Seafarers Log: Vol. 42 No. 2 (1980-02-01)

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X Frank Drozak Elected President of MTD page 3

Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO FEBRUARY 1980

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Execufive

Board

Meeting

pages 11-14

Summary

Annual

Report for

Seafarers

Pension

Plan
page 30

SlU Crews 1st of 12 Seo'Land Diesels

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Boatmen Crew New Flagship of Notional Marine
page 7

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AFL-CIO Sends Prayers, Best Wishes to Paul Ha
...V'

When the 35 man Executive Council of the AFL-CiO met for their annual mid-winter meeting this
month, there was one of their number not in attendance, SiU President Paul Hail. President Hail, who
is senior Vice President of the AFL-CiO, has been hospitalized since last November. Hail's peers on
the Executive Council sent him the following letter, which vividly shows the amount of respect and
admiration Paul Mali commands throughout the labor movement. Following is the text of that letter:-

February 18,1980

Dear Paul:
Your friends and colleagues on the Executive Council want you to know

how much we miss you at this session.
The clarity of your thoughts, the precision of your language and the

strength of your trade union principles have served this Council and the
entire labor movement well.

The difficulties besetting our nation and the challenges facing our movement
summon from each of us the same qualities of leadership and vision that have
been the hallmark of your career. The guidance you have long provided this
Council will enable us to continue to chart the best course fjor this movements

But, most of all, the fact that you and Rose cannot be with us deprives us of
your fellowship and gracious friendship.

Our prayers and best wishes are with you.
Sincerely and fraternally,
Signed by: • *

LANE KIRKLAND, President
THOMAS R. DONAHUE, Secretary-Treasurer

Executive Council

AFL ^-CIO

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Thomas W. Gkasoii
S. Frank Raftlry
Martin J. Ward
Albert Shanker
Edward T. Hanley
William H. McClennan
David J. Fitzmaurice
Alvin E. Heaps
Fred J. Kroll
Wayne E. Glenn
Robert F. Goss
Peter Bommarito
Jerry Wurf
A1 H. Chesser
Murray H. Finley
Sol C. Chaikin

John H. Lyons •
Frederick O'Neal
George Hardy
William Sidell
Glenn E. Watts
Angelo Fosco
J.C. Turner
Kenneth T. Blaylock
Wm. W. Winpisinger
John J. ODonnell
Daniel V. Maroney
Charles H. Pillard
Lloyd McBride
Emmet Andrews
William H. Wynn
John DeConcini

Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic Gulf I akpc anH i.,.
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42, No. 2, February'l980.'(llsN wiM-204^^ District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y.

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2 / LOG / February 1980

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Frank Drozak Elected President
Maritime

IN a move that AFL-CIO
President Lane Kirkland

hailed as "the best choice,"
the Executive Board of the
AFL-CIO Maritime Trades
Department unanimously
elected the SlU's Frank
Drozak as its new president.

The MTD Executive
Board took this action at
their annual mid-winter
meeting on Feb. 14 after
being appraised of the health
status of SIU and MTD
President Paul Hall.

Hall has been hospitalized
and very seriously ill since
last November.

To insure that the MTD's
functions continue to be
carried out effectively, the
MTD Board made the
difficult decision to declare
the president's post vacant.

After the post was
declared open, MTD Vice
President Steve Leslie
placed the name of Frank
Drozak in nomination.

Leslie, who is also an
international vice president
of the Operating Engineers,
said that there could be "no
better replacement as

INDEX
Legislative News

Frank Drozak Elected
MTD President Page 3

SIU in Washington Pages 9-10
Carter Budget . .Page 16

Union News
Gal Tanner Retires Page 4
Headquarters Notes.. .Page 5
Letters to Editor Page 18
Brotherhood in Action Page 33
At Sea-Ashore Page 17
SPAD Checkoff ... Back Page
Tug Triumphs in Fire..Page 8
Great Lakes Picture ..Page 24
Inland Lines Page 34

General News
Ship's Digest Page 25
Dispatcher's Reports;

Great Lakes Page 28
Inland Waters Page 35
Deep Sea Page 32

Training-Upgrading
"A" Seniority Upgrading Page25
Upgrading Schedule ..Page38

Membership News
New Pensioners Page 30
Final Departures. Pages 36-37
.HLS Grads Page 22

Special Features
MTD Executive Board

Meeting Pages 11-14

captain of our good ship
MTD than Frank Drozak."

The MTD Executive
Board then gave Drozak a
tremendous vote of confi­
dence by electing him
unanimously as new MTD
president.

Drozak will now serve as
president of the Maritime
Trades Department for the
remainder of this term of
office. MTD officers are
elected every two years. The
next election will be held at
the MTD Convention in
1981.

(As reported by the Log
last month, the SIU
membership authorized
Frank Drozak to discharge
the duties of SIU President
pending Paul Hall's return
to office. Therefore, in
addition to serving as acting
SIU President, Drozak is
now President of the
Maritime Trades Depart­
ment.)

In accepting the steward­
ship of the MTD, Drozak
vowed to lead the Depart­
ment in the same direction
and with the same strength
and fervor as did Paul Hall
for the past 25 years.

Drozak paid tribute to the
unsurpassed job Hall has

w

done over the years in
building the strength and
political clout of the MTD.

Drozak said he is "deter­
mined to carry out Paul
Hall's dream of a U.S.
maritime industry second to
none throughout the world.

After his acceptance
speech, Drozak was pre­
sented with the gavel—a
tradition—by MTD Vice
President Steve Leslie.

Immediately thereafter,
new AFL-CIO President
Lane Kirkland entered the
MTD meeting to pledge the
Federation's support for
Drozak and the MTD.

Kirkland, who calls the
MTD his "old home town,"
said that the MTD Execu­
tive Board showed "good
judgement" in electing
Fr^nk Drozak President of
the MTD.

Kirkland said that both he
and Drozak have "big shoes
to fill." He affirmed that the
best possible tribute that can
be paid to Paul Hall is that
the MTD "continue to build
upon his achievements."

Paul Hall has been
president of the AFL-CIO
Maritime Trades Depart­
ment for nearly 25 years.
Hall built the MTD from a

Department

AFL-UIU"^ President Lane Kirkland
called the election of Frank Drozak as
President of the MTD "the best
choice possible."

small, fledgling organization
to the largest and politically
most potent organizational
department of the AFL-
CIO. As Steve Leslie said,
"when Paul Hall took over
the MTD it was a leaking
ship. But Paul gave it a new
hull, overhauled the engines
and put together a good
crew."

Frank Drozak now has
the reins of the MTD, an
organization representing 43
International Unions with a
combined membership of 8
million American workers.

As Lane Kirkland said, "I
vouch for Frank Drozak's
ability to do the job.'

1

MTD Vice President Steve Leslie, left, presents new MTD President Frank Drozak with the gavel formally marking the beginning
of the stewardship of Drozak as President of the AFL-CIO Maritime Trades Department.

More on MTD Mid-Winter Meeting on Pages

February 1980 / LOG / 3

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SlU VP. Tanner Retires; A Charter Member
IT was 1935 and a teenage boy

wanted to leave the depression
behind for awhile by seeing the
world. So he took an OS job on a
ship out of Tampa, Fla.

Well he's back in Tampa now,
but Cal Tanner has come a long
way from his job as an ordinary
seaman. Late last year he retired
as vice president of the SIU.

From ordinary seaman to
organizer to port agent to vice
president, Cal Tanner has helped
build and strengthen the SIU,
making it a powerful and secure
labor union for seamen and
boatmen.

Bom Dec. 27, 1916 in Tampa,
his full name is William Calton
Tanner. During his first few years
of shipping out. Tanner was a
member of the old International
Seamen's Union. But as soon as
the SIU was formed in 1938, he
became a charter member.

During World War II he sailed
in all the war zones as AB and
bosun. In 1943 he wason the same
ship with Claude "Sonny"
Simmons when a torpedo blew •
the ship out from under them.
Sonny Simmons, like Tanner,
later became a high ranking SIU
official.

Their ship, the 23-year-old
Norwalk, was off Cuba when
she was struck at about three in
the morning. Tanner helped
lower the lifeboat and then
made it to a raft.

When daylight broke the crew
was picked up by a Norwegian
ore carrier and then transferred
to a Cuban gunboat that took
them to Cuba. From there they
were repatriated to the States.

Just before the end of the War
in the Pacific, Tanner was asked
to come ashore by Paul Hall, who
was then SIU New York port

agent. Hall wanted Tanner to
take part in an organizing drive.
What followed in the next two
years was the biggest deep sea
organizing drive in the history of
the maritime labor movement.

Spearheaded by Hall, Tanner,
Simmons, Lindsey Williams and
Bull Shepherd, more than 120
Isthmian ships came under the
SIU banner.

Tanner was also involved in
the Cities Service organizing
drive which started during the
Isthmian campaign. He took part
in numerous other smaller
organizing drives over the years.

In 1946 Tanner was elected to
the office of SIU Atlantic and
Gulf District port agent in
Mobile, Ala. He assumed that
post in 1947 and held it until
1960. In 1947 he was also elected
vice president of the Interna­
tional and remained in that post
until 1972. While in Mobile,
Tanner also became a member of
the State Dock Board.

In 1960 he was elected as the
first executive vice president of
the SIU A&G District. Stationed
at Union Headquarters until
1970, Tanner returned to Tampa
when he developed heart trouble.

In the mid 1970's Tanner was
elected to the post of vice
president in charge of contracts
and contract enforcement, the
position he held until his
retirement.

Tanner has also played an
active role in the Maritime
Trades Department (MID) of
the AFL-CIO.

In 1946 he was a member of the
original group that went before
William Green, then president of
the AFL, to receive the charter
for the MTD. While in Alabama
and Florida, Tanner served on
the MTD's Port Councils. He
also helped organize Port Coun­
cils on the Great Lakes.

Tanner and his wife, Mary,
have two children, Robert
(Robbie), and Mrs. Sandra
Hurley. Robbie is an AB who is
studying for his third mate's
license and Sandra's husband is a
green ticket AB.

From that first ship in 1935
until his retirement in late
1979, Cal Tanner's career spans
44 years as a seaman and top
Union official. And coinciden-
tally, when he joined the SIU back
in 1938, the book number he
received was C-44.

Sea-Land Christens 3rd of 12 Diesel Containerships
^TH the christening of the

W SlU-contracted Sea-Land
Developer this month, Sea-
Land's brand-new D-9 class
diesel-powered fleet rose to one
quarter of its planned strength.

The Developer is the third of
12 D-9 containerships which will
make up Sea-Land's $580million
diesel construction pro^am.

Seafarers crewed the first, the
Sea-Land Pioneer, this month.
The Sea-Land Defender, christ­
ened last November, will be
aewing soon.

All 12 of the energy-efficient
containerships are expected to be
engaged in Sea-Land's trans­
atlantic and transpacific service
by the end of 1980.

Like her 11 sisterships, the Sea-
Land Developer will be powered
by a 27,135 BHP diesel en^e.
She'll operate at the relatively
slow speed of 22 knots. But she
was built for fuel-efficiency, not
for breaking transoceanic
records.

All 12 of the 745-foot D-9s can
carry either 35-foot or 40-foot

containers. Their carrying
capacity is 839 containers and
space has also been allocated for
refrigerated and bulk liquid
cargoes.

The Developer, like the rest of
Sea-Land's diesel fleet, has a
draft of 31 feet, enabling her to
call at just about all of the 121
ports around the world serviced
by Sea-Land.

Christening and launching
ceremonies for the Developer
were held at the Mitsubishi
Heavy Industries shipyard in

217 Boat People Owe Lives to Sharp Eyes of

Japan, where she was built.
Wielding thp traditional bottle of
champagne was Mrs. Charles F.
Myers, Jr., wife of a member of
the board of directors of R. J.
Reynolds, Inc., Sea-Land's
parent company.

A total of 10 of the D-9s will be
built in Japan with the remaining
two under construction in Korea.

No crewing date has yet been
set for the Developer but she will
be manned, like all 12 of the
brand-new diesel containerships,
by SIU members.

Ch, Steward
THE SIU is full of unsung heroes.

Whole crews or individual sea­
men's actions have uncountable
times made the difference between
life and death to those they helped.
The Seafarers themselves, though,
often shrug it off with, "I was just

President Roosevelt (APL). The and the rest of the steward depart-
ship was about one and a half days ment prepared a hot meal.
steaming time from Singapore
carrying a full load of containers.

**1 was standing on deck," Brother
Edwards recounted, '*and happened
to see a small boat in the water. I was

doing my job."
One S<^arer who acted in the

best tradition of the sea is Brother
Hemell E. Edwards, a chief steward
from the West Coast.

Brother Edwards was awarded an
Admiral of the Ocean Seas
(AOTOS) Mariners Rosette award,
presented to individual seamen "in
recognition of outstanding courage

able to detect a blur, which looked
like someone waving a flag."

Closer inspection through a pair
of binoculars confirmed Edwards'
guess.

"We found 217 Vietnam^ refu­
gees packed into a fishing boat

The crew set fire to the Vietna­
mese fishing boat where it wasn't a
hazard to navigation and sunk it.

Though none of ibt Roosevelt's
crew spoke Vietnamese, some of the
refugees spoke English and were
able to talk about their ordeal.

"They had shipped out under
darkness," Edwards related. "Their
engines had broken down several
times and were pretty well shot.
When they ran out of food and
water, the Indochinese tried to wave

boatpeople, who were detained
aboard the Roosevelt for one day by
local authorities in Singapore, given
shots and then let ashore.

which was lying low in the water,
Edwards said. "They had been adrift at three different ships," Edwards
for 14 days. They were out of water continued. "A German container

and devotion to duty," for his role m and their food was very low." ship gave them water but wouldn't
a rescue of Vietnamese boat people. While part of the crew set up give them any food."

On Oct. 22, 1978, Edwards was quarters aboard the President Brother Edwards said the
serving as chief steward aboard the Roosevelt for the refugees, Edwards whole crew pitched in to help the Hcrnell Edwards

4 /-tOG / February 1980

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This is—and has always been—the basis of our political strategy.

We help our friends and punish our enemies.
The only problem is that labor's political friends have been

declining in number, while our enemies grow stronger.

•"J^HATS why the 1980 elections are so important to us. We

by SIU Executive Vice President

Frank Drozak

THINGS happen fast in politics. A few months ago, Jimmy
Carter's re-election campaign was barely treading water, while

Ted Kennedy was coming on like gangbusters.
Now, Jimmy Carter is riding the crest of the wave of the Iran and

Afghanistan crises, and Ted Kennedy is wondering what hit him.
Who knows! In another few months, the tide may very well turn

back to Kennedy. Either way, you can be sure of one thing. The
1980 presidential race is going down to the wire.

Politics is a hard, tough, heartless business. Voters forget what
happened last year or last month. In politics, the voter asks one
question of a candidate. What have you done for me lately?

This year, the voters are going to be asking a lot of politicians
that question. Because this year, the presidential election, as crucial
as it may be, is just one of hundreds of important offices up for
grabs.

THE entire House of Representatives—all 435 seats—will be
contested. So will nearly one third of the Senate, as well as

numerous important gubernatorial races.
The SIU and the labor movement in general have a lot of friends

in that number. Most of them will be in political dogfights to keep
their jobs.

It is our unshakeable responsibility to see that our friends do
keep their jobs.

At the same time, there's a whole flock of politicians in office who
we would love to get rid of. These are people who have fought
against our own political initiatives in regard to the maritime
industry, as well as doing their damndest to block the goals of the
labor movement.

To us, these politicians are dangerous adversaries. You can be
absolutely sure that well be doing our best to get these politicians
un-elected.

have a chance to inflict real damage on our enemies this year,
while at the same time, key some important victories for our
friends.

You should be glad to know that the SIU is already deeply
involved in the 1980 elections.

We are constantly meeting with other unions to develop an
effective, coordinated campaign policy. Our people have been, and
will continue to be active in state caucuses and primaries. We will be
in there all the way.

Our chances of ̂ ing a big winner in 1980 are reasonably good.
But dont kid yourself. Building a successful political campaign
takes time. And time is not on our side. It takes manpower to hit the
streets with the proper literature, to organize rallies and to man the
phone banks.

But most importantly, it takes money. You cant do a thing in
politics today without money. It takes money—and lots of it^for
T.V. and radio time, and all the other things necessary to a
successful campaign.

For us, that's where SPAD comes in. For those who have signed
the SPAD checkoff, be proud of it. For those who havent signed
up, give it some serious thought.

LET'S face it. The American maritime industry lives and dies by
politics. We have no lock on our future. We have to work hard

and fight hard every day to make a little headway.
We have accomplished a lot as an organization through political

action. It is our number one responsibility to protect it and make it
better. And thB most effective way of doing just that is through
continued political action.

You see, brothers, people make politics and politicians make
laws. If the wrong people are making the laws, our whole way of
life—the seafaring life—can be jeopardized.

Again, 1980 is an important year for us. We can win some big
fights if everyone participates through SPAD and by volunteering
some time when you are on the beach.

The SIU is in there pitching right now. Well be in to the end.
Plan on doing your part.

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i U.S.C.G. Stall on Asbestos Blasted By Unions
SPOKESMEN from mari­

time labor and industry
told a House Subcommittee last
month that the Coast Guard and
the Maritime Administration are
playing "Russian Roulette" with
the health of U.S. merchant

known cancer-causing effects of
asbestos daily and little action
has been taken to offset that
exposure.

"The Government addressed

seamen.
The Subcommittee on Coast

Guard and Navigation of the
House Merchant Marine and
Fisheries Committee, chaired by
Rep. Mario Biaggi (D-NY) held
the first of two planned hearings
on Jan. 24 to determine the risks
of asbestos exposure to maritime
warken.

SIU Executive Vice-President
Frank Drozak submitted a
statement oulining the SIU's
vieviv for the hearings.

Testimony from. witnesses
before the Subcommittee also
included National Marine
Engineers Beneficial Assn.
President Jesse Calhoon and
medical expert who sounded the
same note; merchant seamen
especially engine department
personnel, are exposed to the

the asbestos problem for ship­
building and other occupations
in 1972," MEBA President
Calhoon told the Subcommittee,
"when OSHA promulgated
regulations limiting asbestos
exposure." (OSHA, the Occupa­
tional Safety and Health Admin­
istration, is one of the federal
agencies charged with overseeing
on-the-job health and safety).

"However, OSHA does not
have jurisdiction over vessel
personnel," Calhoon added, "and
we have j^ef to see any reflations
come out of the agency that does
exercise ̂ thority in tl^ area: the
U.S. Coast Guard."

In spite of their laxity in
guarding engine room

amen from exposure to
asbestos, which is found in
insulation on boilers, steam pipes
and other engine room equip­
ment, the Coast Guard is aware

of the problem.
In 1978, the Coast Guard

received the results of x-ray
testing conducted by Dr. Robert
W. Jones of Tulane University's
Pulmonary Diseases Section.
The testing revealed asbestos-
related lung abnormalities in 12
percent of 6,671 seamen ex­
amined.

That 12 percent takes on even
graver implications when com­
pared with asbestos-related
illness rates of 4.8 percent for
factory workers and 3 percent for
shipyard employees.

The Coast Guard's response to
the Tulane University study was
that they were engaged in the
"active development of marine
occupational safety and health
regulations which will address
chronic exposure problems
directly." Two years later, the
Coast Guard has still not come
up with protective regulations for
merchant seamen.

Letters introduced by wit­
nesses before the Subcommittee
also indicated that the Maritime

Administration is dragging their
feet on asbestos regulation.

MarAd is conducting a surv^r
to determine the extent to which
engine room seafarers are
exposed to asbestbs contamina­
tion. But the study will not be
concluded for two years.

The only other step taken, or
planned, by MarAd in asbestos
exposure regulation was a 1975
ruling. Since that time, asbestos
materials have been banned for
use in new commercial ships built
under Mar Ad-administered
government aid programs.

MarAd has said that asbestos
regulations are the province of
OSHA, the Environmental
Protection Agency and the Coast
Guard, not of the Maritime
Administration.

All the witnesses before the
Subcommittee warned that while
the Coast Guard and MarAd
continued to argue over whose
jurisdiction asbestos regulations
falls under, maritime workers are
continuing to work around the
carcinogenic material

February 1980 / LOG / 5

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Carter's Budget Asks $567M for Maritime
WASHINGTON, D.C.—The

$616 billion budget proposed late
last month by President Carter
for Fiscal Year 1981 contains

. many important maritime items.
Of special concern to seamen are"
the merchant marine subsidy re­
quests made by the Maritime
Administration (MARAD).

For 1981, MARAD has asked
for $135 million in Construction
Differential Subsidy (CDS)
funds and $348.5 million in
Operating Differential Subsidy
(ODS) funds.

CDS and ODS monies help
American shipbuilders and ship
operators function in the face of
cut-rate foreign competition.

In the budget it is noted,
however, that despite Federal
subsidies the U.S. merchant
marine "faces an increasingly
uncertain future." In order to
"reverse the existing unfavorable
trend and to promote the
industry more effectively," the
Administration referred to its
proposed legislation "to reorient
the subsidy programs toward the
growing market in the transpor­
tation of bulk commodities."

That's why the CDS of $135
million is basically slated to be
used for the construction of five
new dry bulk cargo ships in the
35,000-45,000 d wt range. This is a
planning figure, though. There
are no specific applicants as yet.

Concerning the $348 million
for ODS, the budget noted that • • •

"emphasis will continue to be rebating and other forms of
placed on assuring that U.S.-flag malpractice by carriers operating
bulk ship operators will be able to
provide essential bulk services."

Some of the other items in
MARAD's budget request in­
clude $18.7 million for Research
and Development and $65.6
million for Operations and
Training.

Under Research and Develop­
ment are projects, such as, a
study on Great Lakes Inland
Feeder services, and the comple­
tion of research in the areas of
ship operations, design and ship
maneuvering.

Operations and Training in­
clude such items as development
of waterborne transportation
systems, and the operation of the
U.S. Merchant Marine
Academy.

in the ocean trades of the United
States; and achieving compliance
with the statutes through an
effective regulatory program."

Other budgetary items relating
to maritime include the monies
for the Coast Guard and the U.S.
Navy.

For the Coast Guard, the fiscal
Year 1981 budget includes $1.8
billion in budget authority, an
increase of $123 million over last
year.

Among some of the highlights
of the Coast Guard budget are:
$17 million for a new icebreaking
tug and one new river buoy
tender; $104 million for
continuation of a replacement
program for overage and
obsolete cutters, and $22 million
for continuation of modemiza-

Also, as part of Carter's over- tion programs for buoy tenders
all budget, an estimated $1.5 and patrol boats.
billion in ship construction loan
commitments will be guaranteed
by the government for 1981.

Further, outlays for water
resources programs will be $4.1
billion, and monies for water
transportation programs amount
to $2.3 billion.

The Federal Maritime Com­
mission has requested $12.2
million for its expenses.

Also in 1981, the Coast Guard
will take over from the Navy full
responsibility for the operation
of OMEGA, a world-wide navi­
gation system.

The Navy budget is part of the
national defense budget which is
estimated at $146.2 billion.

For 1981, the Navy request for
shipbuilding and conversion
amounts to $6.1 billion. This

According to the budget, the would include such vessels as a
FMC's "major program objec- fleet ballistic missile ship, mine
tives for 1981 will continue to warfare and patrol ships, and
deal with the issue of illegal auxiliary craft.

The President's budget also
calls for a resumption of the
Strategic Petroleum Reserve
Program (SPR). The Adminis­
tration believes that the protec­
tion afforded by a billion barrel
reserve is still needed.

The budget notes that "no oil
purchases for the strategic
petroleum reserve have been
made since March 1979, but
purchases could be resumed in
1980 depending on international
market conditions."

According to the budget, the
Program had $4 billion available
for oil acquisitions, "$2.3 billion
of which is proposed for reappro-
priation in 1981."

The budget assumes that
delivery may be resumed in June,
1980, at a level of 100,000 barrels
per day. U.S. ships are guaran­
teed half of these cargoes.

It's planned that by the late
1980s, 750 million barrels of SPR
oil will be in government storage.

Also, the Administration
proposed a 1981 P.L. 480 food
and aid program budget author­
ity of $1.1 billion. This would
"permit shipments of 6 million
metric tons of food, the same
volume as in 1980." U.S. ships get
half of these cargoes, as well.

The Administration has also
proposed a "food security re­
serve" of up to 4 milliqn metric
tons for use in the food aid
program.

Maritime Authorization: Another Battie Brewing?
such a way as to totally negate ALTHOUGH the maritime

. industry is complex and
often filled with uncertainties,
one thing is readily understand­
able: no single development
affects seamen more directly than
passage each year of the
Maritime Authorization Bill.

Congress is required to pass
a Maritime Authorizations Bill
annually. The legislation is
exactly what the title suggests: a
budget.Federal money is allotted
to those programs considered to
be in the public's best interest.

Last year, over $400 million
was authorized for the following
items: operational and construc­
tion differential subsidy pro­
grams, maritime research and
development, and maritime
education and training.

The operational subsidy
(ODS) and construction subsidy
(CDS) programs alone ac­
counted for over $350 million
of the monies approved by
Congress for development and
maintenance of the maritime
industry. These subsidy pro-

6 / LOG / February 1980

grams were established under the
terms of the Merchant Marine
Acts of 1936 and 1970.

The Merchant Marine Act was
enacted because Congress recog;-
nized the need for this country to
maintain a merchant marine
manned and huilt hy American
citizens.

Congress has had an unfortu­
nate tendency to disregard the
spirit of the Merchant Marine
Act. They have in fact, allowed
the merchant marine to deteri­
orate badly.

Were it, not for careful
monitoring by the SIU and other
maritime interests. Congress
might conceivably cut back on
the Federal funding of opera­
tional and construction differen­
tial subsidies, even though these
subsidies are among the few
constructive actions taken by
Congress to keep the American
fleet aloat.

