http://seafarerslog.org/archives/files/original/c3d81f90a5d51118880e25e671dae59c.PDF 489371122fa5d573b69111852756fc76 PDF Text Text "•r Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO 18 Boatmen Get Towboat Licenses at HLS APRIL 1979 4 xgy '1^4^ Pages 14-15 A Great Fitout on Lakes Pages 25-28 I Look At How SlU, MCS Merger Is Working Out Pages 19-22 Battle Brewing Over Maritime Authorizations Bill Page 3 T" ;.:r •.••••' • ^ .o,^. „v.-, •' . .->.•<••• tA'-- • - Harbor Tug, Terence Smith, Latest Addition to inland Fleet 'Eii'iyii!pj,":nti Page 5 �[,f. New Bill Would Halt Scheme to Export Alaska Oil Consumer, Citizen Groups Leading Fight to Save North Slope Oil for U.S. Use. A broad crosssection of U.S. labor, consumer and public interest groups, instrumental in pressuring the Carter Administra­ tion into last months announce­ ment that they were temporarily tabling plans to export Alaskan oil, arc continuing efforts to get the issue settled once and for all. Many of these organizations have rallied behind a bill Rep. Stewart B. McKinney (R-Conn.) recently in­ troduced in Congress. The bill would extend and strengthen restric­ tions on the export of Alaska North Slope crude as spelled out in an amendment to the Export Admini­ stration Act, sponsored by the Connecticut congressman in 1977. "When offering this measure," Rep. McKinney said, referring to the 1977 amendment, "I agreed to limit the export restriction to a period of two years because, despite a history of noncooperation by the North Slope producers ... oppo­ nents of my amendment assured me that a domestic distribution system for Alaskan oil would be well on the Paul Hall way to completion at the end of that period. "This has not happened," McKin­ ney said when introducing the more stringent H.R. 3301 in the House. "At a time when this country is faced with shortages of heating and aviation fuels, is attempting the expansion of a strategic petroleum reserve and is considering the cancellation of weekend gasoline sales, the export of Alaskan oil goes beyond reason ..." The new bill is designed to fulfill the intent of the Trans-Alaska Pipeline Authorization Act which targeted Alaskan oil for domestic use. It states that the President can authorize the export or exchange of Alaskan North Slope oil only if: • such export will not diminish the quantity or quality of crude in the US.; • within three months of such exports the cost of imported oil to U.S. refiners is reduced and the price of oil to U.S. consumers, decreased. The measure stipulates these cost items must be verified by a semi­ annual government audit. • the exports are made under a terminable contract, and; • the exports are necessary to protect national security. 0X0. The Future Is Never Secure he toughest kind of guy to beat is the guy who keeps coming at his opponent no matter how much he gets hit. He won't win all his fights. But he'll win most of them and learn from all of them. And one thing for sure, win lose or draw, his opponents will respect him because they know that they have been in a fight. We should all be proud of the fact that this is the kind of reputation the SlU has built in the labor movement and throughout our industry. We have gained this reputation not so much out of desire, but out of necessity. Because in our industry, survival, much less prosperity, is a day-to-day struggle. In other words, we can never be sure that what we have today will be there for us tomorrow. It doesn't work that way in maritime. The plain and simple fact is that we have to fight hard and work hard in many areas both to protect what we already have achieved as well as to improve ourselves across-the-board. But as the saying goes, it's easier said than done. And a look at some of the issues we are involved in this month—as outlined in detail in this issue of the Log—is as good an example as any of what 1 am talking about. For instance, SIU members crewed another new LNG ship this month, the LNG Libra. She is the eighth American-flag liquid natural gas carrier. It is much to our credit that SIU members man all eight of them. We also crewed up another new tug this month, the Terence Smith, in the port of New Orleans. The manning of these two vessels is extremely important to us. It represents progress for the Union. It means more jobs for SIU members. But at the same time as SIU crews were going aboard these new additions to our deep sea and inland fleets, the Union became embroiled in a struggle to maintain the jobs of SIU members on nine Military Sealift Command tankers. The tankers involved are five T-5's and four Columbia class vessels. In all they represent more than 160 jobs for this membership. » We are in danger of losing them because, in competitive bidding, a nonSi U company came in as the low bidder to operate the ships for MSC. We feel that there were many improprieties in the bids. And we are doing everything possible, within the law, to have the bids set aside. We will fight to maintain our jurisdiction on these ships. But the fact T The President must present his reasons for authorizing an Alaskan oil exchange or export to both Houses of Congress. Both must approve the plan within 60 days for it to be enacted. The comprehensive measure also sets conditions under which Alaskan crude can be exported to Mexico or Canada and provisions guiding the circumstances of a possible emer­ gency sale of Alaskan oil "to a friendly state." A long list of labor and consumer organizations support the bill. Included are the Consumer Federa­ tion of America; the Citizen/ Labor Energy Coalition; the Consumer Energy Council of America and the Environmental Policy Center. The AFL-CIO Executive Council and the Federation's Maritime Trades Department have also voiced strong support of the bill. The bill, said MTD Executive Secretary-Treasurer Jean Ingrao, "is in the best interests of the American people." It will protect vital domes­ tic oil supplies; keep the U.S. from becoming increasingly dependent on unstable foreign countries for oil, and safeguard tanker and shoreside employment opportunities for American workers. Major opponents of the measure are the Administration's Energy Secretary James Schlesinger, and the oil companies involved in production of crude on Alaska's North Slope. The oil companies want "to save a few pennies per barrel in transportation costs," exporting the oil. Rep. McKinney said. Sohio, Phillips Petroleum, Arco and Exxon all recorded "recordbreaking" earnings ranging between 30 and 134 percent last year. Those profit increases were attributed to North Slope production, McKinney told fellow congressmen. Clearly, the oil companies have been concerned, all along, with lining their own pockets, not with the energy needs of the American people or U.S. national security. "Are you willing," Rep. McKin­ ney demanded of his colleagues in Congress, " to inform your consti­ tuents that this Congress is allowing the export of domestically produced crude oil, increasing its reliance on imported crude and foxesaking the intent of theTrans-Alaska Pipeline Authorization Act in order to allow theNorth Slope producers to further increase their earnings by reducing oil transportation costs?" that we have to fight to do so is a prime indication that we can take nothing for granted in our business. The future is never completely secure. Another issue of grave importance that we are involved in this month is the brewing battle over the Maritime Authorizations bill. This bill is crucial to our industry because it mandates the amount of government subsidy money the industry will receive for the next fiscal year. There was a time when the Authorizations bill—which must be voted on every year—would move through Congress with hardly a dissenting vote. But times have changed. Anything and everything concerning maritime meets with stiff resistance in Congress today. And the Maritime Authorizations bill is no exception. We are hopeful that we will be successful in getting a strong Authorizations bill through Congress this year. But again, we have to fight to make it so. No one is going to present u'S with the pork chops. We have to take care of our own business our own way. There is no question that our industry—and the SIU as a part of it—is faced with many difficult problems. But it's nothing really new to us. Throughout our history, we have had to fight for everything we have ever achieved. It's just that we can't stop fighting if we expect to continue progressing. Overall, the SIU has done well in the face of adversity. Despite the fact that the maritime industry as a whole is shrinking, we have grown as an organization and we have expanded the scope of our representation. Years ago, the SIU represented only deep sea sailors on cargo ships. But today, we represent deep sea people of all types. Lakes seamen, dredge boatmen, and tug and towboatmen from all areas of the nation. In addition to this, our merger with the Marine Cooks and Stewards Union last year has worked out extremely well for both unions. The success of this merger has proven once again that American seamen are all brothers. And that in the long run, unlicensed seamen in this country would be better off under the banner of one strong, united union. As we look to the future, brothers, the road toward continued progress will not be an easy one to travel. And if we expect to be successful, there must be a total effort on the parts of everyone concerned in our Union. We have the tools to get the job done. We have a good legislative staff in Washington. We have the finest educational opportunities for seamen anywhere in the country at the Lundeberg School in Piney Point. We have a strong leadership and a good solid hard working membership. The most important thing though is participation. We have the programs to build on for the future. But to be successful in the long run, it is up to us to make these programs work. This means supporting SPAD. It means upgrading in Piney Point. And it means helping the Union out in our efforts to organize non-union seamen and boatmen. It is not going to be an easy job. But the efforts we put forth today willl pay off for us all in the years ahead. on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, Aa-CIO, 675 Fourth Ave Brooklyn N'Y 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No.4, April 1979. (ISSN #0160-2047) orooKiyn, IN,T. 2 / LOG / April 1979 �i I > SlU Set for Battle Over Mctritiitie Authoritations Bill Expected McCloskey Amendments Would Cut Heart Out of CDS Program I n an instant replay of last year, Rep. Paul McCloskey (R-Calif) is expected to introduce at least three damaging amendments to the crucial Maritime Appropriations Authorization Act for Fiscal Year 1980 when floor debate on the bill begins in May. The proposed budget for the U.S. maritime industry, as formulated by the Maritime Administration, totals $398.8 million for Fiscal 1980. That sum breaks down into: $101 million for the construction dif­ ferential subsidy (CDS) program; $256 million for the operating differential subsidy (ODS) program; $16 million for maritime research and development activities and; $25.8 million for maritime educa­ tion and training expenses. The primary target of McCloskey's planned attack is the con­ struction differential subsidy pro­ gram. This indispensable program provides funding for the cost difference between building a new vessel in a U.S. shipyard and building one abroad. McCloskey, the ranking minority member of the House Merchant Marine and Fisheries Committee, wants to eliminate the entire $101 million CDS appropriation. He also wants to cut 30 percent of the Maritime Administration's operat­ ing expenses in connection with the CDS program. In addition, McCloskey is at­ tempting to get Congress to allow subsidized U.S. operators to pur­ chase vessels constructed in a foreign shipyard, a practice that is now prohibited by law. "CDS is a burden," McCloskey said in a "Dear Colleague" letter seeking support for the subsidy cutbacks from fellow Congressmen. It weighs heavily, he continued, "not only on the taxpayers who must subsidize U.S. shipyards in com- Carter Sets May 22, 1979 As National Maritime Day \ By The President of The United States of America "The influence and the importance of the American Merchant Marine extends well beyond our thriving ports. It affects all Americans. Our Merchant Marine carries the products of our farms and factories to consumers in our domestic trades, among our fifty States and possessions, and links the U.S. industrial and agricultural heartland with our overseas trading partners. Most of the gross tonnage carried in U.S. foreign trade is vvaterborne. "In addition to their vital role in commerce and trade, America's shipping and shipbuilding industries have distinguished themselves in providing logistic and combat support to our armed forces in times of war. "The men and women of our Merchant Marine can be justly proud of their contributions to our Nation's economy and national defense. In these dual roles, American seafarers have carried out their re­ sponsibilities with great dedication and ability. "In recognition of the importance of the American Merchant Marine, the Congress, by joint resolution of May 20, 1933 (48 Stat. 73, 36 U.S.C. 145), designated May 22 of each year as National Maritime Day in commemoration of the departure from Savannah, Georgia, on that date in 1819 of the SS SAVANNAH on the first transatlantic voyage by any steamship and requested the President to issue annually a proclamation calling for its appropriate observance. "NOW, THEREFORE, I, JIMMY CARTER, President of the United States of America, do hereby urge the people of the United States to honor our American Merchant Marine on May 22, 1979, by displaying the flag of the U nited States at their homes and other suitable places, and I reqi'.est that all ships sailing under the American flag dress ship on that day." JIMMY CARTER INDEX Legislative News Alaska Oil Battle Page 2 SlU in Washington ... Pages 9-10 Fight Over Maritime Authorizations Page 3 Union News Improving Seamen's Care at USPHS Page 6 President's Report. Page 2 Headquarters Notes Page 7 Letters to Editor Pago 16 Brotherhood in Action ... Page 24 At Sea-Ashore Page 18 SPAD Checkoff Back Page U.S.C.G. Withdraws Rule on Tows Page 5 Great Lakes Picture •. Page 8 Inland Lines Page 6 "Plans Paid Oven $8>Million in 1 st Quarter ... Page 4 Bilateral Trade Agreements General News Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 17 Page 29 Page 37 Page 35 Page 34 Training Upgrading "A" Seniority Upgrading.. Page 39 Piney Point Grads ... Pages 12-13 Membership News New Pensioners Final Departures 18 Boatmen Get Licenses Tug Terence Smith Page 36 Page 32 Pages 14-15 Page 5 Special Features Special Supplement on " ' ' SlU, MCS Merger .-Pages,19-22r. Great Lakes Fitout ., Pages 25-28 petition with an oversupply of low cost foreign yards, but also to the U.S.-flag ship operators who are now required to purchase their ships in U.S. yards." During mark-up sessions on the bill, McCloskey was successful in getting a provision attached which would prohibit the award of CDS funds for any vessel unless it is offered for enrollment in the Sealift Readiness program. The Congressman's attempts to devastate the CDS funding program have already been turned back by the House Subcommittee on Mer­ chant Marine and Fisheries. So were two other McCloskey-sponsored amendments. One would have barred operational subsidies unless manning levels were no more than 50 percent above the Coast Guard level. The other would have pre­ vented any funds from subsidized operators from going to the mari­ time research organizations which McCloskey claims engage in lobby­ ing for the merchant marine. McCloskey won't be deterred by this setback. His amendments will be closely scrutinized by the entire House as were similar McCloskey amendments in last year's fight for the Authorizations bill. Sponsors of the maritime appro­ priations legislation, including the House sponsor. Subcommittee chairman John Murphy and Sena­ tors Howard Cannon (D-Nevada) and Daniel Inouye (D-Hawaii) on the Senate side, have plenty of ammunition for the fight ahead. Witnesses in Favor Scores of witne.sses before both the House and Senate Subcom­ mittees have already testified in favor of the bill. Many, including subcommittee chairman Murphy, said the legisla­ tion does not go far enough. Murphy said the CDS appropria­ tion was a "marginal, slim hand-out to an industry that desperately needs to replace ships," and scored Mc­ Closkey for his efforts to cut the already "minimal, emasculated program." SlU Washington Representative Chuck Mollard, appearing before the House Subcommittee, extended the Union's support for the Authori­ zations bill. Even though Mollard agreed that the funds tapped were "minimal," he said, "they are, however, necessary to continue the programs set out in the 1970 Merchant Marine Act." "The SIU is particularly pleased," Mollard continued, "that the U.S. may begin to develop a new genera­ tion of bulk vessels through the funds requested for FY 1980 ship construction." The need to revitalize the U.S.flag dry bulk fleet was cited as crucial by witnesses before both Congressional subcommittees. Herb Brand, president of the Transportation Institute, said the $101 million CDS authorization, "together with $23 million of carry­ over funds will be used to construct four ships; one LASH and three bulk carriers. The construction of these ships will provide the benefit of maintaining the shipyard mobiliza­ tion ba.se necessary to ensure the nation's defense and security." Virtually every representative of maritime labor and industry who spoke before the two Congressional subcommittees supported the Mari­ time Authorizations bill. Many testified that the ailing U.S. mer­ chant marine needed more than the legislation would provide. But no one agreed with Rep. McCloskey who sees the current maritime authorization legislation as a "golden opportunity," for the U.S. to take advantage of the "bargain" prices offered for new vessel construction in foreign ship­ yards and thereby "acquire a large merchant fleet at a fraction of the cost it would take to build it in U.S. yards." Edwin M. Hood of the Ship­ builders Council of America shot back at McCloskey for dismissing not only the plight of the U.S. maritime industry but the employ­ ment needs of thousands of Ameri­ can shipyard workers. "No other activity," Hood said, "creates such a wide diversity of employment in such a variety of other industries ... as does ship construction and repair." "Mr. McCloskey's avowed pur­ pose," he continued, "is to export this widespread activity through a deliberate diversion of merchant ship construction contracts to shipbuilders in other countries. Jobs for many thousands of skilled shipyard workers who now face unernployment would likewise be exported." The Congressman from Cali­ fornia has built his reputation on being the most consistent and caustic critic of a strong, U.S.-flag merchant marine. Those who strongly support the Maritime Appropriation Authorization Act, including the SIU and many other maritime labor and industry groups, have no intention of letting Mc­ Closkey draw and quarter this crucial bill. Marad OK's 2nd Elect. For Six Delta C-4's The U.S. Maritime Administration has approved the addition of a 2nd Electrician to the unlicensed engine de­ partment crews on Delta Lines six C-4 freighters. The ships involved include the Delta Columbia, Ecuador, Bolivia, Panama, Peru, and Delta Venezuela. The ships run from the U.S. East Coast to South America. The SIU requested ihaf the company put a 2nd Electrician on each of the ships nearly 10 months ago because of the workload. However, all manning increases on subsidized vessels must be approved by the Maritime Administra­ tion. It took Marad until this month to finally give approval for the extra man. Two months ago, Marad had ap­ proved the addition of a Passenger BR on these six vessels when they are carrying passengers. The ships have a capacity for 12 passengers. April 1979 / LOG / 3 ,• �: SlU Plans Paid Over $8 Million in 3 Months of '79 During the first three months of this year, the Union's Welfare, Pension and Vacation Plans paid out over $8 million in benefits to SlU members—deep sea. Great Lakes and inland waters—and their dependents. The total figure is $8,368,057.16. These figures printed below demonstrate once again that job security is only one aspect of the overall security provided the SlU membership. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid January, February, March 1979 w i : : : t t SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily (s> $3.00 Hospital & Hospital Extras Surgical Sickness & Accident $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits in Hospital . Surgical Maternity Blood Transfusions Optical Special Equipment Number of Benefits Amount Paid 26 521 218 72 17 13,636 3 383 89 $100,971.00 521.00 654.00 18,946.33 8,675.50 109,088.00 713.00 14,510.92 5,564.16 1,210 496 472 88 5 286 500,627.47 28,368.99 84,201.74 32,560.88 758.00 10,698.26 50 366 418 42 67 2 9 5 4,702 181,564.20 141,169.35 47,020.52 14,989.31 2,301.50 221.00 2,253.42 1,265.00 51,415.78 : : : i i : : PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums 23,203 207,410.28 9,486.21 3,801.21 8,095.23 1,907,576.06 SEAFARERS PENSION PLAN Pension TOTAL SEAFARERS PENSION PLAN 5,875 5,875 1,698,964.34 1,698,964.34 SEAFARERS VACATION PLAN Deep Sea Great Lakes Inland TOTAL SEAFARERS VACATION PLAN 2,135 799 771 3,705 3,359,126.07 938,247.86 464,142.83 4,761,516.76 32,783 $8,368,057.16 MEDICAL EXAMINATION PROGRAM . SCHOLARSHIP PROGRAM BLOOD BANK PROGRAM SPECIAL SERVICES DEPARTMENT .... TOTAL SEAFARERS WELFARE PLAN TOTAL WELFARE, PENSION & VACATION : 4 / LOG / April 1979 20 �.... - USCG Vi/gthdraws Bid to Seattle S-W&tch'Systegn on 600-Mile Tows Yielding to pressure from the SIU and other maritime unions, the Coast Guard announced last month that it was withdrawing its interpretive rule on the manning of uninspected towing vessels. The Coast Guard said the written comments and testimony they received were overwhelmingly opposed to the rule change. The Coast Guard s interpretive rule would have replaced the current threewatch standard for crews of uninspected towing vessels on voyages in excess of 600 miles with a 12 hour, two-watch standard (6 hours on, 6 off). When the proposal was first pub­ lished and comments invited by the Coast Guard, the SIU sent a letter to the agency blasting the suggested change in watch standards. "It is incredible," the Union ex­ claimed, "that the government agency responsible for promulgating regula­ tions to increase safety of life at sea could propose a rule which seeks to regress to safety standards that existed a half century ago." Congress recognized in 1936 that the two-watch system, in use at that time, placed vessels and crews in what they called "a constant state of jeopardy." Congress enacted the standard which exists today. That is a three-watch system for crews on vessels over 100 gross tons operating on the Great Lakes and on coastal and offshore waters (voyages of less than 600 miles are exempt). In addition to scrapping the latest in a run of attempts to amend the threewatch standard, which would have turned maritime safety back 50 years, the Coast Guard has pulled a propo.sal they had been considering defining "rest tirne" for licensed operators on unin­ spected towing vessels. The Union had argued that the term was meant to protect the vessel and the crew by providing the operator with enough "rest time" so that he was best able to perform his duties. The Coast Guard's proposal on rest time, the SIU said, would be a disservice to safety at sea because it is "unclear, inadequate, improper and totally meaningle.ss." The Coast Guard apparently agreed with that assessment. In withdrawing the proposal on rest time. Admiral J.B. Hayes, Coast Guard Commandant, said the agency had concluded "that publish­ ing a rule regarding what constitutes work time versus rest time would create more problems than it would solve," and "that no useful purpose would be served by issuance of this propo.sed rule." While gratified by the Coast Guard's decision on both the three-watch standard and the rest time proposals. the SIU hopes the agency will stop tinkering with operational work stand­ ards which arc already in the best safety interests of both crew and vessel. The Coast Guard could more profit­ ably spend its time by working to revamp those maritime standards which arc less than adequate to protect life and property at sea. AFL-CIO Launches ^Operation Price Watch' Program to Monitdr Living Costs A nationwide price monitoring effort was launched by the AFL-CIO earlier this month at a conference held in Washington which attracted more than 250 representatives from all sections of the nation's labor movement. "Frankly, we believe that mandatory, across-the-board controls on the price of everything and the income of everybody—in this period of time— would be more equitable and more enforceable. In fact, we believe that 'Operation Price Watch' will prove that point." SIU President Paul Hall—who is also the senior vice president on the AFLCIO Executive Council—was chairman of the opening session. The major speakers at the all-day conference included AFL-CIO President George Meany; Alfred E. Kahn, chairman of the President's Council on Wage & Price Stability; and Senator Howard M. Metzenbaum (D-Ohio), a leading critic of President's Carter's failure to stem runaway living costs. In outlining the scope of the Federa­ tion's "Operation Price Watch,"Meany said the union's monitors will be checking prices weekly at "hundreds of thousands" of retail outlets to let President Carter and his Administra­ tion in on "the hard and unpleasant facts about price increases." Both Meany and Hall reminded President Carter that the AFL-CIO has repeatedly told the Administration that its so-called "voluntary" wage-price guidelines are not only unfair, but they are also unworkable. Both Federation leaders stressed the point: 'AFL-CIO Vice President Paul Hall chaired the opening session ot the Federationsponsored conference on Operation Price Watch. More than 250 Union representatives from virtually every labor organization in the United States at­ tended. Seated next to Hall is AFL-CIO President George Meany and, at right, Alfred E. Kahn, chairman of President Carter's Council on Wage & Price Stability. Union Fighting to Save SIU Jobs on Nine Sealift Tankers The SIU is fighting to prevent the loss of jobs currently held by Seafarers aboard nine Military Sealift Command tankers. At stake are a total of 167 unlicensed jobs aboard five T-5 tankers, operated by the SlU-contracted Hudson Water­ ways Co., and four Columbia-class vessels, contracted out to Cove Tankers by the MSC. Several months ago, the MSC sent out requests for bids from the private sector for the manning and operation of the nine ships. Following the opening of the bids, the MSC announced on April 11 they planned to award the operating con­ tracts to the Trinidad Corp. of Philadel­ phia which operates with National Maritime Union personnel. The SIU feels Trinidad's bids were improper and, as a result, discrimina­ tory to other companies which entered proposals on the contract. The Union's initial action was to file a formal protest charging impropriety in the bidding procedure with the General Accounting Office and the MSC. If the GAG doesn't set aside these bids, the Union is prepared to file an injunction halting the turnover of crews on the vessels from SIU to NMU. If necessary, the Union will take the fight for jobs and job security to court. Until a formal ruling on the matter is handed down, the nine vessels will retain their SIU crews. The five T-5 tankers, the USNS Maumee, Shoshone. Yukon. American Explorer and USNS Potomac, were built in the 1950's and carry between 24,300 and 24,470 dwt of liquid cargo. The Columbia-class vessels, all 672 feet long, are the USNS Columbia, Neches, Hudson and Susquehanna. These tankers date from the 1970's and all have a cargo capacity in excess of 37,000 dwt. All of the Columbia-class ships, as well as the T-5 tanker Potomac are bareboat chartered to the MSC. The other T-5s are government-owned, and all nine tankers are the bread-and-butter of scores of Seafarers who have crewed the ships for many years. The Union has no intention of relinquishing the MSC contracts to Trinidad Corp. when the bidding procedure seemed strongly tainted with impropriety. We will see the fight through as many court battles as necessary to make sure the MSC contracts are awarded under proper and equitable circumstances. Crescent Adds Tug Terence Smith to Fleet SlU-contracted Crescent Towing of New Orleans has added another new boat to its fleet providing new jobs for SIU Boatmen. This one, the former railroad tug San Luis is the largest and most powerful owned by Crescent. The recently refurbished tug will go by the name Terence Smith which was the name of Crescent's founder and first president. The boat was completely recondi­ tioned by Crescent's own team of engineers at the company's docks on Patterson St. in New Orleans. Crescent often buys old railroad tugs and restores them in a metamorphic like process that leaves them looking and running better than when they were new. Most importantly, though, each addition for the Crescent fleet means more jobs for SIU members. The 1800 horsepower Terence Smith • will be used in shipdocking and other general harbor work around the New Orleans area as are the other boats in the Crescent fleet. April 1979 / LOG / 5 ,1.' I �leg will probably open in early May.instead of the normal Apr. 15-25 says the U.S. Army Corps of Engineers in St. Paul, Minn. The late opening is due to high water in the Mississippi and Lake Pepin, 40 miles below St. Paul, and the more than usual 100 percent thin ice coverage on Lake Superior. The Great Lakes Towing Co. last month called out their towing vessels to begin another banner year. St. Louis Word from here is that ACBL Engineer Terry Lingenfelyer of Hardy, Ark. is quite an artist. » Norfolk SIU Boatmen sailing with the Norfolk, Baltimore and Carolina Lines (NBC) and the Express Marine Towing Co. here late last month ratified their new contracts. I^sides gains in wages and welfare benefits, both contracts now contain the SIU Inland Vacation Plan. Baltimore Contract negotiations began this month with the Harbor Towing Co. for its 50 SIU Inland Boatmen. The company handles oil barges in the Baltimore Harbor. Their contract expires the end of next month. Great Lakes On Apr. 16, the SlU-contracted Great Lakes Dredge and Dock Co. of Cleveland put 27 Lakes Boatmen on their dredging project of the Cleveland Harbor and the Cuyahoga River. The job going "full blast" should take three months. It had been started last fall. Peter Kiewit & Sons put their first crews of the season on all their boats for the Cleveland Dike Disposal Project begun last year. Luedtke Engineering Co. started several dredging projects, including the one in the port of Toledo, Ohio. The Zenith Dredge Co. of Duluth, Minn, began the fitout of their dredges for several dredging projeets in the Minnesota and Wisconsin area. The port of Duluth and navigation on the Upper Mississippi River's 100-mile Solid ice jams this winter choked off the Missouri River's heavy traffic especially at Sioux City, Iowa, where a new bridge is being built. The ice on most of the river's 2,315 miles halted traffic from November to mid-March. If the Ohio River had this much ice, Pittsburgh and Cincinnati would be in trouble. Port Arthur Sabine Towing Co. here has started construction of two new harbor tugs. The first tug is set for delivery in September or October. Construction of the second tug has just started. * A new operation has begun in this port as the Crowley Towing Co. began moving oil barges from Texas to Florida ports. The Port Arthur SIU Medical Clinic is now open seven days a week, 24 hours a day. Galveston The former 16,000 cubic yard Dredge Ezra Sensibar (Construction Aggregates) now the Dredge Long Island will be used to dredge here. She recently completed her part of the $17-million, 9-million cqbic yard dredging of Tampa Harbor. The 10,316 gross ton dredge was built in 1971 in Houston. Jacksonville SIU Boatmen in this port are now using the facilities of the USPHS Clinic here. SIU Working With USPHS to Improve Seamen's Care For many years the U.S. Public Health Service Hospitals have pro­ vided service to merchant seamen. But, as is well known, there have sometimes been breakdowns in this service along the way. Seamen have encountered various difficulties in their dealings with the USPHS hospitals, especially in trying to receive priority treatment. To their credit, the USPHS hospitals are making a real effort to evaluate these problems, and to improve their overall service as it applies to seamen. The Seamen's Health Initiative Plan (SHIP) is one such effort being made by the USPHS to upgrade its programs. Outside organizations who have a vital interest in the USPHS hospitals—including the SIU—have been invited and are participating in the SHIP Program. At a recent meeting of SHIP's Access to Care Committee, attended by the SIU, a number of suggestions were made as to how the USPHS hospitals could improve access to care for seamen, their primary beneficiaries. The suggestions, which would if implemented affect SIU seamen, include the following: 1. An improvement should be made in the notification system that requires-seamen to report to the PHS when they use private hospitals on an emergency basis. The SIU urged that the present 48-hour notification rule be changed, allow­ ing for a more realistic notification period. 6 / LOG / April 1979 m 2. The SIU urged that the PHS pay for emergency care where a reasonable effort is made to let PHS know that a private hospital is being used on an emergency basis. 3. It was suggested that a toll-free number be established for seamen who check into a private hospital in an emergency situation and wish to notify the PHS. Such a call would fulfill legal notification require­ ments. 4. A study will be made of ways the PHS could further improve its system for actually giving priority care to primary recipients, such as seamen (who in many cases need to catch ships and are pressed for time). 5. A review will be made of the masters certificate so that there is a clear idea of the duty status of the seamen. An attempt will also be made to list physical qualifications that may be needed as a general standard for seamen. The SIU indicated it is concerned about this area and we will be closely involved in whatever is produced. 6. An effort will be made to improve the utilization of the hospital's system by beneficiary groups such as offshore oil and gas industry workers and Inland boat­ men. All of these groups are infrequent PHS hospital users. In regard to this, an effort will be made to provide publicity in trade publica­ tions and other magazines about the availability of PHS system to various classes of U.S. seamen. In addition to the meeting of the Access to Care Committee, three other groups within the Seamen's Health Improvement Plan are also meeting to discuss problems relating to seamen and the PHS. These are the "Physical Qualifications for Seamen," "Care at Sea," and "Safety Aboard Ship" groups. The SIU is taking an active role in these meetings to foster the best interests of the membership. The Access to (2are Committee will meet again next month, and the SIU will there. Increased Tank Barge Safety Focus of New House Bill A bill to remedy the problem of oil pollution from tank barges has been introduced in the House by Rep. Gerry E. Studds (D-Mass.). Rep. Studds recently presented a pile of statistical information in Congress to hammer home the point that legislation to improve construction and tighten operating safety standards for tank barges is long overdue. The legislation's aim is the eventual conversion of the U.S. tank barge fleet to double hull construction standards. "All newly buiit barges," the bill reads, "must be equipped with double hulls and, as of Jan. 1, 1983, all existing barges 15 years of age or older must be equipped with double hulls." The SIU supports Congressman Studds' effort to improve tank barge safety and to cut the number of oil spills and accidents from these vessels. But the Union feels the measure doesn't go far enough. In a letter to Rep. Studds dated April 2, SIU Washington representative Chuck Mollard said that the Union "agrees that action must be taken to improve safety standards in this in­ dustry." On top of the double hull construc­ tion standards spelled out in Rep. Studds' bill, Mollard outlined several additional proposals which the Union feels "would greatly improve the operational safety record of the tug and barge industry." The Union's proposals include: • that all entry grade or new boatmen successfully complete a basic training program prior to securing employment. • that all inland boatmen possess proof of qualification and general health in order to be eligible for certification to serve on inland vessels; • that all vessels towing tank barges have on board a certified tankerman whose duties are separate from those of the towboat operator; and • that all vessels operating as part of our domestic shipping industry be subject to occupational safety and health regulations that recognize the uniqueness of this industry and the importance of such operations to the marine environment, and safety of life and property. While the SIU feels that the construc­ tion standards contained in Rep. Studds' bill are a necessary part of improved tank barge safety, the Union's additional suggestions would round-out the legislation, providing both tank barges and the crewmen who operate them with a broader measure of protection. �Headquartt^rs by SIU Executive Vice President Frank Drozak Take Advantage of Your Benefits I t's difficult for some people to imagine what it was like in the days when seamen struggled to earn a living that provided little real security for their families. Thanks in large part to the role of labor unions, those days are now looked upon as "ancient history," even though it really wasn't all that long ago. Nowadays, a man can pour a solid foundation for his family to build upon. And it's not one that's going to get ripped up by an untimely illness or other unplanned for crisis. Over the years, a lot more has come to deepsea and inland members of the SIU than improved wages. Did you ever stop to think what kind of real security your family would have without all the various benefits Union members now enjoy? Take the Seafarers' Welfare Plan, for example. We all know how difficult it can be to save up money, and how quickly it can go when it comes to pay the monthly bills. But unexpected hospital bills can wipe a man out, unless he's ready for them. The SIU Welfare Plan provides the kind of coverage that keeps this kind of economic setback from happening. The Welfare Plan is wide ranging and provides coverage for hospitalization, surgical, maternity, and other types of treatment, as well as out-patient treatment for dependents. This kind of coverage can arpount to thousands of dollars saved over the long run. Some of the most outstanding benefits available to Union members are the educational opportunities provided by the SIU. This is the kind of benefit members can take advantage of, and draw from, at any time for immediate gratification as well as long term rewards. But a man has got to go after these educational benefits; you've got to sow before you can reap the harvest. The Harry Lundeberg School in Piney Point, MD. has got all the equipment you need to work with. At the Lundeberg School, a wide variety of courses are available for deepsea and inland members who want to upgrade. And, unlike betting on the horses or buying stocks, there's no risk involved when you invest the time to take a course. And you can bet on the returns. Aside from the programs available for those who want to upgrade, there are other educational benefits available to SIU members, such as the high school equivalency (GEO) program offered at HLS. College .scholarships are also available to Union members and their dependents, and a number are awarded each year. But, again, only the ones who display some foresight and initiative are going to gain from the SlU's educational benefits. The SIU has fought hard to establish another benefit for inland members—the Industry Wide Vacation Plan. At present some 90 percent of SlU-contracted inland operators pay into this Plan, and thousands of boatmen have already received vacation checks as a result of the Union's efforts. All deepsea members are already covered by a Vacation Plan. No seaman likes to think of the day when he'll depart this world, but it's a fact of life—one that once resulted in undue hardship for a seaman's family. With today's death benefits, something the SIU has also worked hard to establish for its members, just that much more security has been added to the world of the Seafarer and his family. The SIU has established many benefits for its members, as these few paragraphs have attempted to show. In some cases they lie dormant, ready to come to the aid of a seaman and his family in a time of emergency. Others are there, just waiting for the right person to come along and take advantage of it. In any case, these benefits are one trademark of a strong Union that's tuned into the needs of its members. And those benefits are as good as geld. 600 Seamen Pack West Coast Maritime Conference San Francisco—One of the largest gatherings of American merchant seamen in years turned out late last month to participate in an SIUsponsored conference focusing on, "The Maritime Industry, Where Does It Stand Today?" More than 600 members of the Sailors Union of the Pacific, the Marine Firemen's Union and the SIUAGLIWD took an active role in the all day session. SIU President Paul Hall chaired the Conference, which took special aim at the problems facing Pacific Coast shipping. Among the Union officials who presented special reports were Paul Dempster, president of the SUP; Whitey Disley, president of the MFU; Frank Drozak, executive vice president of the SIU; Ed Turner, West Coast SIU representative and head of the former Marine Cooks and Stewards union, and SIU representative Chuck Mollard. Government and industry spokesmen also participated to give those in attendance a more complete picture of the problems facing American maritime today. They included: Thomas Patter­ son, Western Region Director of the U.S. Maritime Administration; Ed Flynn, president of the Pacific Mari­ time Association; Herb Brand, presi­ dent of the Washington, D.C. based Transportation Institute and Capt. Dick Stone also of the Transportation Institute. The Conference was timely and very necessary. It came at a time when shipping for Pacific Coast seamen employed by companies affiliated with the Pacific Maritime Association is seriously depressed. As noted by SUP President Paul Dempster. Pacific Coast shipping has steadily declined since 1959. At that time, PMA companies operated 134 ships. Today, 32 ships make up the PlsiA fleet. Dempster expressed hope that there would be a turnaround for Pacific Coast shipping with "the opening of the China trade and extensive marine require­ ments of the offshore oil drilling industry, deep seabed mining and LNG transport." Ed Turner of the former MCS blamed in part the decline of Pacific Coast shippping on "automation and mech­ anization." However, he noted that the merger last year of his Union with the SlUAGLIWD has helped former MCS members cope better with the decline in Pacific Coast jobs. MFU President Whitey Disley also expressed his deep concern with the Pacific Coast situtation. He noted "inroads made by foreign fleets into the U.S. trades" as a major cause of the problerp. Mthough concerned with the prob­ lems facing the West Coast, all of the speakers expressed hope that the problems could be overcome. SIU Executive Vice President Frank Drozak, trying to bring the problems into perspective said, "each day brings new challenges to the continued opera­ tion of a viable American merchant fleet." He told the gathering of seamen that the SIU had advanced as an organiza­ tion despite the problems of the industry in large part due to effective political action. But he said that there are still many obstacles to be overcome. And only continued hard work, with the coopera­ tion of the entire maritime labor movement, would insure the industry's future. SIU Intercedes With USPHS, Saving Member From $926 Bill In March, 1978 Seafarer Merrill Hummell checked into the St. Joseph's Hospital in Reading, PA. for eiiteirijency medical treatment. Under such emergency circumstances, the U.S. Public Health Service will handle the bill if they are properly notified of the seaman's whereabouts within 48 hours. But Seafarer Hummell almost got stuck with the $926 bill because he failed to notify the PHS that he had checked into the St. Joseph's Hospital. The SIU came to the aid of brother Hummell, and the PHS eventually agreed to pick up the tab. But the PHS made it clear that proper procedures had not been followed. In a letter to the SIU, Dr. Leonard Backman of the PHS stated that, "It is unfortunate that notification did not occur. However, it remains the responsi­ bility of the seaman or someone on his behalf to notify the nearest PHS health care facility prior to being discharged from emergency care." Seafarer Hummell made the mistake of thinking that the St. Joseph's Hospital would notify the PHS. It doesn't work that way; and it almost cost him a bundle as a result. Until some other system can be worked out, seamen have no choice but to conform with the notification requirements of the PHS. A simple phone call, followed up by a telegram documenting the notification, fulfills a seaman's responsibility in this regard. More than 600 members of the SUP, MFU and SlU-AGLIWD attended maritime conference last month in the port of San Francisco. April 1979 / LOG / 7 . 