http://seafarerslog.org/archives/files/original/e94afd94b656f200b7d039666fc2d0b7.PDF 69aa1159f98516e0dcc9b5dace9929f4 PDF Text Text •f Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO a;i OCTOBER ? 1978 M/V Buffalo Newest Addition to SlU's Great Lakes Fleet See Page 16 o - fl ^4 CID- CJD a;i T.I. Accuses MijCigskeY of Con£!M;t^f Interest See Pages 72-13 SIU Members Win AOf<^$ Bravery Awards See Pages 28-29 faey^ USPHS Hospitart dpehfTfn NilfTO *• 'i. ti -t-:| • :> •; ;?77?r:'--vff' -' Pages 20-2 7 - V r»* f . t East Coast Shipdocking Pacts Settled •'" ':-i See Page 3 V 1 -ia.i ' f �SlUNA Kicks Off 1978 Convention in Nation's Capital formulate policies and programs • Improving the transportation that impact on the diverse SlUNA ' systems of the Great Lakes and membership. inland waterways, and; More than 300 delegates to the The SlUNA has grown over the • Expanding job opportunities Seafarers International Union of years to a federation that now North America's 1978 Triennial for all U.S. workers through realistic represents more than 100,000 work­ Convention convened in the nation's government trade policies. ers in the U S., Canada, Puerto Rico Capital on Oct. 16 to review the The SI UNA'S conventions, held and the Virgin Islands. Members International's progress over the last every three years, provide an oppor­ include deep sea sailors, inland three years and to map out legisla­ tunity for representatives from the boatmen, shipyard and harbor tive, political and organizing strate­ International's affiliated unions to gies for the future. SlUNA President Paul Hall, convention chairman, told the representatives of 28-SIUNA affili­ Maritime Commission to alter or Acting to keep the cargoes of the U.S. ated unions in the opening day suspend shipping rates which fall too far merchant fleet from being pirated away session that the Convention's goal is below conference rates in a given trade. by the selective rate-slashing tactics of to develop a policy which will The bill gives U.S. shipping concerns the Soviet Union, the Senate voted to what Senate Commerce Committee counter the growing presence of the pass the Ocean Shipping Act of 1978 Chairman Howard Cannon (D-Nev.) before the 95th Congress adjourned this Soviet fleet in ocean commerce. called "an even break" in bidding for month. "Russian-flag vessels are daily prime cargoes. increasing their penetration of U.S. Up until now, there has been no law A t Presstime: shipping," Hall warned. "The time restricting the Russian's selective ratePresident Carter has signed this has come when positive steps must slashing which has left them free to offer important bill into law. The SIU be taken to assure the United States cut-rate prices for cargoes they want, applauds the President's actions to of a viable commercial ocean fleet leaving less desirable trade to other halt the unfair competitive edge the available to this nation in peace as operators. Russian fleet has held over the U.S. well as in national emergency." Through anti-competitive rate-cut­ merchant marine through selective Delegates to the four-day Con­ ting, the Soviet fleet has succeeded in rate slashing. vention will be participating in winning ever-increasing shares of workshops and listening to ad­ Passed earlier this year by the House cargoes traditionally carried on U.S.dresses from AFL-CIO President of Representatives as the Controlled flag vessels. Between 1971 and 1976 Carrier Bill, with the strong backing of alone, Russian participation in U.S. George Meany, Congressman John maritime labor and industry, the liner ocean borne foreign trade jumped Murphy, and other labor and legislation was sent to President Carter from 160,000 tons, representing $38 government representatives on the million, to 1,434,000 tons valued at $1.7 who is expected to sign it. issue of the Soviet lleet and other Both the House and Senate versions billion. prime maritime concerns, including: Undercutting U.S. operators' bids for of the bill are designed to halt Soviet • Development of resources in key commodities in the Atlantic and penetration of the U.S. liner trades the deep seabed and on the U.S. Pacific trade routes by anywhere from which has increased dramatically since outer continental shelf; American ports were re-opened to the 10 to 40 percent, the Russians have been • Possibilities for expanding the able to capture a larger portion of U.S. Russians in 1971. cargoes than the American fleet now The bill empowers the Federal liquified natural gas industry; Af Presstime workers, fishermen and a broad cross-section of industrial workers. As the membership of the Interna­ tional grows, the support it extends to each affiliated union through backing on the picketline and at the bargaining table, through aid in organizing drives and through fighting on the political battlefield, grows with it. Congress Puts Leash on Russian Rate Slashing Paul Hall rpi U SIU Is Respected in Washington SIU members throughout the country have shown year after year that they are among the most politically active,unionists in the entire Ameri­ can labor movement. Not only do SIU members participate to the fullest in the Union's political action programs through voluntary donations to SPAD. But every year, scores of SIU members volunteer their time to participate in important Congressional campaigns by driving sound cars, handing out literature and more. Both donating to the Union's political fund and actually going out there and working in a campaign are two crucial aspects of the SIU's overall political program. First and foremost, our contributions to SPAD are used to support those candidates who have shown that they believe in the necessity of a strong U.S.-flag merchant fleet for America. Secondly, the time SIU members donate to an actual campaign shows the candidates we support that the SIU is truly concerned not only about them as individuals, but about who will be making laws that have such a big impact on our industry. Believe me, brothers, the work the SI U does in support of candidates is greatly appreciated by our friends and, at the very least, admired by our political opponents. But there is another critical aspect of the American political system that is taken far too lightly by millions of otherwise conscientious citizens— and that is voting. Many people—especially those who live in big cities or heavily populated areas—feel that their one vote will make no difference to the, ; outcome of an election. moves and they have built their fleet from relative insignificance to one of the largest in the world. The Soviets have been able to offer cargo transport at such cut-rate levels because their economic system, unlike the American economy, is not based on competition and profit. U.S. carriers need to make profits to restore and operate their ships. The Russian fleet, supported to an un­ limited extent by the Soviet govern­ ment, does not need to make a profit to survive. The Russians have pursued the U.S. liner trades to pick up political and military influence in the West, not to make money. By restricting Soviet rate slashing, the Ocean Shipping Act will protect the jobs of American seamen and the U.S. free market economy by putting the Ameri­ can flag fleet on a competitive footing with the Russians. Failure to pass the bill would have given a green light to the Russian's unfair bidding practices, while the U.S. merchant fleet moved, in the words of Transportation Institute President Herb Brand, "another step in the direction of suicide or self-destruction." This just simply isn't true. Every year there are many borderline elections when as few as 10 to 20 votes make the difference. You never know, those 10 or 20 votes could very well be the difference between a pro-maritime candidate going to Congress or a candidate being elected that couldn't care less whether the U.S. merchant fleet sinks or swims. Many SIU members, of course, are at sea when Election Day rolls around. In this case, absentee ballots should be submitted. It could make a difference. Right now, the SIU, and for that matter, the entire U.S. maritime industry is at a tremendously important crossroads. For so many years, U.S. maritime had been in desperate condition, and year after year the fleet continued to shrink. However, the political work that we have done over the years has finally begun to turn our industry around. And as a result, it is slowly beginning to move forward. One of the big reasons the industry is lookingup is that the SIU, among other things, has worked hard to insure that American maritime workers become a part of all new developments in the maritime industry. For instance, along with the AFL-CIO and the AFL-CIO Maritime Trades Department, we were recently successful in assuring that drilling work on the U.S. Outer Continental Shelf would be done by American workers. With this same support, we will be successful in the next Congress in reserving ocean mining jobs for American workers on American-flag mining ships. The future for us and our industry is wide open. Through our work, we have gained many political allies, while at the same time making some enemies. At the same time, we have gained the respect of Congress to the point where even if a legislator disagrees with us at least he listens to our viewpoint. But unless we stay in there punching day after day, month after month in every aspect of the American political system it won't be long before we lose that respect and the shrinking process begins all over again. To do this, of course, SIU members must continue their traditional support of SPAD. SIU officials and the SIU's legislative team in Washington, D.C. must continue the grass roots political work of insuring that Congress knows our position on all issues concerning maritime. And we must all get out there and vote on Election Day for the candidates we believe will help us in office. By continuing to do these things, we will be in a position to decide our own future instead of someone deciding it for us. In other words, it's up to us to get the job done because no one is about to do.it for us. Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf Lakes and Inland Waters District. AFL-CIO. 675 Fourth Ave Brooklvn N Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No, 10, October 1978. (ISSN #0160-2047) 2 / LOG / October 1978 �tt SlU Wraps Up East Coast Shipdocking Pacts SIU Boatmen in three ports have ratified new contracts with the major shipdocking companies on the Atlantic Coast. The new three year agreements are effective Oct. 1, 1978 and cover about 200 Boatmen in Philadelphia and 125 each in Baltimore and Norfolk. In each port the licensed and unli­ censed Boatmen achieved substantial wage gains and reached new highs in pension and welfare coverage. Negotiated separately by port, the agreements were wrapped up with Curtis Bay Towing, McAllister Brothers, Taylor and Anderson, and Independent Towing in Philadelphia; Curtis Bay Towing and Baker-Whiteley Towing in Baltimore, and Curtis Bay Towing and McAllister Brothers in Norfolk. Boatmen from all of these companies paved the way for the success of their new contracts by attending a series of Inland Educational Conferences held by the Union during the past year. Dif­ ferent groups from all ports met in three special shipdocking sessions at the Harry Lundeberg School between November, 1977 and January, 1978. Working with each other and with SIU officials, these Boatmen were able to share ideas at the week long conferences and afterwards bring them back to other rank and file members in their home ports. This flow of communication laid the groundwork for the negotiating com­ mittees in all three ports. It enabled them to build solid contracts, incor­ porating both individual port needs and overall goals for Union Boatmen. For example, work rule changes differ in the new contracts to meet different conditions in each port. But the new pension, welfare and vacation benefits are the same in the agreements worked out for each port because they meet common goals. As a result of the new shipdocking contracts, the monthly pension benefit for eligible Boatmen makes a SlOOJump from $340 to $440 a month. Moreover, Boatmen now can receive pension benefits at age 55 if they have 20 years employment time. This is known as the Early Normal Pension. It is now available along with the two benefits already provided by the Seafarers Pension Plan, namely the: • Regular Normal Pension— Employment Time: 15 years Age: 62 • Disability Pension— Employment Time: 12 years Any Age, plus a disability award from the Social Security Admin-, istration The $100 increase in the monthly payment applies to all three types of pension benefits. But the Early Normal Pension makes even higher benefits possible. These are provided through two additional benefits which were negotiated as a result of the shipdocking contracts. They are the Early Normal Pension Increments and the Special Pension Supplement Programs. Boat­ men must fulfill the Early Normal Pension requirements, 20 years employ­ ment time at age 55 to be eligible for both of these programs. Under the Increments Program, a Boatman can now get an additional $25 on top of his monthly pension benefit for every additional full year (365 days) that he works after he qualifies for an Early Normal Pension. The maximum is seven increments, which adds up to a monthly pension benefit of $615. The Special Pension Supplement is another opportunity to receive higher benefits. Once a Boatman qualifies for an Early Normal Pension, he can get one additional full year of pension benefits (12 times the monthly benefit payment) in a lump sum payment if he works two more full years (730 days) before he retires. For example, two more years employ­ ment would add $50 (or two $25 increments) on to the Boatman's monthly pension benefit, bringing it up to $490. A full year of benefits at this rate would give him a lump sum bonus (or Special Pension Supplement) of $5,880. If a Boatman achieved all seven increments (or a $615 a month pension), then he would receive a lump sum pension supplement of $7,380 when he retires. Welfare Benefits The most important new welfare benefit is a program of Major Medical coverage for dependents of Boatmen. This new program takes over where the basic Plan leaves off. It pays up to 80 percent of any charges remaining after the benefits provided by the basic Plan are paid. For example, if a member's de­ pendent receives an $800 surgery bill and the basic Plan pays $600 of the charges, then, 80 percent of the remain­ ing $200 (or $160) will be picked up in hospital. The Union Negotiating Committee from the port of Baltimore included Port Agent George Costango, SIU rep Bob Pomerlane and eight rank-and-file members from Curtis Bay and Baker-Whitely Towing. The Committee members, from the left, are: SIU rep Pomerlane, Manny Alvarez, Fran Lukowski, David Gates, Port Agent Costango, Preston Bryant, Alexander Borawick, Leon Mach, Sr., Herman Mooney and Dick Moore. Log Wins Top Honors in Labor Press Contest For the third time in four years, the Log has won top honors in overall journalistic excellence in the interna­ tional Labor Press Association Jour­ nalistic Awards Contest. The Log competes annually in this contest against all other international union papers of less than 100,000 circulation. In presenting the award, ILPA Judges Legislative News McCloskey Accused Pages 12-13 Ocean Mining Page 5 Russian Rate Bill Page 2 SIU in Washington ... Pages 9-10 Union News New USPHS Hospital Pages 20-21 Register & Vote Back Page President's Report Page 2 Headquarters Notes Page 7 M/V Buffalo Page 16 Brotherhood in Action ... Page 28 At Sea-Ashore Page 17 SPAD Checkoff :Page 11 Shipdocking Pacts' .... . .. Page 3 coverage provided by the new Major Medical program. Boatmen also have additional finan­ cial security for their families through a tremendous increase in the death benefit. The maximum coverage of $5,000 previously provided has jumped to $20,000 for active Boatmen. The new Death Benefit and the employment requirements for receiving it are as follows: • $5,000—125 days employment in the previous calendar year, and 1 day employment in the 6 month period immediately preceding date of death. • $10,000-125 days employment in each of the 3 consecutive previous calendar years, and I day in the six month period immediately preceding date of death. • $12,500—125 days in each of the 4 consecutive previous calendar years, and one day in the previous six months. • $15,000 -125 days in each of the 5 consecutive previous calendar years, and 1 day in the previous six months. • $I7,5(H)—125 days in each of the 6 consecutive previous calendar years, and 1 day in the previous six months. • $20,000—125 days employment in each of the 7 consecutive previous calendar years, and 1 day in the six monih period immediately preceding date of death. Boatmen's dependents also have the following expanded welfare benefits: • Hospital Extras: The Plan will pay all reasonable charges made by the hospital in addition to room and board for a maximum of 90 days per confine­ ment. This is an increase from 60 days confinement under the old schedule. • Emergency Treatment: The Plan will now cover emergency treatment received in a doctor's office as well as paying for such treatment received in a called the Log, "an exciting, compre­ hensive 40-page newspaper that draws its readers inside with lively front pages featuring ships and shipboard activities. It gives seamen aboard ships a wealth of information about their industry, wellillustrated with photos and graphics. Coverage of maritime affairs in Con­ gress is thorough." INDEX Great Lakes Picture Inland Lines SPAD Honor Roll SlUNA Convention Page 8 Page 6 Pages 38-39 Page 2 General News National unemployment.. Page 23 Edmund Fitzgerald Hearings Page 27 Ship's Digests ! Page 27 Dispatcher's Reports: Great Lakes..' Page 27 Inland Waters Page 24 Deep^Sea: Page 22 The Log's first prize award is for papers published during 1977. Marietta Homayonpour, who has since left the Union, was editor of the Log for that entire time period. Coming in second behind the Log was the Gui/d Reporter, published by the American Newspaper Guild, AFLCIO, headquartered in Washington, D.C. Training and Upgrading 'A' seniority upgrading ... Page 37 Steward Courses Page 14 Piney Point Grads . Page 36 Membership News New Pensioners Final Departures Overseas Chicago AGIOS Awards Special Features Fighting for $30 a Month Page 30 Pages 34-35 Page 13 Pages 28-29 Pege 25 • Student Coverage: The Plan will extend dependent benefits to children of Boatmen who are full-time students up to the age of 25. This is an extension from age 19. In addition the optical benefit is increased from $30 to $40 for eye examinations and eyeglasses for both Boatmen and their dependents. Vacation Benefits Vacation Benefits were increased for Boatmen with these shipdocking com­ panies through the SIU industry-wide Inland Vacation Plan. It was set up in addition to the vacation benefits previously in effect in all companies. Staten Island USPHS Opens Alcohol Unit The U.S. Public Health Hospital, Staten Island, New York, is now operating a short term (approximately 1 week) Alcohol Crises Treatment Unit. "Working closely with the Seafarers Alcoholic Rehabilitation Center in Valley Lee, Md., the USPHS facility has been established becau.se of the needs of Seafarers and other merchant seamen in the New York State area who require immediate help and detoxification from alcohol. Upon entering the Unit, each patient undergoes a complete medical examina­ tion. The program also offers individual and group counseling as well as Alcoholics Anonymous meetings. Upon completion of the program, SIU members, if they wish, can be transferred to the Seafarers Alcoholic Rehab Center for completion of rehabil­ itation. For information call the USPHS Unit at (212) 447-3010 Ext. 297. October 1978 / LOG / 3 �Al Bernstein, SlU Welfare Director, Dies At 64 Longtime SIU Welfare Director Al Bernstein, 64, died on Oct. 13 of natural causes at home in Brooklyn, N. Y. after a long illness. Known in the old days as one of the most fearless waterfront battlers the SIU had in its ranks. Brother Bernstein was also one of the most articulate, perservering people ever to take a book in this Union. His death marks a big loss to the SIU and its members. But his passing is also a great loss .to American seamen everywhere because Al Bernstein was a true battler for what he believed was right. He didn't care what union a man belonged to. If you were a seaman in trouble. Brother Bernstein would do his best to help out any way he could. A good example of his humanitarianism to all seamen was his fight to keep the City of New York from shutting down Sailor's Snug Harbor on Staten Island and moving the old seamen residents—many of them infirm—to a new location in North Carolina. Bernstein fought relentlessly against the move as well as providing the old "Snuggles" with heart and encourage­ ment to keep the fight going. to Murmansk, Russia. He even wrote a book about his hair-raising battle experiences on that voyage. After the War, Bernstein came ashore on the West Coast to work for the SIU. In his spare time on the Coast, he did a little writing for Hollywood. Bernstein came back to his home port of New York shortly after that. He was a waterfront fixture for the SIU in every major beef the Union had in the'50s up and down the East Coast and in Puerto Rico. Al Bernstein shown In his early days with the Union as he particpated with hundreds of other SIU members in the famous Wall Street Strike of 1947. However, when Bernstein's health began failing him several years ago, the "powers that be" finally got the Harbor moved south. Al Bernstein joined the SIU in the port of New York in the early days of the Union. He sailed as a fireman as well as able seaman. ^ He particularly liked to recount his voyage in Sept. 1942 aboard the SS Schoharie as part of the PQ 18 convoy After nearly 20 years of sailing and then working the waterfront. Brother Bernstein became more involved in helping to administer the SlU's Welfare Plan and other social service programs for the Union. Bernstein was good at his job because he had a keen interest in the needs of his fellow Seafarers. Hundreds of SIU members who knew Brother Bernstein well will agree with this and will recognize that his death marks the passing of a genuinely good person. Al Bernstein was born in his beloved Brooklyn and lived there most of his life. He was buried in Beth David Cemetery, Elmont, N.Y. Al Bern.stein He is survived by four sisters: Mrs Rose Marker, Mrs. Dorothy Rubin, Mrs. Marion Kurland and Mrs. Joyce Rosen, all of Brooklyn. New 3-Year Pact Signed With G&H Towing SIU Boatmen with G&H Towing, the largest Union contracted shipdocking operation on the Texas coast, ratified a new three year contract this month. The new contract and benefit plan agreements cover 260 Boatmen with the Galveston-Houston based company. They bring the top-to-bottom SIU crews at G & H across the board wage increases and first-time achievements in many areas. The highlights are: • Substantial wage increases. • A $100 increase in the monthly pension benefit. • The highest vacation benefits ever achieved at G & H through establish­ ment of the SIU industry-wide Inland Vacation Plan. • The most extensive welfare cover­ age ever for G & H Boatmen through new and greatly expanded medical and death benefits. The SIU Inland Vacation Plan was set up in addition to the company vacation benefit previously in effect at G&H. The addition of the SIU Inland Vacation Plan significantly increases total vacation pay and pro­ vides other important improvements. For example, since the Plan is based on daily employer contributions into a trust fund, it allows Boatmen to accumulate vacation benefits for every day worked. Moreover, they can collect these benefits after every 125 days of employment. TTie new welfare benefits now in effect for G&H Boatmen provide the following for their dependents: A brand new Major Medical program, increased hospital extras, extended emergency treatment coverage and extended student coverage. Both Boatmen and their dependents also have an in­ creased optical benefit. The new death benefit for active Boatmen has been tremendously in­ creased from a maximum of $5,000 to $20,000. The payment rises according to the amount of the member's accumu­ lated employment time at time of death. The new G&H welfare benefits are the same as those achieved this month as part of the new East Coast shipdocking agreements. And they are the SIU's goal for all upcoming inland contracts. Aging Great Lakes Merchant Fleet Set For Revitalization In a move that paves the way for revitalizing the aging Great Lakes merchant fleet, the U.S. Senate voted recently to okay H.R. 11658, known as the Great'-Lakes^financing bill. Passed earlier this month by the House of Representatives, and now' awaiting the President's signature, the measure will amend the 1936 Merchant Marine Act's Title XI funding program to provide construction rebates for Great Lakes and inland vessel operators on the same basis as for deep sea operators. Under Title XI, new ships having a sustained speed of 14 knots were eligible for construction loans and mortgage guarantees of up to 87'/^ percent of the vessels's financing costs. Because of that speed specification, which was based on World War 11 convoy speeds, few Lakers were able to receive the full grants. Narrow channels, rivers and other restricted waterways on the Lakes make it impossible for lakes ships to travel that fast. The financing bill reduces the speed specifications for Great Lakes ships from 14 to 10 knots and puts Title XI aid for Lakes ships on a parity with the aid received by the deep sea operators. Passage of the measure by both Houses of Congress was hailed as a boon to Great Lakes ship construction by Lakes vessel operators, labor, and government officials who pushed for the bill. At hearings held by the House Merchant Marine and Fisheries Com­ 4/ LOG / October 1978 mittee, testimony ran overwhelmingly stimulate as much as $35 million in new vessel construction. in favor of the legislation. In addition to boosting the American Representing M EBA-District 2, shipbuilding industry, raising subsidies Edward Kelly told the committee that a p pr^Vjal of 1he.,pjwai,^ fu n d i nfejaeasu re... JPL^re^t Lakes Y£ssel operators to ST'/a would act as a "spur to construction of percent of construction costs, will allow Great L.akes bulkers." the U.S. flag L^akes fl6et to compete on a A Maritime Administration spokes­ more equal basis with foreign flag ships man, Roy H. Yowell, estimated that that increasingly dominate the Lakes extending Title XI insurance could trade. The bulk carriers of both Canada and the USSR currently outnumber Ameri­ can flag ships on the L^akes. As Kelly pointed out, both countries routinely subsidize their Great Lakes fleets. Extending Title XI assistance to Leakers, Kelly said, "will put our maritime support programs on a more equal footing with the aid programs of thirdflag countries." Humphrey-Hawkins Jobs BftTPasses Congr< The Senate made a significant commitment to putting more reality into the "American Dream" earlier this month when it finally passed the Humphrey-Hawkins Full Employment Bill. Co-sponsored by the late, great Senator from Minnesota, Hubert H. Humphrey, and Rep. Augustus F. Hawkins (D-Cal.), the bill's stated policy is to, "translate into practical reality the right of all Americans who are able, willing, and seeking to work to full opportunity for useful paid em­ ployment at fair rates of compen­ sation." Known more formally as the Full Employment and Balanced Growth Act of 1978, the bill seeks not only to reduce unemployment—setting specific goals for this—but also to put a damper on inflation. The goal is to cut unem­ ployment to 4 percent by 1983 and to 0 percent by 1988. Never before have such goals been set into law. The late Sen. Hubert Humphrey The Carter Administration has backed the Humphrey-Hawkins Bill since its inception. President Carter spoke of the bill and its basic principle in his State of the Union address in January, when he said, "job opportunity —the chance to earn a decent living—is also a basic human right which we cannot and will not ignore." Though the bill does not mention specific actions for attaining its goal, it does contain several provisions which will serve as a basic guideline. These provisions include those dealing with setting up an effective information system to monitor inflation; with strengthening the enforcement of anti­ trust laws; and with cutting government regulations and red tape in the effort to attain the goals of the bill. The Humphrey-Hawkins Bill em­ bodies much of what .America stands for. It now stands, as well, as a tribute to Sen. Hubert Humphrey who once described the bill as, "no miracle cure, but it is an indispensable step toward economic justice." Those words come from a speech that Sen. Humphrey was never to deliver. But the bill that he worked so hard for, and inspired, has now been delivered. �Ocean Mining BUI To be Voted Next Year Caught up in the last minute flood of bills being debated by the Senate before Congress adjourned earlier this month, the SlU-backed Deep Seabed Mineral Resources Act never made it to the Senate floor for a vote. The bill contained three key amend­ ments guaranteeing that exploitation of deep seabed minerals would pay-off for American workers in both building and crewing the vessels required for the trade. Owing to a long and bitter battle over the Administration's energy bill, which included a 14-hour filibuster of the legislation led by