the company's use of the lie detector, and contract language that denies freedom of speech off as well as on the job, like the clause forbidding "making disparaging re­ marks about the employer or the em­ ployers products, or any words or deeds which would discourage any per­ son from drinking Coors beer." To do so is cause for "immediate discharge." We fared better in our negotiations of 1974 than at any lime in the past. We were able to obtain straight shifts for those departments voting 60 per­ cent or more in favor of them. Straight shifts had been a major goal of the local for over 10 years. We also obtained a shift differential of 4 percent and 6 percent of a member's hourly wage for working the swing and graveyard shifts respectively. We obtained a dental plan for the first time. Also, we were able to lock into writing a guarantee of one double-time paid Sunday per month" and picked up time-and-one-half for those required to work weekdays of a long weekend. At the same time, though, we were forced to accept even harsher language under the discipline and discharge sec­ tion. Coors' policies, practices and our contracts have always been geared to full production. Coors has never to my knowledge had to cut back its produc­ tion. But in 1975, when Coors decided to bust Local 888 of the Teamsters in Oakland, Ca., they were faced with another boycott of their now famous brew. This time the boycott had an effect. Coors was forced to lay off employees. And lay off they did! Over 150 workers were laid off during the year. Workers were reduced in classification, trans- • ferred from department to department and total ehaos ensued. Coors violated the contract several times each lay off, reduction and trans­ fer. Women were upset by always being laid off, transferred or redueed first because of low seniority. The reason they had low seniority was because Continued on Page 32 May 1978 / LOG / 31 �Coors: With a Lie Detector Strapped to Your Body Continued from Page 31 Coors refused to hire women until 1971. They also refused to build restroom facilities for women for two years after that. Many minorities were angered by the lay offs as well, because of their low seniority. Regardless of Coors' claims to be a fair employer, they had only begun to hire minorities to any degree in the early '70s, and only after many charges had been filed against them. Consequently, blacks, Chicanos and women had low seniority. Because of the lay olTs, some sections of the contract were used for the first time. Some of this language was to the local's benefit, and for the first time Coors felt they didn't have total con­ trol over us. Discrimination by Coors Much attention has been given to Coors discriminatory attitude towards minorities. I witnessed more discrimination against women by Coors than any other group. They were the very last to be hired, the first fired and discriminated against daily on the job. Small, frail women in many cases were required to do some of the heaviest and dirtiest work as a way for the company to fire them for being unable to do the work. Many were required to swing big heavy industrial mops for an entire shift. At first the women wouldn't com­ plain. They were on probation for six months and the union couldn't file a grievance for them until they became election that requires 75 percent of the eligible members of a bargaining unit permanent employees. Once the situa­ to vote in favor of "union shop" before tion became unbearable for these a local can legally negotiate the issue at women they were faced with either cor­ the bargaining table. recting it or quitting. They then began coming to the union for help. When this issue was initially dis­ cussed between the company and the When we protested the treatment of union, Coors said they would not call the women to the Coors personnel de­ for an election. Later that fall, during partment, we were told that, "if women contract negotiations, Coors demanded were going to be paid a man's wage, by that the local union go through the elec­ God they were going to do a man's tion. We were prepared for the double work." Many were required to move 55 cross. The preceding July the AFLgallon drums filled with broken glass. CIO assigned me to assist Local 366 Some of these barrels weighed over 200 with the "peace act" election. The key pounds. There are many men who to winning was getting the membership couldn't do that type of work, either, to the polls. but that didn't matter to Coors. There Coors worked very hard to persuade were many jobs that women could do, the membership to vote against the but never got the chance if they union shop. Bill Coors held meetings couldn't do what Coors called "a man's which he paid the employees to attend. work." In these meetings Coors would explain By 1975 and 1976 the local had de­ that a union wasn't necessary at Coors. veloped an education committee, a He sent letters to the members' homes blood-bank program, and an entertain­ encouraging them to vote against the ment committee, and the local became union. very active in politics. The election was held during Christ­ In 1976 the Colorado Supreme mas week of 1976 and the union won, Court ruled that the old Colorado La­ with 92.4 percent of those in the unit bor Peace Act of 1943 was valid. The favoring a union shop and with 96.8 Communications Workers had sued percent of the total unit voting. Mountain Bell Telephone Co., after the Management was surprised and dis­ union had negotiated an agency shop appointed with the election results. clause which Mountain Bell refused to When the local returned to the bar­ honor. gaining table it was obvious that Coors For unions in the state, the court de­ sought even more control over the cision threatened every "union shop" membership than they had in previous eontract—including ours, since, under years. Coors wanted to expand the use the long-dormant law, a union is re­ of the lie detector, strip seniority rights, quired to go through a state-conducted impose