Last year. Congressional
opponents of the subsidies waged
an all out war to have the
subsidies reduced, or changed in

Maritime Authorizations Bill for
their effectiveness. fiscal year 1981, even though the

Briefly, the ODS and CDS Maritime Authorizations Bill for
programs help close the gap 1980 was just signed into law.
between the cost of building ships Don't skip over these stories,
in the U.S. and crewing them even though you may be sick of
with Americans as opposed to reading about facts and figures
foreign vessels. and maritime authorizations.

Soon, no doubt, you'll be For behind these stories will lie
reading stories in the Log an important consideration:
detailing the progress of the Your job.

Allegiance Committee

/

payoff laJt month ® crewmember of the ST Allegiance (lOM) at a
KefBS ̂ Linden. N. J. They aFe (I. to r!) AB Mike
secremry-reforter Chief Steward George Rusholt,
Delegate Ed Sf Maintenance Jim. Elwell. deck delegate and Engine

.C'.

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• •.. 1
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SfU Boatmen Crew New Flagship of National Marine

In the wheelhouse of the National Energy on the day of christening in New
Orleans, La. are, from the left: Gerry Brown, SlU port agent in New Orleans; Capt.
Red Benoit; Joe Sacco,- SlU vice president, and Relief Capt. Lindley McDonald.

To emphasize the energy efifi- the 5,600 horsepower hoat has

Shown underway is the National Energy, the impressive new flagship of SIU-
contracted National Marine Service.

ciency of the inland waterway
industry, a new SlU-contracted
boat was christened last month in
New Orleans, La. as theTVdtiono/
Energy.

Owned by St. Louis, Mo.-
based National IVbrine Service,

become the flagship of the
company.

Her name also symbolizes her
role in the carriage of America's
energy resources. She will be
moving bulk petroleum and
chemical products, mainly on the

Gulf Intracoastal waterway and
the lower Mississippi River
system.

Measuring 140 feet in length,
she has a beam of 42 feet and is
powered by two turbo charged
diesel engines.

She was built by Dravo Corpo­

ration's Engineering Works Divi­
sion and launched from its
Neville Island shipyard near
Pittsburgh, Pa.

National Marine, where SIU
Boatmen recently won an historic
contract, operates 22 other tOw-
boats and 163 barges.

Buffa/o Union Hall Closed: Cleveland Facility To Be Reopened
As of Feb. 1,1980, the SIU hall in

Buffalo, N.Y. was officially closed.
The Union hall in the port of
Cleveland, Ohio, which has been
closed for the past two shipping
seasons, will be reopened after
renovation work is completed.

The SIU made the decision to
close the Buffalo hall and reopen
Cleveland based on two factors: the
needs of the Great Lakes Union
membership and a shift in Lakes
shipping traffic.

Though Buffalo was once one of
the busiest of Great Lakes ports for
SIU members, tbat is no longer true
today. In spite of the fact that the
611,000 tons of ore, coal, grain and
general cargo which moved through
Buffalo during 1979 was the second
highest total reported in the port's
history, most of those cargoes were
foreign-bound and moved on for­
eign ships.

In addition, Buffalo's former
status as the biggest winter lay-up
port on the Lakes has declined
sharply in recent years. In the past.

Buffalo had wintered as many as 20
to 30 ships loaded with storage
grain. This year, there are only two
or three such ships laid up in that
port.

But shipping activity at the port of
Cleveland is booming. Located
two steps away from the Cuyahoga
River (which locals call the
Cleveland Creek) many SIU-
contracted Great Lakes vessels pass
by the hall. And several Great Lakes
ship operators are headquartered in
the city.

The winding, Cuyahoga River is
an important artery for Great Lakes
shipping. In fact, American
Steamship Co. is building a vessel,
to be delivered in the fall of 1980,

especially for transit on the
Cuyahoga. Hull #724 will be making
a regular run from Lorain, Ohio
with ore for steel mills on the upper
river. The specially designed ship
will be crewed by Great Lakes
Seafarers as are all American
Steamship Co. vessels.

Another factor involved in the
decision to re-open the Cleveland
Union hall is the presence of an SIU
clinic in the area. Buffalo has no
clinic and those Seafarers shipping
out of Buffalo had to travel to
Cleveland for their physicals and
then make the return trip back up to
Buffalo.

active again, SIU reps will grease the
wheels to get the Cleveland
Maritime Port Council, inactive for
the past several years, going again.

The painting and other repair
work on the Cleveland hall will be.
completed in time for the start of the
1980 shipping season. A port agent
will be assigned to the hall but has
not yet been named.

The Cleveland SIU hall is located
at 1290 Old River Rd., Cleveland,
Ohio, 44113. The phone number is
(216) MA-1-5450.

Lakes Seafarers
Get COLA Increase

Finally, when the Cleveland hall is

Ogden Leader Committee

Vietnam Seaiift Vets
Any merchant seamen who might

have visited Vietnam between 1946
and 1975, and would like to contri­
bute either stories or photographs
for a book project now nearing
completion, is urged to contact the
author, Michael Gillen, at the
following address: Seafarers Intei>
national Union, LOG Office, 675
4th Ave., Brooklyn, N.Y. 11232. Or
call: (212)499-6600 ext. 243. All
letters will be answered promptly,
and all photos will be returned upon
request.

Shipmates shaking hands are (I. to r.) Steward Delegate Earl N. Gray and En^ne
Delegate Ernest Ramirez, members of the Ship s Committee of fhe ST" Ogden
Leader (Ogden"Marine). Also on the committee are (I. to r.) Recertified Bosun
Macon Welch, ship's chairman and Deck Delegate Mike Cramer. The tanker paid
off late last month at the Exxon Bayway (N.J.) Dock.

Under the terms of the SIU's
contract with the Great Lakes
Association of Marine Operators
(GLAMO) and JKinsman Linl^,
Great Lakes Seafarers received the
first cost of living adjustment for
1980.

Effective Feb. 1, Great Lakes SIU
members received a 21 cents per
hour COLA, added on to their
regular hourly wage rates.

During 1979, Great Lakes
Seafarers received cost of living
adjustments totalling 82 cents which
were rolled in and included in wage
rates effective at the New Year.

COLA'S are based on increases in
the Consumer Price Index which is
published quarterly. For every .3
point rise in the CPI, Great Lakes
Seafarers receive a one-cent-an-
hour add-on.

The Index for December rose to
230, a 6.3 point increase over
September's Index. The next
adjustment date for 1980 will he
May 1.

February 1980 / LOG / 7

vC .t » ' J:L "I J n

• - ;•



Tug Crew Triumphs in Firefighting Ordeal
ttyVE been scared before, but

A I've never been scared like
that."

Larry "Sea Dog" Evans, a
young Deckhand on the SIU-
contracted harbor tug The Judge
(G & H Towing Co.), probably
wasn't the only one scared,
amongst those who fought the
fire on the stricken Liberian
tanker Burmah Agate last
November.

The 772-foot tanker was
loaded with 16.3 million gallons
of light crude oil when she
collided with the Liberian-
registered freighter Mimosa, 4.5
miles off Galveston Bay, during
the early morning hours of
Nov. 1.

Both ships immediately burst
into flames, and all but four of
the Burmah Agate's 36 crew-
members were lost.

The entire 26-man crew of the
Mimosa was saved, but not until
after they had left their ship, with
engines still running and the
wheel hard over, to run amok
through a section of the Gulf
that's dotted with gas and oil
wells. Fortunately, the ship was
brought under control before any
further damage could be done.

The flames, smoke, intense
heat and periodic explosions of a
burning oil tanker is enough to
scare anybody—especially if you
are up close. The men who work
The Judge were up close.

In a recent letter to the Log,
Capt. R. D. Fasano of G & H
Towing explained the initial
sequence of events that followed
the collision of the two ships.
"Immediately after the accident,"
wrote Fasano, "it became
apparent that proper firefighting
equipment was not available. As
a result, three of our tugs were
eventually dispatched to aid the
U.S. Coast Guard in their
efforts."

First on the scene was the tug
C. R. Haden, followed shortly by
The Judge. These two boats

Spearhead Week'Long Effort to Squelch Tanker Fire

M.

' •• VA •. I . : rr-,.

The Judae's monitor poured 1,000
gallons a minute on thie burning tanker.

8 / LOG / February 1980

The Judge, up close, pours it on in
aided significantly in putting out
the fire on the SS Mimosa, then
turned their attention to the SS
Burmah Agate. On the evening of
November 1 they were joined by
the tug Laura Haden.

The Log caught up with The
Judge in Galveston recently, and
spoke with the second watch to
man the boat after the collision
took place. (Those on the first
watch, who we did not have a
chance to speak with were: Capt.
J. B. Niday, Engineer Harold
McDaniel, and Deckhands Ray
McGuire and Otto Bruggeman.
Both McGuire and Bruggeman
are graduates of the SIU's Harry
Lundeberg School.)

Bobby Sarvis, Mate on The
Judge, comes from a family of
Texas boatmen, and we were told
that he can "drive a boat better'n
anybody." At 27 Sarvis already
has 10 year's experience -with
G & H Towing. When asked to
give us his impressions of the
Burmah Agate disaster, Sarvis
said: "The first watch was out
there for about a day, and then
we were brought out to take over
for them. During the crew change
the ship blew up again and we all
had to leave. After a while we
went back alongside and did
what was possible. Our orders
were kind of vague: 'Do what you
can do'."

Ship Blew Again

The idea was to contain the fire
as much as possible to the after-
section of the stricken tanker, to
keep the forward tanks from
blowing. Using two standard
firehoses, plus a swivel "monitor"
with a six-inch hose, the crew of
The Judge poured seawater onto
the flames and tank tops of the
Agate.

"What freaked us out the
most," said Henry C. J. Jankow-

the week-long firefighting ordeal,
ski (who manned the Monitor),
"was when the Coast Guard told
us it was 'perfectly alright to go
back in.' So we went back in
close, put a line on the ship, and
started to pour it on again. But
the line broke and we drifted
back about 50 feet. Then the ship
blew again. It's good thing the
line broke."

The explosion ripped the
pumphouse off the deck of the
ship, and "that's when the
kingposts started crisscrossing,"
said Jankowski. The heat was so
intense that the ship's bell melted
before the firelighters' eyes.

While Sarvis, Evans, and
Jankowski worked feverishly
topside. Engineer J. C. Tilsdale
kept the pumping equipment
going down below, lending an
able hand elsewhere when he
could.

Those who manned the hoses
could clearly see the Burmah
Agate's tank tops "huffing and
puffing, and fixin' to blow."
Green smoke (the sign of boiling
oil) seeped out from under the

warped covers. "It was very, very
hazardous," said Jankowski, a
veteran of several trios to
Vietnam in ammo-laden ships.
"And there wasn't a piece of paint
left on that ship anywhere," he
added.

' •>
Fought Fire a Week

The three G & H Tugs stayed
on the scene of the burning
tanker for about a week,
providing the primary firefight­
ing effort during that period. It
was finally decided that the fire
could not be put out altogether,
so it was allowed to smolder and
burn until early January when,
on Jan. 8, it was declared
officially out (after 69 days).

Though it is expected that as
many as 6.3 million of the
original cargo of 16.3 million
gallons may still be salvaged from
the Burmah Agate's forward
tanks, the vessel itself will
eventually either be towed to sea
and sunk, or scrapped.

As for the crew of The Judge,
and the other boats that
participated in the effort to
contain the flames on the
Burmah Agate, not enough can
be said about them. The Coast
Guard had high praise for the
performance of the G & H crews.
Mate Bobby Sarvis summed
things up by saying that it was "a
well run operation, and there
were no injuries amongst the G&
H crews."

But perhaps the most fitting
comment came from Capt.
Fasano in his letter to the Log.
when he concluded by saying: "1
would like to take this opportun­
ity to congratulate all these men
for their fine efforts which gave
evidence of the skill, seamanship,
dedication and courage of your
membership and the American
seaman.

They fought the fire on the Burmah Agate: I. to r.. Mate Bobby Sarvis. Engineer J. C.
I iisdale, Deckhand Larry Evans, and Deckhand Henry C. Jankowski.

--•ssi.wiie'rtwfc. - C • • V-



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TO in to
Seafarers International Union of North America. AFL-CIO February 1980 Legislative. Administrative and Regulatory Happenings

Fra/z^ Pecquex Assigned to Washington:
Adds New Dimension to SIU Team

In the vital area of legislation, the SIU has
taken another step to insure that its
members' interests are protected.

Frank Pecquex, who worked at Union
Headquarters as assistant to Executive Vice
President Frank Drozak, has been assigned
by Drozak to the SIU's legislative staff in
Washington, D.C.

Because of his many years with the SIU in
New York, Pecquex brings an in-depth
knowledge of Headquarters' operations and
the needs of the membership to his new
assignment.

Pecquex began working for the SIU in
October of 1967. He received a B. A. from St.
John's University in New York and his first
job with the SIU was in its Research
Department.

During his years with the SIU, Pecquex
continued to study at night at St. John's and
earned his Masters degree in history.

14 Towboat Scholarship
Winners Attend TI

Seminar in Washington

In 1974, Pecquex began working closely
with Dro^k as his assistant. In that year and
in 1975, he spent a.lot of working time on the
Union's Sabine Organizing Drive.

More recently, Pecquex worked in
manpower operations at Headquarters,
both in the deep sea and inland fields.

Because of this wide ranging knowledge of
Headquarters and of the membership's
needs,. Pecquex will add a new dimension to
the important work that must be done in
Washington, D.C.

Talking about his new assignment,
Pecquex said that the "job \^ill require
constant contact with Congressmen in an
effort to explain how proposed legislation
will affect the livelihood of all SIU
members—deep sea. Lakes, and inland."

He pointed out that the SIU has "long
recognized the direct impact that legislation
has on maritime affairs." He added that in
light of recent increased "opposition to the

maintenance of a viable American maritime
industry, the Union realized that it must step
up its activities on the legislative front."

Frank Pecquex and his wife, Linda, have
two children, Genevieve and Andrew.

On the Agenda in
Congress...

WAR RISK INSURANCE (S. 1452)

CONGRESSIONAL HEARINGS

Two hearings—one in the House and one
in the Senate—are scheduled later this
month to address some important maritime
matters.

On Jan. 25, the Senate passed legislation
to extend the provisions of Title XII, War
Risk Insurance program. As amended, S.
1452 extends the program for a period of five
years until Sept. 30, 1984 instead of
permanently, as originally provided for in
the legislation.

In the House, the bill was passed under a
special procedure on Feb. 11.

NEGOTIATED PROCUREMENT
(H.R. 5913)

MARITIME AUTHORIZATION

The Merchant Marine Subcommittee of
the House Merchant Marine and Fisheries
Committee will begin hearings on Feb. 22 on
the budget authorization for the Maritime
Administration for fiscal year 1981. In­
cluded in the MARAD budget requests are
substantial appropriations for the various
ship construction and ship operating
subsidy programs. Committee Chairman
John Murphy (D-NY) will chair the
hearings. A second hearing is planned for
Feb. 25.

Another group of inlarid waterways boatmen—
participants in the Transportation Institute's
Scholarship Upgrading Program—went to Washing­
ton earlier this month to attend a legislative and
political action seminar. During their visit to the
nation's capital, the SIU boatmen attended meetings
at the Transportation Institute'and the AFL-CIO.
Maritime Trades Department. Later, they visited a
Congressional office and toured the Capitol.

The boatmen were accompanied on their tour by
SIU Legislative Representative Betty Rocker, and
Lundeberg School Instructor Capt. Irwin Gros, and
SIU Representative Nick Marrone. They all got
together on the Capitol steps for this photo. Seen
here with Ms. Rocker, Capt. Gros and Mr. Marrone
are: James Parese, Edward Waldon, Clifford Goss,
John West, Dana Ard, Michael Harat, David Lucas.
Stepften Plach, Richard Stropich, Alan Watts, David
Jones, Jeff Gainey; Max Sowell and Kenneth Killian.

SHIP CONSTRUCTION

The Merchant Marine and Tourism
Subcommittee of the Senate Commerce,
Science and Transportation Committee will
hold a hearing on' an application filed by
Sea-Land to trade in eight SL-7 class
containerships. (See story in this section of
the LOG). The hearing will take place Feb.
22. Subcommittee Chairman Senator
Daniel K. Inouye (D-HI) will preside.

CONGRESSIONAL ACTION

Congress this month took floor action on
three items of particular concern to the
maritime industry.

^ On Feb. 12, by a vote of 324-36, the
House, under a suspension of the rules,
passed legislation granting the Secretary of
Commerce permanent authority to accept
negotiated bids for ships to be constructed
with the aid of construction differential
subsidy. '

TERMINATION OF U.S./RUSSIAN
MARITIME AGREEMENT (Res. 269)
On Jan. 30, Congressman John Murphy

(D-NY) and Congressman Paul McCloskey
(R-CA) introduced a resolution calling for
the termination of maritime agreements
betvyeen the United States and the Soviet
Union.

In a statement released on Jan. 29,
Congressman Murphy stated that the
termination of the Agreement on Maritime
Matters which the U.S. entered into with the
Soviet Union on Jan. 1, 1976, would
"effectively deny Soviet merchant vessels
access to at least 60 U.S. ports."

Congressman McCloskey further stated
"the resolution will make it clear to
President Carter that it is the will of the
Congress and of the American people that
the Soviet Union be punished... until it
withdraws all of its troops from Af­
ghanistan."

This measure has been referred to the
House Committee on Merchant Marine and
Fisheries and Foreign Affairs.

February 1980 / LOG / 9
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(Die B\X\ in l\lQSl)inato^^^ fit Industfy
Neivs

/•
Sen. Warner Tells NMC He's 100% for Strong

U.S. Maritime

Sen. John Warner (R-Va.) told the NMC
gathering that he Is 100 percent for a strong U.S.
maritime industry.

SEN. John Warner (R-Va.) told a gather­
ing of 300 shippers, shipowners and

representatives of maritime labor that the
U.S. maritime industry can count on him for
support in the Senate.

Warner made his remarks at a forum
sponsored by the National Maritime
Council, a labor-management promotional
group for U.S. maritime.

The former Secretary, of the Navy said
that the U.S. must recognize the importance
of seapower to the national security of
America and our allies.

He said that Russia's program to build up
her merchant and naval fleets is a serious
threat to U.S. security, especially in light-of
America's declining maritime position in
relation to other world fleets.

Sen Warner also stated that the American
shipbuilding industry is in deep trouble. He
said that a total of 66,000 shipyard workers
face unonployment lines in the next decade
unless proper steps are taken to insure work

for U.S. yards. Warner's home state of
Virginia employs 25,000 shipyard workers.

Warner made it very clear that the
industry should not expect Congress to do a
thing unless pressured by the industry. He
suggested the formation of a maritime
caucus in both houses of Congress. He said
that the caucus system has worked well for
the coal industry, in particular,

Warner said that the industry must make
an all out effort in Washington to educate
Congress on the importance of seapower to
national security. He also said that the
industry must make serious efforts to
stimulate the Administration into action to
support maritime.

Blackwell, Gibson Attend

TWO former Secretaries of Commerce
for Maritime Affairs were in attendance

at the NMC gathering. Andrew Gibson, now
president of Delta Lines, and Robert
Blackwell, now a private consultant for
maritime, gave their views on the situation.

The two agreed that maritime's big
problem is that neither Congress nor
successive Administrations believed that a
strong U.S. merchant marine is necessary to
national security.

Gibson said that he felt there was little or
no comprehension in Congress of the
important international tool seapower can
be to a nation.

Blackwell stated that the only time
America looks to her merchant marine is in
time of national emergency. He said, "we
need a long range program with long term
goals so that 10 or 20 years down the line,
America will be ready for any eventuality, at
least in regard to seapower."

ILA President Teddy Gleason wants a firm
decision by the Supreme Court concerning
contested work rules in the ILA contract.

ILA's Gleason Gives Address .

SPECIAL guest speaker at the NMC
forum was ILA President Teddy

Gleason. He told the shippers and ship­
owners in no uncertain terms how upset the
ILA is over court rulings which attempt to
destroy certain job preservation work rules
in the ILA contract.

Gleason noted that the ILA contract
expires in September 1980. He said that the
ILA desperately needs a "firm decision by
the Supreme Court on the validity of'Rules
on Containers' under its historic work
preservation doctrine. We need this in order
to know whether we are properly charting
our collective bargaining courses." v

Gleason said that the ILA wanted a new
contract without a strike. But he said, "we
demand decent wages and job security for
our membership."

Capt. Stone Is Named US Maritime Attache; Was 11 Representative
Captain Richard W. Stone was appointed

this month to be the U.S. Maritime
Administration's foreign representative in
Athens, Greece. The announcement was
made by Samuel B. Nemirow, Assistant
Secretary of Commerce for Maritime
'Affairs.

Prior to his appointment. Captain Stone
was Director of Maritime Affairs of the
Transportation Institute, an organization
which represents 130 maritime companies
engaged in the nation's foreign and domestic

commerce. In this position, he acted as
liaison with Federal agencies whose policies
and programs affect the maritime industry.

In his new position. Stone will be
responsible for maintaining contact with
foreign governments in his area of
responsibility, and shipping industry
executives. He will monitor foreign
shipping laws, regulations, and policies
which could affect the competitive operation
and construction of U.S.-flag merchant
ships. Although stationed in Athens, Stone

U.S. Announces It Will Rejoin ILO

will also be the Agency's liaison with the
maritime interests and governments of Italy,
Turkey, Israel, Yugoslavia, Egypt,and other
countries of the Middle East and Africa.

During his career with the Transportation
Institute, Stone was instrumental in
formulating private industry positions in
support of negotiations which led to the
landmark U.S.-U.S.S.R. Maritime
Agreement. He also participated in the
development of concepts and provisions of
the Merchant Marine Act of 1970.

President Carter has announced that the
United States will again be a participating
member of the United Nation's Interna­
tional Labor Organization. The U.S.
severed its ties with the international labor
body two years ago when it became clear
that the organization was injecting politics
into its deliberations and "began straying
too far from its fundamental principles."

The U.S. is scheduled to officially rejoin
the ILO as of Feb. 18 when Secretary of
State Cyrus Vance presents a letter from the
President to the labor organizations director
in Geneva.

10 / LOG / February 1980

President Carter said his decision to again
participate in the organization is based on
his belief that the ILO "has successfully
returned to its original purposes."

The ILO was founded in 1919 under the
Treaty of Versailles which ended World War
1. It is the only international organization
with labor, industry and government
representatives from each member country,
and it is the only international organization
surviving from the Treaty of Versailles.

The mission of the ILO is to improve
world-wide labor standards and working
conditions, and to promote human rights. Capt. Richard Stone

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AFL-GIO Maritime Tj;ades Department
RESOLUTIONS and reports

ranging from energy to
wage standards laws to the
dredging industry were handled
by the Maritime Trades Depart­
ment's Executive Board at its
annual midwinter meeting in Bal
Harbour, Fla.

Representatives from the 43
national and international
unions, including the SIUNA,
also voted unanimously to make
acting SIU President Frank
Drozak president of the MTD.
This action was taken because of
President Paul HalTs serious
illness. (For a full story, see page
3 of this Log.)

A number of important repre­
sentatives from labor and the
Congress spoke to the Board at
the two-day meeting. They were,
from the AFL-CIO: President
Lane Kirklahd; Secretary-
Treasurer Tom Donohue; Legis­
lative Director Ray Denison, and
Research Director Rudy Oswald.

Speakers from the Congress
were: Representative John Mur-

ments strengthened and extended
the restrictions against the export
or exchange of Alaska North
Slope crude oil.

• Defeat of bills to repeal the
1931 Davis-Bacon Act which
requires that contractors on
Federally-funded projects of
$2,000 or more pay locally
"prevailing wages."

• Enactment of legislation
providing for the operation of
five U.S.-flag passenger vessels in
the domestic passenger trade.
• Defeat of efforts to tax the

fringe benefits of American
workers.

Following are some of the
issues still before the U.S. Con­
gress:

Ocean Mining: The MTD is
working hard to insure that new
jobs and other benefits created by
ocean mining legislation will flow
back to the U.S. and to American
workers.

Omnibus Maritime Legisla­
tion: The purpose of the Omni­
bus Regulatory Reform, Revital-

New MTD President Frank Drozak, left, chaired the MTD Executive Board meeting this
month with the able assistance of MTD Vice President Steve Leslie, right.

phy(D-N.Y.), who is chairman of ization and Reorganization Act
the House Merchant Marine and of 1979 is to significantly increase
Fisheries Committee, and Repre- the amount of cargo carried on
sentative Leo Zeferetti (D-N.Y.), U.S. vessels. The MTD, which is
who is on the important Rules fully in support of this idea, is
Committee. Stories on some of watching this bill carefully
the speeches appear on page 14 of however because of provisions

Farms in Laurel, Miss. Members
of one of MTD's affiliates, the
International Chemical Workers
Union, have been on strike
against their repressive employer
since Feb. 27, 1979.

There is a national boycott of
the company's product, labeled
as Miss Goldy's.

COAST GUARD

Because of the Coast Guard's
poor performance, the MTD
Executive Board voted to return

this Log. which might badly affect certain to the Department of Commerce
Following is a brief rundown segments of the industry.

of some of the resolutions and re­
ports handled by the board:

ENERGY

The U.S. must develop a
national energy plan that will
lead to greater energy self-suffi­
ciency for the country.

Among the MTD's recommen­
dations are:
• utilizing domestic resources

at home rather than exporting
them.
• establishing goals for alter­

nate forms of energy to replace
specific amounts of imported oil.
• building up the strategic

petroleum reserve.
• diversifying our energy

imports.
• constructing the Northern

Tier Pipeline System.

LEGISLATIVE REPORT

The MTD has participated in
numerous efforts and worked
vigorously for the enactment of
legislation which would improve
the job and economic well-being
of American workers. Among
them were:
• Enactment of the Export

Administration Act Amend­
ments of 1979. These Amend-

Alaska Lands: The MTD is
working for enactment of legisla­
tion which strikes the proper
balance between conservation

the Guard's functions and re­
sponsibilities relating to the
civilian merchant marine.