Sen. James Abourezk of South Dakota, there was no time to vote the ocean mining bill before Senators fled Capitol Hill. But the bill, which had overwhelm­ ingly passed in the House of Represen­ tatives earlier this year, did clear three Senate Committees with the important U.S. job rights amendments intact. The House vote, coupled with ap­ proval of the bill by the Senate Energy, Commerce and Foreign Relations Committees, is expected to ease passage of the deep seabed mining legislation when Congress re-convenes next year. It will be at the top of the Sill's legislative priority list because the bill's amendments both create and produce thousands of Jobs for American ship­ building and maritime workers in the brand new ocean mining industry. The Union worked hard throughout the 95th session of Congress to get the bill's job security amendments ap­ proved. These amendments: • Require mining and processing vessels used in the deep seabed mining industry be registered in the U.S. and crewed by U.S. seamen. • Require a minimum of one ore carrier used to transport minerals from each mining site be American-owned and manned. • Make U.S. registered ore carriers eligible for construction and operating subsidies. Rep. John Murphy (D-N.Y.), who sponsored two of the amendments, pointed out during the House debate that the riders to the ocean mining bill were necessary to protect the interests of the American people in the infant ocean mining industry. Passage of the amendments. Murphy said, "will prevent American ocean mining companies from operating their entire bulk fleet under flags-of-convenience at the expense of American labor, tax laws, and environmental and safety standards." When the ocean mining bill is enacted by Congress it will give U.S. mining companies the go-ahead to begin retrieving the valuable nodules contain­ ing manganese, copper, cobalt and nickel from the deep seabed. The amendments to the bill will make sure that some of the jobs created by American technology go to American workers. T. Allied Cmdr. Says U.S. Fleet Is at Half Strength According to the Merchant Marine Act of 1936, it is United States policy that our merchant marine be, among other things, "capable of serving as a naval and military auxiliary in time of war or national emergency." But does the richest nation on Earth have a merchant marine that lives up to this stated policy of 1936? The House Committee on Merchant Marine and Fisheries, chaired by Rep. John M. Murphy (D-N.Y.). recently put this question to Admiral Isaac C. Kidd, Commander in Chief. Atlantic Fleet, and Supreme Allied Commander, Atlantic, Admiral Kidd's response, as ex­ pected, was in the negative. In tact, the picture painted by Kidd's testimony— especially his comparisons between the U.S. and the Soviet merchant and naval fleets—is bleak and foreboding. The late Russian Premier Khruschev once said, "We will beat you at your own business ... we will carry your goods." According to ,\dmiral Kidd, "J he Russian fleet is doing that. They are rapidly gaining a position of dominance on many of the critical world trade routes." In a wartime situation, the number of ships available for hauling vital logisti­ cal supplies, and the capacity to protect these ships in the sealanes. can make the difference between victory and disaster. Most historians feel that the land battles of the Second World War were second­ ary to jhe battles on the high seas. Without the goods of war the ships deliver, battles can't be waged on the land, let alone won. Losses Would Be High Admiral Kidd's testimony under­ scored the fact that the U.S. falls short in both the capacity to haul the goods, and to protect the ships from destruction. According to Kidd, the U.S. maintains It's Your Move ... but one-half the naval force it would need to adequately protect its merchant licet in another global war. He went on to point out that the powerful Russian navy is designed for interdiction and attack. In the event of war between NATO and Soviet forces, losses at least initially would prob­ ably be very high. An adequate reservoir of ships and men. neither of which we now have, would be required to continue waging a war after such initially high losses. The Vietnam War showed us that over 90 percent of the goods of war are still hauled in ships. Admiral Kidd emphasized this fact in his testimony before the Ctunmittec: " I here is no new magic, no easy way to get things from one place to another. We have not mastered levitation. Air lift can't handle more than 10 percent of the job. 1 heNavy and the merchant fleet must do the job." In all probability this will also be the case in the next war as well. countries do. Many of the ships used for the Vietnam .Sealift were old and decrepit; and there was a shortage of ships and men for several months. We can only speculate on what it would have been like if we had become involved in another "conflict" at the same time. We don't even have the reserve fleet of rustbuckets to fall back on that we had in the late I96()'s. So, if another global war is to come, what </o we fall back on //;c/;? We ean't complacently sit back and assume that we will be spared from another war that'.s the attitude of an ostrich, not of a world leader. We must be prepared, in any case. A strong merchant marine and navy, working hand in hand, is a basic requirement for preparedness. In the next war if it is to come there won't necessarily be the grace period to build up the fleet that we've had in previous wars. As Admiral Kidd The Vietnam "War also showed us thai put \t to the Mevehaut Maviuc and we must maintain a large -and a modern—merchant fleet, as other Fisheries Committee, "It would take time, and wc don't have time." Adventurer Joins SIU Fleet MAKE IT IN THE RIGHT DIRECTION— Ma,ke your move toward good pay, excellent working conditions, a secure future. Enroll now in the LNG Course at HLS. Next class starts December 11. See your SIU Repre­ sentative or contact the Harry Lundeberg School, Vocational Education Department, Piney Point, Maryland 20674. ^1 • v] The Sea-Land Adventurer, the last of four newly converted Sea-Land contalnerships, took on her SIU crew recently in the Far East. The Adventurer. fitted with new bow and stern sections joined to refurbished T-3 mid sections, will run between Asia and the Middle East. Also converted from steam to diesel engines, the Adventurer is 662 feet long and can carry 595 containers. October 1978 / LOG / 5 �Retroactive Wages Due Lakes Seamen Any Great Lakes Seafarer who has sailed with the following companies during the period August, 1977 to June, 1978, and has not received retroactive wages should write to the company he worked for at these addresses: American Steamship Co. 3250 Marine Midiand Center Buffalo, N.V. 14203 Cement Transit Co. P.O. Box 5668 Cleveland, Ohio 44101 Mississippi River System It won't be long before ice starts to clog the Upper Mississippi, but barge traffic may not have to give way to the inevitable seasonal slowdown in years to come. This winter the U.S. Army Corps of Engineers will study the possibility of extending year round navigation to the upper river. The area under consideration is between Grafton, 111., just above St. Louis, and Cassville, Wise., which is just above the Illinois-Wisconsin border. The Corps will conduct a demonstration program to determine cargo flow in this rich agricultural region and to test the feasibility of providing icebreaker service. Grain, currently the largest product moved in the area, is expected to increase along with coal in future years. In the meantime, total cargo moved in the area has been steadily rising. In the Rock Island, 111 District alone, which includes almost half of the 27 locks and dams on the upper river, over 17 million tons moved between January and August, 1978. This was over a million tons more than the total figure for that period last year. Overall, waterborne commerce on the Mississippi is up, according to the Corps of Engineers. For the second year in a row, it has grown by more than 40 million tons. The 40.5 million ton growth for 1977 is second only to the 45 million ton increase in 1976. The 1977 total of 396,771,216 tons moved between Minneapolis and the Gulf of Mexico is an 11.4 percent growth over 1976 activities. Erie Sand Steamship Co. & Erie Navigation Co.. P.O. Box 153 Erie, Pa. 16512 Huron Cement Co. Ford Avenue Alpena, Mich. 49707 Kinsman Lines 1508 Rockefeller Building Cleveland, Ohio 44113 r) Pringle Transit Co. P.O. Box 6508 Cleveland, Ohio 44101 j 'i IT WON'T MAKE ANY DIFFERENCE. SIU Boatmen with the Ideal Cement Co. in this port have ratified a new three year contract. The agreement includes the new benefits of Major Medical coverage and the SIU industry-wide Vacation Plan. Negotiations will begin soon for Mobile Towing, a shipdocking operation. Norfolk NBC Lines, which tows container barges from Norfolk to Baltimore, recently ' added two more tugs to its SI U-contracted fleet in this port. The Olive Hand the ! Dorothy H added 14 jobs for SIU Boatmen. Work starts to grind down on the Lakes at this time of the year. But SIU tugboatmen and dredgemen had time to finish up two projects and begin ! another before the end of the season which comes by Christmas. Lakes Boatmen with Great Lakes Dredge and Dock recently completed a channel dredging job in the Saginaw Bay entrance to Bay City, Mich. They were able to pump the dredged material into the new disposal dike just built by their brothers with SI U-contracted Construction Aggregates. Work also started this month on Great Lakes Dredge and Dock's new fall and spring contract for dredging the Cleveland harbor and the Cuyahoga River leading into it. The job provides two and one-half months work now for about 35 Boatmen and three months again next year. AII Ports The inland industry is growing, not only for boatmen, but also for thousands of workers in related industries which depend on direct access to water transportation. During the first quarter of 1978, 96 industries located new facilities or expanded substantially along the nation's waterways. These developments created 7,375 permanent job opportunities, according to the American Waterways Operators, Inc. Deposit in the SIU Blood Bank— It's Your Life 6 / LOG / October 1978 ••-.J DON'T UPGRADE AT HLS. Mobile Great Lakes nt GREAT LAKES This port alone handled nearly 163 million tons of the 1977 total moved on the entire river. The figure represents a seven million ton increase for New Orleans, which was the largest growth achieved by any river port last year. The second triple-deck barge operated by Crowley Maritime Corp. arrived here via the Panama Canal from the West Coast on Oct. 12. The two new barges, the largest ever built, can carry 374 trailers each and have greatly expanded Crowley's Caribbean service. - • J j i Litton Great Lakes Corp. P.O. Box 6241 Erie, Pa. 16512 New Orleans Jacksonville •M •U UNTIL YOU OPEN YOUR WALLET. THESE COURSES STARTING SOON: LNG December 11 FOWT November 23 Able Seaman November 13 Chief Steward December 11 Chief Cook December 11, 22 Cook and Baker December 11, 22 Assistant Cook Upon Request To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School PIney Point, Maryland 20674 Phone: (301) 994-0010 �Sea-Land to Build 12 New Containerships SlU-contracted Sea-Land Service Inc. has announced a high-powered shipbuilding program which will bring 12 brand new containerships into the company's fleet by the end of 1980. Sea-I^nd, already the biggest nonsubsidized containership company in the world, has set aside $580 million for this project. Included in this price tag are funds to be used for improvements in the company's port facilities to further enhance cargo movements. All 12 new ships will be powered by diesel engines. This is an economy move by the company in view of the rising costs of bunker fuel. The new ships will be slightly smaller than the company's seven SL-7 con­ tainerships. Classified as D-9 vessels, the 12 ships will be 745 feet long and each will have the capacity to carry 838 40-foot containers. TTte SL-7s are 946 feet long and can carry 1,096 containers. The first vessel is expected to be delivered by early 1980. And all 12 will probably have taken on their SIU crews by the end of that year. SIU Executive Vice President Frank Drozak said that the 12 new ships "represent an important addition to the SlU-contracted fleet." But he noted, "since these ships are diesel powered, some of the engine room jobs will require special training in diesel en­ gines." The Harry Lundeberg School in Piney Point offers diesel engine courses at intervals throughout the year. Drozak encouraged Seafarers with QMED endorsements to "seriously look into and plan to take this important course." (For more info see Vice President Drozak's report on this page.) with new and expanded job oppor­ tunities. These new ships once again point out the trend In the U.S. merchant marine to bigger, faster, highly automated vessels. And It points out once again the continuing need for SIU members to expand their seafhring skills to Insure that they are qualified to take these new jobs. Headquarters World-Wide Service A spokesman for Sea-Land said that the new additions to the fleet would enable the company "to provide weekly • round the world service to its custom­ ers." Sea-Land, said the spokesman, already services 138 ports in 52 coun­ tries. The company has arranged for the vessels to be built at three separate yards—two in Japan and one in South Boatman Finds SIU Welfare Plan ^Pays More Than Any Other' The cost of everything is continually going up. No one has to be reminded of that. But at the same time, the cost of health care in this country has sky­ rocketed faster by far than that of any other essential service or product. It's a real problem. And simply for peace of mind, a working man wants and needs the assurance of a strong health and welfare plan to take on the burden of these costs. Seamen, of course, are covered for their health needs through the USPHS system. But a seaman's dependents are not. That's where the Seafarers Welfare Plan takes over for our members' dependents. Health and welfare has always been a prime concern of the SIU during •contract negotiations. The Union is proud of the comprehensive benefits that have been secured for our members and their dependents. An SIU member who feels the same Korea. The ships will have the capability of a service speed of 22 knots. As the new ships come into service, Sea-Land will no doubt scrap or sell some of its older vessels, which the company says "are uneconomical to operate because of their age, speed and relatively low container capacity." However, overall the 12 new high technology ships will provide members way is Boatman Charles T. Kellum of Norfolk who works for C. G. Willis Barge Lines. Last May, Brother Kellum's wife, Jane, was hospitalized for 13 days for surgery. For the room, surgery, anes­ thesia and radiology, the hospital bill came to $5,264.64. The Seafarers Welfare Plan picked up nearly 95 percent of the cost. After the Plan sent out the checks paying the bills. Brother Kellum wrote the Plan's office saying, "I do not know of any health plan that would have paid as much of our bill as the Seafarers Welfare Plan did." He also thanked the Plan in his letter for the "prompt handling" of his wife's medical claims. There's nothing anyone can do about rising costs. But as Brother Kellum puts it, "it's good to know we have the best Plan in the industry to depend on when we need it." W. German Unionists Tour HLS Wolfgang Bears (center) secretary-treasurer cf the German Public Service & Transport Workers Union, extends thanks to Piney Point Agent Pat Pillsworth for showing him and fellow West German unionist, Peter Kopp (left) around the Lundeberg School. Bears said that West German seamen face the same problems as American seamen in protecting their job security against the growing threat of flag-of-convenience fleets. by SIU Executive Vice President Frank Drozak Engines—Wave of the Future New technology means new ships and new ships mean new jobs. That's a simple formula, but it's not complete. The missing link that makes the connection between new technology and new jobs is training. The Log carries a striking example of this fact in this month's announcement that Sea-Land will build 12 new containerships over the next two years. A construction program of this size represents an important addition to the SlU-contracted fleet. But it also indicates another example of advancing technology in the maritime industry. Unlike the bulk of the U.S. merchant fleet today, which is made up of steamships, all 12 new vessels will have diesel engines. Diesel powered ships don't represent new technology in the dramatic way that LNG carriers have spearheaded maritime advancement. But, like the LNG vessels, they are establishing a new trend on the seas which demands upgraded skills of American seamen. Seafarers have already felt the beginning of this trend'and have become part of it. Just this year, Sea-Land converted four of its present fleet from steam to diesel engines, and they are now running with SIU crews. But even at this early stage, the trend is not limited to one company. Other SlU-contracted companies, such as Ogden Marine, which has two diesel powered ships on order, are also making the change from steam. The reason is changing times. The high price of bunker fuel has made steamships very costly to operate and diesel fuel can now do the job required at less cost. But if Seafarers are going to have a major part of this job, we're going to have to prepare for it through diesel training. While rated engine room men may be familiar with the basic principles of diesel engines, they have had little chance to use them in actual work experience. The Diesel Engine course offered at the Harry Lundeberg School will give you the chance to turn a passing knowledge into real work skills. The four week course includes both classroom and practical training in all types of diesel operations. It is open to QMED's and will he offered at regular intervals through the coming year at the School. Watch upcoming issues of the Log for class schedules. The first of the new Sea-Land containerships is expected to be delivered by early 1980 only a little more than one year from now. All 12 will probably be ready for SIU crews by the end of 1980. Now is the time to plan on fitting one of these courses into your own schedule next year. As we have learned in the past through different stages of changing technology, it's never too early to get the jump on maritime opportunities through training and upgrading. The advent of huge tankers and containerships proved this years ago when the bulk of the industry was still freighters. And the rapid development of LNG carriers is proving it true right now. Twelve new diesel ships are only the beginning of a change which will determine your job future in the engine room. Make it a secure one by signing up for a Diesel Engine course as soon as possible. Register and Vote sm WM/M/MMMmmmi October 1978 / LOG / 7 i- �RIJFFALO The The Maritime Administration has okayed construction loans and mortgage insurance for the Lawrence Steamship Co., a subsidiary of the SlU-contracted American Steamship Co. The Title XI aid will be used to help finance the company's new, 23,980 dwt self-unloader which will ply the Great Lakes. Lakes Picture ALPENA ALGONAC The Roger M. Kyes (American Steamship Co.) had to be towed to the Great Lakes Steel dock last month when her power failed while she was crossing Lake St. Clair. FRAIVKFORT The SlU-contracted car ferry T/Ar/wg (Michigan Interstate Railway Co.) is set to go into the shipyard for her five-year check-up. The Viking will receive a thorough, top-to-bottom going over which is expected to take anywhere from two to six weeks to complete. CHICAGO A retired SIU member is one proud papa these days—or one proud grandfather. David Laskey, who shipped FOWT on the Lakes until he retired his book in 1965, was in attendance on Chicago's East Side when his grand­ daughter, Nora Eagan, won the 18th annual Miss East Side contest on Labor Day. Chicago's rail-to-water coal transfer facility, which was shut down for the duration of the national railway strike, resumed operations during the first week in October, when the strike ended. Great Lakes coal carriers were idled as seamen honored the railroad workers work stoppage. Among the ships affected were the SRI-contracted American Steamship Co. fleet of bulk carriers. Now that the strike is over, those vessels are moving again. The company's Detroit Edison called at the transfer facility on Oct, 5 to load coal for a trip to Wisconsin Power Co. in Green Bay. The 2ist annual seminar of the Marine Section, National Safety Council was held in Chicago this month. TTie Marine Section is one of 28 member groups of the National Safety Council and is concerned with reducing maritime accidents and improving shipboard safety. Conferees discussed a broad range of safety programs undertaken by deep sea and waterfront operators, as well as the marine health and safety programs of government. Bradford Island Committee At a payoff of the ST Bradford Island on Sept. 28 at the Chevron Oil Dock, Perth Amboy. N.J., here's the Ship's Conhmittee and a crewmember of (seated I. to r.) FOWT H. F. Reed, engine delegate: Chief Cook Marvin Ftowell, steward delegate and Chief Steward John Marshall, secretary-reporter. Standing (I. to r.) are Recertified Bosun William Baker, ship's chairman: Dayman G. Fternandez. deck delegate and Crewmessman George Khan. 8 / LOG / October 1978 The cement carrier L. G. Harriman (Huron Cement Co.), which fit out this year for the first time since 1976, has been temporarily laid up. The vessel laid up Oct. 4 because of lack of cargo resulting from unusually heavy rainfalls during the last few months. She's expected to be running again by Oct. 16. CLEVELAND It looks like construction of the new iron ore dock in Cleveland may soon get underway. The project has been stalled because of political disputes between Cleveland's mayor, Dennis Kucinich (who opposed the dock) and the city council. Earlier this year Kucinich vetoed legislation which okayed the lease of cityowned dockside property to the Cleveland-Cuyahoga County Port Authority for the construction project. L,ast month, a compromise was reached which included new terms for lease of the property on which the dock will be built. The agreement says the ClevelandCuyahoga County Port Authority will pay the city 20 years rent in advance, amounting to $2.5 million. In addition, the city will receive a penny per ton of ore unloaded at the dock, which will bring Cleveland an estimated $60,000 annually in revenues. ST. LAWRENCE SEAWAY As the winter months approach, discussion on the feasibility of extending the shipping season on the Lakes and the St. Lawrence Seaway grow more frequent. A recent study by the U.S. Army Corps of Engineers reported it would cost $6 billion to extend the shipping season. The Corps recommended the extension, which could be accomplished by building a fleet of icebreakers and installing other adaptive equipment, because they said a season extension could result in a $3.50 return for every $1.00 invested. Costs of the project could be shared, the Corps said, by government and business firms in the area. An alternative to a season extension is a plan to enlarge Seaway locks and build a new Welland Canal to accomodate larger vessels. Rear Admiral R. W. Timbrell, president of the Dominion Marine Assoc., told a group of Canadian shippers that either extension of the season or enlargement of the system was necessary to handle increasing traffic on the waterways. "Studies of cargo growth," Timbrell said, "indicate that the maximum traffic capacity of the system under present conditions will be reached by about 1990, when serious traffic congestion will occur." * * * Another project being tested by the St. Lawrence Seaway Authority is the feasibility of using shunters on the Welland Canal. Shunters are self-propelled platforms which attach to the bow and stern of ships transmitting locks. Seaway officials believe the use of shunters can cut the amount of time it takes for ships to move through the eight locks on the Welland Canal and could increase the Canal's cargo capacity by as much as 20 million tons a year. The Authority is currently having two test shunters built. They are basically steel boxes measuring 52 feet by 18 feet, and are powered by 3600 hp diesels. The diesels drive two fixed pitched propeller thrusters which rotate 360 degrees and can be used for both propulsion and steering. Shunter tests have been set for this and for next year, and will be run while the Canal is in operation. George Walton Committee On Sept. 27, the Ship's Committee here of the SB George Walton (Waterman) gathered for a payoff at Pier 7, Brooklyn, N.Y. They are (I. to r.) Engine Delegate Joe Barry: Educational Director E. F. Armstrong; Recertified Bosup William Robinson, ship's chairman, and Deck Delegate J. Rodriguez. �tin in Seafarers International Union of Nortli America. AFL-CIC) OCTOBER 1978 Legislative. Administrative and Regulattiry Hap[)enings Congress Passes *User Tax' On Inland Waterways; New Hope for Locks & Dam 26 In a reversal of almost 200 years of Federal policy to keep the inland waterways free from taxation, the House and Senate this month passed a bill which will levy user Congress Passes Great hakes Vessel Financing Both the House and the Senate earlier this month passed the Great Lakes Vessel Financing bill, and the measure is now being sent to President Carter for his approval. It is expected that the President will sign the bill. The measure will amend the 1936 Merchant Marine Act to allow Great Lakes vessels to come under the full mortgage guarantee provisions of the law. Up to this time, these ships were denied full participa­ tion in the program which provides for guarantees of up to 87'/2 percent on mortgages for new ship construction and conversions. Congress Restores $20 Million to PHS System Budget With strong support from House Mer­ chant Marine Committee Chairman John Murphy (D-NY), Congress has put back $20 million which had been cut from the budget of the Public Health Service Hospital System. The House had originally accepted a $24 million cut in the budget which had been recommended by the Carter Administra­ tion. The Senate, however, didn't go along, and it restored the full $24 million that was cut. As the House and Senate went into con­ ference to iron out differences in their versions of the huge budgets for the Departments of Labor & Health, Education and Welfare, Congressman Murphy wrote each member of the Conference Committee urging them to support increased funding for the PHS hospitals. In his letter. Congressman Murphy said; "It is time once and for all for this Government to commit itself to main tain Public Service hospitals at a decent, viable level." In a reference to earlier battles he has waged with the help of the SIU to keep the Public Health Service hospitals open, Congressman Murphy said that "this is only •the latest—and probably not the last—fight we are going to have with the Administra­ tion's budget office over hospital funding." The House Chairman had some good things to say about these hospitals. He said: "They are remarkably cost-effective and the quality of care they provide is high." Murphy cited some statistics to prove this point. "The cost of quality care for one day at any of the eight existing PHS hospitals is $160," he said. "The same care in private hospitals in cities which are also served by PHS hospitals ranges from $221 in San Francisco to $416 in Boston." The Congressman said that these hospi­ tals must continue to remain open to serve American seamen and other members of the community, and they must get the fiscal support they deserve. "I will continue to fight for just that," Murphy stated. charges on much of the inland system. The House vote of 287-123 came in the closing hours of the 95th Congress. The Senate had passed the measure by a vote two days earlier. The bill is a compromise, and is consider­ ably watered down from the bill proposed by Senator Pete Domenici (R-N.M.) some 21 months ago. As passed, the bill will impose a fuel tax of four cents a gallon in 1980, six cents in 1981, eight cents in 1982 and 10 cents in 1985. The compromise bill dropped a provision in earlier versions of the bill which would have brought automatic fuel tax increases whenever the government increased spend­ ing on maintaining the waterways system. The bill also authorizes replacement of Locks & Dam 26 at Alton, 111. Earlier this year. President Carter said he would veto any bill authorizing rebuilding Locks & Dam 26 if it did not include a waterways user charge. This forced the waterways industry —against the firm opposition of the SIU— to support the legislation "as the only way to get the Locks and Dam replaced." The compromise was pushed by Senator Russell Long (D-La.). The Administration has already indicated that it will go along with the compromise. SIU Urges Carter To Sign Bill To Curb Rebating The SIU has called on President Carter to sign into law a bill which would prohibit rebating in the United States foreign trade, and would give the Federal Maritime Com­ mission the power to effectively enforce the anti-rebating provisions of the bill. In a letter to President Carter, SIU Presi­ dent Paul Hall said that this legislation which was passed by Congress earlier this month "is necessary to preserve the viability of the U.S.