1.' �Algonac' The Lakes Picture Fit Out With the first of April, just about all SlU-contracted Great Lakes vessels were fitting out and several had begun their first runs of the season. The Nicolet (American Steamship Co.) led off the 1979 shipping season for the Union-crewed Great Lakes fleet on Feb. 27. By mid-April all SlU-contracted lakers are expected to be running with the exception of the Bob Lo Co.'s two passenger ferries which begin operating on Memorial Day. Another possible exception is American Steamship's John A. Kling which ran into minor trouble during fit out and had to be taken to the shipyard for repairs. The engine and steward departments were already aboard the Kling but the deck department was cancelled until further notice. Other SlU-contracted vessels are fitting out in the following ports: Toledo (14 ships fitting out); Detroit (4); Muskegon, Wise. (2); Manitowoc, Wise. (1); Superior (3); Sturgeon Bay (2); Sandusky (1); Chicago (1); Buffalo (2); Duluth (2); Green Bay (2), and Erie (6). " Former SlU Vice President Fred Farnen was honored at a testimonial dinner on St. Patrick's Day for his role in "the struggle to bring respect and dignity to American seamen." Farnen an SIU V.P. since 1947, also served on the Executive Board of the Detroit Metropolitan AFL-CIO and the Michigan State AFL-CIO and was Secretary-Treasurer of the federation's Maritime Trades Dept. until his retirement last year. The testimonial dinner, held at the Retail Employees Union Hall, was co-sponsored by the Michigan State AFL-CIO and the Metropolitan Detroit AFL-CIO Council. The unusually cold Great Lakes winter, which brought shipping to a nearstandstill, took its toll on some Michigan island dwellers as well. The residents of Hansens Island depend on the SI U-contracted Champion Auto Ferries to shuttle them across the St. Clair river to the mainland. Champion, which runs four car ferries during the spring and summer, uses only one vessel during the winter months. Equipped with their own ice-breaking equipment the ferries don't usually encounter major difficulties. But last month an ice jam trapped the auto ferry at the dock in Algonac and the several hundred hardy souls who make their year-round home on Hansens Island were stranded for several days until the ferry could be freed. * * * * The deep freeze conditions on all the Lakes made the winter of 1979 an ideal time for testing a new air bubbler icebreaking tug and the 140-foot KatmaiBay is passing every test with flying colors. The tug made it through snow-covered ice that ran 27 inches thick and Coast Guardsmen think the air bubbler design could prove a major boon to Great Lakes winter shipping. Clean Waters The St. Paul District of the Army Corps of Engineers expects the Port of Duluth to open on schedule on April 19, despite their original prediction that the solid ice cover on Lake Superior would delay the port's opening until early May. An annual report on the water quality in the Great Lakes, issued by the International Joint Commission, said that pollution in the Lakes "remains a critical problem and serious and effective controls are needed promptly," to answer it. The Commission is made up of water quality experts from all the Great Lakes states and the Canadian government. In addition to the warnings, the report included a little good news. The levels of certain toxic substances have been reduced, the Commission reported, citing lower levels of phosphorous, PCB, mercury, DDT and other contaminants. The levels of these carcinogens may soon be low enough, one Commission member said, "for us to remove the warning against eating salmon caught in Lake Michigan." €hiea|$o St. Lawrence Seaway The Sam Laud (American Steamship) was the first ship to call at the port of Chicago this year. She was in to pick up a load of coal. The Medma Challenger (Cement Transit Co.) is expected to,bring her first cargo of cement into Chicago during the first week in April. The Challenger was originally scheduled to arrive in Chicago several days earlier but the 30 inch solid ice, which tied up a number of Great Lakes ports, forced postponement of the vessel's first run. The thick ice, which is usually a source of delays and frustrations on the Lakes, did provide at least one blessing for an SlU member. Last month, as he was lowering radar equipment from the Medusa Challenger to the shore. Bosun Carl Shircel lost his balance and fell overboard. Shircel got away with relatively minor bruises from his 25-foot fall because he landed on thick ice blanketing Lake Michigan. If he had hit icy water, he would not have been so lucky. The opening of the 79 shipping season marks Step two in the three-year phase in of tolls on the St. Lawrence Seaway. Last year, when tolls were increased on the waterway for the first time since the Seaway opened in 1959, many maritime industry spokesmen were pessimistic about the effect the tolls would have on Seaway usage. But 1978 turned out to be a good year for the Seaway despite toll increases and despite the fact that a strike by Canadian iron ore workers caused a large decline in iron ore shipments throughout the waterways. Traffic on the Welland Canal during 1978 was up to 65.7 million metric tons which is .9 percent higher than last year's totals. Traffic on the Montreal-Lake Ontario section of the Seaway was down by about the same percentage to 56.9 million tons. The St. Lawrence Seaway Authority, which administers the network for the U.S., said the major factor contributing to last year's strong cargo movement was that grain traffic was at its highest level since the Seaway opened. Duluth SlU-contracted Kinsman Lines recently purchased the ore carrier McGonnagle from U.S. Steel which will be run in place of the Kinsman Enterprise. The Enterprise, built in 1906, is the old-timer of Kinsman's fleet. The SlU crew formerly aboard the Enterprise, will man the McGonnagle. Delta Bolivia Committee Ihe 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 Course Starts April 30 SIU N.Y. Patrolman Ted Babkowski (seated left) checks the papers of Steward Delegate James Barclay (seated right) at a payoff early this month aboard the SS Delta Bolivia (Delta Lines) at the 39th St. Pier in Brooklyn. N.Y. The rest of the Ship's Committee (standing I. to r.) are Recertified Bosun Luther Pate, ship's chairman; Deck Delegate Charles Bortz and Engine Delegate Francis Wagner. 8 / LOG / April 1979 �tiUl in tonslitnqto Seafarers international Union of North America. AFL-CIO April 1979 Legislative. Administrative and Regulatory Happenings Congress Moves to Restrict Export of Alaska North Slope Oil Congressman Stewart McKinney (RConn.) has introduced legislation which would extend and strengthen the restric­ tions on the export of Alaskan North Slope oU. A strong move has been under way— pushed by the giant oil interests—to export this American oil to Japan. The latest gimmick would be to swap the Alaska oil for Mexican petroleum. The McKinney proposals would require the President to determine four factors before the oil could be sold, exchanged or swapped in any deals—(1) that it will not diminish the quantity or quality of crude oil in the U.S.; (2) that any such exchange would, within three months of the export, reduce the costs of imported oil to U.S. refiners, and that this will result in lower prices to American consumers; (3) that any exchange will be made pursuant to a contract that can be terminated; and (4) that such an exchange or sale is necessary to protect our own national interests. The proposed amendment also would require that the President submit his finding to Congress within 60 days, and that Congress must—by concurrent resolution— approve the export or exchange of oil. The McKinney amendment has the strong support of a number of consumer groups, environmental interests, business organiza­ tions, as well as the entire U.S. maritime community. On the Agenda In Congress... IN COMMITTEE Maritime Administration (MARAD) Authorizations—House. The Subcom­ mittee on Merchant Marine earlier this month agreed to three amendments to the 1980 authorizations for the Maritime Administration. They are: • No construction or operation dif­ ferential subsidies will be paid unless the vessels are offered for enrollment in a Sealift Readiness Program approved by the Secretary of Defense: • The construction subsidy may be decreased by five percent where the vessel under construction is not part of an existing or future ship design series: • Title XI (ship construction loan guarantees) for 1980 will be limited to $1.5 billion. MARAD Authorizations—Senate. Herb Brand, president of Transportation Insti­ tute, testified before the Senate Merchant Marine and Tourism subcommittee earlier this month to urge Congress to affirm its commitment to "the establishment of a strong national maritime policy." In his testimony. Brand noted the particular importance of a construction differential request of $101 million which, together with $23 million left over from last year, will be used for building four ships—one LASH and three bulk carriers. Brand said: "The construction of these ships will provide the incentive and means for maintaining a shipyard mobilization capability to insure our nation's defense and security." Liner Code of Conduct. The House Merchant Marine subcommittee will hold a hearing on April 26 on the United Nations' Code of Conduct for the Liner Conference System. The international code—when adopted—will have a direct affect on conference rates for ocean carriers in the U.S. foreign trades. Port Safety. The Coast Guard subcom­ mittee of the House Merchant Marine and Fisheries Committee will hold a hearing later this month on a number of amend­ ments to the Port Safety Act. Congressman Mario Biaggi (D-N.Y.) will be chairman of the hearing. Oil Spill Liability. The House Coast Guard subcommittee will mark up the Oil Spill Liability Fund bill this month. Agricultural Trade Act. The Foreign Agricultural Policy subcommittee of the Senate Agricultural Committee is holding a series of hearings this month on the Agricultural Trade Act. We will be watching these hearings to determine,the attitude of this committee toward the use of U.S.-flag ships in the shipment of U.S. agriculture products. , Water Resources Projects. The House Water Resources subcommittee is continu­ ing hearings this month on the President's proposed changes in cost-sharing policies for water resources projects. Included in the study is a requirement for a state cash contribution and the proposed 20 percent non-Federal cost sharing level for flood protection. LNG Sites and Facilities. The House Oceanography subcommittee will hold a hearing April 26 on legislation concerning locations and facilities for gasification and storage of liquid natural gas (LNG). SIU Seniority Upgraders Visit Washington for A hook at Political Action h ''fi As an important part of their on-going educational activities, eight more Seafarers came to Washington late last month for a first­ hand look at their Union's political action program. The group included eight "A" Seniority Upgraders and two SIU officials. During their day-long visit to the nation's capital, the maritime trade unionists visited the AFL-CIO Maritime Trades Department where they met and talked with the MTD and SIU legislative staffs. They also visited the Transportation Institute where they were given an in-depth briefing on some of the many legislative and political issues facing the maritime industry. Later in the day, the Seafarers toured the Halls of Congress, which included a visit to the House and Senate chambers, and meetings with the staff members of Congresswoman Barbara Mikulski (D-Md.), and Congressman Bob Eckhardt (D-Texas). Pictured here on the steps of theCapitol with SIU Legislative Representative Betty Rocker are Seafarers John Aelick, Larry Dockwiller, Robert Firth, William Gizzo, Charles Zulaut, Gordon Pearson, Jeffrey Kass, Kadir Amat, and SIU representatives Don Tillman and Pat Pillsworth. April 1979 / LOG / 9 .""•-'Hi' ,y;.:, �•mmmr f Industry 1 News Committee Approves Alaska Lands Bill The House Merchant Marine and Fish­ eries Committee has approved an expanded Alaska lands bill that would set aside 128 million acres for natural resource develop­ ment. This new legislative measure—which sets aside six million more acres than was ILA's Scotto Calls for National Cargo Policy for US-Flag Ships "Above all else, the U.S. must develop national cargo policy which assures our merchant marine a fair share of all types of cargo." That was the summation of a statement admitted by Anthony Scotto, vice presi­ dent and legislative director of the Interna­ tional Longshoremen's Association, to a hearing this month held by the House Merchant Marine Committee. In his statement, Scotto warned the Congressmen: "We are the world's greatest trading nation, yet we have not made any significant progress to prevent our economy and our security from becoming totally dependent upon foreign vessels operated by foreign governments." Citing the Prussian's penetration into the U.S. ocean trades and the growth of stateowned fleets among the emerging nations, Scotto charged that the U.S. is hamstringing its own merchant marine by expecting it to operate "as if state-owned fleets did not exist, and as if international cargo prefer­ ence laws and predatory rate practices were non-existent." The ILA vice president said two things should be undertaken at once to assert our nation's commitment to its merchant marine. "All federal agencies should be directed to use U.S.-flag vessels to the fullest extent possible, and a national cargo policy must be developed and implemented to build a U.S.-flag fleet. proposed by the House and Senate last year—now goes before the full House for a vote. The land which has been set aside.in the proposed legislation contains a rich poten­ tial of oil and gas deposits for future development. Strong opposition to the development of these natural resources is expected again from environmental groups. In pointing out the importance of set­ ting aside certain areas for future explora­ tion, Congressman John B. Breaux, whose subcommittee has been holding hearings on this bill in both Washington and Alaska, said: "The coastal plain is considered to have the highest onshore gas and oil potential in the state of Alaska." Congress Extends Life Of DCS Watchdog Panel By a very close vote—194-172 — the House late last month voted to extend for 15 months the life of a special Congressional Committee to act as a watchdog on the Outer Continental Shelf Act which was passed last year. The SIU strongly endorsed this measure to insure that there will be no compromise or watering down of the provisions of the Act which require 100 percent American manning of offshore rigs and platforms, as well as U.S. manning of supply vessels. The extension of the Congressional watchdog panel on the Outer Continental Shelf enables this panel to monitor activities and insure that American workers are employed 100 percent in DCS operations. US-Flag Fleet Hits 21,9 Million Tons The privately-owned ocean-going fleet of the U.S. merchant marine climbed to a new record of 21.9 million deadweight tons (dwt) on Feb. 1, 1979 according to the latest figures of the U.S. Maritime Administra­ tion. Compared to Feb. 1, 1978, thq number of ships in the U.S. fleet increased by four to 747, (only 550 are active) and the capacity of the U.S. fleet expanded by 1.6 million tons over what it was a year ago. The large gain in capacity during the past year reflects the larger size of the new shins added to the fleet, and the comparatively smaller size of the older vessels that were sold or scrapped during the past 12 months. The MARAD report also revealed that 56 merchant ships—totalling more than 3.5 million deadweight tons—were under construction or on order in American shipyards as of Feb. 1. These new additions to the U.S.-flag fleet will include: 11 tankers, 11 liquefied natural gas vessels, 11 intermodal carriers, 12 dry-bulk vessels, three cargo break-bulk carriers, and eight special type ships. SPAI) Ls the SIL's political fund and our political aim in Waihinftton, D.C. The SIU aslu for and acccpl.<i voluntary contributions only . The Union uses the money donated to SPAD to support the election campaifpis of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers. deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. Anthony Scotto, vice president, Interna­ tional Longshoremen's Association. 10 / LOG / April 1979 The U.S.T. Atlantic, 390.000 dwt tanker, crewed recently by SIU members in Newport News, Va., is characteristic of the new and larger ships today. �Heart Attacks At Sea Claim 9 of 10 Victims: SiU Trying to Cut Those Odds Thru CPR Training o you know what to do if a fel­ low seaman suffers a heart at­ D tack? Would any of your shipmates know how to help in the event you were stricken? Unfortunately, the answer to both of these questions is probably no. Most seamen do not know what to do in the event of a heart attack. As a result, more than nine out often seafaring heart seizure victims in a five-year period have died. This somewhat unnerving statistic was compiled by the Information and Analysis Staff of the Office of Merchant Marine Safety, U.S. Coast Guarcjl Headquarters, Wash­ ington, D.C. The data shows that in the period from July 1,1972 to Sept. 30, 1977 there were approximately 646 heart attack victims on U.S. flag vessels^ Of these 599, or about 93 percent of the total died before receiving any medicaUattention whatsoever. The Coast Guard survey shows that over 60% of the seamen who suffered heart attacks were in the 4059 age group. It also shows that the average American merchant sailor is almost 50 years of age, making him a prime target for heart problems. Obviously, U.S. seamen need help but, where can he get it? The answer is simple: from one of his shipmates who is trained in cardiopulmonary resuscitation (CPR) techniques. It is believed that this procedure, if administered promptly and effi­ ciently, could have saved many of the seamen who experienced heart failures. The Harry Lundeberg School in Piney Point Md., recognizing the need to train seamen to administer cardiopulmonary resuscitation, of­ fers a course to do just that. The CPR course is comprehensive and can be shaped to fit almost any schedule. It lasts for a total of 12 hours and can usually be completed within a week or two. Instructor Dan Browne, left, shows two SIU members how to apply a tourniquet during first aid and CPR training at the Lundeberg School. SIU upgrader practices chest pumps used to revive heart attack victim as instructor Jim Hanson looks on. At the present time, 9 of 10 seamen who suffer heart attacks at sea die. The SIU is trying to cut down those odds through the Cardio Pulmonary Resuscitation course at the Lundeberg School. Instructors Dan Browne and Jimmy Hanson will teach conscien­ tious students how to recognize the warning signs of a heart attack and deal with them properly. Cardiopulmonary resuscitation is mandatory for all new HLSS trainees and for those taking LNG and some other courses. Others need only to apply at the school's vocational department office if they wish to receive this vital training. Upgraders or anyone who cannot fit the CPR course into their regular schedule, merely have to inform the department and a schedule will be worked out for them. The course not only teaches lifesaving techniques for shipboard heart attack victims but also procedures to follow for choking victims and victims of respiratory arrest. So, next time you are going to be at HLSS why .not take the Cardio Pulmonary Resuscitation course and encourage your shipmates to do the same? Knowledge of what to do in the event of a heart attack could save a life. Other people's knowledge could save yours. Jim Hanson, instructor, left, shows Seafarer proper way of giving mouth-to-mouth resuscitation to a heart attack victim. $20,000 Graduated Death Benefit Means Added Security Since the new graduated death benefit was initiated last year, the beneficiaries of 10 departed SIU members have been awarded the maximum benefit of $20,000. Other awards have also been paid out in lesser amounts: These awards provide continued security for the families of seamen as well as boatmen who qualify for the benefit. In fact, death benefit payments to the loved ones of deceased seamen and boatmen represent one of the largest expenditures made by the Seafarers Welfare Plan. In the 12 month period from Dec. 1977 to Dec. 1978, the Plan paid over $1,225,000 in death benefits. Of this amount, over one quarter of a million dollafs was paid under the new Graduated Death Benefit. The graduated death benefit ap- The SIU Wins Vote At Shawn's Launch The SIU has won an organizing vic­ tory in the Norfolk/Newport News area where employees of Shawn's Launch Service, Inc. have voted in favor of the SIU as their sole bar­ gaining agent. Shawn's Launch Service, Inc. oper­ ates some 10 diesel-powered launches in the lower James River area, shuttling crews back and forth between ship and shore. They operate launches out of both Norfolk and Newport News. The election was conducted -in Norfolk, Va. on March 23 with a majority of Shawn's 12 fulltime em­ ployees voting for the SIU. The SIU wishes to extend a hearty "Welcome " to the employees of Shawn's Launch Service, Inc. plies to inland boatmen wbo are employed by one of a growing list of SlU-contracted companies, includ­ ing: Mariner Towing; McAllister Bros. (Philadelphia and Norfolk); Mobile Towing; Moran Towing of Texas; ST Towing; ST Transporta­ tion; Taylor and Anderson; Baker Whiteley Towing; Crowley Towing (West Coast); Curtis Bay Towing (Norfolk, Baltimore and Philadel­ phia); Delaware River Barge; G & H Towing; IBC Company; Indepen­ dent Towing; Gellethin Barge; and Interstate Oil. The eligibility requirements for the graduated death benefit are as follow^s: • $5,000— 125 days seatime in the previous calendar year, and 1 day employment in the 6 month period immediately preceding date of death. • $10,000—125 days seatime in each of the 3 consecutive previous calendar years, and 1 day in the six month period immediately preced­ ing date of death. • $12,000—125 days in each of the 4 consecutive previous calendar years, and one day in the previous six months. • $15,000—125 days in each of the 5 consecutive calendar years, and I day in the previous six months. • $17,500—125 days in each oX the 6 consecutive previous calendar years, and 1 day in the previous six months. • $20,000—125 days seatime in each of the 7 consecutive previous calendar years, and I day in the six month period immediately preced­ ing date of death. This graduated death benefit ap­ plies to active seamen and Boat­ men only; it is separate and apart from the death benefit paid out to beneficiaries of retired members. April 1979 / LOG / 11 �All of this group are able-bodied seamen, all newly graduated from the AB Course at HLSS. In the 1 st row (L to r.) are J. Perry, B. Bess, K. Nicaise, H. Montalvo, R. Taylor, R. Couby, 8. Seaus, T. Ross and V. Panagiotatos. Bringing up the rear row (I. to r.) are D. Davis, P. Ennest, W. l\/litchell, 0; Gabrielsen, C. Holtrey, l\/l. Wayne, G. Naujokas, B. Wheeler, D. Vonderhaff, D. Kiernan, R. Smith, Kevin McCartney, S. Bush, J. Rddgers, L. Ledwon, J. Ahdrews, J. Mikolasczyk, C.Wagner and A. Mack. Upgrading Programs Paying Off for SiU Members I n the world of big business it can take a lifetime to work your way up to the top of the corporate ladder. In the SIU, though, it's a different story. The Jacob's Ladder that runs from entry rating level to the top rated jobs offers Job security for the Seafarer or Boatman who makes the effort to upgrade his skills. And, for S'lU members, a climb to the top of the profession can be accomplished in a very short time. If an SIU member wants to, he can become a top rated professional in his department in as little as three to four years. A young seaman can graduate from the Lundeberg School's trainee program at the age of 19, for example, and start shipping out as an ordinary seaman. After putting in only eight months seatime as an OS, that Seafarer can return to Piney Point to earn his Able Seaman's endorsement. If he then ships out as an AB for a total of 36 months, he can im­ mediately get his Green Ticket Able Seaman Unlimited Any Waters endorsement. Opportunities for advancement are available for members who want to move up in the steward and engine as well as the deck depart­ ments. And upgrading pays off across the board for SIU members in the Great Lakes and inland seg­ ments of the industry as well as for those who ship deep sea. Even with all the benefits SIU members rack up by upgrading their skills, it's not always easy to find the time to take an upgrading course. Though it usually takes Just four to six weeks to complete most classes at HLS, it sometimes takes a lot of planning to fit a course into a busy schedule. Since time is a valuable com­ modity to an SIU member, the Union has made sure that the month or two a Seafarer invests at HLS is time well spent, by building the Lundeberg School into the biggest and best training facility for seamen in the country. When the School started out ten years ago it offered a single lifeboat course to Seafarers. You can still take the lifeboat course. But today, the qualified instructors at HLS also teach a wide and varied curriculum that includes training in the most advanced, technological equipment currently in use in the industry. By taking advantage of the Lundeberg School, an SIU mem­ ber is taking advantage of a broad range of Job opportunities, in­ creased Job security and the higher money that goes with higher rated Jobs. Diesel Engine Course Grads Two New Assistant Cooks 'iiiiiiii, Two new assistant cooks (I. to r.) Angel Soto and Jack Harris. Diesel Engine Course graduates are (I. to r.) Al Schmitt, Bob Brazell and J. P. Visier. 