The Coast Guard is the Federal
agency with jurisdiction over the

and commercial development in inspection and operation of U.S.
Alaska. merchant vessels and the licens-

Refinery Incentive Plan: The ing and certification of shipboard
development of a refinery incen- personnel.
tive program in the U.S. has long
been a goal of the Department.
That's why it's closely watching
the Domestic Refinery Develop­
ment and Improvement Act of
1979 which is in Congress.

Small Vessel Manning: The
MTD opposes legislation, H.R.
5164, which would erode existing
safety regulations as well as
manning and working conditions
on small vessels.

Maritime A uthorizations:
MTD remains committed to the
proper and adequate funding of try, the MTD feels, must work

Yet, since the Coast Guard
obtained this jurisdiction from
the Department of Commerce, its
efforts in both these areas have
been lacking. So has its efforts to
implement the goals of the
Occupational Safety and Health
Act of 1970 and the Outer
Continental Shelf Lands Act of
1954 as amended.

SHIPBUILDING

The U.S. shipbuilding indus-

U.S. maritime programs.
Corporate Democracy Act of

1980: The Executive Board
supports this Act which would
reform the internal governing
structure orTJbrporations.

STRIKE AT
SANDERSON FARMS

The MTD pledged to play a
strong and continuing role in the
struggle of workers at Sanderson

harder than ever to support
activities and legislation that
promote and expand the ship­
building market.

Also, the MTD supports
certain legislative moves in
Congress that would benefit U.S.
shipyards. These include a
proposal to expand the U.S.
fishing industry as well as the
Deep Seabed Hard Minerals
Resources Act.

FOREIGN VESSEL TRADE-IN

Sea-Land Service, Inc. wants
to trade-in to the governntent
eight SL-7 containerships. The
MTD urged that the government
take no action on this trade-in
until all the facts are made
available and until there is some
contractual agreement to build
new vessels in the U.S.

MARITIME POLICY
STATEMENT

The MTD contends that a
comprehensive and aggressive
national maritime program must
be enacted if the U.S. maritime
industry is to be rejuvenated.

Among the things it recom­
mends are:
• promotion of bilateral ship­

ping agreements with America's
trading partners.
• utilization of the U.S.

merchant marine as a military
auxiliary fleet.
• implementation of a na­

tional energy and minerals policy
which recognizes the essential
role of the U.S.-flag fleet.
• elimination of the Virgin

Islands' loophole in the Jones
Act.
• initiation of incentives to re­

build the U.S.-flag dry bulk fleet.

Special 4 Page
Report

February 1980 / LOG / 11

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Frank Martino, president of the Chemical Roman Gralewicz, president of the SID of
Workers, hits the deck on the Sanderson Canada, is Eastern Area Executive Board
Farms strike. member of MTD.

Bill Lucy, secretary-treasurer of AFSCME,
gave fylTD Board report on threat to public
employee jobs due to proposition 13 tax
cuts.

Leon Schacter, vice president, United Food
and Commercial Workers.

Executive Board Meeting, Feb* 14-15, 1980,

Jesse Calhoon, president of National
MEBA, delivered report on legislation to
MTD Board.

Julius Isaacson, president of the Novelty
Workers, asked MTD for help to pressure

Ed Panerello, officer of the MTD Port professional sports franchises to buy Frank Raftery, president of the Painters
Council for Greater New York and Vicinity. American. Union.

Here are, from the left Whitey Disley, president. Marine Firemen's Union; George
McCartney, of the SlU, and Roy "Buck" Mercer, head of the Military Sea Transport Union.

Mrs. Jean Ingrao. Executive Secretary-Treasurer of the MTD.

12 / LOG / February 1980

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Sf^LPfS^ P-'"-' BobSm,,h,pres,d.m;;^,heRaS;o«ice;s
Workers Union. Union. Midwest, and an international vice presi­

dent of the SiUNA.

Maritime Trades Department, AFL-CIO

rd '™"- su-ar-u-ni^rorMis,^ workers,

George Poulin, vice president of the
and Dominick Carnevale, of the Plurribers and

Pipefitters Union. Aerospace Workers.

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The MTD Executive Board meeting listens in as AFL-CIO President Lane Kirklanddelivers keynote address.

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February 1980 / LOG / 13
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oeakers at MTD Exec. Board .,
Kirkland Wants Teamsters, UAW, UMW Back inAFL-CIO

I"'HE AFL-CIO's new president
Lane Kirkland is far from being

old fashioned. But Kirkland is a firm
believer in the oldest and most basic
concept of trade unionism—unity.

Kirkland is also a believer in
telling it like it is. And he told the
mid-winter meeting of the AFL-CIO
Maritime Trades Department ex­
actly how he feels about unity.

Kirkland bluntly said that he
wants the labor movement reunited
under one banner—the AFL-CIO
banner. He affirmed that it was time
that the Teamsters, the United Auto
Workers and the United Mine
Workers come back into the AFL-
CIO after years of separation.

Kirkland told the MTD that he
had already "begun discussions"
with the three prodigal unions on
rejoining the Federation. He said
simply, "I see no great obstacle
standing in the way. There is no
good trade union reason today why
there should be this separation.

In another area concerning unity,
Kirkland told the MTD Board that
he supported President Carter s
move to rejoin the International
Labor Organization. The U.S.
pulled out of the ILO two years ago.

Concerning the 1980 elections,
Kirkland stated that individual
Unions could support whomever
they pleased for president. But he

warned, "don't do it for free. Make
sure you have a commitment of
mutual support from the candidate
you support."

On the economy, Kirkland said
that Carter's Fiscal 1981 Budget
"was not a real good one. But it
could have been worse."

He said that the AFL-CIO was
able to punch up Carter's Budget in
at least four important areas dealing
with job creation programs.

Kirkland also reaffirmed the
AFL-CIO's position that the burden
of wage and price controls must not
be thrown totally on the worker.
Industry must share eqiially in
keeping down inflation. AFL-CIO President Lane Kirkland

Murphy: 'Omnibus BiU Will Secure 50% Share for U.S. Ships'
^ ^ • allows Russian vessels to enter 42 hospitals to retired and disabled sea-

American ports. men. USPHS service has always
Murphy has also introduced a bill been denied to retired and disabled

to extend the use of USPHS seamen in the past.

REP. John Murphy (D-N.Y.)
would like to see American

ships carrying 50 percent of all
American foreign commerce as
opposed to the paltry 5 percent our
fleet carries now.

Murphy, who is chairman of the
House Merchant Marine Commit­
tee, told the MTD Executive Board
that this 50 percent goal can be
achieved if his "Omnibus Maritime
Bill" is passed into law.

The Omnibus bill is very compli­
cated. And as Murphy found out in
25 days of hearings, the original
draft of the bill did not have the
complete support of all segments of
U.S. maritime.

• So, as Murphy told the MTD, he

redrafted the bill to encompass the
idea and suggestions of labor and
industry.

Now Murphy feels that "this
could be the year of the U.S. flag if
we can hold the divirgent interests
of maritime together."

More hearings, however, must be
held on the new "Omnibus" bill
before any action can be taken on it.

Rep. Murphy also outlined other
legislative issues he's been involved
in lately.

He told the MTD Board that he
supports the ILA boycott of Russian
ships. Murphy has introduced a
resolution to terminate the U.S.-
USSR shipping agreement which

Oswald: 'US. Taking a Beating on Trade'
One of the toughest jobs in the Federal budget for 1981.

AFL-CIO is director of research. He also talked about the Multi-
Rudy Oswald has this unenviable lateral Trade Negotiations and how
position. But he knows his business once again the U.S. was allowing
and is doing an outstanding job in itself to get the dirty end of the stick
providing the Federation with all the in international trade.
facts and figures on a wide variety of
important issues, legislative and
otherwise.

Oswald told the MTD Executive

He said in the long run. it is the
American worker who gets hurt
when the U.S. allows nations like
Korea, Taiwan and Hong Kong to

Board his office is deeply involved at flood the U.S. market with imported
this time in disecting the proposed goods.

Rep. Leo Z^erettv U.S. Needs National Maritime Policy

IT'S important to know who your
friends are and who your ene­

mies are in Congress.
Rep. Leo Zeferetti (D-N.Y.) is a

friend. He's a friend of maritime and
a friend of labor. He has distin­

guished himself in only his second
term of office as an intelligent and
able Congressman.

His first assignment after being
elected in 1976 was to the House
Merchant Marine and Fisheries

DenisotK' Must Fight to Keep What We Have'
The new Legislative Director of

the AFL-CIO is Ray Denison.
That's good for maritime, because
he is a former editor of the Log,
which he says has given him "a good
understanding of the problems of
maritime."

But in his new job, Ray will have a
lot more to worry about than
maritime.

He told the MTD Executive
Board that "we have our work cut
out just to hold onto what we have."
However, Denison said that "even in
this atmosphere we can move
forward."

Denison also pointed out the
"potential horrors" facing labor
should "we fail to be effective in the
1980 elections."

In closing, Denison said that his
immediate concern is "Senate con­
firmation of William Lubbers as

14 / LOG / February 1980

head of the NLRB." He said
Lubbers is being opposed by busi­
ness interests.

Donahue: 'Well Help Affiliates Organize'

Committee.
However, since his re-election in

1978, he has been serving on the
Rules Committee, one of the most
important and influential Commit­
tees in the House. Virtually, every
major legislative initiative must
travel through the Rules Com-
nittee.

Any maritime bills that go
through Rules will have the support
of Leo Zeferetti.

in fact, as Zeferetti told the MTD
Executive Board this month, he
believes "the U.S. needs a real
national maritime policy." He told
the MTD that part of a maritime
policy "must include bilateral
shipping agreements."

The Brooklyn Congressman also
stated that the U.S. "simply doesn't
have the merchant fleet or Navy to
get the job done" in the event of a
national emergency.

Tom Donahue has been Secre­
tary-Treasurer of the AFL-CIO for
only a few months. But already he is
completely emersed in his job and
has a lot of ideas on how the
Federation can help affiliated
unions.

Donahue said (hat one of the
prime concerns of unions should be
"to organize new workers." He said
that the Federation will be supplying
increasing aid to affiliates to help
them organize. In the past, organiz­
ing has largely been left as the
responsibility of individual Interna­
tional Unions.

He said the Federation would also
be conducting programs on Pension
Investment Management.

Donahue said other major con­
cerns of the AFL-CIO at this time
includes: wage and price controls;
the Federal Budget; attacks on
Occupational Safety and Health,
and the Iran and Afghanistan crises.

Rep.
Jtrfin Murj^y

• Rep.
Leo Zeforefti Rudy Omid

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Review fioord to Decide y.A. Benefits for Seamen Issue
Unions Submitting

Appiieation On Behaif of
Wartime Seamen

ON the day President Frank­
lin Delano Roosevelt signed

the first GI Bill into law, in 1944,
he recommended that merchant
seamni should abo be awarded
veteran's benefits.

"I trust," said Roosevelt, "that
Congress will abo soon provide
similar opportunities...to mem­
bers of the merchant marine who
have risked their lives time and
again during this war for the
welfare of their countiy."

Merchant seamen rbked their
lives to the extent that 3.8 percent
of their number perbhed, as a
result of enemy action, in the first
year of the war, compared to a 1.0
percent loss rate for members of
the armed forces in the same time
period. The overall loss rate of
the merchant marine during the
war was 2.8 percent, second only
to the Marine Corps' 2.9 percent.

In spite of their losses, and the
tremendously vital role merchant
seamen played in winning the
war. President Roosevelt's rec­
ommendation was brushed aside
as soon as the war was over.
Many seamen who had high
hopes of receiving "GI" benefits
after the war—^who had been lead
to believe so, by draft boards and
other government.agencies—
were sadly disappointed when it
was all over. They became, as

one writer called them at the
time, "Heroes Without Priv­
ileges."

Sure, they had their service
ribbons and medals but, as the
saying goes, "that and 50 cents '11
buy you a ride on the bus." All the
prombes of future Ibenefits, and
all the pats on the back for a job
well done, didn't amount to a hill
of beans.

After 35 years, this long­
standing injustice might soon be
rectified, thanks to Title IV of the
GI Bill Improvement Act of 1977.
Title IV paved the way for
civilian groups, with wartime
service, to receive veterans'
benefits, and establbhed specific
criteria by which their applica­
tions for benefits would be
evaluated.

Review Board to Decide
But whether or not any group

will eventually receive these
benefits depends on the verdict of
the three-member Civilian/Mili­
tary Review Board, the Depart­
ment of Defense body charged
with evaluating all such ap­
plications.

The SIU, along with other
maritime unions, will soon pre­
sent its own application to the
Review Board, on behalf of the
thousands of merchant marine
vets of World Warn.

The basis for the joint mari­
time union application to the
Civilian/Military Review Board

is a 700-page study recently
completed by Proskauer, Rose,
Goetz, and Mendelsohn, a pri­
vate research firm. The applica­
tion formally proposes what
Presideiit Roosevelt suggested 36
years ago: that merchant seamen
be given the benefits they earned,
the hard way, during World War
II.

The criteria specified in Title
IV, by which determinations for
benefits to civilian groups will be
made, was also the basis for the
conclusions made in the applica­
tion. This criteria specified
consideration of the extent
to which:

(A) such group received mili­
tary training and acquired a
military capability or the service
performed by such group was
critical to the success of a military
mission,

(B) the members of such group
were subject to military justice,
discipline, and control,

(Q the members of such group
were permitted to resign,

(D) the members of such group
were susceptible to assignment
for duty in a combat zone, and

(E) the members of such group
had reasonable expectations that
their service would be considered
to be active military service.

Using various published arti­
cles, sworn affidavits, wartime
training manuals and memoran­
dums, and a multitude of other

documents, the application con­
cludes that "Although Title IV
does not require that all statutory
criteria be met, this application
demonstrates tl^at the members
of the American Merchant, Ma­
rine who were in active ocean­
going service during World War
IIsatisfy all statutory tests."

As it to emphasize its point, the
application f^urther states that,
"A review of the history of World
War II reveals no other group
that satisfies the statutory criteria
to the same extent" and, because
of it, merchant seamen who
served during the war "should be
treated as veterans for purposes
of all laws administered by the
Veterans Administration."

The application will be sub­
mitted to the Civilian/Military
Review Board by the maritime
unions this month. It's anybody's
guess as to how long it will take
the Board to reach a conclusion.
But it's sure to come later on this
year.

For those who've already
waited 35 years, for something
they feel is that many years late in
coming, an extra few months
won't make too much difference.

But for many merchant sea­
men—those who could've used
the benefits years ago and have
now passed on, feeling betrayed
by the country they served—the
benefits (if, indeed, they are to
come) will arrive too late.

Convenience Flags:3 Mishaps in 5 Days, Including Sinking a Bridge

THE Liberian flag of-conve-
nience fleet crewed by foreign

seamen has started off the new
year, and the new decade, true to
form with disastrous and tragic
accidents recorded all over the
globe.

In what may well be the most
costly ship disaster in history, the
Liberian-flag tanker Salem ex­
ploded and burned off the West
African Coast, on Jan. 17, and
subsequently sank. All crew-
members were rescued, but ship
and cargo loss could result in an
insurance payment of $84 million
—making it the costliest marine
disaster ever.

The day after the loss of the

Aflmtfion Seamen WritarsI
The Seamen's Cboreh Institate is

putting together an anthology of
stories, poems, etc. written by
seamen. PnbiiBlied or nopnbiisiied
seamen writers interested in contri­
buting to the anthology should
contact: R. Wrfk or B. Goii^ly at
the Smen's Chnrcfa Institote, 15
State Street, New York, N. Y. 1M04.
Pbonr. (212) 269-2710, ext. 216.

Salem, the Liberian-registered
bulk carrier Star Clipper rammed
into the 500-yard-long Alno
Bridge in Guttenburg, Sweden,
causing most of the span to
topple into the drink. Though
there were no reports of injuries
to any of the ship's crew, at least
six cars and one truck plunged
into ice-strewn waters as a result

of the accident. Eight people
remain missing.

Then, almost ,in a repeat per­
formance of last November's
collision of two Liberian-regis­
tered vessels off Galveston Bay
(resulting in the loss of 32
crewmen), another Liberian
tanker collided with a Pana­
manian freighter on Jan. 22—

Draped in a section of the Swedish bridge it brought down is the Liberian-fiag bulk
carrier Star Clipper. _ _

only a few miles from where the
, earlier collision took place.

Fortunately, the out-bound,
701-ft. tanker Cephalonia had
already discharged its cargo of
crude oil when it rammed into the
377-ft. Lord Frontenac. The
latter vessel, a Panamanian
banana boat, almost sank before
it was finally towed into Gal­
veston. There were no deaths
reported in this latest mishap
involving "convenience" flaggers.

We can't help but wonder: how
many more marine disasters will
occur throughout 1980, and the
rest of the decade, as a result of
the bumblings of Liberian and
other flag-of-convenience car­
riers, manned by improperly
trained foreign seamen?

Notice on Weifare Pian
In answer to several recent

requests for information, the Sea­
farers Welfare Plan wishes to notify
the membership that no Welfare
benefits are payable to pensioners,
members and/or dependents resid­
ing in the Philippine Islands.

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February 1980 / LOG / 15



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'TWE U.S. Navy's Sealift Com-
X mand (MSC) is trying to com­

pound its error.
In the Spring of 1979 it awarded

the contract for the operation of
nine tankers to a company the SIU
feels is operating with a substandard
labor agreement.

Now the MSC has applied to
Secretary of Labor Ray Marshall
for an exemption for these tankers
from the Service Contract Act.

The SiU, the AFL-CIO Maritime
Trades Dept. and the Building and
Construction Trades Dept. have

, sent letters to the Labor Secretary
strongly urging him to refuse any
such request.

The Service Contract Act is a part
of a group of protective labor laws.
They were passed to make sure that
government contracting does not
adversely affect prevailing labor
standards.

In the letter from the SIU,
E::|ecutive Vice President Frank
Drozak said, "Non-compliance by
the Military Sealift Command
would seriously compromise the
integrity of these protective
provisions." He added, "We also

believe that such an exemption
would establish a dangerous
precedent for those attempting to
avoid compliance with the Service
Contract Act."

Writing to Marshall on behalf of
the MTD, Executive Secretary-
Treasurer Jean Ingrao noted,"... we
believe the language of the Service
Contract Act itself clearly precludes
the granting of exemptions unless
the exemption would enhance the
remedial labor standards provisions
of the Act." She added, "... such is
not the case with respect to pending
requests for exemptions made by the
Military Sealift Command."

The MSC seems to be trying to
justify the move it made in the
Spring of 1979. At that time it
awarded the contract for nine
tankers on the basis of what the SIU
feels is a substandard agreement.

The Union presently has a case
pending in the U.S. District Court
in Washington, D.C. concerning the
issue. A judgment is expected soon.

In addition to the SllTs argument
that a substandard contract was
used, the Union maintains that the
winning bid for operating the

tankers does not meet the require­
ments of the Service Contract Act.

Until the Spring of last year, the
nine tankers—five T-5's and four
Columbia-class ships—had been
operated by two SlU-contracted
companies. They were Hudson
Waterways and Cove Tankers.

As per government policy, every
few years the contracts are opened
up for new bidding. Three SlU-
contracted companies submitted
bids—the two mentioned above plus
Zapata Corp. Also among the
bidders was NMU-contracted
Trinidad Oil.

According to the request for bids,
"The contractor shall pay the
officers and crews serving aboard
these tankers equal to the applicable
standard union agreements for the
industry...."

Hudson, Cove and Zapata used
the SllTs Standard Tanker Agree­
ment in figuring their bids.

But Trinidad, with the permission
of the NMU, submitted a contract
with lower benefits than the
standard NMU contract.

According to the NMU agree­
ment, their seamen receive the

equivalent of 14 days pay for every
30 worked, representing the vaca­
tion benefit.

However, Trinidad's bid reflected
a vacation benefit of only five days
for 30 worked.

In addition, Trinidad's bid
included a $7 per man, per day
reduction in standard contributions
to the NMU Pension and Welfare
Plans.

When the SIU first took its case to
court, a stay on the turnover of the
crews was obtained. However, the
court eventually ordered that the
transfers be made. This was done in
early summer. The SIU then took its
case back to U.S. District Court
where a judgment is awaited.

In Drozak's letter to Marshall, he
also suggested that interested parties
have voice in exemption requests
made by the MSC. "Parties affected
by any exemption determination
should be able to comment on the
request to determine whether it will
in fact serve to protect existing labor
standards and not, as in the case of ,
the Military Sealift Command's
requests, allow a government agency
to ignore the mandates of the law."

23 Coast Guardsmen Dead in Collision With Tanker Capricorn
A Coast Guard buoy tender and

the tanker Capricorn {A^tx Marine)
collided in the channel at the mouth
of Tampa Bay last month, leaving23
of the cutter's 50-man crew dead.

No injuries were reported to the
Capricorn's crew. The 605-foot
tanker ran aground following the
accident. But the 150,000 barrels of
bunker fuel she was delivering to a
Florida power plant fi-om the Virgin
Islands was in no danger of spilling.

The Jan. 28 collision sent the 180
foot Blackthorn to the bottom
within minutes. The Coast Guard
vessel's crew had no time to get to
their life rafts because the Black­
thorn's collision alarm sounded only
five seconds before impact.

Almost immediately after the
collision, which occurred at 8:30 on
a calm, moonlit night, fishing
trawlers and other Coast Guard
vessels began picking up the Black­
thorn's 27 survivors. But the search
for missing crewmen was aban­
doned two days after the collision.

The Coast Guard convened a
Marine Board of Inquiry made up of
five Coast Guard officers and one
National Transportation Safety
Board representative to'determine
the collision's cause.

Lawyers representihg the owners,
operator and crewmen aboard the
Capricorn immediately petitioned
the Board to disqualify itself and be
replaced by a civilian panel.

"We object," said Arthur Abar-
banel, the attorney for the SIU and
MEBA crewmen, "to the Coast
Guard investigating facts and cir­
cumstances in an accident in which a
Coast Guard vessel was involved."

The Coast Guard denied the
protest motion and began hearing
testimony on Jan. 31. A harbor pilot
aboard the Capricorn at the time of
the accident testified that the
Blackthorn appeared to have missed
a critical turn in the channel and
wound up in the tanker's path.

Backing up the pilot's opinion
were two fishermen who had as­
sisted in the rescue effort following
the crash. The fishermen told the
Board that one of the Blackthorn

crewmen they'd picked up said "the
order to turn the Coast Guard vessel
npver came."

A final determination from the
Board is not expected in the near
future, if past history is any guide.

The results of a Marine Board of
Inquiry investigation into what had
been called the worst peacetime
disaster in Coast Guard history until
the Blackthorn claimed that grisly
title, took ten months to release their
findings.

That tragedy occurred in 1978
when the Coast Guard cutter Cuya­
hoga collided with an Argentine
freighter in Cheasapeake Bay.
Eleven of the 29 crewmen on the
cutter died.

Watemum Christens New LASH
Ben/. Harrison in New Orleans

Mount Washington Committee

The Avondale shipyard in New
Orleans was the site of a christeiung
earlier this month. Waterman
Steamship Corporation, an SIU
contracted company, gave birth to a
brand new LASH container ship,
the Ba^amin Harrison.

Samud B. Nemirow, the head of
the Maritime Administration, told
an assembled audience that the
Benjamin Harrison was the twenty-
first LASH container ship to be buih
at Avondale. As such it is represen­
tative of two trends: the excellent
quality of the LASH design and the
highly competitive position of the
Avondale sUpyard.

The Benjandn Harrison, which
will be able to carry up to 80 lighters
and 119 containers, is one of two
LASH ships being built for
Waterman at Avondale.

The other LASH container ship,
the EdwardRutkdge, is expected to
be launched sometime in April. The
two ships, whose combined cost will
total just under S140 million, are
part of an overall effort by
Waterman to expand its fleet of
LASH ships.

Waterman has also asked the
Maritime Administration for
permission to charter three LASH
container ships from Central Gulf
Lines for a period of 12 years. If its
request is approved, it will have 8
LASH vessete in operation by the
end of 1982, including the three it
presmtly operates, and the two that
are being built in the Avondale
yards.

The Benjamin Harrison is
scheAded for delivery and crewing
in June.

Recertified Bosun Sven Jansson (2nd left) ship's chairman of the ST Mount
Washington (Victory Carriers) leads the Ship's Committee of (I. to r.) 3rd Cook
Abdul Aziz, steward delegate: AS Frank Reynolds, deck delegate; Chief Pumpman
W.C. Weekley, educational director and Chief Steward Judd Lamb, secretary-
reporter. The tanker paid off at Stapleton Anchorage, Staten is.. N.Y. in Gravesend
Bay late last month.

16 / LOG / February 198Q

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At Sea Ashore
ST Cove Sailor

The 34,904 dwt ST Cove Sailor (Cove Shipping) will be able to haul
gram to the Soviet Union—when and if the program resumes. Thirty-one
U.S. companies had 42 vessels engaged in the trade.

ST Aries

Twenty-two of the crew of the 14,156 dwt ST Aries (Westchester
Marine) had to take to the liferafts and boats early this month when an
afternoon blaze raced through the engine room. Nine of the crew stayed
aboard the 600-foot tanker to douse the fire 80 miles west of Drv Tortucas
Is., Key West, Fla.

As the Seafarers left the stricken vessel heading for the port of
Houston, winds blew at 10 to 15 knots with 70 degree seas running 2 to 4
feet. The fire began with a series of explosions that spread to the
pilothouse threatening to ignite her cargo of 6 million gallons of bunker

^ crude. <
Steaming to the rescue were the 95-foot Coast Guard cutter Cape York,

the Ml V Guadelope and ST Texaco North Dakota, three other cutters, a
Coast Guard plane and six helicopters—two U.S. Navy choppers with
flight surgeons aboard. Later five crewmembers waited for a tow by the
tug Explorer to the ports of Jacksonville or Norfolk. The cutter Diligence
took the rest of the crew to Key West.

Portsmouth, Vq.

