http://seafarerslog.org/archives/files/original/efaa8fa5d0a5a25cc9dd9754d3d11ab4.PDF 693d9fb95aedf62fa025ba7058a6f2d8 PDF Text Text •( rsf i-,. -„ • , ' •J. -w II f 'ir-. •i'- ^-.^- > : f ... :•* ,'• _ . •t t. =»•-» ' V 3 ;C. r Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO NOS?° NOVEMBER 1978 ,*1 New Tug, Sandra Smith,! SlU Crews 6fh U.S. Flag Joins SlU Inland Fleet See Page 38 I Gas Carrier, LNG Leo See Page 33 J • < 'r v; • •, i f- (. 4 Happy Thanksgiving To All SlU Members At Sea & Ashore SlUNA Convention Targets Goals for Future See Pages 19-30 ' . f • J| * SfO Cefebrotes lts"40t/i Anniversary See Pages 11-14 V V * » �-It Seamen May Be Declared Eligible for Veteran Benefits America's merchant seamen have put their lives on the line in every war the U.S. has ever fought. In World War II, 7,500 merchant mariners lost their lives in the line of duty, while 30,000 more were torpedoed. And when thousands of American POWs returned to the States after the War, 572 merchant seamen were among their ranks. The only thing, though, merchant seamen have ever gotten from the U.S. Government for their wartime actions and heroics is a pat on the back. This may all change soon, however, because Congress has created a mechan­ ism whereby seamen and other civilian groups that served in military support roles during wartime can qualify for Veterans Administration benefits. In other words, merchant seamen who served on vessels in military support roles during World War II, the Korean War or the Vietnam War may be granted veterans status, thereby becoming eligible for veterans benefits. Hundreds of SIU members—both active and retired—could come under this category. And it could mean substantial retroactive veterans benefits for those declared eligible. G.I. Improvement Bill Congress actually set the wheels in motion last year with passage of the G.I. Improvement Bill of 1977. One of the provisions of this bill empowered the Secretary of Defense to set up a Civilian/Military Review Board to determine if certain groups, such as seamen, should be given veterans status. The Review Board, itself, probably will not convene until early next year. However, the Department of Defense (DOD) has at least published its proposals in the Federal Register and has requested comments from interested groups. When the Board does convene, though, the SIU along with other maritime unions, will present a detailed, well researched application on behalf of the nation's merchant seamen. In the meantime, the SIU has already reviewed DOD's proposals concerning the Review Board. The Union has found the proposals comprehensive in all but two areas. SIU President Paul Hall, in a letter to DOD, said that the Union does not agree with DOD's plan to conduct Review Board meetings in closed executive session. Hall said that "closed sessions are inappropriate because groups under consideration apparently will have no opportunity for appeal or review of Board findings." Instead, said Hall, Review Board meetings should be open sessions at which qualified spokesmen from groups rK under consideration will have the opportunity to submit testimony. He said that the open session format would "create an atmosphere wherein the Board could maximize its efforts to gain information through personal interplay with knowledgeable wit­ nesses." President Hall also took issue with DOD's proposal that "only official documents" be presented before the Board for review. Hall said that this narrow rule "could seriously hamper the adequate presentation of group applica­ tions." Hall noted that "the type of evidence for presentation by group applicants should be widened to cover whatever gaps have occurred because of loss of official records or their formerly secret status." In wrapping up his comments. President Hall said that "the main concern of the SIU is that the Board have as complete a picture as possible in making its determinations as to the eligibility of groups. Open hearings and maximum use of available evidence and historical information appears tous to be a better format than a closed executive session with strict limitations on presentation of evidence." for merchant marine will be the U.S. Maritime Administration. In fact, MARAD has already submitted a preliminary report to DOD outlining the merchant marine's contributions to the war effort in World War II. The MARAD report proclaims that "merchant ships were crucial to the supply of the entire war effort world­ wide not only in convoys for general supply but also as integral elements in military amphibious landings . . . and merchant seamen provided critical support to the military during World War II." / The MARAD report also notes that merchant seamen in World War II received military training and partici­ pated in defense gunnery manning when no Navy crews were assigned. MARAD also pointed out the high casualty figures of merchant seamen during the War. MARAD Report As we see it, if not more that the normal amount of bureaucratic red tape holds up movement on this issue, merchant seamen should know in about six months if their service during wartime will be considered active service in the armed forces. When the Review Board finally does convene, another important spokesman The SIU will be fighting to make sure that it will. As we moved into the '50s, we weren't getting or giving as many bloody noses. But we were certainly taking our political lumps in Washington. Almost overnight, a huge segment of the American merchant fleet had been sold out from under us and converted to runaway flags. In other words, we were being legisfated off the high seas. Instead of just beefing about the plight of our industry, the SIU went to work in the new battleground—the political arena. Since then, we have built one of the best political action programs in the labor movement—a program that has enabled us to slow down the decline of our industry and begin the long haul to bring it back to a position of respect on the world's sealanes. Paul Hall 40 Years Young, Still Fighting Living in the past is for those who really don't have much of a future. But it's good to look back once in awhile to study your history and to see how far you've come. As SIU members, there is no better time than right now to reflect for a few moments on our beginnings because this month marks the 40th Anniversary of our Union. When we first started out back in 1938, most people in maritime wouldn't have given five cents for our chances of surviving one year, much less 40 years. Most of our contracted vessels were the old tramp freighters and we didn't have a tanker in the fleet. On top of this, we were the youngest and smallest Union on the waterfront and lot of people thought they were going to run us out. We had to fight on every major waterfront in the country to protect our jurisdiction. Just about every oldtimer in this Union could tell you stories about our early fights. But despite the trouble of those times, we grew larger as an or.ganization and progressed. We won drive after drive in organizing campaigns. Along the way, we cracked some of the toughest, most anti­ union companies in the business. Each victory pumped new energy into our Union and into our determination to succeed. We also began making tremendous headway in our contracts. We succeeded in negotiating new highs in our wage levels. And we led the industry in establishing formulas for welfare, vacation and pension benefits for our people. In addition to being the leaders in politics and in establishing new and expanded benefits for our members, the SIU has been a leader in providing educational opportunities for SIU people with the help of the, Lundeberg School. Not only does our School give SIU members the opportunity to learn new skills and advance their ratings. But the School is doing the indispensable job of helping us to cope with the problems and challenges of automation and advancing technology in the industry. When you look at it closely, there has been tremendous change in the last 40 years, not only in our industry, but in our Union. The only similarity between the ships of today and those of four decades ago is that they float and carry cargo. The only similarity between the SIU of today and 40 years ago is our ultimate goal—a better life for all of us. It has been an interesting 40 years, a tough 40 years and a fruitful 40 years. We started with nothing and succeeded in building a Union that has not only weathered the storms, but a Union that is in good shape and quite capable of meeting the challenges of the future. In retrospect, the real key to our success has been our ability to recognize our problems and then to do whatever had to be done to meet these problenis. Also, we never turned our back on a problem. Problems don't go away. And we never put off meeting a problem for another day simply because the longer you wait the more unmanageable it gets. For 40 years, we have fought the good fights. We won some and we lost some too. But even in losing, our opponents knew they had been in a fight. Win or lose, though, we simply kept plugging and punching in our efforts to move forward and grow. Our oldtimers—the guys who took the early licks—have a lot to be proud of today. And our younger members should be proud of what they have to protect and what they have to build on for the future. Change of address cards on Form 3579 should be sent to Seafarers InternationarUnion, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklvn NY 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No, 11, November 1978. (ISSN #0160-2047) 2 / LOG / November 1978 �»V», it J ^ SIU Girds For Battle Over Manning • -' '- •- ' -c Union Determined to Keep Crew Sizes at Safe Levels for what promises Itingntopreparation be a crucial conference for set-, worldwide manning standards, the SIU has taken a firm position on making the size of a crew directly dependent on the safe operation of merchant vessels. In January, 1979, the Intergov­ ernmental Maritime Consultative Organization (IMCO) will meet to determine the first international agreement for minimum manning levels. Since the U.S. is a major participant, IMCO's decision can have a tremendous impact on the size and responsibilities of U.S. merchant crews. But what that impact should be is a matter of debate now between the different groups which have a say in formulating U.S. manning policy. Safety should be the key issue in setting manning standards, the SlU maintained in its 27-page position paper delivered at the first of a series of meetings held to work out the U.S. proposal for the IMCO confer­ ence. The meeting took place on Nov. 8 at Coast Guard Headquar­ ters in Washington, D.C. and was attended by representatives from maritime labor, management and government. The American Institute of Mer­ chant Shipping (AIMS), a manage.ment group, said, "it is essential that the present objective should not be to expand current safe standards which do exist in advanced maritime countries, but to bring unsafe, or in some cases no standards up to a safe level." SIU Differs with AIMS However, the SIU provided ample evidence, backed up by the other maritime unions at the meet­ ing, that there is a great need for improvement even in "advanced" maritime countries like the U.S. The other unions were the National Maritime Union, Maritime Engi­ neers Beneficial Association and the Masters, Mates and Pilots union. The SIU pointed out that "mini­ mum manning as it is construed today all too often means the lowest manning the operator is permitted by law on a ship, it is viewed only as how few ratings will suffice to get the job done." The SIU report gets to the heart of the manning issue by setting forth a Legislative News GAO Report on Navy Page 5 SIU in Washington ... Pages 9-10 Union News * IMCO Manning Scales Page 3 Scholarships Page 15 President's Report Page 2 Headquarters Notes Page 7 LNG Leo Page 33 Broth_erhood in Action ... Page 44 At Sea-Ashore Page 18 SPAD Checkoff Back Page V.A. Benefits For Seamen Page 17 Great Lakes Picture Page 8 Inland Lines Page 6 SPAD Honor Roll.... Pages 46-47 SlUNA Convention .. Pages 19-30 2,500th Inland Check .... Page 44 number of fundamental safety and health principles which must be carried out in deciding crew size. These require that all crews be large enough to do the following: • To insure the safe navigation of the vessel in all conditions, which includes important watch standing duties. • To perform routine mainte­ nance and repairs. • To monitor the ship's equip­ ment at all times as well as be able to meet personnel prob­ lems caused by illness, injury or death. • To include a steward depart­ ment capable of preparing wholesome meals .as well as maintaining proper hygiene. (At present, IMCO's confer­ ence agenda does not include manning for the steward de­ partment. • To provide a blend of ratings from the highest to the lowfest so that the career progression chain is maintained. • To avoid excessive overtime. • To meet the demands of spe­ cialized ships and equipment; of weather and trade routes; and of living conditions and the age of the vessel. The SIU also stated that con­ siderations of occupational safety and health must be applied to shipping, which is not done now in the U.S. "The Coast Guard views safe navigation as its responsibility but neglects the safety and wellbeing of the crew. IMCO must insure that the workplace aboard ship is safe and healthful for seamen." Crews Overworked The Union report points out the serious problems that already exist on U.S.-flag vessels because these basic safety concerns have not been tied to manning. For example, rested personnel often are not available in the unlicensed deck department to stand watch. "On tankships, where the tanks must be cleaned between ports, the deck crew must often work around the clock cleaning tanks and then stand watch without getting any rest. Sleeplessness, combined with exposure to toxic fumes, results in INDEX General News National unemployment.. Page 33 31 Dead on Panamanian Page 33 Tanker Page 31 Ship's Digests Dispatcher's Reports: Page 36 Great Lakes Page 32 Inland Waters Page 34 Deep Sea . Page 5 5 New Bulk Ships Training Upgrading 'A' seniority upgrading ... page 45 Piney Point Grads Page 37 At Coast Guard Headquarters in Washington earlier this month, the SlU's delegation for input into the U.S. position on manning for upcoming IfVICO conference listens to management viewpoint as noted byAIMS spokesman.The SIU people from the left are: Charles Nalen, director of vocational education at the Lundeberg School; Red Campbell, SIU representative from Headquarters: John Fay, Philadelphia agent, and SIU Vice President Earl Shepard, fatigue, creating a great potential for a casualty. Without some crew flexibility the stress on the crew in this situation is great." This situation is not only a hazard to safe navigation, but also carries over to "critical maintenance tasks, which are often ignored when the vessel is undermanned and tank cleaning and watchstanding absorb all of the seaman's time." Insufficient Manning Insufficient personnel is also a problem in the engine and steward departments where automation has reduced manpower, but has not fully covered the workload. Skilled crewmen must still monitor. Control and repair equipment in the engine room to keep it free from fire and safety hazards, the report explained. Automated alarm systems are not an excuse for unattended engine rooms. "An unlicensed engine room rating on duty at all times can see, feel, smell or hear a potential mechanical problem long before an automated system may detect it." In the steward department, the advent of portion-controlled serv­ ings and other time-saving devices have not filled the need for skilled Membership News New Pensioners Page 43 Final Departures .... Pages 40-41 Sugar Islander Page 39 Sandra Smith Page 38 Special Features SlU's 401h Anniversary Pages 11-14 Happy Thanksgiving personnel. "Ready-made airline type meals are unpalatable to the crew on long voyages." Moreover, these are often not available in foreign ports and the steward must then prepare food from scratch. "When sufficient cooks and bakers are not available, poor food and steadily declining sanitary condi­ tions affect the well-being of the entire crew." Minimum Crew—Maximum Work These examples and many others provided in the report illustrate the fact that a minimum crew always carries a maximum work load. "As long as the competition of the shipping marketplace makes the minimum legal crew in effect the maximum, the authorities setting manning must build in a maximum work allowance for crewmembers to insure that fatigue and other pro­ blems are not a constant danger." The SlU's report performs an important service by describing in detail the full workload of unli­ censed personnel in all departments and relating it to the safe operation of the vessel and the well-being of the entire crew. "Even in the U.S., there is little research or data on minimum crew levels, much less the responsibilities and duties that go into the development of such concepts." The SlU's position will be taken up again at two more meetings prior to the IMCO conference, on No­ vember 28 and December 19, when the U.S. proposal is expected to be finalized. The following SIU offi­ cials and staff members will repre­ sent the Union, as they have since the start of the preliminary work for the conference: Earl Shephard, SIU vice-president and representative to IMCO; John Fay, Philadelphia port agent; Red Campbell, New York representative, and Charles Nalen, director of vocational education at the Harry Lundeberg School. November 1978 / LOG / 3 •I: X K t '•i -J •,' 'i: �iiii ' * - • AFL-CIO Says Anti-Inflation Plan Keys Too Much on Wage Controls Inflation. It's on the minds of most Americans these days, and that's putting it mildly. Because, thanks to inflation, it's simply getting more and more difficult for the average American family to make ends meet. The plague of inflation, and how our leaders go about fighting it, is going to effect us for a long time to come. Their decisions and actions will effect our jobs, how far our paychecks will go in providing us with the basic necessities, and what the actual quality of life will be for us in the future. These thoughts were very much on the minds of the AFL-CIO's Executive Council late last month when it met, among other things, to respond to President Carter's October 24 address on inflation. SIU President Paul Hall is Senior Vice President of the Council. Just about the-only thing the AFLCIO and the Carter Administration agree on, as far as inflation control is concerned, is that something needs to be done about it—and that austerity and sacrifice is going to figure into whatever plan we come up with. How the Carter Administration plans to go about controlling inflation—and on whom the burden of sacrifice would seem to fall most heavily—is what the AFL-CIO takes strong issue with. "Unfair, Inequitable" Because of the Carter plan's emphasis on controlling wages, rather than prices, the AFL-CIO Executive Council's statement, issued on October 31, called the plan, "unfair and inequitable." The Carter anti-inflation plan in­ cludes provisions for inflexible and non­ voluntary wage controls, while its price control guidelines are flexible and without effective enforcement. At the same time, there are no provisions for the control of profits or interest rates, nor does it provide for effective control of professional fees. The AFL-CIO Executive Board meets in special session late last month to discuss President Carter's anti-inflation program. SIU President Paul Hall, who serves as Senior Vice President on the Executive Board can be seen at the head of the table. According to AFL-CIO President George Meany, Carter's plan "attempts to control wages and keep down wages. It controls nothing else, nothing else. That docs not attack the problem of inflation." What the AFL-CIO calls for, as opposed to the Carter plan, is a "full, fair" system of controls which would be legislated by Congress. Speaking of this system of controls, Meany said, "we are ready to have wages controlled by an act of Congress. But we want dividends controlled. We want the middle man controlled. We want insurance rates controlled. We want housing con- Alaska Wants U.S. to Export North Slope Oil The oil companies tried everything state and the companies blame U.S.-flag short of blackmail earlier this year to tankers, now the only way to market the convince the government to export oil on the East Coast, as the immediate Alaskan oil to .lapan. Now it appears cause of their economic woes. And both the State of Alaska is pulling the same want a Federal okay to get around tactics. American shipping. State officials are trying a force play The export plan is really a swap as the latest attempt to ship America's scheme which would trade-off ILS.-flag black gold out of the country. They have threatened to put off all state oil lease vessels on both ends. Alaskan oil would sales and possibly limit production on be shipped to Japan in exchange for already leased fields until the govern­ Middle Last oil to go to the U.S. East ment allows exports of Alaskan crude. Coast. Since the Jones Act would no "The state will sit on the oil until it's longer apply, foreign flag tankers would economical to produce it." Alaska he used for both voyages. Commissioner of Revenue Sterling But American maritime labor would Gallagher crowed last month. Curtail­ not be the only losers in the bargain. ing current production may be illegal. Although Alaska and the oil companies But holding up future onshore and both complain that they aren't making offshore development means that the enough money, neither one is appar­ state would be sitting on an estimated 40 ently concerned about the losses that the percent of America's oil and gas nation as a whole would sustain in the potential. swap deal. The economic problem, according to Increasing the use of foreign-flag Alaska Gov, ,Jay Hammond, is that the tankers and foreign oil would trade off surplus buildup of North Slope crude environmental security and energy selfhas stopped the "massive amounts" of reliance for the country, which the oil revenues predicted for the state. West Alaska pipeline legislation was passed Coast refineries can't handle the high to protect. Moreover, shipping the oil to sulphur Alaskan oil and the oil com­ Japan would discourage efforts to panies have done nothing to retrofit retrofit the West Coast refineries and these plants, or to build pipelines to build the pipelines to the South and the carry the oil to the South and Midwest. Midwest, which are the only lasting solutions to the economic problems Both of these steps had been planned caused by the surplus. along with the pipeline. But now the oil companies arc blaming high state taxes The SIU fought the export of Alaskan and Federal regulations as costly oil before and will fight agaii| to stop L roadblocks to additional domestic this attempt to raise profits now and investment. In the meantime, both the shortchange the country in the long run. 4 / LOG / November 1978 trolled. We want everything that goes into the cost controlled, and then maybe we will get a handle on this inflation, and when we do we can remove the controls and get back to normal." Lesser of 2 Evils Although the AFL-CIO Executive Council has called for "mandatory, legislated, economic controls", it sees controls as the necessary lesser of two evils. According to its October 31 statement, "we do not like controls. We do not welcome governmental opera­ tion of the market place. But recession is worse; runaway inflation is worse; the discriminatory application of wage controls is worse." If the Carter plan were to be implemented, says Meany, it could well lead to, "another recession, with mass unemployment." What is needed—and this was the central theme of the AFL-CIO's stater ment—is a plan whereby the burden of responsibility and sacrifice will be equally and fairly distributed; where we will be "equal partners in austerity." The AB's Job has changed a lot over the years. . So learn to do it right! Enroll In the AB Course at HLS. Learn the skills you need aboard modern U.S. ships. Earn the rating that means job security and good pay for you. Course is four yveeks long and starts January 4. To enroll, see your SIU Representative or write to: Harry Lundeberg School Vocational Department Piney Point, Maryland 20674 �OAO Says Navy Should Use Merclianf S/iips, fugs A recent report from the U.S. General Accounting Office has confirmed a long-standing SIU claim that the Navy couU save millions of dollars by relying more on the merchant marine instead of continually building up their fleet of non-combat ships and tugs. The GAG report urged the Navy to reconsider its plans to build two new fleet oilers and three new tugs in view of the substantial number of commercial vessels available to do the job. The two new oilers, approved this year, would cost about $323 million. Construction of the new tugs is esti­ mated at $53 million. The report also criticized construc­ tion already under way of four Navy tugs for $55 million and three fleet oilers for $342 million. The GAG findings back up what the SIU has been saying for years. While the merchant fleet stands ready to provide military support services, the Navy continues to duplicate this role with its own vessels—at tremendous cost to the government. The report criticized the Navy's tug construction program on several counts. In planning the replacement of its aging tug fleet, the Navy "did not give sufficient consideration to the substan­ tial U.S. merchant marine, did not adequately determine wartime require­ ments and overstated peacetime re­ quirements." The GAG agreed that the Navy must maintain a "nucleus" of fleet ocean tugs in the event of war, but said the size of that nucleus is "questionable." The report concluded that "without ade­ quate evaluation of peacetime and wartime needs and without maximum use of commercial assets, the Navy cannot justify additional construction of new fleet ocean tugs." If the three tugs are not built, the savings would include the $53 million in construction costs, plus the recurring annual expense of $3 million to operate the new vessels. The GAG objected to the Navy's fleet oiler construction program because the costly vessels won't be able to do the job required. Oilers function primarily as shuttle ships and are also used as backup station ships to supply combat forces. But the GAG found that the three oilers under construction "are less than adequate as backup station ships and productively inefficient as shuttle ships," The Navy went ahead with this construction as well as plans to build two more additional oilers even though cost saving alternatives were presented to use merchant ships instead. "Com­ mercial tankers are currently capable of providing peacetime support and limited support of the Navy in wartime," the report determined, "but much more could be done (at minimum cost) to increa-se merchant tankers' capabilitiesr The GAG recommended that the Secretary of Defense direct the Secre­ tary of the Navy to defer construction of additional vessels, to maximize peace­ time use of tugs and to plan for increased use of commercial vessels as wartime support services. SIU to Man 5 New Dry Bulk Carriers The dwindling U.S. dry bulk fleet will get a shot in the arm through construc­ tion of five new bulk carriers over the next two years. The new ships, which will be manned by the SIU, are the first of their kind to be built with government subsidies since the entire maritime subsidy program was greatly extended under the Mer­ chant Marine Act of 1970. Robert Blackwell, assistant secretary of commerce for maritime affairs, called the project "a significant first step in revitalizing the U.S.-flag dry bulk fleet which now consists of only 19 vessels." The five 36,414 dwt bulkers will be built by Levingston Shipbuilding Company of Grange, Tex. for slightly over $200 million. The construction subsidy, paid to the shipyard to offset lower foreign shipbuilding rates, will cover nearly half of the cost, 49.05 percent. In addition, the Government will pay $37,000 per vessel for the installation of national defense features. Upon completion, the ships will be purchased by Levingston Falcon I Shipping Company and then bareboat chartered for 20 years to an SIUcontracted company, which will receive operating subsidy. The 616 foot vessels will be capable of 16.4 knot speeds. The first ship is scheduled for delivery Dec. 31, 1980, with others to follow at six month intervals. The project is good news, not for Seafarers alone, but for other sectors of maritime labor. Blackwell pointed out that it will generate some 6,000 man years of work for American workers in the shipyard and related marine in­ dustries. "This is a significant develop­ ment at a time when shipbuilding is in a worldwide decline," he said. It is the first subsidized shipbuilding contract of calendar year 1978, compared with five during 1977 for 10 ships in all. Those had a total value of about $525 million. Gverall, the project is the first bright outlook in years for the U.S. dry bulk fleet. The current 19 vessel fleet, made up of 17 straight bulkers and two combination ore/oilers, totals only 556,000 dwts. The two combination vessels were built in 1974, but 13 of the remaining pure bulkers were built during World War II. At this time, U.S. foreign bulk trade amounts to a massive 300 million tons a year. The U.S. fleet carries only one percent of this cargo. In addition to the five new ships, a maritime aids program for the dry-bulk industry is under review by the Mari­ time Administration, which "should be of further help in upgrading U.S.-flag dry bulk shipping capacity," Blackwell said. The new ships will trade worldwide, most likely hauling grain from U.S. Gulf ports to the Far East and returning with sugar from the Philippines and wood and iron products from Taiwan. tuning tnp pap can be safe ant simple as pushing a batten,.. -• Minimum Wage Law Hits 40 Like the SIU, which celebrates its 40th anniversary this month, the U.S. Minimum Wage Law, formally called the Fair Labor Standards Act, marks its four decades of existence as well. The historic act, spearheaded by the American labor movement, was signed into law in 1938 by President Franklin D. Roosevelt covering 15-million workers (8-million then unemployed). It established a nationwide minimum wage, overtime pay and child labor protection. Roosevelt called it"... except for the Social Security Act ... the most farreaching, far-sighted program ever adopted here or in any other country." Today, the minimum wage law covers 5()-million workers engaged in interstate commerce or producing goods for it, giving them a minimum wage of $2.65 an hour now and $3.35 an hour by Jan. 1, 1981. The law was changed by Congress six times from 1961 to 1977 to hike the minimum wage ceiling for millions more workers due to the backing and unstint­ ing efforts of the AFL-CIG to get the amended legislation passed. At its inception, the act gave people with ". . .jobs who frequently worked long hours at low wages and lived in daily fear of wage cuts" a minimum pay scale of .25 cents an hour and a maximum work-week of 44 hours. After 44 hours, they would get required time and one-half overtime pay. To enforce the lav/, the U.S. Labor Department's Wage and Hour Division was set up in 1938. Since then it has disclosed minimum wage violations and unpaid overtime compensation amount­ ing to more than $1.6 billion with $844million recovered from employers and repaid to 9 million workers. In the past 12 months, more than a half million workers were cheated out of $40-million in minimum wage payments and $51.7-million in overtime pay. A construction worker in his 50s remembers that "when I first started out as an apprentice, I think I remember that the minimum wage was .75 cents or a dollar an hour. It wasn't much in itself, but the important thing is that it was there. It gave us confidence, gave us support." Another worker in his late 30s says that "my father still talks about it. He worked in a textile mill. He says he'll always remember when it was passed, that the law and the union movement were the most significant things that put American workers where they are today." The minimum wage push began at the start of this century. In 1923, 17 states had it on their legislative books. It was stymied that year, though, when the U.S. Supreme Court declared it uncon­ stitutional. The Court reversed itself in 1937. By 1939, the minimum wage went up to .30 cents an hour with a 42-hour maximum workweek. In 1940 it went to a 40-hour week and in 1945 the minimum wage was raised to .40 cents an hour. In 1961, a $1. an hour minimum wage was set for certain large retail and service trades employees. By 1965, it was $1.25 an hour. /J i; •V .1 . 'ih j but peu've get te bnew what batten te push. Crew training and advanced technology are the reasons U.S.