24 Firemen-VVatertenders on Call In front of the HLS Music House are graduates of the Firemen-Watertender Course. They are (front I. to r.) Scott Tera, Ali Hassan, Mohamad Sharan, Clarence Smith, Melvin Brumfield, Art Elmodhji, Herbert Rippons, Tim Van Peh, Jack Andrews, Jim McDaniel and Ron Gilmette. Standing (I. to r.) are Joseph Da Costa, Curtis Johnson. Gary Johnston, Butch Vane. Pat Hemenger. Rocky Oden Glenn Watson. Bill Strode. Don Givens. Stan Allen. Rolend Grice. Roland Richardson and Barry Day. 12 / LOG / April 1979 i �Hill tiii'>iiK»iW'.<;gi?L-')ipgg Ready for the Lifeboats Showing they're ready for the lifeboats are Lifeboat Course grads (I. to r.) Gary Johnston, Bill Strode, Clarence Smith and W. D. Mitchell, LNG: Deck and Engine 16 ABs Are Graduates On a windy day aboard the SS Zimmerman at HLSS are 16 graduates of the AB Course. In front are (I. to r.) R. Mincey, M. Tracy, M. Houlihan, J. Capp, S. Whitehead, S. Wallace and W, Wood. At back (I. to r.) are L. Grandall, W. Yanson, M. Muscato, S. Williams, R. Brown, C. Marks, P. Herring, R. Jueland and G. Hetherington. A Firefighting Cook HLSS Both deck and engine department Seafarers pictured here have completed the LNG Course. They are (front I. to r.) S. Browning, J. Peltz, R. Caruthers and R. Mancini. Rear (I. to r.) G. Hoover, W. Tillman, Recertified Bosun Walter Nash and R. Heikus. Firemen-Watertenders All Upgrading Cook and Baker grad Gary Hamilton shovN his diploma and firefighting certificate from to Shoot the Stars Late last month these Fireman-Watertender Course grads posed for this photo. In front are (I. to r.) A. Wootten, L. Jacobson, J. Perry, T. Sharp giving the thumbs up sign, M. Rodriguez, J. Poste'l and E. Olsen. In the middle (I. to r.) are T. Bearss, P. Orr M. Brown, R. Solis, C. Mitchell, B. Bingham and T. Dooley. At the rear (I. to r.) are D Ling, J. McKay, J. Doe (obscured) A. Asle, R. Story and M. Gay. LNG Course graduates in both the engine and deck departments are (front I. to r.) Evan Jones, Robert Goodrum, Jack Davis, Michael McNally, William Foley, Christopher Cunningham, Robert Farmer and Alphonse Thomas Jr. Rear (I. to r.) Graduates of the Celestial Navigation Course are (seated I. to r.) Boatmen Robert Hudgins, Robert Hope Jr., G. T. Decker, Gary Creighton and Roland Benz. Standing (I. to r.) are Dan Taylor Jr. and Red Guerrin. are Paul Sbriglio, John Frazier, Sid Veach, Fred Jensen, Marion Beeching, Ed Parsley, Don White, Walter Kimbrough and Rafael Atehortua. April 1979 / LOG / 13 # . • ^ ^ , - V. •. 1 » -fe �/ The Finest Opportunity Anywhere There are many reasons for the success of the Towboat Operator Scholarship program. It gives each student a weekly stipend of 125 dollars and free room, board, and books. The awards are granted on a very competitive basis. As Boat­ man Joseph Berlando put it, "It's worth it. I couldn't have come with­ out the scholarship." And Brother Craig Brown was especially im­ pressed with the quality of instruc­ tion. "It is hard to learn all the material you need to know on your own. The teachers were very good and gave us guidelines to study from," he said. The Transportation Institute Towboat Operator Scholarship Program consists of many hours of boat handling experience. For all of the boat­ men, this wheelhouse time was credited to them as work time. he will encounter when he is in command of a boat. Brother Her­ man Jernigan commented, "The instruction was very thorough,and organized." "The whole program is excellent," said Brother Jeffrey Parkin. All of their boathandling time was credited as actual work time by the Coast Guard for all of the scholarship recipients. Boatman Stewart Finch thinks, "The entire scholarship program is a really good idea." Brother Finch and four other students received an additional benefit. Because they graduated from the basic vocation­ al program, the entire time that m The classroom instruction covered many aspects of towboat handling such as rules of the road, chart navigation and weather. Piloting and navigation are very important skills for the SlU Boatmen. The knowledge he gains from the scholarship program assures the company and crew of a qualified operator. The scholarship curriculum con­ sists of both classroom instruction and extensive on-the-job training. In the classroom, students work on rules of the road, towboat handling, towboat seamanship, aids to navi­ gation, chart navigation, winds, tides, weather and currents, pilot­ ing, radar navigation, radio direc­ tion finding, and chart work. The boatmen were able to apply the concepts they learned in class by spending many hours aboard the HLS tug boat, pushboat and barges. This on-the-job training was as individualized as the classroom. Every student experienced real boathandling situations like those these boatmen spent in the pro­ gram was credited as work time. The scholarship winners also ac­ quired a new understanding of their industry. While in the program, the Boatmen visited the Transportation Institute in Washington, D.C. Here, they learned of the economic fac­ tors which affect the maritime in­ dustry, the impact of government policies on their job responsibilities and projected growth patterns for the towing industry. With this kind of knowledge, in addition to their excellent job skills, the scholarship winners are helping to keep the towing industry strong and progressive. in the classroom sessions, students are shown here with instructor Paul Aliman as they discuss navigation. in order to gain boat handling experience, boatmen work with the tug and barges on a night shift. Because of the extensive training in the wheelhouse, students are able to apply the skills they learn in the classroom. Here a boatman ap­ proaches the pier and barges at HLS for a day's work (right). 14 / LOG / April 1979 �V r A.., Since the beginning of the program, nearly 100 boatmen have been able to get their towboat operator iicenses. This is a big achievement for the boatmen and for the industry. _ _ Because of the scholarship program, many SlU boatmen nave been oeen able to upgrade their Skills and move up in have the deck department. They may not have been able to do this without the program. More Boatmen Advance The Transportation Institute Towboat Operator Scholarship Program at the Lundeberg School recently graduated another class of quali­ fied SlU towboat operators. Since the program was estab­ lished In 1978, almost 100 boatmen have entered the towing Industry with the skills to perform efficiently In the wheelhouse of towing ves­ sels. For all of these boatmen, the Scholarship Program opened the door to job advancement. Boatmen William West com­ mented, "The industry Is really growing. The SlU and HLS are look­ ing ahead. The school Is a positive thing for all of us." Boatmen Morris Thibodeaux said, "New boats are being built every day and I want to be a part of this wide open field." Many boatmen who feel this way have attended the Lundeberg School and have upgraded their skills. They are now working in the Industry and are still growing with le field. "There are a lot of people who don't know what they are miss­ ing. It Is a wonderful opportunity," said Brother Edgar Zlegler. Stewart Finch Gregory Lukowski i Barry Schuffels Morris Thibodeaux Students in the basic, vocational proI gram are beginning their careers as boatmen through the training at HLS. William West Edgar Zeigler April 1979 / LOG / 15 �sprint This in Bold Letters' Captain Captures Respect We the crew of the SS Sea-Land Economy would like the membership to know that during the illness and death of our late Brother, Seafarer E. Bakanas, that Capt. C.S. Olson extended every possible care, day and night, for our stricken brother's health and comfort. On arrival in Port Everglades, the captain, out of respect for our dead Brother had the flag flown at half mast. Of all my years going to sea, I have never seen this tribute paid to a crewmember. All hands join me in saying; "It takes a good man to captain a ship, but a better man to capture respect. Fraternally, L. Nicholas, Secretary-Reporter SS Sea-Land Economy $300 to SPAD As a retired member of the Marine Cooks and Stewards Union (recently merged with the SIU-AGLIWD), I realize the work the Union is doing to protect the jobs of its members while at the same time trying to strengthen the U.S. merchant marine in regard to both domestic and foreign trades. Therefore, I have forwarded a check in the amount of $300 to the office of the secretary treasurer as my donation to SPAD. I hope that my donation will serve both for the benefit of the Union as well as the benefit and security of our country. Fraternally, Johann T. Ullrich San Francisco, Calif. New Pensioner Just a note to let my friends and shipmates know I picked up my first pension check in the Norfolk hall recently. 1 would like to thank the Union for making this benefit possible. Also, I want to note that the Welfare Plan was always prompt in settling any claim I ever had while I was sailing. I would like to have been able to work a few more years. But it is good to know that you have the Union security when you need it. I am submitting this letter to the Log to be published in bold letters so my fellow Seafarers including officials can take notice' of same, I wish to thank the Seafarers Welfare Plan and its staff for their great interest and the businesslike manner in which they handled my claims. My wife passed away on Oct. 1, 1978 and the hospital and other bills were stocked up on me. I thereby appealed to my port agent Buck Stephens in New Orleans in my dark hours of despair and he responded in a most efficient and sympathetic manner. I must now state that I could not expect any more speed or financial assistance than was given me by the greatest Welfare Plan in all the industrial system in this country. This could not have happened had it not been for the excellent leadership of this Union, in particular President Paul Hall. I want to let my fellow Seafarers read these lines so that they take a greater interest in supporting the SlU to the best of their ability. Even if it hurts a little, for what you now cultivate you will harvest in the wintry days of your life. 1 once again urge the membership to support the Union, which 1 consider the greatest maritime organization in the U.S.A. Fraternally, James Morrison Westwego, La. Top Notch Steward Dept, 1 would like to pass along my compliments to the steward department for an excellent job done aboard the SS Charleston (Sea-Land) on recent voyage #346, Capt. Francis M. Haggerty, commanding. The steward department consisted of the following SlU members: Chief Steward Stephan Piatak; Chief Cook William Seltzer; Cook & Baker Pedro Mena; 3rd Cook Kurtoslav Svoboda; Messmen Sylvester Paduano and Paul Moran; Utilitymen Christopher Chubb, Brian Russell and Elliot Gorum. Tbe department was well supervised. The meals were quite tasty, salads were excellent and a fine conscientious job was done by all concerned. The Cook & Baker turned out some real good pizza along with the usual assorted pastries. Fraternally, A. Gilmore, REO (Sparks) SS Charleston A AMBD who doesn't knm how to work on diesef engines contd be waiting a long time.,. Fraternally, Chester Cochran Route 5 Box 229 Mebane, N.C. 27302 ^MHBS to Go Before I Sleep' I was put to much inconvenience and expense to track down a suspected "aneurysm" at a time when my arthritis was flaring up. 1 even went to Cleveland Clinic to get an "opinion." More recently I went to USPHS, Baltimore, though. And there I discovered something. Actually, the point I'm trying to make is that whoever you come into contact with in that facility shows a personal commitment to your health and well being. I was there two weeks undergoing tests complete with x-rays, the whole "schmear." They have a barium milkshake there that's just grand—it's mint flavored. Some wag said that "if you take care of your body, it will last you a lifetime." Well, that's just what I aim to do from here on. I hope to get my "permanent unfit for duty" because as the great poet Robert Frost once said, "I have appointments to keep and miles to go before I sleep," or some such thing. Fraternally, Clarence Cousins Butler, Pa. 16 / LOG / April 1979 for bis skip to come in. So learn diese! skills—you'll be ready to work aboard any of the new tankers, ore carriers and containerships. Take tke Oiesef iufines Course ut ntS, It's just for kMEP's and it will mean better job opportunities and job security for you. Course Starts May 28 To enroll, see your SlU Representative or contact HLS �« lilRMWA •w-2rS!«!g?^:J-rAff^.%=-aJr:,^ O Bilateral Trade One Answer to U.S. Fleet's Ills ne of Robert J. Blackwell's last acts as Maritime Administrator was to report on how the American merchant marine shaped up in 1978. Unfortunately, his report revealed, it's been "shaping up" to the point of doing a disappearing act. Its condition, quite simply, is practically laughable. The only ones doing the laughing, however, are our competitors and ideological adversaries. According to Blackwell's report, U.S. flag carriage in 1978 "only accounted for about 4 percent of the 819 million tons moved in our foreign trade." As pathetically dismal as 4 percent might appear, the figures for certain key areas of the trade are even worse. U.S. tankers, for example, carried less than 3 percent of our total trade in tankerborne commodities. And in the dry bulk area, our bulkers actually accounted for less than 2 percent of our total trade in dry bulk commodities. Speaking of dry bulk carriers, there are 5,000 of them operating worldwide, while the fptal U.S. dry bulk fleet consists of only 16 ships (including four in lay-up): The average age of U.S. bulkers is a shameful 25 years. Take a casual look around the world. What other major maritime trading nation would allow such a condition to exist? Not Great Britain—it carries over 30 percent of its foreign trade. Not France: over 30 percent. Not West Germany: 20 percent. Not Norway: 30 percent. Not Japan: over 40 percent. And certainly not the Soviet Union. Its merchant marine carries over 50 percent of its water-borne foreign trade. Many well-meaning yet uninformed people shrug these statistics off by saying, "Well I'm a good American. I believe in free trade and if we can't compete... well that's just the way it goes." Others say the same thing to somehow justify their patronage of foreign-flag vessels, which is as close to being un-American as you can get. No real American with even the most basic awareness of the security and economic requirements of a strong nation, would favor "free trade" for free trade's sake if, as a result, it threatened our very existence as a free country. "Free trade at all costs" is the rhetoric of a multi-national conglomerate whose only real interest is its profits, not the security of our nation. We don't want to knock free trade. It's well and good,to a point. But when it threatens our country by putting us in a weakened position where we can't compete with even third-rate powers, it's time to change our policy. Other free world countries have recognized this concept and have dealt with it sensibly. Let's face it, if free trade without any kind of government "help" were the only criterion, then countries like Norway and Great Britain wouldn't bo able to cornpcte—and very well — which is something we haven't been able to do for years. So what makes the difference? The answer is a sound national policy; a real commitment to maintaining a strong merchant marine to the point where our country can handle a significant portion of our foreign trade. Maritime Administrator Blackwell suggested in his report that "U.S. maritime policies will have to become more cognizant of the signs indicating that nationalistic policies" will become more significant in world shipping in the years ahead." So what can be done about it? For one thing, we need more bilateral and multi­ lateral trade agreements. These agree- ments, such as the u.^.-Russian grain deal, stipulate that each trading partner will carry a specified percentage of cargo flowing between the countries involved. The United Nations Conference on Trade and Development (UNCTAD) proposes 40-40-20 splits in bilateral trade agreements. The U.S. State Department, for some inexplicable reason, has opposed any UN resolution supportive of bulk cargo sharing. We sometimes wonder whose side they are on. In the dry bulk area especially, such agreements could only benefit our own miniscule dry bulk fleet. Other things could help to stimulate growth in the U.S. bulk fleet. Black­ well's report recommended that changes be made in the bulk carrier subsidy programs. "Basically," he pointed out, "regulations and restrictions imposed on recipients of subsidies have been major deterents to firms that could he considered prime candidates for partici­ pation in a U.S. dry-bulk program." Easing of the 20-year vessel replacement obligation would be one way to encourage participation in this program. One additional prescription sug­ gested as a partial cure for our fleet's ills would be, quite simply, to get tough in our approach to the problem. A wishywashy. approach to rebuilding our merchant marine will only result in further stagnation or decay. Specifically, we should initiate a tough crackdown on foreign-flag rate cutting which, if necessary, could include banning certain foreign lines from our trade. In spite of State Department reluc­ tance to broaden our country's bilateral trade agreements, there are other federal agencies that take the opposite viewpoint. The Department of Labor, in a recent position statement on maritime issues, said that the U.S. should "seek bilateral agreements wherever possible not only for economic reasons, but for security consiaerations as well, buch agreements are also necessary to put into effect the goals mandated by the Congress in 1936, and repeated as recently as 1970." Has the U.S. State Department forgotten about the Merchant Marine Acts of 1936 and 1970? Has the U.S. Congress? SECURITY IN UNITY LOG Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFLCIO April, 1979 Vol 41, No 4 Executive Board Paul Hall Pn'sidem Frank Drozak Executive Vice President Cal Tanner Vice President Joe DiGiorgio Secretary- Treasurer Lindsey Williams Vice President iLttoa Piiissl James Gannon Editor Ray Bourdius Assistant Editor Edra Ziesk Assistant Editor Mike Gillen Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photof^raphy Marie Kosciusko Adtninistrative Assistant George J.Vana 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) April 1979 / LOG / 17 ! �•Xr'-imitr f-r yr Orange, Tex. At Sea If Ashore Valdez—Trans-Alaska Oil Pipeline Oil tankers in the near future may have more crude to haul from here as late last month the Atlantic Richfield Oil Co. (ARCO) said it plans to develop its leases in the Kuparuk Oil Field west of the Prudhoe Bay Oil Field on Alaska's North Slope at a cost of some $350-million. By 1982, ARCO expects to be pumping about 60,000 barrels of crude daily from the field; With 10,000 barrels a day pumped by 1984. The crude moves south from the North Slope through the Trans-Alaska Pipeline to the marine terminal here for transshipment to refineries in the lower 48 United States. ARCO's head said "The nation's need for domestic energy was a major factor in our approving the program now." SS Potomac Carrying coal to Rotterdam-Amsterdam for the next few months for the Military Sealift Command from the ports of Norfolk and Philadelphia will be the 23,846 dwt SS Potomac (Hudson Waterways). Seafarers next year will man the first of five new 36,000 dwt bulk carriers to be built in the Levingston Shipyard, Orange, Tex. The keel of the first vessel has been laid and she will be delivered in December 1980. She's the first bulk carrier to be built in the U.S. since 1974. They will be 612 feet long, have a beam of 93 feet and sail between the Gulf and the Far East with cargoes of grain, steel, sugar and lumber. West Coast SIU members here in the steward department, formerly from the merged Marine Cooks and Stewards Union, next January will man the new containership SS Kauai (Matson Line). Last month the company got MARAD's subsidy okay to build the ship in the Sun Shipyard in Chester, Pa. She will cost $73.9 million, carry 1,000 varied sized containers and tanks to hold 2,400 long tons of molasses. Delta Line Delta has added the port-of-call of Puerto Limon on Costa Rica's Atlantic side on the U.S. East Coast-Venezuela-Columbia-Central America run. On the run, three Delta ships sail every two weeks from the ports of New York, Philadelphia and Baltimore to Aruba/Curacao, Puerto Cabello, La Guaira, Guanta, Maracaibo, Cartagena, Puerto Limon, Puerto Cortes and Santo Tomas. New Orleans London Ogden Marine will buy two U.S.-flag 37,800 dwt tankers built in 1969 from United Tankers for $31 million. Ogden now has seven U.S. tankers in the domestic trades. It has six U.S. tankers in the overseas trades. About 80 percent of this tonnage operates under long term charter. The Eagle Leader and Eagle Charger will be renamed the Ogden Leader and the Ogden Charger. The Ogden Charger has a charter with Exxon to 1980 with a two-year extension option and the Ogden leader is available. Last year world shipbuilding hit a 10-year low as fewer merchant ships were built, according to Lloyd's here. In 1978 only 18.2 million gross registered tons (grt) of shipping were built, down 34 percent from 1977's 27.5 million grt built. Japan's 6.3 million grt built led the world in shipbuilding and was 34.7 percent of the total. Israel By U.S. law, half of the 400,000 metric tons of American wheat worth $5.4 million to be sold to Israel must be carried in U.S.