Construction of a new crude oil refinery here backed by the U.S. Army
Corps of Engineers got the green Ught from the U.S. Environmental
Protection Agency late last month as the project was granted air-
pollution permits. The refinery had been seen as an environmental threat
to Chesapeake Bay.

The granted permits were the last Federal administrative hurdles to be
clewed. Previously, the U.S. Interior Department had opposed the
project. However, environmentalists' court challenges may take years to
settle. ^

But the permits will allow the start of construction of the $650 million
refinery on the polluted Elizabeth River at Chesapeake Bay. It will be the
first refinery built on the East Coast in 22 years where only a quarter of
the petroleum products it consumes are produced.

Delta Line

Delta Line moved its six-cargo ship operations late last month from
Brooklyn's (N. Y.) 39th St. Dock to Port Newark, N.J.

The company laid the pullout to the increased use of containers and the
better road and rail facilities.

Delta had a ship a week coming in to the 39th St. Dock from the west
coast of South America.

ST Potomac, Merrimac

By Feb. 24 from a Gulf port, the ST Potomac and the ST Merrimac
Marine) will sail to port Said, Egypt carrying 22,800 metric

tons and 24,900 metric tons, respectively, of wheat.

Freeport, Tex.

A planned Texas deepwater crude oil superport terminal—despite
insurmountable roadblocks—is still alive today.

The Texas Deepwater Port Authority last month filed a new request
with the U.S. Department of Transportation to slim down the plans for
the $1.1 billion Gulf facility 27 miles off here to spark new interest among
seven oil companies involved.

The new scaled-down plans see a stage-by-stage construction of a
monobuoy system built bit-by-bit meaning lower costs to potential users.

Financial backing of the oil companies would cover 50 percent of the
required 1.4 million barrels of crude daily required to make the
monobuoy facility capable of meeting its bonded debts.

A second deepwater supertanker terminal, the Louisiana Offshore Oil
Port (LOOP) is now under construction 18 miles off the state's Gulf coast.

Ogden Marine has asked MARAD for a loan of $118 million to build
two chemical tankers. They wiU be built at Avondale Shipyard, New
Orleans with deliveries set for March and June 1981.

^gypt

Egypt bought 210,000 metric tons of U.S. wheat and wheat flour worth
$44 million under U.S. Public Law 480. Under the law, American ships
must carry half of the cargo.

Civil War's Monitor

The sunken Civil War "cheese box on a raft" ironclad Monitor will be
left in 210 feet of the Atlantic 16 miles southeast of Cape Hatteras, N.C.

A Government underwater probe of the 172-foot shipwreck last year
revealed that 117 years of salt water had weakened her thick oak timbers
supporting the armor. Only the round gun turret and her steam engines
could be salvaged.

Much of the upside-down hull had collapsed inward, probably from
the force of depth charges mistakenly dropped by U.S. Navy
antisubmarine ships during World War II.

Another Seafarer Gets High School Equivalency Diploma at HLS
The high school equivalency

program offered at the Lundeberg
School has helped many SIU
member get their high school
diplomas. Another name has been
added to the growing list of
Seafarers and Boatmen who have
gotten their diplomas at HLS.

Seafarer Mike Harrell of Balti­
more, has been in the SIU since
1978. In December, he successfully
finished the GED program and got
his diploma. Even though this was
Brother Harrell's first trip to HLS,
he feels that the school has helped
him out a lot. He said, "the program
can help any person who doesn't
have their high school diploma."

The high school program at Hf^S
is not like other programs. "In
public school systems, the classes are
so large. It is much different at HLS.
The teachers can devote time to each
person since the classes are small,"
commented Seafarer Harrell. He
dropped out of school in the ninth
grade. But because of the special
kind of program at HLS, he was able
to pick lip where he left off. He

learned a lot and passed the GED
exam.

Seafarer Harrell works in the deep
sea industry and he hopes to
upgrade in the engine department
soon.

The high school equivalency
program is open to all seafarers and
boatmen. If you would like to get
your high school diploma, contact

the Academic Education Depart- Do it today so your name can be
ment, Harry Lundeberg School, added to the list of Seafarer

Maryland 20674, graduates of the High School Piney Point,
Phone: (301) 994-0010.

Seafarer Mike Harrell

Equivalency Program.

Monthly Membership
Meetings

Port
Deep Sea

Port Date Lakes, Inland Watm
New York Mar. 3 .....
Philadelphia .... • ••«>••«• 2i30p.ni.

Baltimore ...... ..... Mar. S .....
Norfolk ••••••••a* 9^303.ni. ••••••••»••

Jacksonville .....
Algonac Mar. 7 laaaaaaaa 2.30p«lXl*

Houston
New Orleans
Mobile .... Mar. 12
San Francisco ... Mar. 13 • ••*•••• 230p.in. aaaaaaaaaaa.

Wilmington ..... .... Mar. 17 • ••••••a 2l30p.tn. aaaaaaaaaaat

Seattle .... Mar. 21
Piney Point ..... .... Mar. 8 ...... 10:30 An
San Juan

Chicago
Port Arthur • ••••••a 2*30p«nia aaaaaaaaaaaa

Buffalo Mar. 12
St. Louis .... Mar. 14
Cleveland

uiw
7:00 p.m.
7:00 p.m.
7:00p.m.
7:00p.m.

I:00p.m.

February 1980 / LOG / 17

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Thanks Prom Towboat Grad
I graduated from the Towboat Operator Scholarship Class of

June, 1979 and would like to express my thanks and appreciation to
the Lundeberg School and its fine staff. It has to be the finest in the
land. Also, I would like to thank the Transportation Institute for
sponsoring such a fine upgrading program.

I highly recommend this program to my SIU brothers who are
considering moving up the ladder of success and into the pilot
house. "Take advantage."

Sincerely and Fraternally,
Brother Don Thayer, T5388
Chicago, 111.

Masterful Steward Department
I would like to take this time to commend the total Steward

Department of the SS President Adams for the exceptional job
they did during the two days of 30 to 40 degree rolling. The meals
were on time and very good.

The service, in all areas, was excellent under the circumstances.
Any group of people that can still give their best under those
conditions, deserves all the credit they can get, and my personal
thanks for a job well done.

Respectfully,
Wayne E. Lien, Master

^ SS President Adams, Voy. 48

Oldtimer Says Thanks
As a pensioner and long time member of the SIU, I would just

like to pass along a word of sincere thanks to the Union for all it has
done for me over the years.

Fraternally,
William Bickford
Marana, Arizona

Dear Brother Bickford:
The Union would like to pass along a word of thanks to you for

all you have done to make the SIU a better organization.

Fraternally,
The Editor

Don't Forget...
. - That new LNG ships are under

construction now and that you can be
aboard one soon —IFyou've got the
skills and know-how.
DON'T FORGET the LNG Course begins
at HLS on April 28.
DONT FORGET to enroll...

To enroll contact HLS or fill out the application
in this issue oi the Log

Telegadas #1 in Cleveland
In November, the LOG announced that George Telegadas had

retired from the SIU. Your article enumerated many of the
activities in George's background including his work as the
Cleveland Port Agent. However, for those of us who shipped from
Cleveland while he was the Port Agent, more needs to be said.

George was a notably conscientious advocate for the SIU
members he served. His approach to the routines of settling
overtime disputes, interpreting contract rules, etc. was patient and
realistic. He provided a personal kind of assistance to members
(and to their families) that included encourapment, advice, even
reassurance at times. Locally, we viewed him as the man who
calmly got things done.

Fraternally,
Eric Sager
Reston, Va.

Pensioner's SIU Thru and Thru
I first want to thank you for sending me the LOG each month so

that I can keep up with my old shipmates and to follow the
tremendous headway the SIU has made since I first joined the
Union in 1942. It really makes me proud and happy to show
different rank-and-file members of other unions the advantages
that the SIU membership enjoys. We have the best in wages,
sickness and hospital benefits and a vacation plan that is
unequalled anywhere in the world. Plus death bejiefits that would
cost a fortune if the oldtimers had to pay the premiums.

I am really proud of our Union hall here in New Orleans. It is
the showplace of all union halls. Even the tour buses here in New
Orleans show it off to visitors when they pass Jackson Ave. Our
members know that their dues are being spent for a good cause.

All I regret is that I did not have the foresight to enjoy it like
these youngsters coming in today.

Our leaders, like Paul Hall, Lindsey Williams, Buck Stephens
and the late "Bull" Shepard formed the backbone of the SIU. I
worked under these men and it was a tribute and an honor to be
associated with men like them. I had my share of the picket lines
during the General Strike in 1946, the tugboat strikes and the
Chicago Cab Beef.

We not only helped ourselves but we were called out to help
others because other trade unions knew that the SIU could be
counted on td deliver the manpower.

I am 75 years of age and still active. I go to the Fairgrounds often
because, at my age, I can't chase the women so I chase the horses
home. I wish all my Brothers and shipmates the best, and smooth
sailing as always.

-fraternally,
Vic J. Miorana, M-32, retired
New Orleans, La.

Fabruory, 1980 Offkiof PubBcotion cH tha Saofarara intarfwtional Union of
North AmaricD, Atlomk, Gulf, loka* ond Inlond Wbtan DtHrict,.

AH-QO

Executive Board
Paul Hall

President

Vol. 42, No 2

Frank Drozak
Executive Vice President

Angus "Red" Campbell
Vice President

Ray Bourdius
Assistant Editor

Don Rotan
fVest Coast Associate Editor

Joe DiGiorgio
Secretary- Treasurer

Mike Sacco
Vice President

James Gannon
Editor

Edra Ziesk
Assistant Editor

Marietta Honuyonpour
Assistant Editor

Leon Hall
Vice President

Joe Sacco
Vice President

389

Mike Gillcn
Assistant Editor

Max Siegel Hall
Assistant Editor

Frank Cianciotti
Writer! Photographer

Marie Kosciusko
Administrative Assistant

Dennis Lundy
Photography

George Vana
Production!Art Director

Published monthly by Seafarers International Union, Atlantic. Gulf, Lakes and Inland
District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class i

paid at Brooklyn, N.Y. (ISSN #0160-2047)

(Jstage

18 / LOG / February 1980 •A



HR 5164 a Dangerous Bill: SlU Will Fight It
ASIX foot man, checking into

a roadside hotel, found the
bed in his room was only four feet
long.

The man went to the Registra­
tion Desk and complained to the
hotel manager.

"Oh, I'm sorry sir," the
manager answered. "Wait right
here." And he disappeared into a
back room where, the guest
assumed, he was making
arrangements to change the bed.

A few minutes later, the hotel
manager reappeared, a hack-saw
in his hands. "Here you are, sir "
he said, holding out the saw. "I
think just below the knees should
doit."

There's a bill in Congress right
now that seeks to solve a
maritime manning problem in
exactly the same manner: by
chopping off a section of the law
to make it fit the immediate needs
of one, localized industry, instead
of forcing the industry to comply
with the law.

The mineral and oil industry
operating offshore in the Gulf of
Mexico claims it's faced with a
shortage of qualified licensed
officers and able bodied seamen
to operate the increasing number
of crewboats needed for offshore
oil drilling and mineral ex­
ploration.

Spokesmen for the industry
cite a host of improbable reasons
for their manpower problems.
They say unemployment in the
Gulf area is very low generally.
They claim that young people
entering the workforce today just
aren't attracted to the seagoing
life.

It seems odd that the offshore
oil industry on the East Coast has
no comparable manpower
shortage. It seems odd, that is,
until you take a look at the
difference in wages.

Pay scales in the Gulf offshore
industry are not competitive with
the salaries on the East Coast and
they don't reflect the high risk
level of the work involved. If the
industry paid wages commen­
surate with the hazardous work
performed, it wouldn't have a
manning problem.

But rather than changing
inadequate wages and limited
training programs to accommo­
date the needs of offshore work­
ers in the Gulf, the induWy
wants to change the law.

As introduced by its sponsor.
Rep. Mario Biaggi (D-N.Y.), HR
5164 includes several provisions
which rock the very foundation
of safety on which the U.S.
maritime industry was built.

First, and most important, HR
5164 would allow vessels of 300
gross tons or less carrying freight
or passengers for hire to operate
without a licensed pilot or
engineer.

The bill would also skip
around the current training and
seatime requirements for ABs
and allow untrained and
inexperienced deckhands to
become ABs overnight.

Every shoreside and maritime
union in the U.S. is dead set
against HR 5164 because it's a
dangerous piece of legislation. It
would lower existing manning
and safety standards and put
crews, passengers, cargo and the
marine environment in serious
jeopardy.

Yet the bill is being supported
by the Coast Guard, the very
agency charged with policing

^^lealth and safety in the maritime
industry.

The Coast Guard wants this
bill passed because it would
relieve them from enforcing
manning requirements they dont
comply with anyway.

Current law mandates that a

licensed pilot and engineer must
be carried on all vessels over 15
gross tons carrying freight for
hire and above 15 gross tons and
in excess of 65 feet long carrying
passengers for hire. But for the
past 20 years, the Coast Guard
has applied personnel require­
ments only to vessels over 100
gross tons.

HR 5164 would just make it
legal.

The Coast Guard's support of
HR 5164 is blatantly self-serving
because that support followed on
the heels of a report by the
General Accounting Office that
commercial vessel accidents have
risen 100 percent in the last four
years. And it followed a report by
the National Transportation
Safety Board which urged the
Coast Guard to upgrade
navigation requirements for
equipment and licensing of
crewboats.

In spite of the clear indications
from the GAG and the NTSB
that more vigorous enforcement
of U.S. manning and vessel safety
laws was required, the Coast
Guard and Navigation Subcom­

mittee bowed to pressure arid
passed HR 5164 hands down.

The bill is slated to be
considered by the full House
Merchant Marine & Fisheries
Committee in the near future.
U.S. maritime labor, through the
AFL-CIO Ad Hoc Maritime
Committee, will pool our united
resources to keep this damaging
and misguided measure from
going any further.

The answer to a manning
shortage lies in training programs
to develop a competent, qualified
workforce. It lies in wages which
must be brought up to reflect the
difficulty 'and the danger
involved in offshore work.

We are willing to work with the
offshore mineral and oil industry
to solve their manpower in a fair
and practical way.

But we arent willing to allow
sweeping changes in laws which
were designed to protect the
health and well-being of seamen
and the marine environment.
Changes which serve only to line
the pockets of the industry. And
we're going to fight like hell to
keep them fron^appening.

February 1980 / LOG / 19

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HE American merchant marine headed into a new era this month when the SIU crewed the
X first of 12 new diesel-powered Sea-Land containerships.

The Sea-Land Patriot, a 745-foot, D-9 class containership, and her 11
sisterships belong to a new generation of shipping; a generation governed by rapidly rising
fuel costs. .

The 12 D-9s will all enter service in Sea-Land's worldwide network of 121 ports
in 45 countries in the coming year. They all have a carrying capacity of 839 40-foot
containers and can also handle the 35-footers most other Sea-Land cOntainerships haul.
They'll all be crewed by SIU members.

Powered by MHI/Sulzer diesel engines, the dozen D-9s will operate at cruising
speeds of 22 knots. Slower cruising speeds, coupled with the D-9 engine's lower power
range, make for an energy-efficient sWp. And the D-9s were designed to^make the most of
every drop of precious fuel. _

Equipped with automatic waste-heat boilers, the D-9s will use just about all the
heat expelled by their engines to create steam. That steam is then converted into
enough electricity to power the whole ship when she's running at or above 80 percent power.

In addition, the waste-heat boiler system will provide heat for crew quarters
and convert sea water to drinking water.

Construction of the 12 D-9s, which are scheduled to come out of Japanese and
Korean shipyards at a rate of about one per month during 1980, were part of an ambitious
upgrading project by Sea-Land.

The vessel construction, along with the company's port facility improvement
program, came with a price tag of $580 million. But Sea-Land believes the D-9s will pay
for themselves many times over.

Following christening ceremonies for the Sea-Land Patriot in Kobe, Japan, last
July, Sea-Land Service Chairman Henry Gilbertson commented: "...the D-9s give us the
flexibility to follow the freight and take advantage of changing conditions in world
trade. They can burn a wide variety of fuels, including most of the least expensive ones
in the world today. They can carry 40-ft. and 35-ft. containers. At 31 feet, their
draft would permit...them (to) call at nearly any port in the world."

The efficiency of diesel-propulsion over steam power has long been a factor in ,
new vessel construction internationally. Of some 23,000 vessels which make up the world's
merchant fleeft, about 70 percent are diesel-powered. But less than five percent of the
merchant vessels which sail under the U.S. flag are cuirently diesel-propelled.

Sea-Land, traditionally a pace-setting U.S. carrier, first took a look-see at -
diesel back in 1978 when they introduced four D-6 containerships. The company found the
D-6s burned 17 percent less fuel than their steam-powered counterparts, for a daily savings
of $1800 per ship.

The D-9s do even better. Even though diesel fuel is more costly than the
Bunker C type fuel used for steam-driven vessels, the diesels are better tban 35
percent more efficient.

As the construction of 12 new diesel ships for Sea-Land indicates, diesel
conversion and construction is the future of the U.S. maritime industry.

SIU members will be playing a key role in that future. Seafarers will crew
the 12 new Sea-Land D-9s. And as the 1980s progress, more and more SlU-contracted
companies will be making the change to diesel.

That means Seafarers, especially members of tbe engbie department, will have
to be prepared for the new demands of the diesel era. The Harry Lundeberg School
offers several diesel courses, which enable Seafarers to
leam the demands of a diesel engine room.

With the cost of fuel topping aU other costs for ship operators for the first
time ever, the more economical diesel-powered vessel is clearly here to stay. It's up
to Union members to meet the diesel challenge head-on. •

20 / LOG / February 1980

.v.y-

PRINCIPAL DIMENSIONS
LENGTH OVERALL .....221 METERS (APPROX. 7449")

4ETERS (APPROX. 10043^") BREADTH, MOLDED 30.60
DEPTH MOLDED ...16.50
DRAFT MOLDED (DESIGNED
GROSS REGISTERED TONNAi
SERVICE SPEED AT DESIGN
TOTAL CONTAINER CAFACT

'•[y

HETERS (APPROX. 45'-!%")
JJO METERS (APPROX. SV-T)
IE 26^ LONG TONS
>RAFT 22 KNOTS

1B9 40FT SPACES

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February 1980 / LOG / 21

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Qualified Men in the Engine Department

, inoH wiison Tankermen
G. Fain and S. Roznowski. Bringing up the rear are (I. to r.) M. Murphy. A. Thaxton, H. J. Kling, M. S. Kraljevic, A. R. Bryant, R. Elmobdy (left) and R. Brown are HLS
D. Brien, J. Michael, R. Utterback and S. Bigelow. Tankerman Course grads.

The Harry Lundeberg School of Seamanship
"For a better job today^ and job security tomorrow. 99

Weiders Ready to Weid
Here are some very

good reasons for
upgrading to

In the front row (I. to r.) are first class tugboat pilots K. Rickley, A. Borawick and
J. Kruger. Standing (I. to r.) are M. Adams, T. Guggenheimar, G. Lukowski,
J. Brown, L. Mach and A. Schmitt.

To enroU, conlocl the
Horry Lunddierg SchooL

(An upgrading application is in this issue of the Log.
Fill it out and mail it today!)

. •, ' - -T .

22 / LOG / February 1980 • • .



SAGA of the R/V ANTON BRUUN, Part IV
FoUowingisChapterIVinthesapanf • Ml • M W

^"Thevco"!!?' ®'''-"J"'"'"'"" ""ything went alonggreat until she
??? "'^5'™'''''f hands on. quotes her little fee-one hundred
Sv rrMhefaf u hucks-in advance. Well, I was

O.W "> haggle about this
o r lUdio Officer sent pages and delicate commodity. But I did not

ever craved by SIU
manbers. She was a research vessel,
which participated in a 28-month
research cruise in the Indian Ocean in
the early '60s. It was quite a trip.

I Chapter I appeared in the August 1979
issue of the Log, Chapter II tqtpeared in
the Sept. issue and Chapter III was in

I the January 1980 eddion.

By *Saki Jack' Dolan

ADMIRAL Richard E. Byrd
made five long voyages to the

Antarctic. We made one to the
Arctic Circle, and that was plenty
for yours truly.

On the perimeter of the Arctic
Circle is Amsterdam Island, a
French weather station inhabited by
a company of French regular
soldiers. They get two-years credit
for one year service here. I think they
should get at least five for one. The
whole island is nothing but solid
rock, no vegetation of any kind.

The day we arrived, the Com­
mander declared a Holiday. He
invited all hands ashore for food and
drink. Everything is kept in caves
carved into solid rock.

The soldiers were glad tb see us
arrive, especially with four lady
scientists aboard. They only have a
supply ship that comes every six
months with mail and supplies and
replacements. So you can see we
were very welcome indeed.

We were to stay but two days, but
the Frenchmen talked the Chief
Scientist into staying a week. The
soldiers were in our hair everyday,
and came out to the ship in force just
to oogle our lady scientists, espe­
cially the young one. Did she ever
love it.

We anchored about 500 yards
offshore. And do you know, those
crazy Frenchmen swam in and out
to our ship everyday, in frigid
waters.

The French Commander was very
kind giving us permission to wander
the Island. The Sdentists loved this,
as there were all sizes of penguins,
birds and fish to be had. They
brought many species aboard for
return to the National Science
Foundation and the Smithsonian
Institute.

There were caves carved into the
rock for everything including living
quarters, storerooms, ammo-lock­
ers, and animal quarters. They had a
few Nanny-goats for milk.

One cave was full of casks of wine
(my favorite cave).

There was a whole herd of walrus,
very vicious. Only the lone soldier
that fed them the garbage every day
could go anywhere near them. They
Were monstrous sea-cows.

The Frenchmen were in our hair
on board everyday, trying to score
With our young lady scientist, to no
®vail. She played them just like
Arthur Fiedler playing the 'Boston
Pops.'

The scientists were a hard work­
ing lot. They spent all day collecting

f ° Dui 1 um noi
pages of reports each night to the have this much with me. And her
National Science Foundation (at motto was; "In God We Trust—and
night was the only time he could only if he has CASH." So she gives
contact the USA). At sixty-cents a ole Saki Jack the heave-ho right out
word, this must have cost plenty, in the dark.
But what the hell, the tax-payers Well, here am I, miles from no
were footing the bill as usual. where and out in the dark at three in

On our day of departure, all the the morning. So naturally, I start
soldiers were lined up on the beach yelling for help. The guy upstairs
to wave farewell. We weighed . opens his window, and wants to
anchor for Durban, South Africa. know what the hell all the noise is

The Arctic Circle is beautiful. But about. I tell him, I want a taxi to get
it's full of icebergs, snow, below back to Durban, as my Frauline has
freezing weather, and cold Arctic just given me the old heave-ho.
winds—things we humans can do
without nicely. It may be Paradise to
some folks, but I'll take Miami.

This may sound funny to some,
but I'll bet it was never funny to the
ones (and there were plenty of them)
that were eaten by lions.

Mombasa is still in the last
Century except for night-clubs and
entertainment, of which there were
plenty (modern Night-Clubs too).
My favorite was the Florida Club,
and I was there every night we spent
in port. My girlfriend was the star of
the show, and I had to wait each
night until the last show was over to
take her home. This was at 2:00 a.m.
Mombasa is a hangout for the last of
the big-game hunters that take
Safaris out into the jungle on
hunting parties. And their prices are
not cheap. Our Second Mate went
for ten days and it cost him ten

DURBAN) THE MIAMI
OF AFRICA

Durban is a very modem city on
the southern coast of Africa. It has a
real international flavor. There is a
mixture of many nations here, a real
'Cornerstone of the World.'

But, there are few, if any, coun­
tries that discriminate as much as
South Africa. Here in Durban there
are separate places for whites, non-
whites, natives, non-natives, Euro­
peans, non-Europeans, Indians and
Africans. You cannot believe it
until you see it.

Seamen consider Durban, South
Africa an excellent port. There are
plenty of women and mucho booze
of all descriptions, at a very reason­
able fee. Personally, I prefer other
ports, though I do like Durban.

We berthed right in front of one of
the few whaling stations left in the
World. It was really a sight to see the
'mother' ship come in.

It was only a few hundred yards to
the whaling factory. We used to
walk down and watch the operation.
There were thousands of sharks in
the water, attracted by all the blood,
and if one was foolish enough to fall
overboard, 'Good Night Sweet
Prince.'

There was also an excellent Zoo,
in Durban, opened on weekends. I
visited it several times with my
girlfriend, Frankie.

Frankie lived in a new apartment
house overlooking the Bay. She
worked as a laundrygirl in a local
hospital. She had just taken the
apartment and only had a bed and
several orange-crates to sit on. But it
was a lovely place on the 22 floor
overlooking the whole Bay and
harbor.

There were many all-nite-clubs in
Durban, and believe me, the crew
was familiar with all of them.

One of them was the favorite (I
forget the name, as usual). I was
there one night, and along in the
wee-hours I latch onto this lovely
blonde. We grab a cab for her pad,
which is way out in the 'boondocks.'
We had a slug or two at her pad, and

He says fine, "I'll call you a taxi. ^
Well, the rat calls the local Fuzz, and thousand dollars, I guess its worth it
in a few minutes the Black Mari if you like hunting. I never could kill
pulls up. Two very large British animals.
Policemenstepout, and Saki Jack is There was a bar-hangout, and I
off to the hoosegow. In the process spent many nights there killing time
of throwing me in the wagon, they ""til 2:00 a.m. I even got my
slam the wagon-door on my thumb, drinking license there (no easy
My thumb starts to inflate like a gas- matter). You must down a full liter
baloon. -i—^ •

The desk-sergeant at the local
lockup was a very friendly person.
He asked me if I wanted to make any
calls. Naturally says I, I want to call
the American Counsel. At 4:00
A.M. says he? I do insist, and he
hands me the phone.

I awake the American Counsel
out of bed, and he is very cross (I
wonder why). He says, "if I tell them
to take you back to your ship, will

of beer in one breath, and it is not as
easy as one might think. Enough
Mombasa!