-flag liner fieet, and the jobs of American seafarers employed on these ships." Hall said that this legislation will bring foreign carriers under the same anti-rebating laws that U.S. shippers are regulated by. He said this law will contribute to the effort to strengthen the United States-flag merchant marine by treating American and foreign carriers equally with respect to rebating. "By preventing any further unfair erosion of American liner shipping," Hall said, "American jobs will be preserved, the U.S. balance of payments will be improved, and our national economy will be strengthened." SIU Upgraders Get Two-Day Briefing On SIU s Washington Political Scene Seven "A" Seniority upgrader;» irom the East, Gulf and West Coasts spent two days in Washington this month for an in-depth briefing on the SIU's legislative and political activities. During their visit, the SIU upgraders met with the Union's political action team at the AFLCIO Maritime Trades Department. They also met with officials and staff members of the Transportation Institute, the Washingtonbased maritime management organization which is recognized as the most effective maritime research and educational organization in the nation. Attending the educational meetings in Washington were Richard Gauthier and Josefino Casugay, both from San Francisco, Mark Freeman, Mobile; Glen Hutton, Balti­ more; John Williamson, New York, and Robert Johnston and Joseph Hancock, both from Seattle. They were accompanied by Piney Point Port Agent Pat Pillsworth. October 19.78 / LOG / 9 �Maridine Industry News Sl)c 51U in IVn5l]inotov SS United States Sold for $5 Million The S.S. United States has been sold for $5 million to United States Cruises, Inc. of Seattle, Wash. The fastest ocean liner ever to cross the Atlantic was built in 1952 by Newport News Shipbuilding and Dry Dock Company. It had a service speed of 32 knots. But it has been the property of the Federal government for more than five years and has been in layup since the completion of its final transatlantic voyage on November 7, 1969. United States Cruises proposes to refurbish the 26-year old, 38,000-gross ton passenger vessel and provide warm weather cruise service between Los Angeles/San Francisco and Hawaii, and among the Hawaiian Islands, with a capacity of 1,000 passengers. The United States, a vessel in the National Defense Reserve Fleet maintained by MarAd, is berthed at the International Terminal in Norfolk, Va. MarAd Chief Robert Blackwell said, "The sale of the United States is a highly significant development for the American merchant marine for a number of reasons. It returns a large sum of Federal money, which had been tied up in the United States for a number of years, to the U.S. Treasury. And, under the plans announced by the new owner, it puts back into operation a great ship, creates some 1,000 seafaring jobs, returns the U.S.-flag fleet to full passenger liner service, and specifically restores that service between the U.S. West Coast and Hawaii." The only scheduled passenger service offered today by U.S.-flag vessels is aboard four combination freighter-pa.ssenger liners of SlU-contracted Delta Steamship Lines, Inc.—the Santa Magdalena, Santa Maria, Santa Mariana, and Santa Mercedes. These ships, formerly operated by Prudential Lines, Inc., sail regularly from the United States' West Coast, transit the Panama Canal, and circumnavigate South America, calling on ports on both the Atlantic and Pacific sides of that continent. Each can carry 110 passengers. T,L Scholarship Upgraders Get Political Action Tour ft- T.-^' •• iXV Sea-Land Orders 12 New Ships Sea-Land Service Inc. has ordered 12 fullsize containerships from yards in Japan and South Korea. The cost is estimated at more than $300 million. The vessels will be fully cellular containerships with a carrying capacity of 838 40-foot boxes. All of the new ships will be equipped with 30,150 hp diesel engines. The ships will be capable of service speeds of 22 knots. Rep. Metcalfe Dies of Heart Attack Rep. Ralph H. Metcalfe (D-IIL), a member of the House Merchant Marine and Fisheries Committee, died of an apparent heart attack at his Chicago home on October 10. He was 68. A member of Congress since 1970, Rep. Metcalfe was Chairman of the Panama Canal Subcommittee. He was also a member of the Interstate and Foreign Commerce Committee, and Post Office and Civil Service Committee. He is survived by his wife Madalynne Fay, and a son, Ralph Jr. DOT Hopes To Cut Down Transport Accidents Secretary of Transportation Brock Adams last week directed his department to develop a plan for a nationwide, toll-free telephone response center to deal with hazardous materials transportation acci­ dents and to design a training program for volunteer firefighters to enable them to handle those emergencies more effectively. Sec. Adams also approved other recom­ mendations made in a report by a task force he appointed last April to evaluate the department's hazardous materials program. The changes that Adams approved are designed to improve the safety of transport­ ing hazardous materials and better prepare for possible future accidents. Under the proposed plan, the Coast Guard's existing National Response Center, which handles spills of oil and hazardous substances on the^ seas and waterways, would be expanded into a 24-hour-a-day communications center within DOT to notify state, local and industry officials of hazardous materials accidents and quickly provide assistance for reducing the acci­ dent's effect. Twenty SlU Boatmen who are participating in the Transportation Institute Scholarship Program at the Harry Lundeherg School in Piney Point, Md., came to Washington this month for a two-day brieflng on the SIlJ's legislative and political action programs. They attended meetings at both the Transportation Institute and th'. AFL-CIO Maritime Trades Department, and later toured the U.S. Capitol where they watched Congress in action. Attending the Washington educational visit 10 / LOG / October 1978 were: Gerald Mason, James Widgeon, Lee Herbert, Paul Dardano, Gerald Knapp, Michael Foil, David Carter, Salvatore Viviano, Edward Strauss, Calvin Rudel and Hobart Mason. Also, Michael Caliendo, Laurence Jordan, Daniel Liddio, Jesse Green, Mark Campbell, James Gorman, Craig Adams, James Ghiffell and John Finch. Accompanying the scholarship group was Capt. Irwin Gros from the Luiideberg School. SPAD is lh» Sill's political fund and our pr;.i:r3! ana in Washingfun, D.C. The Sill asks for and accepts voluntarr contributions onl>. The Union uses the money donated to SPAD to support the election campaijpns of leftislators who have shown a pro-maritime or pro-lahor record. SPAD enables the SlU to work effectively on the vital maritime Issues in the Congtress. These are issues that have a direct impact on the jobs and job security of all SlU mem­ bers. deep..sea, inland, and Lakes. The SlU urgtes its members to continue their Hne record of support for SPAD. A member can contribute to the _ SPAI> fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. ft/, �30 Cents a Thirty cents today won't get you far on your own. You can't buy a subway token for 30 cents. You can't take a bus or a cab or drive your car through a toll-booth unless you have the right fare—and no matter where you are today, that fare is more than 30 cents. But 30 cents a day from SIU members can help move the Union in the direction we want to travel; towards increased job security and a more active role in political decision making. Through a new voluntary program. Seafarers can now donate 30 cents daily to SPAD (Seafarers Political Activities Donation.) The donation will auto­ matically be deducted from the Vaca­ tion benefit. By signing a form like the one printed below, 30 cents a day can be channeled into the Union's separate political fund where it will be used for political activity on behalf of the whole membership. The 30 cent deduction, like any money donated to SPAD, is a voluntary contribution. And if every member chooses to support this program, the 30 cents a day can as much as double our ability to make the collective voice of the SIU heard in Washington. The elections coming up in November make now an especially important time for the Union to let candidates know our position on major issues. We can work for those candidates who support maritime issues. And campaign against those who don't. But our activity can't stop when the elections are over. Congressional legislation that impacts on maritime and on labor as a whole is debated through­ out the year. And if the Union doesn't keep on letting elected representatives know what's important to the SIU, nobody else is going to tell them. We want a bill, now in Committee, which would regulate the rate-slashing practices of the Soviet fleet, passed. So we let Congress know. I ecurity We want to make sure the jobs of American workers in the new ocean mining industry are protected. So, again, we let Congress know. The Union's ability to keep on fighting for legislation and programs that will create new jobs in the maritime industry and protect those we already have depends directly on the support of the membership. When you think about it, your 30 cents a day can mean the difference between sending a pro-or anti-maritime representative to Washington. It can also mean the difference between a secure future for Seafarers and no future at all. Letting our voices be heard in the battles fought in Congress that affect working people in the U.S. has been a priority of the SIU for many years. With the membership's continued support of SPAD and participation in the 30 cents a day deduction program, we'll be effective in those battles. That's a pretty big payoff for a very small investment. f u ini ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 w Effective from this date, i hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits both earned and payable to me thereafter. , • •llLllh. -' y'k I acknowledge advice and understand that SPAD is a separate segregated fund established and administered by my union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntaiy con­ tributions. And this authorization for contributions, constitutes my- voluntary act. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash­ ington, D.C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. Member's name (Print) Member's Signature Social Security Number Members Home Address City State Port Book Number Zip 2M OFFICE COPY October 1978 / LOG / 11 �McCloskey—U.S. Maritime's Biggest Detractor Transportation Institute Study Shows Conflict of Interest Rep. Paul McCloskey, a Re­ publican from Northern Cali­ fornia, has proven by his actions to be one of the biggest, most vocal detractors of a strong U.S. maritime industry in Con­ gress. When a bill comes up in Congress aimed at strengthening the American-flag merchant fleet. Rep. McCloskey invariably opposes it—and vehemently so. In fact, it was Rep. McCloskey who led the opposition in the House to the all important 9.5 percent oil cargo preference bill last year—a bill that President Carter himself had proposed. McCloskey accused many of his colleagues—who were ex­ pected to support the bill—of having conflicts of interest be­ cause they had accepted cam­ paign contributions from maritime labor. McCloskey's barrage of per­ sonal attacks was widely reported in the press. As a result, the 9.5 percent bill—which would have bolstered the national security and the U.S. tanker fleet—went down to defeat. Who benefitted from defeat of this bill? Big oil and their foreignflag shipping interests benefitted, that's who. But it seems that Rep. McCloskey does not practice what he preaches. Because a recent study conducted by the Transportation Institute (a U.S. maritime research organization) of Washington, D.C. shows that Rep. McCloskey has received thousands upon thousands of dollars in campaign contribu­ tions from—as might be expected —big oil and foreign flag ship­ ping interests. The SlU feels that all SlU members as well as the entire U.S. maritime industry should read this important study. It vividly shows the kind of opposi­ tion that we face in Congress when trying to enaet legislation for thebenefit of ourindustry and the thousands of people who make their livings in it. Following is the complete text of the Transportation Institute study on Rep. McCloskey. It is prefaced by a reprint of a letter sent to all members of the House of Representatives by Transpor­ tation Institute President Herbert Brand: INTRODUCTION In taking positions adverse to the U.S. merchant marine. Congressman Paul N. McCloskey has repeatedly made an issue of campaign contribu­ tions to members of Congress. Focusing primarily on contributions by American maritime labor, sometimes as small as $500, representing scores of individual seamen's contributions, Mr. McCloskey has virtually charged his 12 / LOG / October 1978 Maritime Policy and Campaign Contributions: A Case Study in Double Standards October 6, 1978 U.S. House of Representatives Washington, DC 20515 Dear Congressman: Congressional consideration of issues involving the U.S. merchant marine has repeatedly been clouded by allegations by Congressman Paul N.McCloskey concerning campaign contributions to members of Congress. Often these charges have precluded reasoned and objective consideration of legislative merits. The attached study, entitled "Maritime Policy and Campaign Contribution: A Case Study in Double Standard.s", is a review of special interest contributions to Representa­ tive Paul N. McCloskey by oil industry and foreign shipping interests with a stake in weakening the U.S.-flag merchant marine. The study was prepared as a public service to assist members of Congress in considering maritime policy. However, its conclusions are also relevant to federal election disclosure policy. All information contained therein has been gathered from public records. The Transportation Institute is a nonprofit research and education organization established in 1968. Its 160 member companies operate vessels in all aspects of U.S. seagoing domestic and international commerce, the Great Lakes and inland waterways. I hope you will find the study interesting and useful. Inquiries or comments should be directed to the undersigned. Very truly yours, Herbert Brand President Transportation Institute colleagues with a conflict of interest. However, no public attention has been given to special interest contribu­ tions to Mr. McCloskey by the benefi­ ciaries of his maritime positions: foreign-flag shipping interests. A review of Mr. McCloskey's own campaign contributions during the period January 1, 1972, through June 30, 1978, suggests that, at the very least, he has employed a double standard. He received tens of thousands of dollars from foreign-flag vessel interests with a stake in his anti-U.S. merchant marine positions. Most noteworthy were contributions from sources related to Standard Oil Company of California ("SOCAL"), one of the "seven sisters" of the oil industry, and a major foreign "flag-of-convenience" operator. Mr. McCloskey received over $26,000 from sources tied directly to SOCAL through employment, legal representa­ tion and interlocking directorates, including: • $13,775 from a few members of a law firm (and their families) that represent subsidiaries of SOCAL; • $11,916 from sources tied to SOCAL by means of direct interlocking directorates; • $1,090 from executives of SOCAL and its subsidiaries, including Chevron Shipping, Inc. He also received additional tens of thousands of dollars from other sources indirectly iicd to SOCAL. In addition to SOCAL, Mr. Mc­ Closkey received substantial contribu­ tions from other oil and gas industry sources. As set forth, his votes reflecting the views of the oil industry in general (and SOCAL in particular) have not been limited to maritime issues. Mr. McCloskey also received con­ tributions aggregating thousands of dollars from other sources directly and indirectly related to foreign-flag ship­ ping and foreign shipbuilding. Other major special interest contribu­ tions to Mr. McCloskey include thou­ sands of dollars from defense con­ tractor interests that would benefit from legislation he sponsored to weaken the Renegotiation Board, the watchdog agency monitoring excess profits by government contractors. Mr. McCloskey's campaign con­ tributions contain other examples of his use of a double standard. For example, he made much of unproven allegations of wrongdoing in the U.S. maritime industry. However, in 1973—a nonelection year —Mr. McCloskey re­ ported a $3,000 contribution from a "L. E. Wolfson, private investor, Jackson­ ville, Florida." (Louis E. Wolfson, a financier and former Chairman of the Board of Merritt-Chapman and Scott Corp., was convicted in 1967 for selling unregistered stock.) In addition to demonstrating the existence of a double standard, Mr. McCloskey's contributions highlight the difficulty of tracing and aggregating certain special interest contributions and suggest a serious deficiency in federal reporting requirements. Discussion The list of Mr. McCloskey's anti-U.S. merchant marine positions is too long to be recounted here. Prominent examples in the last year include his denunciation of President Carter's proposal to reserve from 4.5 to 9.5 percent of U.S. oil imports for U.S. vessels, his opposition to the routine authorization of appro­ priations for maritime programs, and his recent role in stimulating attacks on the National Maritime Council. Oil Interests and Foreign Shipping: Though Mr. MrC'oskcy has gen­ erated widespread publicity for his antiU.S. merchant marine attacks, little attention has been focused on the direct beneficiaries of his efforts: multina­ tional oil and foreign ship interests. Cargo must move. Each vessel denied to the U.S. fleet represents a vessel for a foreign fleet. Each construction con­ tract denied a U.S. shipyard represents a contract for a foreign shipyard. In particular, multinational oil companies have been the direct benefi­ ciaries of Mr. McCloskey's efforts. This was most apparent in the controversy surrounding a preference for U.S. vessels to carry a portion of U.S. oil imports where Standard Oil Company of California, the American Petroleum Institute and other oil interests openly and vigorously opposed the legislation. But it is also true more generally. To avoid American taxes, safety and pollution requirements, and labor standards, multinational oil interests have opted for huge flag-of-convenience fleets and have thus become the natural antagonists of the U.S. fleet. Additionally, multinational oil com­ panies are the legislative adversaries of the independent U.S. tanker fleet, for many of the same reasons they are the adversaries of independent producers, independent refiners and independent retailers. ''Corruption" Most disturbing has been Mr. Mc­ Closkey's tendency to ignore legislative merits and to focus instead on generat­ ing an aura of alleged "corruption." He has denounced maritime as a "sick and corrupt industry"—a startling generalization considering the hundreds of companies and hundreds of thou­ sands of people involved. He has frequently impugned the integrity of both labor and management in the American maritime industry. He grossly exploited the indictment of former Congresstpan Edward Garmatz, and issued no retraction of apology when the Congressman was exonerated. He has repeatedly attacked the integrity of the Assistant Secretary for Maritime Affairs, a public servant for over 20 years. Last year, he even made totally unfounded allegations of wrongdoing against this Institute, which he will likely resume after publication of this report. In each case, Mr. McCloskey's charges received widespread publicity and did serious damage to public perception of the American merchant fleet, while the exoneration which followed in time was little noted. Moreover, in classic double-standard fashion, Mr. McCloskey remained completely silent while a litany of real violations were proven against his own constituency of multinational oil and foreign ship interests—antitrust, tax avoidance, overcharging consumers, unlawful rebating, price-fixing, and even illegal corporate campaign con­ tributions. A central theme of Mr. McCloskey's corruption charges has been campaign contributions to members of Congress, particularly by maritime labor. He has repeatedly suggested that such con­ tributions, sometimes as small as $500 or $1,000 representing scores of individ­ ual seamen's contributions, were a motivation for a Congressman's sup­ port of a strong U.S. merchant marine. Unfortunately, these charges have been widely repeated and disseminated by Common Cause, the media and others. In general, the Transportation Insti­ tute does not believe that the positions of Congressmen on legislative issues are determined by campaign contributions. The overwhelming majority of Con- �Got Big Bucks From Big Oil, Foreign Shipping gressmen, like all Americans, are people of integrity. However, Mr. McCloskey's consistent anti-U.S.-flag stance and apparent fixation with corruption and contributions suggested that additional research was required. Scope of Review knowledgeable about the political scene and how to run for office." [Serial No. 95-11, p. 166] ' San Francisco court records list Brobeck, Phleger and Harrison as counsel to a subsidiary of Standard Oil Company of California. Members of the firm and their immediate families contributed $13,775 to Mr. McCloskey as follows: Herman Phleger $3,200 Atherton Phleger 3,000 Hamilton Budge 1,800 Peter M. Folger (Parents of) 4,850 David W. Lennihan 550 Robert N. Lowry 200 Donald D. Connors 100 Hart H. Spiegel 75 Public records of Mr. McCloskey's reelection committee for the period January 1, 1972, through June 30, 1978, were reviewed. The objective was to identify and aggregate special interest contributions where appropriate. This was not a simple task because of the manner in which contributions are now required to be reported. For example, multiple contributions by In addition, two members of the firm executives of the same company are not and the father of Mr. Folger served on required to be aggregated and, there­ Mr. McCloskey's finance committee. fore, are not easily identified. Con­ Executives of SOCAL subsidiaries, tributions by lobbyists or lawyers for a including the President and Manager of special interest bear no identification Flag Ships of Chevron Shipping of the interest involved. Similarly, -Company, directly contributed $1,090 important relationships such as inter­ to Mr. McCloskey. locking directorates are ignored in the Sources directly tied to SOCAL by reporting requirements. means of interlocking directorates also Unlike campaign contributions from were major contributors to Mr. Mc­ American seamen (and labor generally), Closkey: which are openly aggregated and identi­ • $5,143 from executives and at­ fied, special interest contributions from torneys of Hewlett-Packard Company, management can be disguised in many and Mrs. David Packard. Mr. David ways. This, more than any single factor, Packard, Chairman of the Company, is may account for the uneven treatment a director of SOCAL. of contributions by Common Cause and • $4,150 from Mr. Alejandro Zafthe media on maritime issues. faroni, president of Alza Corporation, It has simply been too much work to whose board, until 1978, interlocked trace and dig out special interest with SOCAL. contributions by the oil industry and • $2,300 from four executives of the foreign vessel interests to Mr. McCloskey and others. Although the Signal Companies and the corporation's political action committee. S()CALand Institute restricted itself to public Signal are^tied by means of an interlock­ documents, extensive research was ing director. required into press reports, the Martindale-Hubbell Law Directory, Moody's The foregoing is illustrative. Thou­ Industrial Manual, corporate reports, sands of dollars of additional contribu­ court records and other sources. tions to Mr. McCloskey, either in Even this research probably did not smaller amounts or with less direct ties, yield a complete picture of Mr. Mc­ are from other sources related to Closkey's special interest contributions. SOCAL and other multinational oil and However, a clear pattern of contribu­ gas interests. tions did emerge from at least two Voting on Big Oil Issues special interest sources: (1) multina­ tional oil and foreign-flag vessel in­ As noted, the multinational oil terests; and (2) defense contractor companies in general (and SOCAL in interests. particular) are the major beneficiaries of "flag-of-convenience" fleets. However, Mr. McCloskey's pro-big-oil positions have not been limited to maritime issues. For example, Mr. McCloskey— • supported legislation to strike from The SOCAL Connection the Conference Report on S. 2589 (93rd Congress) price controls on certain For reasons already described, initial crude oil; attention was focused on the oil • opposed H.R. 11793 (93rd Con­ industry. That industry is the major gress) to roll back the price of domestic beneficiary of "flag-of-convenience" crude oil to $5.25 per barrel and to allow ships and is antagonistic to the U.S. prices to rise no more than 35% above merchant fleet. In particular, SOCAL the $5.25 ceiling; owns 28 foreign ships, was a bitter • opposed H.R. 7014 (94th Congress) opponent of oil cargo preference legisla­ providing the President emergency tion, and is a leading "flag-of-con­ standby authority to establish a civilian venience" exponent. strategic oil reserve, control the price of SOCAL and the oil industry also domestic oil, and set fuel economy received special attention because of two rather casual statements made by standards for domestic, automobiles; • supported an amendment to H.R. Mr. McCloskey: 7014 (94th Congress) to provide for "A number of years ago, when I ran gradual decontrol of domestic oil prices for Congress, I was invited to meet with but placing a ceiling of $11.28 per barrel the executives of a major oU company in San Francisco. It was represented to me on the price of new oil; • opposed an amendment to H.R. that if those executives were satisfied 7014 (94th Congress) to'prohibit the with my position on certain issues. ! leasing of federal mineral lands—other might expect individual campaign than those on which oil deposits are contributions from them. . ."