forced physical examinations, eliminate the shift differential and weaken the discrimination clause. In essence what Coors wanted was for the Brewery Workers to sign a con­ tract giving away all rights on the job and giving total and complete control to Coors. A vote was held in January, 1977 to reject the final proposal and strike, with the time to strike to be called by the negotiating committee. The results of the strike vote were 1,152 to strike and 8 abstentions. Not one member voted for the con­ tract. The negotiating committee returned to the bargaining table only to be met with a "take-it or leave-it" attitude by Coors. Then on February 7, 1977 Coors offered what they called their "last and final proposal." However, the language promised and the language proposed at the table were different. HEY! The Federal Mediation & Concilia­ tion Service was called in to no avail. On April 4, 1977, one last futile at­ tempt by the Brewery Workers was made to reach an agreement with Coors. Coors refused to budge. Strike CaUed On April 5, 1977 at 10:00 a.m. a strike was called and picket lines were placed around the giant brewery. Coors went to work immediately to break the strike. Both Bill Coors and his brother, Joe, who finances many right-wing, anti-union groups, went on television, radio and to the press to an­ nounce that the membership had bet­ ter return to work or face "permanent replacement." Because Coors is selfinsured, all medical and hospitalization coverage was cut off. Coors sent a battery of letters to the homes of strikers attacking the AFLCIO and the local union and telling workers they were being replaced. In some of these letters Coors de­ nounced the officers of Local 366 be­ cause they used "labor principles" at the bargaining table instead of helping management with the "operational problems of the brewery." Twelve days after the strike began the AFL-CIO endorsed a nation-wide boycott of Coors beer. Boycott head­ quarters were set up in Oakland and Los Angeles. Boycott teams were sent into both these areas. At the beginning of the boycott, Coors publicly scoffed at President Meany's announcement of the AFL-CIO sanctioned action. However, a few months later when Coors beer sales began to plunge, Coors stopped laughing and went to work ex­ panding his sales territory, taking full page ads to attack the brewery work­ ers, hiring a public relations firm to publish his TV and radio advertising. Many groups have had a tremendous impact in cutting Coors sales, but none are more important than the striking members of Brewery Workers Local 366 who have gone into the field to fight this most important struggle. The story of Brewery Workers Local 366 has been one of tragedy and hope. With support and assistance now, Coors workers can win a victory that will affirm their human rights and dig­ nity. As President Meany has said, "This is a boycott for human rights." It is a boycott to show Coors that the Bill of Rights doesn't stop at the plant gate. Add 2 More to the Family Are you going to stay down there on your hands and knees all your life? Get up out of the grease spills. Come to HLS. Take the FOWT course. Earn your rating. Make more money. FOWT Course starts July 10 To enroll, see your SlU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 32/ LOG / May 1978 Brother Frank Seibel says it was no surprise to him (although he says it ap­ parently was to a lot of other people) when twin daughters were born to him and his wife on Jan. 2. Weighing 5 lbs. 7 oz. and 5 lbs. 10y2 oz. respectively, are Holly on the left and Heidi on the right. The twins join their two older sisters,' Leanna (far left) who will be seven on June 20 and Heather who is four years old. Seafarer Seibel lives with his wife, Denise, and their daughters in Reynoldsville, W. Va. He joined the SlU in 1966 and sails as an AB. �Pensioner Joseph R. Hubert, 70, died of a brain tumor in the Resthaven Nurs­ ing Home, Bremer­ ton, Wash, on Mar. 6. Brother Hubert joined the SIU in the port of Seattle in 1957 and sailed as a chief electrician. He sailed 39 years. Seafarer Hubert was a veteran of the U.S. Navy. A native of Savannah, Ga., he was a resident of Port Orchard, Wash. Cremation took place in the Bleitz Crematory, Seattle. Surviving is his widow, Elizabeth. Pensioner Florian R. Kaziukewkz, 56, died of arteriosclero­ sis in the San Fran­ cisco USPHS Hos­ pital on Jan. 25. Brother Kaziukewicz joined the SIU in 1946 in the port of New York and sailed as a chief steward. He sailed 35 years. And he hit the bricks in the 1965 District Council 37 beef. Seafarer Kaziukewicz was a World War II veteran of the U.S. Army. He also upgraded at the HLS. A native of Ash­ land, Wise., he was a resident of Chi­ cago, 111. Cremation took place in the Evergreen Cemetery Crematory, Oak­ land, Calif. Surviving are his mother, Felecia of Ashland and a sister, Mrs. Aime Riley of Chicago. Pensioner Charles M. Kellogg, 77, passed away on Jan. 19. Brother Kellogg joined the SIU in 1938 in the port of New York and sailed as a bosun. He sailed 48 years. Seafarer Kellogg broke his elbow when a World War II torpedo blasted his ship, the SS Catahoula (Cuba Distillery). Born in New York, he was a resident of Aber­ deen, Wash. Surviving are a sister, Mary of Washington, D.C., and a nephew, Morgan of Stratford, Conn. Samuel J. Langham, 69, died last year. Brother Langham joined the SIU in 1940 in the port of Baltimore and sailed as an AB. He sailed 31 years, was a mem­ ber of the ISU, and helped to organize the Grand Island (La.) oil rigs. Seafarer Langham was born in Alabama and was a resident of Robertsdale, Ala. Surviving is a brother, Ernest of Pt. Clear, Ala. Pensioner Chris A. Markris, 54, died of a heart attack in the Mobile Infirmary on Jan. 18. Brother Mar­ kris joined the SIU in ^ the port of Mobile in / 1951 sailing as a ' cook. He was a vet­ eran of the U.S. Army in World War II. Seafarer Markris was born in Mobile and was a resident there. Burial was in Magnolia Cemetery, Mobile. Surviving