We shoved off for Madagascar,
and all hands hated to leave, as
Mombasa was an excellent port. We
anchored offshore, as there were no
docks at the small f^ishing villages we
stopped at off Madagascar.

The Captain flipped his lid here,
and had to be sent home. Our very
well-liked Chief Mate took over the

you go?" Most assuredly, says Saki h®re until we returned to
T— _ 1 _ 1 .« Jack, and they did, escorting me on
board to my foc'sl.

My luck, the following Saturday,
the chief scientist has a cocktail
party on board, and invites everyone
from the American Embassy. I was
the bartender at the party, and this

Durban.
Captain John Rothrock, out of

Eastern Shore, was sent out as a
replacement. He was an old Isth-
main Skipper and most of us had
sailed with him in previous days on
Isthmian ships. He was well known.

voxxvwxxvtwi CAir |>UW l.^ y Aim llllo 11 1*

beautiful blonde comes meandering well liked by SIU members
over, and asks me if I was the Chief He was perfect for this Cruise.
Steward. Naturally, I admit to same. And aU hands agreed. Our new
She then says "you must have been Captain liked the Scientists, and
the one that awoke my husband they in turn thought he was just
from a sound sleep the other night at great. This made for a much happier
four A.M." I asked her what took crew all around. The Captain that
hina so long to answer the telephone? went home had a great hatred for all
This Went over like an Arab at a the Scientists, for no other reasor.
Synagog. Her husband came over than they were in charge of the ship's
and introduced himself, and he location,
turned out to be a prince. We got Captain Rothrock fit right in at all
along swell (especially after a few the cocktail parties, and was ever so
cocktails). grand at telling good sea-stories, and

The scientists had mucho scienti- excellent horse-race-stories (he,
fic meetings here, and considered being a race-horse owner). This
Durban one of our best stops on our made him popular with all the crew
Cruise. From here we sailed further
up the African Coast to Mombasa,
and Madagascar.

Mombasa & Madagascar

Remember Lon Chaney in 'East
of Eden*? Well if you do you are too
old like me, and you can tell what
Mombasa is like. It is really on the
edge of the jungle, and it is not
uncommon for lions to visit the
place, especially at night and eat a
few natives, or anyone else that may
be available.

as well. Plus he was always good for
a 'Draw', even ashore.

We made several cruises between
Durban and Madagascar, and sailed
from Durban for home.

Next is Chapter #5, our final
Chapter: I'll try to teU what I can
remanber about Port Suez, Suez
Canal, Port Said, Las Palmas, etc...

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February 1980 / LOG / 23 -

» TiM.ji m'i-. ,1^



A-

;) I:";--

The

Lakes
Picture

ALGONAC
Winter lay-up for the SIU Great Lakes fleet was completed at the end

of January when the last Union-contracted laker, the S. T Crapo (Huron
Cement) headed for her winter berth.

Another cement vessel, Huron Cement's ^lAf. Fort/, which sank at
Milwaukee, Wise, on Christmas Eve was raised last month and it looks
like she's salvagable after all. The Ford had a hole torn in her bow after
being ripped from her moorings by heavy winds. Though repairs on thg^
80-year-old cement carrier are expected to run several million dollars,
renovation work is still a lot cheaper than replacing the vessel for about
$30 million.

SIU reps held a meeting with the Great Lakes Association of Marine
Operators (GLAMO) last month, the employers group which operates
many of the Great Lakes vessels under SIU contract. GLAMO indicated
they planned to run "everything that floats," at the start of the 1980
season, according to a Union rep. The announcement was good news for
Great Lakes Seafarers because it followed on the heels of predictions that
Great Lakes shipping would be tight in 1980 owing to production slow­
downs by auto manufacturers in the region.

Hull #723, under construction for SlU-contracted American Steamship
Co. at Bay Shipbuilding yard is reportedly going to be christened the
American Mariner in honor of American^ merchant seamen. The vessel
was originally slated for christening as the Chicago.

American Steamship's Detroit Edison is being overhauled during
winter lay-up in Buffalo. For a price tag of $500,000, the coal carrier will
have her turbine engines inspected and have a sewage treatment system
and a Loran-C installed. She'll be ready by the opening of the 1980
shipping season.

Prankfort
Work is progressing on the carferry Arthur K. Atkinson (Michigan

Interstate Railway Co.). Several SIU FOWTs are now aboard the AKA
working in the engine room.

Fire Safely
The National Transportation Safety Board issued a recommendation

last month urging the U.S. and Canada "to establish common structural
fire protection and fire detection standards for Great Lakes vessels" to
replace the separate regulations which now apply. The NTSB's opinion
came after an investigation of a fire last June aboard the Canadian bulk
carrier Cart ier cliffe Hall in which seven of the 25 crewmen died. Crewmen
were members of the SIU of Canada.

The U.S. Coast Guard and NTSB held hearings following the tragic
blaze because the Car tier cliffe Hall burned in U.S. waters and, though
operated by a Canadian company, the vessel is owned by an American.

Because that investigation was inconclusive, SIU Great Lakes attorney
Victor Hanson filed a $37.5 million law suit on behalf of the families of
the deceased seamen, in Wayne County Circuit Court, Detroit. The suit
was filed against the former owners of the ship, U.S. Steel Corp., and ttfe
present owners. Hall Corp. Shipping Ltd. of Montreal.

The suit charges that the vessel was constructed with flammable
materials such as wood-panelled crew quarters that contributed to the
rapid spread of the fire. In addition to wood construction, none of the
living areas on the vessel were insulated with fire resistant material nor
were they equipped with smoke or fire detectors or sprinkler systems.

ME

Winter Navigation
The Soo Locks at Sault Ste. Marie, Mich., closed to inter-lake

ship traffic at midnight, Jan. 15, bringing the 1979 shipping season to an
official end. This was the first time the locks had been shut down, except
for forced closing due to ice conditions, since 1970 when the experimental
winter navigation program began. The program was discontinued this
year because Congress didn't refund it. Its future is still in question.

Meanwhile, the Board of Engineers for Rivers and Harbors has
extended the deadline for comments on the Army Corps of Engineers'
feasibility study on winter navigation to March 15 from Jan. 31. The
Corps recommended a 12 month shipping season on the upper four Great
Lakes and a 10 month season for the Welland Canal, Lake Ontario and
the St. Lawrence River.

GrainTrade
In the wake of President Carter's decision to cut off U.S. grain sales to

the Soviet Union, Great Lakes port officials raised questions about the
effects of such an embargo on Great Lakes shipping.

"Assuming that 1980 would otherwise be a good year, it could have a
very negative effect on the port unless other markets are found," said
Duluth's port director Davis Helberg. He added that about one million
tons of the 6.5 million total of grain loaded in Duluth in 1979 was bound
for Russia.

Other Great Lakes port officials indicated that it was too early to judge
the effects of the grainr cutoff on the region.

More on grain: Last month the U.S. Dept. of Transportation reported
that the three-day extension of the St. Lawrence Seaway's closing allowed
more than 15 million additional bushels of grain exports to move through
the waterway.

Clean Waters

A study by the Michigan Dept. of Natural Resources said underground
water supplies in the Great Lakes ar^ are threatened by 50,000 sources of
potential pollution. The report pinpointed 268 sites where underground
water is already contaminated and 381 places where underground
pollution is suspected.-The sites run from the Detroit metropolitan area
across the state to the shores of Lake Michigan.

Hazardous wastes, like poisonous chemicals and metals, make up
almost half of the pollution. Oil and natural gas accounts for another 34
percent.

Howard Tanner, director of the Dept. said, "there are some areas we
may not be able to clean at reasonable cost."

Upgrade in the Steward
Department at HLS
Chief Stewcird—throughout April

Chief Cook—throughout April
Cook and Baker—throughout April
Anistant Cook—throughout April

To onroll, oontact the Lundeberg School or fill out tho opplico
lion in this issuo of the log.

• ; -'L.

• • j •

is*'-.
•Yi "•.? if,

24 / LOG ^February 1980



•
^Seniorit/

David Bonefont ^

Seafarer
David Bonefont,
28, started sail­
ing with the SlU
in 1969. Brother
Bonefont is a
graduate of the
HLS, He now
sails as an AB.
Bonefont has his

firefighting, lifeboat and CPR
endorsements. He lives in and ships
out of the port of New York.

Patrick J. Geary

Seafarer Pat­
rick J. Geary,
25, first sailed
in January 1978
following his
graduation from
the HLS. He
then sailed on
the LNG Aquar­
ius (Energy

Transport) and later on the maiden
voyages of the LNG Leo and LNG
Taurus (both Energy Transport).
Brother Geary now sails as a chief
cook after upgrading to 3rd cook,
cook and baker and chief cook in
1978 at Piney Point. He earned his
LNG, CPR, lifeboat, safety and
firefighting tickets. Geary was bom
in New York, lives in Brooklyn, N. Y
and ships out of the port of New
York.

Gary R. Hetherington

Seafarer Gary
R. Hetherington,
25, graduated
from the Harry
Lundeberg
School (HLS)
Piney Point, Md.
in August 1975.

[Brother Hether-
I ington upgraded

to AB there in January 1979. He
sailed almost a year in the steward
department first on the STCantigny
(lOM) and three years as an OS and
AB. Hetherington completed the
Firefighting, Lifeboat and Cardio­
pulmonary Resuscitation (CPR)
Courses. He was born in Ovid, Colo,
resides in Williamstown, Kans. and
ships out of all ports.

Kevin Hetherington

Seafarer
Kevin Hether­
ington, 22, is a
December 1977
HLS Entry
Trainee Pro­
gram graduate.
He upgraded to
AB there in
December 1979.

Brother Hetherington has his life­
boat, firefighting and CPR tickets.
He's now from Topeka, Kans. and
ships out of assorted ports.

Steven Kayser

Seafarer
Steven Kayser,
25, graduated
from the HLS
Trainee Pro­
gram in 1978.
Brother Kayser

^upgraded to AB
there in July
1979. He holds

the LNG, first aid, firefighting,
lifeboat and CPR endorsements.
Kayser is originally from Colorado
and ships out of the ports of
Houston and New York.

Peter Glennon

Seafarer Peter
Glennon, 23, is
an Entry. grad-
uate of the
Lu n deb erg
School. He sails
as an AB. He is

I from the Bronx,
N.Y. Brother

I Glennon ships
out from the West Coast. Glennon
has his lifeboat, firefighting and
cardio pulmonary resuscitation
training.

Edward Marks

Seafarer Ed­
ward Marks, 24,
began sailing in'
1977. He was a
Piney Point
trainee graduate
in September
1978. Brother
Marks upgraded
to FOWT there

in November 1978. He has lifeboat,
firefighting and CPR tickets. He was
bom in Seattle, lives there and ships
out of that port.

Edward T. Sullivan Jr.

Seafarer Ed­
ward T. Sullivan
Jr., 24, is an Ap­
ril 1977 graduate
of the HLS. He
upgraded to AB
there in April
1978. Brother
ISiillivan first
I sailed on the

maiden voyage of the LNG
Aquarius (Energy Transport). He
has the LNG, firefighting, lifeboat
and CPR tickets. A native of
Boston, Mass. he ships out of that
port and the port of New York.

Lawrence A. Cline

Seafarer Law­
rence A. Cline,
26, graduated
from the HLS in
1975. He now
sails with the
fireman-
Iwate rterider
l(FOWT) rating
and upgraded to

QMED in Piney Point. Brother
Cline has the lifeboat, CPR and
firefighting tickets. Born in Detroit,
Mich., he sails out of all ports.

Jeffrey K. Minner

Seafarer Jef­
frey K. Minner,
21, is a March
1978 graduate of
the HLS Entry
Program. Bro­
ther Minner
upgraded to
FOWT in Sep-

itember 1978. He
has his CPR, firefighting and life­
boat training. Minner lives in
Sikeston, Mo. and ships out of the
port of New Orleans.

Bradford L. Wheeler

Seafarer
Bradford L.
Wheeler, 24,
graduated from
the HLS Entry
Trainee Pro­
gram in 1977.
Brother Wheeler
upgraded to. AB

I there in March
1979 and completed the LNG
Course in Piney Point in May of last
year. He has the CPR, first aid,
firefighting and lifeboat endorse­
ments. Wheeler is from McLean,
Va. and ships out from all ports.

Ogden Connecticut Committee

Deck Maintenance Roy Meffert (seated) deck delegate of the ST Ogaen
Connecticut (Ogden Marine) waits for the payoff early last month at the Lxxon
Dock, Bayview, N.J. With him are a couple of crewmembers and the Ship s
Committee. They are (I. to r.) Messman Jerome Williams. Chief Steward Sam W.
McDonald, secretary-reporter; Chief Cook Willy S. Harris, steward delegate.
°osun Joe Broadus ship's chairman; Wiper Bob Land, engine delegate and
Engine Utility Ray Joslin.

Is
'Monty

'Make your time as an OS pay,
Upprade ta 48 at HIS,

etsfu riartt OyrH 24.

To enroll, contact HIS or fill oat the application
in the 106.

February 1980 / LOG / 25

•t5
A
V

• • '(
/

. f
1

' rL-. • '



OGDEN WILLAMETTE (Ogden
Marine), December 23—Chairman,
Recertified Bosun F. C. Cooper;
Secretary R. De Boissiere; Educational
Director J. Singletary; Steward Dele­
gate W. Smith. No disputed OT.
Chairman reported for everyone to
make sure thay had their shot cards for
the trip to Panama. Wished all of the
crew a very Merry Christmas and a
Happy New Year. A special vote of
thanks to Chief Steward, R. De
Boissiere for a very special Christmas
dinner with wine, egg nog, turkey and all
the goodies. Also to Willie Smith, chief
cook and R. B. Woodward, baker
whose talents are the very best in the
SIU. Observed one minute of silence in
memory of our departed brothers.

AMERICAN HERITAGE (Apex
Marine), December 23—Chairman,
Recertified Bosun Leo Paradise; Secre­
tary M. Deloatch; Educational Director
C. Merrit. $30 in ship's fund. No
disputed OT. All communications
received were read and posted. Chair­
man held a discussion on the import­
ance of young men upgrading them­
selves at Piney Point. Everyone who is
eligible should take advantage of it.
Also that more members should apply
for the LNG course as it offers a better
opportunity for more jobs and better
pay in the merchMt marine. The crew
agreed that this is the best feeding ship in
the fleet and the best prepared menus.
They are always good. Next port St.
Croix.

• 4
;

. /

PISCES (Apex Marine), December
2—Chairman F. Goethe; Secretary J.
Reed; Deck Delegate M. C. Cooper. No
disputed OT. Chairman reported that
he could not get a repair man in the last
port to fix the dryer. Would try again in
port in New Jersey. Report to Log;
"There is a serious shortage of men in
the steward departments Stewards,
cooks, bakers and GSU men are needed.
The President's report was read to the
membership about this shortage and
what the Union was doing about this
matter."

SEA-LAND MARKET (Sea-Land
Service), December 21—Chairman
Recertified Bosun W. R. Kleimola;
Secretary H. H. Alexander, Educa­
tional Director Donald Keller. No
disputed OT. All communications
received were read and posted. Chair­
man reported that a safety meeting was
held. How to protect the seaman during
bad weather was discussed and also the
precautions to be taken by men who
have special medical needs. A vote of
thanks to the steward department for a
job well done. Observed one minute of
silence in memory of our departed
brothers.

STONEWALL JACKSON (Water­
man Steamship), December 2—Chair­
man, Recertified Bosun C. Linebeiry;
Secretary W. Braggs. Some disputed
OT in engine department. Chairman
reported that the trip was a very good
one and thanked everyone for their
cooperation. A vote of thanks from the
chairman to the steward department for
a fine Holiday dinner and also to the
radio officer for putting out the news
bulletin./

MOUNT WASHINGTON (Victory
Carriers), December 15—Chairman,
Recertified Bosun S. E. Jansson;
Secretary J. Lamb. $25 in ship's fund.
Some disputed OT in deck department.
AH communications received were read
and posted. Chairman held a discussion
.on upgrading at Piney Point and the
importance of SPAD. A vote of thanks
to the steward department for a job well
done.

26 / LOG / February 1980,

LNG TAURUS (Energy Transport
Corp.), December 16—Chairman Joe
Morrison; Secretary V. Pizzitale; Deck
Delegate E. A. Gousson. No disputed
OT. Chairman reported how necessary
it is that all men who qualify should go
for upgrading. New ships are being built
and some of them will be coming out
soon to be crewed. He also talked of the
new medical plan explaining that the
SIU now has a choice to go to a private
doctor or stay in the Marine hospital.
Noted the importance of donating to
SPAD. Observed one minute of silence
in memory of oiir departed brothers.

COUNCIL GROVE (Interocean
Mgt.), December 23—Chairman R.
Burton; Secretary G. Richardson;
Educational Director J. Green; Steward
Delegate R. G. Connolly. $70.50 in
ship's fund. No disputed OT. A vote of
thanks for the the cassette movies that
were received on board. Report to Log:
"We are very grateful to the negotiating
committee and Brother Paul Hall for
the cost of living adjustment increase.
To you and yours a prosperous New
Year." Next port in the Azores.

VIRGO (Apex Marine), December
30—Chairman, Recertified Bosun L. R.
Smith; Secretary Fred R. Smith;
Secretary Fred R. Hicks, Jr. No
disputed OT. Educational Director gave
a lengthy discussion on the subject of
new members taking advantage of
upgrading at Piney Point. This could
mean monetary gains for all members
who participate. Also discussed the
importance of donating to SPAD.
Chairman thanked steward department
for a very nice Christmas dinner.
Observed'one minute of silence in
memory of our departed brothers.:
Report to Log: "Crew spent an enjoy­
able time ashore in Ft. Lauderdale,
Florida and St. Croix, V.L Many of the
crewmembers marvelled at the ancient
buildings and other sights in St. Croix.
One of our crew, David Bouthillier, who
was crew messman on this ship recently
attended Piney Point and came back
aboard as A.B. He has really noted the
difference in the money he is earning
now, thanks to the SIU." Next port
Bayonne.

SEA-LAND ECONOMY (Sea-Land
Service), December 4—Chairman M. P.
Zimbro; Secretary Roy R. Thomas;
Educational Director L. A. Acosta. No
disputed OT. Chairman noted that the
crew must check with the patrolman
before leaving the ship. Everything is
running smoothly with no major beefs
reported by department delegates. Also
discussed the importance of donating to
SPAD. Thanked the crew for a good
trip. Advised all members of the various
classes now in session for upgrading at
Piney Point. Asked all members to
stand by for customs and immigration
upon arrival to speed up clearance. A
vote of thanks to the steward depart­
ment for a job well done. Observed one
minute of silence in memory of our
departed brothers. Next port New
Orleans.

BALTIMORE (Sea-Land Service),
December 16—Chairman, Recertified
Bosun Robert C. Gorbea; Secretary
George W. Gibbons; Educational
Director W. J. Dunnigan; Deck Dele­
gate Vincent Ratcliff; Engine Delegate
Alton Green; Steward Delegate Stone­
wall Jackson. No disputed OT. $15.25 in
ship's fund. The chairman read the
communications about the raise. Noted
that all repairs have been taken care of.
If there should be anymore needed
please let the delegate know. Everyone
should report to ship one hour before
sailing. Discussed the importance of
SPAD. Secretary thanked the bosun
and the day man for the repairs in the
steward department. Also 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 Boston.

TEX (Alton Steamship), December
23—Chairman, Recertified Bosun
Robert K. Lambert; Secretary E.
Hagger; Educational Director R.
Carter. Some disputed OT in engine
department. Gave a double vote of
thanks to E. M. Hagger and the steward
department for the good food on the
voyage and the special Thanksgiving
dinner. The officers also extended a vote
of thanks.

MONTICELLO VICTORY (Victory
Carriers), December 9—Chairman,
Frank Smith; Secretary Duke Hall;
Educational Director O. A. Hess;
Steward Rayfield Crawford. No dis­
puted OT. Secretary reported that
everything is running smooth and all
members are urged to apply for
upgrading at Piney Point. This can be
to your advantage for a better job and
better pay. Also watch for the new
classes in the steward department. To
find out what is going on in the Union,
read the Log. Observed one minute of
silence in memory of our departed
brothers. Next port Baton Rouge.

SEA-LAND MC LEAN (Sea-Land
Service), December 2—Chairman,
Recertified Bosun E. D. Christensen;
Secretary B. L. Scarborough; Educa­
tional Director R. J. Blyth; Deck
Delegate Robert Hyer; Engine Dele­
gate Erik Persson; Steward Delegate
E. H. Jackson. Some disputed OT in
deck department. Chairman held a
discussion on the importance of donat­
ing to SPAD. Report to Log: "The
Captain, Chief Engineer, officers and
crew gave compliments on a fine
Thanksgiving dinner. It was served
between Yokohama, Kobe and Koah-
siung." Next port Seattle.

ALEX STEPHENS (WatermOT
Steamship), December 2—Chairmai
Henry Jones; Secretary C. CorrenU
Educational Director Anthofiy Pr^
inop; Deck Delegate D. Meado\
in ship's fund. Some disputed OT
deck department. Chairman thanked'
the crew and said they were the best he
had sailed with in many years. The Log
was received and read and eirjoyed by
everyone. Report to Log: "Colombo,
Sri Lanka was enjoyed by many of the
crew. Houses that rest on stilts were
rented on the beach." Next port Tampa.

Official ship's minutes were also re­
ceived from the following vessels:

BORINQUEN
OGDEN WABASH
SEA-LAND RESOURCE
SEA-LAND EXCHANGE
OVERSEAS ANCHORAGE
EL PASO SOUTHERN
SEA-LAND PITTSBURGH
DELTA PERU
PANAMA
DELTA PARAGUAY
OGDEN CHALLENGER
JACKSONVILLE
COVE LEADER
ARECIBO
SEATTLE
HOWARD BOYD
POET
BANNER
OVERSEAS ALASKA
INGER
COVE NAVIGATOR
COVE RANGER
OVERSEAS VALDEZ
LNG GEMINI
TAMPA
EL PASO ARZEW
ALLEGIANCE
DELTA NORTE
DELTA PANAMA
OVERSEAS WASHINGTON
DELTA ARGENTINA
OVERSEAS NATALIE
BEAVER STATE
WESTWARD VENTURE
ANCHORAGE
DELTA VENEZUELA
OVERSEAS HARRIETTE
TAMARA GUILDEN
HOUSTON
SAN JUAN
PUERTO RICO
CANTIGNY
SEA-LAND ADVENTURER
CAPRICORN
DELTA ECUADOR
MERRIMAC
OGDEN CHAMPION
PENNY
OVERSEAS VIVIAN
POINT SUSAN
JOHN TYLER
MONTICELLO VICT^V
GOLDEN ENDEAVOR
OGDEN LEADER
MANHATTAN
SEA-LAND PRODUCER *
GREAT LAND
COVE COMMUNICATOR
OVERSEAS NATALIE
LNG LEO
DEL SOL
LNG VIRGO
SEA-LAND LEADER .
COVE SPIRIT
SEA-LAND FINANCE
COVE ENGINEER
SUGAR ISLANDER

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../•
Dr. Ricky Abrams Still Loves the Sea, the SlU Brotherhood

THE sea has cast her spell over
many an unsuspecting sailor.

Very few, however, have been
smitten by her charms as much as
Ricky Abrams.

Ricky Abrams, or rather Dn
Abrams, as his patients prefer to call
him, no longer sails with the SIU. He
has been a practicing dentist for over
eight years now. But he refuses to
sever his connection to the sea.
Every year around this time, he
sends a $100 donation to SPAD,
along with a short, yet warm, letter.

The $100 donation is, he says, just
his way of saying thank you to the
SIU.

"I could never repay the union for
what it's done for me. One hundred
dollars is really nothing when you
consider how much shipping has
changed my life. You know, I always
enjoyed it out there. Sometimes I
think about going back."

At 33, Ricky Abrams is the
epitome of what a dentist should
look like: distinguished, only
slightly overweight now that he has
stopped jogging, soft-spoken. The
image fits his position in the
community.

At the present time he is the head

of the Department of Community
Dentistry at Marquette University
in Milwaukee. Behind him lies a
lifetime of upgrading.

He joined the SIU and the
merchant marine in 1963. Though
his first job was as a crew pantryman
on the Steel Chemist, he soon
switched over to the engine
department. When he wasn't
shipping, he was either upgrading or
collecting college credits.

By 1972, Ricky Abrams had
graduated from Temple University
School of Dentistry. He had also
accumulated the following endorse­
ments: wiper, oiler, fireman, second
electrician, deck engineer, junior
engineer.

Like many other people, he had
been leary of upgrading, wondering
if he was capable of handling the
reponsibility. That all changed one
summer when he was onboard a run­
down vessel headed for Northern
Europe.

The whole crew was talking about
the Chief Electrician. It seems that
the fans were always breaking down.
The Chief fixed every one, even
those that seemed beyond repair.
And the fans were always as good as

new. No one knew how he did it,
least of all Ricky Abrams who felt
highly intimidated by the Chiefs
mechanical prowess.

As it turned out, the Chief
Electrician had a sure-fire method:
he would throw all the broken fans
overboard and steal new ones from
the supply locker.

Ricky Abrams learned something
from that experience: it doesn't pay
to count y ourself short. Chances are,
the guy who is filling the job that you
don't consider yourself qualified for,
isn't any more talented than you are.

That lesson wasn't the only thing
that Ricky Abrams remembers
from shipping out. He remembers a
lot of other things:

yi'consider myself extremely
fdrtunate. You know, by the time I
was 20 I had done more travelling
than most people do in a lifetime. At
work I listen to other dentists talk
about their 'Big European Trip.' I
have to smile to myself, because I've
made at least twenty trips there, not
to mention Africa, Asia, South
America. I've been exposed to so
much."

"One of the things I've carried
from my maritime days is the urge
not to stay in one place. I've had so
many jobs since I graduated from
dental school. I was in the Navy for
a few years, then I worked for Johns
Hopkins in Maryland. I guess I'll
always be reaching out for some new
experience."