-flag LNG ships are so safe. These new vessels are so automated they're practically push-button controlled. But you've got to understand LNG and automation before you can work aboard one. The LNG course at HLS qualifies you to work aboard these vessels—so you quc.fify for the top pay LNG crews earn, too. Cme N HLS Me tke IHC Course l¥erS eheerd e skip of the Mure—teSey Course Starts January 8 To enroll, See Your SIU Representative or contact: Vocational Education Deportment Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 November 1978 / LOG / 5 �SIC/ Hails Carter on Signing of Russian Rate Bill New York Things are looking up for the New York Dock Railway which once provided a vital link between rail and water shipments in the Port of New York. Three SlU-contracted tugs operated by the Railway now tow railroad cars on long barges from the New Jersey yards to the Brooklyn waterfront. But they are a fraction of the car float service provided before the railroads went bankrupt in this port. The bright outlook, the first in years, opened up last Spring when New York State signed a $9.9 million contract with the New York Dock Railway to upgrade its rail facilities in Brooklyn. Construction is underway to connect the dockside tracks to an overland route. And other plans are being worked out to feed rail freight into the piers. Without direct rail access. New York shipping has had to rely on costly truck service. This has been a major cause of the fact that the number one port in the nation now has only a shaky hold on its competitive lead. It's too early to count the number of jobs the New York Dock Railway project will create for SIU Boatmen. But the improvements hold the promise of more port activity and could lead to expanded job opportunities. Mississippi River System River traffic on the Illinois Waterway is back to normal after a 60-day shutdown for major lock repairs. The Waterway, which handles 50 million tons a year, closed on Aug. 1 and reopened the first week in October. The locks at Dresden Island, Marseilles and Starved Rock, 111. were renovated by the U.S. Army Corps of Engineers and private contractors at a cost of over $10 million. » » * The opening of the Illinois Waterway was just in time for a new SIUcontracted towboat, built to ply its waters. Southern Ohio Towing, Inc. christened and crewed the Boh Koch on Oct. 28 in Jeffersonville, Ind. The 4,200 hp boat has a heavy duty hull and double bottomed engine room to protect her during the icy winters in northern Illinois. Great Lakes SlU-contracted Hannah Inland Waterways is expanding its oil/chemical transport service on the Lakes with two bigger and better barges. Hannah has shipyard orders for a 40,000 barrel barge to be delivered in 1979 and for another with a 57,000 barrel capacity to be delivered late that year. * * » Lakes Boatmen and Dredgemen with Luedtke Engineering have started a $2 million job repairing the Cleveland breakwater wall. The work will take about two to three months. Norfolk Negotiations are in progress for new contracts with two pilot boat services in this port. The Association of Maryland Pilots and the Virginia Pilots Association each operate one boat anchored in the Chesapeake Bay as stations for the pilot who guide the ships in and out of Norfolk harbor. Each boat provides about 25 jobs for SIU Boatmen. All Ports "Few people on the street realize the importance of water resources programs to the U.S. economy, our daily livelihoods or even our standard of living." Harry N. Cook, the new president of the National Waterways Conference, Inc. said that his organization and others which promote the waterways have to do something to change this situation. Setbacks for the waterways industry in the 95th Congress, such as passage of the user charge bill, mean that "we have to do a better job of selling the benefits of water resource programs," he maintained. Speaking before the Rivers and Harbors Association of Mississippi last month. Cook said waterways organizations have to use the mass media to convince people at the grassroots cvel that "they all have a big stake in what happens—or does not happen—on the rivers." Notke to Members On Job Call Protednre When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card 6 / LOG / November 1978 • clinic card • seaman's papers IIMLAND President Carter paid a fitting tribute to maritime at a fitting moment when he signed into law the SlU-backed Con­ trolled Carrier Bill while the SIUNA's 1978 Triennial Convention was still in session last month. News of the President's action on the legislation, which is aimed at harnessing the unfair, rate-slashing practices of the Soviet fleet, reached Convention dele­ gates while they were meeting in the nation's capital. SIUNA President Paul Hall praised Carter for signing the bill, which he called "a significant breakthrough in our efforts to secure fair and equal treatment for the U.S. merchant marine." Up until now, there has been no law to prevent the Russians from undercutting U.S. operator's bids on cargo in the key Atlantic and Pacific trade routes. But the Controlled Carrier Bill, which has had the support of the Administration as well as the Union since it was introduced in Congress, makes it illegal for the Russians to offer bids for cargoes in the U.S. foreign liner trade which are too low for U.S. operators to match. By empowering the Federal Maritime Commission to alter or suspend ship­ ping rates which fall too far below conference rates in a particular trade, the legislation is a step towards restoring free trade and competition in the U.S. liner trades. Since 1971, when American ports were first re-opened to the Soviet fleet, the Russians have been siphoning off increasing shares of U.S. cargoes by offering cut-rate prices for the com­ merce they want, leaving less desirable trade to other operators. Through selective rate-slashing the Russians have succeeded in winning a larger portion of U.S. liner cargoes than the American flag fleet now carries and have built their fleet from relative insignificance to one of the largest in the world, outnumbering the U.S. fleet 4-to-l. Allowed to continue unfair ratecutting practices unchecked by U.S. law, the percentage of U.S. liner ocean borne foreign trade carried on Russian ships jumped from. 160,000 tons in 1971 to 1,434,000 in 1976. The Soviets have been able to dramatically undercut U.S. operators cargo bids because the Russian eco­ nomic system isn't based on competition like the American economy. Fully subsidized by the government, the Russian fleet doesn't need to'make a profit to survive. But U.S. shipping concerns need to operate profitably in order to restore and maintain their vessels. As Congress­ man John Murphy, chairman of the House Merchant Marine and Fisheries Committee and a sponsor of the Controlled Carrier Bill said: "Cargo is the name of the game, and there was nothing to prevent the Soviets from cutting rates up to 50 percent in order to get the cargo." It was the responsibility of the Congress, Murphy noted, to control the Russian's predatory rate-cutting. Once Congress had acted by passing the Controlled Carrier legislation, it was up to the President to make it binding. By signing the bill into law. Carter has given a much-needed boost to the U.S merchant fleet. Growth Picture of Russian Fleet Between 1965 and the end of 1975 the Soviet merchant fleet grew from 990 vessels of 8 million dwt to 1,655 vessels of 15,107,100 dwt, representing a 67 percent increase in the number of vessels and a 92 percent increase in tonnage^ Much of this growth can be attributed to Russian ships capturing U.S. cargoes, through Selective Rate Slashing. Recent figures released by the U.S. Maritime Administration reflect the ongoing phenomenal growth of the Soviet fleet. As of June 30, 1978, the U.S.S.R. oceangoing merchant fleet numbered 2,439 vessels (1,000 tons or over) consisting of 19,754,000 dwt, as follows: VESSEL TYPE NO, DWT Combination 91 233,000 Freighters 1,717 10,670,000 Dry Bulk Carriers 163 2,042,000 Tankers 468 6,809,000 . During the 18-month period between January 1, 1976, and June 30,1978, the U.S.S.R. merchant fleet increased both in number and tonnage, an additional 784 vessels—4,646,900 dwt. HURRY! The TI Scholarships for Towboat Operator will be awarded soon Apply Now See Your SIU Representative for details and applications. Applications must be received by Decembei" 17 �*• • ..Vr- NLRB Reports Record Caseload With Fewer Judges The National Labor Relations Board (NLRB) reported last month that it handled a record number of cases— 14,269—from April through June. It was done with eight fewer administra­ tive law judges to review the cases than 10 years ago when the caseload was half as much. This caseload filed by workers, unions and employers was 4.3 percent more than filed in the same months in 1977, the board said. Only last Aug. 14, the NLRB ap­ pointed five new labor relations lawyers as judges to bring the number of judges up to ICQ. And only last month, a Senate filibuster shot down the Labor Law Reform Bill which would have strengthened and speeded up the NLRB, reforms long overdue. Under the National Labor Relations Act of 1935, the board regulates labor and management.. If a worker, employer or union thinks he, she or it has been unfairly treated or discriminated against, then they can plead their case to the local office of the NLRB. Last year the overworked board had to deal with ^ 7,500 workers who had been illegally discriminated against. The April-June caseload had 10,573 charges of unfair labor practices compared to 9,810 at the same time a year earlier. Also during these three months, 3,696 petitions for union representation elections were handled compared with 3,875 in the same period in 1977. Also in this quarter, the NLRB conducted 2,004 secret ballot employee elections with 89 percent of eligible employees voting. In 48 percent of the elections, 48,288 workers chose unions as their collective bargaining repre­ sentative. Of the 7,300 charges of unfair labor practices filed against employers, 2,979 • were filed by AFL-CIO unions, 3,179 by persons, 1,126 by unaffiliated unions and four by other employers. Of the 3,273 unfair labor practices filed against unions, 525 of them were for secondary boycotts. At the end of this June, the NLRB says there were 20,526 cases (16,385 unfair practices, 3,924 elections) of all types awaiting board action. At the end of March there were 19,992 cases pending and 17,761 cases pending the end of June 1977. The previously mentioned Labor Law Reform Bill had both the backing of the Carter Administration and the AFLCIO early last year. It was passed by the House of Representatives in October 1977—but met opposition in Senate debate last May. AFL-CIO President George Meany declared at an Aug. 7 Executive Board meeting, "we were defeated by the fact that the filibuster prevented the bill from coming to the floor. We had only 59 votes and we needed 60." Meany added, "we will have to wait for a new Congress if we are going to try to pass labor law reform." The AFL-CIO Task Force on Labor Law Reform asserted "we will re­ assemble to fight again to make the 43year-old National Labor Relations Act fit worker need instead of employer greed." Lakes Members Get COLA Hike All Great Lakes Seafarers signatory to Great Lakes Association of Marine Operators (GLAMO) and Kinsman Lines contracts will receive a 12 cents per hour cost of living add-on effective Nov. 1, 1978. COLAs in the Great Lakes contract are computed on the basis of a one cent per hour increase for every .3 point jump in the Consumer Price Index. The September Index, released last month, rose to 199.1, which translates into a 12 cents adjustment for Great Lakes members for the fourth quarter of 1978. When the latest increase is added to the Feb. 1, 1978 adjustment of 7 cents, the May 1 add-on of 12 cents, and the Aug. 1 increaseof 19 cents, the result is a total 1978 cost of living adjustment of 50 cents. Effective Jan. 1, 1979, the 50 cent increase will be rolled into the hourly wage rate of Great Lakes SI U members. Overtime and vacation rates will also be adjusted to reflect the hike at that time. Coastal Kansas Committee Ili3adquart4^rj« j by SIU Exeoulive Vice President Frank Drozak Safety Is a Full Time Job Millions of workers are injured each year in accidents on the job. Millions more suffer daily exposure to toxic substances which take their toll years later in serious illness and death. Many people just shrug their shoulders when they hear statements like I these. Even the phrase used to describe job-related dangers— j "occupational hazards"—is commonly used to mean something a worker just has to accept as part of the job. If this is your way of thinking—it's time for a big change. First of all, no worker has to accept dangerous conditions as an inevitable part of the job. Your health and safety are part of your * fundamental rights as a worker. And upholding these rights is one of the » most important responsibilities a union owes its membership. | But as an individual union member, you share the responsibility for I your own safety—simply because you can do something about it. ? The SIU works with individual companies, the Coast Guard and other I government agencies to insure that regulations for ship and tug safety are ) established and enforced. But the Union's efforts are almost useless " without your willingness to carry out safety procedures on the job. There is no question that all procedures set up for the safe operation of a I vessel must be followed by all crewmembers. But I want to point out a few| simple steps toward safety which should be taken even before you begin l work. Perhaps because they are so simple, many people dismiss their ! importance. But they can save you from the daily risk of injury, illness I and death. No Seafarer or Boatman is safe from these dangers unless he uses protective clothing and equipment on the job. Hard hats, heavy duty workclothes and work shoes should be worn at all times. Accidents can happen at any time. But if you take proper precautions, there's much less of a chance that they will happen to you. In any case, this kind of protection is your best safeguard against falling objects and direct contact . with harsh chemicals. 9 But the chance of an unforeseen or occasional accident isn't the only| danger on the job. Since chemical and petroleum transport has become a| major part of the maritime industry, more and more Seafarers and J Boatmen are exposed daily to the very real menace of toxic gas fumes, f If you don't wear fresh air breathers, these can kill you outright, or | cause fatal illness in the long run. , A For example, working with benzene over a period of time has been J inked to leukemia in actual cases. And inhaling heavy concentrations of| )enzene and other toxic fumes can cause almost immediate death by| asphyxiation. Many of our members working in supposedly empty tanks have experienced the dizzy and lightheaded reactions which are the symptoms of breathing concentrations of any gas fumes. Even "empty" tanks have residual pockets of fumes which are enough to cause these ill effects and eventual unconsciousness and death. Fresh air breathers should be worn whenever you enter a tank. Don't go into a tank without one. And if they are not provided, don't do the job until they are. If you should become ill or injured on a foreign voyage, you also have he right to proper medical treatment. But your medical rights, like your ights to a safe workplace, require that you follow certain procedures which have been set up for your benefit. If you have to leave your ship to receive medical treatment in a foreign • port, you must notify the captain and request a Master's Certificate. You Iso must notify your department delegate or ship's chairman. His esponsibility is to let SIU Headquarters know immediately. If you are » physically unable to take these steps, the delegate or ship's chairman hould carry them out. » These procedures are necessary to prevent problems Seafarers may A lave getting proper treatment in a foreign port or returning to the States. J They also provide a clear record of your accident or illness for any f nsurance claim. Most people don't learn about health and safety procedures until they lave to—and then it's often too late. Prepare now, both through daily safety steps to prevent illness and ccident, and through familiarizing yourself with what to do if they lould occur on the job. This is the only way to keep occupational lazards from turning into occupational disasters. ; ^ 1.. .........V/C4V ix I- pi . " • lilt' JUU. 4 • • • • t I I ^ /J .i . I r } .V •!'.- , •J 7.' •ST t, ' • • ________________ _ • AOk \ - Here's the Ship's Committee and three crewmembers of the ST Coastal Kansas (Sequoia Tankers) at a payoff on Oct. 21 at Seawarren, N.J. They are (seated I. to r.) Chief Steward Mike Vigo, secretary-reporter; Chief Cook G. Triguero.-steward delegate and Recertified Bosun James M. Cheshire, ship s chairman. Standing (I. to r.) are AB Charles TruenskI, Deck Delegate T. J. Vain, AB Randy Dale and OS William Klefer. 1 November 1978 / LOG / 7 'r 'K �PT The Lakes Picture ; FRANKFORT • Another car ferry will soon be shuttling railroad cars between Frankfort, S Mich, and Kewanee, Wisc.TheMichigan Interstate RailwayCo.,(MIRC), which 1 operates the SlU-contracted car ferry Viking, has taken a six month lease with an • option to buy on the car ferry City of Milwaukee. • The City of Milwaukee had been operated on a Muskegon to Milwaukee run C by the Grand Trunk Western Railroad until the end of October. At that time, the J Interstate Commerce Commission ruled favorably on Grand Trunk's petition to • abandon the service. The City of Milwaukee will be brought to Frankfort and • crewed by SIU Great Lakes members by the first week in November. J Union reps report the addition to the MIRC fleet could mean anywhere from J 30 to 50 new jobs for SIU members. Because the vessel is a steamer she'll need a • larger engine room crew than the diesel-powered Viking. And since the 2 unlicensed crew of 28 will work a 20days on/ 8 days off schedule, additional men J will be needed to work the regular crew's relief time. J MI RC's operation of the City of Milwaukee may be signalling a big revival for • the port of Frankfort. When the Viking comes out of the shipyard after her five2 year check-up, the company will be running two car ferries for the first time since ; 1974. • There is also talk that the Arthur K. Atkinson, laid up for the last four years, 2 may be brought back into service soon. And the port of Manitowoc, Wise, may J be reopened for the first time since 1974. • Years ago the Michigan car ferries were owned by the Ann Arbor Railroad Co. • and as many as five of the vessels were running on Lake Michigan at any one • time. • When MIRC took over the operation in 1977, there was only one car ferry • running. But Ml RC's plans for stepped-up ferry service caused Algonac Port t Agent Jack Bluitt to comment, "it looks like they're on the way back." Chicago. The money will be used to upgrade port facilities and to construct a containerized cargo handling facility which will be called the Iroquois Landing Lakefront Terminus. * • * • Moving hazardous materials in the Great Lakes region was the subject of a conference sponsored by the Great Lakes Basin Commission in Chicago last month. GLBC members from the eight Great Lakes states and representatives of several federal agenices met to discuss the extent and types of hazardous materials moved, current policy and regulations, emergency plans, and legislation. * * tf * There's a possibility that a U.S. flag container service linking the Great Lakes and Europe may begin operating soon. The Great Lakes Atlantic Steamship Co. applied to the Maritime Administration for an operating differential subsidy to begin weekly service between Chicago, Detroit and Montreal and three European ports. CANADIAN LAKER.^ The Canadian government is planning to build an icebreaking hovercraft for use on the Great Lakes. Hovercraft are air cushion vehicles which will be used in the U.S. for the first time when the state of Alaska begins testing them soon. Canada has been using hovercraft for several years though this will be the first time one of the vessels will be built specifically for icebreaking. * * * * A strike by marine engineers and deck officers which idled most of Canada's Great Lakes fleet for eight days, was ended the last week in October when a backto-work order was issued by the Canadian government. TTie Canadian Lake Carriers Association, which operates most of Canada's Lakes fleet, had anticipated a long strike and began laying up their ships for the season. Under the government's back-to-work order, which saved the end of the shipping season for Canadian Lakers, a federally-appointed mediator will rule on the dispute following a bO-day cooling off period. The 122 ships that make up the Canadian Lake Carriers Assn. fleet are used primarily to carry grain to transshipment points and as bulk ore and coal carriers. Had the strike continued it would have left almost 100 million tons of grain stockpiled in Canada. A spokesman for the Canadian Wheat Board said about 25 percent of the 400 million tons of grain the-fleet moves every year still remained to be shipped when the strike began. • ' ST. LAWRENCE SEAWAY CHICAGO The SlU-contracted Medusa Challenger (Cement Transit Co.) is known as the • "jinx ship to Chicago's bridge tenders. As she travels between Petosky, Mich. 2 and Chicago, the 16 bridges on the Chicago River that have to be raised to allow J vessel passage often refuse to go up for the Challenger. •. Last month, the Challenger did it again. Though all the bridges went up, when r the Wabash and Michigan Bridges were lowered after the Challenger passed 2 under them, they couldn't be relocked properly in the down position. All this • happened during rush hour in Chicago and resulted in massive traffic jams which • hasn't done much to restore the Challenger's reputation. 2 Illinois' Gov. James R. Thompson recently okayed a loan of $10 million • in state funds to the Chicago Regional Port District which operates the port of Baltimore Committee Total tonnage figures for the period of April-October 1978 on the St. Lawrence Seaway system were up over last year's figures. The St. Lawrence Seaway Development Corp. said 40.3 million tons of cargo moved through the system this year eompared to 39.6 million tons last year. But the jump was entirely due to an increase in grain shipments which were up by 6.4 million tons over last year's total. The 1978 figures for general cargo, bulk and containerized shipments were all down from 1977 totals. The SLSDC also reported that vessel traffic on the Seaway was up in 1978. As of the first week in October, 3,601 ships transited the waterway, compared to 2,097 vessels during the same period last year. On the Great Lakes, figures from the port of Detroit indicate cargo tonnage was down 17.4 percent from last year while the figures for the port of Duluth/Superior were up by nearly the same percentage. The Professional Touch That's what graduates of the Marine Electrical Maintenance Course have—the professional skills to maintain electrical systems aboard ship. These are the skills that mean more money and more job security. They're the skills you get when^you take the Marine Electrical Maintenance Course. So sign up Now! See your SIU Representative or contact: Harry Lundeberg School Piney Point, Maryland 20674 ' (301) 994-0010 N.Y. Patrolman Teddy Babkowski (seated) Is at a payoff aboard the SS Baltimore (Sea-Land), on Oct. 13 at Port Elizabeth, N.J. Waiting to pay their dues is a "Crewmomber and most of the Ship's Committee Qf ,(l. to r.) Recertified Bosun Jose. Gonzalez, ship's chairman; Ctiief CpoJc^.'Turkey" Jones; Steward.Delegate E. Kitchen; Deck Delegate Vinc'eht 'Vin" Ratcliff and Chief Steward George Gibbons, secretary-reporter. •\! 8 7 LOG 7 November 1978 9 Course starts January 22 • : S ; 'fov h". I ' I.' ("r ^ i '-Ju �s Witi Seafarers International Union of North America. AFL-CIO NOVEMBER 1978 Legislative, Administrative and Regulatory Happenings 15 Major Maritime Bills Passed in 95th Congress: Carter Signs 13 When Congress finally wrapped up its 95th session October 15, it sent to President Carter's desk the last of a series of major maritime bills which had high priority on the SIUs legislative agenda. Of the 15 maritime bills passed by Congress, only two were vetoed by President Carter—the "anti-rebating" bill, and the Navy I Maritime Advisory Board bill. Here is a quick rundown on the major bills which were passed during the past two years of the 95th Congress . . . and have been signed into law by President Carter: Maritime Authorizations (FY 1978) Legislation authorizing FY 1978 appropria­ tions for Maritime Administration programs was signed into law by President Carter on November 12, 1977. P. L. 95-173 authorized $135 million for the construction differential subsidy program; $372 million for the operating differential subsidy program; $20.7 million for research and development; $5.1 million for the reserve fleet and $20.5 million for the Merchant Marine Academy and State maritime schools. Maritime Authorizations (FY 1979) Outer Continental Shelf Great Lakes/Title XI Legislation to control the production and development of oil and gas on the Outer Con­ tinental Shelf was signed into law by President Carter on Sept. 18, 1978. This bill requires that equipment on the Outer Continental Shelf be documented under the laws of the United States and crewed by U.S. citizens. Equipment that is owned 50 percent or more by foreign nations must be manned American to the extent that the foreign nation favors its own workers on its Outer Continental Shelf. This legislation amends Title XI of the Merchant Marine Act of 1936 to permit Great Lakes vessels to be eligible for Federal mortgage insurance not exceeding 87'/2 percent of the cost of the vessel. Third-Flag Rates On Oct. 18, 1978, President Carter signed the Ocean Shipping Act of 1978 into law. This legislation is intended to regulate the rate-cutting practices of certain state-owned carriers operating in the U.S. trades. It provides the Federal Maritime Commission with the author­ ity to suspend "unreasonable" rates of a controlled carrier and to set interim rates. Strategic Petroleum Reserve Included in the FY 1978 Department of the Interior appropriations is $2.8 billion for the strategic petroleum reserve program. Fifty percent of oil purchased overseas for this program must be shipped in U.S.-flag vessels. This legislation was signed by President Carter on July 26, 1977. On June 26, 1978, President Jimmy Carter signed into law S. 2553, the Maritime Appropri­ ations Authorizations Act for FY 1979. This legislation authorizes the following: $157 million for construction differential subsidy; $262.8 million for operating differential subsidy; $17.2 million for research and development; $24.6 million for maritime education and training expenses and $34.8 million for the reserve fleet and for other operating expenses. The legislation also raises the Title XI Mortgage Guarantee Program from $7 billion to $10 billion. In addition, the legislation provides that no subsidy funds can be used for any vessel not offered for enrollment in the Sealifl Readiness program. President Carter has signed the FY 1979 Department of Interior appropriations bill into law. Included in this legislation is an amendment introduced by Senator J. Bennett Johnston (D-LA) relating to East Coast entitlements. This amendment will provide an incentive for oil refineries in the U.S. Virgin Islands to use U.S.flag tankers by reducing the entitlements benefit by 50 percent if foreign-flag tankers are used. PHS Hospitals (FY 1978) Dredging by Contract The FY 1978 appropriations for the Depart­ ment of Labor, HEW and related agencies included $170.5 million for the continuation and maintenance of the eight PHS hospitals and 26 clinics. The 1978 appropriations represented a $41 million increase over that which Congress authorized for FY 1977. This legislation, signed by the President on April 26, 1978, will allow the private dredging industry to competitively bid for Federal dredging work. As signed into law, this legislation directs the Secretary of the Army, acting through the Chief of Engineers, to have dredging work done by contract if he determines that private industry has the capability to do the work at reasonable prices and in a timely manner. PHS Hospitals (FY 1979) On Oct. 18, 1978, President Jimmy Carter signed the Labor-HEW appropriations legisla­ tion for FY 1979. Included in this legislation is $172.5 million for the continuation and maintenance of the PHS hospital system. Port Safety and Tank Vessel Safety Act of 1978 On Oct. 17, 1978, President Carter signed S. 682, the Port Safety and Tank Vessel Safety Act of 1978. This legislation amends the Port and Waterways Safety Act of 1972 by providing for the full authority to establish, operate and maintain vessel traffic services; to require proper safety, navigation and communication equip­ ment; and to control vessel traffic in hazardous areas or under hazardous conditions. This Act will provide for greater supervision and control over all vessels, stringent construc­ tion and operating requirements, realistic personnel qualification and manning standards, and control over lightering operations. East Coast Entitlements Great Lakes Pilots On Oct. 13, 1978, President Carter signed H.R. 12603 into law. This legislation amends the Great Lakes Pilotage Act of 1960. It relieves the restrictive qualification standards for U.S.registered pilots on the Great Lakes by removing the prerequisite requirements for an unlimited (tonnage) master's license. Locks and Dam #26 and User Charges President Carter has signed into law legisla­ tion authorizing the replacement of Locks and Dam #26 at Alton, Illinois, and imposing a tax on diesel and other liquid fuels used by commercial cargo vessels on specified inland or intracoastal waterways of the United States. Under the terms of this legislation, the tax begins at 4 cents per gallon on Oct. 1, 1980. It increases to 6 cents per gallon on Oct. 1,1981 and to 8 cents per gallon on Oct. 1, 1983. The fuel tax rises to 10 cents per gallon on Oct. 1, 1985. Carter Vetoes Two Bills on Maritime Matters President Carter turned thumbs down on two maritime bills which had strong Congres­ sional and industry support. One bill would have prohibited rebating practices in the U.S. foreign trades. The other would have set up a Navy/Maritime advisory panel to "study, implement and develop the goals of the Merchant Marine Act of 1970." In jetoing the rebating bill. President Carter said "important discussions" were now going on with several European countries and Japan on a wide range of shipping problems, including rebating, and that he was hopeful of "coopera­ tive agreements" in these areas. However, Rep. John Murphy (D-N.Y.) chairman of the House Merchant Marine & Fisheries Committee took another view. He warned that the veto would be interpreted by those foreign nations "as a sign of weakness and indecision in American maritime policy" and could lead to even greater rebating abuses by foreign carriers to give them a still greater competitive edge over American-flag ships. Bulk Fleet Revival—Has High Priority At US, Marad "The expansion of U.S.-flag capability in bulk shipping has a high priority at the Maritime Administration," according to Robert J. Blackwell, Assistant Secretary of Commerce for Maritime Affairs. In a speech to an international bulk handling conference in New York recently, Blackwell said the development of what he called a "sorely inadequate" U.S.-flag dry bulk fleet was a pet project of his. Blackwell noted that today there arc only 19 active U.S. bulkers—most of them over 30 years old—and together they carry less than two • percent of our dry bulk cargoes. "This, despite the fact that dry bulk cargoes comprise more than 40 percent of our foreign trade tonnage," he said. The volume of our dry bulk tannage is expected to more than double by the year 2000, Blackwell noted. He said that this growth "cries out" for U.S.-flag construction. In this regard, Blackwell mentioned the recent $200 million construction contract amended tor the building in the United States of five dry bulk ships. These are the first to be built in the United States since 1974, Blackwell said, and it represents "an important first step in revitalizing the U.S.-flag dry bulk fleet." SPAD is Ihc SIC'i polMical fumi and oar political arai ia Wastilafpoa. C.C. The SIL asks (or and accepts volaatar; contributioas only. The Union uses the money donated to SPAD to support the election campaigns of legblators who have shown a pro-maritinte or pro-labor record. SPAD enables the SIC to work edectivcly on Ihc vttal marhlme issues in the Coaitress. These are issues thai have a direct impact on the jobs and job security olall SIC mem­ bers, deep-sea, inland, and (.akes. The SIC argn Hs members to contlnae their line record ol support lor SPAD. A member can contribute to the •SPAD land as he or she sees Bt, or nuke no contribution at all without tear of reprisal. A copy ol the SPAD repoil is Bled with the Federal Elec­ tion Commission. It is available lor purchase from (he FEC in Washiniton,D.C. November 1978 / LOG / • a mm •I jf- /' i �9 snx m n^MWIC Marad Revives Reduced War Risk Insurance Program The U.S. Maritime Administration has revived its War Risk Insurance program with "much reduced" coverage for American-owned foreign-flag ships. Congress, during its debate this year on extending the program, made clear that while it favors this kind of standby protection for U.S.flag ships, it no longer feels it necessary to give this coverage to American-owned "flag of convenience" ships even though they may be needed in an emergency. The long-standing war-risk insurance pro­ gram expired three years ago, and at that time, all foreign flag ships were excluded from the program. Under the new modified rules, insurance guarantee coverage would be extended to American-controlled ships under the flags of Panama, Honduras or Liberia only—and then only if those vessels participated to the extent of 30 percent, on a cargo tonnage basis, in the U.S. foreign trades. The SIU, along with other maritime labor organizations, has fought to have these foreignflag ships absolutely barred from war-risk insurance—particularly those ships owned by American oil companies and under charter to OPEC nations, and ships under the Liberian flag because of Liberia's demonstrated ability to keep American-owned Liberian-flag ships out of certain war zones. This new coverage will expire Sept. 30, 1979. Industiy News Soviet Union^s Merchant Fleet in Sixth Place— and Growing The Soviet merchant shipping fleet is sixth largest in the maritime world, and is growing at the rate of about one million deadweight tons a year—according to a recent report from Tass, the official Soviet news agency. Quoting figures published by the U.S.S.R. Register of Shipping, Tass said that the Russian fleet has been greatly modernized in recent years, and that official policy has moved toward increasing specialization in the construction of merchant ships. Included among the new specialized vessels are,tankers with a load-lifting capacity of 150,000 tons in timber, ore carriers, containerships, lighters, and passenger and automobile carriers. [£:i /v. Tanker Safety Bill Is Signed by Carter President Carter signed into law a measure that will require all tankers—including the "runaways"—to comply with minimum safety standards if they want to enter U.S. waters. This was a priority item on the SIU legislative agenda. Passed unanimously by both the House and the Senate, the new law gives the Coast Guard authority to bar foreign vessels from U.S. ports or territorial waters if they have a history of pollution accidents, fail to comply with U.S. or international safety regulations, or if they illegally discharge oil during tank cleaning operations. This law will also require that new vessels be equipped with segregated ballast systems by 1983, and double bottoms. Upgraders Come to Washington For On-The-Scene Briefings Of SIU s Political Activities i MTD^s Ingrao On Panel Of Law of the Sea Jean Ingrao, administrator of the AFL-CIO Maritime Trades Department, had been appointed a member of the Public Advisory Committee of the Law of the Sea Conference. The appointment was made by Ambassador-atLarge Elliot Richardson. The Law of the Sea Conference is now getting ready to open its eighth session in Geneva next March. The world wide conference has been working for a number of years to reach agreement on a variety of political problems— including the use of the oceans' international waters, and deep seabed mining. U.S Deep Sea Tonnage Hits Record High The privately owned, deepsea fleet of the U.S. merchant marine totaled 746 vessels, comprising a record 21.6 million deadweight tons on Sept. 1, according to a just-released report from the U.S. Maritime Administration. Compared to one year ago, the number of ships in the U.S. fleet remained the same at 746 vessels, but their capacity increased by 2.3 million deadweight tons. The tonnage gain reflects the larger size of the new additions to the U.S. fleet and the smaller sizes of the older ships sold or scrapped during the past year. The MARAD report also revealed that 50 merchant ships—totaling more than 3.6 million deadweight tons—were under construction or on order in American shipyards. These new additions to the U.S.