are his parents, Mr. and Mrs. Aleck Markris; a brother, Zackarias (Jack); a sister, Mrs. Daphne Zavros, and a niece, Adrianne Markris, all of Mobile. Raymond B. Bryne died on Mar. 13. Brother Bryne last sailed on the SS Tamara Guilden (Transport Commer­ cial) in 1965. He was a resident of New Orleans. Lester E. Miles, 42, died on Dec. 1, 1977. Brother Miles joined the SIU in the port of Norfolk in 1962 and sailed as a fireman - watertender. He sailed 17 years. Seafarer Miles was a veteran of the U.S. Army in which he was a PFC auto-truck mechanic. Born in Akron, Ohio, he was a resident of Bayamon, P.R. Surviving are his wid­ ow, Julia, and his parents, Mr. and Mrs. E. L. Miles of West Richfield, Ohio. Frank Naklicki, 62, died of a heart atm, \ tack on the ST Overf 1^ seas Ulla (Maritime Overseas) while at sea on Mar. 12. Brother Naklicki joined the SIU in 1944 in the port of New York and sailed as a chief steward. He sailed 35 years and walked the picket line in the 1965 District Council 37 strike, A native of Eastford, Conn., he was a resident of New York City. Surviving are his widow, Patricia and his mother, Lena of Eastford. Eugene A. Reed, 59, died on Dec. 13, 1977. Brother Reed joined the SIU in • 1942 in the port of New Orleans and sailed as an AB. He sailed during World War II. Seafarer Reed was also a World War II veteran of the U.S. Navy. Born in Whittier, Calif., he was a resident of La Pine, Ore. Surviving is his widow, Frances. James R^an, 80, passed away on July 3, 1977. Brother Re­ gan joined the SIU in the port of Hous­ ton in 1960 and sailed as a firemanwatertender. He sailed 25 years. And he was a World War I veteran of the U.S. Navy. A native of New York City, he was a resident of New Orleans. Sur­ viving is a daughter, Johnnie Ruth of Port Arthur, Tex. WUlie Slater, Jr., 42, died on Mar. 23. Brother Slater joined the SIU in the port of Mobile in 1957 and sailed as a chief stew­ ard. He sailed 28 years. Last year he was on the Sea-Land Shoregang in San Francisco. Seafarer Slater was a veteran of the U.S. Air Force. A native of Prichard, Ala., he was a resident of Livermore, Calif. Surviving are his widow, Lydia; five sons. Van, John, Larry, Willie and Alphonse, and three daughters, Rosie, Julie and Gail. Paul J. Rehberger, 51, died on Feb. 26, 1976. Brother Rehberger joined the SIU in 1945 in the port of Buffalo, N.Y. and sailed as an AB and bosun on the East and West Coasts for 17 years. He sailed as a first mate from 1970 to 1976. Laker Rehberger was also a lyricist songwriter. Bom in Lebanon, III., he was a resident of Cypress, 111. Surviving are his widow, Rita; a daughter, Lisa, and his mother, Mrs. Ralph Rehberger of Lebanon. Charles E. Smith, 55, died of lung fail­ ure in the New Or­ leans USPHS Hos­ pital on Feb. 19. Brother Smith joined the SIU in the port of _ New York in 1961 and sailed as a QMED which he earned at Piney Point in 1976. He sailed 32 years. Seafarer Smith was a World War II veteran of the U.S. Navy. Born in Orange CityBonifay, Fla., he was a resident of Orange City. Burial was in Oakdale Cemetery, Deland, Fla. Surviving is his father, Simon of Orange City. Douglas L. Smith, Sr., 48, died of heart failure in the Balti­ more City (Md.) Hospital on Jan. 8. Brother Smith joined the SIU in the port of Baltimore in 1967 and sailed as a chief electrician and QMED. He graduated from the SIU-District 2 MEBA School, Brooklyn, N.Y. as a third assistant en­ gineer in 1969. Last year he studied welding at the HLS. He had been a rail­ road conductor and brakeman. And he was a veteran of the U.S. Army. A na­ tive of Dickerson, Md., he was a resi­ dent of Baltimore. Interment was in Westview Cemetery, Elicott City, Md. Surviving are two sons, Douglas and Daniel of New Carrollton, Md. Theodores Spanos, 52, died in February. Brother Spanos joined the SIU in the port of New York in 1970 sailing as afireman-watertender and pumpman. He sailed 24 years. Seafarer Spanos attended the School of Marine Engineering, Brooklyn, N.Y. from 1969 to 1970. From 1944 to 1949, he was in the Greek Navy. Born in Piraeus, Greece, he was a resident of New York City. Surviving are his widow, Ursula; a son, George, and a daughter, Chrisoula. Alonzo D. Sistrunk, 70, passed away last year. Brother Sistrunk joined the SIU in 1947 in the port of Baltimore and sailed as a chief steward. He sailed 46 years. Seafarer Sistrunk was a veteran of the U.S. Marine Corps in the early 1920s. Born in Mississippi, he was a resident of San Francisco. Surviving are his widow, Margrete of Covington, La.; two stepsons, William R. and Richard R. Craven; three stepdaughters, Libba S., Jennifer R. and Elizabeth Craven; a brother, O.K. Sistrunk of Jackson, Miss.; a nephew, Kenneth Sistmnk of Cleveland, Tenn., and a niece, Donna Sistrunk. Pensioner Geoige T. Sturgis, 77, died of lung failure in the Norfolk USPHS Hospital on Dec. 18, 1977. Brother Sturgis joined the Union in the port of Norfolk in 1960 and sailed as a chief engineer for McAllister Brothers from 1951 to 1965 and for the Chesapeake and Ohio Railroad from 1950 to 1951. A native of Virginia, he was a resident of Norfolk. He was a veteran of the U.S. Navy in World War I. Interment was in Forest Lawn Cemetery, Norfolk. Sur­ viving are his widow, Mary, and a son, Edward. Raymond Ruppert, 53, died on Feb. 27. Brother Ruppert joined the SIU in 1943 in the port of New York sailing as an OS and cook. He walked the picket line in the 1961 Greater N.Y. Harbor strike and in many other Union beefs. Seafarer Ruppert was a World War II veteran of the U.S. Army. Born in New York, he was a resident of Brooklyn, N.Y. Surviving arc three sisters, Mrs. Eleanor Eisner of Brooklyn, Mrs. Adelaide Mihalchik of Astoria, Queens, N.Y., and Mrs. Belle A. Elukowicz of Massapequa Park, L.I., N.Y. Pensioner Casimir Szymanski, 62, died of lung failure in Pennsylvania Hospi­ tal, Philadelphia on Feb. 23. Brother Szymanski joined the SIU in 1947 in the port of Philadelphia sailing as a chief cook. He sailed 