[Pan! N. located—to a vertically integrated oil McCloskey: Serial No. 95-11, p. 166] company, and to prohibit granting Addressing Mr. Lawrence Ford, leases on oil lands to such companies if President of Chevron Shipping Com­ they owned or controlled competing pany, a subsidiary of SOCAL, Mr. Mc­ interests in energy sources; Closkey said: • opposed an amendment to H.R. '7 have a great respect for your 7014 (94th Congress) to set ceilings for company's counsel. It is as good a law prices for the cost of domestic oil; firm as / have seen. When / was • opposed an amendment to H.R. considering going into politics, / was 7014 (94th Congress) to continue the referred to your attorneys as the most Oil Industry and Foreign Shipping $5.25 per barrel price ceiling for old domestic oil, to roll back the price of most other domestic oil to an average of $7.50 per barrel and to allow the President to set higher prices of other classifications of domestic oil up to an average price of $10.00 per barrel; • opposed adoption of the Confer­ ence Report on H.R. 2166 (94th Con­ gress) repealing the Oil Depletion Allowance for major oil companies and restricting foreign tax credit abuses by major oil companies; • opposed House Resolution 605 (94th Congress) to disapprove and block the proposed plan of the President to gradually lift price controls on domestic oil; • opposed House Resolution 641 (94th Congress) to disapprove of the President's plan for gradual decontrol of the price of domestic oil over a 39month period; • supported amendments to H.R. 9464 (94th Congress) to end federal regulation of interstate gas prices, to deregulate natural gas prices, to end the Federal Power Commission's authority to reduce price ceilings on gas still under federal regulation; • opposed H.R. 4035 (94th Congress) to extend authority for oil price controls; • sponsored H.R. 10579 (94th Con­ gress) deregulating the price of certain natural gas taken from federal lands. [One month after the bill's introduction. Standard Oil Company of California acquired an interest in seven tracts of federal offshore lands.] Other Foreign Shipping Interests In addition to the oil industry, Mr. McCloskey received other contribu­ tions from sources related to foreignflag shipping. A few examples include: • $1,000 from two executives of Envirotech Corporation, a 50-50 joint venture partner with both Sumitomo Shipbuilding and Mitsui Shipbuilding, both Japanese companies. • $3,485 from directors, executives and counsel to Crown Zellerbach Cor­ poration, and their families. Through .subsidiaries, the company owns five foreign-flag vessels. • $600 from Adil Araboglu, "Hon. Cons, of Tunisia" and "Shipping Broker" with a Washington, D.C. address. • $3,100 from sources directly and indirectly tied to the Weyerhauser Company which operates at least six foreign-built foreign-flag vessels. • $450 from the President of the Bank of California, which owns five Japanese-built, Liberian-flag vessels ac­ quired in 1973 and 1974. Again, the foregoing is illustrative rather than exhaustive. Defense Contractor Interests Another special interest group which figures prominently in Mr. McCloskey's contributions is defense contractors. A few examples will suffice: • Mr. McCloskey received $5,143 (already mentioned) from executives and attorneys of Hewlett-Packard Company, and their families. In fiscal year 1977, the company received $69,049,000 in prime military contracts. • Mr. McCloskey received $2,300 from four executives and the political action committee of the Signal Com­ panies, Inc. In 1977, the company received $118,312,000 in prime military contracts. • Mr. McCloskey received $2,100 from a director of Teledyne, Inc. In Cong. Paul N. McCloskey 1977, the company received $304,778,000 in prime military contracts. • Mr. McCloskey received $1,375 from two executives and the political action committee of Watkins-Johnson Company. In 1976, the company received $2,371,000 of prime military contracts. Mr. McCloskey received additional thousands of dollars from executives of substantial defense subcontractors. Examples include: • $1,150—Vidar Corporation (one executive) • $4,400^—Raychem Corporation (two executives) • $2,100—Tymshare, Inc. (two ex­ ecutives and one lawyer) Mr. McCloskey was a leader in the effort to cripple the Renegotiation Board, the watchdog agency that monitors and recaptures excess profits by defense contractors. On March 21, 1977, Mr. McCloskey vntroduced H.R. 5257 which, in effect, would have put the Renegotiation Board out of business by relegating it to standby status. Mr. McCloskey also supported an amendment to H.R. 10680 (rejected by a vote of 125-251) that would have severely curtailed the powers and proposed extended life of the Renegotiation Board. These posi­ tions were consistent with the interests of Mr. McCloskey's defense contractor contributors in general, and particularly of companies such as Watkins-Johnson and Teledyne, which were required by the Board to repay excess profits in the past. Conclusion In general, the Transportation Insti­ tute does not believe that the decisions of Congressmen are determined by their campaign contributions. Such allegations by Mr. McCloskey and 6thers in connection with maritime issues, should be viewed with consider­ able skepticism. At the very least, they reflect a double standard. As documented herein, Mr. Mc­ Closkey accepted special interest contri­ butions far greater in magnitude than contributions to other members of Congress that he criticized. Moreover, skepticism is required because media attention to contributions in connection with .a legislative issue may be more reflective of the ease of identifying those contributions than of their relative magnitude or importance. Congress should consider revising existing federal election disclosure requirements. As this case study demon­ strates, multiple contributions from corporate executives, contributions by lawyers and lobbyists without identi­ fication of the special interests they represent, and the failure to identify important relationships such as inter­ locking directorates can frustrate the disclosure objectives of existing law, October 1978 / LOG / 13 �Lock & Dam 26 Gets OK, But So Does Inland User Charge With the clock running out on the 95th Congress, the House passed legislation on Oct. 13 imposing a fuel tax on commercial users of the inland waterways and authorizing reconstruc­ tion of I.ocks and Dam 26. The bill had passed the Senate three days earlier and will now go to the White House where it is expected to gain approval. if it does, it will be the first user charge in U.S. history ever placed on the inland waterways. It is also the first such bill passed by both Houses of Congress since the controversial measure first came up in Franklin Roosevelt's Administration. The successful bill, H.R. 8533, passed the House by a vote of 287 to 123, two days before closure on Oct. 15. It imposes a fuel tax on waterway users beginning at four cents a gallon on Oct. 1, 1980 and rising gradually to ten cents a gallon on Oct. I, 1985. The user tax and the authorization for Locks and Dam 26 were actually tacked on as an amendment to another very unlikely piece of legislation ~a bill relieving tax exempt organizations from paying taxes on bingo game proceeds. Sen. Russell B. Long (D-La.) used the "bingo bill" as a last minute strategy to obtain authorization for reconstruction of Lock & Dam 26 and to implement a user tax that the industry could live with. They had been incorporated in legislation passed separately and with considerable debate by the House and Senate earlier this year. But efforts to resolve the differences between the two bills in a joint Congressional conference never got off the ground and, moreover, faced a threatened veto. Sen. Long's amendment, unlike the previous user charge bills, turns the fuel tax revenue over to a waterways trust fund to be available for construction and rehabilitation of water projects. This is a compromise between the Administration's demand that the taxes be used to recover a substantial portion of the Federal cost of water projects, and the industry's efforts to hold down its share of the cost. But the bill still leaves some unanswered questions as to how much of the cost the industry will have to bear in the future. The bill does not require the trust fund to cover any specific percentage of construction costs, which Sen. Pete Domenici (R-N.M.) and other advo­ cates of high user charges had wanted in previous legislation. Nor does it say that all water projects must be paid for exclusively out of the fund. It simply .states that the fund will be "available" as capital for water projects. But this open ended phrasing creates the danger that waterways opponents will point to a dwindling fund in future years and demand higher taxes from the industry before authorizing or appro­ priating money for more projects. In short, the industry still has a tough fight ahead to convince Congress that the cost efficiency of water transporta­ tion must be preserved. In the meantime, even though H.R. 8533 authorizes reconstruction of Locks and Dam 26, the battle for this long awaited improvement project is also far from over. The old navigation facility at Alton, 111. has been a costly bottleneck to the barge industry for over a decade. But replacing the deteriorated main lock chamber with one twice its size is still blocked by a pending law suit, initiated years ago on environmental grounds by the railroad industry. The U.S. Army Corps of Engineers still has to win settlement of the case, which could take over a year, before beginning the legislative process to appropriate funds for the actual con­ struction work. HLSS Steward Courses Approved For College Credit The wide ranging educational pro­ grams at the Lundeberg School have been recognized by educators across the country as top shelf. Initially, the school's vocational courses in deck and engine were approved for recommended college credits by the American Council on Education. Then the School started a college credit program with Charles County Community College. Now, the American Council on Education has evaluated HLSS courses for trainees and upgraders in the Steward Department. All of these courses have been approved for recom­ mended college credits as well. So, every Seafarer who ships in the Steward Department can earn college credits for skills he learns at HLS. In addition, these credits are retroactive to 1976. This means Seafarers who took the steward department courses any time between 1976 and now are eligible for these credits. The credits can be applied at any school that recognizes the American Council on Education. Each individual school decides how much credit it will give for the courses. So, Steward Department members who want to go to college can use these credits to help them get their degree. SIU members are encouraged to take advantage of this important new opportunity for steward department personnel and, our young members just coming into the industry should think seriously about a career in the steward department. HEY! From their steward training at the Lundeberg School, a seafarer or boatman can receive college credits. The American Council on Education recently recommended college credits for all steward department courses. 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. Course Starts November 23 To enroll, see your SlU Representative or contact; Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 14 / LOG / October 1978 On-the-job training and classroom instruction were the major factors in the American Council on Education's evaluation of the Steward Department courses at HLS. �r Alaskan Oil Run Providing New Frontier for Seamen Two veterans of the Alaskan oil run arrived in New York harbor late last month—one loaded with cargo of crude, and the other with tales of the "last frontier." The SlU-contracted Overseas Chi­ cago. an 894-foot, 89,000 dwt super­ tanker, was launched at the National Steel Shipbuilding Yard in San Diego just in time for the opening of the muchtouted Alaska Pipeline. Well Just about in time. When the oil finally began flowing in June, 1977, the Chicago was still being fitted out for sea. But July found her in service in the Gulf of Alaska—not, as might be expected, hauling oil, but as a training vessel for ship officers needing to become familiar with the piloting situation in the Valdez area. The Chicago's career got off to an illustrious start, however, when she picked up four survivors of a fishing boat that sank off the coast of Alaska. That was in July, 1977, her first full month of operation. Able Seaman Jimmy Dufore, 41, of New Orleans, has been riding the Chi­ cago for the last five months. Dufore, a member of the SlU for. 19 years, talked about the Alaskan run when the LOG visited the Chicago at Stapleton Anch­ orage in New York. "Valdez is like the last frontier", Dufore said. "It is very small and the people are very friendly there." When the TOG asked the obvious question, "How much do things cost up there?' Brother Dufore had a quick answer. "Not as much as 1 had thought. A bottle of beer cost $1.50 and a good hair­ cut was $5.50. And cab service from the The SlU-manned Overseas Chicago shown at Stapleton Anchorage off Staten Island in New York harbor. gate to town—about 10 miles away— cost us only $3.00 apiece." Whether or not you think the prices are high, there's no debating the size and the grandeur of the mountains that overshadow Valdez. Even the largest supertanker is like a pebble in the Grand Canyon next to them. In spite of some haze. Seafarer Dufore was not disap­ pointed by the Alaskan scenery. "It's beautiful country. We could see snow up in the mountains and you could go for miles and not see a single house." Cer­ tainly a contrast with Dufore's home­ town stomping grounds in New Orleans. As is the nature of tankers, the Chi­ cago did not linger in Valdez for very long. In fact, after taking 14 hours to load, the ship was ready to sail the day after arriving. But before leaving, the crew did have a chance to go ashore, and . some tried their hands at fishing in Prince William Sound. Jimmy Dufore laughed when he described the attempts of the eager fishermen to catch a big Alaskan fish: "Alaska is known for its big fish, and all those guys could come up with was a couple of little bitty things!" When the Chicago arrived in New York after a three-week run from Alaska, she and her crew were greeted by the kind of autumn weather you'd like to have year round; sunny, blue skies with a steady, cool breeze prevail­ ing. But change is in the air as well, and these days will be fewer and further between. If the Overseas Chicago resumes run­ ning regularly between the New Orleans area and Panama (where she picks up oil from the VLCC's on the Pacific side), Jimmy Dufore won't be one to complain about it. Because Alaskan winters are known to be as big and bad as her mountains are tall—and winter will be Doing an inventory of stores on the Over­ The Alaska oil run has provided Seafarers with a new "frontier." Shown arriving in Valdez long before it does in seas Chicago is Willie Braggs, steward/ above are James Rogers, left, sailing bosun, and Jimmy Dufore, ablethe Lower 48. cook. seaman. October 1978 / LOG / 15 �SlU-Manned Buffalo Newest Addition to Lakes Fleet The pride of the Great Lakes these days is the latest addition to American Steamship Co.'s fleet of self-loaders. The ship, christened the MjV Buffalo on Aug. 2, brings to 20 the number of SlU-crewed bulk carriers operated by American Steamship. After a trip back to the shipyard in early September to iron out some minor problems, the Buffalo's crew was re­ called and she began runs to Great Lakes ports with cargoes of stone and coal. The ship went from the Sturgeon Bay, Wise, shipyard to Port Inland, Mich., where she loaded stone for Indiana Har­ bor. From there, the Buffalo picked up a cargo of coal and deiivered it to the Detroit Edison plant in St. Clair, Mich. Her next scheduled run will be a load of stone, picked up at Stone Port in north­ ern Michigan, with Saginaw, Mich., the destination. Stone and coal are only two of the cargoes the Buffalo M equipped to handle. Like the rest of American Steamship's fleet she will also be moving sand, gravel and taconite pellets. At 635 feet, the Buffalo isn't as large as some other ships sailing the l^kes. She was built with several Lakes ports and dock facilities, too small to allow access by 750 or 1,000 footers, in mind. Her length allows her to call at those ports which are inaccessible to larger ves.sels. But the ship is one of the most modern afloat on the Lakes. Powered by two die.sels which supply a total of 7,000 hp, she has a .service speed of 15.5 knots. > /< 4. The self-unloader can carry 24,000 long tons of taconite pellets, discharging them at a rate of 6,600 tons an hour. She has a 68 foot beam and a midsummer draft of 28 feet. American Steamship began a ship­ building program in 1973 and the Buffalo, which cost $25 million to build, is the seventh vessel to join the fleet since then. The building project has added 250,000 long tons of carrying capacity to the Great Lakes fleet, boosting both maritime and related shoreside indus­ tries in the area. The new ship construc­ tion caused Buffalo's mayor, James D. Griffin to comment at the christening ceremonies; "With the help of the ship­ ping industry, the Great Lakes will play a vital and prominent role in the lives of the residents ... of major cities." 42 Congressmen Form Coalition to Boost U.S. Shipbuilding "With alarm we observe the pace of merchant marine and naval ship construction dropping sharply." ITiis statement reflects the sentiment of the Congre.ssionaI Shipyard Coali­ tion, which was formed on September 26 to promote the need for expanded shipbuilding and repair facilities in the U.S. Headed by co-chairmen Rep. Lindy Boggs (D-La.) and Rep. F^aul S. Trible (R-Va.), the 42-member, bi-partisan Coalition has stated that its ultimate purpose is, "to enhance the national security and the gross national product." While other countries build up their shipbuilding and repair capabilities— most notably and ominously the Soviet Union—the trend in the United States is in the other direction. Though this is nothing new (or the United States, historically, it is still, a dangerous trend which totally disre­ gards the lessons of history. According to Rep. Boggs, "There's no coherent recognition of the problems ship­ builders face and without a coordinated policy on national shipbuilding, this trend will continue." The Coalition has good reason to be alarmed. It was partially in response to the Carter Administration's proposal that naval shipbuilding be cut by 50 percent over the next ten years that the Coalition was organized. In terms of employment alone, there will be a drop of approximately 45,000 Given this heritage, it is sad and ironic that there is so much ignorance on the part of the American people about the needs of the merchant marine and the shipyards, and how they relate to the security and economy of the country. It is even more ironic when you consider President Carter's Navy background. Rep. Paul Trible (R-Va.) jobs in shipyards and related industries if the shipyards are allowed to decline at the present rate. U.S. Founded on Mlaritlme Not enough people—especially those in "high places" -seem to be sufficiently aware of the maritime heritage that our country was founded upon. This heritage was taken into consideration in the Coalition's "Memorandum of Purpose", which says: "The people of the United States, even before this Nation achieved its independence, have been shipwrights and mariners. From Colonial times, the Notice to Members Oa Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card 16 / LOG / October 1978 clinic card seaman's papers INLAND Rep. Lindy Boggs (D-La.) national security of the United States has relied on the availability of quality shipyard facilities for both shipbuilding and shiprepairing. Today American shipyards employ in excess of 176,000 men and women. It is essential that this national resource be maintained." Besides Reps. Boggs and Trible, the Congressional Shipyard Coalition numbers amongst its members such friends of maritime as Rep. John M. Murphy (D-N.Y.), chairman of the' House Merchant Marine and Fisheries Committee, and Rep. Leo Zeferetti (DN. Y.), also a member of this Committee. We applaud the Congressional Ship­ yard Coalition, and wish it well in its efforts to "pursue legislative as well as administrative remedies to the present situation" and to "promote change pointed toward more cohesion, more coordination and more effectiveness at all levels of government, industry and labor in the evolution of a fully efficient and more competitive U.S. shipyard industry." 6 Boatmen Get Towboat Licenses Thru HLS Six Boatmen recently earned U.S. Coast Guard Licenses as Towboat Operators. They are Jesus IglesiasCampo, Michael Qualla, Robert Candelario, Juan Velez., Ernesto Iglesias, and Antonio Colon. The men attended the regular Towboat Operator course at the Harry Lundeberg School. The licensing course was three months in length. During this time, the Boatmen received individualized in­ struction in their course and assistance from the staff of reading specialists at the school as well. The examination which the boatmen took and passed required several days to complete. Michael Quails, Robert Candelario, Juan Velez, Ernesto Igle­ sias and Antonio Colon are now licensed as Towboat Operator—Oceans not more than 200 miles offshore. Jesus Iglesias-Campo, Michael Quails, Robert Candelario, Juan Velez and Ernesto Iglesias arc also licensed as Towboat Operator—Inland Waters. In addition to earning their licenses, the graduates also achieved certificates in fircfighting and first aid/CPR through the program at HLS. As HLS graduates, the Boatmen earned 11 college credits for the courses they completed. College credits are offered for all vocational courses at the Lundeberg School through a coopera­ tive program with Charles County Community College in Maryland. �At Sea ^ Ashore Pacific Northwest Pacific Northwest ports, possibly Seattle and San Francisco, will be used to ship out $8.8 billion worth of U.S. wheat (about 64,500 metric tons) to be sold to the Philippines under Public Law 480. By law, American ships must carry at least 50 percent of this cargo. Russian Grain Next year, an increase from$16 to $18.25a long ton charter rate for shipping U.S. grain from U.S. Gulf ports to the Soviet Union's Black Sea ports will go into effect, says Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell. Corpus Christi Only waiting for the green light from the U.S. Army Corps of Engineers, which issues licenses to dredge, is the port of Corpus Christi's multi-million dollar Harbor Island deepwater oil terminal project called "Deepport." The project is expected to get construction approval from the U.S. Department of Energy by next spring. Construction calls for deepening and widening of the existing channel. Dredging will go down to 72 feet making the project the deepest draft supertanker port in the Gulf. The proposed port will be financed by revenue bonds issued by the port and guaranteed and paid off by its users. \ Galveston At the port of Galveston early this month, Northville Industries Co. of New York said it gave its environmental assessment report to the Army Corps of Engineers for a dredging licensing permit for a planned multi-million dollar deepwater onshore oil port set for completion by late 1980. TTie joint project with the port's authority will be built on Pelican Island. It is expected that by next June a channel will be dredged from 40 to 54 feet from the island to deepwater. The project is expected to add almost $800 million in added port-related revenue yearly and will serve Houston, Texas City, Freeport and the Sabine area. Washington, D.C. The incident that prompted the Safety Board's recommendation was the case of the 281-foot tanker, Chester A. Poling. She was bound at 6 knots for Newipgton, N. H. from Everett, Mass. and broke in two in 25 to 30 foot high seas and 50 to 60 knot winds. The tanker's captain and a seaman were pulled aboard the Coast Guard cutter Cape George after they had abandoned the sinking bow section of the ship.Two other crewmembers were hoisted aboard a Coast Guard helicopter hovering over the tanker's stern. But a third crewmember fell into the ocean and was lost while he was trying to climb into the chopper's rescue basket. Two more crewmembers were saved by the cutter Cape Cross. All six survivors suffered from extreme exposure to the 30-degree water. Exposure effects also hampered rescue efforts even though both cutters were on the scene when the crewmembers were forced into the water. "Contributing to the loss of life," said the board, "were the seamen's failure to wear a personal flotation device and the improper handling of the rescue basket by the crewmembers due to their lack of training..." SS Delta Norte For the second consecutive year, the SS Delta Norte (Delta Line) was awarded the Fleet Safety Award plaque for accident-free operation. The ship was the only one of the fleet to score a zero-based accident rate last year. SS Delta Brasil Funeral services at sea were held for the late Seafarer Paul D. Erter on the SS Delta Brasil recently. Conducting the service was Capt. Philip G. Moon who intoned; "Gentlemen, we are gathered here today to pay our last respects to our departed brother, Paul D. Erter." The master then read to the assembled crew the Bible's 23rd Psalm and the Episcopal Book of Common Prayer's "At the Burial of the Dead at Sea." Chief Steward Albert Estrada and the crewmembers then joined in to say the Lord's Prayer for the deceased before his ashes were committed to the deep. Bombay, Cochin, India Next January, Sea-Land Service will start a new containership run with onboard cranes to the west coast ports of Bombay and Cochin, India. Biweekly sailings will run between Dubai, United Arab Emirates and the Indian ports. No other U.S.-flag container operator has this run from the American Atlantic and Gulf Coasts. Geneva, Switzerland A U.N. Conference on Trade and Development (UNCTAD) computer study finds that the U.S., Greece, Japan and Hong Kong shipping companies own 78 The National Transportation Safety Board recommended to the Coast Guard last month that exposuie suits be provided to all crewmen of ships routinely sailing in cold air or in cold sea temperatures. The board made its recommendation in reporting on the rescue of six of seven crewmembers from a coastal tanker sinking in a severe winter storm off Cape Ann, Mass. on Jan. 10, 1977. The board also urged the Maritime Administration to*work with the Coast Guard, the maritime industry and labor to develop a survival and rescue training course for merchant seamen. It said the course should include a requirement that at least one inflatable liferaft should be stowed near each accommodation and working space on coastal tankers. In addition, the course should train merchant seamen in the proper use of helicopter rescue baskets and have each basket marked with simple-user instructions in emergencies. percent of the world's flag of convenience fleet. U.S. companies own 31.7 percent, Greece 20.7 percent, Japan 9.2 percent and Hong Kong 16.9percent. The study covered 98 percent ofthe flag of convenience fleet. Another 16 percent is owned by 12 countries including West Germany, Italy, Switzerland, Singapore, Canada, Israel and the U.K. Qf the 23 government figures checked only Iceland, Portugal San Marino and South Africa failed to supply information. The identified 41 percent of the runaway fleet of 1,779 ships of 85 million dwt had a makeup of Liberian 31 percent, Panamanian 19 percent, Singapore 15 percent and Cypriot 5 percent. U.S. companies own 401 runaway ships of 48,517,000 dwt, Greece owns 951 runaway ships of 29,154,000 dwt. Delta America Committee Transcolorado Committee Headquarters Patrolman Teddy Babkowski (left) talks with Recertified Bosun Arne Eckert (2nd r.) ship's chairman of the SS Delta America (Delta Line) at a payoff at Pier 1, Brooklyn, N.Y. on Sept. 5. Listening in are some of the Ship's Committee and crewmembers. They are (I. to r.) Steward Delegate N. Richardson: Engine Delegate Robert Bosher; OS S. Bishop and (right rear) Chief Cook R. Hollins. Headquarters Patrolman George Ripoll (seated center) listens to Deck Delegate Nick Swokia (seated I.) go over overtime sheets at a payoff last month on board the ST Transcolorado (Hudson Waterways) at the fylilitary Ocean Terminal. Bayonne, N.J. The rest of the Ship's Committee and a crewmember are (seated I. to r.) Chief Cook Sam Loftin and Recertified Bosun Richard Kidd, ship's chairman . and (standing I. to r.) Chief Steward Tom Ulisse, secretary-reporter; Engine Delegate Michael Mefferd and Steward Delegate Adolph Lomonthe await their turn, October 1978 / LOG / 17 �^Great Spirit of Brotherhood' Pensioner Scheard Recalls Sailing Days Well, I have retired from the sea and ocean, the water that I love. I joined the Union in Mobile, Ala. on Dec. 28, 1938 and sailed many a year out to sea. I am very lonesome now since 1 have retired. But everyone tells me that I will get used to being home. I thank God for taking care of me for all those years. I have been over the world many a day and years. I lost one ship because I got sick and had to get off and go home. I never lost a ship before or since. I sailed through three wars: the Second World War, the Korean War and the Vietnam War. I was lucky to come through and 1 thank the Lord. My ship had hopes to invade in the Second World War in Le Harve, France on June 6. I'll never forget it. I was so scared. But we pulled through. My ship was named the SS Yakea. I helped to build my Union to where it is today. My first month's pay was $30. It was good money during those days. I was young and wanted to see the world and believe me it is a big world. I wish my oldtime brother's who are dead now, could see our good old Union, the SI U as it is today. I am now 75-years-old and I feel that I have served my time on the sea, the water that 1 love. I thank God that he spared me to see how my Union is today. I walked picketlines in Mobile to try to build the Union up. And we did. I sailed in the steward department; cook, saloon utility, BR and messman. I had some hard days in some of the years. I worked all the time, never stayed on the beach much. Well, I feel very good today writing of my sealife. I have plenty more I could say to my sea Union brothers, but I will rather say, simply, smooth sailing to all my Union brothers. Fraternally, Howard Scheard There When You Need It' I want to express my sincere gratitude and brotherhood to all my brother members living now and to those who have departed Irom this world. I joined the SIU in March of 1947 and served "until July 1977 until my per­ manent disability in 1978. I want to send a message to all my good Seafaring brothers wherever they may be that I really do miss the great spirit of Brother­ hood that is really found among SIU members. Also I want to give my heartfelt thanks to our President Paul Hall whose leadership is respected by all Seafarers. I would also like to say how important our Pension Plan is to us, because the Plan enables a Seafarer to live in dignity and above all to know that as we retire that we are not forgotten. So I want to send a message to all Seafarers that above all we must support the SIU 100 percent in the years that lie ahead. I want to express my heartfelt thanks as well to the New Orleans office-^ especially Buck Stephens, Lindsey Williams, Carl Peth and all my brother Sea­ farers who visited me at the hospital during my critical days before and after my disabling operation. Most of all I want the mepibership and President Paul Hall and all the officers and trustees of the SIU to know that I am disabled for life but my heart lies first with rny brother SIU members. And that I will continue to support them in all their future endeavors. We have all learned so much from one another while working and sailing the oceans of the world. Thoughts of these, and above all the keen interest Seafarers show in mankind, will always remain with me. I am grateful to have been a part of a great and wonderful Union. Fraternally, Paul Capo Metairie, La. ^Best Thing I Ever Did' I would like to express my sincere appreciation to SIU member, Capt. Timber Turner of Stone Towing in Wilmington, N.C. for helping me get my start with the SIU. Joining the SIU was the best thing I ever did. Fraternally, Charles Leevwenburg Wrightsville Beach, N.C. Paid What Medicare Didn't I wish to thank the Seafarers Pension Plan for sending my checks right on time every time. They come in handy to those of us who depend on them. The Log has been keeping me informed on what is going on in our Union. And to all of my Union brothers, 1 say, take care of this Union. It's really there when you need it the most. Just wanted to drop a line of thanks to the Union for the check we received when my husband, who is retired, was confined in the hospital. We are both grateful to the Union for paying what Medicare didn't. Sincerely, Mrs. Peter Svarrer Summit Hill, Pa. Fraternally, Jose Castro West Corvina, Calif. LOG Change of Address Or New Subscriber Editor, LOG 675 Fourth Avenue Brookiyn, N.Y. 11232 list. October, 1978 I would like to receive the LOG—please put my name on your mailing (Print Inlormation) Official Publication of the Seafarers International Union of North America. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Execuf've Board Paul Hall President NAME Frank Drozak STATE ZIP Gal Tanner Secretary-T reasurer Vice President Lindsey Williams Vice President iutoRmssI SIU members please give: Soc. Sec. # Joe DlGlorgio Executive Vice President Earl Shepard Vice President ADDRESS CITY Vol. 40, No. 10 / Bk. # 389 James Gannon Editor Ray Bourdius TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. Assistant Editor ADDRESS CITY L-»-. / LOG / Oclober 3978 STATE .ZIP J Marcia Reiss Assistant Editor Edra Ziesk Mike Gillen Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Photography Photography 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. (ISSN ,^^0160-2047) �Some Good News on USPHS, But the Fight Goes On The USPHS- system got some good news this month, probably the best news the seamen's hospitals have had in a long time. That news was the opening of the beautiful new modern Public Health Service hospital in Nassau Bay, Tex. The new facility replaces the deterio­ rating USPHS hospital in Galves­ ton and is the first new Public Health hospital to open in 40 years. This new facility will provide American seamen living in the Houston-Galveston area with much improved inpatient and outpatient treatment. With this good news, it would appear on the surface that the USPHS system is finally safe from being scuttled. And that the SIU's long fight to keep the USPHS system alive and well has overcome its final hurdle. We sincerely wish that we could say this. But it simply isn't true. The USPHS system comes under the jurisdiction of the Department of Health, Education and Welfare (HEW). For years, the SIU has fought HEW's various attempts to either close the hospitals or rid itself of the responsibility of operating them. A little over a year ago, it even looked as if HEW had given up its efforts to torpedo the system. And, of course, the opening of the new Nassau Bay hospital might seem to reinforce this. However, recent statements by Joseph Califano, secretary of HEW, leads us to believe that the SIU's long fight to keep the hospitals open may just be starting. Califano made his disturbing remarks about the system during recent hearings of the House Mer­ chant Marine and Fisheries Com­ mittee. The HEW chief said in his prepared statement that the whole future of the USPHS system must be considered on a "hospital to hospital basis," strongly suggesting that the hospitals be removed from Federal jurisdiction to local com­ munity control. Aerial photo shows sprawling USPHS hospital on Staten Island, N.Y., just across the river from SIU Headquarters in Brooklyn. The SIU will continue its fight to keep this and all USPHS hospitals open to continue the job of providing first class health care to merchant seamen. Califano said that such a switch is necessary because the hospitals are underutilized by merchant seamen, the primary beneficiaries. He claim­ ed that "at any one time in 1977, almost one-third of the beds in the Public Health Service hospitals were not in use." And he said that "some of these PHS hospitals are located in communities where a significant proportion of the population are not adequately served." In other words, Califano is suggesting that the PHS hospitals be used as community health centers to be run by local health planning agencies and not by the Federal Government. This is not a new proposition as far as the hospitals are concerned. The SIU has constantly opposed such a move, though, because we feel that if the hospitals are re­ manded to community control, merchant seamen will suddenly become second class citizens instead of primary beneficiaries. The SIU does not oppose PHS facilities being used to help solve community health needs. In fact, the PHS hospitals already serve the health needs of thousands of people annually from surrounding com­ munities. However, the SIU believes strongly that a switch from direct Federal to local community control will most definitely prove detrimen­ tal to the health needs of American merchant seamen, who have de­ pended on the PHS system for health care for more than 200 years. The SIU is not alone in this opinion. Rep. John Murphy, chair­ man of the House Merchant Marine and Fisheries Committee, blasted Califano's "hospital to hospital" approach. Murphy said that HEW's suggestion to remove the hospitals from Federal control "is nothing more than a device to get rid of the PHS hospitals." Murphy also took on Califano on the issue of underutilization of the hospitals by merchant seamen. He said, "the reason there are fewer seamen (using PHS) is a national maritime policy that allows them to disappear." Presently, there is nothing much Califano can do to carry out his plans for USPHS because Congress has adjourned for the year. But you can be sure that when the 96th Congress convenes next Janu­ ary, Calitano will be on their doorstep looking to have his way. In other words, the SI U's fight to keep the hospitals open must and will continue. We have come a long way in both protecting as well as helping to improve the USPHS system. Plain and simple, though, we still have a long way to go and a tough fight ahead. But the SIU is ready and able to meet the challenge. October 1978 / LOG / 19 n �"SPHS Hospital Opens in Nassau Bay, Tex.; It's the First in 40 Years fh"^" Director of the Nassau Bay USPHS hospital, (left) cuts the ribbon at the dedication ceremony of the new facility. Assisting him (I to r) are: Dr. George Lythcott, Reps. Jack Brooks (D-Tex) and Robert Gammage (D-Tex.) Dr. James Erickson and Dr. Edward Hinman. The first new U.S. Public Health Service hospital in over 40 years opened in Nassau Bay, Tex. on Sept. 29. The new facility is the first real sign that the beleaguered USPHSsysteiiinot only will survive, but will begin to move forward in providing improved medical services for American seamen. The opening of the new hospital is the achievement of a four year, SlU-backed effort to replace the obsolete PHS hos­ pital in Galveston. And it is the culmina­ tion of the Union's long fight—waged over two decades—to preserve and promote the entire PHS system. The Galveston hospital was so badly deteriorated and inadequate that it was in danger of losing its medical accredita­ tion. The Nassau Bay building was formerly the Space Center Memorial Hospital and is only five years old. Shortly after construction, it was no longer needed as an acute care facility by the surrounding community. Relocat­ ing the Galveston hospital there saved costly modernization of the old building and has insured much needed continua­ tion of PHS care in the Houston-Gal­ veston port area. Major Step Forward At dedication ceremonies in Nassau Bay, Dr. Thomas L. Shinnick, the PHS director of the new hospital, called the opening a "climactic event" and a "major forward step for the USPHS system." He explained that it will operate as a 125 bed acute care facility "with support services expanded and specifically designed to meet the needs of our bene­ ficiaries." Both inpatient and outpatient services are provided. The "private hospital" set-up of one to two patients per room has been retained, he said, "to insure that our patients can be treated with the privacy and dignity they deserve." Congressmen Jack Brooks (D-Tex) and Robert Gammage (D-Tex) also participated in the dedication, along with other representatives from the unions, medical agencies and commun­ ity groups which played significant roles in acquiring the new hospital. The SIU's role started long before the new building even was proposed as a replacement for Galveston. It goes back to the time when all of the PHS hospi­ tals were seriously threatened with extinction. In 1960 there were 15 PHS hospitals. But over the next 10 years the Union seemed to be fighting a losing battle as the hospitals were whittled away one by one. By 1970 the number was cut almost in half to eight remaining facilities. SIU's Historic Fight If it were not for the strong and persis..ent siipport which the SlU sustained at that time through the present, those eight hospitals would not exist today. SlU Patrolman Gene Taylor (center) receives congratulations for the Union's work in establishing the new hospital from Reps. Jack Brooks (left) and Bob Gammage Both Texas Congressmen also contributed greatly to the relocation effort post under contracted physicians in private or veterans hospitals. Moreover, HEW took further steps to pave the way for Ford's plan to intro­ duce new legislation to close the PHS hospitals. The Department asked the Comprehensive Health Planning Coun­ cils, which have local jurisdiction for the eight hospitals, to agree to close or transfer control of the facilities from the lis opening this month^aTa fepiaMmertilithe deleriorate'dGairettonS i°spitai. federal government to the local com­ in the Texas coast area. i^aiveeion lacimy nas preserved much needed services for American seamen and other PHS beneficiaries munities. The transfer would have cut out federal financing. The SIU has testified in Congress, The SIU worked closely with the local The first, the Emergency Medical worked closely with government offi­ Sen. Daniel K. Inouye (D-Hawaii) Councils to make the needs of seamen curement Act, mandating full mainte­ Services Act, passed both Houses of publicly praised the Union at the time cials and community leaders and enknown and all eight refused to go along nance and staffing of PHS hospitals. Congress in 1973, but was vetoed by for its "almost singlehanded fight" to jisted the support of other unions to with HEW's request. The Union then With strong support from the SIU President Nixon. The SIU not only sup­ save the PHS hospitals. insure the survival of those remaining and other AFL-CIO unions, both brought the budget issue to national ported the bill in Congress, but during hospitals and their time honored ser­ But the battle was far from over. The Houses of Congres§ overrode the Presi­ attention by testifying against HEW's the legislative battle to override the veto vices for American seamen. years of uncertainty about the survival dent's veto, thus enacting a bill once contract care plan at a series of Congres­ the Union went to court and got a Public hospitals for merchant seamen of the system had taken a heavy toll in again to keep the hospitals open. This sional hearings in the summer of 1976. temporary injunction which held up are almost as old as the country itself. override, one of the few ever carried by staff and services at the hospitals. The HEW's closing orders. By the end of the year. Congress Recognizing the vital service performed Congress, was a major setback for the rebuffed Ford and HEW by refusing to Galveston hospital was in bad shape at The decision on the veto sided with foes of the PHS svstem. by the U.S. merchant marine, the act on any legislation to close the hospi­ this time and needed even more modern­ the President by a scant five votes in the But in 1976, HEW and the Ford Admin­ federal government set up the hospitals tals and by appropriating the full funds ization money than the Act had author­ House. But soon after. Congress passed istration attacked the system again— for seamen as early as 1798. These were ized to improve its services. necessary to keep them operating. the Military Procurement Authoriza­ this time in an attempt to write the PHS the forerunners of the PHS system. In the face of strong opposition from tion Act, with an amendment guaran­ The entire system depended on a hospitals out of the federal budget. But in the early I970's the Depart­ Congress, the SIU and other concerned teeing that the hospitals remain in continued infusion of promised funds HEW put in a budget request which was ment of Health, Education and Welfare groups, HEW made an about face. The service. This time Nixon signed the bill just to stay in operation. But it soon $25 million short of the funds needed to (HEW), which runs PHS, wanted to Department published a report at this into law. became clear that HEW and President keep the hospitals open and operating. dump the hospitals and deny the rights time which contained its first positive The SIU won a major victory with the Ford had just the opposite in mind. The Department intended to use the of their 200,000 beneficiaries—the great statements about the hospitals in years. success of the Military Procurement In 1975 Ford vetoed the bill which requested funds for contract medical majority of them seamen. Rather than trying to close or transfer Act. It authorized the funds necessary appropriated PHS funds for the follow­ care. This meant that seamen would no It took an SlU-backed Act of Con­ control of the hospitals, HEW said it to keep the eight hospitals operating ing year. It also included a section longer be given the priority they receive gress to keep them open. In fact, it took would "concentrate on maximizing and and, for the first time, allocated money requiring HEW to certify that it was as prime beneficiaries in the PHS hospi­ two Acts of Congress. integrating the use of these resources." to upgrade and modernize the facilities. in compliance with the Military Pro­ tals, but would be shoved from pillar to But even with HEW support, the hos­ M rooms in the new hospital are either private or semi-private, accommodating no more than two patients, as shown -.-.-v.i-.f.-a...,, Nassau Bay .nospitai is a striking example of the modern facilities provided at pitals still face their number one prob­ lem—money. In May, 1977, the federal General Accounting Office (GAG) reported that services in the PHS hospitals had been sliding since 1973 in spite of the guaran­ tees written into the Military Procure­ ment Act at that time which mandated that they be kept up to the 1973 level. The GAG attributed the decline to spiraling inflation and limited budget increases. Congress responded by appropriating PHS funds for 1978 well above the 1973 level. With additional funds for operat­ ing and upgrading PHS services, and with the SIU and other groups working to cut the red tape which had delayed the Galveston hospital relocation, the new Nassau Bay hospital finally became a reality this year. The opening of the Nassau Bay hospi­ tal is the best news the PHS hospitals have had in a long time. But the work that lies ahead is much the same that it has always been. Even with success along the way, the SIU has had to keep fighting for the hospitals. We had to monitor services on the local level and to work in Wash­ ington so that the funds for the hospitals kept coming and so that continued threats to their operation were defeated. This is what it will take throughout the future to make the individual success of Nassau Bay the hallmark of the entire PHS system. r,:...',. , , range of up-to-date equipment for PHS patients. The hospital the first new USPHS facility to open in over 40 years, offers complete Inpatient and outpatient services. �SlU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner HtLADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich SEPT. 1-30, 1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port ••REGISTERED 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 Piney Point Yokohama Totals 10 106 12 31 12 10 31 71 23 38 22 43 11 87 0 0 507 0 35 4 5 7 0 6 12 4 8 4 7 2 20 2 0 116 • 0 13 0 6 5 1 0 4 1 5 8 6 0 10 0 0 59 8 115 8 22 23 18 12 80 19 30 22 43 16 109 0 7 532 2 71 6 9 19 6 2 39 6 16 5 14 8 41 11 1 256 0 21 0 1 9 2 1 4 0 5 9 5 2 13 0 0 72 6 13 18 55 17 6 35 110 58 63 32 53 24 110 0 5 725 2 32 5 15 3 0 8 16 6 9 9 7 3 21 0 1 137 2 9 0 8 0 0 0 8 3 3 8 10 0 5 0 0 56 ENGINE DEPARTMENT Port Boston New York Ptiiiadelphia TOTAL SHIPPED All Groups Class A Class B Class C 3 35 4 3 7 2 5 10 8 9 5 5 1 21 0 0 118 0 6 0 1 3 2 0 0 2 2 0 0 0 0 0 0 16 2 10 0 1 2 0 2 6 3 3 2 1 1 5 4 1 43 0 3 0 3 1 0 0 27 1 6 2 0 0 0 43 167 6 99 12 23 8 7 11 53 20 22 9 18 14 50 43 1 396 3 121 7 14 5 2 2 9 7 35 30 19 6 45 0 0 305 1,257 673 423 0 . .. , .. 10 28 12 7 Btiltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 41 26 34 11 23 10 66 2 2 365 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 96 6 11 16 7 16 55 19 26 6 26 10 46 2 2 346 2 57 5 7 13 5 5 23 6 16 3 9 2 23 9 1 186 0 11 0 1 4 0 0 0 0 2 1 2 1 4 0 0 26 2 119 18 52 16 6 35 89 44 57 25 33 12 110 0 0 618 5 64 6 12 3 4 8 22 14 6 6 9 1 22 1 0 183 0 9 0 2 0 2 0 4 2 1 5 1 0 1 0 0 27 2 66 9 24 19 1 22 52 32 42 14 20 10 52 0 1 366 5 14 1 5 2 0 3 9 6 4 2 1 1 7 0 1 61 0 6 0 3 2 0 0 1 0 11 9 9 2 2 0 0 45 40 6 25 4 3 16 33 14 31 7 14 17 27 0 1 244 s 119 28 47 10 5 19 63 40 30 28 23 19 46 4 2 491 8 222 9 34 7 2 2 26 15 42 71 25 8 61 0 0 532 1,953 872 660 STEWARD DEPARTMENT 4 51 4 11 15 . 16 25 20 22 6 10 6 25 1 0 218 c SJ Port 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 5 76 4 9 11 7 7 53 12 22 5 19 5 40 1 2 278 0 43 1 6 7 0 1 21 4 6 0 8 1 13 29 0 140 0 41 0 1 1 1 0 1 0 71 4 1 1 12 0 0 134 ENTRY DEPARTMENT 34 9 22 11 12 12 0 \J 1,156 582 232 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"nsgistered on the Beach" means the total number of men registered at the po.'t at the end of last month. 22/LOG/October 1978 . 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. Ewing 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, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTIIRCE, 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-Ku 231-91 201-7935 West Coast Stewards HalJs HONOLULU, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . .408 Avalon Blvd. 90744 (213) 834-8538 SAN FRANTLSCO. Ca. 350 Fremont St. 94105 » " (415) 543-5855 �Jobless Rate Edges to 6% in September; 6 Million Unemployed WASHINGTON, D.C.—The U.S. jobless rate rose to 6 percent in September up from August's 5.9 percent. However, joblessness among blacks and other minorities dropped from August's 11.7 percent to last month's 11.2 percent. But teenage unemployment went up last month to 16.6 percent from August's 15.6 percent. A Labor Depart­ ment economist explained that an unusually large number of jobs were created for teenagers this summer by the Government and the private sector and the September joblessness rise reflects the end of those programs. Unemployment for adult men went Conference Board labor analyst Leonard Lecht points out that "the unemployment rate... understates the relationship between joblessness and economic hardship in the 1970s—It fails to include many discouraged workers, people who have given up hope of finding a job." An employment milestone was at­ tained last month by adult women whose participation rate in the U.S. work force went over 50 percent for the first time. About 50.1 percent of the adult women either had jobs or were looking for them, up from 49.5 percent in August. Changing life styles and the inflation-induced need for a second family income have propelled more and more women into the job market in recent years. The percentage of adult males in the labor market remained unchanged at 79.4 percent. The Bureau (BLS) reported that total employment went up last month by 290,000 jobs to 94.9 million persons employed in the nation. The figures show that the September gain did not keep pace with the increase in the size of the country's labor force which grew by 321,000 more during the month. Non-farm payrolls in September declined by 58,000 to 86.1 million working there. T^e job total in manu­ facturing has held steady at about 20.3 million employed. Ogden Willamette Committee Golden Monarch Committee On Sept. 29 at a payoff of the ST Ogden Willamette (Ogden Marine) at Stapleton Anchorage, 8.1., N.Y. the Ship's Committee got together for a group photo of (1. to r.) Engine Delegate Raymond Gomez, Recertified Bosun Leo Paradise, ship's chairman; Educational Director Julian Lopez and Chief Steward Edward Kelly, secretary-reporter. Making out patrolman's report late last month is N.Y. patrolman Teddy Babkowski (seated far left) at a payoff aboard the ST Golden Monarch (Apex Marine) at .Stapleton Anchorage, S.I., N.Y. Looking on is the Ship's Committee of (seated I. to r.) Steward Delegate Lorenzo Rinaldi and Deck Delegate Sylvester Furtado. Standing (I. to r.) are Recertified Bosun Alejandro T. Ruiz, ship's chairman; Educational Director Ross A Hardv and Chief Steward R. A. Clarke, secretaryreporter. Notice to Members OK ShbvKV Procedure ua'I down slightly to 4 percent. The rate for adult women also dipped a little bit to 6 percent. Overall total unemployment in September rose by 34,000 jobless to 6 million unemployed, according to the U.S. Labor Department's Bureau of Labor Statistics (BLS). In line with the AFL-CIO's conten­ tion that the "true" unemployment rate should be 8 million, a new Conference Board report by 12 noted labor ex­ perts says that although the Federal Government pays out $17 billion a year on the basis of various unemployment data—mainly state and local unemploy­ ment rates—much of this data is unreliable and misleading. When throwing in for work dur­ ing a job call at any SlU 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 dischai^es. Further, the Seafarers Appeals Board has ruled that classifica­ tion seamen may only register and sail as entry ratings ^ only one department" The tools of your trade Leant to make them work for you ... Apply now lor the Transporiaiion Instiiule Towboat Operotor Schoitirsiilp • Special three-month curriculum offered only at the Harry Lundeberg School • Room, Board and Books Free • Tuition free • Weekly stipend of $125 • Time spent in on-the-job training is Coast Guard ap­ proved as the equivalent of required wheelhouse time ® Day-for-day work time credit for HLS Entry Graduates To apply, see your SIU Representative. October 1978 / LOG / 23 �PersoiuUs Dispatchers Report for inland Waters John L. Goforth Mrs. Carol Goforth would like you to write her at Route No. I, Box 165, McMinnville, Tenn. 37110. Ling H. Kee Your wife, Ava Kee, would like you to contact her at 210 102nd St., Apt. 2F, New York, N.Y. or call (212) 876-6237. Junius Lacks Your sister would like you to call her at (804) 572-3345. She says it is urgent. John Wesley Minges Please call the editor of the Log col­ lect at (212) 499-6600, ext. 242. Walter Mosley Your wife, Yera, asks that you call her at (212) 287-0983 or write 2021 E. 41st St., Apt. lA, Brooklyn, N.Y. 11225. William L. Robinson, ex-Bosun of the SS Point Susan Capt. Yirgil L. Jones, Master of the SS Point Susan, asks that you contact him at Point Shipping Corp., 545 Madi­ son Ave., New York, N.Y. with regard to your personal effects. Frank Skendrovich Your niece Mrs. Theresa Kimmel, would like you to call her at (212) 224-5405, after 6 p.m. Gerardo Vega Mr. Gilbert would like you to contact him at Alton Steamship Co., 17 Battery PI., New York, N.Y. or call (212) 344-6340, with regard to money due you. Fred Williams Formerly of 850 Stedman Ave., Bronx, N.Y. David McKenzie would like you to write him at 110-22 175th St., Jamaica, New York, or call (212) OL-7-7919. Levy Lincoln Williamson Your brother. Ivy Williamson, would like you to call him at (813) 439-1484 or write him at P.O. Box 1985, Winterhaven, Fla. 33880. SEPT. 1-30, 1978 •TOTAL REGISTERED 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 Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 6 0 1 5 5 1 0 0 0 12 0 7 0 2 42 0 0 0 5 0 1 0 4 0 0 2 0 0 5 5 0 12 40 1 75 0 0 0 2 0 2 0 11 6 0 5 0 5 8 53 0 13 0 29 134 0 0 0 5 0 0 0 1 1 0 3 0 1 7 3 0 4 0 1 26 0 0 0 5 0 0 0 1 0 0 2 0 0 8 4 0 9 36 4 69 0 0 0 0 0 0 0 2 6 0 0 0 3 16 18 0 15 0 16 77 0 0 0 5 0 2 1 9 4 0 2 0 0 12 2 0 16 7 0 60 0 1 0 5 0 4 0 27 4 0 18 0 10 14 137 0 17 0 70 307 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 3 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 1 0 0 3 0 0. 0 0 0 0 0 1 0 0 4 0 3 1 0 0 1 0 1 11 0 0 0 1 0 1 0 1 1 0 0 0 0 1 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 1 1 4 9 0 0 0 6 05 12 5 0 0 3 0 1 16 3 0 13 0 4 68 ENGINE DEPARTMENT Port 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 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 I 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 0 0 1 0 0 0 0 1 4 Port 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 TOTAL SHIPPED All Groups Class A Class B Class C 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 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 6 0 0 0 0 0 7 STEWARD DEPARTMENT . .• . Totals All Departments .... 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 46 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 3 1 6 0 0 0 2 0 0 0 0 2 0 0 0 1 0 2 0 2 0 8 17 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 1 3 83 155 29 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 0 4 75 0 0 0 2 0 0 0 1 0 0 1 0 0 0 0 0 1 0 5 10 94 76 72 0 0 0 2 0 0 0 2 2 0 0 0 5 w 0 2 0 3 0 14 30 348 *"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. A MESSAGE FROM YOUR UNION BE HEADS-OP, STICKOUTS CAUSls LUMPS FLAY IT SAFE AT ALL TIMES D o 24 / LOG / October 1978 �Union Sailors Battled For $30 a Month This article, reprinted from the San Francisco Call of October 17, 1894, is a graphic description of one of the many waterfront battles that erupted as union seamen tried to im­ prove tvages and living conditions on ships sailing out of the West(Umst in the 19th century. This and other material from old newspapers and magazines dealing with the early days of the seamen's unions has been collected by theSeafarer's Historical Research Depart­ ment. SAILORS' WAGES .f They Cause Trouble on the Water Front HOT WORDS AND HARD BLOWS The Police Are Called Upon lo Interfere. MRS. WltiiON AND HER PtSTOt.. Sea Captains Willing to Take Cheap Men — Busy Times at the Brit­ ish Consul's Offiee. "When Greek meets Greek, then comes the tug of war," said a certain repu­ table poet once upon a time, and ever since then it has been popularly supposed that dire indeed is the struggle which follows the coming together of two na­ tives of Hellas. But in the light of the developments of the past few days on the water front, the tug of war would pale into insignificance in comparison with the desperate melees which follow the meeting of non-union and union sailors and rival hoardinghouse masters. Broken heads, rainbow lined e\ (^s and battered countenances are more numer­ ous now along the hilgy hywavs of the ducks than ever before. In fact one of the fraternity who does not sport a counte­ nance that bears some sign of a melee or an arm supported in a sling is lo()k(>d uf)on as one who takes hut little interest in his business. The trouble is all about sailors' wages, not only those of the deep-water r!ien,hut those of the seamen who sail in the coast­ ing vessels. Among the coasters the nninn men want $30 a month, and the Ship-owners' Association will not give more than $25. During the past six or eight davs several vessels have gone out with non-union crews on board, notwithstanding the union men have triecl.their very best to prevent them from being shipped. The harbor police force has had its hands full to prevent bloody riots at the sailing of these vessels, so high did feeling run between the men. The union men felt that they were getting the worst of the deal in the shipments, and were natu­ rally indignant at .seeing their places sup­ plied by outside men. One of these rows occurred yesterday morning in front of 42 Steuart street, where the Ship-owners' Association was trving to put a crew on hoard the steamer P^lwell at the reduced rate. Every effort was being made by the union men to induce the non-union men to remain on shore. Hot words and some blows were exchanged, and then a detach­ ment of officers arrived from the North Harbor station and affairs became more (juiel. At the re(|uest of Captain Ryder of the Elwell, which is lying at the seawall. Captain Dnnleavy sent a couple of offi­ cers to guard the vessel until she sailed. At other points along the front rows are of evervdav occurrence. There are some hard (characters seen around the water front now, engaged, ac­ cording l(j the: police, in shipping mtm at low rates on d(ie})-water vessels whenever they can. As some of the outgoing vessels are chartered very low it iscpiitean object with the captains to get men as cheaply as possible. It is on this account that the boarding-masters engaged in that line meet with considerable success. Among others who are seen around is "Tommy" Lyons, an old-time character, who has just completed a term in San Quentin. Three years ago Lyons with three other men was caught on the Barbary Coast endeavoring to force tbeir way into a lodg­ ing-house room, where a sailor who had money was known to be sleeping off the effect of a debauch. Lyons' companion was "sent up" for ten years and Tommy got three years. He is now around trying to shi[) men at the old rate, and it was r(!ported vestcrdav that he had secured the contract for supplying the large British ship Somali with a crew. The enler[)risiMg Lyons is sup[)os(^d to he the man who caused a row in Wilson's hoarding-hoiix' at Sansorne and Pacific str(M't on Saliirdav night. At this place many sailor> w ho are shipped at the tauisiilate office arc found. About forty drunk(ui seamen presumably led by Lyons visited the place last Saturday night, and vowed all manner of threats against the place. Mrs. V\ ilson, who was in charge, is not a woman lo he easily intimidated though, and draw ing out a pistol she faced the men and threatened the first one that ent(;red the place. Cowed hv the sight of the weapon and the flash of the desperate woman's eves tlie crowd withdrew. Mrs. Wilson recognized several of the men in the crowd and yesterday swore out warrants for tfuar arrest. Three were taken into custody. At the office of the British Consul the excit(mient over the shipment of men continues. Throngs of boarding-masters and dee[)-water sailors are around the place from morning until late in theafternoon. A crew for the British ship McMillan was secured yesterday from the Ship­ owners' Association. Several more ships are expecting to get crews from the asso­ ciation. Meanwhile the merry war goes on, and brawls and fights are numerous. It is to the credit of the harbor police tbat tbe toughest of the masters are suppressed summarily whenever they are found using bulldozing methods. '4 'f ."I October 1978 / LOG / 25 �• [D)flg)©©a®(?g[|[L[i COASTAL CALIFORNIA (Coastal (Jas Inc.). August 27—Chairman Ken McGregor; Secretary .Fimmie Bartlett; Educational Director .lohnny Quinter. SI6.25 in ship's fund. No disputed OT. Chairman discussed the importance of donating to SPAD. Advised that Miguel A. Nievcs. Book No. 31837, had to be removed from the ship by helicopter. He had been badly burned b\ a steam line. A \ote of thanks was extended to the steward department for a job uell done, Observ ed one minute of silence in memory of our departed brothers. Next port San Francisco. JEFF DAVIS (Waterman Steam­ ship). August 6 Chairman, Recertified Bosun (ieorgc E. Annis; Secretary R. Co-llier; Educational Director A. Moore; Deck [delegate .lack Gome/; Engine Delegate Robert Stewart. No disputed OT. Chairman discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. It looks as if we will have a very good voytige. Report to /,og.' "(ieorge E. Annis, the ship's chairman should be given more than a vote of thanks from the crew, lie asked the port engineer for Waterman Steam­ ship Corp. to put a Video-Cassette player on board for the crew, same as the engineers had. It was done. Also he takes the time to play his personal Video-Cassette tapes for the crew, and as we all know video-tapes are not cheap to come by. He has spent his money without help from the crew. We all say Ihank You, (ieorge." SEA-LAND ( OMIVIERCE (SeaEand .Service), August 20 Chairman, Recertified Bosun Eothar Reck; Secre­ tary E. Caudill. $70 in movie fund. No disputed Of. Chairman read the new contract and discussed the changes that have been made. Also the importance of donating to SPAD. The /.r;g.s were received and it was noted that after the /.og is read it should be passed on to someone who hasn't read it. A vote of thanks to the steward department for good food and service. Observed one minute of silence in memory of our departed brothers. Nc.xt port Oakland. EHNA ELIZABETH (Hudson Waterways), August 6 Chairman, Recertified Bosun W. IT Reeves; Secretary B. Fletcher: Deck Delegate .lohn .1. Kane; Steward Delegate Alphonse Hellinger. Chairman held a very good discussion on safety aboard ship. Also adv ised members to get their lifeboat and firefighting certificates, and to remember .SPAD. Secretary reported that all members who go on the Panama Canal run to bring their heavy fishing gear. I he fishing is good in Parita Bay. Red snapper is in season now. The steward and bosun caught seventeen of them. The Chief Steward shows the menu to the crew almost every night while at sea. He has cookouts and barbecues on the stern at least once every trip. No disputed OT. The Steward reported that he has two of the best young men in his department that he has ever seen on a ship. GregorSkiba, crew messman and Michael Susman, bedroom utility, fine working young men and we should have more men like them. Everything is running smoothly. 