-flag fleet will include 11 tankers, 14 liquefied natural gas(LNG) carriers, 10 intermodal vessels, nine dry-bulk carriers, three cargo breakbulk vessels, and three special-type carriers. 10 / LOG / November 1978 Nine more SIU "A" Seniority Upgraders came to Washington this month for an on-the-scene briefing of their union's political and legislative activities. The program is a part of the SIU's on­ going educational program designed to keep the membership current on the many problems facing the maritime industry. During their visit, the upgrading Seafarers were told of the necessity of their own personal involvement in political action. Speaking to them at the AFL-CIO Maritime Trades Department were Jean Ingrao, MTD Admini­ strator, and Dan Albert, a key staff member of the AFL-CIO Committee on Political Education (COPE). Later, the SIU Upgraders met with the staff of Transportation Institute, and then toured the Capitol where they met with members of Senator Frank Church's legislative staff. Attending the education program are: Michael Peak, Alvin Barroughs, John Gallahger, Nicholas Marrone, Dewey Olds, Paul Spriglio, Keith Setino, Leo Larsen and Bernard Scott. �SlU CELEBRATES 40TH ANNIVERSARY Highlights of Four Decades of Fighting for Seamen's Rights I t was 40 years ago this month that the Seafarers International Union of North America came into being to help correct a bad situation in maritime labor—to bring about change that would improve the quality of life for seamen. Men who made their living at sea in the 1930's couldn't take much for granted. You couldn't take a job for granted, or even a hiring hall where you might get a job. And on the ships you couldn't count on regular changes of linen—or even bars of soap or matches—let alone such basics as good food, decent wages, and work conditions that didn't break you before your time. It's not just for nostalgia's sake that we look back on 40 years of SIU history. Or even to honor those who have paved the way, though that's certainly part of it. When we look back at our history, we see how many times attempts have been made to take jobs and basic rights away from us. We can see it today, and we can be sure that we'll be faced with the same thing in the future. That's about the only thing we can be sure of. Looking back at our history keeps us from taking anything for granted; it keeps us from becoming complacent. Because if we become complacent, we will begin to lose ground—we will begin to die. It is with these thoughts in mind that we now celebrate 40 years of SIU history. The Early Years The I930's were hard, turbulent years for the maritime labor movement. It had been effectively crushed by anti-union efforts of the shipping companies and government-supported strikebreaking in 1921. Then, like a phoenix rising from the ashes, the movement reemerged— this time to stay—in 1934. In the bitter strikes of 1934 and 1936, men hit the bricks—literally—as hard as anyone can. And because of these strikes maritime labor gained a more solid foothold, especially on the West Coast. On the East and Gulf Coasts, however, it was a different story. What maritime labor movement there was in these areas simply did not appeal to a large segment of seamen who, nonethe­ less, recognized the need for a strong and effective union. They turned to, Harry Lundeberg, leader of the Sailors' Union of the Pacific, for help. Finally, in late 1938, a charter was issued to the Seafarers International In the early days, waterfront strikes often turned into waterfront battles. But seamen were forced into such actions to make Union of North America by the any kind of headway in achieving better wages and conditions, and simply for the right to organize into a trade union American Federation of Labor. Harry like the SIU. Lundeberg was installed as the new Beaver Street in New York City. It were many new ones to be fought ashore inlernalionars first president. for seamen's rights and security. would move once again less than seven At the same time, the foundation for a years later. Tight government control during the Every contract signed between the democratic maritime union had also More merchant seamen were lost in war years was one thing the SIU had to SIU and a shipping company brought been laid down along the Atlantic and World War II, in proportion to their contend with as soon as the war was new improvements in the living condi­ Gulf Coasts as Lundeberg issued a total numbers, than in any of the armed over. The general strike in 1946 settled charter forming the SIU A & G District. tions of seafarers. But there was a new forces. This fact was conveniently this matter once and for all, and the menace that threatened to take life itself right of free, collective bargaining in' ignored by the opponents of maritime in away from seafarers; it was brought on 2 Stone Street the post-war years. So, with the battle maritime was once again restored. by the winds of war that swept across So it was that the SIU began won on the high seas in wartime, there Europe—and out into the Atlantic—in Continued on Page 12 operating out of what has been de­ late 1939. That new menace was the scribed as, "three small, dingy and German submarine. rundown rooms", at 2 Stone Street in The SIU fought hard for war risk New York City. And it was from this insurance and war zone bonuses as soon modest headquarters that the union as war broke out in Europe. Even launched its successful organizing drives though the U.S. was not officially in the years before World War 11. involved in the war, the risk of riding merchant ships through sub-infested Before long, requests for charters bad been received from various maritime seas was there nonetheless. It v»'a.3 to be an SIU ship—the SS industries, including fishing unions Robin Moore—which would have the from, as far away as Alaska. As one union official at the time put it, "We'll .dubious distinction of being the rirstU.S. merchant ship sunk in World War II. take in everything that floats." It didn't take long for the word to The sinking of the Robin Moore, half way between the coast of Brazil and spread, however, that the SIU was Africa, came in May, 1941 almost seven interested in helping shoreside workers months before the Japanese attack on as well. Today, the SIU's affiliates Pearl Harbor. include cannery workers, cab drivers Sinkings of SIU ships came in rapid and factory workers, as well as fisher­ men, deep sea sailors and inland- succession, especially in the early months of 1942 when even U.S. coastal boatmen. waters were considered "happy hunting One early organizing victory came for the SIU in 1939 when Alcoa, with 40 grounds" by Nazi subs. Some of these ships, recognized the union as sole ships, such as the Venore, sunk off the Carolina coast in January, 1942, didn't bargaining agent for its crews. It won its even have guns to fight back. Twenty first major organizing drive along the men were lost on the Venore and, by the Gulf Coast when the P «& O Line voted time the war ended in 1945, a total of to recognize the SIU in June, 1940. This 1,500 SIU seamen had been lost in the was a-particularly sweet victory as it war effort. represented the first time the P & O Line In spite of the losses suffered by the had been organized. The year was 1944, the War years, and the SIU moved into bigger quarters for its SlUin the war,it nonetheless continued Other successful pre-war organizing Headquarters operation. Photo shows outside of N.Y. Headquarters building at 51 to grow. To accommodate the Union a drives included Calmar Lines, the Beaver St. in Manhattan. Headquarters, as it has been for more than 25 years, is new, enlarged headquarters building Baltimore Insular Line, and the Robin now located in Brooklyn. was opened in September, 1944 at 51 Line. War Years November 1978 / LOG / 11 \ M �Post War The SIU found itself engaged in difficult, drawn-out organizing drives in the late 1940's. But these fights—some of which took years to complete, paid off. And so it was that on the occasion of the Union's 10th anniversary, in 1948, such significant organizing victories as Isthmian (96 ships) and Cities Service (14 ships) could be celebrated. Almost without stopping for breath, for there was little time to rest on laurels that had been won, the SIU entered its next 10 years of operation as a strong maritime union. 1949 saw the successful negotiation of a Welfare Plan which in itself was a milestone in the long struggle to improve the quality of life for seamen. The SIU distinguished itself in the I950's when it paved the way with a number of maritime "firsts". In 1951 it became the first maritime union to win a contract specifying a 40hour work week at sea. In that same year it successfully negotiated the first Seafarers Vacation-Plan. The Educa­ tion Fund, offering scholarships for Seafarers and their children, was started in 1952; it was another first for the SIU in maritime labor. And yet another first for the union in the 1950's was the opening of the Peter Larsen Memorial Clinic, in Brooklyn, N.Y., in 1957. Others were to follow, but this was the first such medical center opened by any maritime union. Runaway Flags While the SIU was busy coming up with more benefits for its members, such as hospitalization for Seafarers' wives and children (1954), it was also speaking out on the major issues affecting the merchant marine and the labor move­ ment. One of the biggest issues of the 1950's was that of "runaways" or so-called "flag-of-convenience" ships. The SIU has fought the attitudes and legislation —or lack of it—that has kept the wind in the sails of these flag-of-convenience ships. Nothing comes easy in maritime. The SIU led the General Strike of 1946 in a successful effort to achieve significant wage boosts after the hard fought War Years in which 7,500 seamen lost their lives and 30,000 more were torpedoed. and the plague of these ships—and other persistent threats on the U.S. merchant marine—is still with us. The 1950's saw the merchant marine involved in yet another war—the "police action" in Korea. As usual, the men and the ships of the SIU were there when they were needed. While the fighting was still going on in the frozen hills of Korea, another fight was taking place in the Halls of Congress which would have far-reach­ ing implications for the merchant marine. This was the fight for the "50- 50" bill—a limited type of cargo preference mostly concerning foreign aid shipments. The SIU had been fighting for passage of this bill for seven years. The "50-50" bill was a step in the fight direction, but cargo preference legisla­ tion has a long way to go before the SIU will be able to rest on the issue. There were other successes in the 1950's—new contracts were won and successful organizing drives were concluded. All of these campaigns were waged out of the SIU's new headquar­ ters building opened at 675 4th Ave., in Brooklyn, New York, in 1951. But the union also lost one of its guiding lights in the I950's, when Harry Lundeberg died in 1957. SIU President Paul Hall said of Lundeberg at the time that his contribution to seamen was, "his leadership in winning the greatest economic benefits seamen have enjoyed anywhere and anytime." Lundeberg's fighting spirit lives on in the Union, and the democratic tradition he advocated is as much a part of it now as it was 40 years ago. - . Banners and dedicated SIU members like those shown above spurred the SIU on to victory after victory on the organizing front. The 1960's Many of the challenges of the 1950's were'to be faced by the SIU over and over again in •he 1960's. Repeated attempts to undermine the "50-50" cargo preference bill in Congress were fought back by the Union. And it fought hard to have better cargo pieference 12 / LOG / November 1978 ••J laws written—still to no avail. The problem of "runaway" shipping and foreign flag encroachment on the merchant marine also had to be confronted, all through the '60's. Most Americans remember the Cuban Missile Crisis of 1962, which almost got us involved in another war. A blockade of Cuba was begun in October f, Long before it was fashionable, Seafarers were picketing in protest of the invasion of foreign goods and services in the U.S. trades. This 1959 photo shows SIU President Paul Hall; center, and retired NMU President Joe Curran, right, picketing a foreign-flag vessel in port of New York. ' and, a month later, it was lifted. At that time, with the U.S. still holding a definite edge in seapower, the Russians backed down. There were other tense moments to follow, such as when an SlU-contracted ship, the Floridian, was fired on by Cuban MIG's in early 1963. Most Americans don't remember that one, hut we remember. Ships often figure into our getting involved in war. That in itself says something about our maritime heritage. It was to be an incident in the Gulf of Tonkin in 1964 which was to spark our large-scale entry in the Vietnam War. And, as is also typical with the U.S. in times of war emergency, there was a Continued on Page 13 �Continued from Page12 mad scramble for seamen and ships- -to participate in what was to become the longest sealift in U.S. history. Predictions that the airplane would make the merchant marine obsolete proved to be ludicrously false. In fact, well over 90 percent of all logistical supplies that went to Vietnam—in eight years of war—were carried in ships. And the vast majority of troops carried to the war zone went in ships. As one seaman remarked while helping to load a barge onto the deck of a Vietnam-bound ship, "I'd like to see them load one of these things onto a plane!" Though Seafarers didn't have to worry about enemy submarines on the Vietnam run, there were many other weapons which the Vietcong were known to direct, sometimes with deadly accuracy, at U.S. merchant ships. There were mines, 122-mm. rockets, 75-mm. recoilless rifles, and a variety of mortars and machineguns. And there were many times when Seafarers traversing the 44 miles of the Saigon River felt like ducks in a shooting gallery. There were also some seamen who never made it back home. Men came out of retirement to help man the ships on the Vietnam Sealift. And they rode WW Il-vintage ships, many of which were rustbuckets if there ever was one. But they got the job done—again. The SIU did more than its fair share in supplying seamen for the Vietnam Sealift. It was largely through the efforts Sii-i •- II HI'" ,r. V After initial victories in the deep-sea area, the SIU dove head first into organizing and fighting for conditions for America's tug and towboatmen. This vintage photo shows SlU's efforts on behalf of Boatmen at G&H Towing, one of the SlU's oldest contracted companies in the towing industry. of the union's fine educational facility in Piney Point, Maryland—the Harry Lundeberg School—that trained sea­ men, by the hundreds, were supplied for U.S. merchant ships, manned by American seamen were the key to success in the Vietnam War Sealift. the war effort. In this country's usual state of unpreparedness, there was an acute shortage of personnel, as well as ships, in the first years of the Sealift. The Lundeberg School, being the largest training facility for unlicensed seamen in the country—if not in the world— helped to alleviate that shortage. Young Piney Point trainees learn lifeboatmen's skills. The School's trainee program enables the SIU to give so many young men in need of an opportunity and a real career a chance to succeed. . . . , . j Aerial photo shows sprawling complex of the Harry Lundeberg School of Seamanship in Piney Point, Md. Establishment of this School by the SIU in 1967 was the greatest breakthrough in education for American seamen in history. Piney Point It was in 1967 that the land was purchased for the school in Piney Point. By the end of the year, the various training facilities that the union had operated all over the country had been consolidated in the new facility. Since 1973, the school has graduated some 4,000 Seafarers through its Entry Program. And over 5,000 seamen have successfully completed upgrading courses at the school since 1972. The SIU recognized the importance of education in its early days as a union. This is one of the reasons that the union is so strong today. At the Harry Lundeberg School upgraders can receive training in the latest shipboard technology; and when new systems are introduced in the future, the SIU, through the Harry Lundeberg School, will be paving the way with its own new courses. Through the Harry Lundeberg School, a Seafarer can not only learn the skills of seamanship, but can also get a high school diploma (over 1,000 Sea­ farers have now successfully completed the school's high school equivalency program). And the Lundeberg School now has a program whereby it assists Seafarers in getting their college degree. The SlU's Harry Lundeberg School is one good reason why the U.S. merchant marine has a reputation for safe ships with well-trained crews. ® 111^? w 9 In 1968, the SIU could look back upon its first 30 years with considerable pride. It had achieved much and, in spite of a dwindling merchant marine, it had continued to grow over the years. But, as it's the seaman's way to be "fore­ handed", it is also the SlU's way to look loward the future. One of the things it had in mind in 1968, as far as the future was concerned, was a campaign pledge made by the new Administration in Washington, that it would seek, "to replace the years of drift and neglect and restore this country to a proud position in the shipping lanes of the world." By backing the Merchant Marine Act of 1970—the most significant piece of maritime legislation to come off the ways since 1936—the Administration took a big step towards making good on its pledge to revitalize the merchant marine. The SIU also fought long and hard for passage of the Act. And so it was that the Seafarers Log could announce the good news to the SIU membership in late 1970: "CONGRESS OK'S MERCHANT MARINE ACT OF 1970." This certainly looked like a good way to Start out the 1970's, as far as the SICr concerned. The new Merchant Act provided for the financmg of 300 new deep-sea s ipsover -, • Continued on Page 14 The SlU-manned LASH De/fa Mar was the first ship built under auspices of the Merchant Marine Act of 1970. The SIU spearheaded this bill through Congress. November 1978 / LOG / 13 �Continued from Page 13 period. It also provided the incentive for increased construction of tugs, towboats, and barges. There can be no denying that the Merchant Marine Act of 1970 has helped the merchant marine. Already a number of new ships and towboats have been built because of the Act. An SIUcontracted ship, the LASH-type Delta Mar. launched in 1973, was the first deepsea vessel constructed under the provisions of the Act. But the Merchant Marine Act of 1970 is still greatly limited as far as the scope of its jurisdiction and what it can do in several critical areas. Eight years have gone by since the Merchant Marine Act was passed—and the merchant marine is still hurting. All through these years the SIU has kept up the fight to bring about change in areas where the Act either doesn't address itself, or is ineffectual. For example, the SIU had fought continuously for improved cargo preference legislation. It has seen its efforts to guarantee that U.S. ships will haul more of our country's oil imports, shot down in Congress in 1972 and in 1977 and pocket vetoed in 1974. But it's an issue that is vital to the merchant marine, and one that the SIU will continue speaking out on. Right now, the U.S. hauls less than 4 percent of its own oil imports. Oil is one of the biggest issues of the 1970's, and is certain to be so again in the 1980's. When construction of the Alaska Pipeline was authorized in 1973, it seemed like it would be a boon for the merchant marine. Things did pick up after the pipeline opened in 1977, but it's still not enough. There are other issues that the SIU has been occupied with in the I970's, such as the Virgin Islands "loophole" in the Jones Act, and continued attempts to undermine the "50-50" bill. The union has also fought hard to keep the USPHS, or "marine" hospitals, from being shut down. That's a fight that has paid off, at least for the time being. Recent Mergers One of the most important develop­ ments in the history of the SlU occurred in 1976 when the membership of both the SIU and the Inland Boatmen's .Union voted in favor of the IBU's merger into the SIU. This merger immediately added to the SIU's strength, and enlarged its base of operations. By doing so, it in turn put the SIU in a better position for protecting the rights and security of both Seafarers and Boatmen. Education for Boatmen The merger of the SIU and the IBU has helped the SIU to grow, and it has made life better for Boatmen as well. It created a need to e.xpand the SIU's training programs and. as a result, several courses specifically geared to Inland Boatmen are offered at the Harry Lundeberg School. And 1977 saw the first Boatman awarded a 4-year college scholarship through the SIU's Educa­ tion Fund. The merger of the IBU into the SIU, in retrospect, was as necessary as it was important. For, as the old saying goes, "There is strength in numbers." In joining forces, we stand a better chance of winning battles we know are to come in the future. When the Marine Cooks and Stew­ ards Union merged with the SIU earlier this year, it marked another milestone in the history of the SIU. SIU President Paul Hall made a statement which speaks well for the merger and the SI U-1BU merger as well. He said, "The overwhelmingly favor­ able vote is an indication that both our membership and the MCS membership realize that the maritime industry is confronted with many difficult prob­ lems. And they realize that if maritime labor is going to overcome these problems, there has to be a consolida­ tion of efforts." 1978 was a year of growth for the SIU. And even though there were defeats in 1978, there were also victories. Big ones. 1978 will be remembered, among other things, as the year the Outer Continental Shelf Act was passed. The SIU fought long and hard for the passage of the OCS bill. Offshore operations will be growing by leaps and bounds as our country, and others, seek new energy sources. With the passage of the OCS bill, with its "hire American" provisions, this will mean thousands of good new jobs for Seafarers in the years to come. It was a sweet victory for maritime labor, and for the country— and for the SIU which fought so hard for it. When you consider that 1978 also saw the passage of the Maritime Authoriza­ tion Bill for Fiscal Year 1979—another thing the SIU fought hard for—all in all it wasn't such a bad year. We also had the satisfaction of seeing a number of maritime advocates elected, or re­ elected, to office in 1978. 14 / LOG / November 1978 The SIU,year after year, becomes more and more involved In the political arena. Here, in1974 photo, SIU President Paul Hall right, testifies in favor of Oil Cargo Preference Bill during Senate hearings. At left is Bill Moody, former administrator of the AFL-CIO Maritime Trades Department. Moody has since retired. will be written in the year 2018 about the In any case, if the SIU always SIU's first 80 years? maintains its ability to change with the We can't conceive of some of the times, and to prepare for the future—the There will always be those who will changes to come. But we know they're reason why its so strong today—then we try to tear down the victories we have coming. Perhaps Seafarers will be can be pretty sure that those Moonwon; to further weaken our merchant making voyages to the moon then... bound freighters, and Martian canal marine, the very embodiment of much or to Mars. towboats, will be SlU-contracted. of America's heritage. There will always be those who will try to tear down maritime labor, and labor in general, things we regard as manifestations of America's very democratic spirit. There will be many fights ahead, of that we can be certain. It's good to know that we have a strong union backing us up when we go into those fights. A union that seeks positive change with fighting spirit, and which resists negative change with just as much spirit and deter­ mination. We are as mindful and respectful of tradition as anyone", but we also know that tradition cannot be put on a plate and eaten, nor worn while standing a cold bow lookout. But the history that gives rise to traditions can be useful, if ^ -r* we look at it intelligently and with open minds. It can give us strength and courage and wisdom for what is to come. And what is to come? What changes Things have certainly changed in the inland field as well. This barge, Xov^ed by will we see in the next 40 years? What SlU-manned tug, carries as many containers as a medium size container ship. The Future Times have certainly changed since 1938 when the SIU was born. Seafarers are now manning six U.S.-flag LNG vessels, the most technologically advanced ships in the world. It's an indication that the next 40 years will be as interesting as the last. �psr^ Apply Now For SlU College Scholarships The SIU is acutely aware of two very basic facts concerning education: 1.) Education is the key to career advancement. 2.) Education costs money, and lots of. it That's why the SIU—through the SIU Welfare Plan—offers $60,000 worth of college scholar­ ships to our members and their dependents each year. And that's why members and dependents eligible for these scholarships should begin sending their appli­ cations in now for the awards contest. In all the SIU offers seven college scholarships, as follows: •' Five full 4-year $10,000 scholarship awards. One of these is reserved for an active member. while four will go to dependents employment time with SIUcontracted companies, as well as of members. • Two 2-year $5,000 scholar­ one day employment in the six ship awards. These are reserved month period immediately pre­ ceding date of application and exclusively for active members. For an active member to be 125 days employment in the eligible for a scholarship, he must previous calendar year. Dependents of deceased mem­ have at least two years (730 days) bers who had met these seaemployment time with SIU con­ tracted companies. In addition, time requirements before death he must have one day of employ­ are also eligible for the scholar­ ment in the six month period ships. All scholarships are awarded immediately preceding date of application, as well as 125 days on the basis of high school grades employment in the previous and scores achieved on either the College Entrance Examination calendar year. Dependents of members ap­ Boards (SAT only) or the Ameri­ plying for the scholarships must can College Tests (ACT). Upcoming test dates for the be unmarried and under 19 years of age. In addition, he or she must SAT's are Dec. 2, 1978; Jan. 27, be the dependent of a member 1979 and March 31, 1979. For with three years (1095 days) more information on the SATs, write the College Boards at either Box 592, Princeton, N.J. 08540, or Box 1025, Berkeley, .Calif. 94701. . Upcoming test dates for the ACTS are Dec. 9, 1978; Feb. 10, 1979 and April 7, 1979. Informa­ tion and applications for these exams may be received by writing to ACT Registration Unit, P.O. Box 414, Iowa City, Iowa 52240. SIU members can pick up scholarship award applications for themselves or their depen­ dents at any SIU hall or by writing the SIU Welfare Plan, 675 4th Ave., Brooklyn, N.Y. 1123i SIU scholarship winners will be announced in May 1979. So try to have your applications in no later than April 15, 1979. November 1978 / LOG / 15 -I �Looking Forward to Retirement I have just received my first three months worth of pension checks from the SIU Pension Plan. I would like to express my thanks and appreciation to the Union and the staff of the Pension Plan for their kind and quick attention in this matter. We are looking forward to a long and fruitful retirement. Fraternally, Leonard Clark Bonita Springs, Fla. Mom Proud of Seafarer Son,SIU On the Death of AI Bernstein This isn't a business letter. It's a letter to say goodbye to a friend of mine and us all. A! Bernstein, SIU Welfare Director, who died last month. I used to call him "Ginsberg." Boy, would it burn him up. He was, what can I say, a prince. I liked the man very much. That's all 1 can really say. I hope Al's sisters know that there are a lot of people that are going to miss him and the work he did for us all as the good Union man that he was. That's about it because right now I have tears in my eyes thinking about Al. I just liked the guy. Fraternally, Aiitoniu Schiavone, Retired Bronx, N.Y. It is all the fine members of the SIU who have made it possible for my son, Mitchell, to complete the required courses to obtain his endorsements from the Coast Guard for Refrigeration Engineer, FOWT, Lifeboatman and Tankerman. Thank you all also for your strong support of the Harry Lundeberg School of Seamanship in Piney Point. God be with all the members of the SIU always. Sincerely, Angela Samuels Brooklyn, N.Y. Over 1,000 People Have Already Done It! Never a Dull Moment In the port of Kingston, Jamaica, crews on Sea-Land vessels are treated to the latest news in the form of daily papers brought to the foot of the gangway by a dear old lady named Mz. Bookman. The Master of our vessel, the SS Anchorage, has requested that we treat her kindly as she has been doing this for years. You can't help feeling a certain affection for her and I shared my soap to prove it. I gave her two cakes and one box of powder which she promptly stuck away in her handbag. It was then suggested that it would be a nice thing if I'd take a plate of food to her which I did because it was chow-time. After scraping up the goulash n' noodles, which she seemed to thoroughly enjoy, she returned the utensils and the plate just as the Captain said she always does. In addition to the tale of this fine lady, I thought you might like to know that Richard M. Nixon is alive and well and working as an ordinary seaman on the 8-12 watch aboard this ship. He categorically denies any involvement in Watergate and states that he had no knowledge of any tapes being erased. The nearest I've ever come across anyone whose name was this close to Nixon's was when Richard M. Dixon used to mimic the then-President on T.V. shows. 