"Perhaps the one thing I miss
about shipping out is going to the
union hall. There was such a warm
atmosphere there. It was like one big
family. Guys were always helping
each other out. If someone was short
$10 bucks, he'd always be able to go
to the union hall and someone
would give it to him. There was such
a feeling of camaraderie there. I
guess I'll never experience that
again."

VH Plucks 3 Cubans From Drifting Boat Off Key Larao, Fla.
Another SIU crew showed their It all began about 9:30 p.m. on ^ .. ^ ^

Jan. l9!LstheSTOgden Willamette

Another SIU crew showed their
professional touch one night last
month when they plucked three
Cubans from their drifting boat off
Key Largo, Fla. - •

Carter Okays
Northern Tier
Oil Pipeline

President Jimmy Carter okayed a
private company's bid last month to
build a $I.23-billion, 1,500-mile
Northern Tier Oil Pipeline to carry
Alaskan crude from Port Angeles,
Puget Sound, Wash, to the oil-short
Upper Midwest at Clearbrook,
Minn.

The pipeline, which could carry
933,000 barrels daily, will get quick
service from Federal regulatory
agencies if the firm can come up with
the project financing within a year
and meet Washington State envir­
onmental regulations.

If not, the Transmountain Oil
Pipeline Co. Canada plan is waiting
in the wings.

(Ogden Marine) passed by Key
Largo, Fla.'s Alligator Reef. The
lookout spotted a distress signal
from a small craft drifting in the
water.

In a flash, the tanker's master,
Capt. Ferguson was on the bridge
ordering the ship to slow down to
intercept the boat. Later Recertified
Bosun Arthur C. Campbell and his

deckgang made the small craft water. The mates gave them medical
secure to the Ogden Willamette. attention. The rest of the SIU crew

Upon inspection, they found three saw to their needs in the way of
persons in the Suzy. One, Edward blankets, etc. as the Coast Guard
Verde of Miami, Fla. revealed they arrived.
had left Cuba five days before, ran Rescued Verde thanked God for
out of fuel, had one engine out and the food and help given them and
no food or water. exclaimed he would never forget this

Immediately, Chief Steward Tony for all his life. He also expressed a
De, Boissiere provisioned them with tremendous appreciation to the
a week's supply of rations. The captain, chief steward, bosun and
cooks fed them and gave them the whole crew and officers.

Paul Dempster Reelected SUP President

San Francisco
Hall Moved to
350 Fremont

Effective March 1, the San
Francisco Union hall located on

Northern Tier Pipeline Co. (U.S. 9th and Mission Streets will be
Steel, Burlington Northern, West- closed. All Union business In the
'nghouse, MAPCO, etc.) says the port of San Francisco will now be
pipeline could be built in three years, conducted out of the hall at 350
"would create 5,500 new jobs. Fremont St., formerly the

crud?'.n l*"' headquarters of the Marine
whfch I'M f """T Cooks & Stew»ds Union, wiiicn would go 30 miles under „ ... .. ...
P"get Sound through Idaho, Men- ^ By consol.dal.ng op^hons .n
tana and North Dakota feeding San Frttncsco under the roof of
refineries enroute. Union hall, SIU reps will be

Today 400,000 of the daily 1.2 better able to serve the needs of
million barrels of crude coming out the West Coast membership
of Alaska's North Slope can't be which expanded with the merger
refined on the West Coast because of of the MC&S Into the SIU A&G
a lack of refining capacity. District last year.

Paul Dempster, president-secre- disco Business Agent Charlie Russo
tary-treasurer of the SUP, was by 564 votes and former SUP Vice
reelected to those posts for the 1980- President Jack Dwyer by 1,182
81 term by the union's rank-and-file votes.
In the biennial election on Feb. 19. SUP Vice President Jack Ryan,

Dempster beat SUP San Fran- who ran unopposed for reelection,
~~ ^ got 2,046 votes from members at the

San Francisco headquarters and the
outlying ports.

A total of 2,170 voting ballots
were cast in the election. This
Includes 313 absentee ballots and
151 contested ballots cast by permit-
men.

In the port of New York, incum­
bent Bill Armstrong ran unopposed
and was reelected as business agent.

Elected as five trustees of the S UP

Paul Dempster was reelected Presi­
dent of the SUP this month.
Building Corp. were Dempster,
Ryan, Russo, Seattle Agent John
Battles and Business Agent No. 1
Bill Berger.

Unemployment Rises to 6.2%
unemployment rate has broken out
of the narrow range of between 5.7
percent and 5.9 percent.

The jobless rise was largely due to
layoffs and plant closings in the
nation's automobile manufacturing
industry. Hit hard were married
men, fulltime workers and blue
collar workers,

February 1980 / LOG / 27

WASHINGTON, D.C.-Janu-
ary's U.S. unemployment rate
climbed to 6.2 percent of the
country's work force from Decem­
ber's 5.9 percent, the Labor Depart­
ment reported.

This is the highest joblessness
level since July 1978. And it is the
first time in 17 months that the

'::r
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••11
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MESSING around with
drugs could cost you your

career. Or your health. Or your
life.

That might sound like over­
stating the case. Plenty of people
—especially young people—say
drugs make them feel good, so
what's wrong with them? They
say "I have a handle on it. I never
take too much."

But the fact is, not enough is
known about the effects of
drugs—particularly the long-
term effects—for anyone to be
sure their "moderate" drug-

Drugs: Pay Now, Pay Lata*!
taking is safe. And that lack of smoke. And on where it came
knowledge applies to every drug from.
right across the board. Ifits grown in the U.S. chances

There are no exceptions. A are it's pretty mild. Most do-
'^cientist can test the properties mestic marijuana has a chemical
and the physical and psycholog- concentration of less than 0.5
ical effects of a drug for years. He percent.
can report on what its effects The marijuana that comes out
should be. Or what happens to of Colombia and Mexico is a lot
most people when they take it. more potent, with a chemical

But he can never make an content as high as 4 percent. And
absolute judgement on its safety, the dope coming out of Spain has
Because the properties of a drug a dangerously high 6 percent,
have so many variables. What happens to you when

Even marquana! Its short-term you smoke a joint depends oh
effects depend on how much you where the stuff came from. As

iaihlKR hMl fv trot likB
JAN. 1-31, 1980 •TOTAL REGISTERED TOTAL SHIPPED ••REGISTERED ON BEACH

AIIGnMipc AIIGiotifM AIIGroups
CtattA CteMB ClanC CISMA ClaSiB ClawC ClaMA ClaaaB CtafaC

DECKDEPARTMENT
Algonac (Hdqs.) — 17 5 1 7 8 0 30 3 2

ENGINE DEPARTMENT
Algonac (Hdqs.)— 18 10 2 5 4 0 23 12 2

STEWARD DEPARTMENT
Algonac (Hdqs.).. , 1 2 1 1 7 0 4 2 4

ENTRY DEPARTMENT
Algonac (Hdqs.) 17 29 6 0 0 0 28 56 16

TotabAllDapartmante. 53 46 10 13 19 0 85 73 24
•'Total Registered" m^ns the numt>er 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 pixt at the end of last month.

well as what it's cut with. And if
you buy a couple of joints off a
guy on the street, you don't know
a single thing about it.

Which means you don't know
what it's going to do to you. Even
in its pure state, the effects of
cannabis, the plailt both mari­
juana and hashish are derived
from, vary widely. In high doses,
the Drug Enforcement AgenQr
says, it may cause "image dis-
tortion, a loss of potential
identity, fantasies and hallucina­
tions or a toxic psychosis."

The "side effects" of drugs
aren't limited to physical and
emotional issues. There are legal
issues as well. And those issues
are gravely important to Sea­
farers.

If you get caught with drugs in
a foreign country they'll slap you
in jail so fast you won't know
what hit you. And they'll keep
you there. For a very long time.

In addition, for a seaman, a
drug-related conviction meaps
the Coast Guard will take away
your seamen's papers. That
means you'll never work in the
merchant marine again.

Messing around with drugs is
dangerous. It's stupid. And it'll
get you in trouble. And that's the
only sure thing about it.

KNOW YOUR RIGHTS
FINANCIAL REPORTS. The constitution of the SlU

Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and repyorts 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 SlU Atlantic,
Gull. Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.

SHIPPING RIGHTS. Your shipping rights and senior­
ity are protected exclusively by the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail, return re­
ceipt requested. The proper address for this is:

Frank Drozak, Chairman, Seafarers Appeals Board
275 - 20lh Street, Brooklyn, N.Y. 11215

Full copies of contracts as referred to arc available to
you at all times, cither by writing directly to the Union
or to the Seafarers Appeals Board.

CONTRACTS. Copies of all SlU contracts are avail-
,-ablc in all SlU 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 ;is filing for OT on the proper
sheets and in the proper manner. If, at any time, any SlU

28 / LOG / February 1980

KNOW YOUR RIGHTS

patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SlU 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 &ptember, 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
earry out this responsibility.

PAYMENT OF MONIES. No monies are to be paid
to anyone m any official capacity in the SlU unless an
official Union receiptiis given for same. Under no circum­
stances should any member pay any money for any reason
unless he is given'such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official, receipt, but feels that he
should not have been required to make such payment, this
should imrnediately be reported to Union headquarters.

KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA*

TIONS. Copies of the SlU constitution are available in
all Union halls. All members should obtain copies of this
constitution so as to familiarize themselves with its con­
tents. Any time you feel any member or officer is attempt­
ing to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials, etc.,
as well as all other details, then the member so affected
should immediately notify headquarters.

EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SlU. These
rights are clearly set forth in the SlU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discrimi­
nated against because of race, creed, color, sex and na­
tional or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled, he should
notify Union headquarters.

SEAFARERS POLITICAL ACTIVITY DONATION
—SPAD. SPAD is a separate segregated fund. Its pro­
ceeds are used to further its objects and purposes includ­
ing, but not limited to, furthering the political, social and
economic interests of maritime workers, the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contribution may be
solicited or received because of force, job discrimination,
financial reprisal, or threat of such conduct, or as. a con­
dition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD by certified
mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup­
port SPAD to protect and further your economic, poli­
tical and social interests, and American trade union
concepts.

If at any tinie a member feels that any of the ahove
rights have been violated, or tbat he has been denied .his
constitutional right of access to Union records or infor­
mation, he should immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested, the address is 675 - 4th Avenue, Brooklyn,
N.Y.11232.

i
lod

:ers



Eight more SlU Chief titlcation Program stresses
Stewards are now attending work scheduiino reoui^fton

Progfarifthe'St^^^^ '"«• -ven1o;"®c"nrr'Td Program at the Harry Lun- menu pianning. Advanced
deberg School. The program culinary skills firet add^plf

iefon ar *!"?.'yP-9andcom: struction at HLS and two munication' techniques" are
weeks at Unron Head- among the many practical
quarters. skills that are taught The

Because the Chief Steward Stewards also receive spe-
is the Department Manager cial training for their job as
aboard his ship, the Recer- secretary-reporter of the

___ . .. ship's committee.
The CPR ana First Aid in- The program is designed to "w. Tw Kiv^ioiii IS uesigneo to
Struction was the rough- *esch SlU Stewards the skills
est part of the program and want on the
but it was one of the decertification Pro-
I M f • .. . . ' gram is s Kin best. I have not been fn ® ''i® success be-
schoo/ /or 40 years. Vnd®1h°i
Janet Cook really taught maritime industry.

, For the seafarers attending
Bob Liegel the program now—and for all

SlU Steward Department
Since the Chief Steward is the head of the Steward Depart­
ment, the program stresses work scheduling, requisitionino
and inventory control. ana invenioiy control.

Recertification Program Gives
Stewards The Skills They Need

Jose Colls Jee Dong Charies Scott Carl Jones Frank Adkins Francis Smith

Robert Llegel Carl Tebell Reuben
Blackburn

Willie Smith Chester Moss

Members—the Steward Re-
certification Program is a
golden educational oppor­
tunity. Recertified SlU
Stewards are the best-trainpd
in the whole maritime in­
dustry. And graauates of the
program can count on top-
notch job security.

Jack Utz

The Chief Stewards learn ad­
vanced culinary skills In the
HLS Cooking labs.

Ail of the teachers
should get a vote of
thanks. They go out of
their way to help each of
us. There has been a
teacher available to help
me whenever I needed It.
Frank Adkins

? i ' - " " " i

-

Jr " Fimt Aid classes are among the practical skills
® ""©certified Stewards learn.

that

Every Steward Department
Member who is eligible is en­
couraged to apply for the
Recertification Program. It's
easy to apply. Just contact
the SlU Representative in
your port for an application.
The Recertification Program
is a great opportunity for all
SlU members In the Steward
Department. Take advantage
of it today!

Mike Mannlon has been
a very good Instructor.
The knowledge I have
gained about nutrition
and bacteria will be
helpful to me when I go
back to work.
Francis Smitfi

•i.#:

February 1980 / LOG / 29

V ••

-9.

-j 61.
..V,

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Summary Annual Report for Seafarers
This is a summary of the annual

report of Seafarers Pension Plan
(I.D. #13-6100329) for January I,
1978 to December 31, 1978. The
annual report has been filed with the
Internal Revenue Service, as re­
quired under the Employee Retire­
ment Income Security Act of 1974
(ERISA).

Basic Financial Statement

The value of plan assets, after
subtracting liabilities of the plan,
was $141,660,432 as of January I,
1978, compared to $151,436,402 as
of December 31, 1978.

During the plan year, the plan
experienced an increase in its net
assets of $9,775,970. This included
unrealized appreciation and depreci­
ation in the value of plan assets; that
is, the difference between the value
of the plan's assets at the end of the
year and the value of the assets at the
beginning of the year or the cost of
assets acquired during the year.

During the plan year, the plan had
total income of $26,725,613 includ­
ing employer contributions of
$15,460,278 and $11,265,335 from
earnings from investments and net
realized gain (loss) from sale or
exchange of assets.

Plan expenses were $10,156,683.
These expenses included $1,242,079
in administrative expenses and
$8,914,604 paid in benefits.

Your Rights to Additional
Information

You have the right to receive a
copy of the full annual report, or any
part thereof, on request. The items
listed below are included in that
report:
1. An accountant's report.
2. Assets held for investment.

To obtain a copy of the full annual
report, or any part thereof, write or
call the office of Mr. A. Jensen, 675
Fourth Avenue, Brooklyn, New
York 11232. The charge to cover

copying costs will be $1.00 for the
full annual report, or $. 10 per page
for any part thereof.

You also have the right to receive
from the plan administrator, on
request and at no charge, a state­
ment of the assets and liabilities of
the plan and accompanying notes,
or a statement of income and
expenses of the plan and accom­
panying notes, or both. If you
request a copy of the full annual
report from the plan administrator,
these two statements and accom­
panying notes will be included as
part of that report. The charge to
cover copying costs given above
does not include a charge for the

copying of these portions of the
report because these portions are
furnished without charge.

You also have the right to
examine the annual report at the
main office of the plan, 675 Fourth
Avenue, Brooklyn, New York 11232^
and at the U.S. Department of
Labor in Washington, D.C., or to
obtain a copy from the U.S. Depart­
ment of Labor upon payment of
copying costs. Requests to the
Department should be addressed to
Public Disclosure Room, N4677,
Pension and Welfare Benefit Pro­
grams, U.S. Department of Labor,
200 Constitution Avenue, N.W.,
Washington, D.C. 20216.

Vega Is Alive and
Well and LMng in Tampa

M2W
^ Now you can improve your math skills In fractions
and decimals in your spare timel

HOW?

HLS has courses for you In fractions and decimals.
They are self-study courses. HLS will send them to
you. You can study them while you're aboard your
ship or boat!

Here's how you can use the skills
you'll get in these courses:

• in your everyday life (for measuring, counting, etc.)
• in your job

• to improve your math skills for upgrading
• to get started on your high school equivalency

program (REMEBER: GED is offered at HLS)
• to review old math skills or learn new ones

I Send for the course you want today! Just fill In and
mail the coupon below.

Check the course you want.
(Why not take both of them?)

( ) FRACTIOnS

( ) DECIMALS

( ) Information on GED
at HLS

Send my course(s) here:

Name^

street.

Clty_ state -Zip.

Cut out the coupon and mall It to this address:

Send It today!
Academic Education Department
Harry Lundeberg School
PIney Point, MD 20674
ATTN; Lois Knowles, Mathematics Department

FOR a guy who specialized in
keeping his ships cool, the

sunny hot clime of Tampa, Fla.
might seem an unlikely place to drop
anchor.

Pensioner Alvaro Vega doesn't
think so. But just to make sure
things don't get too hot, the 64-year
old retired Seafarer now specializes
in keeping cars cool. That is, he
repairs air-conditioners and just
about anything electrical under the
hood.

He learned the trade of an
electrician from years of working on
the ships.

When he retired about six years
ago at the age of 58, he was already
one of the real "oldtimers" in the
Union.

Vega joined the SIU in 1939just a
few months after the Union received
its charter. He proudly points out
that his Book Number is V-4.

His first job on a ship was as a
messman. But when WWII broke
out he switched to the engine room
because "they needed people down
below."

As it turned out, the move to the
engine room was a good one for
Vega. He applied himself and
learned the trade. When he finally
retired after 35 yeare of shipping, he
was sailing as a chief electrician and
reefer engineer.

His specialty on the ships was—
what else—air conditioning systems
and refrigeration maintenance and
repair. His last job before retiring
was on the Sea-Land containership
Newark.

After he called it a day on the
ships. Brother Vega had no definite
plans of getting into a new business.
He used to fix a/c systems in friends'
cars. But the word got around that
he was an A-1 mechanic, and the rest
is history.

A devoted father (he has two
daughters and a son), Vega is
helping his son to start his own air-
conditioning repair business.

He says, "I finally have the time to
help. I have a little saved. So I want
to put it to good use. After all, you
can't take it with you."

Pensioner Alvaro Vega
Brother Vega points out one more

thing. He says everytime he sees an
old shipmate he hasn't seen for
years, the shipmate usually says,
"hey, where the hell you been. I
thought you were dead." Pretty
typical!

Well, this retired Seafarer has
some news for everyone. Alvaro
Vega is alive and well and living
happily with his wife in Tampa, Fla.

Persimals
John W. Wiciunan

It Is Important that you contact Mr.
James Orlando. Tel. (219) 228-6260.

Kashnlr Puchabkl
Please contact, your son, Caslmir at

4207 221 SW Mountlake—Terrace,
Wa. 98043. Tel. (206) 778-6144.
Important!

Michael Robert LaGasse
Please contact, Sonia Prleto.

(212) 639-3887. Emergency!
Tel.

Mark JablonskI
Please contact, your brother,

James—Urgent.
Jim Downey

Please contact, Ben Henderson—
2016 SE 122-Apt. 57-P0rtl8nd, Or.
97233.

John Robert Splcer
Please contact, Benny Splcer, as soon

as possible. Tel. (615) 289-3527.

Ron PolIIno
Please contact, your mother, at 34420

SW 188th Avenue—Homestead, Fla.
33034.

30 / LOG / February 1980

WiWIBiil!



Helge Hobnstrom, 60, joined the
SIU in the port of New York in 1963
sailing as a chief electrician. Brother
Holmstrom upgraded in 1964. He

I also worked at the Bethlehem and
Todd Shipyards, Hoboken, N.J.
Seafarer Holmstrom was a former
member of the Swedish Seaman's
and Labor Unions. He is a veteran of
the Swedish Army during World
War II. A native of Shellettea,
Sweden, he is a resident of New York
City.

WiHlam Denny Johns, 62, joined
the SIU in 1948 in the port of Mobile
sailing as a deck and junior engineer.
Brother Johns was born in Ever­
green, Ala. and is a resident of
Clanton, Ala.

Hugh Lloyd Meacham, 65, joined
the SIU in 1941 in the port of Norfolk
sailing as a bosun and ship's delegate.
Brother Meacham sailed 47 years. He
was bom in North Carolina and is a
resident of Chesapeake, Md.

Robert Calvin Meloy, 58, joined
the SIU in 1946 in the port of
Jacksonville sailing as a recertified
bosun. Brother Meloy sailed 34
years. He graduated from the
Union's Recertified Bosun's Pro­
gram in February 1976. Seafarer
Meloy was on the picketline in the
1946 General Maritime beef in
Jacksonville, organized in the 1947
Isthmian drive and in 1948 hit the
bricks in both the Baltimore and New
York's Wall St. strikes. In 1960, he
was in contention for the N.Y. joint
patrolman post. Meloy is a veteran of
the U.S. Army in both World War II
and the Korean War as a sergeant in
the Transportation Corps. He also
attended the Infantry Officers Train­
ing School and the Army's Plans,
Training and International School.
Born in Cleveland, he is a resident'of
Seattle.

Anthony Mravec, 66, joined the
SIU in the port of New York in 1967
sailing as a wiper. Brother Mravec
sailed 19 years and during the
Vietnam War. He was born in
Cleveland and is a resident of Seattle.

Sebastino Alleluia Pires, 70, joined
the SIU in 1947 in the port of New
York sailing as a chief cook. Brother
Pires sailed 43 years and walked the
Picketline in the 1962 Robin Line
beef. He is a veteran of the U.S.
Army's Hdqs. 241st Service Co.
Engineers in World War II. Seafarer
Pires holds the Asia-Pacific Service,
Philippines Liberation Service and
World War II Victory Medals. A
native of Portugal, he is a resident of
Brooklyn, N.Y.

Daniel Covington Gatewood, 65,
joined the SIU in the port of New
York in 1965 sailing as an AB.
Brother Gatewood sailed 28 years.
He is a veteran of the U.S. Coast
Guard in World War II sailing
aboard the 55 Cactus. Seafarer
Gatewood also attended the U.s>.
Merchant Marine Service School,
Sheepshead, Bay, Brooklyn, N.Y.
during World War IL Born m
Carthage, N;C., he is a resident there.

-Si

Charles Wflson Bartlett, 58, joined
the SlU in the port of Baltimore in
1955 sailing as an AB. Brother
Bartlett sailed 29 years and during
the Vietnam War. He hit the bricks in
the 1961 Greater N.Y. Harbor beef.
Seafarer Bartlett is a veteran of the
U.S. Army in World War II. Born in
Hingham, Mass., he is a resident of
Dorchester, Mass.

James Robert Bergbower, 52,
joined the SIU in the port of
Wilmington, Calif, in 1956 sailing as
a bosun. Brother Bergbower sailed 27
years. He is a veteran of the post-
Korean War U.S. Army. Seafarer
Bergbower was bom in Newton, 111.
and is a resident of Preston, Md.

Eiadio Grajales, 65, joined the SIU
in 1944 in the port of Boston sailing
as a chief steward. Brother Grajales---^
also sailed during the Vietnam War
and as a ship's delegate. He walked
the picketline in the 1961 N.Y.
Harbor beef and the 1962 Robin Line
strike. Seafarer Grajales was bom in
Ponce, P.R. and is a resident of
Gretna, La.

George William Duncan, 63,
joined the SIU in 1943 in the port of
New York sailing as a bosun and 3rd
mate. Brother Duncan sailed 48
years, first on British vessels. He also
worked on the Delta and Waterman
Shoregangs in New Orleans from
1973 to 1979. Seafarer Duncan was
born in Russia where his father was
on assignment as a journalist. He is a
naturalized U.S. citizen and is a
resident of Slidell, La.

Angel Garcia, 65,joined the SIU in
1949 in the port of Tampa sailing in
the steward department. Brother
Garcia is a veteran of-the U.S. Army.
He was born in Tampa and is a
resident there.

Recertified Bosun Raymond War­
ren Hodges, 59, joined the SIU in
1944 in the port of Baltimore.
Brother Hodges graduated from the
Recertified Bosuns Program in 1974
and attended a Piney Point Crews
Educational Conference in 1970. He
is also a graduate of the GED
Program where he was close to being
a "perfect student." Seafarer Hodges
also attended the U.S. Government's
maritime training classes at Sheeps-
head Bay, Brooklyn, N.Y. in 1943.
And he received a Union 1960
Personal Safety Award for sailing
aboard an accident-free ship, the 55
Alcoa Patriot. He was bom in North
Carolina and is a resident of Balti­
more.

Orlan Auoid Midkiff, 65, joined
the SIU in the port of Houston in
1970 sailing as an oiler. Brother
Midkiff sailed 22 years. He is a
veteran of the U.S. Army's Medical
Corps in World War 11. Seafarer
Midkiff was born in Remlin, Tex.
and is a resident of Himphill, Tex.

Kenneth J. Nelson, 60, joined the
Union in the port of Corpus Christi,
Tex. in 1957 sailing as an engineer for
G & H Towing from 1951 to 1979.
Brother Nelson sailed 28 years. He
was a member of the Marine Allied
Workers in 1951. Boatman Nelson
was bom in Humboldt, Tenn. and is
a resident of George West, Tex.

Burvil Wilbert Owens, 62, joined
the Union in the port of Philadelphia
in 1960 sailing as a captain, pilot and
mate for McAllister Brothers from
1972 to 1977, Taylor and Anderson
from 1958 to 1972 and the Warner
Sand and Gravel Co. from 1941 to
1958. Brother Owens is a veteran of
the U.S. Army in World War II. He is
a former member of the NMU,
MM&P and District 50. Boatman
Owens was born in Columbia, N.C.
and is a resident of Philadelphia.

Leroy Gibkenis Sawyer, 63,joined
i the Union in the port of Norfolk in
1961 sailing as an AB for Norfolk
Towing and for C. G. Willis from
1969 to 1971. Brother Sawyer also
sailed for McAllister Brothers from
1953 to 1961. He was a former
member of the UMW. Boatman
Sawyer was born in North Carolina
and is a resident of Chesapeake, Md.