26 / LOG / October 1978 FORI' HOSKINS (Interocean Mgt. Corp.), August 13—Chairman, Recerti­ fied Bosun Willie D. Crawford; Secre­ tary Harold V. Walker; Educational Director William O. Barrineau; Deck Delegate .loseph F. Crawford; Engine Delegate Scott A. Egdall; Steward Delegate Paul C. Stubblefield. Some disputed Of in deck and engine departments. Chairman advised that normal safety precautions will be taken such as skid pads foot of stair wells; hand rails installed in lower passage­ ways; rubber mats for showers; pad eyes on deck painted white and emergency gear training. Next port Carteret. BORINQCEN (Puerto Rico Marine Mgt.), August 20 Chairman, Recerti­ fied Bosun C. F. (ion/ale/; .Secretary W. Selt/er; Educational Director Keith Rice. $7 in ship's f und. No disputed OT. All communications received were posted. Chairman asked all depart­ ments to work together and suggested that our new Brothers frr)m the Union's entry training program read the L(>g and learn more about ship activities. A vote of thanks to the steward depart­ ment for a job well done. Next port Eli/abeth. BALTHVIORE (Sea-Fand Service), August 13 Chairman, Recertified Bosun Jose F. Gon/.ale/; Secretary George W. Ciibbons; Educational Director W. ,1. Dunnigan; Engine Delegate Frederick W. Neil. $15.25 in ship's fund. Some disputed O 1 in deck department. Chairman recpiested that all repairs be reported right away. Also discussed the importance of donating to SPAD. Reminded all crewmembers that we have movies on board now so try to take care of the movie projector. A vote of thanks to the steward depart­ ment for good food and service and to the deck watch standers for keeping the pantry and the messroom clean. Next port Fdi/abeth. GUAYAMA (Puerto Rico Marine Mgt.), August 20 Chairman, Recerti­ fied Bosun William Vela/que/; Secre­ tary .1. Prats; Educational Director .lohn A. Speer; Deck Delegate W. Matthews; Engine Delegate H. F. Welch. No disputed OF. Chairman advised all crewmembers to upgrade at Pinev Point so you can get a better job in the future. Also discussed the im­ portance of donating to SPAD. Educa­ tional Director is going to try and get hard hats from the company to use during fire and boat drills for protec­ tion. A vote of thanks to the steward department for work well done. SEA-LAND VENTURE (Sea-l and Service), August 20 -Chairman, Re­ certified Bosun A. Caldiera; Secretary Roy R. Fhomas; Steward Delegate Walter Richmond. $26 in ship's fund. Some disputed OT in deck and engine departments. Chairman held a dis­ cussion on the articles in the Crrgand the importance of donating to SPAD. Chairman also thanked the crew for making it an enjoyable trip. A vote of thanks to the steward department for good food and service. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. MOUNT WASHINGTON (Victory Carriers), August 27—Chairman, Re­ certified Bosun Jose A. Ruiz; Secretary B. Guarino; Educational Director Oscar Cooper; Deck Delegate Clyde Smith; Engine Delegate Johnny Caldwell; Steward Delegate John Cherry. No disputed OT. All communications were posted when received. Chairman gave a talk on the importance of taking advan­ tage of the upgrading school at Piney Point and also on donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our departed brothers. SEA-LAND FINANCE (Sea-Fand Service), August 7 -Chairman, Recerti­ fied Bosun James Pulliam; .Secretary A. Reasko; Educational Director Hacker; .Steward Delegate Eldon M. Cullerton. Chairman reported that the men should wait for their relief to eome trom the hall and to leave your rooms clean and your keys in the room for the next man. Educational Director reported that the /.og.v were received in Hong Kong and that members should go to Piney Point as soon as possible to upgrade. No disputed O f. A vote of thanks to the steward department for a job well done. DELTA BRASIL (Delta Steamship), August 13 Chairman, Recertified Bosun W. E. Showers; Secretary A. I-7strada; Educational Director H. Wells, Jr.; Deck Delegate Charles .lohnson; Engine Delegate Hugh F. Wells; Steward Delegate Herbert Allen. $940.12 in the ship and movie fund. Some disputed O f in deck department. Chairman held a discussion on the new contract, welfare benefits, vacation pay and time needed to apply for benefits. Also on the importance of upgrading and donating to SPAD. Observed one minute of silence in memory of our departed brothers. Next port Abidjan. DELTA AE'RICA (Delta Steam­ ship), August 20--Chairman,Recerti­ fied Bosun Charles Hill; Secretary W. Wroten; Educational Director J. Johns; Deck Delegate James H. Lewis; Engine Delegate F. E. Bryant; Steward Dele­ gate James Miller. No disputed OT. Chairman welcomed the former Marine Cooks and Stewards Union members to the Union. Instructed crewmembers to bring problems to department delegates as they arise. Also complimented the steward department for good food preparation and service. The crew messman V. Willis thanked the Ship's Chairman lor action regarding im­ provement of boat service in Buenaven­ tura. Next port Antofagasta. GALVESTON (Sea-Fand Service), August 6—Chairman, Recertified Bo­ sun Jesse S. Lewis: Secretary D. O. Coker; Educational Director R. G. Nickalaskcy; Engine Delegate Arthur G. Anderson; .Steward Delegate Donald M. King. No disputed OF. Chairman reptirted that it was the sad duty of the master, Capt. MeCullough to dispose of the ashes of our departed brother, Frank Farmer while enroute to Anchor­ age, Alaska on August 5, 1978. It was the wishes of brother Farmer that he be buried at sea. His passing will be missed by many who knew and respected him. \Ve of the AA Galveston share his surviving mother's grief and extend to her our deepest sympathy. Many of the Galveston's crew attended the burial services. Steward reported that the crew messman, Mark F. Gitling and the saloon messman, Ronald Jones are studying how to cook and bake with the help of the steward, D. O. Coker and assistance of the chief cook, Santiago Kinananahan, and are doing a good job. Observed one minute of silence in memory of our departed brothers. OVERSEAS ARCTIC (Maritime Overseas), August 20—Chairman, Recertified Bosun M. M. Cross; Educa­ tional Director L. Pepper; Secretary R. De Boissiere; Deck Delegate R. C. Monroe; Steward Delegate J. Lynch. $20 in ship's fund. No disputed OT. A special vote of thanks to the steward department for an excellent job while short two men. Chairman extended a vote of thanks to all department delegates for their cooperation. Ob­ served one minute of silence in memory of our departed brothers. PORTLAND (Sea-Land Service), August 6—Chairman, Recertified Bo­ sun A. Waters; Secretary R. Ceiling; Steward Delegate J. O'Hare. No disputed OT. Secretary reported that there is information on absentee voting in the officer's lounge. As there is only one manual, it was asked that it be returned immediately after studying same. Various and sundry safety factors were brought up under discussion and commented on. It was pointed out to the membership that each and every man should learn where tfie different types of fire extinguishers are located. Also that each man should learn what type to use on different types of fires. The member­ ship was also asked not to scatter newspapers, magazines, books and other material over the crews lounge. Next port Anchorage. Official ship's minutes were also received from the following vessels: DELTA SUD GALLOWAY ZAPATA COURIER SEA-LAND RESOURCE , SEA-LAND ECONOMY SEA-LAND PRODUCER SANTA MERCEDES MARY ZAPATA ROVER ARIES OVERSEAS ALASKA OGDEN CHALLENGER SEA-LAND CONSUMER TAMPA THOMAS LYNCH DELTA COLUMBIA PONCE HUMACAO JAMES SEA-LAND EXCHANGE CONNECTICUT BEAVER STATE JOHN TYLER OVERSEAS ANCHORAGE MAYAGUEZ THOMAS NELSON OVERSEAS ALEUTIAN WALTER RICE MOUNT EXPLORER COLUMBIA BOSTON CANTIGNY MOUNT VERNON VICTORY MOHAWK NEW YORK MERRIMAC ROSE CITY OAKLAND AMERICAN HERITAGE SEA-LAND MC LEAN DELTA PERU TRANSINDIANA STONEWALL JACKSON DELTA NORTE SUGAR ISLANDER MASSACHUSETTS POINT JULIE PENNY OVERSEAS JOYCE BRADFORD ISLAND ARECIBO DELTA ARGENTINA HOUSTON BAYAMON 5 CHARLESTON JACKSONV!LLE • .-m'' LONG BEACH �Lakes Safety Eyed At Edmund Fitzgerald Hearings The tragedy of the Edmund Fitz­ gerald, a Great Lakes ore carrier which went down in Lake Superior in Nov., 1975, is over. Nothing can restore the 29 crewmembers aboard to life, or salvage the twisted wreck from the Lake's bottom. But the controversy over the cause of the sinking—and how to avoid similar tragedies—rages on. At recent hearings, the House Sub­ committee on Coast Guard and Navi­ gation of the Committee on Merchant Marine and Fisheries invited testimony from union, government and shipping association representatives on ways of improving vessel safety on the Lakes in the future. The hearings were intended, accord­ ing to a subcommittee aide, as a means of determining, "what had been done, what steps had been taken since the Fitzgerald sinking to prevent such things from happening again." Just as the theories on why and how the Fitzgerald went down differ, so safety recommendations offered by witnesses before the Subcommittee took different tacks. Representing MEBA-District 2, Melvin H. Pelfrey, executive V.P. of the union, cited the fact that the Fitzgerald had been sailing with three-and-onehalf feet less freeboard than called for by her designers. "The Edmund Fitzgerald," Pelfrey said, "was one of several Great Lakes ships that had, since 1969, been allowed by the Coast Guard to operate with deeper draft." He stressed the need for development of a load line criteria which would allow only "a minimum amount of water to wash on deck under any conditions until existing ships can be retrofitted with watertight bulkheads between cargo compartments." The Coast Guard representative at the hearings hedged on the issue of returning to pre-1969 freeboard minimums. Rear Admiral Henry H. Bell told the Subcommittee the Coast Guard had been focusing, instead, on "comprehen­ sive loading manuals to prevent hazard­ ous load distributions." In addition. Admiral Bell said the CG now required new lifesaving equipment and improvements to existing equip­ ment aboard Lakes vessels, and more comprehensive Coast Guard inspection procedures. The SIU has long contended that insufTicient Coast Guard inspections are to blame for many health and safety violations aboard Lakers. In a state­ ment submitted to Rep. Mario Biaggi (D-N.Y.), the chairman of the subcom­ mittee, SIU Executive V.P. Frank Drozak and Algonac Port Agent Jack Bluitt recommended a broad range of proposals covering many areas of vessel safety on the Great Lakes. The Union's suggestions included the following; • A complete review of minimum manning requirements on Great Lake ships. • Continued, annual Coast Guard inspections of Great Lakes vessels including tests on the hull for metal fatigue. • Additional Coast Guard inspections of winter-run ships because of the stress of ice navigation. • Immediate improvements should be required by the Coast Guard in the watertight integrity of Lakes ships. These improvements would allow sufficient separation in the hull of each vessel so that any fractured section of the hull would float and crewmen would have enough time to get off the ship. A need for fixed, rather than floating navigation aids and the possibility of using marine traffic controllers on the Lakes were also suggested by the SIU. Better navigation aids and improved lifesaving equipment were the thrust of Lake Carriers' Assoc. President Paul E. Trimble's suggestions to the subcom­ mittee. Trimble said capsule-type fiberglass lifeboats, which are currently being tested for Great Lakes use, are prefer­ able to conventional lifeboats. He also said that, had the Fitz­ gerald been equipped with specially designed survival suits, "it is likely the crew would have survived." These exposure suits, which enable the wearer to survive for an extended period in extremely cold water, are now required equipment aboard Lakes vessels. Pressure from both the SIU and MEBA was directly responsible for Coast Guard approval of the suits and the following requirement that they be supplied on all Great Lakes ships by the operators. The subcommittee hearings marked the first public discussion of the Edmund Fitzgerald d'xsasiex and related safety issues since the Coast Guard and National Transportation Safety Board completed their investigation on the sinking last spring. Dlsmtcliiirs Rmrl tor M Likis •TOTAL REGISTERED All Groups Class A Class B Class C SEPT. 1-30, 1978 49 Algonac (Hdqrs.) TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 70 54 19 20 ENGINE DEPARTMENT Vessel Overloaded Because the vessel was overloaded, Pelfrey contended, her ability to maneuver in a storm was severely under­ mined. Pelfrey urged that the Coast Guard act immediately to rescind amendments to pre-1969 load line regulations which allow Lakers to carry more cargo than they were built to handle. Algonac (Hdqrs.) 44 21 2 51 32 25 11 STEWARD DEPARTMENT Algonac (Hdqrs.) 8 4 0 15 13 3 ENTRY DEPARTMENT Algonac (Hdqrs.) Totals All Departments 55 88 34 156 132 40 GO 136 99 8 32 64 80 84 82 92 •"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. Delta Mar Carries Revved Up Relics for C/.S. Car Lovers -i The finish line was the port of Montevideo. The prize for the finishers was an ocean voyage to Houston, Tex. And all the participants were Model A Fords, dating from 1930 to 1936. The Model A's made up part of a recent cargo for the SlU-contracted Delta Mar. They were racing to the tKXEm Port 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 Nov. Nov. Nov. Nov. Nov. Nov. 10 Nov. 13 Nov. 14 Nov. 15 Nov. 16 Nov. 20 Nov. 24 Nov. 11 Nov. 9 Nov. 18 Nov. 14 Nov. 14 Nov. 15 Nov. 17 Nov. 16 Deep Sea Lakes, Inland Waters . . . . . . , , , 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30a. m. 2:00 p.,m. 2:30 p.m. 2:30 p. m. 2:30 p. rn. 2:30 p m. 2:30 p m. 2:30 p. m. 2:30 p, m. 10:30a. m. 2:30 p. m. stone-paved dock at Montevideo where they were loaded aboard the ship via LASH barge and brought to Houston to be sold as collector's items. The unusual cargo isn't an unusual sight to the Seafarers who crew Delta vessels. The company regularly moves the relics from Argentina, Brazil and Uruguay to ports in the U.S. But the 15 antique automobiles the Delta Mar carrried last July was the largest single shipment of its kind ever moved on a Delta ship. Actually, 16 of the automotive oldtimers revved-up at the starting line. But one little number, dated 1931, en­ countered engine trouble along the way and missed the sailing. Still, 15 finishers out of a field of 16 isn't a bad average for any car rally, nmch less uiie where the machines in the running have been running for over 40 years. UIW :00p.m. :00p.m. 00 p.m. 00p.m. 00p.m. 00 p.m. 1:00p.m. 2:30p.m. 2:30p.m Parked dockside in Montevideo, Uruguay, the Model A's wait to be loaded aboard the Delta Mar for transport to Houston. October 1978 / LOG / 27 111 1^1 �Bravery Is the Mark of American Seamen Numerous SlU Crews, Members Honored With A0T05 Awards B ravery and devotion to duty have always been the trade­ marks of American seamen. Hundreds of SIU members every year perform acts of bravery to help a mate in trouble, while at the same time putting their own lives on the line. Most of these unselfish acts go unnoticed by everyone except the people involved. And it's a shame because all of these brave people deserve an award. However, once in awhile a special act of bravery is reported and a seaman gets the recognition he deserves. Each year, the Admiral of the Ocean Seas (AOTOS) tries to single out such incidents and honor those who have earned it. At this year's dinner, held re­ cently, the SIU crews of two tugs and two deep sea vessels as well as a number of individual SIU members were named for their acts of bravery. Following are the stories of how these AOTOS awards were , won; • * * SIU hero winner of the AOTOS Mariner's Rosette Award, "In recog­ nition of outstanding courage and devotion to duty," was Seafarer Harold N. Wallace for his actions aboard the ULCC New York. "I'm glad to be alive," said Seafarer Wallace recovering in a Cape Town, South Africa hospital late last January with the supertanker's master, Capt. Robert Fulton, after both had been overcome by gas fumes when Wallace made two futile attempts, and Fulton one, to save the life of Chief Mate SIU, Capt. Walter Williams ( left) of Dixie Carriers receives congratulations on Ills award from Archie Wilson, president of the towing company. 28 / LOG / October 1978 Joseph Robida, who had fallen 25 meters to the bottom of an empty oil tank hold. Only on her fourth voyage, the 265,000 dwt New York was enroute to the Persian Gulf from South America when the chief mate, with flashlight and walkie-talkie, climbed slowly down into the already cleaned tank to check a possible faulty valve. On deck with his walkie-talkie and looking into the tank, Wallace, of Brooklyn, N.Y., who started sailing in 1968, saw the mate's flashlight fall to the bottom. He tried to raise the mate with his walkie-talkie without success. He summoned the captain standing nearby. Tlien he went down the tank's ladder to the aid of his stricken shipmate. Inside, he became lightheaded and his arms and legs became paralyzed. Struggling up the ladder, he made the deck and fell unconscious. Thereupon, Capt. Fulton entered the tank trying to reach the mate only to suffer the same fate as Wallace. Two other Seafarers in turn, equip­ ped with fresh air breather masks and safety harnesses, descended into the tank, but neither could get to the mate. Regaining consciousness, Wallace donned a mask and harness to reenter the tank carrying a harness for the mate. Below, he found the mate beyond relief. Coming up, Wallace had his second brush with death. Again he experienced the buzzing sensation in his head from the poisonous fumes. Only by ripping off his mask and trousers using them as a fan to disperse the pockets of deadly gas did he survive. Later, Wallace and the captain were taken to the hospital via a South African Navy rescue launch and helicopter. * * • The AOTOS Mariner's Rosette and Plaque also were awarded to the crew of the Tug Mariner (lOT) and her gallant Capt. John S. Blank—a 52-year veteran of the inland field—and AB Jeffery M. King-a 1977 Piney Point grad and University of Connecticut junior—for their exploits on Nov. 6, 1977. In the incident, a young barge tankerman was killed when 67,000 barrels of hot liquid asphalt exploded in the stern of the 380-foot Interstate Barge 71 (lOT) in Narragansett Bay, R.l. while the Tug Mariner was towing her. The official plaque citation says the Mariner "maneuvered alongside the burning barge Interstate 71 which liad suffered three casualties in an explosion in Narragansett Bay, and at great personal risk succeeded in rescuing the remaining crewmen." Only a year earlier, Capt. Blank on the Mariner rescued eight Boatmen off an oil barge which had rammed and sunk the Tug Eileen C. drowning the tug's cook in Buzzard's Bay, Mass. Capt. Blank said the Mariner's deck gang including AB King were hauling in the barge's hawser when they saw flames suddenly erupt on the aft port side in a cargo tank of the barge. 61ank said he immediately sent out a May Day to the Coast Guard and U.S. Navy fire units, who later put out the blaze. He said he also ordered his wheelsman to doubleback to the blazing barge several hundred feet astern to save the barge crew. Meanwhile, on the barge in dense smoke amid sheets of flame. Blank said he saw Tankerman John. Allman ". . . grab a fire extinguisher and creep within several feet of the late Tanker- f < Seafarer Harold Wallace was at sea when the AOTOS awards dinner was held. But here is a photo of him and son, Anwa, taken shortly after his act of heroism.. man Ronald Coyle and tried to reach him. . . . ". . . Tankerman Joe Klineburger," Blank continued, "came as close as he could behind Allman with Mate Peter Bishop, who had boarded the barge from the Mariner. Brother Allman continued his efforts, which became futile almost at once and then retreated and went below deck to shut down all generators and other equipment as the flames increased." After Blank ordered the men off the barge, he added, "Moments later it blew a second time on the starboard side completely demolishing the deck area where Allman had passed twice and knocking a pump house forward 20 feet." Blank termed Allman's effort to reach Coyle "unbelievably beyond the call of duty and in the finest tradition of the Brotherhood of the Sea." He also said that Kleinburger and Bishop "acted most courageously in their backup efforts." Capt. Blank is a former member of the ISU and a U.S. Navy veteran during World War 11. » • » Capt. Walter Williams—who joined the SIU in the port of New Orleans in 1957—and crew of the tug Dixie Progress (Dixie Carriers) were cited and decorated for their deeds on Oct. 23, 1977. Their citation read "While proceeding eastward along the Gulf Coast, respond­ ing to a May-day from the burning Mj V Botrue 24 and rescued the crew, who had abandoned ship." • * * Again on the deep side. Seafarers and Capt. A. K. Jaskierney of the ULCC Overseas Chicago (Maritime Overseas) were cited for their actions on July 15, 1977. Their citation read: "Off the Gulf of Alaska an alert lookout sighted a liferaft with four survivors (one dead) from the sunken fishing boat Pacific Surf, who were safely taken aboard." « * # Finally, Capt. M. Frangos and Seafarers of the ST Merrimac (Ogden Marine) were decorated for their heroics on Jan. 23-4, 1977: "While steaming off Norfolk for Amsterdam, responded to distress flares from the ship Rampart (a fishing smack) and rescued all hands (two men and a woman) from the foundering vessel." ! SIU Capt. John Blank, right, receives his AOTOS award arid ahandshake of con­ gratulations from Andrew Gibson, former head of the Maritime Administration now president of Maher Terminals. Gibson was himself a former AOTOS winner �AOTOS Names Murphy True Friend of US. Maritime New, York—Rep. John M. Murphy |(D-N.Y.) chairman of the House Merchant Marine and Fisheries Com­ mittee, received the 1978 Admiral of the Ocean Sea (AOTOS) Award from the maritime industry last month for "the person who has done the most to advance the cause of American flag shipping each year." In accepting the AOTOS award, a silver statuette of Christopher Colum­ bus, Congressman Murphy quipped that he was a West Pointer who was now an admiral. But he turned serious very quickly and warned that the U.S. "must have a maritime cargo policy" since "... much of America's pre-eminence in the if Rep. John Murphy (D-N.Y.) commerce of the world is not-so-slowly slipping away." Adding that "clearly, the United States merchant marine is in a state of crisis," Murphy pointed out that the country's foreign trade carried on U.S. flag ships dropped to 4.5 percent last year. He stressed that unless "immediate steps" are taken soon, the merchant marine fleet "will either be non-existent or nationalized." Speaking before 900 officials of the Government, the military, industry and organized labor. Congressman Murphy emphasized that"... We have reached a point where the Congress must decide whether or not the United States is going to have a continuing, viable merchant marine." Murphy then added that he intends "to see to it that we develop a realistic national maritime policy which will insure the continuity of this vital aspect of the American economy and security." Declaring that the trend must be reversed, Murphy said, "now, Liberia's fleet is number one in the world ... as well as the number one recipient of the U.S. maritime investment dollar. . . ." He further explained that, "Americans paid $3.5 billion to foreign flag vessel operators for the transport of American trade in 1976, money which might have gone to American ships, American jobs and American economic support." In conclusion, the New York Con­ gressman summed up that "Essentially, the basis for most of the solutions for revitalization of the U.S. merchant marine are rooted in a single word— cargo." To get that cargo. Murphy said, legislation is needed for control of entry into the U.S. liner trades; pooling and cargo sharing; bilateral trade -agree­ ments, and the establishment of con­ trolled carrier legislation to block predatory pricing and rate culling by ihe Rep. John Murphy (left), winner of this year's Admiral of the Ocean Seas award, receives congratulations and a pat on the back from SlU Executive Vice President Frank Drozak. U.S.S.R. and other state-owned car­ riers. The Admiral of the Ocean Sea Award was first given in 1493 by King Ferdinand and Queen Isabella of Spain to Columbus when he returned there after discovering the new world. It was revived in 1970 by the United Seamen's Service which runs recreation centers foi nierchanl seamen all over the world. Heroic Group of Merchant Seamen Get Deserved Recognition /' ! :[,i\ Group shot shows the AOTOS awards winners with SlUExecutive Vice President Frank Drozak (standing center). SlU members in the photo include: Oapt. John Blank (standing to Drozak's left); Jeff King (standing second from right), and Oapt. Walter Williams (kneeling second from left). October 1978 / LOG / 29 �r Terrell JefTerson Stafford, Jr., 65, joined the SIU in 1947 in the port of Galveston sailing as a firemanwatertender. Brother Stafford is a veteran of the U.S. Navy in World War II. He was born in Le Compte, La. and is a resident there. Recertified Bosun Charles J. Frey, 61, joined the SIU in 1943 in the port of Norfolk. Brother Frey graduated from the Recertified Bosuns Pro­ gram in March 1975. Seafarer Prey was born in Morrow, Ohio and is a resident of Altoona, Fla. George W. Harding, 55, joined the SIU in 1949 in the port of New York sailing as a bosun. Brother Harding sailed 33 years and during World War II. Born in Essex, England, he is a naturalized U.S. citizen and is a resident of Alameda, Calif. John M. Kelly Jr., 52, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Kelly hit the bricks in the 1965 District Council 37 beef. He is a veteran of the U.S. Army Intelligence Corps during the Korean War. Seafarer Kelly was born in Mississippi and is a resident of Mobile. Heath Pressley, 58, joined the SIU in the port of New York in 1955 sailing as a cook. Brother Pressley sailed 31 years. He is a veteran of the U.S. Army in World War II. Seafarer Pressley was born in Charlotte, N.C. and is a resident of Long Beach, Calif. Raymond (L Collet, 62, joined the SIU in 1940 in the port of Savannah sailing as an AB. Brother Collet sailed for 33 years. He walked the picketline in the 1961 Greater N.Y. Harbor strike. Seafarer Collet is a veteran of the U.S. Coast Guard in World War 11. A native of New Jersey, he is a resident of San Diego,. Calif. John O'Dea, 57, joined the SIU in 1946 in the port of New York sailing in the deck department. Brother O'Dea sailed 36 years. He is also a sheet metal worker. Seafarer O'Dea was born in Philadelphia and is a resident of San Francisco. James K. Pursell, 61, joined the SIU in 1938 in the port of Mobile sailing as a chief steward. Brother Pursell sailed 38 years. He was born in Mississippi and is a resident of Mobile. Walter Lescovich, 66, joined the SIU in the port of New York in 1965 sailing as a chief steward. Brother Lescovich sailed 26 years. He also participated in an organizing drive at Suwanee Steamship in 1960. Sea­ farer Lescovich was originally a member of the NMU. He is a veteran of the U.S. Coast Guard Artillery before World War 11. Born in Watervliet, N.Y., he is a resident of Jacksonville, Fla. Clifford B. Miller, 64, joined the Union in the port of Buffalo, N.Y. in 1961 sailing as an oiler, scowman and deckhand for the Great Lakes Dredge and Dock Co. from 1936 to 1978. Brother Miller was also a member of the International Dredge Workers Protective Assn. Laker Miller is a veteran of the U.S. Air Force during World War 11. He was born in Buffalo and is a resident there. 