1 should make it crystal clear that at this point in time he will not run for any office, or be a candidate if drafted, or serve if elected as politicians say. 1 might add that Richard is a great sport to be the butt of so rnany Jokes and puns and still be easy to get along with. The only "tricks" he's doing these days are the ones on lookout, on standby and at the wheel—not necessarily in that order, though. Fraternally, Clarance Cousins, Able-Seaman SS Anchorage Change of Address Or New Subscriber Editor, LOG 675 Fourth Avenue Brooklyn, N.Y. 11232 I would like to receive the LOG—please put my name on your mailing list. (Print Inlormallon) loin the Crowd Get your High School Diploma through the GED program at the Lundeberg School. NAME ... ADDRESS CITY STATE .ZIP This program is custom-designed for each student who en­ rolls. Every student gets lots of individual help. SIU members please give: Soc. Sec. # /. Bk. # /- TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY STATE ZIP Over 95% of all the students who took the GED program at HLS have gotten their diplomas. So it's a good bet that you will too. See your SIU Representative or contact the Academic De­ partment at HLS. Ask for application materials. The school will set up a program just for you. 16 / LOG / November 1978 �'Is*; Wartime Seamen Deserve More Than Pat on Back TA • • • ^ 5 - • : ^ When President Franklin D. Roosevelt signed the landmark G.I. Bill into law on June 22, 1944, he made it a point to talk about merchant seamen. He said: "I trust that the Congress will also soon provide similar opportunities for post-war education and unem­ ployment insurance to members of the merchant marine, who have risked their lives time and again during this war for the welfare of their country." Eight years later. President Dwight D. Eisenhower had a few words of his own for the U.S. merchant marine. He said: "In 1944, from London, I said that when final victory is ours there is no organization that will share its credits more deservedly than the American merchant marine. Ameri­ ca's industrial propriety and military security both demand that we maintain a privately operated mer­ chant marine adequate in size and of modern design to insure that our lines of supply for either peace or war will be safe. I consider the merchant marine to be our fourth arm of defense and vital to the sta­ bility and expansion of our foreign trade." Both of these statements are very noble sentiments suitable for print­ ing, framing and hanging on the wall of every U.S. maritime institution and union hall in the nation. Unfortunately, these sentiments have never been translated into any kind of concrete benefits for those seamen who risked their lives during wartime to keep U.S. troops and allies overseas supplied. But now, 33 years after the close of World War II, it appears that something may finally be done to correct this inequity. Under the auspices of the G.I. During the Korean and Vietnam Improvement Bill of 1977, the Wars, there was not as great a Defense Department is now in the danger to U.S. merchant ships in process of setting up a military/civil­ war zones. But nonetheless, the ian Review Board to determine if merchant fleet and merchant sea­ certain civilian groups who served in men did a yeoman's job in keeping military support roles during war­ the supplies coming in to all critical time should be granted veteran areas day after day. status. The SIU, along with other U.S. Those who do earn veteran status maritime unions, is preparing a joint would then become eligible for statement for presentation to the Veterans Administration benefits. Review Board on behalf of all And for those who would be merchant seamen. declared eligible to receive them In brief the statement will say retroactively to the end of World that merchant seamen have stuck War II, these benefits could be their necks out in every war, police considerable. action or other conflict the U.S. has We feel that there is no civilian been involved in. And that seamen group more deserving to be granted deserve more than a pat on the back such status than American merchant for risking their lives in war zones. seamen. The Review Board, which will In World War II, 7,500 merchant convene late this year or early next, seamen lost their lives aboard ships will no doubt receive scores of that were little more than sitting applications from interested groups. ducks for German submarines. On a So it may be some time before they percentage basis, the merchant get to deciding about merchant marine lost more men than any seamen. branch of the U.S. Armed Services. But when they do, the SIU will be in there pitching on behalf of hundreds of still active or retired Seafarers, who because of their wartime service, could be declared eligible for veterans benefits. To many seamen, the Govern­ ment's belated move may seem to be a case of too little too late, and who needs it now. It's easy to feel that way. Because no doubt there are thousands of seamen who served their country well in wartime and who have since passed on. These are people who never received any compensation for their contribu­ tions, and for them it's too late. Ultimately, maybe only a few thousand veteran seamen will be able to reap the benefits of this long November, 1978 overdue program. But even though it has taken 33 years, it is still worth our utmost effort to fight to achieve the presentday U.S. Government's recognition that American merchant seamen and the American merchant marine are vital to the health and security of our nation. We are confident that we will be successful. LOG Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, Vol. 40, No. 11 AFL-CIO Executive Board Paul Hall President Joe DiGiorgio Frank Drozak Executive Vice President Earl Shepard Vice President Cal Tanner Secretary-T reasurer Vice President Lindsey Williams Vice President lUIOII PDlSSl 389 James Gannon Editor Ray Boiirdius Marcia Reiss Edra Ziesk Mike Gillen Assistant Editor Assistant Editor 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) November 1978 / LOG / 17 �At Sea if' Ashore ST Golden Endeavor From Nov. 16-30, the ST Golden Endeavor (Westchester Marine) will sail from the Gulf to Odessa, Novorossik and Ilichevsk, Russia with a cargo of66,000 tons of heavy grains in bulk. Washington, O.C President Carter signed into law the Tanker Safety Bill last month which will strictly require better construction and equipment standards for a//oil tankers in U.S. waters. The Tanker and Vessel Safety Act of 1978 was termed "a landmark piece of legislation" by Rep. John M. Murphy (D-N.Y.) whose House Merchant Marine and Fisheries Committee cleared the bill. He added that it will "greatly cut tanker mishaps that have in the past polluted coastal waters." The measure lays down detailed, strict tanker construction and crew training standards plus new authority for the secretary of transportation to control tanker traffic. Also a data bank of marine safety information was authorized to let the Coast Guard monitor tankers. By next June 30, tankers of 20,000 tons and more will have to be equipped with dual radar systems, a collision avoidance system, a long range navigation aid, adequate communications equipment, a fathometer, gyrocompass and up-todate charts. By 1983, such vessels will have to have segregated ballast systems, a gas inerting system, a transponder or other comparable position-fixing equipment and double bottoms if the ship has been contracted for after Jan. 1, 1978. Lightering between tankers too large to come into shore will also be covered by these requirements even though the transfer should cover 200 miles at sea. New York Jesse M. Calhoon, president of the National Marine Engineers Beneficial Assn. (MEBA), asked President Carter in a letter to the White House late last month to lay down a firm "clear cut" policy against the use of Soviet or Communist-bloc merchant ships to carry U.S. military parts and equipment or military related cargo to American or NATO forces overseas. Calhoon said his request was prompted by reports that wheels for F-16 fighter planes were carried to European assembly plants on Russian freighters. NATO headquarters officials in Brussels, Belgium denied the allegations. London, England Greek-owned 58,000 dwt tanker, the ST Christos Bitas ran onto rocks off the coast of Wales on Oct. 12 spilling almost 1-million gallons of crude oil into the Bristol Channel. Despite efforts to contain the slick, the oil fouled 100 miles of the Welsh coastline killing hundreds of birds. On Oct. 22, a salvage team pumped the last of 9.6-million gallons of oil from the tanks of the crippled vessel in the Irish Sea. Divers were sent down to inspect damage to the ship's hull. Allegiance Committee ST Cove Leader Also from Nov. 16-30, the ST Cove Leader (Cove Shipping) will carry 55,000 tons of bulk grain from the Gulf or a North Atlantic port to a Russian Black Sea or Baltic port. U.S. Maritime Administration As of Sept. 1, the privately-owned deep-draft fleet of the U.S. merchant marine totaled 746 ships of a record 21.6 million dwt. This is an increase of 2.3 million dwt over the year due to the larger size of the new ships and the smaller size of the older ships deactivated. Fifty merchant ships of 3.6 million dwt were under construction or on order in American shipyards. Included are 11 tankers, 14 LNG vessels, 10 intermodal carriers, nine dry bulk ships, three cargo break vessels and three special type ships. \ ST Potomac From a North Atlantic or Gulf port from Nov. 15-30, the ST Potomac (Hudson Waterways) will carry 23,500 tons of grains to Haifa or Ashdod, Israel. South St. Seaport, N.Y.C. The hull of a pre-American Revolutionary War cargo ship was unearthed by construction workers in the cellar of a former Fulton St. Fish Market warehouse last month and identified by South St. Seaport Museum historian Norman Brouwer. The 1836 Greek Revival building dig at 209 Water St. revealed a row of dark timbers sticking up a few inches above the murky water in the. 12-foot deep excavation. The old warehouse is being renovated by the museum for exhibits, shops and offices. Finding of an ancient British silver coin in the EasF River landfill mud by printing museum curator Roger Campbell brought City College archaeologists to the site. The diggers then found in the 15 by 25 foot hole pipe stems and pottery shards dating back to the 1790s. Brouwer says the ship had a sheating to guard against tropical West Indies ship worms. ST Columbia Breaking her moorings while docked in the port of Savannah on Oct. 8, the 23,724 dwt bulk carrier ST Columbia (Ogden Sea Transport) hauling a cargo of corn for South Korea, went aground losing her rudder and skeg. The propeller and stern area were also damaged. She was built in 1945 and converted in 1962. Baltimore On Oct. 25, two crewmembers and the Ship's Committee of the ST Allegiance (lOM) paid off at Stapleton Anchorage, 8.1., N.Y. They are (I. to r.) Saloon Messman Sangie Mohammed, Pantryman .Abdulla M. Baabbad, Engine Delegate John Kulas, Chief Steward Ray Mann, secretary-reporter; Pumpman Jim Babson, educational director; Bosun Ken Marston, ship's chairman and Deck Delegate Joseph Fruge. 18 / LOG / November 1978 Eleven Coast Guardsmen drowned and 18 more were saved when their 125foot training cutter, the Cuyahoga, was rammed and sunk by the coal carrier Santa Cruz I!(Argentine I ,ine) on Oct. 20 in Chesapeake Bay at the mouth of the Potomac River. The new, 521-foot Santa Cruz plucked the survivors who bobbed in the water for 20 minutes from the 60-foot deep and swift currents. Guardsman Timothy C. Stone of Granada Hills, Calif, was cited for "keeping the group together." The Santa Cruz was on her first visit to the port of Baltimore enroute to Buenos Aires. The 50-year-old cutter was on a training mission with 12 crewmembers and 17 officer candidate students from the Yorktown (Va.) Reserve Training Center. Rough weather had kept the Coast Guard from raising the Cuyahoga, but she was brought up. Eyewitnesses said the sea was calm with clear visibility at the time of the crash. Other survivors said the Cuyahoga was rammed by the huge Argentine freighter on her starboard side, listed, and was dragged backward almost 100 yards on her side before her stern plunged downward to sink in two minutes. At a Coast Guard inquiry late last month, the cutter's navigator testified he saw the running lights of the oncoming Argentine ship minutes before the collision, but received no warning from the lookout on the flying bridge or heard no general alarm sounded. The young lookout, serving his second day on the cutter, said he saw a series of lights on the horizon, "way out there." But, he added, he didn't think it was a ship when he first saw it. Later he reported what he saw to the bridge, which they acknowledged. Fifteen minutes passed, he continued, then the freighter was right beside them. He then said to a buddy "Maybe we should report it again as a ship." Seconds later the cutter's horn went off and the freighter hit. The navigator said the cutter was moving at full speed 11.8 knots when she sounded a short whistle blast signaling that she intended to pass on the right and that the freighter should steer clear. The freighter fired a return short blast,the Cuyahoga fired another short blast, he explained, about the same time a danger signal was sounded by the Santa Cruz. The owners of the Argentine ship filed a $300,000 lawsuit against the U.S. charging that the Cuyahoga violated the rights of sea passage. �SlUNA Targets Goals For the Future Hall Pledges Fight for Better Days in U.S. Maritime •rvrawing on the successes of the JL/ past to build for the work of the future, more than 300 delegates to the Seafarers International Union of North America's 1978 Triennial Convention met in Washington, D.C. last month to chart the International's course for the years ahead. The convention, which ran from Oct. 16-19, marked the 18th time in the history of the International that elected representatives of the SI UNA'S affiliates have convened to discuss mutual goals and problems. Setting the tone of the four-day Convention, SIUNA President Paul Hall told the delegates that there is a great deal of work to be done in the years ahead to make the organiza­ tion's goals of job security and economic security a reality for the more than 100,000 members of the International. "The next few years are going to be very exciting years," President Hall said, "because we are going to be fighting for our very survival." Insuring the International's sur­ vival goes hand-in-hand. Hall continued, with assuring "the United States of a viable commercial ocean fleet available to this nation in peace as well as in national emer­ gency." Hall Re-elected President Hall, who was unani­ mously re-elected as SIUNA Presi- SIUNA President Paul Hall, dent by the Convention along with the International's Secretary-Treas­ urer Joe DiGiorgio, pledged "to continue to do what I have been .doing in order to provide more good jobs—safe and secure jobs paying decent wages—for every member of every SIUNA affiliate." (The SrUNA's Executive Board, which is made up of the top officer or a ranking designated officialfrom each of the International's 28 affiliates, was also elected and sworn in.) The crowded Convention sched­ ule was not without personal mo­ ments. Delegates paid tjibute to SIUNA officials who have died in the years since the last Convention, noting that their efforts helped bring the International .to its present strength. xhe organization gave a vote of thanks to retiring SIUNA executive vice president Morris Weisberger, who retired as president of the SlUNA-affiliated Sailors Union of the Pacific earlier this year as weU. Convention delegates, represent­ ing a broad cross-section of workers including deep sea sailors, inland boatmen, shipyard and harbor workers, fishermen and industrial workers in the U.S., Canada, Puerto Rico and the Virgin Islands, made it clear that the organization is strong and vital and prepared to meet the challenges ahead. Participating in special workshop sessions and listening to speeches by prominent labor and government spokesmen, including AFL-CIO President George Meany and Rep. John Murphy, Chairman of the House Merchant Marine and Fish­ eries Committee, delegates zeroed in on the primary concerns of the labor movement. Translating those concerns into action, a series of resolutions came through the Convention which target the International's legislative, political and organizing goals for the next three years. Protecting Jobs Geared towards protecting the jobs, health and security of U.S. workers, the resolutions are based on recommendations contained in the reports delivered by representa­ tives of the different sectors of the International, as well as the prob­ lems keyed for attention by SIUNA President Hall. In a detailed report on the state of the maritime industry. President Hall openly discussed both the gains and the setbacks for the Interna­ tional and organized labor as a whole over the past several years. "In the deep sela segment of our industry, as well as on the Great Lakes," Hall said, "we continue to suffer from federal government policies that have allowed the U.S. Merchant Marine to fall to tenth place among the world's maritime nations." He charged the multinational oil giants with contributing to the decline of the U.S. fleet through determined efforts to "deprive the American-flag fleet of substantial cargo," and pledged that the Inter­ national will continue to fight for cargo equity and job security for U.S. merchant seamen. Hall also spoke of important gains, which he said, "indicate that there is a promise of better days ahead." "You can see breakthroughs," Hall noted, "in the bill the President signed on the matter of Russian shipping rates. You can see the breakthrough we pulled on the Outer Continental Shelf, where no one dreamed we could get legislation requiring that a certain portion of those jobs be reserved for American workers. We have seen break­ throughs in the dry bulk carrying fleet for the first time in this generation." SIUNA President Paul Hall, Secretary-Treasurer Joe DiGiorgio and the rest of the SIUNA Executive Board are sworn in after their election by the Convention to continue to serve the International's 28 affiliated unions. Special Supplement Official Publicatiun uf the Scjfireis Inlciruliuiul Union • Atijnik, Gulf, Likes iiul InUnd Wjters UisKici • Al L CKJ Hall pointed out the Interna­ tional's success on the Maritime Authorization Bill, "which provides nearly a half-billion dollars in support for our U.S. flag fleet." He also pointed to the progress made in garnering support on policies and legislation which; favor U.S.-flag shipping in the ocean mining and LNG industries; create jobs for American workers through realistic U.S. trade policies; better protect the safety of Great Lakes Seafarers through improved Coast Guard safety regulations; and moves toward the revitalization of the U.S. Public Health Service Hospitals which serve the health needs of seamen. Though there is much to do in the future. Hall stressed that the Inter­ national has come a long way. Our " NOVEMBER 1978 members "have a better position in society," he said. "We have not just improved our wages, we have improved and beigblened the \eve\ of the economic ladder upon which our kind of people stand." Praising the continued outstand­ ing contributions of the officers of the SIUNA and our affiliated unions, as well as the membership. Hall promised the International will continue in our "never-ending determination to bring a better life to all Americans through the trade union movement." In closing. Hall looked forward to the battles of the future, saying; "I am sure we will be having a good time in giving our enemies hell and fighting them all over the lot. And I am sure," he concluded, "we will be successful." The more than 300 delegates to the SlUNA's 1978 Triennial Convention pack opening day session of the four-day convention. November 1978 / LOG / 19 �H Calhoon Stresses Need "The brightest spot in the whole maritime picture over the pasMwo years," Jesse Calhoon told the partid- for Maritime Cooperation the merger of the Marine, CoX slrM«h^1 • efforts to X American maritime labor as' among the only bright spots against the otherwise dark background of setbaX AGLIWD^'"^' Singles pams of ,he SI UNA Co„ve„.i„nas of the National Marine Engineers Beneficial Associaon, also had high praise for "the diligent work that the SIU and the National Maritime Union are doing to work out a joint merger." ment in its overall effort hroavi u* to achieve 95ih'rn""''""'"""passod by the 95lh Congress as one of the greLst defeats sustained by the Labor Move- r. . . him out of work, .u therefore to increase and Xre in the 95th '^"^tinan Labor Movement ® pnngram for this Congress and they went down like little Indians in a shooting gallery, one by one - him our eeonomJTo ertatXXe'' hiiiiH f • ^ m Taiwan. To h"i'srsi'n"^?x.i-r"'^° against the American worker, to •"»« I w"" Cnngress begins, the Labor Movement will be faced with "the greatest fight since 1929," Calhoon warned. He stressed maritime labor's need to participate in the political system. "There is a feeling^amo^a seamen that their problems are on thf waterfront. I discarded that theory many years ago and I believe seamen's problems are made, created and settled the SIU work consistently in Washineton to try to improve the lot of the American seafarer," he said that there is not enough political activity as a Se by the maritime industry In closing, Calhoon promised the continued cooperation of his union in working with the SIU for the benefit of the entire U.S. maritime industry. STSKr;:."""""-"-"-" iSSHBH ,^^0 *• Scotto Pledges ILA Support to Rebuild U S nT "X-StZTAt:ftss= —-.. ~ , The SIU and the ILA together not ^ 'relieve we can move mountains." This is the way ILA leader Anthony Scotto summed up his pledge of ^renuous support, made at the SI UNA Convention, for maritime labor's battle marX '' ""'hant Vice President of the International Longshoremen s Association and presiJ Local [bldln Brooklyn, Scotto made it clear that the mX'r "I am here to assure you that the ILA until until thrn the U.S. I.S restored to its former greatness as a maritime nation " for^I'h " n A''" legislative director inri fu ^l^at the SIU and the ILA have been working side by '/nw p Congress fhP Qm f agencies. And he praised field" You should be congratulated for helping to get legislation on the books •bV y i Anthony Scotto ;* * . I. .. . izo / LOG / November 1978 that has benefitted all areas of the maritime industry." But he stressed the continuing marfne'' to merchant marine to maritime labor and the nation s economy and military security nun.r'^ r reduced Ih"^ number of sea-going jobs . . . made this nation vulnerable to economic blacksl)vLf n" particularly the nation'. • " • ^"^jeopardized this n^s capacity to meet the responsi- bihties of its own security and the defense of its allies." labor's fight to maintain its strength. Noting the We must continue to keen the recent merger of the SIU and the pressure on until we get Federal? J Marine, Cooks and Stewards Union .0 correct rhese inlol^raMcXd danand another involving his own ILA said't'he'siu"°"u" •"aintained. He aid the SIU could count on the ILA to stronger base for maritime labor to work for legislation toward this end achieve two critical goals; "to protect including a fair oil import quota bill- a national cargo preference policy and our members jobs and to fight for .preservation of the Jones Act programs and policies that will turn our mdustry around and bring it back to its Scotto also discussed the importance former greatness." " �-rtf - (.w.aTt^wr-r;,^—J - George Meany Keynotes SlUNA Convention 'The SIU is a fighting organization with deep roots and traditions that reach to the heart of the American trade union movement. Every member of this Union should be proud of its history and of its reputation for militant and unhesitating support for every area of trade union activity." ooking and sounding a great deal younger than his 84 years, George Meany, the grand old captain of America's trade union movement delivered the keynote address of the SIUNA's 1978 Trien­ nial Convention. With some barbed words spoken in his unmistakeable New Yorkese, Meany expressed his disappoint­ ment in the "failures" of the recently adjourned 95th Congress, as well as his displeasure with the Administra­ tion's "voluntary wage-price con­ trols" program. But before he got into the meat of his address, the venerable presi­ dent of-the AFL-CIO paid the SIU the ultimate compliment. He said: "The SIU is a fighting organization with deep roots and traditions that reach to the heart of the American trade union move­ ment. "Every member of this Union should be proud of its history and of its reputation for militant and unhesitating support for every area of trade union activity. "In organizing and collective L bargaining, in recru" iient and training of young workers, in taking care of your retirees, this Union stands at the head of the class. In living up to the ideals of Union brotherhood, in pitching in and helping out on the other fellow's picketline, this Union is second to none. "In social action, political action, legislative action; in fighting for the rights and welfare of everybody— young and old, black and white, male and female—both at home and throughout the world, this organiza­ tion sets an example and exerts leadership that is far out of propor­ tion to its size.'.' The AFL-CIO chief also had words of praise for SIU President Paul Hall, who has worked closely with Meany for many years in his capacity as Senior Vice-President of the AFL-CIO. Meany said: "AFL-CIO officers are elected not to represent their own unions but to represent all of the unions, all of the workers and the entire trade union movement in the United States. Paul Hall has done that with rare distinction.' After his opening remarks, Meany attacked the 95th Congress for "failing to enact a wide range of essential legislation including tax justice, labor law reform and the oil cargo preference bill." Meany asserted that "time after time, when the chips were down, our friends in Congress deserted us." He charged that many of those who asked for and received labor's help in their election campaigns "sat on their hands or switched their votes when big business and right-wing extremists turned up the heat." The AFL-CIO president pledged, however, that "the labor movement is not going to fold up and blow away." He said that labor "will be back on Capitol Hill next year to convince Congress that America is more than balance sheets and profit statements, big business and big money." Wage-Price Guidelines In reference to the Administration's "voluntary" wage-price standards, Meany charged that the new program unfairly pinpoints higher wages as the main cause of inflation. He said, "wage increases are a response to inflation; they are not its cause. They are an attempt on the part of workers just to catch up and stay even." Meany pointed out that while Ameri­ can workers took a 2 percent loss in purchasing power over the last year, business profits, after tax, surged by 12 percent in the first half of 1978 alone. Meany attacked the banks and rising interest rates as a major cause of the nation's inflation woes. He noted that in 1978, Chase-Manhattan has raised its interest rates on nine occasions. Their rate went from 7% percent to 10 percent—a hefty 29 percent increase. "When a Union signs a contract for 21 percent or 24 percent over three years, said Meany "there are screams from the White House." But nothing happens when the banks raise their profits 29 percent in a little less than a year." The AFL-CIO President told the Convention that while the overall inflation rate is 8 percent, "the cost of things that people must have—food, fuel, health care—are up close to 15 percent." Meany said that U.S. labor unions— with the support of the Federation—will continue to seek wage increases "that will enable workers to meet the price increases that have taken place—price increases that workers have been absorbing since their last contract was signed." In offering a solution to the economic crisis, Meany said that any realistic attack on inflation has to concentrate on first achieving full employment. He asserted that "nothing short of full employment could contribute more toward creating a balanced economy, reducing inflationary pressures and overcoming the waste and inefficiencies and high costs that stem from underused plants and underemployed workers." Pledges Support for Maritime AFL-CIO President George Meany delivers keynote speech to SlUNA Convention in Washington last month. At the dais, from the right, are SlUNA President Paul Hall; SlUNA Vice President John Yarmola; SlUNA Exec. Vice President Morris Weisberger and SlUNA Secretary-Treasurer Joe DiGiorgio. President Meany made it a point to reaffirm labor's support in the SIU's battle to restore America to its former stature as a maritime power. Focusing on the threat of Russia's expanding merchant marine, Meany said that "America faces a threat and a challenge by totalitarian countries that is fully as dangerous as our dependence on the Arab oil moguls." Meany blasted the fact that 42 American ports are open to Soviet ships while only three Soviet ports are open to American vessels. Meany lauded the SIU's efforts to bolster U.S. maritime, pledging that "the AFL-CIO will be at the SIU's side in the struggle to awaken the Congress and the American people to the dangers we face at sea." Novembef 197a / LOG / ft �SlUNA Has Spurred Advances in Inland Industry undermine the three-watch system on inland waterways; Coast Guard efforts to eliminate tankermen from tows while underway; and also Coast Guard manning standards on Integrated Tug Barges (Coast Guard inspections on ITB's have been called "haphazard"). Boatmen will also be watching developments in the Virgin Islands with regard to the hauling of residual oil from there to the U.S. mainland. Efforts are underway to increase the number of U.S.-flag ships on this run which, in turn, would further open up opportuni­ ties for boatmen in this area. Inland Boatmen's Organizational And Grievance Committee Special Report Much progress has been made in the towboat industry in the last three years. But there are many problems still confronting the industr>- which con­ tinually threaten to undermine it. This was the message delivered at the SIUNA's 1978 Convention late last month in the report of the Inland Boatmen's Organizational and Grie­ vance Committee. The Committee's report explained how the Merchant Marine Act of 1970 has spurred construction in the towboat industry. It noted that some 318 new self-propelled vessels and 1,776 new barges have been launched since the Act was passed. It went on to mention the successful organizing drives and renewed, improved contracts won by boatmen over the last three years, without which the construction of new vessels wouldn't mean much. Taken together, they mean more jobs and greater security for boatmen. What are the present-day problems and future challenges that lie ahead for the towboat industry? The Boatmen's report indicated that there are a number of them. User Charges In the closing hours of the 95th Congress a "user charge" bill was passed that could have long-range effects on the towboat industry. Because of this legislation, commercial towboat opera­ tors on the inland waterways will begin paying a 4 cent tax on every gallon of fuel consumed by their boats as early as Merle Adium, (head of table), president of the Inland Boatmen's Union of the Pacific, chairs the Inland Boatmen's Organizational and Grievance Committee. This committee drew up a set of objectives concerning the U.S. inland industry for the International to work toward in the next three years. Oct. I, 1980. The tax, which is intended to provide for badly needed lock reconstruction on the inland waterways, would be gradually increased to a maximum of 10 cents per gallon by 1985. The long-range effects of such a fuel tax are difficult to determine, but it could have an effect not only on shipping costs, but also on Federal funding of waterways maintenance in the future. In any case, it will be something to keep an eye on in the months and years to come. Another problem confronting the towboat industry, noted in the Boat­ men's report, is the competition the industry faces from Army Corps of Engineers dredges and from Navy tugs. While some good progress has been made in limiting the use of Corps of Engineer dredges on the inland waterways (allowing for increased opportunities in the private sector), the use of a large fleet of tugs by the Navy remains undiminished. It has been shown that private operators could fulfill many of the Navy towing support tasks at a substantial savings to the government—and tax­ payers. So far, however, the Navy has refused to budge in allowing private operators to take on a greater share of this kind of work. If progress can be made in this area in the future, quite obviously it will mean increased oppor­ tunities for boatmen. Another potentially major threat to the towboat industry are the proposed coal slurry pipelines. With the search on for more energy sources, boatmen are being called upon to haul more and more coal. The pipeline system of moving coal would, if it were to be given the go-ahead, be a serious setback to the towboat industry. Fortunately, propipeline legislation was narrowly defeated in the 95th Congress. But it is bound to surface again. Other problems facing the towboat industry, noted in the Boatmen's report, include the repeated attempts to SIU-IBU Merger The Boatmen's report spoke highly of the 1976 merger of the SIU-AGLIWD saying, "the short record since such merger demonstrates that this has afforded that former inland affiliate with greater resources and organiza­ tional strength." It went on to praise the expanding training facilities made available to boatmen since the merger noting that it, "has afforded greater opportunities for our members to acquire increased skills, earn greater wages and enabled our contracted employers to increase their operations affording greater job oppor­ tunities to our members." The last few years have been years of growth for the towboat industry, in spite of the obstacles it has been confronted with. And, as the report of the Inland Boatmen's Organizational and Griev­ ance Committee to the SIUNA's 1978 Convention noted, the future also looks promising for the industry—traffic on the inland waterways of the U.S. is expected to double by the year 2000. Boatmen of the SIUNA plan to figure prominently in that increased water­ way traffic, come hell or high water. Future Looks Good for Great Lakes Shipping Great Lakes Organizational And Grievance Committee Special Report Portraying the Great Lakes as a vital sector of the maritime industry which has truly become "our nation's Fourth Seacoast" in the last few years, the Great Lakes Organizational and Grievance Committee reported on the state of the Great Lakes fleet to delegates attending the SIUNA's 1978 Triennial Conven­ tion. Made up of 17 delegates, the Commit­ tee's report was unanimously adopted by the Convention. In addition to outlining the general state of shipping in the Great Lakes area, the report made recommendations on actions the Inter­ national should take in the years ahead to "reverse practices which have . . . worked against the full growth and development of the Great Lakes." In the future, the International, using the Committee's recommendations as guidelines, will back Congressional legislation and government and indus­ try programs which benefit the Great Lakes area membership. During the just-adjourned 95th session of Congress, the SIUNA sup­ ported a bill aimed at curbing ratesetting practices which discriminate against Great Lakes ports. The Union-supported bill would have closed a loophole in the Shipping Act of 1916 which allows cargoes coming from or destined for overseas ports to be shipped through Canada or Mexico at 22 / LOG / November 1978 rates way below those charged for direct service to or from a U.S. port. Carriers transporting cargoes via foreign ports don't have to file their rates with the Federal Maritime Com­ mission so there is no way to regulate those rates. This situation, the Com­ mittee's report says, "affects the competitive position of the Great Lakes fleet." The bill didn't make it to the Senate floor for a vote before Congress adjourned, but the SIUNA will work to have it enacted during the next session of Congress. 3rd Flags Hurting Lakes Another problem affecting the Great Lakes fleet is the increasing number of third flag vessels which have been winning more and more cargo in the U.S.