37 years. Seafarer Szymanski was a veteran of the U.S. Army. Born in Philadelphia, he was a resident there. Surviving are his mother, Eleanor; a brother, Mat­ thew of Parkerstown, N.Y., and two sisters, Mrs. Theodora Dobozinski of South Plainfield, N.J. and Mrs. Eleanor Mills of Morrisville, Pa. Pensioner James R. ^ Williams, 61, died on •^ Mar. 17. Brother ^ ' Williams joined the SIU in the port of New Orleans in 1955 and sailed as a fireman-watertender. He sailed 29 years. Sea­ farer Williams was a World War II vet­ eran of the U.S. Air Forces. A native of Laurel, Miss., he was a resident there. Surviving are his mother, Mary; a sis­ ter, Mrs. Alatha M.W. Simmons, and a nephew, Leroy Simmons, all of Laurel. F Pensioner Leonard L. Gorden, 73, died of lung cancer on Feb. 11. Brother Gorden joined the SIU in 1944 in the port of Philadelphia and sailed as a bosun. He sailed 31 years. Seafarer Gorden was a veteran of the U.S. Army in World War II. Born in Norway, he was a resident of Slidell, La. Interment was in Forest Lawn Cemetery, Slidell. Surviving are his widow, Railda; a son, Leonard, both of Santos, Brazil, and a godchild, Gina R. Collins of Gretna, La. Pensioner Malcolm J. MacDonald, 76, passed away on Mar. 6 in Bacanal, Isle of Lewis, Scotland. Brother MacDonald retired from the SIU in 1967. He sailed 42 years. Seafarer MacDonald was a native of Scotland. Burial was in Scotland. Surviving are a brother, An­ gus of Glasgow, Scotland; two nieces, Marion MacLeod and Christiana Mac­ Donald, both of Stornoway, Scotland and a cousin, John MacDonald of North Bragar, Stornoway. May 1978 / LOG / 33 �The Mississippi River allows the biggest tows and some of the most complicated barge maneuvers on the inland waterways. Making it all look easy here is Na­ tional Marine Services' 4,300 hp. National Gafeway with ammonia barges in tow. Barging on the MississippiThis story is the fourth in a regular fea­ ture on SW-contracted towing companies. The feature is designed to provide SiV Boatmen with more knowledge of their in­ dustry^ and to give all SlU members a closer look at the job opportunities on the inland waterways. Last month an SIU crew took the National Glory and her tow of two 300-ft., 31.000-ton barges over the Chain of Rocks, a treacherous channel in the Mississippi River that hadn't been navigated in 20 years. The National Glory's crew is one of the top to bottom SIU crews that work for National Marine Service, Inc. of St. Louis, Mo. And they are among the reasons why the company president, David Wright, says, "Our greatest source of pride is in the people of National Marine. They are a thoroughly competent, resourceful and technically skilled group of people." But the National Glory's crew and their SIU brothers at National Marine are content to be known by one word—rivermen—a proud breed of boatmen who closely identify with the vast net­ work of Western Rivers that provides their live­ lihood. Like the rivermen they rely on, river companies are a unique part of the towing indu.stry. And their unique qualities are .shaped by the River it­ self. The Mississippi River system allows the big­ gest tows and demands the most complicated barge maneuvers in the industry. It is also one of the country's greatest natural resources for com­ mercial growth. Began on Lakes William Creelman, executive vice president of SIUcontracted National Marine Services and president of its transport division, is a strong supporter of the Lundeberg School. National Marine grew along with the barge in­ dustry's advances on the River, but it didn't start out there. This river company began on the Great Lakes in 1927 as Lake Tankers Corp. with a single tanker and offices in New York City. Then as now, the company's main business was transporting bulk liquids. Its tanker service ex­ panded to the Lakes, the New York State Barge Canal and the East Coast. But when the oil and chemical business started to move from the con­ centration of customers on the East Coast to the Gulf, Lake Tankers moved—and changed—along with it. Barges were added to the fleet in 1935 on the Mississippi and in 1943 on the Gulf Coast waterways. This was the period when the barge industry reclaimed and surpassed the prominence that the Mississippi River steamboats had lost to the rail­ roads in the 19th century. The introduction of the diesel-powered towboat in the 1930's enabled the transport of bulk commodities in quantities that had never been possible before on the inland waterways. And by 1939, major work was com­ pleted on the extensive system of locks and dams that tamed the Mississippi for far-reaching naviga­ tion. Lake Tankers expanded with the rebirth of river commerce and changed its name to fit its more widespread role in water transportation. Like the beaver which is the company trademark. National Marine Service went to work on the fivers and left its mark there. 17 Towboats It set up corporate headquarters in St. Louis in 1966 and today provides transport throughout 14,000 miles on the Mississippi system and the Gulf Intracoastal Waterway. The tankers have been sold, but National Marine now does the job of carrying bulk liquids with a fleet of 17 towboats and 121 barges. When the SIU organized National Marine in 1960, the company's fleet was less than half that size. The Union and the company have grown to­ gether and now serve more than 130 customers in the chemical, fertilizer and petroleum industries. The way they do it illustrates what river towing is all about. National Marine's boats range from 700 hp. to 4,300 hp. and its barges from 1,200 tons to 3,200 tons. The smaller barges measure 100 feet long by 50 feet wide and the larger are 298 feet by 54 feet. The wide size range gives the fleet the flexibility that the rivers demand. National Marine's main run from Corpus Christi, Tex. to Chicago is a good example. Since the Gulf Intracoastal Canal has a maximum width of 125 feet, the first leg of the run is limited to tows one barge wide. One of the smaller horse­ power towboats takes up to five barges on the Canal to Baton Rouge, La. Between Baton Rouge and St. Louis, the Mis­ sissippi opens up to over 1,000 feet wide at some points. A larger boat takes over at the beginning of this stretch with a typical tow of eight 20,000 ton barges, four barges wide. 34 / LOG / May 1978 J �National Marine spearheaded development of methods for transporting anhydrous ammonia, a fertilizer. Two of its ammonia barges are shown here loadinq at a fertilizer plant in Louisiana. National Marine Does the Job i i But the tow has to be broken up to pass through locks above and below St. Louis before it con­ tinues with a smaller boat up the Illinois Waterway to Chicago. Must Swap Tows What all this means is a looping series of runs in which the boats constantly swap tows and turn around to meet the next section of the run. It means complex scheduling coordinated with Na­ tional Marine di.spatchers in Houston and New Orleans. And it means rivermen capable of carry­ ing out these changing maneuvers, from the cap­ tains to the tankermen who walk the rows of barges and are directly re.sponsible for their secure connections. The Corpus Christi to Chicago run takes about 15 days. But delays at the locks above St. Louis are a major problem. Almost all of these locks on the Mississippi are too small for the large tows on the River today. Double locking, that is, breaking up the tow and going through the locks in two sections, takes about one-and-one-half hours. Moreover maintenance and repairs on the locks create even bigger back-ups. When the National Glory went over the Chain" of Rocks, she avoided a ihree-day wait on the Chain of Rocks Bypass Canal that leads into Lock 27, one of the key locks on the River near St. Louis. Trying out special ways of doing things on the rivers is nothing new for National Marine. In 1970 a National Marine boat set a record for mov­ ing the largest single shipment of anhydrous am­ monia on the inland waterways—eight 20,000 ton barges of this fertilizer. The company also introduced the first double skin, all aluminum tank barge for nitrogen fer­ tilizers, acids and other chemical cargoes. In the 1940's it designed the first retractable pilot house used on the New York State Barge Canal. More recently it designed the first controllable pitch propellers on a towboat. Keeping pace with technological advances in the industry is as much of a challenge for rivermen as the River itself. And William Creelman, execu­ tive vice-president of National Marine, and presi­ dent of its transport division, believes that the Harry Lundeberg School is the way to meet this challenge. Company policy is to hire only tankermen who have trained at the School, he explained. Six steersmen recently went to work for the company after getting their towboat operator licenses at the School. They can expect to move up to pilot with­ in six months, Creelman said. Moreover, National Marine encourages its long term pilots and cap­ tains to go to the School for refresher courses. Capt. Irvin Gros, a former National Marine cap­ tain, is now the boat handling instructor for the HLS Inland Training Program. National Marine has good reason to plan for the future. Although it is over half a century old, it hasn't stopped growing. Fourteen new barges are on order and long range plans will create even greater expansion. Creelman explained that the company hopes to enter ocean and coastwise barging which is ex­ panding rapidly in National Marine's old home, the East Coast. "We see our absence from the Lakes and the East Coast as strictly temporary," he said. "We'll be back." ' m v>i-- ; fV ...... I 0 • *I idfi •• • The National Voyager \s one of 17 towboats in National Marine's fleet. All are manned top to bottom by the SlU. The company has 121 barges that carry a wide range of bulk liquids, including oil, chemicals, and fertilizer. May 1978 / LOG / 35 �i HLS UPGRADING CLASS SCHEDULE 1978 Belotc is complete list of all upgrading courses, and their starting dates, that are available for Sill members in 1978. These include courses for deep sea,.Great Lakes and inland waters. Sill members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log tvill try to keep you abreast of these changes. For further information regarding the courses offered at the Lundeberg School, members should contact their local SW representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 I LNG QMED June 26 July 24 August 21 September 18 October 16 November 13 December 11 Towboat Operator Western Rivers August 7 Towboat Operator Inland & Oceans August 28 Mate & Master September 25 Chief Steward (maximum 1 student per class) June 26 July 24 August 21 September 18 October 16 November 13 December 11 Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 October 2 FOWT July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 Maintenance of Shipboard Refrigeration Systems June 2 Diesel Engineer July 31 Welding June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 he f. Assistant Cook Special Programs to be Set Up Upon Request /•V n Lifeboat and Tankerman Able Seaman June 12 July 10 August 17 September 18 November 13 Quartermaster October 16 36 / LOG / May 1978 June 8 June 22 July 6 July 20 August 3 August 17 August 31 September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 �A Few Hundred More Meals^ He'll Be a Chief Steward Training at the Lundeberg School means the diflFerence between a promis­ ing career and just another job. Sea­ farer Chris Hagerty has a career that began at HLS two years ago and is still progressing. He is 24-years-old and works as a chief cook out of the port of Houston. In 1976, Brother Hagerty attended the basic vocational program at the Lundeberg School. While in this pro­ gram he enrolled in the Third Cook Program. He said, "I learned the basics of cooking while in the program. It has improved so much since that time. The actual work experience helps the stu­ dents to learn by doing. And I'm sure that the program will keep