-flag bottoms. The wheat will be shipped from Gulf and Atlantic Coast ports. ST Beaver State MARAD has agreed to let the 91,849 dwt ST Beaver State (Westchester Marine) make a third voyage carrying crude from the port of Valdez, Alaska to the Exxon Refinery in Benicia, Calif. Nova Scotia The 32,531 dwt British tanker YT Kurdistan loaded with 29,000 tons of heavy crude split in two in high seas and sank last month 44 miles north of Cape Breton Is. and Sydney, Nova Scotia. Since the ship sank at night, no one could see if any oil had spilled out onto the Cabot Strait fishing grounds. Six hours before the sinking, the tanker's crew reported two cracks running up the vessel's sides. All 41 of the crew were taken aboard the Canadian Coast Guard icebreaker Sir William A lexander. The tanker had put out an SOS at 10 p.m. as she began to break up after turning toward Sydney for repairs. Personals Raymond Patrick Russo Please contact your sister, Stella Imondi, 26 Lafayette St., Johnston, R.I. 02919, Tel. 231-7759. The tools of your trade Allen P. Alexander Leam to moke them work lor you Please contact your son, Lewis R. Alexander, 20003 Harlan Ave., Carson, Ca. 90746. Leroy Davis Please contact editor of the Log, Tel. (212) 499-6600 Ext. 242. ... Apply now lor the Transportation Institute Towboat Operator Scholarship Thomas Vain Please contact John W. Altstati, (Blackie Altstatt), Route No. 1, Dustin, Ok la. 74839, Tel. (918) 656-3212. Ronald E. Vantress Please contact your wife or your grandmother in New Orleans, La., Tel. (504) 944-9458. • Special three-month curriculum offered only at the Harry Lundeberg School » Room, Board and Books Free Old Shipmates • Tuition free Any old shipmates who care to may contact Harry T. Justice at 951 N. 42nd Apt. 205 Seattle, Washington, 98103. • Weekly stipend of $125 Cordon Linden Time spent in on-the-job training is Coast Guard ap­ proved as the equivalent of required wheelhouse time Please contact, by mail, Matthias Soldierer, 5222 Nancy Way, Riverside, Ca. 92503. G. Saylor M. Meckler G. Marzett K. Lindsay Please contact Red Campbell at Headquarters, Tel. (212) 499-6600 ext. 213. • Day-for-day work time credit for HLS Entry Graduates Completed applications must be received by June l To apply, see your SIU Representative. 18 / LOG / April 1979 01 �Unity, Security Anchors of SiU, MCS Merger "I have a way to go before going on pension, but I feel a lot more secure about it becaixse I know inside myself that as part of the SIU my future benefits will be waiting for me whenever I need, them. I also know I still have a future going to sea—something I was getting worried about before the merger." Ron Bautista, Room Steward, SS Santa Maria little less than a year ago, members can remain active A members of the SIUAGLIWD and the Marine Cooks & Stewards over­ whelmingly approved a merger of the two organiza­ tions. The vote showed that both memberships recognized that the problems in the maritime industry can best be overcome by a consolidation of efforts by all concerned. Accordingly, SIU and MCS members voted by better than 95% margins to consoli­ date the unions themselves. In turn, the results have meant expanded job opportunities in the face of a greatly decreased amount of Pacific Coast ships in operation. The merger has also provided former MCS mem­ bers with an alternative to early retirement. Many MCS people, because of a shortage of jobs on the West Coast, were contemplating retirement. However, now with more jobs to choose from as a result of the merger, these new SIU seamen while at the same time building up additional pension credits. Essentially, it has meant greater security for all involved. How has this historic merger of Atlantic, Gulf and Pacific Coast seamen worked out? And what do members of the former MCS think about their new station as SIUAGLIWD members? To find out, we visited each of the four passenger liners operated by Delta Steamship Company when the ships arrived in San Francisco from their voyages to South America. Former MCS members man much of the steward departments on these vessels. One thing is clear—Kipling was all wrong when he said that the East and West could never meet. At least insofar as it applies to the crews aboard these four ships. (Delta bought these vessels from Prudential Lines last year.) LOG Official Publication of the Seafarers Iniernalional Union • Ailaniic. Gulf, Lak^ and Inland Waters District • AFL CIO The answer to the question of how the merger has worked out was a unanimous decision — it's worked out fine. Members of all three depart­ ments on each of the four ships expressed keen satisfaction with the results, demon­ strating conclusively that a seaman is a seaman no matter what coast he may come from. APRIL 1979 As far as the question of what the Pacific Coast stewards think of the merger—that's best indicated by the random interviews given the Log by various crew members on the Santa Maria, Santa Mariana, Santa Mercedes and Santa Magdalena. Some of the inter­ views are printed on the following pages. One of the hallmarks of the SIU, MCS merger has been brotherhood, everyone striving to work together for the good of everyone aboard. Just ask the ship's committee of the SS' Santa Mariana. They are from the left: Recertified Bosun Tom Price, ship's chairman; Juan Osorio, steward delegate; Marvin Garrison,. secretary-reporter: Brad Lipets, engine delegate: Clyde Kent, deck delegate, and Paul Olson, educational director. Also in photo are Patrolman Gentry Moore (second from right) and Steve Troy (right), SIU West Coast Headquarters Representative. The SS Santa Mercedes traversing the breathtaking Straits of Magellan. She is one of fourpassenger/cargo ships operating off the West Coast carrying both SIU A&G members and former MCS members. She is operated by Delta Lines. SIU West Coast Headquarters Representative SteveTroy (seated) writes out report during visit to the SS San/a Maria (Delta Lines). Seated left is Patrolman Gentry Moore. Standing (I. to r.) are Recertified Bosun John Stout: Deck Delegate Percy Kennedy and Steward Delegate Tony Glados. Seated right are Chief Electrician John Ross and Engine Delegate Ray Hart. April 1979 / LOG / 19 �Interviews Aboard the 55 Santa Magdalena HEINZ SEEL, Second Steward: "I'm very satisfied with the merger. I find that I'm making more money than before which means I'm better off financially under the SIU contract. We have fewer beefs now and at the same time I feel that my future is more secure than before the merger." R. J. LOWE, Chef: "We're in great shape. We don't have the interdepartment quarrels that used to bug everyone. Personally, I'm proud to be part of the SIU and I will go along with whatever we have to do because I know it will be whatever's best for the seamen." STEVE AKENS, Chief Cook: "The merger has worked for everyone's advantage. Without it we'd have no jobs. And we're all working together—unity among co­ workers is the one thing that's really important. We have it now." interviews Aboard the 55 Santa Mariana DOYLE CORNELIUS, Deck Steward: "We certainly wouldn't be working for Delta Lines if we hadn't merged when we did. Things go along more smoothly on these ships and when everyone is merged into a single Union for all three unlicensed departments it will still be better." FLOYD INGLEBRET, Chief Cook: "From what I've experienced so far, the merger has been good for all of us. We have more security than we did before. I expect, though, that the real benefits of the merger are yet to come. The future is what we're planning for and we can't expect everything to change in six or eight months." interviews Aboard 55 Santa Maria DOTTIE LAWSON, Stewardess: "We all have job security and eventually it will mean more jobs for everyone. We make more under the SIU contract than we did before. We are a happy crew—a happy family aboard a happy ship. All are fair and honest with one another, and frankly, I just love the SIU deck and engine departments on here." LARRY TINKHAM, Bartend.er: "I have a lot more job security than I had before the merger. I am pleased with the cooperation among all crew members—whether in the galley, on deck or in the engine room. One unit—one Union, that's what we are now. As one Union the whole crew is working for the best operation of the ship." EMMA MILLER, Stewardess: "Where would I be without the merger? Where would all of us be, for that matter? It's fantastic that we merged and I'm very glad that the SIU offered us the opportunity to merge. We are better off under the SIU and I'm sure things will get better and better in the future." REUBEN BLACKBURN, Chief Steward: "Well, we now have job security and pension security—for me and for all the members. Working with the SIU deck and engine departments has been an enlightening and rewarding experience these past months. I'm sorry we didn't merge long before we did." BILL HARTER, Chief Baker: "To begin with, the pay on these ships is better under the SIU contract than it was before, and that's saying a lot these days." ERIC DE BLANC, BartenderLounge Steward: "I have to go along pretty much with Doyle's views. I'm glad the MCS broke the ice, so to speak, and start the merger ball rolling. The sooner we are one Union the sooner we can all share all the benefits, regardless of what union we started with." RON BAUTISTA, Room Stew­ ard: "I have a way to go before going on pension, but I feel a lot more secure about it because I know inside myself that as part of the SIU my future benefits will be waiting for me whenever I need them. I also know I still have a future going to sea—something I was getting worried about before the merger." VINCE COSS, Waiter: "Before the merger I heard a lot about socalled "inferior SIU contracts." Well, I know that's a lie from stai't to finish because I'm making more now than I was before the merger. I come from a union family and I know that delivering the goods for its members is the mark of a good union. And boy, is the SIU delivering the goods for its members, I'm just sorry we didn't merge before—what took us so long?" NICK SERITIS, Chief Baker: "What does the merger mean to me? It means I have a job—you see me working right here. It means I'm going to get a pension when the time comes for me to go ashore. It means I have a future and it means I know I have security for my family as well." URSULA IBERT, Headwaitress: "I guess the most important thing for me personally has been job security. Without the merger we'd be without jobs insofar as passenger ships are concerned. Merger is unity and unity is strength. And we need all the strength we can muster in the merchant marine these days. 20 / LOG / April 1979 HARRY GEIER, Third Steward: "If I knew how great belonging to the SIU was going to be I would have shouted for merger a long time before we got the chance to vote. Living together and working together aboard ship under one Union is a lot easier. It's also added some more strength to the maritime voice in Washington, D.C. And by contributing to SIU's SPAD, I have the opportunity to make my small voice heard there as well. BURT RICHARDSON. Chief Pantryman: "The merger was one of the greatest acheivements we've experienced in the steward department in many a year. The SIU contract is superior to what we had before and the cooperation and harmony aboard ship with all three departments under one banner is so great." SIGRID GAHSAMAS, Steivardess: "Probably the best thing that has happened so far is the understanding between all mem­ bers of the steward, deck and en­ gine departments. We have such good comradeship and things are so harmonious. I didn't realize before that everyone belonging to just one Union could bring about such good mutual working relationships. JUAN OSORIO, Room Steward (and Steward's Delegate): "I don't want to knock any other union, but since the merger, life aboard these ships is better because we cooperate between departments instead of competing with one another. I just hope that the officials of all the different unions see the light and merge into one big Union as soon as possible." FREDDIE VIDAL, Second Steward: "To me, two of the most important things are job security and pension security. I know that we have it now, as part of the SIU. The merger has made my work easier aboard ship, as well. I just wish that all the unlicensed departments were in one union." RON SAUNDERS, Chef: "I've gone to sea for many years and the merger is the best thing that's happened to us since the '34 strike. I was getting worried about my pension but I don't worry now. I know that under the SIU banner I'll get everything I've earned. We should have merged a long time ago. PHIL DESETT, Room Steward: "I have a job I wouldn't have without the merger. It has meant belonging to one big group of friends and shipmates regardless of the department the individual works in. It sure has made life aboard ship much easier than before." KEVIN GIBBONS, Bar-Lounge Steward: "It's sure offered job opportunities we wouldn't have had otherwise. I really enjoy the togetherness we have on the ship among all departments. It's much more pleasant working aboard ship when we are all together as one Union." JOE MOUTON, Crew Pantryman: "The merger has given me a chance to cook for some of the finest, gentlemen I've ever met going to sea. I mean the men in the SIU deck and engine departments—they are the tops. Of course, I make more money under the SIU contract and what beautiful harmony we have among all departments." April 1979 / LOG / 21 �:v:m Interviews Aboard the SS Santa Mercedes PETER MARTI, Second Stew­ ard: "I remember when Ed Turner used to talk about the importance of the union getting together, there were some who said there were too many problems to resolve first. But we went ahead and merged with the SIU and what did we find? The problems people talked about didn't exist—they were just paper tigers. In the final analysis, we have fewer problems than before the merger, and life aboard ship is easier. And we have some sense of security now, some sense of going forward to better things." CHARLES SIMPSON, Asst. Headwaiter: "There's a much better feeling all over the ship since the merger. I've seen a tremendous amount of unity among all the members of all departments, and that makes for more enjoyable working conditions. We have more jobs and better benefits now. I'm happy we have merged; it was long overdue." RUDOLF SPRINGAT, Chief Baker: "Merging with the SIU was the best thing that could have happened to the MCS. We couldn't have survived without the merger. I was worried about my future in the industry but I don't have to worry now. BILLY ROGERS, Lounge Stew­ ard.: "We had to have some security for the future and the merger helps guarantee it. The cooperation among all SIU crewmembers is great. The take home pay works out better for us under the merger. I'm certainly glad we merged the unions. LOUIS MENDOZA, Chef: "The merger's one of the best things that's happened to us. It means jobs and that's pretty doggone important to all of us. I personally think Ed Turner deserves a vote of thanks for taking the lead in the merger. It certainly is nice the way we get along so well with the SIU deck and engine departments." BRUNA WILLIAMSON, Lounge Stewardess: "I like the togetherness under the SIU. It's much better that we are united instead of trying to go it alone. We now have hopes for a better future for the men and women who sail." MARVIN GARRISON, Chief Steward: "In my job I have to think of unity and harmony among crew members for everyone's best interests. I have never known such unity and harmony as we have since the merger. It's a very comfortable feeling to know that we are all together, all striving for the same goals, because that's the only way we're going to accomplish anything in the maritime industry." Recertified Bosun Jack Kingsley (left) heads up the ship's committee on the SS Santa Mapda/ena. Also in photo, from the left, are; Frank Silva. engine delegr.te; SIU representative George McCartney: Harry Grier, steward delegate; Irving Glass, deck delegate and Harold Welsh, educational director. 22 / LOG / April 1979 \ , : I �Ocean Mining Billf With U.S. Ship Clausef in Senate When the Deep Seabed Ocean Mining Bill went before the U.^. House of Representatives last year, it won a resounding 312 to 80 vote of approval. It looked as though it would receive similar treatment in the Senate, thus giving the ailing U.S. maritime industry a much-needed boost. But it was not to be. The bill never was voted upon in the Senate before that august body adjourned for the year, in spite of the fact that a number of important Senate committees had given the bill their approval. The long, drawn out process is now beginning all over again. Only this time, the House has said it will not even consider the Bill until the Senate can get its act together to vote upon it. Senate action on the bill could take place later on this year (committee hearings have already begun). But it's not likely to go before the House again until some time in 1980. It's the same old story! Other major maritime trading nations build up their fleets, or at least continue to maintain them at a much higher level than our own, while we continue to drag our anchor through the political and legislative mud. U.S. Economy At Stake The importance of seabed mining projects, not only to our maritime industry but to our nation's economy and security in general, can not be underestimated. Va.st quantities of nickel, copper, manganese, and cobalt lie on the ocean floor, waiting to be mined. Deepsea mining projects to recover these min­ erals represent a potential golden opportunity for our country. Enlightened development of the.se mineral deposits, with the best interests of our country in mind, can help us to increase our self-sufficieney in supply­ ing vital raw materials. It would also lessen our balance of payments deficit by decreasing our dependence on foreign sources and suppliers for these raw materials. The SI U is especially interested in one particular section of the Deep Seabed Ocean Mining Bill—Section 102(C)(2). Inclusion of this section in the final version of the bill would ensure U.S. control over mining vessels as well as the vital mineral deposits in question. Section 102(C)(2) will require each mining permittee to use at least one U.S.-documented vessel for the trans­ portation of minerals recovered from the ocean's floor. The beneficial effects of this section on the U.S. maritime industry would be far-reaching. But, without controls on foreign flag encroachment in this area, deepsea mining will take place at the expense of our industry, American labor, and of the U.S. economy. On the other hand, if section 102(C)(2) is included in the final version of the bill, it would encourage growth in the min­ uscule U.S.-flag bulk fleet. At present, virtually all strategic minerals imported by our country are carried in foreign flag bulkers. Passage of the Deep Seabed Ocean Mining Bill, with section 102(C)(2) included, would guarantee thousands of We're the Steward Department l^^atHLS We'll teach you the skills you need to move up in the Steward Department. Come to HLS. Upgrade. You'll get a good deal you'll get a better job and more pay when you finish. Sign up to move up. See your SIU Representative or contact HLS. Chief Steward: May 28 Chief Cook: May 14, June 25 Cook and Baker: May 14, June 25 Assistant Cook: June 11 new jobs on seabed mining vessels, as well as in related shoreside industry. The multi-national "vultures" are waiting in the wings to pounce on the rich mineral deposits in American waters. If the Deep Seabed Ocean Mining Bill is eventually passed, in its most effective form, then the vultures' wings will be well clipped, in this crucial area at least. Zapata Rover Committee After a run from tfte Gulf to onload crude at Aruba and the Virgin Islands, the ST Zapata Rover (Zapata Bulk) hove to at Stapleton Anchorage, S.l., N Y. to off load and payoff on Mar. 20. At the payoff was the Ship's Committee of (I. to r.) GSU Alton Pollock, steward delegate; Chief Steward J. Lamb, secretary-reporter; Recertified Bosun Horace Rains, ship's chairman; AB Robert Cooper, deck delegate; QMED Gilbert Rodriguez, engine delegate and Chief Pumpman Charlie Durden, educational director. Pension Benefits Clarified On Certain inland Contracts During recent negotiations with a 3.) The Early Normal Pension Incre­ number of SlU-conlracled tug and ments program entitles a Boatman to barge companies, the Union won some increase his pension check by an very important improvements in pen­ additional $25 per month for every extra sion benefits. full year he works. After fulfilling the 20 Among the companies involved are: years employment at age 55 require­ McAllister Brothers of Philadelphia ments for Early Normal Pension, a and Norfolk; Curtis Bay Towing of Boatman will receive a $25 increment Philadelphia, Baltimore and Norfolk; for every additional full year (365 days) Taylor & Anderson; Independent he works, up to a maximum of seven Towing; Baker-Whitely Towing; Inter­ increments. state Oil; Crowley Maritime; IBC Co.; 4.) The two additional years of Delaware River Barge; Mariner Towing employment necessary to receive extra and Cellathin Barge. benefits under the Increments program, There have been a number of in­ also qualify Boatmen for the Early quiries, however, from Boatmen work­ Normal Pension Supplement program. ing for these companies concerning their The Early Normal Pension Supplement new pension benefits. So, in an effort to is a bonus equal to a full year of perfSion clarify these questions, following is a payments. It is awarded to eligible breakdown of the new benefits as well as Boatmen in a lump sum and it is only eligibility requirements for receiving given once. So, if a Boatman works two addi­ them: 1.) The pension benefit is increased tional full years (730 days) after by a total of $100 per month. The qualifying for the Early Normal Pen­ increase, however, goes into effect in sion and after the employer begins making the necessary contributions, the two steps. The first increase ($50) is in Boatman will receive the two $25 effect. To be eligible for this increase, a increments plus a lump-sum Supple­ Boatman who qualifies for retirement need only accumulate 125 days employ­ ment check totalling a year's worth of pension benefits. ment this year. The second $50 increase goes into If you are a Boatman working for one effect June 16, 1980. To be eligible for of the Inland companies listed above, that increase, the member qualifying for consider the following: retirement need only get 125 days If you have fulfilled the 20 years of employment after June 16, 1980. seatime at age 55 requirements for Early 2.) The Early Normal Pension gives a Normal Pension this year, plus the 125 Boatman the opportunity to retire at age days of employment in 1979, you're 55 provided he has fulfilled the require­ eligible for a pension of $390 per month. ment of 20 years (7300 days) of By working an extra two full years, employment at that age. you will be eligible for two pension After fulfilling the requirements for inerements totaling $50 per month. This the Early Normal Pension and after the sum added to the monthly pension employer begins to make the necessary benefit effective June 16, 1980 would contributions, a Boatman has the bring the Boatman's pension up to $490. opportunity to increase his pension In addition, the two extra full years of payments in two ways; through the employment would qualify you for a Early Normal Pension Increments and Pension Supplement check. That check Early Normal Pension Supplements will equal $5,880—a full year of pension benefits in a lump-sum. programs. April 1979 / LOG / 23 �».»,.«!=>^itiijiii ii ii^imippH iiia8S«3»®aj86®sfe-.. 1^ Ships Built ^Exceptional' Safety Record in Alaska Oil Trade gallons of crude oil into the Atlantic The Coast Guard released a report Ocean off Massachusetts. And barely last month citing as "exceptional" the two years later, another Liberian-flag safety record of the port of Valdez. And vessel caused the worst spill in world American merchant seamen deserve a history. great deal of the credit. When the Amoco Cadiz broke up off In the year and a half since Alaskan Portsall, France in March, 197^8, 68 tanker and oil terminal operations million gallons of crude spilled into began, the equivalent of only 20 barrels French waters, blighting 70 miles of of oil have been spilled out of 400 million shipped from the port. And, coastline and wiping out the fishing with very few exceptions, the tankers industry of northern France. A report prepared by the National that have been moving the.crude out of Oceanic and Atmospheric Administra­ Valdez are U.S.