-Canadian trade at the cost of jobs for both American and Canadian seamen. Right now, the U.S. fleet's share of these cargoes is only 7 per­ cent. The SIUNA will continue the work already begun to establish a bilateral trade agreement between the U.S. and Canada,, reserving these nation's car­ goes to both fleets and excluding third flag vessels from inter-Lakes and Canadian-U.S. coastwise commerce. In addition, the Committee proposed working for increased government aid in the form of operating and construc­ tion subsidies for Great Lakes operators as a means of securing a larger share of international cargo for the U.S. fleet. More cargoes on U.S. ships would translate into more job opportunities fpr seamen. Expanded job opportuni­ ties would also be an end-product of an extended shipping season on the Lakes. The regular shipping season, running from April through November, idles men, equipment and facilities for three to four months annually. A longer navigation season would be prqfitable to both industry and Union members and the International will continue to support the Congressionally approved Season Extension Navigation Program which is studying ways to make year-round shipping on the Lakes possible. A final area targeted for SIUNA action in the years ahead will be efforts to ensure that no further increases in St. Lawrence Seaway tolls are imposed. The Committee's report pointed out that toll increases on the Seaway, which became effective this year, "create an unfair competitive disadvantage to users of the Seaway." Lakes as an equal of the other tidewater ports . . . making our problems readily apparent and our ability to overcome them easier." Pressure from the International on Congress got the Great Lakes Vessel Financing bill, which guarantees maxi­ mum construction rebates and mort­ gage insurance for Great Lakes vessels, passed and signed into law by the President. And years worth of pressure from the SIUNA on the Coast Guard finally resulted in a Coast Guard regulation requiring safer boarding ladders on Lakes ships. Commending Great Lakes members for continuing to upgrade "to meet the needs of the industry," the Committee wrapped up its report by stating, "notwithstanding some problems, we see a promising future for the Great Lakes fleet." Goals Attainable Though there is work to be done towards realizing the full potential of Great Lakes shipping and towards maximizing job security for Union members in that area, the Committee's report made it clear that the goals mapped for the future are attainable by pointing out the progress made in the last few years. Since the last SIUNA Convention, the Union's efforts to get the Federal Maritime Commission to open a regional office for the Great l.akes have paid off. The presence of the FMC, along with the Maritime Administra­ tion's Regional Office, "recognizes the SlU Algonac Port Agent Jack Bluitt helped draw up Great Lakes Commit­ tee report. �iSz*e»A,r,jawget2^* Peep Seer Goining, But the Road Ahead Is Rough Seamen's Organizational And Grievance Committee Special report The Seamen's Organizational and Grievance Committee included 39 delegates representing deep sea sailors from both coasts, under the cochairmanship of SIU Executive Vice President Frank Drozak and SUP President Paul Dempster. The report of the Committee, unani­ mously adopted by the delegates, addressed the advancements, the set­ backs and the future goals of the U.S. fleet. Noting that the U.S. fleet is now "at its largest size since the 1950's," with U.S. shipyard order books the second largest in the world, the Committee pointed out several reasons for this growth, inclu­ ding: • Expansion of the U.S. LNG fleet to the largest fleet of its kind in the world; • Growth in the U.S. liner industry through consolidation of liner com­ panies. In addition, passage of the Controlled Carrier Bill, which will put an end to the unfair rate-slashing practices of the Soviet fleet, should ensure more cargoes for American flag ships in the U.S. liner trades; • Owing to the Alaska oil trade and strategic petroleum reserve shipping, the U.S. tanker fleet is now fully employed with more tankers on order; • The U.S. bulk fleet, the oldest and least active segment of the American merchant fleet, is beginning to revive. Several new dry bulk carriers, the first in years, were recently ordered from a U.S. yard and will be used to carry coal and other bulk commodities in the U.S. foreign trades; • More and more highly technolog­ ical, specialized vessels continue to join the U.S. fleet. New tug-barges, built to serve U.S. commerce, are manned by American crews of 16. U.S. heavy lift, ocean mining and pipelaying vessels, some of which require lOO-man crews, are being built for U.S. trade and CoLpn^nn TLrommft Committee meets to formulate their report and recommendations to the f^^head n? tIhipP?Z^rI®® co-chaired by SUP President Paul Dempster and SIU Executive Vice-President Frank Drozak (at head of table). Others on.committee included representatives from all SlUNA deep-sea affiliated unions "provide great promise of maritime flag ships, was defeated in Congress. Cautioning that "gaining new ships employment." Another important bill, which in­ will not help us if the unlicensed crew is The Committee's report pointed out cluded riders creating and protecting wiped out," the Committee stressed the that the hard work of maritime labor jobs for American seamen in the infant importance of having Union representa­ had made the growth and advancement ocean mining industry, never made it to tion acquaint IMCO with the "responsi­ of the U.S. fleet possible. the Senate floor for a vote. Ocean bilities and duties of the unlicensed crew However, setbacks and problem areas mining legislation will be a top priority in maintaining a safe and efficient ship," have also occurred in the past few years of the International when Congress in order to influence the Conferees which, the Committee noted, "have hurt reconvenes next year. decision on manning standards. employment opportunities for seamen." Other areas targeted by the Com­ One of the most costly defeats for Manning Scales mittee for the attention and action of the seamen was the loss of a U.S. passenger International in the years ahead include: Another SIUNA goal for the future is ship on the West Coast this year, to continue the battle with the Coast marking the end of the U.S. passenger • wrapping up bilateral trade agree­ cruise business. The SIUNA will be Guard on the issue of unlicensed crews. ments between the U.S., Mexico and "The Coast Guard," the Committee backing Congressional legislation Canada; said, "continues to erode the unlicensed aimed at bringing back the U.S. • extension of the Jones Act to cover passenger fleet. seamen's standing aboard ship by the the U.S. Virgin Islands so that Alaskan rules it adopts that limit the application The future of many U.S. shipping oil moving to the Islands would be of the three-watch system and reduce companies, and the jobs of the seamen carried on U.S. vessels; crews below a safe level." who crew their vessels is also threatened • assurances that Alaskan oil and as American-flag operators continue Manning levels will also be threat­ any future U.S. oil deposits slated for losing cargo to foreign competitors. ened with reduction when the Intergov­ export be moved U.S. tankers; Unless adequate cargoes can be secured ernmental Maritime Consultative • strengthening of U.S. immigration for the U.S. fleet, shipping companies Organization (IMCO) meets in January laws "to prevent foreign crews from will be forced to fold. to set minimum manning standards for engaging in U.S. commerce and lighter­ The maritime industry worked hard the deck and engine departments. ing oil off the U.S." during the last session of Congress to The manning levels arrived at by Saying that "there is much to be remedy cargo inequities. Because the oil IMCO will become law for ail maritime done" in the future towards improving companies launched heavily financed nations. The Committee report noted the job security of American seamen the lobbying campaigns, the crucial Cargo that "European nations will try to Committee called on the International Preference Bill, which would have reduce crew sizes down to the 10 men and all merchant seamen "to provide the guaranteed carriage of 9.5 percent of that some European ships now have in direction and support necessary" to the nation's oil imports for American the crew." accomplish the work ahead. Murphy Pledges New Wave of Maritime Legislation Pledging to do everything in his power to promote a strong U.S. maritime industry. Rep. John M. Murphy (D-N.Y.) told delegates to the SIUNA's 1978 Triennial Convention that he will return to Congress in January with an "overall comprehensive package of legislation to bolster the merchant fleet." The chairman of the House Merchant Marine and Fisheries Committee, a long-standing friend of maritime, was a key speaker at the four-day Convention in Washington last month. Pinpointing lack of cargoes as the prime reason for the decline of both the U.S.-flag merchant fleet and the American shipbuilding industry. Murphy said he plans to sponsor legislation calling for a national cargo policy which would supply the U.S. fleet with a fair share of needed cargoes. The New York Congressman assured Convention delegates that his maritime package would "take in provisions to guarantee U.S.-flag ships equal access to the carriage of freight between this country and its trading partners." He also spoke of the continuing efforts of the House Merchant Marine and Fisheries Committee to achieve a "rational liner shipping policy." These efforts include legislation which would "permit closed conferences and ship­ pers' councils . . . facilitate equal access and pooling agreements... and improve the regulatory efficiency of the Federal Maritime Commission." Looking back on the just-concluded 95th Congress, Murphy hailed a "break­ through" bill which will halt the unfair rate-slashing practices of the Soviet fleet in U.S. liner trades as the legislative highlight for maritime interests. The Controlled Carrier Bill, sponsored by Murphy, passed both Houses of Con­ gress and was recently signed into law by the President. Other gains for maritime included the Congressman's success on the Maritime Authorizations Bill for fiscal year 1979 which will bring more money to the Maritime Administration's operational and construction subsidy programs. In addition, legislation permitting the Federal Maritime Commission to effectively carry out its regulatory procedures to deter the rebating prac­ tices of foreign-flag operators will. Murphy said, "shortly be pnacted into law." But Murphy noted that the maritime industry had also suffered setbacks during the last year. He blasted the multinational oil companies for the "smear campaign" they conducted against the oil cargo preference bill which would have guaranteed carriage of 9.5 percent of U.S. oil imports to American-flag vessels. Though express­ ing doubt that "the Carter Administra­ tion will again support any such cargo preferente legislation," Murphy indi­ cated he may sponsor a bill including oil cargo preference in any case. Rep. John M. Murphy (D-N.Y.) Murphy's criticism was not reserved for the oil companies alone. He attacked the U.S. departments of Justice, Defense and State for failing to "imple­ ment the maritime policy of the U.S. that is set forth in the Merchant Marine Act of 1936." That act makes it very clear, he said, that the U.S. needs a strong merchant marine capable of carrying a "substan­ tial portion" of our foreign commerce and of serving as a military auxiliary in times of national emergency. "This great nation of ours," the Congressman told delegates, "des­ perately needs our entire maritime industry—in both peacetime and during national emergencies." Murphy wrapped up his remarks by telling the delegates that he is sched­ uled to meet with the President at the end of November to discuss ways of correcting the problems of the U.S. maritime industry. "I would welcome the opportunity to further the efforts of President Carter to provide a strong U.S.-flag merchant marine," Murphy said, adding that if "Administration proposals fall short of what is required ... I will do my utmost to legislate that which is required." November 1978 / LOG / 23 �T=-i •war.-r-'.- •. rr -.i - i.mm f- afterS'^wSJrshoD^sliUton^"'^ Merle Adium, president of the Inlandboalmen's Union of the Pacific. Henry "Whitey" Disley, president of the Marine fylarine Firemen's Union. EdAllensworth president of the T,=,nr tation and Aiiie'd Workers of California"" r®"® Pacific^ P^.^^'dent ot the United Industrial Workers of the -' ->--! -_ SiU Executive Vice President Frank Drozak, right, and Roman Gralewicz, president OT In© olU Ot 030303. HIGHLIGHTS OF THE SlUNA 1978 TRIENNIAL CONVENTION, WASHINGTON, D C niii i i m • :/S' ":M ® :Ss4 ' vr W' ^ 1#^ m mm -m Carolyn Gentile, administrator of all the SlU's benefit Plans. Lindsey Williams, SIU Vice President. Ralph Quioonnez, Atlantic Coast Director of the United Industrial Workers Union. . qtpff Staff Officers Association of America. "Buck" Mercer, secretary-treasurer of the Military Sea Transport Union. Paul Dempster, president of the Sailors Union of the Pacific. m-r>: ...T'\.I £ ^7 I. 'r '' . !Lrfr-? V- SIU President Paul Hall addresses session of the 1978 Triennial (Convention. •<^4, .t OrganTz[ng"commitTel?o2al7^^^^ .w!VHy«K. HBHBHBHIilHHHBIMIPHBHHMHil I'lT America, Pacific and Caribbean October 16-19, 1978 Jean ingrao, administrator ot the AFL-CiO Maritime Trades Departtrient. ^ ^ , ' Howard Schulman.SIUgeneral counsel. Marylou Sanchez of the SIU of Puerto Rjco. Ed Turner, senior SIU West Coast rep and head of the recently merged Marine Cooks and Stewards Union. rr Bfr • ....Ml'" Iv f;." > . -m 1 . ...3i .7. M .y . .1 Mi'.J V'r- r 'J ' igt^.^ John Yarmola, SlUNA vice-president. 24 / LOG / November 1978 Kenneth Olsen, secretary-treasurer of Larry Parks, of the Brotherhood of the Alaska Fishermen's Union. Brewery Workers. , vote'^oMhankrior a^ioh Weisberger upon anniuhcemen?o? retiret^S Weisberger upon announcement of his his retirement. «ai - W^^B^T^WiiWOMilSII^^^II Mike Sacco, vice president of the Harry Lundeberg School and SIU Headquarter of the United Industrial Workers Union. Representative. Leon Hall, SIU headquarters representa­ tive. November 1978 / LOG / 25 �ar.:-^^ Shipping Needs Closed Conferences, Bilateral Trade STATE OF INDUSTRY Workshop . When it comes to bargaining for increased wages and benefits, the SIU and management will always be on opposite ends of the table. But when it comes to promoting the U.S. maritime industry, the SIU has always tried to cooperate with manage­ ment for the betterment of the industry and those who work in it. It was with this in mind, that the SI UNA Convention invited two top spokesmen from the U.S. maritime management sector to conduct a workshop on "The State of the In­ dustry." The two spokesmen were Herb Brand, president of the Transportation Institute, a Washington-based maritime research and promotional organiza­ tion, and Paul Richardson, a private consultant, formerly the vice-chairman of the board of Sea-Land Service. As noted by both Brand and Richard­ son, one of the big problems manage­ ments face today is an overabundance of government interference and regula­ tion. Richardson pointed out that the U.S. is the last major trading nation on earth to hold on to the so-called "free trade" policy. As far as U.S. shipping is con- Herb Brand cerned, "free trade" means that any shipping line from any nation can enter U.S. shipping conferences and take cargo away from U.S. operators- by cutting rates. U.S. operators want closed confer­ ences to keep the cut rate operators out of the U.S. trades so that U.S. shipping lines can compete on an equitable basis with each other and with the shipping lines of our trading partners. So far, the U.S. government, especially the Justice Department, has opposed such a move. Herb Brand added that the Justice Department is also opposed to cargo pooling arrangements among confer­ ence members and bilateral trade agree­ ments between the U.S. and its trading partners. Brand said that the needs of the U.S. maritime industry are "legitimate needs." He said, "we in the industry are seeking stability through such means as cargo sharing, bilateral trade and closed conferences. But so far we have not been able to achieve this stability mostly because of intervention from the Department of Justice." Brand also said, "we in the U.S. maritime industry—management and labor—only have ourselves to depend on, and this is the main reason for our intense activities in Washington." Paul Richardson said that he was optimistic about the future for U.S. shipping despite the problems facing the Paul Richardson industry at the present time. remain competitive on the high seas as He said, "the climate in-both Con­ long as we continue to pursue advanced gress and the Administration appears to technology and new ideas in shipping." be to encourage the growth of our in­ After Brand and Richardson con­ dustry." He added that American cluded their presentation, SIUNA technology is the industry's strong suit President Paul Hall pledged the Inter­ and that it has helped to keep U.S. national's complete support in promot­ shipping competitive with the foreigners. ing the U.S. maritime industry for the purpose of promoting jobs for Ameri­ Richardson, himself a pioneer of can seamen. containerization, predicted, "we will Big Business Out to Destroy Labor Union Gains POLITICAL ACTION Workshop Warning that multinational com­ panies are pouring millions of dollars into lobbying efforts to destroy organ­ ized labor, Dave Dolgen, the SIU's director of Legislative and Political activities led delegates attending the SIUNA Convention's workshop on political action in a discussion on how the International can counter the union busting efforts of big business in the political and legislative arena. Pointing out example after example of how big business has succeeded in defeating key labor-supported Con­ gressional ' " '-*'on and pro-labor candidates, Dolgen targeted continuing efforts to educate the members of every SIUNA affiliate on the importance of political activity as one of the Interna­ tional's prime objectives in the future. "Never in recent history," Dolgen said, "has the modern labor movement been so under attack. Never before have we had the need to use every resource at our union's disposal in our own organi­ zation. Our membership has to be educated. They have to be asked to write letters to the Congressmen and the Senators. They have to protect them­ selves." Stepping up support for candidates across the country who fight for the issues of greatest concern to organized labor is also critically important in the years ahead. Civil Rights Committee The ability to back pro-labor candi­ dates and campaign to defeat those who don't support working people in the U.S., comes from the voluntary con­ tributions of union members to their union's political activity funds. And labor's support of those on Capitol Hill who have proven themselves friends of working people is more crucial now than ever before. Patterning themselves on the political action funds of unions, big business has begun to organize political action committees of their own. The corpora­ tions have found these committees such an effective way of channeling money to anti-labor candidates that they are creating more than 20 new political action committees every month. Dolgen pointed out that although organized labor had succeeded in raising $8 million for political activity, the well-financed political action com­ mittees of big business out-spent labor by nearly 4-to-I. Not subject to the same full dis­ closure laws union political activity groups have to comply with, big business is able to pump big money into a broad range of anti-labor campaigns. Because of attacks launched by big business against members of Congress who stood up for labor, many pro-labor candidates were not returned to Con­ gress when they ran for re-election this month. activity is for the SIUNA and for organized labor as a whole. Working in conjunction with the Port Councilsof theMaritimeTrades Depart­ ment and the Central Labor Councils of the National and State AFL-CIO, delegates reported on their progress in educating members of their affiliates on important political issues and in establishing working relationships with political candidates in their areas. Under the guidance of the Interna­ tional, the union representatives talked about the importance of backing the International's political and legislative campaigns with contributions and with manpower. One delegate expressed the feelings of all the workshop participants when he said, "Politics isn't just the Interna­ tional's fight. It's all of our fight." The fight to insure the well-being and the job security of all American workers being waged by organized labor will, continue. "The problems are big," Dolgen said, "but we are trying to solve them. The challenges are great, but we are going to overcome them." "Big business corporate political action committees and the right wing have attacked these Congressmen," Dolgen charged, "because they sup­ ported the labor movement in cargo preference, in labor law reform, on minimum wage changes, and now they are suffering because they supported us." Chaired by Ed Turner, the Civil Rights Committee pledged the SlUNA's 'con­ tinued efforts to eliminate discrimination and segregation from all aspects of American life.' -1 p.-. 26 / LOG / November 1978' In the question and answer period following the workshop's discussion, many delegates representing affiliates of the International expressed their reali­ zation of how important political Dave Dolgen �Seafaring Today Is a Whole New Way of Life cate with other crewmembers aboard ship is to make prior arrangements to meet somebody. "Ships have gotten larger," she said, "for the company to haul more cargo. But for the individual man I think they have gotten smaller. It is now down to his small, individual room." Coping with these and other prob­ lems unique to the increasingly auto­ mated, modern maritime industry is the thrust of a study, now in its planning stages, in which the SIU along with several other maritime unions will be participating. HUMAN RESOURCES Workshop Working aboard the most modern vessels in the world, complete with their complicated, automated equipment has become a way of life to Seafarers. Ultramodern LNG carriers, LASH vessels, integrated tug-barges or any of the other newcomers to the maritime industry have opened up challenging career opportunities for Seafarers. But they have also created a unique set of problems in the quality of life of the men who crew the newest ships afloat. Pinpointing the special problems of seamen in the changing maritime industry, with an eye towards finding solutions to those problems, was the theme of a featured workshop session at the SIUNA's 1978 Triennial Conven­ tion last month. It was led by Hazel Brown, president of the Harry Lundeberg School, and SIU Inland Coordinator Chuck Mollard. Convention delegates who partici­ pated in the workshop (entitled "The Seafarer in a Changing Industry,") watched a slide show and listened to a 'MW Marad Funding Chuck Mollard discussion focusing on the changes in working and living conditions aboard modern vessels. "The technological advances which have taken place in our maritime industry," Hazel Brown said, "have changed the roles of the Seafarers so drastically that it really has affected their entire way of life." Hazel Brown New loading and unloading equip­ ment has meant cargo can be handled more efficiently now than in the past. But this new equipment, while saving time and money for ship operators, ha? caused fast turn-around. These new ships are spending less time in port and, often. Seafarers don't have the chance to get off their vessel at all. Committee on Legislation & Gov't Agencies New Ships, New Skills Chaired by SIU Vice President Lindsey Williams, the Committee on Legislation and Government Agencies urged that "each of the International's affiliates participate in political action through their own organizations, the MTD Port Councils and AFL-CIO State and Local Central Bodies." Highly technological, modern ships require special skills of the seamen who crew them. While training for the newest ships is vital in order to keep pace with the industry, the training itself creates the problem of a highly specialized workforce. Specialization means a reduction in turnover and a reduction in the mobility of the crew because, as HLS President Brown pointed out, "once you spend a lot of time training yourself for a special vessel, you are not going to be switching as frequently to other types of vessels." The most modern ships today have living quarters and recreational areas which are certainly more comfortable and less cramped than on older vessels. But while each man has more privacy aboard today's ships, the incredible size of modern-day vessels emphasizes loneliness for many seamen. Hazel Brown noted that she had heard many seamen complain about the awesome size of some ships and about the fact that the only way to communi­ Fishermen & Cannery Workers Committee The Fishermen's and Cannery Workers Organizational And Grievance Committee is shown here at work. Committee was chaired by Steve Edney, president of the United Cannery and Industrial Workers Union. The Committee praised the SlUNA for its support in passing the 200-mile Fishing Zone Limit legislation. But the Chajrman noted that much work had to be done to get government off their backs in the area of restricted fish catches. They are facing stiff competition from the foreigners. Funded by the Maritime Administra­ tion, the five-year research project will study how seafarers interact with all the different elements in their environment, including the structure of the crew, the type of work performed onboard, the degree of satisfaction derived from different jobs and shipboard living conditions, among other things. Qualified seamen will ride the new ships, acting as observers and will also talk to the crew to determine indi­ vidual's reactions to life onboard. Several studies have already been concluded in European countries which focus on specific conditions aboard ship. A Swedish research project investi­ gated the relationship between safety regulations and ship's design; in Poland they've been looking at the hazards to health and safety certain types of cargoes pose. Some of the findings of the European studies are significant for American Seamen. But the U.S. study won't duplicate the European projects because the U.S. merchant marine differs in its structure and its problems from the fleets of other countries. Improving the working, living and recreational environment aboard ship are the goals of the U.S. study. Through participation of all Seafarers with the people assigned to ride their vessels, the Union is confident that these goals can be achieved. Wrapping up the workshop discii.ssion Hazel Brown told participants that the study "will bring up significant information that wc can then use to make a change in the lifestyle of the seafarer for the next 20 or 50 years." International Affairs Committee The International Affairs Committee keyed on what could be one of the most crucial international conferences ever held concerning seamen, the upcoming IMCO Conference in London. As noted by Committee Chairman Earl Shepard, this conference is expected to set world standards for manning on all seagoing vessels. The SlUNA is ready for the Conference and will be fighting to see that manning ' scales are not set below a level providing for safe navigation and maintenance of the vessel at sea. November 1978 / LOG / 27 �Sf UNA Convention P/edges toWork For Wide Delegates at the SIUNA's 1978 Trien­ nial Convention on Oct. 16-19 in Washington, D.C. passed a wide range of resolutions dealing with all segments of the U.S. maritime industry, and on varied subjects vital to the entire American labor movement. The main maritime resolutions passed ranged from National Cargo Policy to user charges on the inland waterways. The resolutions which were passed by the delegates, included: National Cargo Policy Today U.S. flagships carry only 5 percent of the country's exports and imports compared to 58 percent in 1947. Russia and Japan carry 50 percent of their cargoes and Great Britain, West Germany and France carry 30 percent of theirs. The development of a U.S. National Cargo Policy, however, would assure the U.S. fleet a substantial share of U.S. cargoes in all the trade routes of the world. This could be achieved through cargo preference requirements, bilateral shipping arrangements and other cargo sharing procedures. Also the SI UNA urged the clarifica­ tion and improved administration of existing cargo preference laws. National Maritime Council The National Maritime Council— composed of representatives of mari­ time labor and management was formed in 1971 to get more cargo for America's merchant marine. It has been successful. But this year the Department of Commerce's representatives had to drop out of the Council due to pressure from the foes of maritime. However, the council has pledged to continue and expand its program to promote cargo for the U.S.-flag mer­ chant fleet. The SIUNA Convention delegates resolved to continue its full cooperation and support of the National Maritime Council in its efforts to promote a strong, balanced and competitive U.S. merchant marine. Jones Act For America's security and economic welfare. Section 27 of the Merchant Marine Act of 1920, or the Jones Act, reserves U.S. domestic trade among all 50 states and territories for American flag ships, manned and operated by U.S. seamen. But the act has two loopholes in it that exempt the Virgin Islands from its coverage and allow companies to request waivers of the act from the U.S. Secretary of Defense. The SIUNA supports immediate passage of legislation in Congress to include the Virgin Islands under the provisions of the Jones Act and the repeal of the 1950 amendment which permits waivers of the Jones Act. LNG Imports Since increased importation of liquified natural gas (LNG) would help to build more U.S. LNG tankers and give more jobs to Seafarers and shoreside maritime workers, the SIUNA urges the Government to act quickly and favorably on pending LNG import applications and to implement a comprehensive policy allowing LNG imports. Also the SIUNA favors rolled-in prices for both existing and future LNG imports as a means to insure the viability of the projects to equally distribute the cost of this and other new energy sources among consumers in all areas of the country. Alaska Oil Exports Because multinational oil companies claim we have a shortage of tankers, they want to move the North Slope crude coming out of the Trans-Alaska Pipeline to Japan thus depriving Seafarers manning U.S. tankers of jobs. The SIUNA calls upon the Govern­ ment to reject all proposals for the export or foreign exchange of Alaska North Slope crude oil and instead to develop and implement an integrated plan for distributing this oil to domestic markets. Economic problems in the future for the nation's shipyards will cause loss of jobs for SIUNA affiliated shipbuilders and related maritime industry workers. In answer, delegates urged the formula­ tion of a bulk shipping policy and program through U.S. support of bilateral shipping arrangements to put at least a portion of U.S. bulk exports and imports on U.S. vessels, which holds the potential of construction of approximately 20-25 bulk carrier vessels. The Convention also urged a policy to import liquified natural gas which would spur LNG ship construc­ Despite the fact that the Great Lakes extend over 2,300 miles into the heartland of North America with low transportation costs, only 4 percent of the U.S. overseas commerce emanates from the Lakes. To encourage increased use of the Lakes, the SIUNA urges a progressively longer navigation season leading to year-round use, and increased operating and construction subsidies. SIUNA also opposes any further toll increase on the St. Lawrence Seaway. It also backs steps which would put Great Lakes ports on a rate parity basis with the tidewater ports by eliminating the present inland freight rate discrimina­ tion practiced by railroads. U.S. Public Health Service Hospitals and National Health Care The SIUNA's long fight to keep open the eight remaining USPHS Hospitals has for now at least resulted in an end to the Administration's plans to close the system. So the SIUNA urges that the Public Health Service continue to be operated, modernized and expanded. The SIUNA will continue its opposition to any future plans to close or transfer PHS Hospitals, and until a National Health Care Insurance Plan is instituted, which we support, the PHS should continue to provide health care to seamen and stand as a model for a comprehensive National Health Care System. U.S.-Canadian Bilateral Shipping Agreement Since our merchant marine carries only 7 percent of the commerce between the U.S. and Canada, SIUNA urges the adoption of a bilateral Great Lakes and coastal shipping agreement between the U.S. and Canada restricting their commerce to American and Canadian ships. Omnibus on the Inland Waterways The SIUNA strongly opposes the efforts within Congress and the Admin­ istration to impose a user charge upon inland waterway transportation and points out the dangerous precedent that even a minimal user charge would establish. We urge the immediate reconstruc­ tion of Locks and Dam No. 26 at Alton, 111. And we oppose the Navy's continued operation of commercial type tugs when privately-owned vessels are available for charter. Uninspected Towing Vessels Shipbuilding Omnibus on the Great Lakes tion. And it urged vigorous implementa­ tion and continuance of construction subsidy programs and the formulation of a clear, cohesive and coordinated national policy for both Naval and commercial shipbuilding. Recent Coast Guard figures show that higher inland accidents occur on uninspected vessels. This resolution indicates that the current vessel inspection and certifica­ tion laws are inadequate because they do not apply to diesel powered towing vessels and demonstrates that continu­ ing this situation only serves to maintain an unsafe environment upon the inland waterways. The SIUNA calls upon the Congress to enact the necessary legislative amendments to bring all towing vessels under the jurisdiction of our vessel inspection and certification laws. Trade and the Service Industries Though service industries, like mari­ time, account for two-thirds of U.S. output and consumption, U.S. law does not give them the same protection against unfair foreign trade practices, like dumping, that it gives goodsproducing industries. So the SIUNA believes that shipping and all of the other service trades should be given equal treatment as the goodsproducing industries under the Trade Reform Act of 1974. War Risk Insurance U.S. War Risk Insurance insures ships from the outbreak of war until wartime insurance starts. These ships are commited to serve the U.S. in a war or other emergency. SIUNA recommends that the War Risk Insurance Program should be limited only to U.S. vessels and that the coverage of foreign vessels should not be renewed. ^^ "• • " * ^ . . . >... - 7'v " I f .-X • - if- -vf •'I -54 » ->1, f ^ !: SIUNA Passed Resolution to Spur Construction of LNG Vessels. / LOG / November t978 :X * / tf.. ' JG IV..)'