Verner Rudolf Ylitalo, 62, joined
the Union in the port of Saulte Ste. :
Marie, Mich, sailing as an AB and
tankerman for the Atlantic Richfield
Co. from 1964 to 1976, the Great
Lakes Dredge and Dock Co. from
1955 to 1959 and for the Price
Brothers-McClung Co. Brother
Ylitalo sailed deep sea for the SIU
from 1947 to 1956. He is a veteran of
the U.S. Coast Guard during World
War 11. Boatman Ylitalo was born in
Marengo, Wise, and is a resident of
Ironwood, Mich.

Lamar Matthews Lett Sr., 66,
joined the Union in the port of
Mobile in 1957 sailing as a cook for
the Mobile Towing Co. from 1949 to
1979. Brother Lott was born in
Mobile and is a resident there.

Frank Paul Russo, 67, joined the
SIU in 1944 in the port of Norfolk
sailing as an AB. Brother Russo
sailed 39 years. He also attended a
Piney Point Educational Confer­
ence. Seafarer Russo was bom m
Norfolk and is a resident of Harvey,
La.

Edward James Ponis, 65, joined
the SIU in the port of Baltimore in
1952 sailing as a recertified bosun.
Brother Ponis sailed 42 years. He was
born in Boston and is a resident of
Baltimore.

Michel Joseph Dunn, 60, joined
the SIU in 1947 in the port of New
Orleans sailing as a chief steward.
Brother Dunn sailed 32 years. He
attended a HLS, Piney Point, Md.
Crews Conference in 1975. Seafarer
Dunn is a veteran of the U.S. Navy's
Seabees in World War II. He was a
former member of the Bakers and
Confectionery Workers Union,
Local 35 in New Orleans. A native of
Louisiana, he is a resident of New
Orleans.

• February 1980 / LOG / 31

, •..-•J

^7 ./ •

• v -.V J

"••• V-j ^

' fi

i
-p
\

' J

I



i:^-

4

i

PJ

1 ' ^
i.

k' •

vi

> -h'

.1'^ ••-•-;;;f—

.;. '• #":•

I'A

•

JAN. 1-31,1980

Port

Boston '.,,
New York
Philadelphia .-
Baltimore
Norfolk
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals

•TOTAL REGISTERED
All Groups

Class A Class B Class C

TOTAL SHIPPED
All Groups

Class A Class B Class C

DECK DEPARTMENT

••REGISTERED ON BEACH
All Groups

Class A Class B Class C

r\
6 6 1 - 5 5 0 7 4 ! 2
91 39 16 87 48 17 130 48 - ' 12
6 7 4 17 14 1 8 8 - 3
23 9 4 9 4 1 39 12 5
22 10 7 17 16 6 26 14 5
13 2 5 14 6 7 . 9 2 5
20 3 2 14 3 0 36 7 2
79 16 7 46 28 11 154 22 13
46 8 2 32 13 0 54 13 4
28 5 4 28 7 3 50 8 6
18 9 8 14 6 7 26 17 15
25 5 12 22 16 13 66 11 19
13 2 2 25 12 0 25 3 3
68 17 5 65 24 4 118 22 11
1 0 0 1 19 0 0 0 0
0 0 0 0 0 1 2 0 0

459 138 79 396 221 71 750 191 105
Port

Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans ..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Piney Point ....
Yokohama
Totals

ENGINE DEPARTMENT

4 1 1 1 5 1 4 4 2
98 43 8 68 48 2 136 85 16
,9 1 1 7 2 2 20 3 2
12 12 0 10 6 1 21 14 2
11 9 2 7 13 2 15 9 4
7 2 3 7 3 3 6 6 1
10 5 0 12 10 0 30 9 0
40 16 0 37 14 1 95 32 2
20 5 5 17 9 0 33 13 4
24 6 2 16 10 2 35 11 2
7 4 7 4 5 0 24 10 7
24 6 5 16 8 2 49 13 13
2 3 0 9 9 3 4 4 0
49 13 3 33 14 1 102 17 5
0 1 0 0 8 0 0 0 0
0 0 0 0 0 0 0 1 0

317 127 37 244 164 20 574 231 60
Port

Boston .......
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Piney Point ...
Yokohama
Totals

STEWARD DEPARTMENT

1 4 0 0 5 1 1 2 0
32 27 5 51 53 10 52 30 10
3 5 1 1 4 0 6 6 1
11 5 1 8 . 4 0 14 5 1
15 3 1 8 11 4 15 3 1
4 1 2 3 1 1 4 0 3
14 1 0 6 2 0 35 4 0
35 7 3 25 27 4 67 6 6
17 1 2 18 10 3 15 2 2
10 1 1 13 5 1 20 3 2
9 1 7 1 3 5 15 2 13
17 1 6 6 6 6 29 2 14
6 3 1 4 4 0 10 5 3
27 3 3 26 13 1 62 8 4
0 3 0 0 41 0 0 0 0
0 0 0 0 0 0 0 0 0

201 66 33 170 189 36 345 78 60
Port

Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans. .
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Piney Point ...
Yokohama
Totals

ENTRY DEPARTMENT

Totals All Departments 1,098

3 14 4
22 130 51
1 21 10

11 19 6
6 21 12
2 12 4
2 18 1
21 56 19
11 24 4
8 10 17
1 11 27
6 13 16
10 17 4
17 43 29
0 68 0
0 2 0

121 479 204

1.098 810 353 810 574 127

2 7 6
33 205 147
7 34 8
20 36 13
7 24 26
3 15 6
11 23 3
49 93 39
9 39 19
15 21 17
2 31 99
17 36 41
17 27 15
27 88 67
0 7 0
1 3 0

220 689 506

1,889 1,189 731

•'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.

Shipping m the month of December was good to excellent in all A&G deep sea ports, as it has been for the last
several years. A total of 1,511 jobs were shipped last month to SlU-contracted deep sea vessels. Of these onlv 810
or slightly more than half, were taken by "A" seniority members. The rest were filled by "B" and "C" senioritv
people. Shipping is expected to remain good to excellent for the foreseeable future

32 / LOG / February 1980

SIU Atlantic, Gulf, Lakes
& Inland Waters

United Industrial Workers
of North America

PRESIDENT
Paul Hall

SECRETARY-TREASURER
Joe DiGiorgio

EXECUTIVE VICE PRESIDENT
Frank Drozak

HEADQUARTERS
675 4 Ave., Bklyn. 11232

ALGONAC, Mich. ^212) HY 9-6600
520 St. Clair River Dr. 48001

(313) 794^9375
ALPENA, Mjch 800 N. 2 Ave. 49707

(517) EL 4-3616
BALTIMORE, Md.

1216 E. Baltimore St. 21202
(301) EA 7-4900

BOSTON, Mass. .... 215 Essex St. 02111
(617) 482-4716

BUFFALO, N.Y.. .290 Franklin St. 14202
(716) TL 3-9259

CHICAGO, ILL.9383 S. Ewing Ave. 60617
(312) SA 1-0733

CLEVELAND, Ohio
1290 Old River Rd. 44113

(216) MA 1-5450
COLUMBUS, Ohio

4937 West Broad St. 43228
(614) 870-6161

DULUTH, Minn.
705 Medical Arts Building 55802

(218) RA 2-4110
FRANKFORT, Mich P.O. Box D

415 Main St. 49635
(616) 352-4441

GLOUCESTER, Mass.
120 Main St. 01903

(617) 283-2645
HOUSTON, Tex..., 1221 Pierce St. 77002

JACKSONVILLE, Fla. 659-5152
3315 Liberty St. 32206

(904) 353-0987
JERSEY CITY, N.J.

99 Montgomery St. 07302
(201) HE 5-9424

MOBILE, Ala. ..IS. Lawrence St. 36602
(205) HE 2-1754

NEW ORLEANS, La.
630 Jackson Ave. 70130

(504) 529-7546
NORFOLK, Va. ; 115 3 St. 23510

(804) 622-1892
PADUCAH, Ky 225 S. 7 St. 42001

(502) 443-2493
PHILADELPHIA, Pa. 2604 S. 4 ^t. 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

SEATTLE, Wash 2505 I Ave. 98121
(206) MA 3-4334

ST. LOUIS, Mo. 4581 Gravois Ave. 63116
(314) 752-6500

TAMPA, Fla. 2610 W. Kennedy Blvd. 33609
(813)870-1601

TOLEDO, Ohio... 635 Summit St. 43604
(419) 248-3691

WILMINGTON, Calif.
408 Avalon Blvd. 90744

(213) 549-4000
YOKOHAMA, Japan P.O. Box 429

Yokohama Port P.O. 5-6NihonOhdori
Naka-Ku 231-91

201-7935

West Coast Stewards Halls
HONOLULU, Hawaii

707 Alakea St. 96813
(808) 537-5714

PORTLAND, Or.421 S.W. 5th Ave. 97204
(503) 227-7993

WILMINGTON, Ca.
408 Avalon Blvd. 90744

(213) 549-4000
SAN FRANCISCO, Ca.

350 Fremont St. 94105
(415) 543-5855

m:..



IRS Adopts New Procedur-es in Regard to Allotme.�ts
The Internal Revenue Service

recently set forth new procedures
relating to the reporting of wages,
payment of taxes and collection of
income t_axes, with respec:.t to

seamen, as well as modifying the
special "end of voyage" reporting
procedures.

Now, the allotments paid to a
seaman must he: induded in the

Norwe1y offers pension to
WW II seamen

Seamen who were Norwegian citizens and served on Norwegian ships
during World War II may be eligible for pension benefits from Norway.

. To be eligible generally the seaman must be 60 years old and must have
had a minimum of 150 months of sailing on Norwegian ships. Merchant
seamen who served at least 18 months during the period of Sept. 1, 1939
to Dec. 31, 194) (outside occupied Norway) would be"-eligib/e.

Following are kinds of service which may be considered for a pension:

seaman's gross income in the taxable
year the allotments are paid.

A seaman does not have to report
in gross income other wages, such as
advances or slops, until the taxable
year in which the voyage ends. As a
result of this Revenue Procedure,
the seaman will be receiving an IRS
W-2· form (sta tement of wages
received in a calendar year) for the
allotments paid during a calendar
year, if the voyage ends in a
subseqpent year. ·

The form will also reflect the
FICA (social security) taxes de­
ducted as well as withholding for
Federal income taxes. He will then

use this information for inclusion on
his personal tax return.

When the voyage ends, the sea­
m a n will receive a W-2 form·
reflecting the balance of his wages,
after allotments paid in the prior
year, and the amount of FICA and
income taxes withheld.

In the instance when a voyage
'-·begins in one year and terminates in

a subsequent year, it will be a tax
advantage to the seaman, who has
authorized allotments, by avoiding
all of the taxable income being
bunched into the year the voyage
terminates.

• Service on Norwegian or Allied ships as a Norwegian Citizen;
• Seamen who served in the Norwegian Army, Navy or Air Force as a

Norwegian citizen;
$2.88 For Waterway Proiects

• Seamen who served in the Allied forces, Army, Navy, Air Force as a
Norwegian citizen;

• Seamen who served ashore either in an administrative capacity or in
defense-related work as a Norwegian citizen;

• Considered seamen are also those who served actively in the
Norwegian or Allied Navy withoUt any service in the merchant marine.

In addition, a special bonus pension is allowed for wartime service. A
seaman who was a Norwegian citizen when he sailed and has since
become a citizen of another country remains qualified. A widow or
children of a deceased Norwegian seaman may also claim the bonus. '

Those who qualify may write to the following address for further
information: Norwegian Seaman's War Veterans Club, c/ o Birger
Lunde, 84 Hillcrest St., Staten Island, N. Y. 10308.

President Carter has signed into
Jaw the 1980 Appropriations Act for
the Army Corps of Engineers. The
legislation allocates $2.8 billion to
the Corps so that it can carry out a
variety of duties· essential to the

·· economic well-being of this nation.
·Included in the legislation are

provisions which call for the con­
struction of nearly $490 million
dollars worth of navigation projects
on the inland waterways and in the
coar;tal harbors.

There are over 55 separate naviga­
tion projects listed in the legislation,
the most prominent of which are
Locks and Dam 26 at Alton, Ill. and
the Terine�ee-Tombigbee Waterway
in Alabama and Mississippi. .

The legislation highlights one
important fact: commerce on the
inland waterways is heavily depen­
dent upon the Federal government
for its survival. The good Lord may
have given us the Mississippi River,
but it was the U.S. government who
constructed the· locks and dams

"'LJ" l "17: B h. h ' d which make inland shipping eco-

n. e rp _,_ our rot er Dow.i t e Roa . _no

_
micall-y fe

_
asibl

_
e. __

S
ee�ng 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 off er a guiding

arm to the blind because we all think it must be a terrible thing to be unable to see
where you're going.

An alcoholic can't see where he's going either, only alcoholics
d.9n't have friends. Because a friend wouldn't let another man blindly travel a
c��rse 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 .:::::!
Alcoholi� Rehabilitation Center in Valley Lee, Md. "\

Once h�'s there. a n alcoholic SiU member will receive the care arid counseling �
he needs. And he 11 get the support of brother SIU members who are fighting LU

the same tough battle he i� bac� 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 dista�ce alone. _ ........ ..._..._

And by guiding a brother Seafarer in the direction of the Rehab Center,
youll be showing him that the first step back to recovery is only an
arm's length away.

�-------------------------------�

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 co nfidential, and that they will not be kept
anywhere except at The Center.

Name ............................. Book No, ........... .

Address .............. . . . . ... ...... . ..... ... .... ... ....
(Street or RFD) (City) (State) (Zip)

Telephone No ................ .
Mail to: THE CENTER

Star Route Box 153-A
Valley Lee, Md. 20692

or call, 24 hours-a-da)', (301) 994-0010

L-------------------------------�

February 1980 I LOG I 33



I'-?
. -1
1 ? S •' •

uf

'• i

PMlade^hia

lOT has placed into Gulf service the new 480-foot barge Ocean 192
to carry 180,000 barrels of crude or petrochemical products in 12
coated compartments.

The twin-screw 5,600 hp new tug Freedom (lOT) will push the barge
which has a redesigned streamlined hull. She was built by the Galves­
ton Shipbuilding Co., Houston.

GreatLakes

Barge G.L. 33—a new 4,000 cubic yard Manitowoc hydrodump
barge—was launched last month by the Great Lakes Dredge & Dock Co.,
Chicago at the Maxon Marine Industries Shipyard, Tell City, Ind.

The steel, deep sea barge measures 234 by 53 by 23 feet. She has a
longitudinal divided hull hinged at each end above deck. Hydraulic
cylinders open the hull hopper to dump and close.

1. ~ JV. S.-J?"." "i .'r.' ••'-•-•Np.it 'JV- -i' "

Mobile

More than 100 miles of the 232-mile Tennessee-Tombigbee Waterway
were open to river navigation last month from its southern end at
Demopolis, Ala. north to Columbus, Miss, pending the raising of the
water level at the Aliceville Lock and Dam.

Almost $1 billion of the estimated $1.67 billion Federal cost of the
entire project is now under contract.

St Louis

Contract negotiations with Orgulf and Ozark Marine have been
completed and a ratification vote by the membership was under way early
this month.

The U.S. Corps of Engineers here has issued a "notice to proceed" to
contractors for the first stage of construction at Locks and Dam 26 near
Alton, 111. The first stage is the building of a cofferdam on the
Missouri shore extending 1,000 feet into the Mississippi.

The resulting 25-acre area enclosed by the cofferdam will be de-
watered for the construction of the first six gates of the new dam. Comple­
tion in 1981 of the $41.7 million contract will restrict the river to a
700-foot width along the Illinois shore.

V;lv

M

h

' h

•<. ••

. i
I I

J
- '}

'i h

J

^ . u
4

I)

MARAD has okayed the $11.2 million bid of the Great Lakes Dredge
& Dock Co.'s Tidewater Dredging of Oakbrook, 111. in building a 4,300
hp trailing suction hopper dredge.

WasMnglon,D.C.

President Jimmy Carter in his 1981 budget request to Congress has
asked for $30 million for construction and rehabilitation of 34 inland
waterways, locks and dams projects.

Port Arthur, Tex.

Sabine Towing has on order a 103 foot, 3,200 hp twin screw harbor tug
from Delta Shipyard, Houma, La.

You Can't Afford Not To

The Transportation Institute Towboat Operator Scholarship
Program pays you while you go to school at HLS. It gives
you hee room, board and books. It helps you earn wheel-
house time while you leam boathandling skills. And HLS
graduates get day-for-day worktime credit.

You can't afford not to apply for a
Towboat Operator Scholarship

The next class begins April 7.
Contact your SIU Port Agent or your Company to apply.

National Marine Service has asked MARAD for $30.7 million in
subsidy to build 46 double-skinned oil-chemical tank barges and five
diesel-powered towboats with delivery before 1982.

The barges will be built by Hillman Barge, Brovmsville, Pa., Nashville
(Tenn.) Bridge and Jeffboat, Jeffersonville, Ind. Dravo of Pittsburgh
and Ortis Boat, Krotz Springs, La. will build the towboats.

On her maiden voyage downriver from Dravo, the towboat National
Energy (National Marine) had as her crew: Capt. J.A. Benoit, Pilot
Norman East, Trip Pilot V. Ward, Port Engineer C. Webb, Engineer F.
Stanley, Mate S. Lamb, Tankermen J. Bowman and T. Stewart,
Deckhands G. Coleman and E. Renshaw and Cook P.W. Chambers.

New Orleans

Opening contract negotiations began early this month with both Dixie
Carriers and Gulf Canal.

Radcliff Materials has three 1,650 hp towboats on order for future
delivery from the Dravo Shipyard, Neville Is., Pa.

Cook Duncan V. "Pat" Patterson reported late last month that he's
"back on the river again."

That is on the Mississippi aboard the towboat Dixie Power (Dixie
Carriers).

Pat says the run from here to Meyers, Miss., a few miles north of
Vicksburg, takes 48 hours going upstream and 24 down, past Baton
Rouge, La.

Previously, Pat had got off the deep sea tug Alice Moron (Moran
Towing) in Ft. Lauderdale, Fla. Seems before he got off the tug was
having problems coming across the Gulf towing a 510-foot barge.

Assisted by two other tugs, the Alice Moran was "comin' through
the notch" of Port Everglades, Fla. Harbor when she lost the towliqe.

Cove Navigator Committee

SIU Patrolman Teddy Babkowski (seated center) fills out dues receipt for (seated
left) Steward Delegate C. Harmanson of the ST Cove Navigator (Cove Shipping)
Ship's Committee recently. The rest of the committee (I. to r.) are Chief Steward
Ray Casanova, secretary-reporter; Deck Delegate Patrick i_escot, Bosun Tom
Ratcliffe, ship's chairman and Chief Pumpman Jim Emidy, educational director.
The tanker paid off at the Con Edison Plant. Brooklyn, N.Y.

34 / LOG / February 1980 • • • , •



Legal Aid
In the event that any SIU members

have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem­
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:

NEW YORK, N.Y.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200

BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967

HOUSTON, TEX.
Archer & Peterson
Americana Building
Sll Dallas Street
Houston, Texas 77002
Tele. #(713) 659-4455

TAMPA, FLA.
Hamilton & Douglas, P.A.
2620 W. Kennedy Blvd.
Tampa, Florida 33609
Tele. #(813) 879^9482

SAN FRANCISCO, CALIF.
John Paul Jennings, Henning
and Wash
100 Bush Street, Suite 1403
San Francisco, California 94104
Tele. #(415) 981-4400

Philip Weltin, Esq.
Weltin & Van Dam
No. 1 Ecker Bid.
San Francisco, Calif. 94105
Tele.#(415) 777-4500

ST. LOUIS, MO.
Gruenberg & Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440

NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112,
Tele. #(504) 586-9395

LOS ANGELES, CALIF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250

MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904

DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220

GLOUCESTER, MASS.
Orlando & White
Two Main Street
Gloucester, Massachusetts 01930
Tele. #(617) 283-8100

SEATTLE, WASH.
Vance, Davies, Roberts,
Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610

CHICAGO, ILL.
Ratz & Friedman
1 South Dearborn Street
Chicago, Illinois 60603

^Tele. #(312) 263-6330

Arbitrator Rules
An arbitration involving the

application of cost of living add-ons
in determining the daily wage due to
SIU Boatmen employed by Dixie
Carriers Co. in New Orleans was
settled last month.

In a decision dated Jan. 7, 1980,
the impartial arbitrator ruled that
the cost of living adjustment which
Dixie had rolled in to the wages of
Union Boatmen as of Apr. 6, 1979
was correctly computed by the
company.

The arbitrator's ruling on the
Dixie COLA arose from a grievance
filed by the SIU against the
company, based on differing
interpretations of the cost of living
clause in Dixie's collective bargain­
ing agreement.

Because of the differing interpre­
tations of the contract, the Union
and the company arrived at a
different 1979 COLA amount and,
therefore, a different wage rate. The
Union's 1979 COLA figure was

for Company in
slightly higher than the COLA
worked out by Dixie.

As an example, under the SIU's
computations the new daily wage
rate with 1979 COLA figured in due
to a Canal Captain as of Apr. 6,1979
should have been $102.74. By the
company's figuring, the new wage
rate for Canal Captains came to
$101.20, a difference of $1.54.
COLA'S apply to all ratings. The
amount differs with the pay scale but
the method of computation is the
same across the board.

An impartial arbitrator was
named to settle the matter. Both the
Union and the company agreed to
abide by the arbitrator's decision.

In his seven page ruling the
arbitrator said that "the contract
calls for a 5 percent increase in the
daily wage each year. It does not," he
continued, "provide for a 5 percent
increase in 1979 plus the 1978 cost of
living adjustment.

"The cost of living adjustment for

Dixie COLA Beef
1979," the arbitrator concluded,, "is
based, in Dixie's contract, not upon
'wages being paid' but upon the Base
Daily Rate and the adjustment of
CPI thereon over the 5 percent wage
increase."

Based on the arbitrator's interpre­
tation of the Union's collective
bargaining agreement with Dixie,
the cost of living add-ons Dixie
Boatmen have been receiving, rolled
into their wages since Apr. 6, 1979
are correct.

This is the final COLA Union
members at Dixie will receive under
the terms of the current contract
which expires this year.

When Siy reps sit down at the
bargaining table later in 1980 to
negotiate a new, three-year
agreement with Dixie, one of their
priorities will be to clarify the
contract language so that there can
he no question about cost of living
adjustments due to Union Boat­
men at Dixie in the future.

Dispatchers Report for Inland Waters
JAN. 1-31,1980 •TOTAL REGISTERED

All Groups
CiassA CiassB CiassC

Port

TOTAL SHIPPED
AHGrauns

ClatsA aassB ClassC

DECK DEPARTMENT

••REGISTERED ON BEACH
All Groups

Class A Class B ClassC

Boston ' 0 0 0 0 0 0 0 0 0
New York 0 0 0 0 0 0 2 0
Philadelphia 0 0 0 0 0 0 0 0 0
Baltimore....... 6 8 2 0 0 0 12 16 5
Norfolk 0 0 0 0 0 0 0 0 0
Tampa 3 3 3 0 1 1 7 5 5
Mobile 1 0 2 0 0 3 2 0
New Orleans 2 2 0 1 0 0 10 11 12
Jacksonville 3 0 1 1 0 0 3 0 . 3
San Francisco 0 0 0 0 0 0 0 0 0
Wilmington 4 4 0 0 0 7 12 13
Seattle 0 0 0 0 0 0 0 0 0
Puerto Rico ,.... 0 1 0 0 0 0 0 1
Houston 6 4 8 2 2 1 6 9 7
Port Arthur 5 12 11 3 6 14 5 19
Algonac 0 0 0 -0 0 0 0 0
St. Louis 5 2 7 2 0 2 9 5 34
Piney Point 10 2 0 10 2 0 0 1 0
Paducah. 12 3 46 1 0 0 32 9 131
Totals 34 84 30 a 10 103 77 230

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

ENGINE 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 1
0 0 0 0 0 0 0 0 0
0 0 1 0 0 0 1 0 0
0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 1 0 0
2 0 1 0 0 0 2 0 1
0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 1
0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0
0 0 1 0 0 0 2 0 1
1 0 0 0 0 0 1 0 0
0 0 0 0 0 0 0 0 0
0 0 0 0 1 0 0 0 0
2 0 0 2 0 0 0 0 0
0 0 1 0 0 0 1 0 3
5 0 4 2 0 0 8 0 7

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

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 1 0 0 0 0 1 1
0 0 0 0 0 0 0 0 0
0 1 1 0 2 0 0 0 2
0 0 0 0 0 0 0 0 0
1 0 2 0 0 • 0 1 2 2
0 0 0 0 0 0 1 0 ' 0
0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 1 0 1
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 1 ' 0 0 0
0 0 0 0 0 0 0 0 0
1 - 0 0 0 0 0 2 1 0
1 0 0 1 0 0 0 0 0
3 1 7 0 1 0 4 2 16
6 2 12 2 3 5 9 6 22

76 36 100 34 11 15 120 83 259 Totals All Departments

•'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.

February 1980 / LOG / 35

•' • V- i

.'tj

•• -f



•'ii-'-• . - !»•
M. •

isS'-

N' ^

- !

•«)

.r ^

>' .

a

Pensioner
Nicholas Mallette,
67, died of heart-
lung failure in
Mobile on Sept.
24. Brother Mal-
lette joined the
SlUin 1946 in the
port of Mobile

sailing as a AB. He sailed for 32 years.
Seafarer Mallette was bom in Brous-
sard. La. and was a resident of Bayou La
Betre, La. Interment was in the Odd
Fellows Cemetery, Mobile. Surviving
are his widow, Mae; three sons, Donald,
Ronald and Bernard and a daughter,
Wanda.

Pensioner
David Alfred

I Lewis Sr., 72, was
dead on arrival of

I a probable heart
attack at the Lake

I County Memorial
Hospital, East
Painesville, Ohio

after being taken ill at home in Madison,
Ohio on Oct. 23. Brother Lewis joined
the Union in the port of Ashtabula,
Ohio in 1961 sailing as an oiler and
dredgeman from 1947 to 1966. He sailed
for the Dredge Engineers and
Cranesmen Union from 1935 to 1949
and from 1957 to 1959. Laker Lewis also
sailed for the American Dredge Co.
from 1960, 1961 and the Great Lakes
Dredge Co. A native of Concord, Ohio,
he was a resident of Cleveland. Burial
was in Evergreen Cemetery, Painesville.
Surviving are his widow, Diantha Eloise
and four daughters, Mrs. Donald
(Beverley) G. H. Gordon of Cleveland,
Donna Lee, Juanita Louise and Bonnie
Lou.