on improv­ ing." After graduating from Class No. 199 at HLS, Seafarer Hagerty's first job was on the USNS Potomac. "I stayed on this vessel for seven months," he said. Brother Hagerty then returned to HLS for his cook and baker endorse­ ment. He said, "the baker program was really great. I enjoyed myself and learned a lot. The baker course is one of the best at HLS in the steward de­ partment." With the knowledge he gained from this program. Brother Hagerty got his first baker's job. "I had no problem," said Chris. After working for a while, he re­ turned to HLS for the LNG Course and was a member of the first crew aboard the LNG Aquarius. He said, "I liked the LNG vessel and I learned a lot while aboard her. I worked under two very good stewards and the equipment in the galley was quite modern." SlU VP Gets Randolph Award Chris Hagerty SIU Gulf Area Vice President Lindsey J. Williams (2nd right) receives the New Orleans A. Philip Randolph Institute Award recently at a testimonial banquet in his honor. The award was for his contributions to maritime labor, to educa­ tion, and to politics. At the presentation were (I. to r.): Lena Craig Stewart, banquet chairwoman; Louisiana Rep. Johnny Jackson, Jr., and Willie H. Mont­ gomery, staff representative of the AFL-CIO. Also at the dinner was Congresswoman Lindy Boggs (D-La). Among the Institute's goals are voter registration arid political participation in the black community. KNOW YOUR RIGHTS Notke to Members On Job Call ProteJure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions^ Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All-trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various tnrst funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. 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 employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board, CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU Brother Hagerty felt comfortable work­ ing on the LNG Aquarius. "Actually I got more sleep on the LNG vessel than I did on a tanker because I felt it was safe. The LNG vessels are not the big hazard that everyone is saying that they are," he commented. Recently, Seafarer Hagerty com­ pleted the Chief Cook Program at the Lundeberg School. "In this program I learned how to prepare main dishes. I had actual experience in the HLS gal­ leys and commissary," he said. Improving his education and being a member of the SIU are two very im­ portant things in Seafarer Hagerty's life. After completing the Chief Cook Course, he attended the "A" Seniority Upgrading Class. He has plans of at­ tending the Welding Course in May to have as he said, "a basic knowledge of welding so that I can do minor repairs." As soon as he gets the required seatime. Brother Hagerty wants to return to HLS for chief steward. Hagerty regards HLS as a key factor in his career growth. In the two years since he completed the basic vocational program, he has advanced steadily as a professional Seafarer. "The Lundeberg School is a great place. It provides a way to get started in the industry and is a great way to get ahead." • clinic card • seaman's papers INLAND 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 feci 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. iHiiniifliiiniiiiiiiniiiiiiifliiiiiiiiiiii[iiiiiijiiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiijiH^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given-such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member 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 Union 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 maritime workers, the preservatitm and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member 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 Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.11232. May 1978/ LOG / 37 �fri Greg Hamilton I. f Seafarer Greg Hamilton, 22, is a 1972 trainee grad­ uate of the Harry Lundeberg School (HLS) Finey Point, Md. He upgraded to AB there this year. U pgrader Hamilton has his firefighting, lifeboat, and cardio-pulmo­ nary resuscitation tickets. Born in Cali­ fornia, he is a resident there and ships out of the port of San Francisco. DON'T UPGRADE AT HLS, IT WON'T MAKE ANY DIFFERENCE. Robert Ivanauskas Bruce Swisher Seafarer Bruce Swisher, 22, grad­ uated from HLS in 1975. In 1976, he upgraded to fire­ man - watertender there and to QMED this year. He has all his tickets for firefighting, lifeboat, and cardio-pulmonary resuscitation. Born in Seattle, he is a re.sident there, and ships out of that port. Seafarer Robert Ivanauskas, 24, graduated from the HLS in 1973.He up­ graded to firemanwatertender there in 1976 and to QMED in 1978. Upgrader Ivanaus­ kas has the firefight­ ing, lifeboat, and cardio-pulmonary re­ suscitation tickets. He was born in Havre de Grace, Md., lives in Bel Air, Md., and .ships out of the port of New York. Chris Hagerty Glenn Bumpus Seafarer Chris Hagerty, 24, is a 1976 grad of the HLS. He upgraded to cook and baker in 1977 and to chief cook in 1978. Upgrader Hagerty has firefighting, life­ boat, and cardio­ pulmonary resuscitation tickets. A na­ tive of Denver, Colo., he resides and ships out of the port of Houston. Seafarer Glenn Bumpus, 23, is a 1973 HLS grad. This year he up­ graded to QMED there. He has earned his firefighting and lifeboat tickets. Up­ grader Bumpus was born in Seagraves, Tex., resides in Galveston, and .ships out of the port of Houston. Dougal Young Seafarer Dougal Young, 22, grad­ uated from the Lundeberg School in 1974. Last year he upgraded to AB at the School. He holds firefighting and lifeboat tickets. Upgrader Young is a native of Sacramento, Calif. He re­ sides and ships out of the port of San Francisco. John Dierenfeld Seafarer lohn Dierenfeld, 22, up­ graded to AB at the HLS this year. He graduated from the School in 1975. Upgrader Dieren­ feld has his fire­ fighting, lifeboat, and cardio-pidmonary resuscitation tickets. Born in Iowa, he lives in the port of New Orleans and ships out from there. 