• a �Range of PrO'Maritime, Pro-Worker Bills Multinational Oil Companies Competition and free enterprise have been eroded through the concentration of economic power in the hands of multinational oil companies. The petroleum industry, the U.S.'s top source of raw energy, is ruled by major oil companies which have acted contrary to the nation's goal of a strong domestic oil industry. SIUNA urges Congress to enact divorcement-of-operations legislation to break the monopolistic hold the multinational oil companies have over America's energy industry. Also to review the performance of America's oil industry in meeting its obligations to supply the energy needs of the American people at reasonable and competitive price levels. And to determine whether the oil industry is not a public utility subject to interstate regulation by the Federal Government. Educating the Unorganized Worker In the last Congress, Big Business fought against the Minimum Wage Bill, Labor Law Reform and a National Health Care Program hurting millions of both unorganized and organized workers. So SIUNA supports an immediate campaign by organized labor to educate the workers of this country—both organized and unorganized—to the great stake they have in the programs of economic, health and social reform being pursued by the international unions of the AFL-CIO. Voting Representation for the District of Columbia In 1973 and 1975, the SIUNA Conventions called on Congress—via constitutional amendment—for full Congressional representation for resi­ dents of the District of Columbia with two senators and representatives. SIUNA Passed Resolution Calling for National Policy on Shipbuilding. Organizing the Unorganized Because the labor movement needs the strength and support of workers throughout the U.S. to counter unionbusting efforts of business and to work effectively for the well-being of Ameri­ can workers, a resolution was passed naming "organizing the unorganized"as the number one challenge facing America's labor movement. Repeal of 14(B) Congress was urged to repeal imme­ diately Section 14(B) of the TaftHartley Act which has allowed the legislatures of 20 states to outlaw the union shop, forcing workers in these states to accept low wages and sub­ standard conditions and denying them the benefits and protection of collective bargaining agreements. User Charges The International reaffirmed its strong opposition to the imposition of any tax, toll or user charge on commerce or fuel for inland water transportation. Such user charges would disrupt cargo movement as well as set a precedent which would make it easier to impose similar fees on coastal, deep sea and Great Lakes commerce. Appreciation and Support of AFL-CIO President George Meany The SIUNA expressed its whole­ hearted appreciation for the efforts of AFL-CIO President George Meany to bring decency, respect and justice to all workers throughout the free world and for his continued support in the legislative battles waged by this Union to insure the welfare of maritime workers. Dumping Tax boats crewed by SlUNA-affiliatcd Fishermen's Union of America mem­ bers to pare down their crews or go non-union, wiping out Union benefits and protection for these fishermen. The SIUNA urged a return to the standard of crews of less than six for determining whether a fisherman is selfemployed to protect unionism in our fishing fleet. Mainland soft drink bottlers are selling their products to stores on Puerto Rico at prices below those charged by local producers. Because Puerto Rican-based bottling com­ panies, where many SIUNA-affiliaied workers are employed, can't match these cut-rate prices, they have begun laying off workers. TTie Convention passed a resolution urging the federal government to impose a tax on products being dumped in Puerto Rico at unfair prices. Puerto Rico Maritime Shipping Authority The Puerto Rico Maritime Shipping Authority, which has 11 ships covered by SlU-AGLIWD contract, is a public corporation created to keep shipping Certain municipalities in Puerto rates between Puerto Rico and main­ Rico, where workers are now repre­ land ports as low as possible. sented or being organized by the This resolution opposes the proposed SlUNA-affiliated SlU of Puerto Rico, sale of the Shipping Authority to private are facing budget problems. hands which would cause increased A resolution was passed pledging the shipping rates and a higher cost of living Convention to contact Puerto Rico's for Puerto Rico's workers. commissioner in Washington to speed up requests for federal funds to these Labor Education Institute of municipalities. Funding for MunicipaJities of Puerto Rico Puerto Rico Taxation of Fishermen Due to a recent amendment to the tax laws, fishermen working on boats with crews of 10 men or less were designated "self-employed" which is a change from the "less than six man" crew classifica­ tion which had been, the standard. This change could cause the owners of Currently, only 13 percent of the labor force in Puerto Rico is organized because miost of the Island's workers are uneducated about the role of unions. The SIUNA pledged to support the funding of a labor education institute in Puerto Rico which will benefit the labor movement at all levels. AFL-CIO Unions In Puerto Rico The SIUNA pledged to urge the AFL-CIO to encourage all Interna­ tional unions in Puerto Rico to form a united front through the Central Labor Council in order to fight the movement aimed at destroying International unions on Puerto Rico. i Appreciation for the Support of The AFL-CIO and Its Staff The Convention adopted a resolution expressing the International's deep appreciation for the assistance and cooperation which has always been willingly provided to the SIUNA by the headquarters staff, the Departments and all other segments of the AFL-CIO. November 1978 / LOG / 29 a. • �Hard Work Resulted in Major Gains Ail Around SlU'AGLIWD Report to Convention $450 a month as of June 16, 1980. U.S. manning and crewing provision Eligible seamen, under the Pension enacted in the Outer Continental Shelf Increment provision, can receive as (DCS) Bill, which passed both Houses ''^he Seafarers International Union- much as $625 a month as their pension and was signed into law by the President. AGLIWD wishes to extend fra­ benefit. Welfare benefits have been improved Our union has maintained an effecternal greetings to all the delegates and officers of this 1978 Triennial Conven­ for the seamen and their dependents. A tive political action apparatus with the tion of the Seafarers International Major Medical program has been added membership's support of SPAD. It has Union of North America. We are to cover medical, surgical and hospital also worked closely with other unions through various AFL-CIO political pleased to submit this report to the expenses above the basic plan. Because of the merger of IBU and action organizations. delegates assembled. This report will SIU-A&G, boatmen are now sharing in Our union took another positive step highlight the achievements and illu­ strate the progress our union has made the benefits under the SIU Pension and toward greater participation in the Welfare Plans and for the first time, legislative arena when it recently during the past three years. contracts covering boatmen will enable negotiated a political check-off of 30 GROWTH AND DEVELOPMENT them to become eligible for Early cents per man-day worked, or a total of OF THE UNION Normal Retirement Benefits. Now, $109.50 per year, per member. boatmen will be eligible for the $20,000 The District has continued its drive to In the area of organizational growth death benefit, as well. Eligible Inland get the U.S. Coast Guard to enforce and and development of our union, two members will also have their pension improve safety regulations for all significant events occurred. The first is the merger of our Inland Boatmen's benefits increased up to $440 a month. shipping. It has also geared-up for ah all-out fight to protect jobs for U.S. division with SIU-A&G in 1976. The POLITICAL ACTION workers in the developing ocean mining .second is the merger of the Marine Cooks and Stewards Union with the During the past three years. Congress industry. We are fighting to secure SlU-A&G. has considered and passed important passage of legislation which would The IBU-SIU merger has resulted in legislation affeeting the maritime regulate the rates and charges of statethe strengtTiening of both component industryrfhere are m°any'i'n Congress' 0^"^^ carriers, primarily those of the organizations and the growth in the and elsewhere, who have attempted to Soviet-bloc nations. Our union has unionization of the Inland sector of our undercut the continued existence of continued to press for the closing of the ndustry. The Inland division has American-flag shipping. SIU-A&G is "Virgin Islands" loophole in the Jones brought numerous companies under proud of its role and of its efforts in Act. And finally, we will continue to contract since 1975. It now represents securing passage of the Maritime seek fair and equitable "cargo-prefer­ employees of 104 inland companies. Authorization Bill of 1979 without the ence" legislation from our national law­ This merger has not only resulted in damaging amendments proposed by the makers. improving our ability to organize many enemies of the American Merchant UNION ADMINISTRATION, non-union companies in this industry, Marine. The 1979 Bill included major FINANCES AND SERVICES but it has strengthened our position at improvements over the previously the bargaining table and has enabled us passed legislation and continues to We have continued to grow and to bring to our Inland members vast encourage and protect U.S.-flag ship­ develop our financial and physical improvements in their collective bar­ ping and the jobs and opportunities of resources to better serve our mem­ gaining agreements. American seamen, and those who work bership. The impact of the merger on collec­ in shipping-related industries. Financially, SIU-A&G and its subortive bargaining for our Inland members In the field of Offshore Oil Drilling dinate bodies are strong and solvent, is shown in the Collective Bargaining and Exploration, our union, along with portion is expected to be mainsection of this report. others, was successful in getting a 100% tained and improved upon in the future. The merger of MCS and SIU-A&G is now being finalized. The work in this matter has gone smoothly. With our 4 new and larger merged union, we are 4 confident that we will be in excellent position to meet future challenges. New offices and union halls have been constructed under the union's ongoing program to provide the membership with better facilites. Plans to buy and build new properties to insure the continued availability of improved facilities for our members are being formulated. T COLLECTIVE BARGAINING Our new three-year deep-sea contract includes an across-the-board wage increase in the monthly base wages in excess of 24% over the three-year period. Similar increases apply to overtime, penalty and premium rates, across the board. There were also substantial increases in the vacation benefits and major improvements in the benefits available to our members through the Seafarers Pension and Welfare Plans. Under the new agreement, the death benefit for active seamen can reach a high of $20,000. Pension benefits have been increased from $350 to $400 a month, effective January 1, 1979 and to i • 4 t 4 > i EDUCATION AND TRAINING » > The Harry Lundeberg School of Seamanship has continued to rank as a major training center for maritime labor. SIU-A&G is making certain that its members will be educated and trained in preparation for the future of the maritime industry. Because our members have received advanced training at HLSS, we have increased the number of jobs in the deep-sea sector by hundreds over the past three years. The net number of SlU-contracted deep-sea vessels has increased by 45 ships. In the Great Lakes area, the number of jobs and vessels under SlU-A&G contract has remained stable, with a number of new ships entering the trade. The Harry Lundeberg School has continued to expand and improve the upgrading and entry-level training programs. New courses and advanced training methods have been introduced so that the union will be ready to supply highly qualified personnel to meet the demands of the industry. Education and the personal growth and development of our members is extremely important to our future. Over 1,000 seamen and boatmen have suc­ cessfully completed their high school education and qualified for a high school diploma through the Harry Lundeberg School of Seamanship Aca­ demic Department. Recently, the American Council on Education certified nine HLSS courses for which college credit may be given. SIU-A&G also provides college and university scholarships for its members and their dependents. Another new development in training is the Towboat Operators Scholarship Program. This program was established to meet the growing need for highly trained and skilled boatmen. In order to insure that the training requirements of the Inland sector of the industry will be met, the Harry Lundeberg School has prepared a special curriculum and has increased the number of training programs for upgrading our inland members. An important program at HLS is the Alcoholic Rehabilitation Program which provides psychological counsel­ ing and rehabilitation for members with drinking problems. This program has proven successful because it provides complete physical, emotional and intellectual help for its participants. From the left are five of the SiU-AGLIWD's delegation to the SlUNA Convention. They are; Joe Sacco, Houston agent; Mike Worley, St. Louis agent; Red Campbell, SIU N.Y. representative; Jack Caffey, New York agent, and Gerry-Brown, Mobile' agent. 30 / LOG / November 1978 �•w" ©0®©®® ©if ©Oy • -'Ai v.- [Mi©lJiD©-- SEA-LAND VENTURE (Sea-Land Service), September 17—Chairman, Recertified Bosun A. Caldeira; Secre­ tary Roy R. Thomas; Educational Director R. Henley. $26 in ship's fund. No disputed OT. Repair sheets were passed out and the chairman gave a discussion on the articles that appeared in the Log. Also on the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. ULTRAMAR (Apex Marine), Sep­ tember 24—Chairman, Recertified Bosun Joseph Zeloy; Secretary Robert Wells; Educational Director William Kenney. Some disputed OT in deck department. A vote of thanks to the steward department for a job well done. Report to the Log: "A basketball game between members of the SS Ultramar and the SS Golden Endeavor and the Plyichevsk, USSR Seaman's Club ended in the honorable score of 90-78 in favor of the Russians." ALLEGIANCE (Interocean Mgt.), September 29—Chairman, K. R. Marston; Secretary R. H. Mann; Engine Delegate John J. Kulos; Steward Delegate H. W. Roberts. $5.84 in ship's fund. Some disputed OT in deck, engine and steward departments. Chairman suggested that the crew take up a collection for the steward who got off the ship due to a heart attack and who was to have open heart surgery. The Log and the new contracts were received, read and posted. Next port Boston. ANCHORAGE (Sea-Land Service), September 24— Chairman, Recertified Bosun O. R. Rodriguez; Secretary Claude Garnett; Educational Director D. Papageorgiou. $20 in ship's fund. No disputed OT. Educational Director advised crewmembers who are in need of upgrading to enroll in the Harry Lundeberg School at Piney Point when possible, that upgrading is a necessity. Report to the Log: "Nothing can be achieved if there is no will for success. Only contributing to SPAD will bring us an easy way for success." Observed one minute of silence in memory of our departed brothers. SEA-LAND GALLOWAY (SeaLand Service), September 17—Chair­ man, Recertified Bosun George Burke; Secretary A. Seda; Deck Delegate E. Bales; Engine Delegate William Foley. Some disputed OT in engine and steward departments. Chairman held a discussion at the safety meeting and advised the crew again that no one should smoke on open deck when we are carrying dangerous cargo. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Elizabeth. MOUNT WASHINGTON (Victory Carriers), September 12—Chairman, Jose A. Ruiz; Secretary B. Guarino; Educational Director Oscar Cooper; Engine Delegate J. Caldwell. No disputed OT. Chairman gave a talk on why all crewmembers should go to Piney Point for upgrading. Also discussed the importance of donating to SPAD. All communications were read and posted. One minute of silence was held in memory of our departed brothers. Next port Panama Canal. TRANSCOLORADO (Hudson Wa­ terways), September 10—Chairman, Recertified Bosun Richard Kidd; Secretary T. Ulisse; Educational Direc­ tor C. E. Connel; Deck Delegate Mark L. Lamar; Engine Delegate Lester A. Borges; Steward Delegate John G. Shaw. Some disputed OT in deck and engine departments. All communica­ tions received were read to the member­ ship and posted on the board. Report to the Log: "This voyage of sixty days has taken us to the ports of Halifax, N.S., Cagliari, Sardinia, Iskendrun, Turkey, Jeddah, Saudi Arabia, Hodeidah, North Yemen, Livornio, Italy, Rota, Spain, Lisbon, Portugal and Bayonne, N.J." Next port Bayonne. BALTIMORE (Sea-Land Service), Chairman, Recertified Bosun Jose L. Gonzalez; Secretary George W. Gib­ bons; Educational Director W. J. Dunnigan; Deck Delegate V. Ratcliff. $15.25 in ship's fund. No disputed OT. Chairman reported that the Logs were received and distributed to each depart­ ment. Discussed the importance of donating to SPAD. Secretary noted that if there are any repairs to be made they should be reported right away. The educational director advised that he is available to give help to anyone who needs it. A vote of thanks to all departments for fine cooperation and a job well done. THOMPSON PASS (Interocean Mgt.), September 24—Chairman, Re­ certified Bosun Michael Casanueva; Secretary D. L. Knapp; Educational Director E. Washington; Deck Delegate Robert A. Christensen. Chairman would like to thank everyone for working together and making this a smooth voyage. Also discussed the importance of donating to SPAD. No disputed OT. Educational Director advised that the best information one can get on shipping and ships is in the Log. Suggest that everyone get a copy of the Log and read it. A vote of thanks to the steward department for a job well done. Next port Long Beach. MARYLAND (Interocean Mgt.), September 17—Chairman, N. A. Nagy; Secretary L. H. Waldrop; Steward Delegate Willie J. Smith; Deck Delegate Thomas J. Brand. $2 in ship's fund. No disputed OT. The chairman read and discussed the President's Report, Headquarters Notes and the SlU in Washington that appeared in the iMg. Also the new contract and the impor­ tance of donating to SPAD was discussed. A vote of thanks to the steward department for a job well done and to all department delegates for their cooperation. Next port Long Beach. BANNER (Interocean Mgt.), Sep­ tember 9—Chairman J. Higgins; Secre­ tary F. Gissuebel; Steward Delegate Joseph Simpson. $16.49 in ship's fund. Some disputed OT in deck department. Crewmembers were advised about the merits of the Lundeberg School in Piney Point with regards to upgrading for better jobs and security. Members were also a'dvised to give sufficient notice prior to getting off the vessel and if possible to inform the Union the trip prior in order to guarantee replacements upon arrival. Next port Linden, N.J. OVERSEAS ANCHORAGE (Mari­ time Overseas), September 10—Chair­ man, Recertified Bosun Jack Nelson; Secretary P. L. Hunt; Deck Delegate Allan E. Lewis; Engine Delegate Paul G. Dowe; Steward Delegate Franklin N. Cain. No disputed OT. It was requested that the men watch smoking while on deck. A vote of thanks was given to the steward department for the great improvement in the food and service. Report to the Log; "Report from Paul L. Hunt—1 would like to commend the work being done by Viviano Erazo, Rashid Ali and Jo.se Santiogo. Viviano and Rashid are new men and hopefully they will become a permanent part of our Union." PUERTO RICO (Puerto Rico Marine Mgt.), September 10—Chair­ man, Recertified Bosun Barney E. Swearingen; Secretary T. Jackson; Educational Director H. P. Calloe; Deck Delegate Charles H. Fox; Steward Delegate Eddie Villasol. No disputed OT. Chairman's report: "Last month another LNG tanker was crewed. This ship and others like it mean many new jobs. However, we have to be ready for the new ships and the only way we can prepare ourselves and get the skills that we need is to upgrade." A vote of thanks to the crew for keeping the messroom clean. Next port San Juan. M OVERSEAS ARCTIC (Maritime Overseas), September 14—Chairman, Recertified Bosun M.M. Cross; Secre­ tary R. De Boissiere; Educational Director J. P. Chancey; Deck Delegate R. C. Munro; Engine Delegate W. E. Walker; Steward Delegate John Lynch. $21 in ship's fund. No disputed OT. Chairman advised that better launch service is needed in Panama. Also read article in the Log on Flags-of-Convenience to crew and noted that it is a fight for survival and jobs. Discussed the importance of donating to SPAD. A vote of thanks to all department delegates for their cooperation and for a job well done. Report to Log: "A hail and farewell to the "Old Man of the Sea" Bosun M.M. Cross. This is his last voyage. He has been with us for many years and fought the battles for the benefits which we all enjoy today. Thank God for men like him and the Union, for without them, we would have nothing today. God Bless and keep you." Next port Stapleton. DELTA MAR (Delta Steamship), September 3—Chairman, Recertified Bosun Paul R. Turner; Secretary Mike Dunn; Educational Director Edward Synan. $894.60 in ship's movie fund. Some disputed OT in deck, engine and steward departments. Chairman reported that so far it has been a fine trip, no accidents and finally a full crew. Report to the Log: "Thanks to the steward department for a job well done. French bread, french rolls and various assorted pies have been baked and served professionally." Next port New Orleans. WORTH (Apex Shipping), Septem­ ber 3—Chairman, Recertified Bosun Anthony Hanna. No disputed OT, Chairman advised younger members to take advantage of the upgrading programs at Piney Point. Educational Director held several discussions about the Alcoholic Rehabilitation program. A vote of thanks was given to the steward department for a job well done. GOLDEN MONARCH (Apex Ma­ rine), September 10—Chairman, Recer­ tified Bosun A. T. Ruiz; Secretary R. Clarke; Educational Director R. Hardy; Deck Delegate S. Furtado; Engine Delegate D. Morgan; Steward Delegate L. Rinaldi. No disputed OT. Chairman noted that most of the needed repairs have been done, except for repair of the wire winch for the wire spring on the starboard side. Handrails to be put up on the bow near the anchor hose pipe and doors on B deck. A vote of thanks to the steward department. Observed one minute of silence in memory of our departed brothers. Next port St. Croix. Official ship's minutes were also received from the following vessels: MOHAWK SANTA MARIA SEA-LAND COMMERCE SANTA MARIANA ARTHUR MIDDLETON SEA-LAND CONSUMER JOHN B. WATERMAN COUNCIL GROVE DELTA SUD COLUMBIA PISCES SEA-LAND FINANCE AQUADILLA OVERSEAS WASHINGTON CAROLINA DELTA COLOMBIA MAYAGUEZ MOUNT WASHINGTON OVERSEAS ALICE OVERSEAS CHICAGO PENNY HOUSTON STUYVESANT ARIES SEA-LAND MC LEAN SANTA MERCEDES SEA-LAND PRODUCER PORT DELTA URUGUAY BRADFORD ISLAND SEATTLE COVE COMMUNICATOR OVERSEAS YALDEZ OVERSEAS OHIO CHARLESTON AMERICAN HERITAGE OVERSEAS VIVIAN MARY DELTA NORTE ACHILLES MOUNT VERNON VICTORY NATALIE OGDEN CHALLENGER ERNA ELIZABETH ZAPATA PATRIOT CAPRICORN OGDEN WILLAMETTE TAMARA GUILDEN OVERSEAS ALEUTIAN JACKSONVILLE NEW YORK OGDEN WABASH BOSTON LONG LINES DELTA PANAMA DELTA VENEZUELA POINT SUSAN OGDEN TRAVELER DELTA ORO SEA-LAND TRADE November 1978 / LOG / 31 �Personals INLAND Henry Durham, Clavin Troxclair, Ronald Dawsey and J. Nelson Dispatchers Report for Inland Waters OCTOBER 1-31,1978 •TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C Port ••REGISTERED ON BEACH All Groups Class A Class B Class C All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile ' New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 2 0 2 3 6 0 0 1 0 0 5 5 0 2 1 2 29 0 0 0 6 0 1 0 2 1 0 2 0 0 12 8 0 13 36 1 82 2 0 0 3 0 1 0 15 3 0 3 0 7 6 56 0 15 0 67 178 Port 0 0 0 1 0 0 2 2 1 0 0 0 0 3 1 0 1 1 3 15 0 0 0 3 0 0 1 0 1 0 0 0 0 6 4 0 9 35 1 60 0 0 0 3 0 1 1 10 0 0 0 0 0 3 26 0 12 0 38 91 0 0 0 7 0 6 11 9 0 0 2 0 0 15 6 0 11 0 1 68 0 0 0 6 0 3 0 9 1 0 4 0 0 11 7 0 12 7 0 60 2 0 0 6 0 3 0 28 5 0 12 0 15 13 123 0 13 0 78 298 ENGINE DEPARTMENT 0 0 0 1 0 0 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 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 Port 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 4 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 4 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 6 0 0 1 0 0 0 0 1 8 STEWARD DEPARTMENT Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans ., Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis PineyPoint ... Paducah Totals Totals All Departments. 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 0 0 0 0 3 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 1 1 4 0 0 0 0 0 3 0 1 0 0 0 0 0 1 0 0 0 0 9 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1 2 5 0 0 0 0 0 2 0 1 0 0 0 0 0 0 2 0 1 0 7 13 0 0 0 0 0 1 0 2 0 0 0 0 0 1 1 0 0 0 0 5 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 1 1 3 7 0 0 0 0 0 1 0 1 2 0 0 0 4 1 1 0 1 0 15 26 34 87 194 16 69 106 77 68 332 •"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. Mr. Silverman of Point Shipping Corp, would like you to contact him, regarding monies due you, at 545 Madison Ave. New York, N.Y. 10017. Robert Byron Byrne Your sister, Mrs. Madeline AlMalky, would like you to contact her at 24 Lome Ave., Dartmouth, N.S., Canada, B24 3E5. George R. Neumann Cathy Huang would like you to contact her at 6200 Marinette #120, Houston, Tex. 77036. Ubie Nolan Mrs. Nolan would like you to contact her at 8255 Rudder Road, Mobile, Ala. as soon as possible. James Reeves, Jr. Your sister and brother would like you to contact them at one of the following telephone numbers; (713) 9943472, (318) 754-7383 or (504) 277-2112. Doug L. Salair Irene Kessler would like you to contact her at 45 California Ave., Reno, Nev. 89509. David Stambul Robert E. Maher, of the Seamen's Bank for Savings, 30 Wall St., New York, N.Y. would like you to contact him regarding your unclaimed account. Tel: (212) 797-3244. Ernest A. Valdes Your daughter, Diana Valdes, would like you to contact her at 15201 Memorial Hwy., Apt. 101, N. Miami, Fla. 33169. Paul V. Ward Your daughter, Mildred, would like you to contact her at 304 Bynum Ridge Rd., Forest Hill, Md. 21050, Tel.: (301) 879-7838. Ale oPioiism i disease. miiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiii it can tie treated. A MESSAGE FROM YOUR UNION / CM /ri NAKCOTia ARE FOR LO^ER^ a IF CAU6FT you LOf0 YOUR PAPERS FOR 1/00/ D THINK ABOUT/rF 32 / LOG / November 1978 .12 �•tfdlft Leo, 6th SlU-Manned LNG Ship, is Crewed eafarers are set to crew a lion of a ship this month, the Leo, the sixth SlU-contracted LNG vessel completed so far. An imposing vessel worthy of her Zodiac namesake, she is 936 ft. long and shoulders five 40 ft. high yellow cargo tanks across her 143 ft. wide orange deck. But the Leo's significance goes beyond her imposing size and capabilities. When she sails from the General Dynamics Shipyard in Quincy, Mass., she will be another link in the growing chain of LNG vessels which have greatly extended America's ability to transport energy. S f The Leo is the fifth LNG vessel built by Energy Transport Corp. A sixth SlU-contracted LNG ship is the El Paso Southern, (El Paso Gas), now bringing LNG to the U.S. East Coast from Algeria. Like her four sisterships, the Leo will load LNG in Indonesia and discharge at points in Japan. Each leg of the voyage takes about five days and each ship can carry 125,000 cubic meters of LNG. Loading and discharging takes only 12 hours at each end. Right now the Energy vessels comprise the largest single LNG project in the world. The four ships now in service deliver about 200,000 cubic meters of LNG weekly to Japan. But this is only the begin­ ning. Energy is building three additional LNG vessels and when the full fleet is in operation in 1980, these ships will be carrying 7.5 million tons of LNG a year. SlU-contracted El Paso Co. is also expanding its LNG fleet with five new ships being built now and more planned for the future. In little over one year, U.S.-flag LNG carriers have carved a place for themselves in maritime energy transport. Seafarers manning the six U.S.-flag LNG vessels now sailing have helped to set the record for safe, reliable marine transport of an important new energy source. A major part of this achievement has been the preparation each Seafarer received in the LNG course at the Harry Lundeberg School, which is a requirement for every SI U crewmember working an LNG ship. The skills and safety procedures taught in this course enable Sea­ farers to meet the challenge pre­ sented by these technologic advancements of the industry. LNG ships offer an important area of job expansion for SlU members. And Seafarers hoping to take advantage of these new jobs would be wise to get their LNG training as soon as possible. 31 Dead in Panamanian Tanker Blast; 2 Runaways Crash Headon! •mi fi-'-W An empty Panamanian oil tanker deafening. Black smoke rose about 1,000 feet above the ship immediately blew up and sank in flames in Manila Bay, P.I. killing 31 persons, many after the explosion." Reported missing are 20 of the trapped inside the ship's stern, on Nov. 8 On the very next day on the other side tanker's crew of 42. Six were Chinese, 12 Indonesians and two of British nation­ of the world, a Liberian tanker and a ality of Chinese descent. Also missing Panamanian bulk carrier, both run­ are a Japanese technician who was aways, crashed headon in fog on the Mississippi River two miles from a New inspecting recent damage to the ship Orleans ferry crossing, dumping 2,000 when she arrived inPhillipine waters and gallons of crude into the water. No fire nine Filipino security guards and or injuries were reported. But the U.S. boatmen ferrying supplies to the vessel. Twenty-two other crewmembers were Coast Guard said neither vessel's pilot either fished out of the drink to be nor master had checked in with their Voluntary Vessel Traffic System (VTS) hospitalized with burns or injuries or were not aboard the tanker when she right before the collision. These incidents are two more tragic blew. Also saved was a woman visitor to and vivid indications of the hazards the vessel. The tanker's Chinese skipper, unsafe, improperly manned flag-of- Capt. Ng Wing Sum and four or five convenience ships pose to life at sea. other crewmembers were ashore at the time of the blast. In Manila, the Philippine Coast Official sources said the missing Guard said the powerful explosion, apparently caused by a spark which seamen were believed trapped six ignited chemical fumes in the 20,000 dwt fathoms deep in different cabins of the tanker and some were thought to be tanker, the ST Feoso Sun. killed six pinned down in the engine room. crewmembers outright. The body of a However, the next day frogmen with Filipino Security guard near the flagof-convenience tanker was found that cutting torches could not reach them evening. Of the 56 or 57 aboard the because the doors below were locked. "If they are all there inside, they must tanker, 13 were rescued, but five died be dead by now," commented the head later of injuries in a hospital. of the Phillipine Coast Guard. The blast ripped the Feoso Sun A high placed spokesman said that almost in two at midsection a mile from the rescuers would cut off the stern of Limay where the World War 11 Battle of the tanker to gain entry into the engine Bataan was fought, 25 miles west of room. Manila. A refining company official at the In the headon collision of the two disaster scene said "the explosion was flag-of-convenience ships near New Orleans, the spilled oil came from a gapping hole in the bow of the south bound Liberian tanker, the ST Irene l^rnos. The northbound Panamanian bulk carrier, the SS Maritime Justice carrying a cargo of Japanese steel, also sustained extensive bow damage and ran aground. The crash happened downstream from the Belle Chase Ferry Landing used by suburban New Orleans com­ muters. River traffic was stopped, but no jams ensued as containment booms were placed around the oil spill. The year-old VTS System asks ships to call their Coast Guard Center on special Frequencies at specific points and when underway giving speed, cargo, location, destination and other data. That info is fed into a computer to tell vessels on the river what ships are in their area. The system has no radar or visual detection devices. The Coast Guard said the Irene Lemos had called them while at anchor but had not told them of her departure. The VTS Center tracked the Maritime Justice through monitoring of bridgeto-bridge talk on the air and through other vessel reports. But the ship failed to use the VTS sector channel or call the Coast Guard at all, they said. Take One Giant Step Toward Building a Better Future Upgrade at HLS Jobless Drop to 5,8 Percent, But Economy Seen Slowing M The nation's jobless rate dropped from 6 percent to 5.8 percent last month. Some economists, however, see this apparent "improvement" in unemploy­ ment as misleading, rather than as a real sign that the economy is recovering. Leading economists have warned that unemployment could begin escalat­ ing again as the economy continues to show signs of slowing down. The Federal Reserve Board's recent increase in interest rates is one reason why they fear a further slowdown of the economy. As much as the 5.8 percent figure indicates an improvement, it is still far higher than the 4.6 percent figure of five years ago. The number of unemployed workers in October dropped by 324,000. One factor contributing to the decline in unemployment was the drop in female joblessness from 6 percent to 5.6 percent (the lowest rate for females since August 1974). While male joblessness, in general, remained at 4 percent, unemployment among blacks rose from 11.2 percent to 11.4 percent. Employment in the teenage population dropped from 16.6 percent to 16.3 percent. According to the Bureau of Labor Statistics, October saw a sharp increase in non-farm worker employment to 86.6 million—up by 430,000. Joblessness among full-time workers declined from 5.5 percent to 5.3 percent. Tliere is considerable concern as to what direction the economy will be heading in, especially if the Carter Administration's recently.proposed anti-inflation plan is implemented. Many of the nation's labor leaders, including AFL-CIO President George Meany, feel that the Carter plan would probably effect the unemployment rate adversely. The most recent unemployment figures, released by the Department of Labor, are looked upon by some optimistic economisits as "encourag­ ing." We'll just have to wait and see whether or not this optimism is justified. As much we would like to believe that it is, there are ominous signs that lead us to believe it's not worth betting on. These Courses Starting Soon LNG January 8 QMED January 22 FOWT January 4 January 22 Marine Electrical Maintenance Diesel Engines for QMED's January 8 Towboat Operator Scholarship January 8 Program (Applications must be received by December 17.) January 4 Able Seaman January 15 Celestial Navigation January 4, 18 IJfeboat January 8 Diesel Licensing January 4, 18 Tankerman To enroll contact HLS or your SIU Representative Sign Up Now! Upgrading Pays Off When It's Time to Pay Off November 1978 / LOG / 33 �... .ijiAteeBaa f SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hail SECRETARY-TREASURER Joe DiGicrgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich Dispatchers Report for Deep Sea OCTOBER 1-31, 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 8 114 8 26 15 10 19 98 62 39 18 35 17 78 0 1 548 1 34 4 9 3 5 5 14 7 5 4 1 0 18 6 0 116 1 11 0 1 10 0 0 4 5 5 7 12 2 8 0 1 67 Port 2 102 6 32 9 9 14 78 53 30 21 27 27 80 0 3 493 5 54 1 11 4 4 5 31 13 15 9 6 1 36 18 0 213 1 25 0 2 9 3 1 3 2 4 6 10 7 11 0 0 84 11 128 16 42 20 9 35 130 59 67 26 55 19 110 0 3 730 1 35 9 14 2 3 6 19 10 11 7 5 2 15 0 0 139 2 10 0 5 4 0 0 7 5 2 9 7 1 5 0 1 58 4 116 19 54 20 8 18 93 36 44 24 35 13 80 0 1 565 5 65 6 9 5 6 11 24 17 10 5 9 0 21 0 0 193 0 12 0 3 0 1 1 3 4 3 5 2 0 8 0 0 42 2 63 8 19 11 0 22 47 41 31 15 17 7 56 0 0 339 2 19 2 7 1 0 4 6 7 3 3 2 2 7 0 0 65 0 6 0 1 1 0 0 2 0 14 7 7 2 3 0 0 43 8 132 24 36 11 4 20 55 50 27 25 19 18 52 1 1 483 7 192 14 39 10 0 6 19 13 29 68 33 9 67 0 0 506 880 649 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 4 101 12 27 10 4 11 70 24 32 15 31 12 54 0 1 408 3 37 3 6 7 5 7 21 6 12 1 8 2 15 2 1 136 0 6 0 1 1 1 1 4 4 2 0 8 0 0 30 Port 0 86 3 19 6 3 21 45 24 36 11 23 13 54 0 0 344 1 37 1 15 7 2 2 25 10 10 7 9 4 23 14 1 183 0 10 0 0 1 1 0 1 0 2 1 1 1 3 0 0 21 STEWARD DEPARTMENT Boston New York . Philadelphia Baltimore Norfolk Tampa Mobile NewQrIeans Jacksonville San Fr^-ncisco Wilniiiigton Seattle Puerto Rico Houston Piney Point Yokohama Totals 1 45 3 6 7 0 28 30 14 10 12 7 36 0 0 214 0 14 1 4 1 0 2 8 4 0 2 1 1 4 3 0 45 0 4 0 1 -0 0 0 1 0 21 2 2 0 1 0 0 32 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 1 57 0 15 9 0 14 37 22 22 10 19 10 31 0 0 247 2 29 0 3 3 0 3 25 16 2 1 3 4 15 28 1 135 0 28 0 5 5 0 1 1 2 37 10 2 1 10 0 0 102 ENTRY DEPARTMENT — Totals All Departments 1 33 4 16 3 1 3 35 16 9 5 10 9 23 0 0 168 1338 5 100 8 24 2 8 41 38 16 13 12 11 44 46 0 374 4 100 6 16 10 2 5 6 10 27 35 16 7 41 0 0 285 0 0 0 5 39 9 26 6 2 14 45 21 25 6 7 15 26 0 1 247 671 414 1084 531 207 1881 X 6 *"Total Registered" means the number of imen 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. 