-flag vessels, manned by tion in the wake of the Amoco Cadiz American seamen including some 26 tragedy stated; "We have never seen ships crewed by SIU members. biological damage of this geographical The Coast Guard presented their port extent in any previous oil spill." safety findings to an international The devastation of the Cadiz accident conference on oil spills which was prompted a rash of protests against the jointly sponsored by the Coast Guard, use of flag-of-convenience ships, includ­ the American Petroleum Institute and ing an Oil Safety Liability bill intro­ the Environmental Protection Agency. duced into Congress by Rep. John Coast Guard Capt. W. L. N. Fisken of Murphy (D-N.Y.). the Valdez Marine Terminal told the Murphy's bill didn't make it through conference that the oil safety record at Congress last year but the chairman of Valdez proves that "it is possible to the House Merchant Marine and operate with a minimum number of Fisheries Committee is sponsoring a spills and that oil can be kept on board if similar measure this year. proper precautions are taken." Aimed at limiting the "increasingly In addition, the high degree of safety frequent" incidence of flag-of-conat the Alaskan port points up the fact venience tanker tragedies, the bill would that ships manned by well trained, hold vessel owners and operators conscientious American seamen are far responsible for any oil spill damage and away the best and safest vessels caused by their tankers. afloat, especially when measured The bill would also create a back-up against the safety records of flag-of- compensation coffer, funded by a convenience tankers. minimal, per-barrel charge on petro­ For example, in 1976, the Liberian- leum and its products received at U.S. flag Argo Merchant dumped 7.6 million terminals and refineries to be used for cleanup expenses and damage to property and natural resources. Hearings on the legislation, which has the strong support of the SIU as well as many American-flag vessel operators are continuing and such a bill would go a long^ way towards minimizing the impact of oil spills. But barring unsafe, flag-of-convenience vessels from American waters altogether would go even further towards ensuring that America's vital oil supplies make it to their point of destination, and America's waters and coastlines are never again threatened by oil spills of devastating proportions. A Three-Gallon Donor Seafarer Arthur Sankovidt (left) takes It easy after giving blood totaling three gal­ lons over a period of years at the Headquarters Clinic recently. Nurse Gloria Passanisi (right) beams her approval. Brother Sankovidt is the record holding blood donor in the Union. Help Your Brother Down the Road to Sobriety eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must be a terrible thing to be unable to see where youVe going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic StU member will receive the care and counseling^ he needs. And hell get the support of brother SIU members who are fighting £5 the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you 11 be showing him that the first step back to recovery is only an arm's length away. S I I Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name I I I I I Book No. I I Address (Street or RFD) (City) (State) Telephone No. ... Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 24 / LOG / April 1979 (Zip) j I I I �Steve Azookari, AB, painting the bow of the Richard J. Reiss. GREAT LAKES FITOUT F The Adam E. Cornelius {Aroehcan Steamship Co.) as she appeared in Cleveland recently. Kenneth Jones tidying up on the Richard J. Reiss. ^itout time on the Great Lakes is always remembered as a sign of imminent spring. A spring not of blossoms and song-birds but of coal dust and chipping hammers and the various sounds attributed to the many jobs that go into preparing a steamer for the upcoming shipping season. Hpwever there is much more to fitout than merely the annual redressing of the fleet. Of course, there will always be the stark reality of paint brushes and arc welders. But, aside from this, there is a certain feeling in the air that one cannot put into such simple terms. A feeling of warmth that is more than simply the coming of spring. Perhaps it is the heartfelt warmth that comes when old friends are reunited after a long hiatus. Friends who have sailed together through many shipping seasons and greeted each other in the same manner at the start of countless fitouts. Indeed there is the feeling one gets upon returning home after an extended absence. For many seamen who ply their trade on a Great Lakes' steamer, now is the time they truly return home. After all, many will spend the next nine months working their vessel. In fact, most Lakers return to the same ship with each new season. Certainly, the song of a robin will never be unwelcome, but to a Great Lakes' mariner it is no more music to his ears than the first blast of the steamboat's whistle. Conveyorman Conrad Schmidt, beginning his 38th season on the Lakes, at work aboard the Richard J. Reiss • April 1979 / LOG / 25 �Down below on the Adam E. Cornelius. Oiler Mike Budnick, kneeling, and Richard Glowacki, fireman/ handyman, putting on handhold covers. Allen Rinwick, wiper, taking on supplies for the engine room of the Richard J. Reiss. Bob Eckley, bosun, wields a paint brush on the Richard J. Reiss. GREAT LAKES FITOUT . * • ' --I-. ' ••-•V ^ ' Bosun Arthur Mieike, left, and Deckhand Fadel M. Named, bring ing one pf the William R. Roesch's lifeboats up to form. Dave Cameron, QI\/1ED, does some work on the Richard J. Reiss' steering gear engine. The William R. Roesch, (Pringle Transit), in Toledo, looking good for the 1979 season. " =• Ah, fresh milk! Missed Eli, porter, on theMc/<eeSor7S. Second cook Ed Bechard does the honors on the Adam E. Cornelius. 26 / LOG / April 1979 HT". -"xi;- .-.Tstriai �Algehmi Nasar, wipeF, tightens up the boiler on the Adam E. Cornelius. Jim Hunt, second cook, at work on the Richard J. Reiss. X'-msM Muffins for the crew of the McKee-Sons in Toledo. Holding the pan; Julian Budnick, second cook, with Obad Mawri, porter. Take five (four?): I. to r., second cook All Amulsleh, SID patrolman Jack Allen, second cook Alie Mutahr, and Joe Schefke, porter, aboard the Roger M. Kyes in Toledo, Ohio. April 1979 / LOG / 27 - :L' IS. �" ffliTjifirt^'^-*- "-*'•'•" -r T-v -•' WHS', ••*^'"» John Monaco, deckhand, tightens the bearing cap of the main drive gear on a Great Lakes Dredge and Dock dredge. Dredgeman Donald Menter checks the oil on one of Great Lakes Dredge & Dock's dredge engines. He's a carpen­ ter in the off season and has been with GLD & D for 23 years. Frank McCann, deckhand, puts some finishing touches on the J,ohn A. McGuire (Great Lakes Dredge & Dock, Cleveland). McCann -is senior deck­ hand with GLD & D and has been on the McGuire since .1954. Tmmm Deckhand Norman Moennich does some painting on a Great Lakes Dredge and Dock launch. Moennich is also president of the St. Vincent de Paul Society jn Cleveland and spends much of his off season time working with the society. He has been with GLD & D for 29 years. The Miss Lana (Peter Kiewit & Sons, Cleveland) and deckhands, I. to r., Ed Doetz, Bill Taylor, and Corky Parrish. George Finnerty, deckhand, getting the right tools for the job on the John A. McGuire. The lineup, at the Great Lakes Dredge & Dock Shipyard, Cleveland, Ohio; 28 / LOG / April 1979 - L-.-. �SEA-LAND ECONOMY (Sea-Und Service), Febniary 4—Chairman, Re­ certified Bosun A. McGinnis; Secretary L. Nicholas; Educational Director H. DuHadaway; Deck Delegate B. Jarratt; Engine Delegate J. R. Graydon; Steward Delegate E. Arnold. $86 in ship's fund. No disputed OT. Chairman introduced the letter from Headquar­ ters iajeference to the Bosun Recertification program, explained and read it in its entirety. Secretary pointed out various articles in the latest Log. He emphasized the fact that Headquarters is on a 24 hour call. Report to Log: "The illustrated book on the Harry Lundeberg School was appreciated very much. Especially by those who were there from the start in 1967. They found it fantastic and exactly as Paul Hall said it would be." Next port Rotterdam. DELTA PERU (Delta Steamship), February 28—Chairman, P. Syrnik; Secretary R. Hutchins; Engine Delegate D. Shaw; Steward Delegate S. Bell. Some disputed OT in deck and engine departments. Secretary advised all those with the time and necessary qualifications should upgrade them­ selves for their own benefit. For more security and better paying jobs. Observed one minute of silence in memory of our departed brothers. Next port Philadelphia. MONTICELLO VICTORY (Victory Carriers), February 11—Chairman, Recertified Bosun Anthony Caldeira; Secretary Duke Hall; Deck Delegate Jim Barbaccia; Engine Delegate Steve Crawford; Steward Delegate Robert Black. No disputed OT. Chairman discussed the advantages of upgrading at Piney Point and urged all members to take advantage of this opportunity. Secretary requested all members to donate to SP.AD. Everyone was advised to read the Log from the front page to the back page to keep up with what is going on in the Union and what is being done by our Union officials and the SlU Washingtoni staff to insure our future. Observed one minute of silence in memory of our departed brothers. MARY (Marlin Steamship), Feb­ ruary 4—Chairman, Recertified Bosun T. D. Hitburn; Secretary C. N. John­ son; Deck Delegate E. Wallace. Some disputed OT in deck department. The Log was received and passed out to each delegate for everyone to read and find out what is going oh in the Union. A vote of thanks was given to the steward department for a Job well done. All were advised to get shot cards before leaving ship. DELTA PARAGUAY (Delta Steam­ ship), February 4—Chairman, Recerti­ fied Bosun R. Ferrera; Secretary Robert B. Marion; Educational Direc­ tor Frank Chavers; Deck Delegate J. Klondyke; Engine Delegate C. Perdue; Steward Delegate C. Barkins. No disputed OT. Chairman gave a talk on the benefits to be gained from upgrad­ ing at Piney Point. A vote of thanks to the steward department for a Job well done. Next port New Orleans. PUERTO RICO (Puerto Rico Ma­ rine), Februap^ 4—Chairman, Recerti­ fied Bosun W. D. Crawford; Secretary T. Jackson; Educational Director 11. P. Calloe; Deck Delegate Paul Holloway; Steward Delegate Eddie Villasol. Some disputed OT in deck department. Chairman read the information that had been received on the classes to be held in 1979 for the Recertification Program for Bosuns. Urged all those who qualify to apply. A vote of thanks to the steward department for a Job well done. Next port San Juan. NEWARK (Sea-Land Service), Feb­ ruary 25—Chairman, Recertified Bosun Denis J. Manning; Secretary C. M. Modellas; Educational Director L. Bryant; Engine Delegate W. West. No disputed OT. Chairman advised all members to take advantage of the courses now open in Piney Point to upgrade yourself. Also discussed the importance of donating to SPAD and how SPAD can help in Job .security. Urged all members to read the Log to keep in touch with what is going on in the Union. All members should try to keep up the ship's fund so that there are some monies available in case of emergency. For the benefit of some seamen who want to go to Russia read the January issue of the Log as there are 35 ships that are being extended subsidy to carry grain to Russia. A vote of thanks to all crewmembers by the steward for helping the crewmess by bringing their dirty dishes to the pantry after eating. A compliment was received from the Sea-Land commissary superin­ tendent to the steward after conducting inspection in the galley, boxes etc. and found it very satisfactory. Observed one minute of silence in memory of our departed brothers. POINT MARGO (Point Shipping), February 25—Chairman, Recertified Bosun J. Northcott; Secretary B. Fletcher; Engine Delegate S. Goins. $11.50 in ship's fund. No disputed OT. Chairman reported that the ship left Houston, Texas with a load of grain enroute to Alexandria, Egypt. The next port of payoff is Houston, Texas. Also held" a discussion on the Recertification program that is going to reopen in Piney Point, Maryland in the very near future. Everything is running smoothly. DELTA ARGENTINA (Delta Steamship), February 4—Chairman, Recertified Bosun Floyd Peavoy; Secretary N. Johnson; Educational Director U. H. Sanders. $160 in movie fund. No disputed OT. Chairman noted how urgent it is for each member to attend the- shipboard meetings to negotiate beefs. Secretary gave a vote of thanks to the deck and engine depart­ ment for their cooperation in helping to keep the messhall and pantry in order between steward department working hours. A vote of thanks to the steward department for a Job well done. JAMES (Ogden Marine), February 25—Chairman Doyle Ellette; Secretary O. Esquivei. No disputed OY. Chair­ man reminded the new members to see the patrolman about new forms to fill in. Also to find out when the new classes for upgrading are going to start. Everyone should try to go to Piney Point and upgrade if you have the qualifications because our Union needs rated men. It will also mean a better paying Job for you and more Job security. A vote of thanks to the steward department for a Job well done. SEA-LAND PIONEER (Sea-Land Service), February 25—Chairman, Recertified Bosun M. Kerngood; Secre­ tary R. Donnelly; Educational Director H. Messick. $72 in ship's fund. No disputed OT. Chairman held a dis­ cussion on the proper way to fill out beneficiary cards to help the Union to properly distribute benefits. Many of the cards are outdated or without proper beneficiaries. A vote of thanks to the steward department for a Job well done. Next port Oakland. DEEP SEA Official ship's minutes were also received from the following vessels: SEA-LAND GALLOWAY DELTA SUD OVERSEAS ULLA DEL SOL SANTA MARIANA OVERSEAS VALDEZ PISCES ANCHORAGE BAYAMON SEA-LAND MARKET JACKSONVILLE DELTA VENEZUELA * DELTA BOLIVIA BORINQUEN AQUIDILLA COVE EXPLORER DELTA COLUMBIA OAKLAND VIRGO OVERSEAS ARCTIC POTOMAC DELTA MAR STUYVESANT MASSACHUSETTS ROSE CITY DELTA PANAMA CHARLESTON MOHAWK TEX ZAPATA RANGER OVERSEAS JOYCE DELTA ECUADOR TAMPA PONCE OGDEN CHALLENGER DELTA AMERICA GOLDEN ENDEAVOR ZAPATA PATRIOT SAM HOUSTON OVERSEAS NATALIE CANTIGNY CONNECTICUT WALTER RICE CAROLINA MONTPELIER VICTORY THOMAS JEFFERSON (Water­ man Steamship), February 18—Chair­ man, Recertified Bosun Donald Pool; Secretary Sigmund Rothschild; Educa­ tional Director B. Cooley. $130 in movie fund. No disputed OT. Chairman held a discussion "on Paul Hall's report in the Log and suggested that all mem­ bers should read this report on page two of the current Log. Also discussed and requested all crewmembers to read the new SPAD checkoff program listed in the current Log on the back page. President Paul Hall's report and the back page of the Log were posted on the bulletin board. The steward is accepting donations for the movie fund for the coming new voyage. Also advised all crewmembers of the importance of donating to SPAD. The ship's baker. Coy Hendricks, was hospitalized while negotiating the Kiel Canal and received exceptional treatment while he was there. ARECIBO (Puerto Rico Marine), February 18, 1979—Chairman, Recer­ tified Bosun W. Velazquez; Secretary J. G. Guilles; Educational Director D. Manafe; Deck Delegate John Montanez; Engine Delegate Carlos Bone' font; Steward Delegate Edwardo Vazguez. No disputed OT. A letter was received from Headquarters about the upcoming Bosun Recertification Pro­ gram. It was noted that further details could be found in the Log. Any questions relating to the program are to be directed to the Seafarers Appeals Board. A vote of thanks to the steward department for a Job well done. SEA-LAND EXCHANGE (SeaLand Service), February 4—Chairman, Recertified Bosun Verner Poulsen; Secretary Ronald B. Barnes; Educa­ tional Director George E, Renale; Deck Delegate John McLaughlin. No dis­ puted o r. Chairman held a discussion on the need for all members to read the Log to keep up with Union activities. He requested the crew to take better care of the washing and drying ma­ chines and to keep the area clean. 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 Seattle. AMERICAN EXPLORER (Hudson Waterways), February 17—Chairman R. F. Garcia; Secretary A. Hassan; Educational Director Espositio; Deck Delegate Jim Spencer; Steward Dele­ gate Rudolph Manfield. Some disputed OT in deck department. A letter was posted by the educational director pertaining to the reopening of the Bosun Recertification Program. Also noted that applications were available for anyone who was interested. Read a conimunication received froni the U.S. Navy concerning the professional Job done while refueling the Navy ship Truckee. A telegram was forwarded to Executive Vice President, Frank Drozak. .Also discussed the importance of donating to SPAD. Next port Charles­ ton. SEA-LAND COMMERCE (SeaLand Service), February 11—Chair­ man, Recertified Bosun Lothar G. Reck; Secretary E. Caudill; Educational Director Agulia; Steward Delegate Walter Stewart. $78 in ship's fund. No disputed OT. Chairman held a safety meeting and several items were dis­ cussed. Educational Director discussed the importance of donating to SPAD. It was noted that there should be a donation made to the Cancer fund in Harvey Mesford's name. Observed one minute of silence in memory of our departed brothers, and mentioned were Earl Shepard and Harvey Mesford. Next port Long Beach. April 1979 / LOG / 29 �O S, Steve Cipullo applies a little elbow grease while lubricating a set of rollers Steve was part of the standby crow supplied by the SlU to prepare the Libra before the ship sailed. The massive, T LNG Libra, 8th U.S. Flag Gas Carrier, Sails on P.n.w he LNG Libra, the the sixth sixth LNG LNG prior experience on LNG ships. shins. vessel built by Energy Trans­ One, for instance, is Chief Steward port Company, set sail on its maiden Frank Costango who is taking out voyage to Indonesia on April 18. his fourth LNG carrier., Frank likes The 986 foot long ship becomes the the modern galleys found on the new 8th LNG vessel to fly the U.S. flag. vessels and says the ships are "the Like all previous U.S.-flag LNG best we have in the whole fleet." ships, the Libra is manned by SIU Chief Steward Costango takes seamen. particular pride in helping a young Most of the Libra's crew have had steward department prospect from Piney Point to become a top-notch cook. In a single six month voyage his third cooks are usually prepared to upgrade to cook and baker and second cooks are ready to take on a chief's responsibilities. Needless to say, the young guys look up to Frank. Two more veterans of the LNG Heet are Quartermaster Howard Webber and QMED Imro Salo­ mons. Both sailed aboard the LNG Aquarius which was the first LNG ship built for the U.S. flag fleet. QMED Salomons, who spent 16 months on the Aquarius said he learned a lot from the Aquarius" and that all the knowledge he gained from that first trip is "making it a whole lot easier" to run the power at Ihe helm and ponders theiWG /.to's upcoming K- while the L/bra^wasintor^^^'^^ port. 30 / LOG / April 1979 Manny Ciampi kept everyone well fed their o^n fashion^ S ^ Of many LNGlyaSs a°nd thme' G S Pollard, Ken Johnson and Mark S. Richardson. ® Terence �^ ordinaries on the LNG Libra is Seafarer Kevin Tremblay. Every picture tells a story, don't it? Well at least this one does Quartermaster Evan Jones smiles while the Libra's sailing board says all there is to Jones Wiper Melvin "Wizard" Brown also sailed on the LNG Aries prior to making this trip. He hopes to have his FOWT endorsement by the time he sets out on his next LNG ship. Maiden Voyage With Experienced SiU Crew plant on the Libra. r \rr^ 1 ;u..^ . n • • .L rAnother Seafarer with LNG experience is wiper Melvin Brown who spent six months as G.S.U. on the LNG Aries. Brown is known as "Wizard" to his shipmates, a name he was given while taking his LNG training at the Harry Lundeberg School. Melvin said of his first LNG trip, "it was nice, that's why I'm back." He intends to upgrade to QMED and eventually get his engineer's license as soon as he has enough seatime. Not all the crew are "old salts" however. OS Richard Grant just completed his LNG course at Piney Point on April 2nd and is making his first voyage of any kind on the LNG Libra. Richard feels that "the waiting is the worst part" and was anxiously looking forward to the ship's rapidly approaching sailing time. .u ^ other LNG carriers in Energy Transport s fleet bringing the pre- Indonesia to Osaka, Japan. Others in operation are the LNG's Aquarius, Aries, Leo, Capri- corn, and Gemini. A seventh ETC ship, the LNG Virf^u is slated for completion by August. These happy fellows comprise some of the LNG Libra's deck personnel: they are left to right: Paul Klippel, O.S.: Evan Jones, quartermasterBob O Rourke, bos n : John Hamot and Howard Webber, guartermasters: W. F. Murphy, A.B.: and Jeffrey Thompson and Richard Grant (kneeling) O.S. s. These three gentlemen are certainly not strangers to LNG ships. From the left are: First Ass't. Engineer Harding Hill who was relief first on LNG Aries', Chief Engineer Marty Schwemmer who was on board both the LNG Capricorn and the LNG Aquarius and the SlU's own QMED Imro Salomons who spent 16 months as QMED on the first SlU-contracted L.NG vessel the LNG Aquarius. QMED Imro Salomons and Bill'Stagner of the General Regulator Company go over some last minute checks of the Libra's intricate control board. Veteran LNGer Salomons has it down pat by now. April 1979 / LOG / 31 �Velton J. Aus­ tin Sr., 57, died on Jan. II. Brother Austin joined the Union in the port of Norfolk in 1966 sailing as a launch operator for the Virginia Pilots Assn. from 1964 to 1979. He also sailed as a tankerman for the Allied Towing Co. and GATCO in 1972. Boatman Austin was a veteran of the U.S. Army. He served during the Korean War with the U.S. Coast Guard. A native of Hatteras, N.C., he was a resident of Elizabeth City, N.C. Surviving are his widow, Mary; three sons, Velton, Richard of Frisco, N.C. and Alphe; his mother, Mrs. Maggie Stowe of Eliza­ beth City; two brothers. Boatman Elwood Austin of Hatteras and Melvin of Buxton, N.C. and a relative, Boat­ man William M. Stowe of Hatteras. Pensioner Mi­ chael Cekot, 57, died of a heart attack in the U.S. Veterans Ad­ ministration Hos­ pital, Lyons, N.J. on Jan. 30. Bro­ ther Cekot Joined the Union in the port of New York in 1963 sailing as a tug deckhand for the Erie-Lackawanna Railroad from 1951 to 1979 in Jersey City, N.J. He also worked as a heat treater for the Crucible Steel Co. from 1940 to 1942. Boatman Cekot was a veteran of the U.S. Air Forces in World War II and he was a professional singer. Born in Jersey City, he was a resident there. Surviving are his widow, Evelyn; a son, Michael and a daughter, Georgia. Pensioner An­ drew Monte, 75, passed away on Feb. 6. Brother Monte joined the Union in Port Arthur, Tex. in 1963 sailing as an engineer for Ma­ rine Towing from 1948 to 1951 and for Sabine Towing from 1951 to 1969. He was a union member since 1960. Boatman Monte was born in Maurice, La. and was a resident of Beaumont, Tex. Surviving is his widow, Helen. Michale A. "Mike" Vandenabeele, 53, was lost off the sunken Mj V Owen Childress (ASBL) in the Ohio River off Owensboro, Ky. on Jan. 1. Brother Vandenabeele joined the Union in 1968 sailing as a cook for Cities Service then, for ACBL since 1976 and on the J. W. Hershey (Inland Tugs) last year. He was a former member of Teamsters Local 600. Boatman Vandenabeele was a veteran of the U.S. Navy in World War 11. Born in Alaska, he was a resident of Beekley, Mo. Surviving is his widow, Glorius. Kim W. Devere died on Feb. 2. Brother Devere sailed for the Radcliffe Materials Co. from 1977 to 1978. He was a resident of New Orleans. Carlos C. Forsythe died on the tug Martha (NBC Lines) on Jan. 28. Brother Forsythe was a resident of Norfolk. Pensioner Harry Lawrence E. W. Lapham, 67, "Lee" Ellison, 65, died of a heait died on Feb. 2, attack in the Paul Brother Ellison Oliver Memorial joined the SIU in Hospital, Frank­ the port of Hous­ fort, Mich, on ton in 1963 sailing Jan. 31. Brother as a 3rd cook. He Lapham joined sailed for 27 years, last on the Mj V Zapata Ranger the Union in the port of Frankfort in (Zapata Bulk). Seafarer Ellison was 1953. He last sailed as an oiler and born in West Virginia and was a resi­ fireman-watertender for the Ann Arbor dent of South Houston. Surviving are Railroad Car Ferries from 1973 to 1975. his widow, Kathryn; a daughter, Pamela He was born in Detroit, Mich, and was a ^ resident of Elberta, Mich; Interment and a brother. Seafarer Lee Ellison. was in Rose Hill Cemetery, Empire, Claude M. Mich. Surviving is his widow, Gloria. Koenig, 48, died on Mar. 9. Brother Pensioner Har­ Koenig joined the old J. Norris, 66, Union in the port died of heart-lung of New Orleans in failure in the Buf­ 1956 sailing as a falo, N.Y. General deckhand for the Hospital on Feb. George W. Whit­ 3. Brother Norris man Towing Co. joined the Union 4^ from 1949 to 1979. He also sailed for the in the port of Buf­ Coyle Line and for Crescent Towing. falo in 1961 sailing as a deckhand, lines­ Boatman Koenig was born in Gretna, man and tug fireman for the Great La. and was a resident there. Surviving Lakes Towing Co. from 1936 to 1974. are his widow, Patricia; three sons, He was born in Buffalo and was a Claude, Michael and Dale and a resident there. Burial was in Mount daughter, Terry. Calvary Cemetery, Cheektowaga, N.Y. Surviving are his widow, Mary and two Tommy Penne- sons, William and John. baker, 54, died on Pensioner John Jan. 26. Brother T. Robinson, 57, Pennebaker died on Feb. 9. joined the SIU in Brother Robinson the port of Hous­ joined the Union ton in 1962 sailing in the port of as an AB. He was V i Detroit in 1960 a veteran of the sailing as a fire­ U.S. Navy in World War 11. Seafarer man - watertender Pennebaker was born in Freeport, Tex. and was a resident of Emory, Tex. for the Reiss Steamship Co. and for the Kinsman Marine Transport Co. He Surviving are two sons, Glenn and sailed 27 years. Laker Robinson was a James; a daughter, Billie and a sister, veteran of the U.S. Navy in World War Mrs. Romie Hennen of Emory. 