38/ LOG / May 1978 Kevin Cooper Seafarer Kevin Cooper, 26, com­ pleted the HLS Trainee Program in 1969. He's been sailing as a firemanwatertender since he finished the up­ grading course at Piney Point in 1972. Upgrader Cooper has got his lifeboat, cardio-pulmonary resuscitation, and firefighting tickets. He was born in New York City, re.sides in San Diego, Calif, and ships out of the port of Wilming­ ton. UNTIL YOU OPEN YOUR WALLET. It's this simple—an AB earns more than an Ordinary. Getting your AB ticket is almost as simple. Come to HLS and take the AB course, it starts on July 10. To enroll, see your SlU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 Ogden Willamette Committee Bob Laube Seafarer Bob Laube, 27, has been riding with the SlU since he graduated from the HLS in 1974. He returned to the School in 1977 to upgrade to fireman - watertender. He has the cardio-pulmonary resuscitation, fire­ fighting, and lifeboat tickets. Upgrader Laube is a native of Long Beach, Calif., lives in Newport Beach, Calif., and ships out of the ports of San Francisco and Wilmington. Listening to Chief Steward E. C. Cooper (far left) secretary-reporter of the ST Ogden Willamette (Ogden Marine) tell a sea story is the Ship's Committee of (I. to r.): Engine Delegate G. "Fuzzy" Brannan; Deck Delegate S. Parr; Steward Delegate Juan Gonzales, and Bosun J. R. Broadus, ship's chairman. The tanker paid off on Apr. 14 at Stapleton Anchorage, S.I.. N.Y. �t- » Donated $100 or More To SDAD Since Beginning' of 1978 The following SW members and other concerned individuals, 292 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Eight who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, one has contributed $300, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. Adams, W. Demetrios, J. Spencer, G. Raines, R. Adamson, R. Dengate, H. Stalgy, R. Randazza, L. Air, R. Di Domenico, J. Stearns, B. Ratcliffe, C. Diaz, R. Alcarin, G. Stravers, L. Reck, L. Hurley, M. Diercks, J. Algina, J. Newberry, H. Olson, F. Perez, J. Sucntic, S. Regan, F. Allen, E. Huss, P. Nihom,W. DiGiorgio, J. Paczkowski, S. Petak, P. Surrick, R. Reinosa, J. Novak, A. Doak, W. lovino, L. Allen, J. Pagano, J. Phillips, R. Swain, C. Reza, O. Oldakowski, E. Dobbins, D. Ipsen, L. Amat, K. Papuchis, S. Poer, G. Tanner, C. Richoux, J. Olds, T. Jacobs, R. Dolan, J. Ammann, W. Passapera, F. Pretare, G. Taylor, F. Roades, O. Olivera,W. Donnelly, M. Johnson, R. Anderson, D. Paulovich, J. Prevas, P. Terpe, K. Roberts, J. Jolley, R. Donovan, P. Anderson, E. Pelfrey, M. Thaxton, A. Rodriguez, R. Jones, C. Antlci, M. Domes, R. Thomas, F. Rondo, C. Jones, R. Drozak, F. Antone, F. Thomas, J. Royal, F. Kastina, T. Dryden, J. Appleby, D. Thorbjorsen, S. Rung, J. $600 Honor Roll Kenny, L. Ducote, C. Aronica, A. Tilley,J. Ryan, T. Dudley, K. Kirby,M. Atkinson, D. Sacco, M. Todd, R. Pomerlane, R. Dwyer, J. Kitchens, B. Aumiller, R. Sacco,J. Troy, S. Kizzire, C. Dyer, A. Babkowski, T. Salazar, H. Turner, B. Eschukor, W. Knoff, J. $500 Honor Roll Barnes, D. M. Sanchez, Uusciato, J. Evans, J. Bauer, C. Koflowich, W. SanFillippo, J. Vanvoorhees, C. Antich, J. Fagan, W. Beeching, M. Kowalski, A. San Fillippo, J. Velandra, D. Faitz, F. Bellinger, W. Kramer, M. Sapp, C. Vclez, R. $300 Honor Roll Fanning, R. Krittiansen, J. Berglond, B. Schabland, J. Vukmir, G. Fay, J. Lance, W. Bjornsson, A. Walker, T. Schatz, G. Chartier, W. Fergus, S. Lankford, J. Blackwell, J. Scheard, H. Ward, M. Fgi'sliee, R. Larkin, J. Schwartz, A. Bluitt, J. Webb, J. Filer, W. $200 Honor Roll Lee,K. Bluitt, T. Schwarz, R. Whifmer, A. Firtb, R. Bobalek, W. Leionek, L. Seagord, E. Wilhclmsen, B. Ahmed, F, Fletcher, B, Bonser, L. Lesnansky, A. Selzer, R. Williams, L. Bernstein, A. Florous, C. Bourgois, M. Lewin, A. Selzer, S. Wilson, C. Ellis, P. Foley, P. Boyne, D. Lewis, J. Shaw, L. Wolf, P. Hagerty, C. Frank, S. Brady, J. Libby, H. Siglcr, M. Wood, C. Kcragood, M. Frazier, J. Brand, H. Lindsey, H. Smith, B. Wright, A. Lombardo, J. Frounfelter, D. Brown, G. Lively, H. Smith, L. Wright, F. McCullough, L. Fuller, E. Brown, I. Loleas, P. Somerville, G. Wydra, R. Pow, J. Brown, I. Fuller, G. Long, L. Soresi, T. Yarmola, J. Furukawa, H. Bryant, N. Lunsford, J. Spady, J. Zai, C. Gallagher, L. Buccl, P. Macmberg, D. Speller, J. Zeloy, J. Gard, C. Buffinton, O. Malesskey, G. Gavin, J. Butcb, R. Mandene, S. George, J. Campbell, A. Mann, C. Gimbert, R. Csirr, J. Mann, J. Glenn, J. Carroil, J. Marchaj, R. SEAFARERS POLITICAL ACTIVIH DONATION Cavalcanti, R. Glenn, J., Jr. Martin, T. (SPAD) Cberup, N. Glidewell, T. MatbU, M. 675 FOURTH AVENUE BROOKLYN, N.Y. 11233 Cinquemano, A. Gobrukouieb, S. McCarthy, L. S.S. No.. Coffey, J. McNeely, J. Graham, E. ColierIII,J. McCartney, G. Grepo, P. Contributor's Name, .Book No.. Comstock, P. McCorvey, D. Grima, U. Address. Conklln, K. McElroy, E. Guillen, A. Cookmans, R. McKay, M. Hager, B. City .Zip Code .State. McKay, R. Corder, J. HaU, P. I acknowledge and understand that SPAD Is a separate segregated fund established and administered McKay, R. Costa, F. HalI,W. by my Union to engage In political activities and to make contributions and expenditures for candidates Costango, J. Meacbam, H. Hamblet, A. 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 Meffert, R. Hamilton, G. Costango, G. tarily determine and I herewith contribute the sum of $ . This contribution constitutes my Mollard, C. Craig, J. Hant, K. 