30 / LOG / October 1978 Charles E. Sharp, 55, joined the SIU in 1947 in the port of Baltimore sailing as a fireman-watertender. Brother Sharp is a veteran of the U.S. Navy in World War II. He was born in Baltimore and is a resident there. Luke A. Ciamholi, 47, joined the SIU in the port of New York in 1952 sailing as a fireman-watertender and ship's delegate. Brother Ciamholi sailed 32 years and participated in the Korean and Vietnam War sealifts. He is a veteran of the U.S. Air Forces in World War 11. Seafarer Ciamholi was born in West Orange, N.J. and is a resident of San Francisco. James F. Clark, 54, joined the SIU in 1943 in the port of New York sailing in the steward department. Brother Clarke rode the Bull Line in 1957. He was born in Philadelphia and is a resident of Houston. Thomas Conway, 66, joined the SIU in 1948 in the port of New York sailing as a chief steward. Brother Conway rode the Isthmian Line from 1963 to 1964. He was a member of the SIU of Canada in 1951. Seafarer Conway was wounded helping in the evacuation of British forces from Dunkirk, France at the beginning of World War 11. He was born in Ireland and is a resident of San Francisco. Edward F. Sager, 66, joined the SIU in the port of San Francisco in 1954 sailing as a chief cook. Brother Sager sailed 27 years. He is a former member of the Marine Cooks and Stewards Union. Seafarer Sager is a veteran of the U.S. Navy in World War 11. Born in Missoula, Mont., he is a resident of San Francisco. Raymond F. Gorju, 60, joined the SIU in 1945 in the port of New York sailing as a fireman-watertender. Brother Gorju sailed 46 years. He was born in France and is a resident of Jackson, Ala. David B. Ramirez, 50, joined the SIU in 1944 in tfie port of New Orleans sailing as a bosun. Brother Ramirez sailed 32 years and rode the Bull Line in 1962. He is a veteran of the U.S. Navy in World War 11. Born in Tampa, he is a resident of Mobile. Rafael V. Saldana, 55, joined the SIU in 1944 in the port of New York sailing as a bosun. Brother Saldana sailed 35 years. He was born in Puerto Rico and is a resident of San Francisco. Haywood Scheard, 75, joined the SIU in 1938 in the port of Mobile sailing 38 years in the steward department. Brother Scheard was born in Alabama and is a resident of Mobile. Aleksander Czerwinski, 64, joined the SIU in the port of New York sailing as a fireman-watertender. Brother Czerwinski sailed 42 years. He attended the MEBA District 2 School of Marine Engineering^ Brooklyn, N.Y. for 2nd assistant engineer training in 1966. Seafarer Czerwinski was born in Poland and is a resident of Elmira Heights, N.Y. Cecil C. Gates, 56, joined the SIU in 1941 in the port of Mobile sailing as a bosun. Brother Gates sailed for 38 years and rode the Robin Line. He walked the picketline in the 1961 N.Y. Harbor strike. Seafarer Gates was an AB in the Oakland, Calif. Sea-Land Shoregang from 1969 to 1978. And he is a veteran of the preWorld War II U.S. Army. Born in ^ Thomasville, Ala., he is a resident of Pleasant Hill, Calif. Walter E. Fitzgerald, 76, joined the SIU in the port of Jacksonville in 1967 sailing as a chief electrician. Brother Fitzgerald is a veteran of the U.S. Navy in World War 1. His son, Walter, Jr. sails as a chief cook. Seafarer Fitzgerald is also a radio and TV technician. Born in Omaha, Ga., he is a resident of Jacksonville. Terrell J. Nesbitt, 61, joined the SIU in the port of New Orleans in 1956 sailing fireman-watertender and deck maintenance. Brother Nesbitt was on the Delta Shoregang in New Orleans from 1952 to 1978. He is a veteran of the U.S. Navy in World War 11. Seafarer Nesbitt was born in Gretna, La. and is a resident of Abita Springs, La Richard J. Koch, 62, joined the SIU in the port of New York in 1956 sailing as a chief pumpman. Brother Koch sailed 32 years. He was born in Newark, N.J. and is a resident of Texas City, Tex. Russell D. Newberry, 65, joined the Union in the port of Norfolk in 1961 sailing as a chief engineer for the Curtis Bay Towing Co. from 1947 to 1978, Brother Newberry was born in South Norfolk and is a resident of Kill Devil Hills, N.C. Leonard F. Clark, 62, joined the Union in the port of Sault Ste. Marie, Mich, in 1960 sailing as a dredgemnn for the Great Lakes Dredge Co. from I960 to 1978. From 1948 to 1950, Brother Clark was a member of the United Auto Workers Union. He was born in Choteau, Mont, and is a resident of Bonita Springs, Fla. Frank Gennusa, 65, joined the Union in Port Arthur in 1969 sailing as a cook on the tugs Trojan, Uulean and Hercules for Sabine Towing and Transportation Co. from 1961 to 1978. Brother Gennusa was a former member of the NMU. He was born in Buffalo, N.Y. and is a resident of Port Arthur. Delbert E. Shields, 61, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Shields sailed 39 years. He hit the bricks in le 1961 N.Y. Harbor strike. A native of Athens, Ohio, he is a resident there. Roy F. Wade, 69, joined the Union in the port of Detroit in I960 sailing as an AB. Brother Wade sailed 28 ' years. He is a veteran of the U.S. Navy in World War 11. Laker Wade was born in Place, Mich, and is a resident of Manistee, Mich. �NMC Ads Promote U.S. Merchant Fleet In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.-Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tel. #(212) 279-9200 BALTIMORE, MD. Kaplan, Hcyman, Grccnbcrg, Engclnian & Bclgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301)539-6967 HOUSl ON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.— John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 NEW ORLEANS, LA.—Dodd. Barker, Boudreaux, Lamy «S: Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt, Rothschild &. Feldman 5900 Wilshire Boulevard Los Angeles, Calif. 90036 rel. #(213) 937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205)433-4904 DETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michiuan 48822 Tele. #(313") 532-1220 FALL RIVER, MASS.—PatricK H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele, #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312) 263-6330 Below is one of the many ads that the National Maritime Council is running in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the mafor news publications, such as, Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flagships. So the ads are also running in business oriented publications like the Wall St. Journal. The National Maritime Council is composed of company and union representatives who are interested in promoting a viable U.S. merchant marine. We've had smooth sailing for six years. Not calm seas. Not water "smooth as glass." But smooth enough that the U.S. flag shipping indus­ try has achieved a level of service efficiency and maritime labor stability unique in the history of our country. How? It really began with the Merchant Marine Act of 1970. This piece of legislation sparked a common pur­ pose among leaders of the shit^building, ship­ ping, labor, and other •actors involved in mari­ time affairs. A coopera­ tive spirit developed that culminated in the forma­ tion, in 1971, of the National Maritime Council...a unique combination of management and labor working toward one goal, a healthy and stable iridustry. Since that date, U.S. flag ships have pro­ vided uninterrupted service. With minor squalls, we've had smooth sailing as our merchant marine has built amity, stream­ lined its operation, and upgraded itself as a transportation system. Today, the U.S. flag shipjping industry is second to none in efficiency, highly trained and tech­ nologically advanced, with rreight rates com­ petitive with most foreign shipping. It is stable and—as we build our fleet toward the size of those of Russia, Japan, Greece, United Kingdom, etc.—it will become stronger in the world market. If you'd like to know more, send for our book­ let on U.S. Flag Ship­ ping. Write National Mar­ itime Council, Dept. F, Box 7345, Washington, D.C. 20044. National Maiitlme ^Council {I L Management and labor working together "^HSIT^for a strong, stable U.S. flag shipping industry. DON'T GIVE UP THE SHIPS October 1978 / LOG / 31 �SlU Pilot Launch Crew Averts Sub, Cunard Ship Crash Off Norfolk A "major collision" at night between a U.S. Navy submarine and a Cunard ship was averted recently when two SIU Boatmen on the Pilot boat Maryland (Assn. of Md. Pilots) radioed a warning to the English vessel off the jjort of Norfolk. The hero Boatmen are Elliot H. HLSS Pres. Hazel Brown Named To Maritime Transport Board Since the beginning of water trans­ portation, a close link has existed between seafaring and science. Early navigators learned to use the stars, timekeeping and mathematics to guide them on their journeys. Voyages of discovery were often voyages of scienti­ fic observation. The need for scientific advice spirited the establishment of the National Research Council in 1961. The Mari­ time Transportation Research Board (MTRB) was organized in 1965 and has worked to expand cooperation between men of the sea and men of science. Recently, the SIU developed a new link with this organization as HLSS President Hazel Brown was appointed to the MTRB board. The MTRB serves the national interest by stimulating, coordinating and guiding research directed toward improving America's maritime trans­ portation capabilities. Fo fulfill its purpose, MTRB has established the objectives of: • Aiding in improvement of ocean transportation systems and their ele­ ments in the national interest. • Serving as a source of technical and scientific knowledge on problems and opportunities related to maritime transportation. • Assisting the government and the maritime industry in selecting and using the nation's technical and scientific resources. • Recommending research to support the government and the maritime industry on long-range planning for maritime research and related programs. Stevens, 45, of Virginia Beach, Va. and Winfbrd Stevens, who were highly praised in a letter to Capt. Tom Veal of the Maryland by the head of the Pilots Association, George A. Quick, who wrote: "It is encouraging to know that the actions of crewmembers do not go unnoticed when they perform their duties in a corilpqtent and seamanlike manner . . ." More commendation came "To the crew of the Maryland pilol launch . . ." early last month from the port of Baltimore in a letter from Capt. C.P. Margeson of the 18,146 dwt T/S Atlantic Conveyor. The master graph­ ically describes what happened to his ship: "At about 21:20 ... on 15th of July, this vessel was off Cape Henry, Va. changing the Virginia pilot for a Maryland pilot. While doing this we had a very close quarter encounter with a submarine which was overtaking us on a passage from Norfolk to sea. "After you had put your pilot aboard this ship, on your way back to the pilot cutter, you passed the submarine and then gave me a warning call on the V.H.F. radio. 1, my crew and the crew of the submarine owe a great deal to your Hazel Brown Miss Brown joins the more than twenty members who represent the physical and social sciences and engi­ neering. She will work alongside rep­ resentatives from labor, management, and the legal sectors of the maritime industry as well. Miss Brown shares a common dedica­ tion with the other board members to national service and to solving the problems of maritime transportation. All of the Board members are appointed on the basis of their professional qualifications and appointment to MTRB is, by the organization's defini­ tion, "an honor, trust and responsi­ bility." If you just stand still, you're gonna have to run to catch up ... KEEP UP with the times. KEEP UP with the job opportunities KEEP UP with your industry. SIGN UP for the AB Course at HLS s- <5 vigilance and the warning you gave me. Though I knew a vessel of some sort was overtaking me, I had no idea that it was of the size of a submarine until 1 received your warning. Subsequent naval en­ quiry has shown that the bridge to bridge radio on the submarine was out of order so she had been unable to call us. "The warning you gave me allowed me to take avoiding action so many moments earlier than if I had not received it. They may have been the crucial moments which saved many lives in the submarine as the result of a major collision. "I would like to thank you very much and complement you on your seaman­ ship and alertness. In my report to the U.S. Navy on the incident, I have referred to your call contributing most importantly to avoiding a catastrophe. 1 would also like the Maryland Pilots Assn. to know of my opinion. "Though I may never meet you, and only have fleeting contact with you as we take pilots, it is very reassuring to know that men of your calibre and service are assisting us, and all seamen to keep the seas safe. "Again let me thank you again for your prompt action . . ." .vO' fjBrotherhood m ...for SIU members with an olcohol problem Seafarer Bill Barrineau is currently enrolled in the Marine Electrical Maintenance Course at the Harry Lundeberg School. He has plans to acquire his QMED endorsement soon and is looking forward to attending the LNG course. Brother Barrineau feels that "I am now able to come to the school because of the help 1 got from the Seafarers Alcoholic Rehabilitation Center. 1 could not have done this without being sober." Last year. Seafarer Barrineau realized that he had a problem with alcohol. He had been a member of AA for two years but started drinking again. He said, "My drinking was so bad last year that 1 had to be hospitalized. 1 decided that something had to change and 1 thought about our Center. 1 called Ed Morris (SIU rep in San Francisco) and Jie helped me get to the Center." Brother Barrineau was very im­ pressed with the programs at the ARC. "It is a very good program for seamen," he commented. "The counselors are good and they really help you learn about yourself." He thinks that in order for the Center to help a person, "the guy has to want to get sober, learn how to cope with himself and his problem, be willing to change his attitudes about life and always try to listen with an open mind." Since he has been sober. Seafarer Barrineau has been living each day with a new outlook on life. "When I first went to the Center, 1 thought 1 knew all about alcohol and how it affects the body, but 1 really did not know anything," he commented. "If 1 could go back in time, 1 know that 1 would go to the Center for help. 1 actually should have gone before I did." Seafarer Barrineau encourages his brothers to come to the Center. He.said, "If you even think that you may have a problem with alcohol, you should come to the Center. They can help." I Alcoholic Rehobilitotion Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RED) (City) (State) Course Starts November 13 To enroll, see your SIU Representative or contact HLS, or call, 24 hours-a-day, (301) 994-0010 I I I Telephone No. Mail to: THE CENTER Star Route Box 153-A VaUey Lee, Md. 20692 (Zip) I 1 ' ^ 32 / LOG / October 1978 .*51 �wm SS Mary Picks Up 3 Sut vivors From Downed Plane It looked like Sunday evening, October 1, 1978, was going to be a routine one for the crew of the SlUcontracted Mary (Marlin S.S. Co.). Steaming along in the Gulf of Mexico, not even the weather was acting up to spoil the tranquility of the moment. Suddenly, shortly before 6 p.m., a vintage twin-engined DC-3 came swooping down low over the ship. The crew of the Mary soon realized that this was no joker out for a Sunday joyride; clearly, this plane was in trouble. What happened next was described by Chief Officer Bill Odom. "The plane buzzed the ship a couple of times Now They Can Cook and Bake - ttnifUlltHitinll lilfllKiiriH:' • n i ! 11 i1)ti p I> 'i < I U t f 111 MM j I f i 14 I IK Mlllllf illll indicating a distressed condition. Evi­ dently they had lost all electrical systems on the aircraft and could not maintain their altitude. They ditched right alongside the vessel." A boat was launched from the Mary and three survivors were picked up. The pilot, pinned between his seat and the instrument panel, went down with the plane in 2,000 feet of water. One of the survivors later revealed that his group had been on a flight from Miami to San Juan, Puerto Rico—a south-easterly course normally requir­ ing about 4 hours flight time in such an aircraft. When the plane ditched— almost 7 hours after leaving Miami— they were about 80 miles south of Pensacola, Florida, northwest of their starting point. A malfunctioning electrical system does not fully explain why the plane was heading in the opposite direction to that which it was intended. The Federal Aviation Authority and the National Transportation Safety Board are in­ vestigating. After transferring the three survivors to the Coast Guard cutter Point Verde. the Mary continued on to the port of Mobile. For the Mary, originally launched in 1943 as the troopship General J. R. Brooke (she was con­ verted in 1964), the incident with the downed plane in the Gulf of Mexico was just one of many incidents in a long and useful career. Tiger By the Tail In front of the HLS with their cook and baker sheepskins are (I. to r.) David Pappas and Louis Fuentes. r EUgibUity Rules For Benefits ^ I I Changed to 125 Days I I All Seafarers and Boatmen should be aware that as part of the changes in the Seafarers Va­ cation, Welfare and Pension Plans made to improve benefits resulting from our recent con­ tract negotiations, the Trustees have changed the eligibility rules. Now, to be eligible for benefits under the Seafarers Welfare Plan, a Seafarer or Boatman must accumulate at least 125 days seatime or boat-time in the previ­ ous calendar year and one day seatime or boat-time in the six month period immediately pre- ceding the date of claim. Under the Vacation Plan, a Seafarer or Boatman must now accumulate 125 days seatime or boat-time before filing for vaca­ tion benefits. In addition, to be eligible for the Early Normal Pension (20 years seatime at 55 years of age. Seafarers only), or the Disability Pension (12 years service at any age), an eligible employee must accumulate 125 days seatime or boat-time in the calendar year immediately preceding his pen­ sion application. Seafarer Ed Dunn dropped a line over the side of his ship off the coast of Panama recently and found himself in quite a battle with a 14-foot, 1,300 pound tiger shark. Dunn brought .the denizen of the deep in himself. But he needed some helpinghands from the deck department to lift the shark aboard. A MESSAGE FROM YOUR UNION ARB. FOR. FDOl-$! ...AND YOU LOSE YOUR PAPERS FOR LIFE I October 1978 / LOG / 33 ...... �Pensioner Ludwig J. "Blacky" Bednar Sr., 67, former IBU agent for the port of Chicago, died of a heart attack on the way to the Porter Memorial Hospi­ tal, Valparaiso, Ind. on June 1. Brother Bednar joined the Union in the port of Chicago in 1961 sailing as a scowman and dredgeman for the Great Lakes Dredge and Dock Co. from 1946 to 1956 and the Calumet Harbor and Lake Tow­ ing Co. from 1958 to 1960. He sailed on the tug Joseph H. Callan (Great Lakes Towing) in 1971. Laker Bednar was a member of the old ISU. He was born in Middletown, Ohio and was a resident of Hebron, Ind. Burial was in the Chapel Lawn Memorial Gardens Cemetery, Schererville, Ind. Surviving are five sons, Ludwig of Crown Point, Ind.; Albert, a 1968 SIU scholarship winner alternate; James, Thomas and David and three daughters, Mrs. Theresa De Leo of Hebron, Anna and Agnes. Pensioner John J. Berry, 73, passed away on July 31. Brother Berry joined the Union in the port of New York in 1962 sailing as a dredgeman for Price Brothers from 1948 to 1960, the Lake Erie Dredging Co. and Dunbar and Sullivan Co. He sailed 21 years. He held No. 3 card in the Dredge Workers Union in 1949. Laker Berry was born in Toledo, Ohio and was a resident there. Surviving are his widow, Ursula and a son, James. Pensioner Charles E. Hughson, 79, succumb­ ed to a stroke in the Lafayette Gen­ eral Hospital, Buf­ falo, N.Y. on July 28. Brother Hughson joined the Union in the port of Detroit in I960 sail­ ing as a deck engineer, conveyorman and mechanic for the 'American Steam­ ship Co. for 31 years. He was a veteran of the British Royal Navy in World War I. A native of Buffalo, he was a resident there. Interment was in Elmlawn Ceme­ tery, Tonawanda, N.Y. Surviving are a son, James of Lilydale, N.Y. and a daughter, Lucille, also of Lillydale. Aubrey E. Peabody, 57, died of a heart attack on June 25. Brother Peabody joined the Union in the port of Cleveland in 1968 sailing as " < a fireman-watertender, and deckhand for the Great Lakes Towing Co. from 1968 to 1978. He was also a member of the Truck Drivers Union. Laker Peabody was a veteran of the U.S. Navy in World War II. Born in Elyria, Ohio, he was a resi­ dent of Lorain, Ohio. Surviving are his widow, Ruth; two sons, Thomas and David and a daughter, Annette. Pensioner Thomas J. St. Germain Sr., 66, died of heart dis­ ease at home in New Orleans on Apr. 22. Brother St. Germain join­ ed the Union in the port of New Orleans in 1956 sailing as a deckhand for the Crescent Towing Co. from 1945 to 1964. He sailed for 36 years. Boatman St. Germain was born in New Orleans. Burial was in the Westlawn Memorial Park Cemetery, Gretna, La. Surviving are his widow, Isabelle and a son, Thomas. Anthony A. "Tony" Taylor, 23, was lost off the MjV Peter Fanchi (Ozark Ma­ rine) on July 1. Brother Taylor ^ joined the Union in the port of St. Louis in 1975, the year of his graduation from HLSS in Piney Point, Md. He sailed as a deckhand for the American Barge Line Co. and Inland Tugs. Boat­ man Taylor was born in Cairo, 111. and was a resident of Granite City, 111. Surviving are his widow, Margo; a son, Anthony, and his parents, Mr. and Mrs. Melvin and Buela Taylor of Alton, 111. William P. "Willie" Tracy, 23, died of injuries in Community Hos­ pital, Freeport, Tex. on June4asa result of a car crash. Brother Tracy joined the Union following his graduation from the Harry Lundeberg School of Sea­ manship, Pincy Point, Md. this year. He was a veteran of the U.S. Navy in 1974. Boatman Tracy sailed for the G & H Towing Co. He worked at SIU Headquarters for more than a year be­ fore entering HLSS. Born in Brooklyn, N. Y., he was a resident there. Burial was in Calvary Cemetery, Queens, N.Y. Sur­ viving are his parents, Mr. and Mrs. Robert and Mary Tracy and a brother, all of Brooklyn. Recertified Bo­ sun Anthony B. Barnes, 48, died of a heart attack in Portsmouth, Va. on June 2. Bro­ ther Barnes joined the SIU in the port of Norfolk in 1956. He graduated from the Recerti­ fied Bosun Program in February 1976. Seafarer Barnes was a veteran of the post-World War II U.S. Air Force. He was born in Portsmouth. Interment was in the Olive Branch Cemetery, Portsmouth. Surviving are his mother, Lessie and a sister, Mrs. Iris Rodman, both of Portsmouth. William L. Hampton, 54, died on Aug. 16. Brother Hampton joined the Union in the port of Phil­ adelphia in 1966 sailing as a coo!'. He sailed for the Gellenthin Barge Line (lOT) from 1963 to 1964, Independent Towing in 1974 and for the Taylor and Anderson Co. Boatman Hampton was born in Gibbstown, N.J. and was a resident of Mt. Holly, N.J. Surviving are his widow, Elizabeth; a son, Donald and a daughter, Linda. Ahmed S. Shahtoor, 34, died in June. Brother Shahtoor joined the Union in the port of Detroit in 1971 sailing as an OS for the American Steamship Co. and the Reiss Steamship Co. He was born in Arabia and was a U.S. natural­ ized citizen. Laker Shahtoor was a resi­ dent of Dearborn, Mich. Surviving are his widow, Zainb and a brother, Abdul of Dearborn. 