11. A Tennessee native, he was a resident Pensioner Al­ of Algood, Tenn. Surviving are his bert J. C. "Al" widow, Lucille and three sons, Jimmy, Yip, 74, passed Tom and Richard. away in San Fran­ Edward Ar­ cisco on Dec. 22, nold, 60, died on 1978. Brother Yip # • 1 Feb. 12. Brother joined the SIU in 1 k Arnold joined the port of New the SIU in the York sailing as a port of New York fireman-watertender and cook. He in 1955 sailing as sailed 25 years. Seafarer Yip was on the a firemanpicketline in the 1963 New York , watertender. He maritime beef. And he graduated from sailed for the Waterman Steamship the Andrew Furuseth Training School, Co. from 1974 to 1978. Seafarer Brooklyn, N.Y. in 1959. He was a Arnold hit the bricks in the 1961 veteran of the U.S. Marine Corps in Greater N.Y. Harbor beef and the World War 11. Born in China, he was a 1962 Robin Line strike. He was a U.S. naturalized citizen and a resident veteran of the U.S. Army Signal Corps of San Francisco. Cremation took place in World War 11. Born in Texas, he was in the Pleasant Hill Crematory, Sebas- a resident of Long Island City, topol, Calif. Surviving are his widow, Queens, N.Y. Surviving is his widow, Sook; two sons. Jack E. Chiang Yeh of Martha. San Francisco and C. Kong Yip of Cliina and a daughter, Mun Yip of James J. GalHong Kong. luzzo, 52, suc­ cumbed to cancer in St. John's Hos­ Pensioner Aupital, Cleveland, gu.stus B. Bryan, Ohio on June 24, 77, was dead on 1978. Brother arrival at the Galluzzo joined Dodge (Ga.) the Union in the County Hospi­ port of Cleveland in 1962 sailing as an tal of injuries sustained in a oiler for the Great Lakes Towing Co. from 1944 to 1975. He was a member of truck-car accident on Highway 280, Rhine, Ga. on Jan. 29. the Operating Engineers Union from Brother Bryan joined the SIU in the 1957 to 1962. During that time he was a port of Savannah in 1952 sailing as a stationary fireman for the Cayahuga fireman-watertender and 3rd cook. He County, Ohio and the City of Cleve­ was also a crew delegate. Seafarer land, Division of Streets. Laker Gal­ Bryan was born in Rhine and was a luzzo was a veteran of the U.S. Army in resident there. Burial was in Bay World War 11. Born in Cleveland, he Springs, Rhine. Surviving are his was a resident there. Burial was in Holy Cross Cemetery, Cleveland. Surviving widow. Jewel; a son, Wimberly of are his mother, Grace and a sister, Mrs. Eastman, Ga. and a daughter, Elaine of Mary Blaha, both of Cleveland. Rhine. Jimmy Lee Durden, 35, suc­ cumbed to lungheart failure in the Grady Memorial Hospital,-'Atlanta, Ga. on Jan. 23. Brother Durden joined the SIU in the port of New York in 1964 sailing as an AB. He sailed on the SSArecibo (PR Marine Mgt.) last year. Seafarer Durden graduated from the Andrew Furuseth Training School, Brooklyn, N.Y. in 1964. Born in Monroe, Ga., he was a resident of Atlanta. Interment was in the Sharon Baptist Church Cemetery, Loganville, Ga. Surviving are his widow, Glenda of Forest Park, Ga.; a daughter, Joyce; his mother, Runelle of Atlanta and a sister, Mrs. Gloria Smith of Snellville, Ga. Edward BakaInas, 48, died on It he Sea-Land Economy at sea on Feb. 15. Bro­ ther Bakanas [joined the SIU in the port of Cleve­ land in 1973 sail­ ing as an OS and BR utility out of the port of Jacksonville on the Sea-Land Economy from 1977 to 1979. He also sailed for the Puerto Rico Marine Management Co. Seafarer Bakanas sailed on the Lakes for the American Steamship Co. and for Kinsman Marine from 1973 to 1974. He was a veteran of the U.S. Army before the Korean War. Born in Lithuania, he was a naturalized U.S. citizen and was a resident of Cleveland, Ohio and Lantana, Fla. Surviving are a son, Edward of Cleveland and a daughter, Mrs. Vida Ursic, also of Cleveland. Pensioner Au­ gust Cbarous, 77, passed away in the U.S. Vete­ rans Administra­ tion Hospital, Jamaica Plains, Mass. on Jan. 16. Brother Charous joined the SIU in the port of New York in 1957 sailing as a 2nd pumpman. He sailed 34 years. And he walked the picketline in the 1961 N.Y. Harbor beef, the 1962 Robin Line strike and the 1965 District Council 37 beef. Seafarer Charous was a veteran of the U.S. Navy in World War 11. Born in the United States, he was a resident of West Sommerville, Mass. Pensioner Samuel S. Bear, 73, died of natural causes in the Lykes Memorial Hospital, Brooksville, Fla. on Feb. 4. Brother Bear joined the Union in the port of Baltimore in 1956 as a tug operator and "bargeman for the Western Maryland Railroad. He also was an AB in the Baltimore Shoregang. Boatman Bear was born in Binghamton, N.Y. and was a resident of Springhill, Fla. Interment was in the Florida Hills Memorial Gardens Cemetery, Brooks­ ville. Surviving are his widow, Geraldine; two sons, Russell and Joseph and a daughter, Diana. Pensioner Russell J. Savage, 74, died at home in Bishopville, Md. on Jan. 4. Brother Savage joined the Union in the port of Philadelphia in 1961 sailing as a deckhand and tug captain from 1944 to 1971. He sailed as a relief captain for the P. F. Martin Co. in 1954. Boatman Savage was born in Delaware. Burial was in Bishopville Cemetery. Surviving is a daughter, Mrs. Eva N. Bunting of Bishopville. �Appeals. Court Saves Rate^Cutting Russian Line From FMC Axe., . T,he fight being waged by the Federal iMarltime Commission against the infair rate-cutting practices of the iRus^ian-owned Baltic Shipping Co. has Ibeen stymied due to an action this [month by the U.S. Court of Appeals. Voting to stay "indefinitely" the I FMC'S proposed cancellation of Baltic's (tariffs set for April 26, the court gave (the Soviet-flag shipping company a [green light to continue operating in the U.S. foreign trades. The ruling came [despite the fact that Baltic violated U.S. ! law by failing to comply with an FMC investigation into their rate setting practices. By their action the court has under­ cut the newly-enacted Controlled Carrier Act which, with the strong support of the SIU, was passed by Congress last year. The act was de­ signed to restore, the U.S. merchant fleet to a competitive position in the U.S: foreign trades by empowering the FMC to suspend or cancel the rates of any carrier engaged in unjust or unreasonable rate setting^ practices. The commission's move against Baltic would have barred the company frorn U.S. ports. It was the first test of the infant law and it ran into trouble right from the start. 'Habitual' Violations In April, 1978, the commission, acting on suspicions that Baltic was engaged in "international and wide­ spread misrating of cargo...and habi­ tual non-compliance with tariff provi­ sions on space charters," made its first attempt to obtain rate information from Baltic. Baltic complied partially with the FMC's request for information but never turned over those records tagged "key documents" by the commission. After repeatedly warning the company that they intended "to use every remedy at our disposal to achieve adherence with U.S. law by any carrier operating in our foreign commerce," the commis­ sion proposed to suspend the rates of the Soviet company. Baltic squawked loudly over the impending rate suspension, charging the FMC with "improper, illegal" pro­ cedure. Their protests were echoed by the Soviet Merchant Marine Ministry which threatened retaliatory action if the rate suspension went through. Playing their final card, Baltic petitioned the U.S. Court of Appeals for a stay of the tariff suspension. The court ruled in Baltic's favor despite the stern warning from the FMC that "carriers competing with Baltic will be seriously disadvantaged and the com­ mission's power to regulate sharply undercut if a stay is granted." Whether the court's ruling will have an impact on the commission's regula­ tory power will be seen shortly as the FMC takes the battle to secure fair and equal treatment for the U.S. merchant marine into Round Two. Investigating FESCO The FMC is ready to suspend 140 tariffs of the Russian-flag Far Eastern Shipping Co. as of May 7. The commission found Fesco's rates are "unjust and unreasonable." Fesco, like Baltic, has claimed the move is "unfair," and could conceivably follow the lead of her Soviet sister company by taking the matter to court. Meanwhile, the SIU along with several other maritime unions and spokesmen of the U.S. maritime indus­ try have reacted sharply to the court's move in the Baltic case. . The SIU has supported the Con­ trolled Carrier Act since it was first introduced in Congress because it was a step towards protecting ever-increasing shares of U.S. cargoes from being siphoned off by the predatory rate slashing of the Soviets. But the recent action by the Court of Appeals, which weakens a law vital to the survival of the U.S. merchant fleet, means the efforts to restore the Ameri­ can merchant marine to a competitive footing in the U.S. foreign trades is returned to square one. Blackwell Resigns Post After Long Career of Promoting US, Flag Robert J. Blackwell, martime admin­ istrator since 1972, has submitted his resignation, effective Apr. 9. With this, the maritime industry has lost one of its most sympathetic and effective infighters. Blackwell has served simultaneously as assistant secretary of commerce for maritime affairs, maritime administra­ tor, and chairman of the maritime subsidy board. •01 Commerce Secretary Juanita Kreps called Blackwell's resignation a "great loss," and said that he had been "instrumental in modernizing and expanding the American merchant marine and greatly improving the productivity of the American shipbuild­ ing industry." Blackwell worked hard to implement the provisions of the Merchant Marine Act of 1970, and the differential subsidy programs that grew out of it. These subsidies gave a new lease on life to a rapidly dwindling merchant marine. It is much to Blackwell's credit that he managed to make headway against strong opposition, in difficult times. He won wide bi-partisan support, serving under three different Administrations. Among Blackwell's greatest accom­ plishments were the 1972 U.S./Russian Shipping Agreement and other bi­ lateral trade agreements, which came about largely through his efforts. Rep. John Murphy (D-N.Y.), chair­ man of the House Merchant Marine and Fisheries Committee, called Blackwell a "valuable executive who performed his duties in the highest tradition of Government." Blackwell's career in federal service spanned 24 years. He started as a trial lawyer in the old combined Maritime Administration/Federal Maritime Board. Blackwell's resignation as maritime administrator was unfortunate since it is generally agreed he was one of" the very best to ever hold that position. His replacement has not yet been named but it appears the nod may go to Blackwell's assi.stant. Deputy Maritime Administrator Samuel B. Nemirow. There are some five individuals pres­ ently under consideration for the position, including Nemirow. We share the sentiments of Com­ merce Secretary Kreps at the departure of Robert J. Blackwell as maritime administrator. She remarked that his "expertise, effectiveness and dedication will be sorely missed." Welfare Plan Was There When Boatman Fred Shekell Needed It Robert J. Blackwell Cove Ranger Committee SIU Boatman Fred Shekell of Paducah, Kentucky is certainly smiling easier these days. The reason for his joy is that he knows he can depend on the Seafarers Welfare Plan to be there in times of need. tail Recently, Fred's wife was forced to undergo surgery for a disorder of the upper respiratory tract. The resulting doctors' fees and hospital costs totaled over $4,000.00. The Seafarers Welfare Plan's dependent coverage paid 100 percent of the bills. When asked how he felt about the dependent coverage Fred's reply was "oh my God, I don't know what we would have done without it." After a moments reflection he added "probably, I'd be in the poor farm." Thanks to the plan he won't have to worry about that. in the Brooklyn, N.Y Seatrain Shipyard on Apr. 16 is theSS Cove Ranger (Cove Shipping). On deck with the Manhattan skyline in the background is the Ship's Committee and two crewmembers (I. to r.) Chief Cook Barney Johnson, steward delegate; AB Joe Cosentino, deck delegate; OSs William Mitchell and Bobby Goldhirsch, Bosun Franz Schwarz, ship's chairman and Chief Steward Simon Guitierez, secretary-reporter. Fred has been working for ACBL for the past five years as lead deckhand. He generally moves from boat to boat wher- ^ ever his services are required. Boatrrian Shekell is proud of SIU Boatman Fred Shekell his membership in the SIU and says he's gotten back "all he's paid in" over the years and more. As Fred says "our union is tops." April 1979 / LOG / 33 �SIU Atlantic, Golf, Lakes Si Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Cal Tanner Lindsey Williams HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 Dispatchers Report for Deep ALPENA, Mich MARCH 1-29,1979 •TOTAL REGISTERED All Groups Class A Class B Class C • Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 6 108 7 21 19 11 28 72 47 55 20 33 9 84 4 1 525 1 31 2 6 5 3 4 15 9 10 9 4 0 19 0 0 118 1 9 1 3 11 4 2 6 5 7 10 14 0 12 0 0 85 Port , . 2 75 13 21 18 5 24 58 23 46 13 18 7 68 6 0 397 6 27 3 8 3 3 9 15 13 9 2 • 3 1 18 0 0 120 2 5 0 1 1 0 0 0 1 4 2 3 0 7 0 1 27 Totals All Departments 7 51 5 7 17 .3 10 26 11 15 7 6 20 30 10 0 225 1 2 1 1 9 10 4 4 6 7 3 8 7 14 1 0 78 6 149 11 40 26 10 23 142 64 68 34 71 21 139 0 4 810 2 32 2 6 6 1 7 24 7 15 14 6 3 24 0 0 149 2 16 0 4 8 0 1 15 1 6 20 18 0 22 0 0 113 2 82 9 11 7 9 30 40 24 34 12 18 15 51 6 0 350 4 35 3 9 5 5 10 8 12 16 2 5 12 22 10 0 158 0 1 0 0 1 1 1 0 1 4 1 1 5 5 0 0 21 1 94 13 32 21 7 27 108 43 59 31 33 14 123 0 1 607 4 53 7 13 7 5 13 46 15 14 6 10 6 21 0 0 220 2 16 0 0 2 2 5 3 4 7 9 0 13 0 1 64 3 53 8 12 20 8 15 73 29 41 20 22 13 66 0 0 383 1 14 2 7 9 0 3 7 3 5 4 5 4 8 0 0 72 0 8 0 0 3 1 1 0 0 6 4 11 1 5 0 0 40 3 142 24 34 15 9 16 90 30 27 46 43 18 87 0 3 587 13 167 3 40 18 7 4 42 13 91 72 51 14 89 0 1 625 1028 842 0 STEWARD DEPARTMENT 2 43 4 7 14 7 17 37 25 18 19 12 4 45 4 0 258 3 12 1 7 2 1 2 4 3 1 3 3 1 7 3 0 53 0 7 0 0 1 0 0 0 1 6 0 5 1 2 0 0 23 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 93 20 19 21 10 30 57 46 41 10 21 39 66 4 2 486 ENGINE DEPARTMENT Port Boston New York Philadelphia .'. Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 4 62 3 17 13 11 22 38 25 22 9 10 15 41 4 1 297 7 50 2 10 11 0 6 17 14 5 2 8 10 15 41 0 198 2 16 5 4 3 4 2 1 3 16 1 10 6 7 0 0 80 ENTRY DEPARTMENT 7 31 9 14 11 3 6 27 13 20 6 8 10 22 4 0 191 4 99 13 12 16 6 14 46 28 22 27 21 13 62 54 3 440 5 95 5 21 11 11 6 15 8 42 30 23 10 40 0 1 323 0 0 0 6 37 8 21 12 5 5 51 17 34 12 14 15 37 0 1 275 1371 731 458 1133 581 179 2075 *"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 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass ...... .215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEAITLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kciiucdy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGION, Calif. 510 N. Broad St. 90744 (213)549-4000 YOKOHAMA, Japan . Yokohama Port P.O. 34 / LOG / April 1979 6^ P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULII, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTI.AND. Or Shipping was very good to excellent at all SIU halls for deep sea members. A total of 1,893 deep sea jobs were shipped through the Union s hiring hall system last month. That's an increase of 675 Jobs over the previous month. It's interesting to note that of the nearly 1,900 Jobs shipped, only 1,133 were taken by "A" seniority members. This indicates that shipping is good for all members in all ratings and all seniority categories. 800 N. 2 Ave. 49707 (517) EL 4-3616 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . 408 Avalon Blvd. 90744 (213) 834-8538 SAN FRANCISCO. Ca. 350 Fremont St. 94105 (415) 543-5855 �Young Engineer Says SIU Gave ^Best Opportunity I Ever Had' There are some things in life a man never forgets, such as the timely opportunity that comes along setting him up in a rewarding career. Seaman Ed Rivers, 31, has been an MEBA (Dist. 2) engineer for the last 10 years, but he still maintains that, "the best opportunity I ever had in my life was getting into the SIU." The Log spoke with Rivers at the MEBA Upgrading Center in Brooklyn, N.Y., where he's preparing for his First Assistant (steam, any horsepower) license examination. Rivers attended the "old" Harry Lundeberg School when it was still located in Jersey City, N.J. He shipped as OS on the Morning Light (Water­ man) but switched to the black gang as wiper for his second trip. "That second trip was one HI never Dispatchers Report for Inland Waters MARCH 1-29,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia ., Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis PineyPoint ... Paducah Totals .-'f 0 0 0 1 0 2 5 0 2 0 1 0 0 3 10 0 4 1 1 30 0 1 0 7 0 0 0 2 1 0 3 0 0 9 140 13 30 1 81 0 0 0 3 0 2 0 9 2 0 1 0 6 8 12 0 8 0 45 96 Totals All Departments. 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8 0 3 1 1 18 0 1 0 1 0 0 0 0 0 0 0 0 0 12 15 0 1 32 1 63 0 0 0 0 0 0 0 3 1 0 0 0 3 8 11 0 4 0 10 40 0 0 0 3 0 7 15 5 5 0 4 0 0 9 15 0 7 0 1 71 0 0 0 14 0 2 0 5 3 0 10 0 1 11 2 0 16 5 2 71 0 0 0 3 0 3 0 17 5 0 4 0 10 8 72 0 18 0 73 213 0 0 0 0 0 0 0 1 0 0 0 0 0 4 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 1 0 0 0 0 1 0 3 0 1 0 1 0 2 0 1 10 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 0 3 6 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3 0 1 5 0 1 0 1 0 1 0 7 3 0 0 0 2 1 1 0 6 0 12 35 ENGINE DEPARTMENT 0 0 0 0 0 0 0 1 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 1 0 0 I 0 2 0 0 0 1 0 0 0 0 3 0 3 0 1 1 0 0 1 0 0 10 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 4 0 0 0 0 0 0 0 1 2 0 0 0 1 0 0 0 1 0 4 9 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia . Baltimore Norfolk Tampa Mobile New Orleans ., Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C 34 87 115 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 1 1 1 0 0 0 1 1 1 0 0 0 4 4 STEWARD DEPARTMENT 0 0 0 ] 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 1 3 3 1 19 70 47 82 78 forget," said Rivers, Tt was on the Maiden Creek. We were running between Bremerhaven and New York and got caught in a North Atlantic storm in December." It took the Maiden Creek some 17 days to finally straggle into New York, almost twice as long as it normally would take. Crewmembers at the time reported 60-foot waves, and consider­ able damage was done to the ship. (The Seafarers Log ran a story on the ordeal in January, 1966). That North Atlantic experience didn't deter Rivers from pursuing his career at sea. He continued to ship out, and upgraded to FOWT in 1966. Soon after, he found himself on the Vietnam run where he had a couple of close calls. Rivers sailed as oiler on three Vietnam-bound vessels. He was in Da Nang on one occasion, off the De Pauw Victory, quenching his thirst in a local establishment, when some marines came crashing through the door firing their, guns behind them. He and his shipmates had to spend the entire night there until the "all clear" was sounded. On another occasion, the ship ahead of his in the Saigon River came under heavy Viet Cong fire, killing at least one man. Rivers upgraded once again in 1969, to third assistant engineer. Then, in 1975, he successfully stood for his second assistant's license. He's well on his way to the top of the black gang totem pole now, but Ed Rivers has never lost sight of where he came from. "The SIU really helped me," he said, "and I'll never forget it." 258 •"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. Ed Rivers A MESSAGE FROM YOUR UNION NARCOTICS ARE FOR LO^ER^ • /F CAU6FT you l.OfE YOUR PAPERS FOR L/FE/ • THINK ABOUT/T/ April 1979 / LOG / 35 �FeHx Apcntc, 63, joined the SIU in 1947 in Puerto Rico. Brother Aponte hit the bricks in the 1961 Greater N.Y. Harbor beef. He graduated from the Union's Bosuns Recertification Program in June 1975. Seafarer Aponte was born in Puerto Rico and is a resident of Ponce, P.R. Mack Donald Brendle, 61, joined the SIU in the port of Lake Charles, La. in 1955. Brother Brendle sailed 35 years. He graduated from the Bosuns Recertification Program in Septem­ ber 1974. Seafarer Brendle also ^ attended the 1972 Piney Point Crews Conference. He is a veteran of the U.S. Navy in World War 11. Born in Bastrop, La., he is a resident there. r ««' >?» Raoui P. Cabrera, 62, joined the SIU in the port of New York in 1953 sailing as a fireman-watertender and engine delegate. Brother Cabrera also sailed as a 3rd assistant engineer in 1966 after graduating from the MEBA Engineering School, Brook­ lyn, N.Y. He was born in Delaware and is a resident of Philadelphia. Rocco N. Caruso, 56, joined the SIU in 1948 in the port of New Orleans sailing as an AB. Brother Caruso sailed on the Calmar Steam­ ship Co. Line and was on the Baltimore Shoregang from 1966 to 1974. He is a veteran of the U.S. Army in World War II. And he is a tailor. Seafarer Caruso was born in Italy and is a resident of Baltimore. William C. Crawford, 48, joined the SIU in the port of Baltimore in 1959 sailing as a chief cook. Brother Crawford sailed 26 years. He sailed deep sea from 1953 to 1971 and on the inland waters for the Curtis Bay Towing Co. from 1971 to 1979. And he is a veteran of the U.S. Army during the Korean War. He was born in Ohio and is a resident of Balti­ more. Anthony R. Ducote, 65, joined the SIU in the port of New York in 1951 sailing as an AB and cook and baker for 29 years. Brother Ducote is a veteran of the U.S. Air Force in World War 11. He was born in Markesville, La. and is a resident of New Orleans. Robert L. Wroton, 58, joined the SIU in 1944 in the port of Norfolk sailing as a fireman-watertender for 42 years. Brother Wroton was born in Virginia and is a resident of Norfolk. Ventura Gilahert, 65, joined the SIU in 1948 in the port of New York sailing as an AB for 33 years. Brother Gilahert also sailed on the inland waters. He walked the picketline in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef. Seafarer Gilahert was born in ^ Madrid, Spain, is a naturalized U.S. citizen and a resident of Brooklyn, N.Y. His son, Edward is a 1975 Union scholarship winner. Valloyd L. Foisy, 63, joined the Union in the port of Cleveland in 1961 sailing as a tug deckhand and lineman for the Great Lakes Towing Co. from 1950 to 1979. He sailed for 27 years. Brother Foisy also worked as a carpenter for the American Ship Co. and was a member of the AFLClO Carpenter's Local 2291 from 1939 to 1946. He is a veteran of the U.S. Army in World War 11. Laker Foisy was born in Lorain, Ohio and is a resident there. 