Allan A. De Hart
Ames, 24, died in
the Seamen's
Church Institute,
New York City on
Nov. 27. Brother
Ames joined the
jSIU in 1972
Ifollowing his

graduation from the HLS, sailing out of
the port of New York in 1975. He also
eamed his GED in Piney Point.
Seafarer Ames was born in Washington,
D.C. and was a resident of New York
City and Upper Marlboro, Md.
Cremation took place in the Evergreen
Crematory, Hillside, N.J. Surviving are
his parents, Mr. and Mrs. Allan and
Mildred Ames of Upper Marlboro.

Pensioner Joseph Elrln Gardner, 62,
died of a liver ailment at home in
Sebastopol, Calif, on Sept. 12. Brother
Gardner joined the Union On the West
Coast sailing as a chief cook. He sailed
for 26 years. In 1959, he sailed on the 55
Flavia (Grace Line) and on the 55
President Cleveland (APL). Seafarer
Gardner was born in Texas. Surviving is
his widow, Edith. Cremation took place
in the Pleasant Hill Cremetery,
Sabastopol.

36 / LOG / February 1980

Robert Wayne
Guthrie, 56,
succumbed to
lung failure in the
John Sealy Hospi-
taL Galveston on
Sept. 30. Brother
Guthrie joined the
SIU in 1943 in the

port of Boston sailing as a chief
pumpman with the Union for 19 years.
He also sailed as a 3rd assistant engineer
with MEBA for 14 years. Born in Des
Moines, la., he was a resident of
Coldspring, Tex. Burial was in
Woodlawn Cemetery, Crowley, La.
Surviving are his widow, Maudrey
Margaret; his mother, Zola of Houston
and sister, Mrs. Thelma Cornwell of
Des Moines.

Thomas Edwin
"Tom" Shoe­
maker, 32, died on
June 7. Brother
Shoemaker joined
the SIU following
his graduation
from the HLSS in
1967 sailing as an

AB. He also sailed during the Vietnam
War. Seafarer Shoemaker also attended
a Piney Point Educational Conference
in 1971. And he was an aviation
machinist. Born in Linneus, Mo., he was
a resident of Tujunga, Calif. Surviving
are his widow, Yvonne; his parents, Mr.
and Mrs. Andrew Shoemaker of
Brookfleld, Mo. and a sister, Mrs. L. J.
Bachtel.

Bernard Mac­
Kinnon, 49, died
on July 29. Broth­
er MacKinnon
joined the Union
in the port of
Detroit in 1961
sailing as a deck­
hand for Dunbar

and Sullivan from 1954 to 1968 and
Western Contracting from 1961 to 1968.
He also sailed as a mate for the Great
Lakes Dredge and Dock Co. in 1978.
Laker MacKinnon was bom in Nova
Scotia, Canada and was a resident of
Detroit. Surviving are a daughter,
Janine of Detroit and a brother, John.

Pensioner
Joseph Ferenc, 86,
passed away from
natural causes in
the Lenox Hill
Hospital, New

I York City on Aug.
7. Brother Ferenc

[joined the SIU in
1942 m the port of New York sailing as
an AB. He hit the bricks in the 1965
maritime beef. Seafarer Ferenc was
born in Hungary and was a resident of
New York City. Cremation took place
in the Garden State Crematory, North
Bergen, N.J. Surviving are his widow,
Josie and a son, Steven.

Sorella Kaiser, 72, passed away on
Oct. 16. Sister Kaiser was a member of
the Union for seven years sailing as a
chief steward and chief cook for the
Kelly Island Sand Co. She was also a
member of the International Cleaning
and Dye House Workers Union for the
Mullaire Dry Cleaning Go. She was a
resident of Cleveland, Ohio. Burial was
in Edgewood Cemetery. Surviving are
her widowef. Pensioner Chester Kaiser
and a sister, Mrs. Inez Lahti of
Ashtabula, Ohio.

Lawrence Cur­
ry "Larry" Boyd
Jr., 33, died
in Gainesville,
Fla. on Nov. 10.
Brother Boyd
joined the SIU in
the port of
Jacksonville in

1971 sailing as a fireman-watertender
and en^neer. He sailed on the 7T
Manhattan (Hudson Waterways) in
1977. Seafarer Boyd was a veteran of the
U.S. Coast Guard during the Vietnam
War. Bom in Philadelphia, he was a
resident of St. Petersburg, Fla. Burial
was in the Maypop Cemetery, Branford,
Fla. Surviving are his mother, Muriel of
Branford and his father, Lawrence of St.
Petersburg.

Arthur Robert
Peter Ralo, 62,
died on Aug. 23.
Brother Raio
joined the SIU in
the port of Phila­
delphia in 1969
sailing as a chief
cook. He sailed 20

years and attended a Piney Point Crews
Conference in 1975. Seafarer Raio was a
veteran of the U.S. Air Forces in World
War 11. A native of Philadelphia, he was
a resident there. Interment was in the
Gate of Heaven Cemetery, Berlin, N. J.
Surviving are his parents, Mr. and Mrs.
Alfonso and Virginia Raio and two
brothers, Thomas of Williamstown,
N.J. and Alfonso Jr. of Philadelphia.

wnue Sims, 58,
died of lung fail­
ure in the Port­
land (Ore.) U. S.
Veterans Admin-

I'istration Hospital
I on Oct. 3. Brother
Sims joined the
Union in the port

of San Francisco in 1967. He sailed in
the steward department on the SS Santa
J/ar/fl (Delta Line) from 1977 to 1978.
He sailed 23 years. And he was a veteran
of the U.S. Navy in World War 11. Sims
was bom in Smithville, Tex. and was a
resident of Portland. Burial was in
Smithville. Surviving are his widow,
Mary; a daughter, Mrs. Adrilla Fondal
of Smithville; a sister, Mrs. Sewilla A.
Watkins of Los Angeles; seven nephews,
12 nieces and 31 cousins.

Pensioner Bennie Johnson, 78, died
of cancer in the port of Cleveland on
Oct. 15. Brother Johnson joined the
MC&S in 1947 sailing as a waiter and
officers'BR for the State Lines. He was
born in Mississippi and was a resident of
Cleveland and Mississippi. Burial was in
the Highland Park Cemetery, Cleve­
land. Surviving are his widow, Bassie; a
son, Walter of Praire Pt., Miss, and a
stepsister, Mrs. Lavenia Brown of
Detroit, Mich.

Pensioner Remlglo Mangayam, 84,
died of heart failure in the Broadway
Hospital, Vallejo, Calif, on Oct. 25.
Brother Mangayam joined the MC&S
in 1943 sailing as a cook for APL and
Pacific Transport. He was bom in the
Philippine Islands and was a resident of
Vallejo. Seafarer Mangayam was a
naturalized U.S. citizen. Interment was
in the Sunrise Memorial Cemetery,
Vallejo. Surviving are a daughter, Mrs.
Rosita Callenta and a sister, Mrs. Jean
Antolin of Vallejo.

Robert William
Mateo, 48, died of
a heart attack on
arrival at the
Chesapeake (Va.)
'General Hospital
on May 19. Broth­
er Mateo joined

! the SIU in the port
of Norfolk in 1968 sailing as a 3rd cook.
He sailed 20 years. Seafarer Mateo was a
wounded veteran of the U.S. Army
during the Korean War. Born in
Portsmouth, Va., he was a resident
there. Burial was in the Olive Branch"
Cemetery, Portsmouth. Surviving are
his widow, Marie; two stepsons, Arthur
and William Edwards; his mother, Mrs.
Elsie Barber and an aunt, Mrs. C.L.
Pickett of Portsmouth.

Pensioner
Manuel Rosende
Perez, 84, passed
away from natural
causes in Muros,
La Coruna, Spain
on Sept. 9. Bro­
ther Perez joined

ithe SIU in 1939 in
the port of Baltimore sailing as an AB.
He sailed 50 years. Seafarer Perez was
bom in Muros and was a resident there.
Interment was in La Coruna. Surviving
are a daughter, Mrs. Dolores Vasquez,
of Union, N.J.; a grandson, Manuel
Vasquez of East Stroudsburg, Pa.;
another grandson, John Vasquez and a
granddaughter, Marie Vasquez, both of
Union.

Pensioner Paul
Andrew Switch,
65, died of heart
failure in the
Harrisburg (Pa.)
Hospital on Nov.

, 9. Brother Switch
I joined the SIU in
the port of New

York in 1958 sailing as a fireman-
watertender. He sailed 35 years and
during the Vietnam War. And was on
the picketlines in the 1955 and 1963
maritime beefs and the 1965 District
Council 37 strike. In 1960, he was
awarded a Union Personal Safety
Award for sailing aboard an accident-
free ship, the SS Steel Architect. A
native of Martin, Pa., he was a resident
of Harrisburg. Cremation took place
and his ashes were scattered on the seas.
Surviving are his widow, Barbara and a
brother, Joseph of Martin.

P e n s i o n e r
I William Mathews
Turpln, 69, died of
heart-liing failure
in the Houston
USPHS Hospital
on Oct. 12. Bro-

i ther Turpin joined
the SIU in the port

of Houston in 1964 sailing as a fireman-
watertender. He sailed 32 years.
Seafarer Turpin was also a machinist
and a former member of the Iron and
Steel Workers Union. Born in Horden-
Wharton, England, he was a resident of
Dime Box, Tex. He was also a
naturalized U.S. citizen. His remains
were donated according to his wishes to
medical research at the Baylor (Tex.)
College of Medicine, Houston.
Surviving are his widow, Nathalee; two
sons, John and Thomas; a daughter,
Christy Ann and a brother, John of
Chicago, 111.



Pensioner Al­

berto Atilio Aran­
cibia, 71, died of
natural causes in
Calvary Hospital,
Bronx, N. Y. on
Dec. 9. Brother
Arancibia joined
the SIU in 1942 in

the port of New York sailing as a saloon
pantryman. He hit the bricks in the 1961
Greater N.Y. Harbor beef and the 1962
Robin Line strike. Seafarer Arancibia

. was born in Valparaiso, Chile and was a
resident of the Bronx. He w as a
naturalized U.S. citizen. Cremation
took p l a ce in the G ar d en S tate
C r e m a t o r y , N o r t h B e r g e n , N .J.
Surviving are two daughters, Mrs.
Angelina Cortez and Mrs. Maria Smith,
both of the Bronx.

Pensioner Hor­
ace Stanley Curry
Sr., 77, died of
heart failure in the
Springhill Mem­
o r i a l Hospital,
Mobile on Nov.
11. Brother Curry '

joined the SIU in
1945 in the port of Mobile sailing as a
chief steward. He sailed 46 years.
Seafarer Curry was born in Ohio and
w as a resident of Mobile. Interment was
in the Elam Cemetery, Mobile County.
Surviving are two sons, Horace Jr. of
Mobile and Maurice; a daughter, Mrs.
Elizabeth Wiggins of Satsuma, Ala. and
a mother-in-law, Mattie.

Pensioner Paul
B�ddy McDaniel,
62, died of cancer

.·i�r-li.a&,t,, .. StH)µ-4�-.
burg, Pa. on Dec.
2 1 . B r o t h e r
McDaniel joined
the SIU in 1947

· in the port of New
York sailing as a bosun. He sailed 36
years and was on the picketline in the
1961 N. Y. Harbor beef. Seafarer
McDaniel ugraded at Piney Point in
1974. He was a veteran of the U.S. Navy
in World War II. A native of Uvalda,
Ga., he was a resident of Stroudsburg,
Pa. S u rviving ar e his w idow,
Bernadette; a son, Michael and a
daughter, Elizabeth.

Jarnes Edman Matthews, 58, died of
heart-lung failure in the Nassau Bay
(Tex.) USPHS Hospital on Dec. 11.
Brother Matthews joined the Union in
the port of Houston in 1977 sailing as a
deckhand on the towboat Robert B.

(Western Towing) from 1975 to 1977.
He was a veteran of the U.S. Army
during World War II. Boatman Mat­
thews was born in Livingston, Tex. and
was a resident of Liberty, Tex. Burial
was in the Menard Chapel Cemetery,
Polk County, Tex. Surviving are his
widow, Louise; a brother and sister-in­
Iaw, Mr. and Mrs. Earnest L and
Josephine C. Matthews Sr. of Houston
and a sister, Mrs. Esther Scott of
Liberty.

Pensioner Clarence Harold Mc­
Knight, 75, died of lung failure in the
San Francisco USPHS Hospital on
Nov. 26. Brother McKnight joined the
Union in 1934 on the West Coast. He
sailed 33 years. Seafarer McKnight was
born in Colorado and was a resident of
Sonoma, Calif. Burial was in Evergreen
Cemetery, Oakland Calif.

P e n s i o n e r
Th omas Met ra

· Gower, 62, suc­
cumbed to cancer
m the Norfolk
USPHS Hospital
on Dec. 2. Brother

; Gower joined the
' SIU in 1947 in

the port of New York sailing as a fire­
man-watertender. He was a veteran of
the U.S. Army's Field Artillery in World
War IL Seafarer Gower was born in
North Carolina and was a resident of
Chesapeake, Md. Interment was in
Rosewood Memorial Park Cemetery,
Virginia Beach, Va. Surviving are two
sisters, Joyce and Mrs. Shirley
Ambrose, both of Chesapeake.

P e n s i o n e r
Gunnar Grahne,
75, died of a heart
attack at home in
Brooklyn, N . Y.
on Dec. 8. Brother
Grahne joined the
SIU in 1942 in the

• port of New York
sailing as a bosun. He sailed 46 years.
Seafarer Grahne was on the picketline
in the 1961 N.Y. Harbor beef. A native
of Finland, he was a naturalized U.S.
citizen. Cremation took place in the
Greenwood Crematory, Brooklyn.
Surviving are his widow, Martha of
Huntington, L.1., N.Y. and a sister,
Ruth of Borga, Finland.

P e n s i o n e r
J oseph W a l ter
Kusmierski, 65,
died of heart-lung
failu re in the

. N�!iaU aay(Tex.)
: USPHS . Hospital

on Sept. 7. Bro­
ther Kusmierski

joined the SIU in 1945 in the port of
New York sailing as a bosun. He was a
former member of the NMU and a
machinist. Seafarer Kusmierski was a
veteran of the U.S. Navy in World War
II. Born in Grand Rapids, Mich., he was
a resident of Houston. Cremation took
place in the South Park Crematory,
Pearland, Tex, Surviving are his widow,
Lillian and a daughter, Mrs. Sandra
Ehlers of Bellview, Wash.

P e n s i o n e r
: P eter Hei nrich

Lohse, 80, passed
away from natural
causes in Booth

, Memorial Medi­
cal Center, Flush­
ing, Queens, N. Y.
on Dec. 14. Bro­

ther Lohse joined the SIU in 1946 in the
port of New York sailing as a bosun. He
sailed 45 years. Seafarer Lohse was born
in Bremen, Germany and was a
naturalized U.S. citizen. He was a
resident of Flushing. Interment was in
Flushing Cemetery. Surviving are his
widow, Irma; two sons, Peter Jr. and
Reinhard and a daughter, logo.

Pensioner Charles Clarke, 75, passed
away from natural causes in the Port
Antonio (JaP.laica) Public General
Hospital on Apr. 30. Brother Clarke
joined the Union (the merged MC&S) in
1942 in World War II on the West Coast
sailing as a chief steward later on the SS

Angelo Petri (United Vintners). He was
a resident of Port Antonio. Surviving
are his widow, Ruby and a son, Ian.

Pensioner Pedro
Crespo Esteban,
72, died of heart
failure in the Bin­
angonan General
Hospital, Morong,
Rizal, P.1. on Oct.
4. Brother Este­
ban joined the

SIU in the port of San Francisco in 1955
sailing as a chief cook. He sailed 21 years
and walked the picketline in the 1961
N.Y. Harbor beef. Seafarer Esteban
also sailed during the Vietnam War. He
was born in Paete, Laguna, P.1. and was
a resident of San Francisco. And he was
a naturalized U.S. citizen. Interment
was in the Municipal Cemetery, Paete.
Surviving are his widow, Simplicia of
San Francisco and three sons, Nathan
also of San Francisco; Bayani and Diva
of Binangonan.

.• P e n s i o n e r
E ug e n i o R e ye s
Ga tmai t o n , 7 6,
died of a heart
attack at home in
Brooklyn, N . Y .
on Dec. 14. Bro­
ther Gatma i ton
joined the SIU in

1946 in the port of New York sailing in
the steward department. He sailed 42
years. And he was on the picketlines in
the 1961 N.Y. Harbor strike and the
1962 Robin Line beef. Seafarer
Gatmaiton was born in Manila, P.I. and
was a naturalized U.S. citiz.en. Burial
wa s in Cypress Hills Cemetery,
Brooklyn. Surviving are his widow,
Mary of Dorado, P.R. and a daughter
Julie of Brooklyn.

Pensioner Eg­
bert Williatmson
"QI' War llorse"
Goulding, 76, suc­
cumbed to emphy­
semia at home in
the Bronx, N.Y.
on Oct. 3. Brother
Goulding joined

the SIU in 1939 in the port of New York
sailing as a chief steward. He sailed for
41 years. Seafarer Goulding attended
the 1970 Piney Point Crew Conference
No. 9. He was born in Jamaica, B.W.I.
and was a naturalized U.S. citiz.en.
Interment was in Woodlawn Cemetery,
the Bronx. Surviving are a son, Rodney
and a daughter, Mrs. Lorraine R. Rivers
of the Bronx.

Pensioner Bergljoth Irene Skram­
stad, 58, died of arteriosclerosis in the
San Francisco USPHS Hospital on
Nov. 29. Sister Skramstad joined the
Mc&S in 1962 sailing until 1976. She
was also a beautician for 15 years. A
native of Norway, Seafarer Skramstad
was a resident of San Francisco.
Cremation took place in the Olivet
Memorial Park Cemetery, Colma,
Calif. Her ashes were sent to Norway.
Surviving is her brother, Arne of
Gyesasen-Flisa, Norway.

Penioner Juan Fuentes Ramos, 68,

died of Hodgkin's Disease in the San
Francisco USPHS Hospital on Nov. 5.
Brother Ramos joined the Mc&S in
1946 sailing as an officers BR for States
Lines. He was born in Gregario Ramos,
P.I. and was a resident of San Fran­
cisco. Interment was in the Woodlawn
Memorial Park Cemetery, Colma,
Calif. Surviving are his widow, Fely and
a daughter, Joan of Macaladat, Ca­
bauan, Isabela, P.1.

P e n s i o n e r
James Anderson
Boggs, 57, died of
pneu:nonia in the
Bess H o s pit al ,
Portland, Ore. on
Nov. 28. Brother
Boggs joined the
U n i on i n t he

port of Portland in 1953 sailing as a
steward for the Matson Line from 1946
to 1978. He was born in West Virginia
and was a resident of Portland.
Seafarer Boggs' burial was in Rose City
Cemetery, Portland. Surviving are his
widow, Betty; a stepson, Richard M.
Stuck of Portland; his parents, Mr. and
Mrs. Issac 0. Boggs of Clay, W. Va. and
a sister, Mrs. Lona Smith of Portland.

Samuel Mixon
, Jr., 22, died in

City Hospital, St.
Louis, Mo. on

, Oct. 30. Brother
� Mixon joined the

Union in the port
of San Francisco
in 1976 sailing as

a chef utility. He sailed for the Delta
Line from 1978 to 1979. Seafarer Mixon
was a graduate of the MC&S Steward
Training School, Santa Rosa, Calif. in
1976. A native of St. Louis, he was a
resident there. Interment w'as in
Greenwood Cemetery, Hillsdale, Mo.
Surviving is his mother, Mrs. Annette
Mixon of St. Louis.

Pensioner Leon
Mars Sr., 74, died
of lung failure in
the L.O. Crosby
Memorial Hospi­
t a l , P i c ay u n e ,
Miss. on Nov. 9.
B r o t h e r M a r s
joined the Union

m the port of New Orleans in 1954
sailing as a chief engineer for Coyle
Lines. He was a former member of the
MAW Union Local 1356. Boatman
Mars was born in Gainsville, Miss. and
was a resident of Picayune. Burial was in
New Palestine Cemetery, Picyum:.
Surviving are his widow; Mineola; a
son, Lawrence and two daughters,
Lynita and Betty Ann.

P e n s i o n e r
Jame He yward
Maxey, 53, suc-:
cumbed to arterio­
sclerosis at home
in Parkers Ferry,
Charleston, S.C.
on Oct. 8. Brother

. Maxey joined the
SIU in the port of New York in 1953
sailing as an AB. He sailed 26 years and
was a ship's delegate. Seafarer Maxey
was born in Smoaks, S.C. Burial was in
Live Oak Cemetery, Walterboro, S.C.
Surviving are his mother, Mrs. Lillian
Adicks of James ls., Charleston; a
brother, Paul T. Capo, also of
Charleston and two sisters, Mrs. Gwen
Herron Wren and Pamela Adicks, both
of James Is.

February 1980 I LOG I 37



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1980 Upgrading Course Schedule
Here is the tentative schedule of upgrad­

ing courses to be held at the Lundeberg
School in 1980. As you can see, the School
is offering a wide range of programs for all
ratings, both for deep sea and inland
members.

SlU members are reminded that this

schedule is tentative. In other words,
courses may be changed or cancelled de­
pending on response from the member­
ship. So think about upgrading this year.
And get your applications in early to
assure yourself a seat in the class of your
choice.

Course Name

LNG

QMED

FOWT ¥

Marine Electrical Maintenance

Marine Electronics

Refrigeration Systems maintenance
& Operations

Pumproom Maintenance & Operation

Diesel Engineer (Regular)

-""V

Diesel Engineer (License)

Welding

Conveyor '

Engine Room Automation

Tovyboat Operator

Towboat Operator Scholarship Program

Celestial Navigation

1st Class Pilot

Quartermaster

Starting Dates

February 4
March 31
April 28
May 26
June 23
July 21
August 18
September 15
November 10

May 22
September 25

March 13
April 10
May 8
July 3
July 31
September 25
October 23
November 20

May 12
August 18

February 18
June 23
September 29

February 18
June 23
September 29

March 31
August 4
November 10

March 31
May 12
July 7
September 15
October 27

March 3
July 7
October 27

April 14
June 9
October 27

February 11

May 12
September 15

January 21

April 7
July 7
September 29

V •

March 17
August 4

October 6

March 3
May 26
October 13

Course Name

Able Seaman

.,V:
' 'V'. •

• -A'.':'-

Steward Recertification Program

Bosun Recertification Program

A Seniority Upgrading Program

:

• f' ! •

Lifeboat

'^1 ' ji-S-' . • ,''i.11^,7

Tankerman

Assistant Cook

Cook & Baker

Chief Cook

Chief Steward

38 / LOG / February 1980

starting Dates

March 27
April 24
May 22
June 19
July 17
August 14
September 11
November 6

March 10
May 12
July 14
September 8
October 13

February 11
April?
August 11

February 4
.March 10
April 7
May 5
June 9
July 7
August 11
September 8
October 6
November 10
December 8

February 14
February 28
March 13
March 27
April 10
April 24

May 8
May 22
June 5
June 19
July 3
July 17
July 31
August 14
August 28
September 11
September 25
October 9
October 23 -
November 6
November 20
December 4
December 18

These courses
will be
scheduled as
needed to
accomodate
applicants.

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Why Not Apply for on HLS Upgrading Course Now

HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION
(Please Print)

Name.
(Last)

Address

Date of Birth.
(First) (Middle) Mo./DayAear

(Street)

(City)

Deepsea Member •

Book Number

(State) (Zip Code)
Telephone.

(Area Code)

Inland Waters Member Q Lakes Member •

. Seniority.

Date Book
Was Issued. Port issued.

Social Security #.
Endors6ment(s) or
License Now Held.

Port Presently
Registered In^

Piney Point Graduate: • Yes No • (If yes. fill In below)

Entry Program: From. to
(dates attended)

Upgrading Program: From. to.
(dates attended)

Endorsementis) or
License Received .

Do you hold a letter of completion for Lifeboat: •Yes Nop Fireflghting: • Yes

I Dates Available for Training ^ — ——

No •

I Am Interested In the Following Course(s).

DECK

• Tankerman
• AB 12 Months
[• AB Unlimited
• AB Tugs & Tows
• AB Great Lakes ^
Q Quartennaster
(• Towboat Operator

Western Rivers
• Towboat Operator Inland
• Towboat Operator Not

More dian 200 Miles
• Towboat Operator (Over

200 Miles)
• Master • Mate
Q Pilot

ENGINE

D FWT • Oiler
• QMED - Any Rating
• Others
• Marine Electrical Maintenance
P Pumproom Maintenance md
Q Operation
Q Automation
• Maintenance of Shipboard

Itofrigeratlon Systems
0 Diesel Engines
• Assistant Engineer (Uninspected

Motor Vessel)
• Chief Engineer (Uninspected

Motor Vessel)

STEWARD

• Assistant Cook
• Cook & Baker
• Chief Cook
• Steward
G Towboat Inland Cook

ALL DEPARTMENTS

• LNG
• LNG Safety
• Welding
G Lifeboatman
G Flro Fighting

RECORD OF EMPLOYMENT TIME —(Show only amount neaded to upgrade In rating noted above or attach letter of service,

whichever is applicable.)

VESSB RATING HELD DATE SHIPPED DATE OF DISCHARGE

SIGNATURE DATE

RETURN COMPLETED APPLICATION TO:
LUNDEBERG UPGRADING CENTBL

PINEV POINT. MD. 20674

'•v;.

February 1980 / LOG / 39

I;.,:-., ^



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