'Wm Dominic D. Sobotka, 47, died of a heart attack on the way to the Ashtabula, Ohio General Hospital on July 26. Broth­ er Sobotka joined the Union in the port of Toledo, Ohio in 1960 sailing as a conveyor engineer and oiler for the Erie Sand Co. and on the SS J. F. Schoellkopf Jr. (American Steamship) from 1970 to 1978. He sailed 25 years. Laker Sobotka was born in Ashland, Wise, where he was a resident. Interment was in St. Agnes Cemetery, Ashland. Sur­ viving are his widow, Laura Mae and his parents, Mr. and Mrs. John and Valerie Sobotka. Pensioner Wil­ liam T. Long, 81, succumbed to a cerebral hemor­ rhage in the Paul Oliver Memorial Hospital, Frank­ fort, Mich, on May 31. Brother Long joined the Union in the port of Elberta, Mich, in 1953 sailing as a fireman-watertender for the Ann Arbor Railroad Car Ferries for 30 years. He was born in Elberta and was a resident of Beulah, Mich. Interment was in the Benzonia County (Mich.) Twsp. Ceme­ tery. Surviving is a sister, Mrs. Ida Priest of Beulah. Pensioner Trin­ idad Navarro, 69, 1 died of a heart at­ tack in Santurce, P.R. on May 23. Brother Navarro I joined the SIU in 1938 in the port of New York sailing as a bosun. He sailed 44 years. Seafarer Navarro was born in Celebra, P.R. and was a resident of Santurce. Burial was in Santurce. Kenny Lewis, 59, died of cancer on Jan. 25. Broth­ er Lewis joined the SIU in 1938 in the port of Mobile sailing as a bosun. He sailed 29 years with the Delta Line and the Waterman Steamship Co. Seafarer Lewis was born in Dothan, Ala. and was a resident of Camden, Ala. Surviving are his widow, Maye; two sons, Kenny and Leland and two daughters. Regina and Wendy. Pensioner Loran A. Snyder, 75. died of heart failure in the Alpena, Mich. General Hospital on July 7. Brother Snyder joined the Union in the port of Alpena in 1957 sailing in the steward department. He was bom in Frankfort, Mich, and was a resident of Alpena. Interment was in Evergreen Cemetery, Alpena. Surviving are his widow, Mary and a daughter-in-law, Mrs. Bernice Snyder of Kalamazoo, Mich. Pensioner Thomas H. Stev­ ens, 58, died of a I I heart attack on the i] y Univer• sity of South Alabama Medical Center, Mobile on /May 25. Brother Stevens joined the SIU in 1945 in the port of Mobile sailing as an AB. He sailed 33 years. Seafarer Stevens was born in Avabeco, N.C. and was a resi­ dent of Prichard, Ala. Interment was in Pine Crest Cemetery, Mobile. Surviving are his widow, Vivian; two sons, Paul and Wayne; two daughters, Deborah and Donna and a grandson, Shannon. -J 1 Pensioner Vir­ gil L. Swanson, 67, died of lung failure in the Memphis Vete­ rans Administra­ tion Hospital on June 5. Brother Swanson joined the SIU in 1940 in the port of New Or­ leans sailing as a chief steward. He sailed 35 years. Seafarer Swanson was born in Mississippi and was a resident of Mem­ phis. Burial was in Antioch Cemetery, Senatobia, Miss. Surviving is a sister, Mrs. Lucy Martin of Memphis. Pensioner CarHe W. White, 68, died of lung fail­ ure in the New Orleans USPHS Hospital on June 23. Brother White joined the SIU in the port of Balti­ more in 1957 sailing as a fireman-watertender. He sailed for 26 years. Seafarer White was a veteran of the U.S. Army in World War II. He was born in North Carolina and was a resident of New Orleans. Cremation took place in the St. John Crematory, New Orleans. Surviv­ ing is a cousin, Bernice Conyou of Sac­ ramento, Calif. Pensioner David L. Wil­ liams, 52, died of lung cancer in the New Orleans USPHS Hospital on July 10. Broth­ er Williams joined the SIU in 1947 in the port of New York sailing as a bosun. He sailed 31 years. Seafarer Williams was a veteran of the U.S. Navy in World War II. He was born in Winder, Ga. and was a resident of Slidell, La. Burial was in Forest Lawn Cemetery, Slidell. Sur­ viving is his widow, Patricia. Pensioner Fred Shaia, 77; passed away on July 4. Brother Shaia joined the SIU in 1944 in the port of New York sailing as a chief steward. He sailed 36 years and during the Vietnam War. Seafarer Shaia was a veteran of the U.S. Army in World War I. Born in Syria, he was a resident of Savannah. Surviving are his widow, Susan of Farmingville, N.Y. and . a daughter, Geraldine. Dale W. Huffman, 50, died in Violet, La. on July 25. Brother Huffman joined the SIU in the port of New Orleans in 1951 sailing as a pumpman. He was born in Hemphill, Tex. and was a resident of Metairie, La. Burial was in St. Bernard Memorial Gardens Ceme­ tery, Chalmette, La. 34 / LOG / October 1978 iili* �Pensioner Earl Pensioner Ar­ Q. Cain Sr., 69, nold G. Heinvali, succumbed to a 77, passed away cerebral hemor­ on Aug. 2. Brother rhage in the Boay Heinvali joined (Ala.) Albertville the SlU in 1944 in Hospital on July the port of New 18. Brother Cain York sailing as an joined the SlU in AB. He sailed for 1946 in the port of Mobile sailing as a 47 years. Seafarer Heinvali was born in cook for Delta Line. He walked the Estonia, U.S.S.R. and was a resident of picketlines in the 1962 Robin Line beef Baltimore. and the 1965 District Council 37 strike. Seafarer Cain was born in McComb, Robert K. BodMiss, and was a resident of Albertville. den, 63, died on Internment was in Brashers Cemetery, July 2. Brother Marshall County, Ala. Surviving are a Bodden joined the son. Earl and a sister, Mrs. Susie E. " SlU in the port of Christian, both of Albertville. New York in 1968 Pensioner Ed­ ward M. Cronin, 78, passed away in the Laguna Hon­ da Hospital, San Francisco on July 10. Brother Cro­ nin Joined the SlU in the port of Tampa in 1956 sailing as an assistant steward and cook. He sailed 31 years. In 1957, he hit the bricks in the American Coal Co. beef. Seafarer Cronin was a veteran of the U.S. Navy in World War I. Born in Brooklyn, N.Y.he was a resi­ dent of San Francisco. Pensioner Rob­ ert J. "Bobby" Patterson Jr., 60. died of natural causes on July 17. Brother Patterson joined the SlU in 1941 in the port of New York sailing as a cook. He hit the bricks in the 1961 Greater N.Y. Harbor strike. Seafarer Patterson was born in Philadelphia and was a resident of the Bronx, N.Y. Inter­ ment was in Rosehills Memorial Park Cemetery, Putnam Valley, N.Y. Surviv­ ing are his widow. Bertha; a sister, Mrs. Elizabeth Reese of New York City; a nieee, Mrs. AlmaE. Martin, also of New York City and a cousin. Seafarer Ruben Jones. Pensioner Leoncio O. Bumatay, 70, died of a heart attack at home in New Or­ leans on July 27. Brother Bumatay joined the SlU in 1947 in the port of New York sailing in the steward depart­ ment for 30 years. He also rode the Delta Line. Seafarer Bumatay was born in the Philippine Islands. Burial was in St. Vincent de Paul Cemetery, New Or­ leans. Surviving is his widow, 11a Mae. Cayetano T. Sapatiro, 67, died of a heart irregu­ larity at home in San Francisco on July 25. Brother Sapatiro joined the SlU in the port of Seattle in 1957 sailing as a chief steward. He sailed 34 years, and was a member of the SUP before joining the SlU. Seafarer Sapa­ tiro was a veteran of the U.S. Army in World War II. He was born in the Phil­ ippines. Cremation took place in San Francisco. His ashes were placed in a vault at the Golden Gate National Cemetery, Sebastopol, Calif. Surviving are his widow, Elizabeth; a daughter, Mrs. Sharon Tandaguen of Richmond, Calif, and an uncle, Emalano Sapatiro of Honolulu, Hawaii. . sailing as a fireman-watertender. He sailed 20 years. Seafarer Bodden was also a purser and advertising salesman. He was a veteran of the U.S. National Guard in World War 11. Born in Mobile, he was a resi­ dent of San Francisco. Surviving are a son, Robert and two daughters, Mrs. Sharon A. Manning of San Juan, P.R. and Robin. Pensioner Al­ fonso J. Siirles, 60, died in Miami, Fla. on Sept. 7. Brother Surles joined the SlU in 1946 in the port of Baltimore sailing as a bosun. He sailed 37 years and rode the Isthmian Line. Seafarer Surles was a port of San Francisco delegate to a Piney Point con­ ference. And he was a veteran of the U.S. Navy in World War 11. Born in Orrum, N.C., he was a resident of Miami. Surviving are a son, Alfonso; a daughter, Tina of Daly City, Calif, and a sister and brother-in-law, Mr. and Mrs. Fred H. and Hariette M. Kirsch of Miami. Pensioner ^ Walter O. Hoven, 64, died of heart failure in Mobile on June 9. Brother Hoven joined the Union in the port of Mobile in 1956 sailing as an AB and towboatman for 19 years. He was born in Grove Hill, Ala. and was a resi­ dent of Lucedale, Miss. Interment was in the Wilson Annex Cemetery, Mobile. Surviving is his widow, Joycie. Pensioner Charles Furedi, 61, died Sept. 3. Brother Furedi joined the SlU in the port of New York sailing as a J bosun. He sailed for 33 years. Sea­ farer Furedi also upgraded at Piney Point. Born in Budapest, Hungary, he was a resident of Houston. Surviving is his sister, Mrs. Margaret Schabely of Staten Island, N.Y. Pensioner Gabriel Colon, 75, died of cancer in the Rutland Heights, Mass. Hospital on July 28. Brother Colon joined the SlU in 1945 in the port of New York sailing in the steward department for 36 years. He also rode the Bull Line. Seafarer Colon hit the bricks in the 1961 N.Y. Harbor beef. Born in Ponce, P.R., he was a resident of West Brookfield, Mass. Burial was in the Brookfield Cemetery. Surviving are his widow, Emilia; a daughter, Mrs. Alice Laviera and a grandson, Troy J. Laviera. Pensioner Rouse E. Cutler, 82, succumbed to heart disease in the Peaufort, N.C. County Hospital on June 2. Brother Cutler joined the Union in the port of Philadelphia in 1957 sailing on the tug Evelyn (C. G. Willis Co.) from 1947 to 1961. He sailed 44 years. Boatman Cutler was born in Washington, N.C. and was a resident there. Burial was in the Zion Church Cemetery, Washing­ ton. Surviving are a sister, Mrs. Clara Lloyd; a nephew, Herman Cutler and a daughter-in-law, Mrs. Doris Cutler, all of Washington. Clyde A . Boone, 62, died on Sept. 1. Brother Boone joined the SlU in the port of San Francisco in 1966 sailing as a pumpman. He sailed for 22 years. Seafarer Boone also worked as a boilermaker-machinist as a member of the United Rubber Workers Union. He was a veteran of the U.S. Navy during and after World War 11 sailing on the USS Mispillion in the war. Born in Louisi­ ana, Ky., he was a resident of Rich­ mond, Calif. Surviving is his widow, Gladys. Jackson N. Manuel, 52, died of a heart attack in the East Jeffer­ son General Hos­ pital, Metairie, La. on June 27. Brother Manuel joined the SlU in the port of Lake Charles, La. in 1952 sailing as a cook. He sailed for 28 years. Seafarer Manuel was a veteran of the U.S. Navy in World War il. A native of Oberlin, La., he was a resident there. Interment was in the McGee Cemetery, Ward, La. Surviving are his widow, Leona; a son, Craig and a daughter. Sheila. Ulfar O. Sigurbjornsson, 41, was lost at sea on Aug. 16. Brother Sigurbjornsson joined the SlU in the port of San Francisco in 1965 sailing as an AB. He also rode the Robin Line. Seafarer Sigurbjornsson was born in Iceland and was a resident of Los Alemitdes, Calif. Surviving is a sister, Mrs. Erla Sadowinski of Buena Park, Calif. Pensioner James "Jimmie" Jordan, 64, died on Sept. 1 1. Brother Jordan joined the SIU in 1938 in the port of Norfolk sailing as a chief steward. He sailed for 40 years. Seafarer .Jor­ dan was born in Alabama and was a res­ ident of Mobile. Surviving are his widow, Veneita; eight sons, George, Alfred, Keith, Leanthur, Theopolis, Raymond, Louis and Leroy and five daughters, Diane, Priscilla, Faydine, Vernetta and Euline. Robert Morrison died on Sept. 9. Brother Morrison sailed for Tug Management Corp. He was a resident of New Orleans. Surviving is his mother of Brandon, Fla. Pensioner Ray­ mond L. Miirrell, 81, passed away on July 17. Broth­ er Murrell joined the Union in the port of Norfolk in 1961 sailing as a cook for the Gull" and Atlantic Towing Co. from 1952 to 1966. He was also a member of the United Mine Workers from 1957 to 1960. Boatman Murrell was born in Maco, N.C. and was a resident of l.eland, N.C. Surviv ing are two sons, Rich­ ard and Carl: a brother, .1. F. Murrell of Wilmington. N.C. and a niece, Mrs. Evelyn Hayes of l.eland. Pensioner Tim­ othy F. Hayden, 72, succumbed to lung cancer in Overlook Hospi­ tal, Summit, N.,1. on Aug. 29. Broth­ er Hayden joined the Union in the port of New York in 1960 sailing for the Penn-Central Railroad from 1929 to 1971. He was a member of the Masters, Mates & Pilots Union from 1929 to 1960. Born in .lersey City, he was a resident of Union, N.J. Burial was in Holy Name Cemetery, Jersey City. Surviving are his widow, Anna; a son, Timothy and two daughters, Anna and Barbara. William J. Gallaway, 63, died in the Community Memorial Hospi­ tal, Cheboygan, Mich. .1 u n e 21. Brother Gallaway joined the Union in the port oI Frankfort, Mich, in 1969 sailing as a fireman-watertender for the Mackinac Straits Ferry Co. from 1969 to 1978. He sailed for 23 years. Laker Galloway was a veteran of the U.S. Coast Guard in World War 11. Born in Detroit, he was a resident of Frankfort. Interment was in Calvary Cemetery, Cheyboygan. Sur­ viving is his widow, Victoria. Pensioner Walter Gniazdowski, 73, succumbed at the John Hopkins Hospi­ tal, Baltimore on June 20. Brother Gniazdowski joined the Union in the port of Baltimore in 1956 sailing as a fireman-watertender and tug tender for the Curtis Bay Towing Co. He sailed 49 years. Boatman Gniazdowski was born in Biloxi, Miss, and was a resident of Baltimore. Burial was in Holy Rosary Cemetery, Baltimore. Surviving are his widow, Augusta; two sons, Richard and Thomas and a daughter, Dolores. Willie A. Wright, 62, died ol lung cancer in the Tampa, Fla. General Hospital on Aug. 17. Brother Wright joined the Union in the port of Houston in 1975 sailing as a chief engineer for Dixie Carriers on the tug Triumph from 1968 to 1978. He was also a member of the International Union of Operating Engineers, Local 25. Boatman Wright was born in Dublin, Ga. and was a resident of Tampa. Interment was in the Garden of Memories Cemetery, Tampa. Surviving are his widow, Ocie Lee and a daughter, Katrina. October 1978 / LOG / 35 m �a } • 7 There are now 25 more firemen—waferfonriors in the SlU fleet. The graduating group at the HLS are (front row I. to r.) Delton Ard. Vincent Kirksey, Ken Stevens, John Miller. Freddie Gomez, Tom Arthur, Michael J. Hare, and Glen Mutton. In the middle row (I. to r.) are Edward 0. Elder, 8. Todorowski, Paul Ferko, A. Matt, The Harry Lundeberg ^ Orlando Flores, Luiz Dias, Bob Penry, John Aelick and Instructor James Schaffer. The back row (I, to r.) has Robert Hess, Bob Smith, Ira Jessie, Clyde Hall, Reece LaFollette, Sigismund Gordon Jr., Terrence E. Desnoyers, Harry J. Kinsman and Richnell Williams. School of Seamanship '"For a bptter job today^ and job Hpcurity tomorrow, An Assistant Cook Three Basic Welders Chief Cook's Cookin' Seafarer Armando Moncada shows his assistant cook diploma from the HLS. We now have three more graduates of the Piney Point Basic Welding Course. They are (I. to r.) Ralph Rumley, George AltschaffI and Tom Duffe. Proud of his HLS chief cook diploma is Seafarer Robert Frazier. ABs—Young and Spunky Giving us the high sign (front center) Steve Lupo poses with his graduating AB class at the Point. They are (front I. to r.) Les Stravers, Jason Poss, Terry Cowans, P. Betz, Angelo Tirelli, Dick Bundrick, Mike Wilt and Evan Jones. In the rear row : (I. to r.) are Scott Wenneson, Hector Rosado, Robert Austin, William Mullins, • Thomas McElaney, Kenny Pevny and Don Spencer.' , • 36 / LOG / October 1978 A Fine LNG Crew Here's the LNG crew for the SS El Paso Southern (El Paso Gas) graduating from the HLS special LNG program. In the front row (I. to r.) are Bill Bellinger, Tom Reading, S. Homka, Eugene Oldakowski, R. Ramage, P. Sharp, P. Bland, D. Terry, Mike McDermott and Pat Pillsworth, Piney Point port agent. In the back row (I. to r.j are Darry Sanders (SlU rep), Arthur Maccory, S. Mondone, Mike Tennill, William Arlund, Edward Savickas, Daniel O'Rourke, Robert Frazier, Eric Stevens and Sam Bauh. �Fred Stack Seafarer Fred Stack, 27, graduated from the HLS Entry Program in 1971. He upgraded to 3rd cook in 1977. Brother Stack holds firefight­ ing, lifeboat and cardio-pulmonary resuscitation tickets. He was born in Bayshore, L.I., N.Y., lives in California and ships out of the port of Wilmington. Howard J. Kling Seafar e r Donald Dokulil, 22, graduated from the Harry Lundeberg School in 1976. He also, up­ graded there in 1977 to FOWT and welder. Brother Dokulil has his firefighting, lifeboat and cardio-puhnonary re­ suscitation tickets. Born in Phila­ delphia, he lives there and ships from that port. Seafarer Howard J. Kling, 26, joined the SIU in 1974 when he gradu­ ated from the Piney Point En­ try Trainee Pro­ gram. Brother Kling upgraded to FOWT in 1977. He is a veteran of the U.S. Army. He holds his fire­ fighting, lifeboat and cardio-pul­ monary resuscitation tickets. Born in Jersey City, N.J., he is a resident there and ships out of the port of New York. Sam Baugh Augustin "Augie" Tellez Seafarer Sam Baugh, 25, graduated from Finer Point in 1975. He up­ graded to A B there in 1977. Brother Baugh holds firefight­ ing, lifeboat and, cardio-pulmonary resuscitation tickets. A native of Boston, Mass., he is a resident of Bennuda and ships out of the port of New York. Inci­ dentally, Sam is the nephew of Pro Football Hall of Famer passing great, Slingin' Sammy Baugh of the Washington Redskins. Seafarer A u g u s t i n "Augie" Tellez, 23, joined the SIU in 1976 fol­ lowing his grad­ uation j'rom the Lundeberg School. Brother Tellez upgraded to A B there last year. He also holds firefighting, lifeboat and cardio­ pulmonary resuscitation tickets. Born in Puerto Rico, he lives in Brooklyn, N. Y., and ships out of the port of New York. Donald Dokulil John Schoenstein Seafarer John Schoen­ stein, 29, grad­ uated from the HLS in 1968. He upgraded to A B in 1969. Brother Schoen­ stein sailed dur­ ing the Vietnam War when he survived the crash landing of a U.S- Air Force trans­ port plane hit by Vietcong fire. The empty plane later exploded. He has his firefighting, lifeboat and cardio­ pulmonary resuscitation tickets. Born in New York City, he now lives in Belmont Shore, Calif. He ships out of the port of Wilmington. Alcolioli disc m IS iiiiiiiHiiiniiiiiiiiiiiiiiiiiiiiiii It can be treateci. Barry Harris Seafarer Barry Harris, 26, graduated from the Lundeberg School in 1974. He now sails as a QMED after upgrading at HLS. He also has his firefight­ ing, lifeboat and cardio-pulmonary resuscitation tickets. Brother Harris was born and lives in the port of Mobile. Franklyn Cordero Seafarer Franklyn Cor­ dero, 25, is a 1972 graduate of the Harry Lun­ deberg School of Seamanship in Piney Point, M d. He up­ graded to 3rd cook there in 1972, too. Brother Cordero holds his firefighting, life­ boat and cardio-pulmonary resu.scitation tickets. He was born in New York City, lives in Brooklyn, N. Y. and ships out of the port of New York. George Pino Seafarer George Pino, 25. graduated from the HLS Entry Trainee Program in 1974. In 1976, Brother Pino up graded to cook and baker at the School He holds firefighting, lifeboat and cardio-pulmonary re­ suscitation tickets. Born in Brook­ lyn, N. Y., he is a resident there and ships out of the port of New York. Charles Minix, Seafarer Charles Minix, 28, a 1968 graduate of the HLS Entry Pro­ gram. This year he upgraded to QMED there. Brother Minix has his firefight­ ing, lifeboat and cardio-pulmonary resuscitation tickets. He was born in Houston, resides in Richmond, Calif and ships out of the port of San Francisco. 1 m WANTED 1 m m is Kurt Kleinschmidt Sea far e r Kurt Klein­ schmidt. 23, graduated from the Harry Lun­ deberg School in 1974. Brother Kleinschmidt sails as an AB and has his fire­ fighting, lifeboat and cardio­ pulmonary resuscitation tickets. Born in Philadelphia he now lives in and ships out of the port of Seattle. steward Department ljpgraders|fii m Enroll now! Job Opportunities in the Steward Department have nevei been better. Make these opportunities your own. Upgrade in the Steward Department at HI^S Marshall Nov ark Seafarer Marshall Novack, 23, grad­ uated from the Lundeberg School in 1976. He upgraded to A B this year. Brother Novack has firefighting, lifeboat and cardio-pulmonary re­ suscitation tickets. He was born in New York and ships from there as well. m m m (lliief Steward Deeeiiiber 11 (]hief (look Deeeiiiber 11, 22 si m <>o.ok and Baker Deeeniber 11, 22 Assistant (look Upon request See your SIU Representative or contact the Vocational Education Department, Harry Lundeberg School, Piney Point, Maryland 20674. Si October 1978 / LOG / 37 �542 Have Donated $100 or More To SPAD Since Beginning of 1978 The following SIU members and other concerned individuals, 542 in ail, have demonstrated an active interest in participating in political and legislative activities which are vital to both our fob security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 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.) Twenty who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, eight have contributed $300, one has given $400, 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 Abrams, R. Acevedo, M. Adams, E. Adams, P. Adams, P. Adams, W. Adamson, R. Adcock, J. Agugussa, A. Aguiar, J. Air,R. Alcarin, G. Aldgin, A. Alexikis, A. Algina, J. Ali,D. Allen, E. Alien,!. Alvarez, P. Amat, K. Ammann, W. Andersson, A. Anderson, D. Anderson, E. Anderson, R. Antici, M. Antone, F. Appleby, D. Apuzzo, W. Aquino, G. Arampazis, T. Arias, F. Aronica, A. Aruz, A. Atkinson, D. Aumlller, R. Avery, R. Babkowski, T. Balaga, C. Barnes, D. Barry, J. Bartlett, J. Bauer, C. Baum,N. Beeching, M. Beeman, D. SPAD Honor Roll Bellinger, W. Berglond, B. Bjornsson, A. Blackwell, J. Bluitt, J. Bluitt, T. Bobalek, W. Boehm, B. Bonser, L. Bourgeois, J. L. Bowker, A. Boyne, D. Bradley, E. Brady, J. Braggs, W. Bronnlee, R. Brooker, A. Brown, G. Brown, 1. Brown, 1. Bruce, C. Bryant, B. KNOW YOUR RIGHTS Bryant, N. Cherup, N. Bucci, P. Chlllnski,T. Bullock, R. CInquemano, A. Buffinton, O. Cirignano, L. Burgo, C. Clark, J. Butch, R. CUne,L. Byrd, J. Cof one, W. Cafefato, W. Colter HI,!. Caffey, J. Colon, E. CahlU, C. Comstock, P. CahlU,!. Conklln,K. Cain, R. Connolly, W. Calogeros, D. Conolly, R. Campbell, A. Cooper, J. Carey, W. Corder, J. Carr, Jl. Cortez, J. Carter, R. Costa, F. Castel, B. Costango, F. Costango, G. Caswell, J. Carr, J. Costango, J. Carroll, J. Costello, A. Cavalcanti, R. Courins, W. Continued on next page 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, Ciulf, 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 ol these tunds 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. Ali trust fund financial records arc available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the 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 Buaid by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, ('hairman. Seafarers Appeals Board 275 - 20fh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all limes, 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 38 / LOG / October 1978 Craig,!. Cross, M. Cruz, A. Curtis, T. Czerwlnskj,!. Dallas, C. Dalman, G. Dariey, B. Davis,!. Davis,!. Davis,!. Davis, S. Debarrios, M. DeChamp, A. Deldaeh, T. Delea, G. DeU, R. Del Moral, A. Demetrios, J. Deogate, H. DiDomenko, J, Diaz,R. Dieicks, J. DiGiorgio,!. Dillings,L. Doak, W. Dobbins, D. Dockwiller, L. Doherty, W. Dolan,!. Dolgen, D. Donnelly, M. Donovan, P. Domes, R. Driggers, T. Dncote, C. Dndan, M. Dudley, K. Duffel, T. Du%,!. Dupuis, M. Durden, W. Dwyer, J. Dyer, A. Edcert,B. Edwards, W. Elzahri, A. Ervin, B. Eschukor, W. Evans,!. Evans, M. Fagan, W. Faitz,F. Fanning, R. Fay,!. Ferebee, R. Fergus, S. Filer, W. Flade,L. Fletcher, B. Flores,!. Florous, C. Foley, P. Franco, P. Francnm, C. Frank, S. Frazier,!. ' Frounfelter, D. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA^ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc.-, as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All 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. lllllHim[lini||||||il||[|||lll|||i||llll!!!|||lll|||||lll|||||jlll||!ll!!l^^ 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 reaffirmedby membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the F.xeciitive 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 ofiicial Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone 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 plficial.receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLHICAL ACIIVITY 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 preservation 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. Ali contributions are vo'uniaiy. 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. �® Continued from preceding page Lunsford, J. Lusk, J. Macmberg, D. Madajewski, M. Mainers, T. MalDonado, B. Malesskey, G. MaUory, A. Manafe, D. Mandene, S. Mann, C. Mann, J. Marchaj, R. Martin, T. Martinez, Q. Mason, R. Mathil, M. McCarthy, J. McCarthy, L. McCartney, G. McCorvey, D. McCoy, D. McEhoy, E. McFarland, D. McFarland, J. McGinnis, A. McGregor, K. McKay, M. McKay, R. McKay, R. McNeely, J. Meacham, H. Meeder, H. Meffcrt, R. Mesford, H. MUler, D. Miller, K. Mintz, L. Mobley, R. Mollard, C. Mongelli, F. Moore, G. Moore, J. Moore, J. Morris, A. Morris, W. Morrison, J. Mull, C. Murray, C. Murray, R. Musciato, M. Myers, H. Myrex, L. Nash,W. Nelson, D. Nelson, J. Newberry, H. Nezaro, S. Niheni, W. SPAD Honor Roll Fuller, E. Fuller, G. Furukawa, H. Gallagher, L. GalUer, M. Gann,T. Gard, C. Gavin, J. Gentile, C. George, J. Gilliam, R. Gimbert, R. Givens, J. Glenn, J. Glenn, J., Jr. Glidewell, T. Gobrukouich, S. Goeltz, W. Golder, J. Gooding, H. Goren, J. Gos5e,F. Graham, E. Grant, W. Grepo, P. Guevara, D. Guillen, A. Hager, B. Hall,C. Hall,£. Hall, J. Hall,L. HaU, W. Hainblet, A. Hamilton, G. Hampton, D. Haney, L. Hansen, H. Hant, K. Harris, N. Harris, W. Hauf,M. Haykes, F. Heacox, E. Heifer, J. Henlken, E. Higgins, J. Home, H. Houlihan, M. Houston, H. Hunter, W. Hurley, M. Huss, P. Hussain, A. Hussain, T. Hutton, G. lovino, L. Ipsen, L. Jacobs, R. Japper Johnson, R. Johnson, S. Johnston, C. Jolley, R. Jones, C. Jones, R. Jordan, A. Joseph, E. Karlak, W. Kastina, T. Kauffman, R. Kelly, E. Kelly, W. Kenny, L. Kerr, R. Kilford Kirby, M. Kitchens, B. Kizzire, C. Knoff, J. Koflon'ich, W. Kool, L. Kowalski, A. Kramer, M. Krittiansen, J. Lamb, J. Lambert, H. Lance, W. Lanczky, W. Lankford, J. Lay, M. Lee, £. Lee,K. Legg,J. Lelonek, L. Leonard, W. Lesnansky, A. Lewin, A. Lewis, J. Libby, H. Lindsey, H. Lively, H. Logue, J. Loleas, P. Long, L. Lorman, S. Loveland, C. $600 Honor Roll Pomerlane, R. $500 Honor Roll Antich, J. $400 Honor Roll LiUedahl,H. $300 Honor Roll Andersen, R. Chartier, W. Curtis, T. Forshee, R. HaU, P. Harcrow, C. Larkin, J. Nasser, A. ^200 Honor Roll N •: Nobles, E. Novak, A. Nuckols, B. O'Brien, E. O'Hara, M. Oldakowski, E. Olds, T. Olivera, W. Olson, F. Om, L. Orsini, D. Ortiz, F. Ortiz, F. Paczkowski, S. Pagano, J. Papuchis, S. Paradise, L. ParneU, J. Passapera, F. Paulovich, J. Payne, D. Payne, H. Pecquex, F. Pelfrey, M. Perez, J. Petak, P. Phillips, R. Pillsworth, P. Poer, G. Pollack, A. PoweU, B. Powell, S. Prentice, R. Pretare, G. Prevas, P. Priess, E. Prims, J. PuUiam, J. Quinter, J. Raines, R. Ramage, R. RandaU, L. Randazza, L. Ratcliffe, C. Reck, L. Regan, F. Reinosa, J. Reza, O. Richardson, J. Richoux, J. Ries, J. Rings, E. Ripoll, G. Rivera, L. Roades, O. Roberts, J. Rodriguez, R. Rondo, C. Royal, F. Rung, J. Ryan, T. Sacco, M, Sacco,J. Salazar, H. Sanchez, M. Sanders, D. SanFillippo, J. Sapp, C. Sapp, G. Schabland, J. Schatz, G. Scheard, H. Schwartz, A. Schwarz, R. Schwabland, J. Scott, C. Scott, J., II Scully, J. Seager, T. Seagord, E. Selzer, R. Selzer, S. Serrano, A. Shappo, M. Sharp, W. Shaw, L. Shelley, S. Shopatt, H. Sigler, M. Sigley, R. SUva, M. Sims, E. Skala, T. Smith, B. Smith, J. Smith, L. Smith, R. Smith, W. SneUgrove, L. Somerville, G. Sorenson, W. Sorest, T. South, R. Spady, J. SpeUer, J. Spencer, G. Stalgy, R. Stankicwicz, A. Stearns, B. Steinberg, J. Stephens, C. Stevens, W. Stockman, B. Stover, M. Stravers, L. Sulentic, S. Surrick, R. Swain, C. Grima, y. If f (• 1 'ij( ! ! .' Hagerty, C. Kemgood, M. Kingsley, J. Lombardo, J. McCuIlough, L. Pow, J. Reck, L. Redgate, J. Turner, E. Turner, T. Zai, C. Zeloy, J. -• •; SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Date. S.S. No., .Book No., Contributor's Name. Ahmed, F. Bernstein, A. Brand, H. Cookmans, R. Crocco, G. Drozak, F. Dryden, J. Ellis, P. Firth, R. GUbo.T. Swanson, R. Sweeney, J. Szupp, B. Tanner, C. Tanner, R. Taylor, F. Terpe, K. Terry, D. Thaxton, A. Thayer, D., Jr. Theiss, R. Thomas, F. Thomas, J. Thomas, 1'. Thorbjorsen, S. TilIey,J. Tillman, W. Todd, R. Trotman, R. Troy, S. Turner, B. Ulrich, H. Uusciato, J. Vahcy, R. Van Horn, D. Vanvoorbees, C. Velandra, D. Velasquez, W. Velez, R. Vukmir, G. Walker, T. Wallace, S. Ward, M. Weaver, A. Webb, J. Whitmer, A. Whitsitf,M. Wierschem, D. Wilhelmsen, B. Williams, A. Williams, L. WUliams,R. Wilson, B. Wilson, C. Wingfield, P. WIpmer, R. Wolf, P. Wood, C. Worley, M. Wright, A. Wright, F. Wright, N. Wydra, R. Yarmola, J. Yates, J. YeUand, B. Young, E. Address. City -State, -Zip Code I acknowledge and understand that SPAD is a separate segregated fund established and administered by my Union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Signature of Solicitor Solicitor's No. 1978 Port $ ! • I'jhI-'j.' October 1978 / LOG / 39 �y Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO NSSO* OCTOBER 1978 u- Register and Vote /t's as American as Baseball Up unlil the last World Series ^ame, alot of us spend alot of tirne in front of a TV set. And the football season's approach to the midway mark is plenty of reason for members not at sea to remain armchair athletes. Spectator sports are part of the wav of life in this country. Every­ one enjoys them and no one would trade those few hours in a comfort­ able chair spent rooting for the home team. But another American tradition demands more active participation to keep it going and that's the right—and the obligation — of everv U.S. citizen to vote. Just like most sports are a collective effort, with everyone doing his part for the good of the team, voting is another form of teamwork. Each individual vote counts towards letting our elected representatives know how we feel about what they're doing and saying. Letting our Senators and Con­ gressmen know, through our votes, we're either for them or against them is a fair exchange because the people we send to Washington have a lot to say about how the rest of us live our lives. They decide how much we pay in taxes and what those tax dollars are spent on. By passing legisla­ tion they can keep American jobs from being lost to foreign competi­ tion; determine how much health care and education will cost us, and protect our right to join and participate in labor unions. If our elected representatives have so much to say about our livelihoods, health and security, we should at least have.something to say about who they are by going to the polls on Election Day. Also by asking for—and usingabsentee ballots in the case ^f| many Seafarers who are away from home on Nov. 7. Register and vote! It's as American as baseball, SIU members are also asked to donate time and energy to work on behalf of candidates who support maritime. But the most basic political I action, and the simplest one to perform, is voting. Only you can't f vote from your living room. You don't have to exercisel much to cheer on a team from the sofa or the sidelines, but you do have to exercise your right to vote. • r-' .•/ Ljsaiu C.v . . , —. • ' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1978 Description An account of the resource HEADLINES SIUNA KICKS OFF 1978 CONVENTION IN NATION’S CAPITAL CONGRESS PUTS LEASH ON RUSSIAN RATE SLASHING SIU WRAPS UP EAST COAST SHIPDOCKING PACTS LOG WINS TOP HONORS IN LABOR PRESS CONTEST AL BERNSTEIN, SIU WELFARE DIRECTOR, DIES AT 64 NEW 3-YEAR PACT SIGNED WITH G&H TOWING AGING GREAT LAKES MERCHANT FLEET SET FOR REVITALIZATION HUMPHREY-HAWKINS JOB BILL PASSES CONGRESS OCEAN MINING BILL TO BE VOTED NEXT YEAR ALLIED CMDR. SAYS U.S. FLEET IS AT HALF STRENGTH ADVENTURER JOINS SIU FLEET SEA-LAND TO BUILD 12 NEW CONTAINERSHIPS BOATMAN FINDS SIU WELFARE PLAN ‘PAYS MORE THAN ANY OTHER’ W. GERMAN UNIONISTS TOUR HLS CONGRESS PASSES ‘USER TAX’ ON INLAND WATERWAYS; NEW HOPE FOR LOCKS AND DAM 26 CONGRESS PASSES GREAT LAKES VESSEL FINANCING SIU URGERS CARTER TO SIGN BILL TO CURB REBATING CONGRESS RESTORES $20 MILLION TO PHS SYSTEM BUDGET SIU UPGRADERS GET TWO-DAY BRIEFING ON SIU’S WASHINGTON POLITCAL SCENE SS UNITED STATES SOLD FOR $5 MILLION T.I. SCHOLARSHIP UPGRADERS GET POLITICAL ACTION TOUR REP. METCALFE DIES OF HEART ATTACK DOT HOPES TO CUT DOWN TRANSPORT ACCIDENTS MCCLOSKEY-U.S. MARITIME’S BIGGEST DETRACTOR GOT BIG BUCKS FROM BIG OIL, FOREIGN SHIPPING TRANSPORTATION INSTITUTE STUDY SHOWS CONFLICT OF INTEREST LOCK AND DAM 26 GETS OK, BUT SO DOES INLAND USER CHARGE ALASKAN OIL RUN PROVIDING NEW FRONTIER FOR SEAMEN SIU-MANNED BUFFALO NEWEST ADDITION TO LAKES FLEET 42 CONGRESSMAN FORM COALITION TO BOOST U.S. SHIPBUILDING SOME GOOD NEWS ON USPHS, BUT THE FIGHT GOES ON NEW USPHS HOSPITAL OPENS IN NASSAU BAY, TEX.; IT’S THE FIRST IN 40 YEARS UNION SAILORS BATTLED FOR $30 A MONTH LAKES SAFETY EYED AT EDMUND FITZGERALD HEARINGS DELTA MAR CARRIES UP RELICS FOR U.S. CAR LOVERS BRAVERY IS THE MARK OF AMERICAN SEAMEN NUMEROUS SIU CREWS, MEMBERS HONORED WITH AOTOS AWARDS AOTOS NAMES MURPHY TRUE FRIEND OF U.S. MARITIME SIU PILOT LAUNCH CREW AVERTS SUB, CUNARD SHIP CRASH OFF NORFOLK HLSS. PRES. HAZEL BROWN NAMED TO MARITIME TRANSPORT BOARD SS MARY PICKS UP 3 SURVIVORS FROM DOWNED PLANE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1978 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. 10 1978 Periodicals Seafarers Log