36 / LOG / April 1979 rps9! I Pensijw Oskar Kirs, 65, joined the SIU in 1944 in the port of New York sailing as an AB and bosun for 32 years. Brother Kirs was on the picketline in the 1961 N.Y. Harbor beef. He upgraded at the HLSS in 1976. Seafarer Kirs was born in Mustjala, Estonia, U.S.S.R. and is a natural­ ized U.S. citizen. He is a resident of Brooklyn, N.Y. Comer Woodrow L. Mull, 62, joined the Union in the port of Frankfort, Mich, in 1961 sailing as a porter and coalpasser for the Arcadia (Mich.) Railroad No. 1 and the Ann Arbor (Mich.) Car Ferries Railroad from 1960 to 1979. Brother Mull was born in Garwell-Farwell, Mich, and is a resident of Frankfort. John Aloysius Reardon, 67, joined the Union in the port of Chicago in 1964 sailing as an AB and quarter­ master for McKee Sons and the Gartland Steamship Co. Brother Reardon attended the U.S. Maritime School, Hoffman Is., N.Y. during World War 11. He is a former member of the NMU and was a member of the Teamsters Union for 20 years. Laker Reardon was born in Brookfield, 111. and is a resident of Three Rivers, Mich. Arvid C. Saxon, 65, joined the Union in the port of Detroit in 1960 sailing as an AB and pilot for 41 years. Brother Saxon was born in Stambaugh, Mich, and is a resident of Escanaba, Mich. Eugenic Ojeda, 49, joined the SIU in the port of New York in 1955 sailing in the steward department for 35 years. Brother Ojeda was born in Bayamon, P.R. and is a resident there. Albert R. Packert, 58, joined the SIU in 1944 in the port of New York sailing for 35 years. Brother Packert graduated from the Bosuns Recerti­ fied Program in February 1976. He is a veteran of the U.S. Navy in World War 11. Seafarer Packert was born in Brooklyn, N.Y. and is a resident of Seattle. r Clarence M. Smith, 72, joined the SIU in 1944 in the port of Philadel­ phia sailing as a bosun. Brother Smith sailed for 36 years. He was born in Cape May, N.J. and is a resident of Clementon, N.J. Iv Chester Cochran, 56, joined the Union in the port of Detroit in 1956 sailing as an oiler for the Erie Sand Steamship Co. and for the Boland Steamship Co. Brother Cochran sailed 28 years. He was born in North Carolina and is a resident of Mebane. N.C. Allen A- B. Ellis, 65, joined the SIU in 1939 in the port of Baltimore sailing as a fireman-watertender. I Brother Ellis was born in Florida and is a resident of Tampa. Edward J. KleczkowskI, 65, joined the Union in the port of Baltimore in 1956 sailing as a deckhand for the Curtis Bay Towing Co. from 1956 to 1979. Brother Kleczkowski is a former member of the ILA Local 1337. He was born in Baltimore and is a resident there. Woodrow F. Seward, 64, joined the Union in Port Arthur, Tex. in 1963 sailing as a tankerman and assistant engineer for the Port Arthur Towing Co. in 1956 and for the Sabine Towing Co. from 1957 to 1979. Brother Seward is a former member of the United Marine Division Local 340 and the Retail Clerks Union from 1960 to 1963. He was born in Galveston, Tex. and is a resident of Port Arthur. Deposit in the SIU Blood Bank- It's Your Life Stanford A. Smith, 65, joined the SIU in 1938 in the port of New Orleans sailing as a cook and baker for 31 years. Brother Smith is a veteran of the U.S. Navy in World War 11. He was born in New Orleans and is a resident of Metairie, La. Raffaele Spiteri,66, joined the SIU in the port of New York in 1957 sailing as a bosun. Brother Spiteri sailed 36 years. He upgraded to quartermaster at Piney Point in 1974. Seafarer Spiteri was on the picketline in the Chicago maritime beef. He was also a rigger at the Todd Shipyards. Born in Malta, he is a naturalized U.S. citizen and a resident of New York City. George W. Stidham, 62, joined the SIU in the port of Wilmington in 1955 sailing as a deck maintenance for 28 years. Brother Stidham is a veteran of the U.S. Navy's Seabees' 83rd Division in World War 11. He was born in Eureka, Calif, and is a resident of Los Angeles. Alfred Edison Howse, 54, joined the SIU in 1944 in the port of Mobile sailing as an AB, deck maintenance and ship's delegate for 36 years. Brother Howse also sailed inland for the Mobile Towing Co. He was born in Cullman,. Ala. and is a resident there. Woodrow Wilson Burnham, 65, joined the Union in the port of Mobile in 1974 sailing as an engineer for the Radcliffe Materials Co. from 1957 to 1979. Brother Burnham was born in Freeport, Fla. where he is a resident. Delmas A. Cornelius, 63, joined the Union in the port of Norfolk in 1960 sailing as a tankerman and captain for GATCO from 1952 to 1962 and for lOT from 1962 to 1979. Brother Cornelius is a former mem­ ber of the UMW Local 50. He was born in North Carolina and is a resident of Hertford, N.C. �N.O. Porf Agent C. J. Buck Stephens Retires New Orleans Port Agent C. J. Buck Stephens , 62, an original member of the SIU, retired recently. Former Piney Point and Mobile Agent Jerry Brown is his replacement. Brother Stephens will stay on. though, in his post as secretary- treasurer of the New Orleans Maritime Trades Department. He's "taking it easy" and doing "work around the house 1 couldn't do in 30 years." Buck is looking forward to "going fishing." Sailing since 1935 with all ratings in (Isthmian) when that company was first organized and struck. That same year he hit the bricks in the Bonus Strike. In 1946, he was in the General Strike and the Isthmian Strike, when the company signed. And he led the picketline in the Dixie Carriers organizing drive in the 1960s. Buck has received awards from the Boy Scouts of America, the A. Philip Randolph Institute Award in 1977 and as chairman of the Father Twomey Dinner Committee for Loyola Univer­ sity's Institute of Human Relations in 1971. He's enjoying his retirement with his wife, Eudora; daughter, Mrs. Carol Jean Zanka and grandson. Take One Giant Step Toward Building a Better Future Upgrade at HLS J These Courses Starting Soon LNG—May 28 ' Marine Electrical Maintenance—April 30 Diesel Engine for QMED's—May 28 Welding—June 25 Towboat Operator Scholarship—June 1 (completed applications due) Lifeboat—May 24, June 7, 21 Tankerman—May 24, June 7, 21 Chief Steward—May 28 Chief Cook—May 14, June 25 Cook and Baker—May 14, June 25 Assistant Cook—June 11 Maintenance of Shipboard Refrigeration Systems—June 11 To enroll contact HLS or your SIU Representative Sign Up Now! Upgrading Pays Off When It's Time to Pay Off Waterman May Build 4 More LASH Ships Waterman has asked bids to build four new LASH ships. This is in addi­ tion to the two they are now building. Seafarers man three others. In early April, MARAD okayed Waterman construction money for 150 lighters. They're for the LASH ships ready next year. The 61.5 foot, 360 dwt lighters will cost $14.6 million. They'll be built at the Equitable Shipyards, New Orleans or Madisonville. La. Waterman is also building two R/0 R/O container ships. They'll cost $137.4 million. And they're being built at the Sun Shipyard, Chester, Pa. The two new LASH ships presently being built costing $139.5 million will sail from the East Coast and the Gulf to the Far East. They're being built at the Avondale Shipyards, New Orleans. They'll replace old breakbulk ships on the Far East run. and have a MARAD operating subsidy to 1997. C. J. Buck Stephens the engine department, Stephens joined the SIU on Dec. 8, 1938 in the port of New Orleans, his hometown. The next year he was dispatcher at the Union Hall. In 1940. he was elected the port's joint patrolman. He was elected port agent in 1960. During World War II he sailed in all combat /.ones. He holds a 2nd assistant engineer and stationary engineer li­ censes and picked up his firefighting endorsement in 1973. A veteran of many SIU organizing drives and strike picketlines, Stephens in 1939 was riding the SS Steel Raider Notice From Mesford Family Mrs. Agnes Mesford, widow of the late Harvey Mesford, Seattle port agent who died Jan. 7, 1979 of cancer, has requested that the Log print the following notice: "The family of Harvey Mesford would like to thank everyone for the kind expressions of sympathy which were deeply appreciated." Monthly Membership Meetings Deep Sea Lakes, Inland Waters Date 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 = = = = = May 7 May 8 May 9 May 10 May 10 May II May 14 May 15 May 16 May 17 May 21 May 25 May 12 May 10 May 19 May 15 May 15 May 16 May 18 May 17 UIW 2;30p.m 2:30p.m 2:30p.m 9:30a.m 2;00p.m 2:30p.in 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 ~ 7:00p.m. 7:00p.m. 7-.0Qp.m. 7:00p.m. — — 7:00p.m. 7:00p.m. — — — — — — 1:00p.m. — — — — Dispitclieps Report fir Great lekes MARCH 1-29, 1979 •TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqrs.) 60 17 6 79 38 3 33 11 8 4 29 13 7 1 11 2 1 0 64 76 58 Totals All Departments 254 143 63 217 94 8 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 137 102 74 ENGINE DEPARTMENT Algonac (Hdqrs.) 66 21 5 90 45 STEWARD DEPARTMENT Algonac (Hdqrs.) 21 6 3 48 11 ENTRY DEPARTMENT Algonac (Hdqrs.) 107 99 49 0 0 • April 1979 / LOG / 37 �r rfrtt Hero iSeafarer Saves Drowning Passenger Off Salazar lost an expensive watch and a new pair of shoes. Delta Steamship, happily came through with a check to help defray some of the cost of the lost items. He keeps the check stub in his wallet for a souvenir. It takes a special kind of heroism to dive fully clothed with no regard for personal safety into the ocean in rough seas to save a drowning person. But that's exactly what Seafarer Hernando Salazardid recently. And his efforts saved the life of an elderly woman, who was a passenger on Salazar's ship. Like so many mishaps at sea, it happened very quickly. Salazar, a few crewmembers and 14 passengers were returning by launch to their ship, the De//a Panama, after a day ashore in Buenaventura, Colombia. The vessel was anchored five miles outside the port awaiting berthingspace to unload. The seas were very choppy with three to four foot waves. The launch pulled cautiously alongside the ship and the deck-watch lowered the gangway. The rough waves rocked the launch, and as passenger Mrs. Thorton Fell waited to leave the launch she was pitched over the side. Mrs. Fell started to fight the waves and she began to be swept away. Seafarer Salazar, without even taking off his shoes, dove in after her and swam toward her. When he reached her, she was struggling under the weight of her clothes and was near panic. Salazar grabbed Mrs. Fell lifeguard style and guided her back to the launch Seafarer Hernando Salazar where other crewmembers helped the two aboard. Brother Salazar was rewarded with a hug and a kiss from Mrs. Fell and a sincere "thank you for saving my life." Saving a life, although not routine duty to Salazar, is also not completely new to this brave seaman. He had received lifeguard training as a young man in his native Colombia. And some years ago, he saved a woman swimmer in a pool in Miami. Salazar said, "I've always been a strong swimmer. I'm just happy that I was able to lend a hand." During his rescue heroics. Brother If you know reefer maintenance, you can make good money. So be a refrigerated container mechanic. Take the course. Get the skills. Enroll now! See your SIU Representative or contact: Notke to Members On Job Call Proredure When throwing in for work dur­ ing n job call at any SIU Hiring Hail, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers KNOW YOUR RIGHTS 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 contract.s, arc posted and available in all Union hallsj. 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'Tiy certified mail, return re­ ceipt requested. 1 he proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 1I2I5 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or toj 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 pre r sheets and in the proper manner. If, at any time, any S'U 38 / LOG / April 1979 imi Harry Lundeberg School PIney Point, Maryland] 20674 Phone: (301) 994-0010 Refrigerated Container Mechanic Course Starts June 11 INLAND KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and dl.shursements 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. 'i' [ibi Of Brother Salazar has been a member the SIU since 1978. His first seafaring job was as a messman. He later switched to the engine department. He now sajls QMED and reefer engineer. He makes his home in Miami. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. (fliiM!tl|j!$il!l!!i!lilf|||||lilH!!llll|[||j|l>lllllllili|li||iiil|||||||illl|^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless. he is given such receipt. In the event anyone attempts to require any such payment be made without' supplying a recei;jt, or if a membei; is required;to m^lfe a payment and is given an official, receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVIIY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary.> No contribution may he solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his ' constitutional right of access td Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters hy certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. �John A. Aelick Charles E. Zulauf HI Sandon S. Pearson Seafarer John A. Aelick, 19, is a 1976 graduate of the Lundeberg School. He up­ graded to FOWT in 1978. In addi­ tion, he holds lifeboat and fire­ fighting endorsements, and has received cardio-pulmonary resusci­ tation training. He lives in Charles­ ton, S.C. and ships from the port of Jacksonville. Seafarer Charles E. Zul­ auf 111, 25, graduated from the Harry Lun­ deberg School Entry Training Program in 1977. He up­ graded to AB last year, and has also completed training for lifeboat, firefighting, and cardio-pulmonary resuscita­ tion. Brother Zulauf lives in Balti­ more and ships from the port of New York. Seafarer Sandon S. Pear­ son, 26, gradu­ ated from the Harry Lunde­ berg Entry Pro­ gram in 1976. He upgraded to FOWT in 1978. He has his life­ boat, and firefighting endorsements, and has also completed the cardio­ pulmonary resuscitation course. Brother Pearson lives in Springfield, Mass. and ships from the port of New York. Robert K. Firth Larry Dockwiller Seafarer Larry Dock­ willer, 23, grad­ uated from the Lundeberg School's Entry Program in 1977. He also [completed the LNG safety course there before going aboard his first ship, the LNG Aquarius, also in 1977. He served as GSU in the first crew to ever work an American LNG ship. Brother Dockwiller upgraded to Cook and Baker in 1978. He will go aboard the newest American LNG ship, the LNG Libra, as Chief Cook, later this month. Dockwiller also has his lifeboat, firefighting, and cardio­ pulmonary resuscitation endorse­ ments. He lives in Texas and ships from the port of New York. Bill Gizzo Seafarer Bill Gizzo, 21, graduated from the Harry Lun­ deberg School's Entry Program in 1974, ship­ ping in the engine depart­ ment. He up­ graded to FOWT in 1978. He also has his lifeboat and firefighting endorsements, as well as having received cardio-pulmonary resusci­ tation training. Brother Gizzo is a resident of Greenbelt, Md. and ships from the port of New York. Seafarer Robert K. Firth, 22, graduated from the Harry Lundeberg School in 1977. Firth sails as a third cook. He has also received his lifeboat, firefighting, and cardio-pulmonary resuscitation training. Brother Firth is a resident of Jacksonville, Fla. and also ships out of the port of Jacksonville. It's Your Move ... Jeff Kass Seafarer Jeff Kass, 25, is a 1974 Harry Lundeberg School gradu­ ate. He up­ graded to AB last year, and has also re­ ceived lifeboat,, firefighting, and cardio-pulmonary resuscitation training. Brother Kass ships out of West Coast ports. Kadir Amat Seafarer Kadir Amat, 21, is a 1975 grad­ uate of the Lun­ deberg School's Entry Program. He upgraded from OS to AB in 1977. Brother Amat has his ~ lifeboat and firefighting endorse­ ments, and has also received cardio­ pulmonary resuscitation training. He lives and ships from the port of New York. MAKE IT IN THE RIGHT DIRECTION Make your move toward good pay, excellent working conditions, a secure future. Enroll now in ttie LNG Course at HLS. Next class starts May 28. See your SIU Representative or contact tlie Harry Lundeberg School, Vo­ cational Education Department, Piney Point, Maryland 20674. Montpelier Victory Committee Notke to Members On Shi/^ing Procedure When throwing in for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a Job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SlU Shipping Rules:, '^Within each claims of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that classifica­ tion seamen may only register and sail as entry ratings in only one department." Recertified Bosun David Gilmore (left) ship's chairman of the ST Montpelier Victory (Victory Carriers) is here with a crewmember and the Ship's Committee of (I, to r.) Chief Steward Hans Spiegel, secretary-reporter: Wiper John "Buffalo" Orloff, engine delegate; OS Blaze Llanos and AB Louis Perez, deck delegate. The crew was paid off on l\/lar, 22 at Stapleton Anchorage, S.I., N.Y. April 197.9 / LOG / 39 t 1 I' \ iJ - _ V Mt �r UKsssesjLi:; "Our voluntary SPAD cdhtributions have brought the SlU out on top of battles before," Paradise continued, and if we all sign the SPAD checkoff we're giving our Union support to fight for us in Washington in the future." What 1s job security? And what's the Union doing to protect the jot security of the membership? That was the main point of discussion at a recent ship's Union meeting aboard the ST Ogden Willamette. And the answer Bosun Leo Paradise, ship's chairman, and steward Paul Franco, ship's secretary came up with was—plenty. "Now is the best time to sign the SPAD checkoff," Paul Franco, ship's secretary added. "The fight is in round one and there are 14 more rounds to go." Brother Paradise pointed out an article in the January issue of the Log called "Common Cause Study Flawed." That article, originally published in an independent newsletter, scored a report by Common Cause which had praised Rep. Paul McClosky (R-Calif.) as a champion of the public interest because he worked to defeat the labor-backed cargo preference bill. Round 2 is right around the corner. Brother Franco noted that the SlU has launched an all-out effort to get Congress to overturn a recent court ruling allowing the Amerada Hess Corp. to use foreign flag' tankers for the Alaska oil run. (See December Log, "Hess Gets OK to Use Foreign Flags for Alaska Oil.") "If Hess gets away with this," Brother Franco warned, "so will others. Think about how many of our jobs will be lost," Franco said, painting a picture of a job call at an SlU hall where Seafarers look up at a blank shipping board and then at each other, wondering what went wrong. The article concluded that Rep. McClosky opposed U.S. maritime for one reason—because he lined his pockets with contributions from the oil industry and American-owned foreign flag interests. "That's when it's too late," Franco said, "but it's not too late now. Let's sign the SPAD checkoff to make sure our future will be secure." "All SlU members should read this article, not once, but twice," Brother Paradise said. "Rep. McClosky is out to break all of us in the maritime industry. He's out to destroy everything we've fought for over the years—new ships, improved job security and a strong U.S. merchant fleet." The Willamette ship's committee talked about two of the ways in which SPAD contributions have enabled the Union to work to make the present and future jobs of Seafarers more secure. "It's our SPAD donations that fight the enemies of U.S. maritime like Rep. McClosky," Paradise said urging everyone to sign the new SPAD checkoff authorizing the Seafarers Vacation Plan to deduct 30 cents a day from their vacation benefits for the SPAD fund. 'We wouldn't be at the top of the industry now if it weren't for SPAD," Brother Franco said, "and we have to fight to stay on top." ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 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 tc engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of 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) Member's Signature Social Security Number Members Home Address City . Book Number State Port OFFICE COPY ',.• .c.fr iMBMBXaSESS:2 Zip 288 � 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 April 1979 Description An account of the resource HEADLINES NEW BILL WOULD HALT SCHEME TO EXPORT ALASKA OIL SIU SET FOR BATTLE OVER MARITIME AUTHORIZATIONS BILL EXPECTED MCCLOSKEY AMENDMENTS WOULD CUT HEART OUT OF CDS PROGRAM CARTER SETS MAY 22, 1979 AS NATIONAL MARITIME DAY USCG WITHDRAWS BID TO SCUTTLE 3-WATCH SYSTEM ON 600-MILE TOWS UNION FIGHTING TO SAVE SIU JOBS ON NINE SEALIFT TANKERS SIU WORKING WITH USPHS TO IMPROVE SEAMEN’S CARE INCREASED TANK BARGE SAFETY FOCUS OF NEW HOUSE BILL 600 SEAMEN PACK WEST COAST MARITIME CONFERENCE SIU INTERCEDES WITH USPHS SAVING MEMBER FROM $926 BILL CONGRESS MOVES TO RESTRICT EXPORT OF ALASKA NORTH SLOPE OIL ON THE AGENDA IN CONGRESS… COMMITTEE APPROVES ALASKA LANDS BILL ILA’S SCOTTO CALLS FOR NATIONAL CARGO POLICY FOR US-FLAG SHIPS CONGRESS EXTENDS LIFE OF OCS WATCHDOG PANEL US-FLAG FLEET HITS 21.9 MILLION TONS HEART ATTACKS AT SEA CLAIM 9 OF 10 VICTIMS: SIU TRYING TO CUT THOSE ODDS THRU CPR TRAINING UPGRADING PROGRAMS PAYING OFF FOR SIU MEMBERS THE FINEST OPPORTUNITY ANYWHERE BILATERAL TRADE ONE ANSWER TO U.S. FLEET’S ILLS UNITY, SECURITY ANCHORS OF SIU, MCS MERGER OCEAN MINING BILL, WITH U.S. SHIP CLAUSE, IN SENATE PENSION BENEFITS CLARIFIED ON CERTAIN INLAND CONTRACTS SHIPS BUILT ‘EXCEPTIONAL’ SAFETY RECORD IN ALASKA OIL TRADE GREAT LAKES FITOUT LNG LIBRA, 8TH U.S. FLAG GAS CARRIER, SAILS ON MAIDEN VOYAGE WITH EXPERIENCED SIU CREW APPEALS COURT SAVES RATE-CUTTING RUSSIAN LINE FROM FMC AXE BLACKWELL RESIGNS POST AFTER LONG CAREER OF PROMOTING U.S. FLAG N.O. PORT AGENT C.J. BUCK STEPHENS RETIRES HERO SAVES DROWING PASSENGER OFF DELTA PANAMA 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 4/1/1979 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. 41, No. 4 1979 Periodicals Seafarers Log