34 / LOG / November 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 BUFFAI.O, 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 SANTURCE, P. R. . 1313 Fernandez, Jnncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan . P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls 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) 834-85.38 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (4L5) 54.V5855 �Still Getting A's, Scholarship Winner Looks to Politics ' Still getting A's as a sophomore at the University of Alabama is former SIU scholarship winner, Vincent Craig "Bubba" Cantrell, 19, of Whistler, Ala. who says .. One of my dreams is to go into politics after graduating from law school. I am sure that being a politician will keep me busy." Young Cantrell maintained a straight A average record for four years at Murphy High School, Mobile where he ranked third in a graduating class of 550. He was voted by the faculty as the "Most Outstanding Senior" and was a member of the National Honor Society and Quill and Scroll. He is the son of Seafarer John D. Cantrell Jr. who joined the Union in 1944 and ships out as a chief electrician from the port of Mobile. His son was one of the four scholarship winners selected from hundreds of applicants by a panel of educators in nationwide competition. Explaining his interest in keeping busy, Vince told "the Mobile Press Register late last month, "It isn't that 1 am an overachiever, but that I just can't stand to be idle." His high school principal added that he was "involved in more worthwhile extracurricular activities than any student who has attended the school in the past 10 years. They included class valedictorian, literary editor of the yearbook and high school columnist for the Press Register. He was president of the Key and Paramount Clubs and the Band Council. He is listed in "Who's Who Among High School Students." Vincent's ambition to be in politics is a view his mother, Marvell, a registered nurse shares with mixed emotions. She said: "I feel he would have great potential as an educator. But his dream has always been to be a politician.." "I guess he does have the personality for such. He will talk to anyone. And if he decides he is right about a subject, he will drive you out of your mind stating his views." Vincent C. Cantrell She pointed out that her son was a mature person and believes he will realize when he has reached his limit in the number of activities he is able to handle. "He requires very little sleep and seems to have an inexhaustable supply of energy and this is to his advantage." Cantrell says, "Learning has always come easily to me, so my extracurricular involvement helped fill up my time and fill out my total learning experience." Entering the university to major in English in the fall of 1977, he decided to get "caught up" in the whirl of activities college offers. , "I knew just going to class wouldn't be enough to keep me busy, so at the first opportunity I joined in." Old school friends there were minoring in Russian, so Cantrell thought he'd give it a try. "I had never taken a foreign language before and naturally was a little leery," he said, "but I consider taking Russian one of the best decisions of my life since I plan to study international law." From this hejoined the Russian Club, works at the Ferguson Student Union information desk and chairs the Student Government Assn. (SGA) Executive Publicity Committee and Campus Liaison Board. "I really enjoy working with the SGA, since I am politically oriented," he continued. Politics, knowledge and college activities are not Cantrell's only loves. Music and animals are, too. "I had taken piano lessons as a kid and didn't like them at all," he remem­ bered. "Then in junior high school some friends and I took band class as an experiment. I soon learned to play the trombone and fell in love with music." His mother recalled his dislike of practicing on the piano."He fell in love with playing the trombone ... so much so that he refused to wear braces on his teeth because it interfered with his playing." At Murphy High, Cantrell was named to the All-State Band for two years, played with the Mobile All-Star Jazz Band, student symphony as well as the school's honor, bicentennial and marching bands. "I learned to play a wide range of music from my participation in those bands," he remarked, "from jazz to classical to popular to Sousa." As for his second love, animals, Mrs. Cantrell says "... along with everything else his zoo was always underfoot. He loved animals, still does in fact, so there were always dogs and cats around. I'm tending a dog, a cat and a 50-gallon aquarium while he's away at school." He was always a good student, his mother said. She said, too, that any school project always had to be perfect before it left home. "... From the time he was old enough to ask questions, he did. His questioning never ceased . . ." Vincent became an avid reader very early in life. Mrs. Cantrell says she began reading to him and his sister, Nonie when they were very young. "He read the newspaper from front to back, all types of children's books and even the Reader's Digest. He didn't care much for comic books as I remember, but 1 subscribed to anything I thought would interest them . . . ". . . Anytime there were events 1 thought would be fun or educational, we went." she said. It had always been in the back of her mind that her son would receive this scholarship. When Stars Come Out at Night, ¥ Your Pay Goes Up! J Notice to Members On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring HaU, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers INLAND Monticelio Victory Committee * N-You're skilled in Celestial Navigation, if ^So enroll in the Celestial Navigation course at HLS. It'll help^ T-you learn what you need to know to earn the Ocean Operator^ ^Over 200 Miles License. And that means a better job and more^ ^money! ^ ^ ^ ^ ^Contact the Lundeberg School or your SIU Representative^ J^to enroll. Course starts January 15. At Stapleton Anchorage, S.I., N.Y. on Oct. 5, SIU Representative Darry Sanders (seat<ed center) makes out his report at a payoff on the ST Monticelio Victory (Victory Carriers). With him are a crewmember and part of the Ship's Committee of (seated i. to r.) Engine Delegate Mike Levan and Recertified Bosun Gregory Troche, ship's chairman. Standing (i. to r.) are Wiper Butch Vane, Steward Delegate Edward Williams and Chief Steward Duke Hall, secretary-reporter. ^The teachers at HLS give ev^y student all the individual help^ J^he needs to succeed. So HLS is the place to learn celestial navi-^ gation. The staff is there to help^ you get ahead. ^ ^ ^ ^ November 1978 / LOG / 35 �9 Heroic Mayaguez Crew Saves 15 Taiwan Fishermen in Heavy Seas "Fishing Boat Riding Big Winds Meets Great Waves, Loong Hsiang No. 11 Swallowed by Waves: 15 Seamen Saved From the Ocean, Yesterday Returned Alive to Kaohsiung Harbor" The above headline was translated from the Taiwan newspaper, Chinese Times of Oct. 12 three days after the containership, SS Mayaguez (SeaLand), which ironically was captured by the Cambodians on the high seas in the famous 1975 incident, plucked 15 Taiwanese fishermen out of the sea after their boat had sunk. Chief Steward Charles E. Bell of the Mayaguez sent the LOG the translated news story from the paper: "The Loong Hsiang No. 11 fishing boat near the northeast Philippine Seas, sunk by great winds and waves. 15 seamen were in the ocean. They were saved by one of Sea-Land Service, Inc. ships, the 55' Mayaguez which arrived in Kaohsiung yesterday (Oct. 11.) "A 114-ton seiner fishing boat, Loong Hsiang No. 11 sailed from Kaohsiung Harbor Oct. 6 for Samoa for two years. "On the 9th of October at Latitude 2052 N., Longitude 119-50 E. met great winds and waves and was sinking. Deck Delegate AB Melvin Fergusen; Engine Delegate Carl G. Madsen and Steward Delegate Alfred W. Flatts. In a letter of thanks to the Mayaguez from the entire crew of the Taiwanese seiner they said: "Loong Hsiang No. 11 on Oct. 9 in distress in Philippine waters. The 55 Mayaguez saved 15 crewmembers. We "The 55 Mayaguez owned by SeaLand Service Inc. was in the vicinity and saved all 15 of them. "Yesterday the ship arrived at Pier 68 container wharf. "Capt. Chien Sai Der said the crew of the55A/a^agi/ez were very courageous. Expressing his gratitude he said in the boundless ocean they expected to die but due to Capt. Stanley Malewski of the SS Mayaguez we were rescued from the elements. On board ship, we were treated very good and my crew is very grateful and thank them." In the Ship's Minutes' report to the LOG the secretary-reporter wrote: "On 10/9/78 at 14:58 enroute to Kaohsiung from Manila, the Mayaguez happened on the stricken vessel Loong Hsiang floundering in heavy seas with 15 Taiwan seamen. Capt. Stanley Malewski skillfully maneuvered the Mayaguez into position and the deckgang led by Bosun John J. Meyerchak had all 15 survivors aboard within minutes. Hot food, tea, blankets, etc., were furnished by the steward depart­ ment. A great amount of professional­ ism was shown by the entire crew." Others in the Mayaguez crew were Chief Officer Newman; 2nd Mate Dunn: Chief Electrician John Darby; will not forget your help in our distress. "This special notice to express our thanks. "The entire staff of Loon You Fishing Co. respectfully inform you." The Mayaguez left Taiwan near the end of last month for a port of call in Manila early this month! She is headed for layup the first part of February. Why is this FOWT smiling? Deposit in the SIU Blood BankIt's Your Life r I I I I EUgibility Rules For Benefits "j I Changed to 125 Days 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. Because he's working. The best bet for wipers who want to improve their job security is getting an FOWT ticket at HLS. Job opportuni­ ties for FOWT's have never been better. So. enroll now in the FOWT course at HLS. Course begins January 4, To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Gives $100 to SPAD DImtdiiirs Rtiort Iv Greit Lakes OCTOBER 1-31, 1978 •TOTAL REGISTERED TOTALSHIPPED ••REGISTEREDON BEACH All Groups Class A Class B Class C All Groups Class A Class B Class C All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqrs.) 63 22 9 64 85 5 26 7 9 2 26 8 3 0 8 6 3 0 30 65 83 Totals All Departments 147 142 40 131 121 7 •"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. 90 86 98 ENGINE DEPARTMENT Algonac (Hdqrs.) 33 16 3 40 27 STEWARD DEPARTMENT Algonac (Hdqrs.) 114 3 27 9 ENTRY DEPARTMENT Algonac (Hdqrs.) 36 / LOG / November 1978 40 100 25 0 0 Jacksonville Patrolman Red Wilson, left, thanks Seafarer J, Zimmerman, sailing deck maintenance on the SlU-manned Mohawk, for supporting the Union's political action fund with a $100 donation to SPAD. �3 Lifeboat Grads L Three more Lifeboat Course graduates at the HLS are (I. to r.) Jimmy Sabga, Michael Cramer and Charles Thomas. The Harrv Liindeht >• Tankermao's T(h)anks Now a tankerman is Jon Snyder at Piney Point graduation. r School of Seamanship a better jot) today, and job security tomorroiv." •ii-' • Cook-Baker He Is iiiiiiiifii LNGer's Ready and Able Hats Off ijiiiiiiieiiifiiiitii Rarin' to go are 13 LNG graduates (front I. to r.) J. Catania, B. Hager, C. Boles, Michael De Nardo, Charlie Perryman and James W. Badgett. In back (I. to r.) are Instructor Bill Eglington, Peter Goodzuk, Jim McCrary, A. P. Clark, J. R. Von Holden, Frank Byers, L. Shaw Jr. and W. Kosicki. An All LNG Team A high achiever is John Mortinger, a young cook and baker grau at the HLS. Lining up like a team they are, (I. to r.) LNG graduates Owen Herrins, Romeo Dizon, Clifford Hall, Bill Joyner and Stanley Krawczynski. In the back (I. to r.) are J. Bowman, W. Jefferson, C. Dockrey, O. Sessions and R. Robertson. Seafarer Rudolph Williams sports his HLSS assistant cook diploma. November 1978./ LOG / 37 �Sandra Smith Joins SlU Fleet Crescent Towing of New Orleans has added another tug to its expanding shipdocking fleet. The Sandra Smith, a rebuilt and repowered railroad tug, was recently crewed by SIU Boatmen and is now working between New Orleans and Baton Rouge, La. The boat is 102 ft. x 25 ft. and has a 12 cylinder 2,400 hp diesel engine. She was remodeled at Main Iron Works in Houma, La. where two other Crescent tugs are currently being overhauled. The three additions to the fleet are expected to create a total of almost 40 new jobs for SIU Boatmen. leiBERSMPMETIIBir SCHEDULE 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 Dec. 4 Dec. 5 Dec. 6 Dec. 7 Dec. 7 Dec. 8 Dec. 11 Dec. 12 Dec. 13 Dec. 14 Dec. 18 Dec. 22 Dec. 9 Dec. 7 Dec. 16 Dec. 12 Dec, 12 Dec. 13 Dec. 15 Dec. 14 Deep Sea Lakes, Inland Waters 2:30p.m. 2:30p.m. 2:30p.m. 9:30a.m. 2:00 p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2;30p.m. 2:30p.m. 2:30p.m. 10:30a.m. 2:30p.m. — — 2:30p.m. — 2:30p.m. — UIW All the time in the world 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. A 7:00p.m. 7:00 p.m. isn't worth a dime 1:00p.m. r.i Viva Camacho, $200 to SPAD unless you make it work for you. Make your time in the engineroom pay Take the Diesel Engineer's Course at HLS Course begins January 8 To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 Seafarer Ramon Camacho, right, says he believes in the SlU's fight oathe political front. But he did more than talk. He donated $200 to SPAD earlier this month. SIU N.Y. representative John Dwyer holds up a couple o' hundred dollar bills as proof. Brother Camacho sails as QMED. With a Diesel Engineer's License, Time Is Money 38 / LOG / November 1978 k-.. i �H SlU Crew Says Sugar Islander Is a Heal Honey i Her name is the Sugar Islander, but these days the name is a bit deceiving. Originally designed for carrying sugar, in bulk, from the Hawaiian Islands, the SlU-contracted MV Sugar Islander has actually been hauling grain since 1976. Her principal run doesn't even come close to the warm waters of the Pacific Isles. The Islander spends most of her time running between New Orleans and other Gulf ports and Israel. When the Islander made a rare appearance in New York harbor earlier this month after a 10-day layup in Newport News, the Log made a point of going over to Brooklyn's Bush Terminal to check her out. We soon learned from the crew that, despite the fact she's not hauliitg the sweetnin', she is nonetheless a real honey. Built five years ago by the Lockheed Shipbuilding and Construction Co., in Seattle, Wash., the 641-foot Sugar Islander is truly a modern shipdesigned for living as well as for getting the job done. Members of the ship's steward department sang songs of praise over the Islander as we toured the wellequipped galley. Chief steward John Samuels, 48, told us, "I've never been in a ship comparing with this one... this is Wiper Edmund Bernette shows off some of the souvenirs he picked up in the Med on his first trip on the Islander. He holds a silver-covered Bible while sitting next to a marble ash religious sculpture. the finest ship I've been on. I fell in love private, air-conditioned quarters. Or with this ship." And Samuels has been that crew members are treated to regular on plenty of other ships to compare with full-length movies on their voyages. Far the Islander. He's been sailing with the from it. The ship has other things that SIU for 24 years. It just goes to show set her apart from most other ships, such you—the ships might change, but not as an excellent library containing more the sentiments. than 1,600 volumes, and an "exercise It isn't just that the Sugar Islander is room" equipped with rowing and considered to be a good feeder—which peddling machines, and a treadmill for she is—or that crew members have those inclined to do some jogging. Members of the Islander's steward department, proud of the good food they serve from the ship's modern galley, include, I. to r., Travis Mainers, cook and baker; Chief Steward John Samuels; James Buggs, steward utility; and Utility Messman Robert Hendrix. Several crew members have found it difficult to leave the Sugar Islander, and it's no wonder. Cook and baker Travis Mainers, 57, has been on the ship for a year. She's a far cry from his first ship— a rusty old tanker he rode to Cuba in 1945. Since Mainers has been on the Islander, he and other crew members have had a chance to see the sights in Israel. Recalling one excursion to Jerusalem, he said, "We saw a lot of wrecked vehicles alongside the road... they leave them there as a war memorial and put flowers on them every year." Israel, in general, left an impression on Mainers. As he put it, "The way the Israelis built it up out of the desert is really remarkable." He also enjoyed visiting several of the holy places while in Jerusalem. From New Vprk City the Sugar Islander made her way up the Hudson River to Albany, where she took on another load of grain. From there it was out through The Narrows, and past Ambrose Light for another transAtlantic run. As all seamen know, going to sea is a seven-day-a-week occupation. So hav­ ing a ship that you feel right about working and living on is really the important thing. The crew of the Sugar Islander have got just such a ship. Adding to the already good atmosphere on the Islander. AB Patrick "Pat" Wright (MLS graduate, 1975) makes his own music when off watch. November 1978 / LOG / 39 �jTnuil # 11 r.,! Alfred J. Lord, 52, died in July in New Brunswick, Canada. Brother Lord joined the SlUin 1944 in the port of Boston sailing as a bosun. He sailed 17 years. Seafarer Lord was a veteran of the U.S. Navy in World War II. Born in Palmer, Mass., he was a resident of Westfield, Mass. Surviving are his widow, Mil­ dred; three sons, Allen of Agawam, Mass., Richard of Springfield, Mass. and Nelson of Westfield. Pensioner Clif­ ton H. Jackson, 66, died on Oct. 8. Brother Jackson joined the SIU in the port of Balti­ more in 1955 sail­ ing as a firemanwatertender and deck engineer. He sailed 31 years. Seafarer Jackson helped to organize the Cities Service fleet and walked the picketline in the Isthmian Line beef. He also attended the 1970 Piney Point Crew Conference No. 3. Born in Deltaville, Va., he was a resident there. Surviving are nis widow, Thelma; his mother, Lydia of Deltaville; three sons, Arthur of Deltaville, Gary and Clifton and four daughter*-. Cheryl, Marie, Margaret and Shirley Ann. Pensioner James A. McConathy, 51, died on Sept. 18. Brother McConathy joined the SIU in 1945 in the port of Mobile sailing as a fireman-watertender. He sailed 16 years. Seafarer McConathy was on the picketline in the 1962 Robin Line beef. He was a veteran of the U.S. Coast Guard after World War II. Born in Mobile, he was a resident of Chattanooga, Tenn. Survi­ ving are his widow, Barbara; his parents, the Rev. James H. and Mrs. Laura Bell McConathy of Chattanooga; a brother, William; a sister, Mrs. Gladys A. Lamb of Chattanooga; a stepson, Edward L. Johns and a stepdaughter, Vickie D. Johns. Albert D. Nash, 55, died on the SS Long Beach (Sea-Land)in Leghorn, Italy on Aug. 17. Brother Nash joined the SIU in the port of New York in 1959 sailing as a chief cook. He sailed 33 years. Seafarer Nash walked the picketlines in the Baltimore garment workers strike and the 1955 Longshoremen's beef. He was on the SS Samuel Tilden when she was bombed in the harbor of Bari, Italy during World War H. Born in New Haven, Conn., he was a resident of Barnesville, Pa. Cremation took place in Reading, Pa. Surviving is a sister, Mrs. Faye Gierlach of Columbia Station, Mo. William Ivan Theodore, 49 died of a heart attack in the San Pedro, Calif. Hospital on Sept. 16. Brother Theodore joined the SIU in the port of Wilmington, Calif, in 1970 sailing as a chief cook. He sailed 10 years. Seafarer Theodore was a former member of the SUP and the Teamsters Union. He upgraded to cook and baker at Piney Point in 1976. Also, he was a veteran of the post-World War II U.S. Navy. A native of Flint, Mich., he was a resident of Bakersfield, Calif. Interment was in Hillcrest Memorial Park Cemetery, Bakersfield. Surviving are his widow, Alice; two sons, John and Robert; a daughter, Patricia and a niece, Terry Waters. Pensioner Mo­ desto Velez, 68, died of heart fail­ ure on Sept. 18. Brother Velez joined the SIU in 1942 in the port of Mobile sailing as a chief cook. He sailed 46 years and on the Bull Line and the Robin Line. Seafarer Velez was on the picketline in the District Council 37 beef. Born in St. German, P.R., he was a resident of Ponce, P.R. Surviving are a son, Jose of Ponce; a daughter, C.J. Velez and three brothers, Jose, Epfanio of Ponce and Carlos of the Bronx, N.Y. Bernard J. Zawacki, 55, died on Oct. 16. Brother Zawacki joined the SIU in the port of Baltimore in 1952 sailing in the steward depart­ ment. He was a veteran of the U.S. Army in World War 11. Seafarer Zawacki was born in Baltimore and was a resident there. Surviving are three sons, Bernard, John and Joseph; his mother, Mary of Baltimore and a sister. Pensioner Car­ los Casanova Mor­ ales, 74, died in Hospital Pavia, Bayamon, P.R. on Aug. 1. Brother Morales joined the SIU in 1939 in the port of New York sailing as a bosun and deck maintenance. He sailed 45 years. Seafarer Morales was on the picketline in the 1961 N.Y. Harbor beef and the 1962 Robin Line strike. He was born in Humacao, P.R. and was a resident of Bayamon. Burial was in Puerto Rico. Surviving is a daughter, Mrs. Miriam C. Velarde of Walkersville, Md. Pensioner John H. Knighton, 73, died of heart-lung failure in the Church Home Hospital, Baltimore City, Md. on Sept. 2. Brother Knighton joined the Union in the port of Baltimore in 1956 .sailing as a watchman and firemanwatertender. He was born in Virginia and was a resident of Baltimore. Interment was in Tuscarora Cemetery, Berkeley, W. Va. Surviving is his widow, Catherine. John White, 76, passed away in St. John's Hospital, Detroit on July 22. Brother White sailed as a cook for 40 years. Interment was in Detroit. Surviv­ ing are his widow, Gertrude and a daughter of Grosse Point Farms, Mich. Rufus D. Pridgen, 59, died on Sept. 4. Brother Pridgen joined the Union in the port of Norfolk in 1977 sailing for the NBC Line from 1977 to 1978. He was a resident of Kaneohe, Hawaii. Surviving is his widow, Olive. m t LOG / November 1978 Pensioner Rob­ ert M. Douglas, Sr., 55, died of natural causes in the Staten Island USPHS Hospital on July 4. Brother Douglas joined the Union in the port of Philadelphia in 1962 sailing as a cook for McAllister Brothers from 1963 to 1978. Brother Douglas was also a relief cook for the Independent Pier Co., Philadelphia from 1962 to 1963. He also sailed deep sea with the SIU from 1946 to 1961. Boatman Douglas was born in Linwood, Pa. and was a resident of Pennsauken, N.J. Burial was in Arling­ ton Cemetery, Pennsauken. Surviving is his widow, Diane; a son, Robert Jr. and a daughter, Catherine of Newfield, Nova Scotia, Canada. Pensioner Charles F . Browne Jr., 58, died on Oct. 10. Brother Browne joined the Union in the port of Phil­ adelphia in I960 sailing as a deck­ hand, mate, captain and pilot for the Curtis Bay Towing Co. from 1951 to 1976, for Taylor and Anderson and for the U.S.Army Corps of Engineers from 1936 to 1942. He sailed 36 years. Boatman Browne was a veteran of the U.S. Navy in World War II serving as a seaman 1st class in the South Pacific Solomon Is. campaign. Born in Claymount, Del., he was a resident of Chesapeake City, Md. Surviving are his widow; Elizabeth; his mother, Kathryn of Selbyville, Del.; eight sons, Charles III, James, David, Lawrence, John, Kevin, Donald and Ronald and three daughters, Virginia, Barbara and Elizabeth. Pensioner Thomas K. Hol­ land, 70, passed away on Oct. 15. Brother Holland joined the Union in the port of New York in 1960 sail­ ing as a deckhand for the Penn Central Railroad at the Greenville Piers from 1929 to 1973. He was also a member of the Masters, Mates and Pilots Union. Boatman Holland was a veteran of the U.S. Navy in World War 11. A native of Rahway, N.J., he was a resident there. Surviving is his widow, Alice. Pensioner John J. Miller, 78, died of natural causes in the Community Hospital of Brooklyn, N.Y. on Sept. 3. Brother Miller joined the Union in the port of New York in I960 sailing as a deckhand on Tug 18 for the N.Y. Central Railroad from 1943 to 1965. He sailed 48 years. Boatman Miller was born in New York City and was a resident of Brooklyn. Burial was in Long Island National Cemetery^ Suf­ folk County, N.Y. Surviving is his widow, Eleanor. Willard F. Robins Jr., 48, died on June 3. Brother Robins joined the Union in the port of Norfolk in 1975 sailing as a 2nd mate for the Assn. of Maryland Pilots from 1972 to 1978. He was a veteran of the post-World War II U.S. Navy. Boatman Robins was born in Newport News, Va. and was a resident there. Surviving are his widow, Dorothy and a daughter, Cynthia. Pensioner Ivan Constantine Buckley, 64, died of natural causes in the Staten Is. (N.Y.) USPHS Hospital on Sept. 16. Brother Buckley joined the SIU in the port of New York in 1952 sailing as a chief steward. He sailed 38 years and on Sea-Land S-L 7 ships. Seafarer Buckley upgraded at Piney Point in 1973. He hit the bricks in the Isthmian Line beef in 1961. Born in Jamaica, B.W.I., he was a naturalized U.S. citi­ zen and was a resident of Brooklyn, N.Y. Interment was in Greenwood Cemetery, Brooklyn. Surviving is a daughter, Mrs. Winnifred M. Baugh of Willowdale, Toronto, Canada. William J. Burke, Jr., 31, died on Sept. 10 in Athens, Greece. Brother Burke joined the SIU after graduating from the HLS in the port of New Orleans in 1968 sailing as a wiper then. He upgraded to fireman-watertender in 1969. Seafarer Burke was a veteran of the U.S. Marine Corps during the Viet­ nam War. A native of Chicago, 111., he was a resident there. Surviving are his mother, Rebecca of Chicago, and his father, John, of Mobile. Pensioner John Cabral, 56, was dead on arrival of heart-lung failure at the Rhode Is­ land Hospital, Providence on Sept. 9. Brother Cabral joined the SIU in 1943 in the port of New York sailing as a bosun. He sailed 37 years. Seafarer Cabral also sailed on the Bull Line and walked the picketlines in the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. Born in Bristol, R.L, he was a resident there. Burial was in St. Mary's Cemetery, Bristol. Surviving are his widow, Jo Anne; his parents, Mr. and Mrs. Joseph and Mary Cabral of Providence; four sons, John, James, Edward and Joseph and five daughters, Joanne, Hope, Mary, Amy and Suzanne. Pensioner Ed­ ward K. Dooley, 54, died on Sept. 21. Brother Dooley joined the SIU in the port of Norfolk in 1955 sailing as a bosun and 2nd engineer. He sailed for 25 years and during the Vietnam War. Seafarer Dooley was on the picketline in the 1962 Robin Line' strike and the Philadelphia and Chicago beefs. He was a veteran of the U.S. Marine Corps in World War H. Born in Hartford, Conn., he was a resident of Miami, Fla. Surviving is a sister, Mrs. Kathleen Compton of Miami. Pensioner George Black, 80, suc­ cumbed to cancer in the Galveston County Memorial Hospital on June 24. Brother Black joined the Union in the port of Houston in 1957 sailing as an oiler and engineer for the G & H Towing Co. from 1947 to 1963. He was also a boilermaker for the Todd Drydock Co. from 1939 to 1946. Boatman Black was a union member since 1940. Born in Atmore, Ala., he was a resident of La Marque, Tex. Burial was in the Forest Park East Cemetery, League, Tex. Surviving are his widow, Mary and his daughter, Mary. �Pensioner Ern­ est J, Crane, 65, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on Aug. 7. Brother Crane joined the Union in the port of New York in 1963 sailing as a tug deckhand for the Erie-Lacka­ wanna Railroad from 1941 to 1971. Boatman Crane was born in Jersey City, N.J. and was a resident there. Burial was in Hillside Cemetery, East Rutherford, N.J. Surviving are his widow, Marie; a son, Ernest and two daughters, Mrs. Judith Gangemi of Jersey City and Nancy. Charles F. Ed­ wards, 47, drown­ ed at sea off a tug on Aug. 29. Broth­ er Edwards joined the Union in the port of Baltimore in 1970 sailing as an AB and tankerman for the Marine Towing Co., Philadelphia from 1975 to 1978, Bayside Towing in 1974, and Steuart Transportation Co., Piney Point, Md. from 1969 to 1974. He was also a welder. Boatman Edwards was a veteran of the U.S. Air Force during the Korean War. Born in Madison, Va., he was a resident of Daisytown. Pa. Surviving are his widow, Anna Marie of Unionville. Va. and two sons, Charles and Robert. i I? Phylander W. Jones, 50, died of lung cancer in the Galveston USPHS Hospi­ tal on June 15. Brother Jones joined the Union in the port of Port Arthur in 1972 sailing as a tankerman-machinist and deckhand for the Sabine Towing and Transportation Co. from 1974 to 1978, Slade Towing from 1973 to 1974, National Marine Service and Dixie Carriers. He was a veteran of the U.S. Army during the Korean War. Boatman Jones was born in Middletown, Ohio and was a resident of Groves, Tex. Burial was in Jefferson Barracks, Mo. National Cemetery. Surviving is a sister, Mrs. Shirley M. Palmer of St. Louis. Pensioner Thomas F. Langan, 72, passed away on Aug. 15. Brother Langan joined the Union in the port of New York in 1960 sailing as a deckhand for the New York, New Haven, Hart­ ford-Central Railroad from 1941 to 1970. He was a former member of the Masters, Mates and Pilots of America Union from 1948 to 1960. Boatman Langan was born in New York City and was a resident of Fair Lawn, N.J. Surviving is a sister, Mrs. Ann P. Casper of the Bronx, N.Y. f Warren D. Thomas Sr., 50, died of heart failure at home in Baltimore on June 6. Brother Thomas joined the Union in the port of Baltimore in 1956 sailing as a deckhand, mate, pilot and captain on the tug H. H. Charles from 1973 to 1976 and for the Charles H. Harper Towing Co. from 1952 to 1978. He was also a longshoreman. Boatman Thomas was born in Baltimore. Inter­ ment was in Cedar Hill Cemetery, Baltimore. Surviving are his widow, Thelma; a son. Warren and a daughter, Marcell. Pensioner William J. Vaught Sr., 64, died on Aug 26. Brother Vaught joined the Union in the port of Norfolk in 1962 sailing as a deckhand for the Cape Fear Towing Co. from 1953 to 1973. He was born in Charlotte, ,N.C. and was a resident of Wilmington, N.C. Surviving are his widow, Beulab and a.son, William of Wilmington. Pensioner Wilbur L. Everett, 68, B on Sept. 23. Brother Everett joined the SlU in the port of Seattle in 1956 sailing as a chief steward. He sailed 28 years. Seafarer Everett was born in Idaho and was a resident of Seattle. Surviving is a daughter, Mrs. Betty Lee Shenberger of Beavcrton, Ore. r __ Gorman B. Marshall, 60, died on Sept. 1. Broth­ er Marshall joined the Union in the port of Baltimore in 1963 sailing as a barge captain and tankerman for the Harbor Towing Co. from 1961 to 1978. He was a veteran of the U.S. Navy in World War 11. Boatman Marshall was born on Smith Is., Taylertown. Md. and was a resident of Marion Station, Md. Surviving are his widow, Catherine; a son, Raymond and three daughters, Catherine, Jane and Edna. Pensioner Edmund F. Glowc/ak, 73, succumbed to acute bronchopneumonia in the Millard Filmore Hospital. Buf­ falo, N.Y. on July 31. Brother Glowczak joined the Union in the port of Detroit in 1960 sailing in the steward depart­ ment for the Pioneer Steamship Co. He was born in Buffalo and was a resident there. Burial was in the Mt. Calvary Cemetery, Cheektowaga, N.Y. Surviv­ ing are his widow, Annette and a son, Edmund, also of Buffalo. Rodney J. Dellenbach, 25, was dead on arrival at the Alpena (Mich.) General Hospital on July 7 from head injuries sustained in a motorcycle accident at Presque Is, County, Mich. Brother Dellenbach joined the Union in the port of Detroit in 1972 sailing as an AB for the Reiss Steamship Co. in 1970 and for the American Steamship Co. He was born in Michigan and was a resident of Swartz Creek, Mich. Interment was in Entrician Cemetery, Montcalm County, Mich. Surviving are his parents, Mr. and Mrs. Gerald and Coleen Dellen­ bach of Swartz Creek. Arthur A Wigley Jr., 48, died on the way to the St. Mary's Hospital, Port Arthur on June 18. Brother Wigley joined the Union in the port of Port Arthur in 1975 sailing as a lead deckhand, captain and engineer for Moran Towing of Texas in 1975, and on the tug Defender (Caribe Towing) from 1976 to 1977 and for the Sabine Towing and Transportation Co. from 1977 to 1978. He was a veteran of the U.S. Armed Services during the Korean War. Boatman Wigley was born in Texas and was a resident of Sabine Pass, Tex. Burial was in Greenlawn Memorial Park Cemetery, Port Arthur. Surviving are his widow, Florence and his parents, Mr. and Mrs. Arthur B. and Lois W. Wigley of Sabine Pass. Pensioner Francis J. Murray, 68, died of a heart attack in the Parma (Ohio) General Hospital on June 21. Brother Murray joined the Union in the port of Cleveland in 1961 sailing as a tug deckhand and lineman for the Great Lakes Towing Co. from 1940 to 1976. He was also a pipefitter from 1949 to 1961. Boatman Murray was born in Cleveland and was a resident of Parma. Burial was in Holy Cross Cemetery, Cleveland. Surviving are two daughters, Mrs. Kathleen Lucia of Kirtland, Ohio and Mrs. Patricia J. DiSantis of Parma Heights, Ohio. , William T. "Bill" Ray, 50, died on July 5. Brother Ray join­ ed the SlU in 1956 in the port of New York sailing as a chief cook during the Vietnam War. He was also a member of the SUP in 1947 in the port of San Francisco and knew the late SUP President Harry Lundeberg. Seafarer Ray was a veteran of the post-World War II U.S. Army. Born in Gadsen, Ala., he was a resident of Haywood, Calif. Surviving is his father, Francis of San Francisco. Pensioner An­ tonio Treyes, 76, passed away in Philadelphia on Aug. 15. Brother Treyes joined the Union in the port of Philadelphia in 1960 sailing as a cook for the Taylor and Anderson Tow­ ing and Lighterage Co. from 1958 to 1967. He was born in Negros, P.l. and was a resident of Philadelphia. Inter­ ment was in Northwood Cemetery, F^hiladelphia. Surviving arc his widow, Lillian and a son, Donald. Gary E. Nich­ ols, 22. died on Sept. 4 from in­ juries sustained in a car crash on Sept. 2. Brother Nichols joined the Union in 1978 fol­ lowing his gradua­ tion from the Lundeberg School. He sailed as a deckhand for National Ma­ rine Service this year. Boatman Nichols was a veteran of the U.S. Navy. Born in Denison, Tex., he was a resident of Deer Park, Tex. Surviving is his mother, Mary Ann of Deer Park. Robert S. Chitty Jr., 50, was lost off a tug and drowned near Fisherman Island, Virginia Beach on July 14. Chit­ ty joined the Union in the port of Nor­ folk in 1972 sailing as an assistant engi­ neer on the tug Sugar Daddy (Allied Towing). He was a veteran of the U.S. Army in World War 11. Boatman Chitty was born in Norfolk and was a resident there. Burial was in Forest Lawn Ceme­ tery, Norfolk. Surviving are his father, Robert of West Columbia, S.C. and a brother, Edward. Leon E. Furman, 64, died in September 1977. Brother Furman joined the Union in 1947 in the port of Buffalo, N.Y. sailing as an AB and in the steward department for the Erie Sand Co. and the American Steamship Co. Laker Furman was a veteran of the U.S. Air Force in World War 11. He was born in New York and was a resident of Selma, N.C. Surviving is his widow, Thora. Pensioner Martin L. G. Gibas, 67, died of a heart attack in the Baltimore USPHS Hospital on July 13. Brother Gibas joined the Union in the port of Duluth in 1958 sailing as an oiler on the SS George Steinhrenner (American Steamship) from 1970 to 1974. He was born in Ohio and was a resident of Cleveland. Burial was in Riverside Cemetery, Cleveland. Surviving is a brother, Andrew of Cleveland. Donald F. St. (ieorgc Jr., 54, died of a heart attack in the North Carolina Memorial Hospital. Chapel Hill, N.C. on June 6. Brother St. Georgcjoined the Union in the port of Norfolk in 1970 sailing as a pilot on the Cape Fear River, for Stone Towing Lines in 1970 and for the Cape Fear fowing Co. from 1973 to 1978. He was a veteran of the U .S. Coast Guard in World War 11. Boatman St. George was born in Southport, N.C. and was a lesiJeut (iieie. Burial was in Northwood Cemetery, Southport. Surviving are his widow, Catherine; a daughter, Julie and a grandson, John F. St. George. Pensioner James W. Miles, 63, died of a heart attack in Riverside Hospital, Newport News, Va. on Sept. 9. Brother Miles joined the Union in the port of Norfolk in 1959 sailing as a captain for the Virginia Pilots Assn. He was born in Norfolk and was a resident of Newport News. Burial was in Dowings Cemetery, Oak Hall, Va. Surviving is his widow, Annie l^urie. ^ARITIV^^- Seventy-one cents of every dollar spent in shipping on .