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 Crocco,G. Harris, W. Mongelli, F. the Federal Election Commission. Washington, D.C. Curtis, T, Hauf, M. Moore, J. Dallas, C. Morris, W. Haykes, F. Signature of Solicitor Port Dalman, G. Morrison, J. Heacox, E. Solicitor's No. $ Davis, J. Mull, C. Heniken, E. Debarrios, M. Murray, R. Higgins, J. DeChamp, A. Myers, H. Home, H. Delea, G. Houlihan, M. Nash,W. Del Moral, A. Hunter, W, Nelson, D. SPAD Honor Roll 1978 May 1978 / LOG / 39 �The educational opportunities at HLS for Seafarers are now better than ever. Our school has estab­ lished a new cooperative program with near-by Charles County Com­ munity College, Through this pro­ gram, every graduate of a course at HLS earns college credit for that course. This means that we can now earn college credits for the courses we take at HLS in two different ways. First of all, we can use the credits recommended by the American Council on Education at the school of our choice (see the December, 1977 Log for more information on this). And secondly, when we satis­ factorily complete a course at HLS, we receive credits toward an Associate Degree at Charles County Community College. Sea­ farers who want to could complete a certain number of courses at HLS and then attend college for sub­ jects like higher-level English and Math. We could receive an Associ­ ate Degree from the college, and the credits we got at HLS would count toward that degree just like the credits we earned right on the college campus. So, the SlU's belief in education is really paying off for all of us. American Seafarers have long been among the best trained maritime workers in the world. Now, through the efforts of the educators at HLS who believe in us so much, we are going to get the recognition we de- Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO X8S^"MAY 1978 learning operated for the benefit of to grow to meet our needs, we can serve as professional seafarers. seafarers—a place where we can Our educational programs at HLS look forward to the day when HLS earn an Associate Degree in the have grown and developed to meet itself will become a degree-granting art and the science of Seafaring. our needs. What we needed was institution—an institution of higher very technical courses that trained us—from the beginning jobs right to the very top—in the skills we needed to handle automated en­ gine rooms and cargo systems, LNG, radar, celestial navigation, portion-control galleys, and many, many other advances in the Ameri­ can maritime industries. The days when we simply tied knots or read gauges are long gone —now we're trained, skilled pro­ fessionals. This new opportunity for college credits recognizes our growth from "Jack Tar" of the old days to the professional seafarers we are today. And, as our union has always be­ lieved, tomorrow is also a day. The progress we have made at our school creates new goals for us as well as new opportunities. As we The new college credit program at HLS Is offered in cooperation with continue to grow as professional Charles County Community College. Seafarers can use the credits they seafarers, and our school continues earn at HLS to fulfill part of the requirements for an Associate Degree. HLS Has College Credits for Seafarers Graduates of the basic vocational courses at HLS earn college credits for these courses in much the same way as college freshmen earn credits for their first-year, introductory courses. Important Facts for You The advanced, technical nature of seafaring skills today certainly requires educational programs that equal college-level professional courses. For this reason, graduates of every upgrading course at HLS earn credits when thev satisfactorily complete the course. mm- • ALL the vocational courses at HLS—basic, advanced and up­ grading—carry college credit. SOME of the academic courses also carry credit. • if you took a course at HLS a few years ago, you may be eligible for college credits—your eligibility depends on the date you took the course. • Students who are attending HLS now, or who take courses at HLS in the future, pay no fees or charges—HLS pays all the costs for registration and credits. • To get credits for courses taken at HLS in the past, Charles County Community College charges a small fee which the student must pay. Find Out About The New College Credits Available at HLS When a seafarer enrolls In a course at HLS, he registers for the Charles County Community College credits at the same time. The Registrar, Mrs. Susie Stedman, assists every student in completing the registration. X. The Lundeberg School has a complete list of all the courses that carry credit and the beginning date of credit for each course. The school also has the forms needed to register and a complete ex­ planation of all fees. To get this information—and any other help you may need—^just contact: Mrs. Susie Stedman, Registrar CCCO Harry Lundeberg School Piney Point, Maryland 20674 � 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 May 1978 Description An account of the resource HEADLINES CARTER SIGNS PRIVATE DREDGING LEGISLATION INTO LAW SIU, AGLIWD APPROVES MERGER WITH MC&S HOUSE OKAYS MARITIME SUBSIDY ACT 326-81 FOR 1979 SENTATE PASSES INLAND USER CHARGES, L & D 26 GREEN TICKET AB ENDORSEMENT UNION HELPS CLEAR UP PHS PAYMENT SNAFU HALL CALLS U.S. FREE TRADE ‘OUTDATED AND UNREALISTIC’ MURPHY, BLACKWELL, DASCHBACH SAYS U.S. MUST BOLSTER MARITIME GREAT LAKES COLA NAVY LEAGUE: BEEF UP U.S. MARITIME MTD CHARTERS NEW PORT COUNCIL IN JACKSONVILLE DELTA’S CLARK NAMED THE N.O. DOCK BOARD HOUSE BILL WOULD PROMOTE U.S. INDUSTRY, PROTECTS JOBS OF U.S. MARITIME WORKERS SENATE MOVES TO PROTECT U.S. MARITIME INTERESTS SENATE ADOPTS USER CHARGE, DOMENICI BILL IS DEFEATED COAST GUARD CHIDED FOR LAX SAFETY OVERSIGHT NEW TOWBOAT JOE BOBZIEN NEW SIU CONTRACTED TANKER, BROOKS RANGE NAVAL ARCHITECT GIVES REACTION TO BOOK ABOUT LNG SIU EFFORTS WIN DEMAND FOR U.S. SHIPS IN OVERSEAS MAIL POLLUTION CONTROL REGULATIONS PUBLISHED IN FEDERAL REGISTER LAKERS READY FOR SUMMER SHIPPING ANOTHER FREEZING WINTER THAWS OUT- AND THE GREAT LAKES FLEET FITS OUT IOWA BEEF BOYCOTT, 14 MONTH STRIKE ENDS MINING SHIPS SHOULD BE U.S.-BUILT, MANNED OCEAN MINING- A NEW INDUSTRY: BUT WILL U.S. WORKERS BENEFIT FROM IT? SENATE PASSES INLAND USER CHARGES, L & D 26 WORKING FOR COORS WITH A LIE DETECTOR STRAPPED TO YOUR BODY BARGING ON THE MISSISSIPPI NATIONAL MARINE DOES THE JOB 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 5/1/1978 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. 40, No. 5 1978 Periodicals Seafarers Log