\mencan-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. November 1978 / LOG / 41 �Boatman Ratify New Pact With Moran of Texas SIU Boatmen with Moran of Texas have ratified a new three year contract. It marks another step forward in the recent landmark collective bargaining gains achieved by the SIU for its inland membership. The new agreement, effective October 17, covers close to 50 SIU Boatmen with the Port Arthur-based shipdocking operation. It includes substantial wage gains, increased overtime provisions and improved working conditions. The new pension, welfare and vaca­ tion benefits follow the pattern of major gains set earlier this year by Boatmen on the East Coast and in the Gulf. These include: • A $100 jump in the monthly pension benefit. • A new program of Major Medical coverage for Boatmen's dependents. This greatly extends coverage already FLAG provided by the basic provisions of the Seafarers Welfare Plan. • Increases in hospital extras, emer­ gency treatment and student coverage for dependents, along with a raise in the optical benefits for both Boatmen and their dependents. • A tremendous increase in death benefits, reaching up to $20,000 for beneficiaries of active Boatmen. This is a jump from the previous maximum of $5,000. • Bigger and better vacation benefits through establishment of the SIU Industry-Wide Inland Vacation Plan. The benefits are based on the amount of days worked and can be collected after every 15 days of employment. Deposit in the SIU Blood BankIt's Your Life Retires from 25-Year Career Seventy-one cents of every dollar .spent in shipping on American-flag vessels - remains in this country, making a vers' substantial contribution to the national balance of payments and to the nation's economs. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. ... 1^. Brotherhood m ..for SIU members with an alcohol 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. I 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 I had to be hospitalized. I decided that something had to change and I thought about our Center. 1 called Ed Morris (SIU rep in San Francisco) and he 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 I knew all about alcohol and how it affects the body, but I really did not know anything," he commented. "If I could go back in time, I know that I would go to the Center for help. I 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 am interested in attending a six-v/eek 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 Tlie Center. for bis skip to eoote to* Book No. Address (Street or RED) (City) (State) Telephone No. . Mail to: THE CENTER Star Rente Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 A (kMiP who Aoesa't know kow to work 00 dieset eogioes eootd bo woitiog o hog t/oie... I Alcoholic Rehabilitotion Center Name Brother Joe LaBlanc, left, a 25-year veteran of Great Lakes seafaring, picked up his first pension check recently at the SIU hall in Algonac, Mich. Giving Brother LaBlanc his check is dispatcher Tom Bluitt. Joe's last ship was the M/V Niagara, operated by the Erie Sand Steamship Co. (Zip) I I I I I So /earn diesel s/di/s—you'd be ready to wotie aboard any of the new tankers, ore carriers and containers/tips. Take tke Oiesei iafiaes Course at HIS, It's just for QMfP's and it wiii mean better Job opportunities and job security for you. Course Starts January 8 To enroii, see yourSiU Representative or contact HiS 42 / LOG / November 1978 P �Walter L. House, 64, joined the Union in the port of New Orleans in 1957 sailing as a chief engineer for the Gulf Canal Lines from 1954 to 1978 on the MjV Dixieland in 1972 and the David C. Bentleff in 1962. Brother House also sailed for the Hyer Towing Co. from 1942 to 1954. He was born in Louisbourg, N.C. and is a resident of Caden, Ala. Roy G. Howell, 59, joined the Union in the port of Norfolk in 1961 sailing as a mate for McAllister Brothers from 1952 to 1978 and on their tug Joan McAllister. Brother Howell is a veteran of the U.S. Army in World War II. He was born in Georgia and is a resident of Virginia Beach, Va. Robert N. Morse Jr., 66, joined the Union in the port of Baltimore in 1960 sailing as a captain on the NBC Line's boats Maryland and Carolina. Brother Morse also sailed for the Allied Towing Co. and the Davis Transportation Co. from 1959 to 1960. He was born in Currituck County, N.C. and is a resident of Swanquarter, N.C. Edward J. Leathem Jr., 47, joined the Union in the port of New Orleans in 1956 sailing as a deckhand, tankerman and cook for Dixie Carriers. Brother Leathem is a veteran of the U.S. Air Forces during the Korean War. He was bornin.New Orleans and is a resident of Avondale, La. Recertified Bosun Ernest P. Mladonich, 52, joined the SIU in 1947 in the port of Mobile sailing for Delta Line, Waterman Steamship Co. and the Isthmian Line. Brother Mladonich graduated from the Union's Recertified Bosuns Program in February 1975. He was a member of the SIU Fishermen's District in 1947. Seafarer Mladonich is a veteran of the U.S. Navy in World War H. Born in Biloxi, Miss., he is a resident there. Alesander Villem Tuum, 65, joined the SIU in 1946 in the port of Baltimore sailing as a bosun. Brother Tuum sailed 43 years. He is a veteran of the U.S. Armed Services. Seafarer Tuum was born in Estonia, U.S.S.R. He is a naturalized U.S. citizen and a resident of Milbourne, Upper Darby, Pa. George M. Dacken, 72, joined the SIU in 1946 in the port of New York sailing as a chief steward. Brother Dacken last worked for the Puerto Rico Merchant Marine Shoregang from 1973 to 1978. He sailed 34 years and worked as a shipyard machinist. Seafarer Dacken was elected a delegate to the Union's 12th Biennial Convention in Washington, D.C. in 1965. He was also on the picketline in the 1962 Robin Line strike. Born in Dama.scus, Syria, he is a naturalized U.S. citizen and a resident of Brooklyn, N.V. Edward J. Misakian, 51, joined the SIU in the port of San Francisco in 1952 sailing as a bosun. Brother Misakian was born in the Bronx, N.V. and is a resident of Chesapeake, Md. Marion Mllburn Martin, 53, joined the SIU in 1948 in the port of New York sailing as an AB. Brother Martin sailed 35 years and on the Delta Line. He is a veteran of the U.S. Army in V/orld War II. Seafarer Martin was born in Virginia and is a resident of Slidell, La. Charles A. Centala, 65, joined the Union in the port of Detroit in 1960 sailing as a stokeman and as a fireman-watertender. Brother Cen­ tala sailed 22 years and was a commercial fisherman. He was born in Rogers City, Mich, and is a resident there. John W. Doyle, 63, joined the Union in the port of Chicago in 1965 sailing as a deckhand and lineman from 1965 to 1978. Brother Doyle was also a commercial fisherman and a former member of the NMU. He is a veteran of the U.S. Navy in World War 11. Laker Doyle was born in Grand Marais, Mich, and is a resident of Zion, 111. Edward H. Going, 63 joined the SIU in 1938 in the port of Baltimore sailing as a fireman-watertender and electrician. Brother Going sailed 41 years. He hit the bricks in the 1961 N.Y. Harbor strike, 1962 Robin Line beef and the 1965 District Council 37 strike. Seafarer Going is also a stcamfitter. Born in New Hampshire, he is a resident of Brooklyn, N.Y. Terence Allan McNee, 58, joined the SIU in 1948 in the port of Baltimore sailing as QMED, 2nd electrician and bosun. Brother McNee sailed 37 years. He was the Baltimore delegate to the Union Pension Committee in 1969 and 1970. Seafarer McNee was born in England and is a resident of Balt­ imore. Randall E. Lawson, 65, joined the SIU in the port of New Orleans in 1961 sailing as a chief electrician. Brother Lawson sailed for 19 years for Delta Line and the Isthmian Line. He is a veteran of the U.S. Navy in World War 11. Seafarer Lawson was born in San Francisco and is a resident of New Orleans. Robbie Dell Hayeslip, 72, joined the Union in the port of New Orleans in 1969 sailing as a cook for the Orgulf Transportation Co. from 1967 to 1978. Sister Hayeslip also sailed with the Wisconsin Barge Line in 1967 and for the Brooks Liquid Co. from 1965 to 1966. Born in Fitzhugh, Miss., she is a resident of Memphis, Tenn. Wilson McAvoy, 60, joined the SIU in the port of New York in 1955 sailing as a chief cook. Brother McAvoy sailed 30 years. He hit the bricks in the 1962 Robin Line beef and was a 1960 Union Personal Safety Award winner for sailing aboard an accident-free ship the 55" Antinous. Seafarer McAvoy is a veteran of the U.S. Army in World War II. Born in Ireland, he is a resident of Westbury, L.I., N.Y. Eaden E. King, 65, joined the SIU in 1946 in the port of New Orleans sailing as an AB. Brother King sailed 37 years. He was born in St. Vincent, B. W.I. and is a resident of Chalmette, La. John Unitus, 66, joined the Union in the port of Frankfort, Mich, in 1953 sailing as an A B and watchman for the Huron Cement Co. He alsd worked for the Ann Arbor Railroad Car Ferries from 1959 to 1964. Brother Unitus sailed 32 years. He is a veteran of the U.S. Army in World War 11. Born in Canada, he is a naturalized U.S. citizen. Laker Unitus is a resident of Benzonia, Mich. Curtis P. Primeaux, 49, joined the SIU in the port of New York in 1953 sailing as an AB. Brother Primeaux is a veteran of the post-World War H U.S. Navy. He was born in Abbeville-Leroy, Venm Parish, La. and is a resident of Kaplan, La. John J. Winn, 65, joined the SI U in the port of New York in 1950 sailing as a bosun. Brother Winn sailed 31 years. He was also a ship construc­ tion planner and estimator. Seafarer . Winn was born in New Jersey and is a \ resident of West New York, N.J. Stanley C. Fauntleroy, 57, joined the SIU in the port of New York in 1955 sailing as a cook. Brother Fauntleroy sailed for 31 years. He was born in Baltimore and is a resident there. Harold O. Keith, 62, joined the SIU in the port of Mobile in 1955 sailing as a chief pumpman and fireman-watertender. He sailed for 27 years. Brother Keith is a veteran of the U.S. Navy in World War 11. Seafarer Keith was born in Mobile , and is a resident of Eight Mile, .Ala. Calling It a Day William F. Buckley, 58, joined the Union in the port of Detroit in 1959 sailing as a conveyorman for 28 years. Brother Buckley was born in i Emmett, Mich, and is a resident of West Palm Beach, Fla. James V. McClantoc, 56, joined the SIU in the port of Mobile in 1951 sailing as an AB for Falcon Carriers and Cities Service. Brother Mc­ Clantoc sailed 32 years. He is a veteran of the U.S. Navy in World War H. Seafarer McClantoc was born in Magnolia Springs, Ala. and is a resident of Foley, Ala. Paul J. Capo, 55, joined the SIU in 1947 in the port of New Orleans sailing as an assistant steward for the Delta Line. Brother Capo is a veteran of the U.S. Army in World War 11. He was born in New Orleans and is a resident of Metairie, La. Veteran Seafarer Jack Wynn picked up his first pension cfieck at tfie New York membership meeting earlier this month. Brother Wynn is shown here giving a few words of farewell to the New York membership. November 1978 / LOG / 43 �2,500th Check Sgnals Swiff Growth for Inland Vacation Plan When Gary Lavender graduated from the Harry Lundeberg School in 1976, the SIU had just taken the first step in establishing an Industry-Wide Vacation Plan for SIU Boatmen. But now, only two years later. Boatman Lavender who received his vacation check this month, said "there's no doubt that the Industry Wide Plan is living up to its name," SIU Boatman Gary Lavender, left, gets his Vacation check from Baltimore Agent George Costango. It was the 2,500th check issued to SIU Boatmen since establishment of the SIU Industry Wide Inland Vacation Plan in 1976. Carter Signs Bill Boosting Great Lakes Shipbuilding President Carter threw a lifeline to the declining U.S. Great Lakes fleet when he signed H.R. II658, known as the Great Lakes Vessel Financing Bill, last month. By amending the 1936 Merchant Marine Act's Title XI funding program, the bill makes Great Lakes and inland vessel operators eligible for construc­ tion rebates and mortgage guarantees on the same basis as deep sea operators. Rep. John Murphy (D-N.Y.), chair­ man of the House Merchant Marine and Fisheries Committee and a sponsor of the measure. Joined labor and industry spokesmen in hailing the President's action on the bill. "1 commend the President for his timely signature putting this program into immediate action," Murphy said. Under Title XI, the government issues loans and mortgage guarantees for up to 87'/^ percent of construction costs on a new vessel, if the ship has a sustained speed of 14 knots. That speed specification kept most Great Lakes ship operators from receiving the maximum subsidies. Lakers have neither the opportunity nor the power to travel that fast. Reducing the Title XI speed require­ ment from 14 to 10 knots is a realistic move, reflecting the actual speeds at which Lakers travel. The 14 knot specification, based on World War II convoy speeds, bore no relationship, said Lakes Carriers Association Presi­ dent Paul E. Trimble, "to wartime or peacetime Great Lakes operations." Narrow channels and rivers on the Great Lakes waterways are one reason why high speeds are impractical for Lakes vessels. But studies have found that maintaining speeds as high as 14 knots on the Lakes also causes wasteful, inefficient use of fuel. Rep. Murphy pointed out that "a Great Lakes vessel moving at the economical speed of 12.8 knots can transport one long ton of cargo 607 rhiles for every gallon of fuel burned. At the 14 knot requirement," Murphy continued, "it would transport the same ton only 503 miles." The Great Lakes funding measure is expected to give a boost to the troubled U.S. shipbuilding industry, spurring as much as $35 million in new vessel construction, according to some estimates. Raising the ceiling on subsidies for Great Lakes operators will also allow the U.S. flag Lakes fleet to compete more effectively with Canadian and Russian carriers that now dominate the Lakes trade. "Because third flag countries rou­ tinely subsidize their fleets, it's been tough for Great Lakes operators to compete without government aid," commented Algonac Port Agent Jack Bluitt. "The Lakes financing bill is a step towards evening out the imbalance," Bluitt added, "and the President acted in the interest of U.S. maritime when he signed it." 44 / LOG / November 1978 «<fiaM,t89Sac-«.;'nae«usR»^-vw» Lavender's check is the 2,500th issued since the Plaa started. In two short years, it has been extended to an increasing number of contracted com­ panies and a significant portion of the SIU's inland membership. Vacation checks like this one are reaching more and more Boatmen, bringing first-time vacation benefits to some and greatly improved benefits to others. As Lavender said when he received his check in the Baltimore Hall this month, "it's a better deal all around." This is what the Plan has achieved for SIU Boatmen so far. Lavender was fortunate enough to start working for a company which already had the SIU Plan in effect. In fact, Steuart Transport of Piney Point, Md., where he now works as assistant engineer, was the first company to accept the Plan. Before that time, many Boatmen, like those from some companies on the Rivers and the Gulf, had no vacation benefit at all. Those who did receive some form of company benefit, usually had to take a lot of drawbacks along with it. For example, they generally had to work at least a year to be eligible for the benefit and could collect only once a year after that. If they left the company, they lost the benefit and had to start from scratch building up eligibility at another company. The SIU Plan has turned these drawbacks into major advances. First of all, the money is there when you need it. Instead of waiting a year. Boatmen covered by the Plan can collect their benefits after every 125 days of employ­ ment. This means a lot to Lavender right now since he plans to use his check to pay for Christmas presents. The Plan also offers built in benefit protection through its industry-wide feature. If a Boatman leaves one SIUcontracted company and goes to work for another that has the Plan, he is still assured of its benefits. The growing number of SIU-contracted inland companies that have the Plan is extending that important protection. But the advantages of early collection i' and industry-wide protection are only part of the better deal, which really boils down to more money all around. This is possible because of the way the Plan is set up. It is based on a trust fund and the companies pay a certain amount into it for each day that each Boatman works. The amount of the vacation benefit is determined by the Boatman's rating and increases each year that the plan is in effect under the contract. In other words, the more you work, the more vacation benefits you get. And that's not all. Boatmen who were eligible for a company benefit before the Plan started, get even more money. They get both benefits in order to make sure that no one loses any benefits previously in effect. The company benefit stays the same, but the trust fund benefit grows in each year of the Plan. The Plan has proved itself 2500 times over providing bigger and better benefits like these. But it won't stop there. The SIU's goal is to make the Industry Wide Inland Vacation Plan truly worthy of its name by extending its benefits to the entire inland mem­ bership. Motke to MemboK OH Sh^pHHi Protethre The Transportation Instityte's Towboat Operator Schol­ arship Program provides you with everything you neetl to earn your license—a special tuition-free program at HLS, room, board and books free, and a weekly stipend to help cover your expenses while you're away from home. APPLY TODAY SEE YOUR SIU REPRESENTATIVE ppiicotions must be receive* by December 17. When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who po.ssess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department" �Robert Johnstone Glen Hutton Joe Hancock Seafarer Robert John­ stone, 24, grad­ uated from the HLS Entry Pro­ gram in 1977. He sails as an A B. Brother : Johnstone has y firefighting, life­ boat and cardio-pulmonary tickets. A native of Ft. Lauderdale, Fla., he lives and ships out of the port of Seattle. Seafarer Glen Hutton, 21, graduated from Piney Point in 1976. He upgraded to firemanwatertender there in 1977. Brother Hutton has his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. Born in New York City, he is a resident of the Philippines and ships out of the port of New York. Seafar e r Joe Hancock, 23, graduated from the Harry Lundeberg School in 1974. Brother HanI cock upgraded to 3rd cook there the same year. He holds firefighting. lifeboat and cardio-pulmonary resuscitation tickets. Born in Minneapolis. Minn., he lives in Seattle and ships out of that port. Josefino Casugay Rick Gautier Seafarer Jose­ fino Casugay, 32, graduated from the Harry Lundeberg School in 1968. He upgraded to AB in 1977 at Piney Point. Md. Brother Casugay has his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. A native of the Phillipine Islands, he lives and .ships out of the port of San Francisco. Sea far e r Rick Gautier, 22, graduated from the HLS in 1975. Brother Gautier up­ graded to FOWT there in 1978. He has his \ firefighting. life­ boat and cardio-pulmonary resusci­ tation tickets. A native of Sacra­ mento, Calif, he resides there and ships out of the port of San Francisco. John Williamson Mark Freeman Seafarer Mark Freeman, 27, graduated from the H L S S Trainee Pro­ gram in 1976. He upgraded there to fire­ man-watertender in 1977. Brother Freeman holds firefighting, lifeboat and cardio-pulmonary resuscitation tickets. He spent fourand-a-halfyears in the U.S. Navy at­ tending submarine school and serving as a 2nd class machinist mate aboard the Pensacola. Born in Tucson, Ariz., he resides in Panama City, Fla. and ships out of the Gulf and East Coast. Seafarer John William­ son, 24, joined the SlU in 1971 when he gradu­ ated from the Piney Point En­ try Trainee Pro­ gram. Brother Williamson upgraded to A B there in 1977. He holds his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. Born in Boston, Mass.. he lives there and ships out of that port and the port of New York. KNOW YOUR RIGHTS Deposit in the SIU Blood Bank— J;- It's Your Life KNOW YOUR RIGHTS CONSrnUTIONAL 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 heaifqiiarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and .separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge oi these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board hy Certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to arc available to you aCtill times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard, your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS EQUAL RICiil LS. All memliers 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 uhich the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against liecaiise of race, ciced, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights tt) uhich lie is entitled, he should notify Union headquarters. patrolman or other Union ollicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has t.riiditionally refrained from publishing any article serving the political purpo.ses 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 reaflirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any oflicial capacity in the SIU unle.ss an official Union receipt is given for same. Under no cireumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official, receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POIJI K AL AC IlVIi Y DONAIION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are useil 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. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or tbat 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. November 1978 / LOG / 45 �570 Have Donated $100 or More To SPAD Since Beg'inning of 1978 f / < The following SIU members and other concerned individuals, 570 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Twenty-one 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 of the previous month. ^ ^ -- Adams, E. Adams, P. Adams, P. Adams, \V. Adamson, R. Adcock, J. Agugussa, A. Aguiar, J. Air, R. Alcarin, G. Aldgin, A. Alexikis, A. Algina, J. Ali, D. Allen, E. Allen, J. 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. Aumiller, R. Avery, R. Babkowski, T. Balaga, C. Barnes, D. Barry, J. Batchelor, A. Bartlett, J. Bauer, C. Baum, N. Beeching, M, Beeman, D. Bellinger, W. Benedict, J. Berglond, B. Bjornsson, A. Blackwell, J. Bluitt, J. Bluitt, T. Bobaiek, 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, I. Brown, 1. Bruce, C. Bryant, B. Bryant, N. Bucci, P. Bullock, R. Buffinton, O. Burgo, C. Butch, R. Butler, H. Butts, B. Byrd, J. Cafefato, W. Caffey, J. Cahill, C. Cahill, J. Cain, R. Calogeros, D. Campbell, A. Carey, W. Carr, J. Carter, R. Castel, B. Caswell, J. Carroll, J. Cavalcanti, R. Cherup, N. Chilinski, T. Cinquemano, A. Cirignano, L. Clark, J. Cline, L. Cofone, W. Colier III, J. Colon, E. Comstock, P. Cotikliii, K. Connolly, W. Conolly, R. Cook, H. Cooper, J. Corder, J. Cortez, J. Costa, F. Costango, F. Costango, G. Costango, J. Costello, A. Cousir?, W. Craig, J. Cross, M. Cruz, A. Curtis, T. Czerwinski, J. Dallas, C. Dalman, G. Darley, B. Davis, J. Davis, J. Davis, J. Davis, S. Debarrios, M. DeChamp, A. Deldaeh, T. Delea, G. Dell, R. Del Moral, A. Demetrios, J. Dengate, H. Der, D. Di Domenico, J. Diaz, R. Diercks, J. DiGiorgio, J. Dillings, L. Doak, W. Dobbins, D. Dockwiller, L. Doherty, W. Dolan, J. Dolgen, D. Donnelly, M. Donovan, P. Domes, R. Driggers, T. Ducote, C. Dudan, M. Dudley, K. Duffy, J. Dupuis, M. Durden, W. Dwyer, J. Dyer, A. Eckert, B. Edwards, W. Elzahri, A. Ervin, B. Eschukor, W. Evans, J. Evans, M. Fagan, W. Faitz, F. Fanning, R. Fay, J. Ferebee, R. Fergus, S. Filer, W. Flade, L. Fletcher, B. Flores, J. Florous, C. Foley, P. Franco, P. Francum, C. Frank, S. Frazier, J. Frey, C. Frounfelter, D. Fuller, E. Fuller, G. Furukawa, H. Gallagher, L. Gallier, M. Gann, T. Gard, C. A MESSAGE FROM YOUR UNION 46 / LOG / November 1978 :KVI* 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. Gosse, F. Graham, E. Grant, W. Greene, M. Grepo, P. Guevara, D. Guillen, A. Hager, B. Hall, C. Hall, E. Hall, J. Hall, L. Hall, W. Hamblet, A. Hamilton, G. Hampton, D. Haney, L. Hansen, H. Hant, K. Harris, N. Harris, W. Hauf, M. Haykes, F. Heacox, E. Heifer, J. Heniken, E. Hernandez, J. Higgins, J. Horn, F. Home, H. Houlihan, M. Houston, H. Hunter, W. Hurley, M. Huss, P. Hussain, A. Hussain, T. Hutton, G. iovino, L. Ipsen, L. Irizarri, V. Jacobs, R. Jappcr, J. Johnson, C. Johnson, R. Johnson, S. Johnston, C. Johnston, R. Jolley, R. Jones, C. Jones, R. Jordan, A. Joseph, E. Karlak, W. Kastina, T. Kauffman, R. Kelley, E. Kelly, W. Kenny, L. Kerr, R. Kilford Kirby, J. Kirby, M. Kirk, J. Kitchens, B. Kizzire, C. �~ % -;v 'M I 'i Knoff, J. Koflowich, W. Kool, L. Kowalski, A. Kramer, M. Krittiansen, J. Lamb, J. Lambert, H. Lance, W. Lanczky, W. Lankford, J. Lay, M. Lee, E. Lee, K. Lee, W. Legg, J. Leionek, L. Leonard,W. Lescouich, W. Lesnansky, A. Lewin, A. Lewis, J. Llbby, H. Lindsey, H. Lively, H. Logue, J. Loleas, P. Long, L. Lorman, S. Loveland, C. Lunsford, J. Lusk, J. Macmberg, D. Madajewski, M. Mainers, T. MalDonado, B. Malesskey, G. Mallory, 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. McDuffie, J. McEIroy, E. McFarland, D. McFarland, J. McGinnis, A. McGregor, K. McKay, M. McKay, R. McKay, R. McNeely, J. Meacham, H. Meeder, H. Meffert, R. Mesford, H. Miller, D. Miller, R. Mintz, L. Mize, C. 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. Neff, J. Nelson, D. Nelson, J. Newberry, H. Nezaro, S. Nihem, W. Nobles, E. Novak, A. Nuckols, B. O'Brien, E, O'Hara, M. Oldakowski, E. Olds, T. Olivera, W. Olson, F. Orn, L. Orsini, D. Ortiz, F. Ortiz, F. Paczkowski, S. Pagano, J. Papuchis, S. Paradise, L. Parnell, J. Passapera, F. Paulovich, J. Payne, D. Pecquex, F. Pelfrey, M. Perez, J. Petak, P. Phillips, R. Pillsworth, P. Pivik, F. Poer, G. Pollack, A. Continued from preceding page Powell, B. Powell, S. Prentice, R. Pretare, G. Prevas, P. Priess, E. Prims, J. Pulliam, J. Quinter, J. Raines, R. Ramage, R. Randall, 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. Rosete, R. Royal, F. Rung, J. Ruzyski, S. Ryan, T. Sacco, J. Sacco, M. Salazar, H. Saleh, M. 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, 11. Sigler, M. Sigley, R. Silva, M. Sims, E. Skala, T. Smith, B. Smith, J. Smith, L. Smith, R. Smith, S. Smith, W. Snellgrove, L. Sorenson, W. Soresi, T. South, R. Spady, J. Speller, J. Spencer, G. Stalgy, R. Stankiewicz, A. Stearns, B. Steinberg, J. Stephens, C. Stevens, W. Stockman, B. Stover, M. Stravers, L. Sulentic, S. Surrick, R. Swain, C. 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, T. Thorbjorsen, S. Tiley J. Tillman, W. Todd, R. Trotman, R. Troy, S. Turner, B. Ulrich, H. Uusciato, J. Vahey, R. Van Horn, D. Vanvoorhees, C. Velandra, D. Velasquez, W. Velez, R. Vukmir, G. Walker, T. I Wingfield, P. Wipmer, R. Wolf, P. Wood, C. Worley, M. Wright, A. Wright, F. Wright, N. Wydra, R. Yarmola, J. Yates, J. Yelland, B. Young, E. Zai, C. Zeloy, J. Zimmerman, J. Wallace, R. Wallace, S. Ward, M. Weaver, A. Webb, J. Weidie, J. Whererlunce, C. Whitmer, A. Whitsitt, M. Wierschem, D. Wilhelmsen, B. Williams, A. Williams L. Williams, R. Wilson, B. Wilson, C. $600 Honor Roll Pomeriane, R. $500 Honor Roll Antich, J. $400 Honor Roll Lilledahl, H. $300 Honor Roll Andersen, R. Chartier, W. Curtis, T. Forshee, R. Hall, P. Harcrow, C. Larkin, J. Nasser, A. $200 Honor Roll Ahmed, F. Bernstein, A. Brand, H. Cookmans, R. Crocco, G. Drozak, F. Dryden, J. Ellis, P. Firth, R. Gilbo, T. Grima, V. Hagerty, C. Kerngood, M. Kingsley, J. Lombardo, J. McCullough, L. Pow, J. Reck, L. Redgate, J. Somerville, G. Turner, E. Turner, T. i November 1978 / LOG / 47 •W �Cash in on Job Security For 30 Cents a Day LOG ; Laknand Inland Watm District • AFL-CIO Official Publication of the SeafarersJ SD'TI NOVEMBER 1978 The best way for SIU members to cash in on economic security and job security is to make sure the Union's voice is heard in Washington when Congress debates bills that impact on maritime and on labor as a whole. The best way for the Union to ring up support for the legislative battles fought on Capitol Hill is through contributions to SPA D. And now, through our new, voluntary program. Seafarers can increase the Union's role in political decision-making for the cutrate price of 30 cents a day. SIU members can sign a form like the one printed below authorizing the Seafarers Vacation Plan to deduct 30 cents a day from their vacation benefits. The 30 cents check-off will be channeled into the Union's separate political fund where it will be used, like any other voluntary SPAD contribution, to finance the Union's work on behalf of the membership in Washington. Letting Congress know now and throughout the year that the SIU is determined to fight for the survival of the maritime industry and the security of its membership is critically important. And if every SIU member opts to donate that 30 cents a day to SPAD, the strength we have to keep fighting for those goals could double. When you think about it, 30 cents today won't even get you a slice ofpie in a restaurant. But 30 cents a day from SIU members can get the Union a piece of the political pie. There aren't many bargains like that around these days. ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO; DATE Seafarers Vacation Plan 275 20th Street Brookiyn, N.Y. 11215 A 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. 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 seekin*0 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 voluntary 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) Me|;nber's Signature 1/ Social Security Number Memfc^rs Home Address City Book Number '/ KO^Port OFFICE COPY r\ J- State IH Zip LA 388 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1978 Description An account of the resource HEADLINES SEAMEN MAY BE DECLARED ELIGIBILTY FOR VETERAN BENEFITS SIU GIRDS FOR BATTLE OVER MANNING UNION DETERMINED TO KEEP CREW SIZES AT SAFE LEVELS AFL-CIO SAY ANTI-INFLATION PLAN KEYS TOO MUCH ON WAGE CONTROLS ALASKA WANTS U.S. TO EXPORT NORTH SLOPE OIL GAO SAYS NAVY SHOULD USE MERCHANT SHIPS, TUGS SIU TO MAN 5 NEW DRY BULK CARRIERS MINIMUM WAGE LAW HITS 40 SIU HAILS CARTER ON SIGNING OF RUSSIAN RATE BILL NLRB RECORD CASELOAD WITH FEWER JUDGES LAKES MEMBERS GET COLA HIKE 15 MAJOR MARITIME BILLS PASSED IN 95TH CONGRESS: CARTER SIGNS 13 MARAD REVIVES REDUCED WAR RISK INSURANCE PROGRAM SOVIET UNION’S MERCHANT FLEET IN SIXTH PLACE-AND GROWING TANKER SAFETY BILL IS SIGNED BY CARTER MTD’S INGRAO ON PANEL OF LAW OF THE SEA U.S. DEEP SEA TONNAGE HITS RECORD HIGH SIU CELEBRATES 40TH ANNIVERSARY HIGHLIGHTS OF FOUR DECADES OF FIGHTING FOR SEAMEN’S RIGHTS WARTIME SEAMEN DESERVE MORE THAN PAT ON BACK SIUNA TARGETS GOALS FOR THE FUTURE HALL PLEDGES FIGHT FOR BETTER DAYS IN U.S. MARITIME CALHOON STRESSES NEED FOR MARITIME COOPERATION SCOTTO PLEDGES ILA SUPPORT TO REBUILD U.S. MARITIME GEORGE MEANY KEYNOTES SIUNA CONVENTION SIUNA HAS SPURRED ADVANCES IN INLAND INDUSTRY FUTURE LOOKS GOOD FOR GREAT LAKES SHIPPING DEEP SEA GAINING, BUT THE ROAD AHEAD IS ROUGH MURPHY PLEDGES NEW WAVE OF MARITIME LEGISLATION SHIPPING NEEDS CLOSED CONFERENCES, BILATERAL TRADE BIG BUSINESS OUT TO DESTROY LABOR UNION GAINS SEAFARING TODAY IS A WHOLE NEW WAY OF LIFE SIUNA CONVENTION PLEDGES TO WORK FOR WIDE RANGE OF PRO-MARITIME, PRO-WORKER BILLS HARD WORK RESULTED IN MAJOR GAINS ALL AROUND LEO, 6TH SIU-MANNED LNG SHIP, IS CREWED 31 DEAD IN PANAMANIAN TANKER BLAST; 2 RUNAWAYS CRASH HEADON! JOBLESS DROP TO 5.8 PERCENT BUT ECONOMY SEEN SLOWING HEROIC MAYAGUEZ CREW SAVES 15 TAIWAN FISHERMEN IN HEAVY SEAS SIU CREW SAYS SUGAR ISLANDER IS A REAL HONEY BOATMEN RATIFY NEW PACT WITH MORAN OF TEXAS 2,500TH CHECK SIGNALS SWIFT GROWTH FOR INLAND VACATION PLAN CARTER SIGNS BILL BOOSTING GREAT LAKES SHIPBUILDING Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1978 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. 11 1978 Periodicals Seafarers Log