Seafarers Log: Vol. 42 No. 3 (1980-03-01)

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Official Publication of the Seafarers International Union • Atlantic, Gulf,.

Drozalc, Carter

Meet at White

VOL. 42
NO. 3 MARCH 1980

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Tough Trip Begins; SlU Pushes '81 Budget
T ^HE crucial Maritime Admin­

istration Appropriations
Authorization Bill for Fiscal
Year 1981 has begun to wind its
way through Congress.

Tagged H.R. 6554, the bill was
the subject of two days of
hearings before the House
Merchant Marine Subcommit­
tee, chaired by Rep. John
Murphy (D-N.Y.)

Carrying the SIU's strong
enctorsement of the MarAd
funding measure to the Subcom­
mittee was the SIU's Legislative
Representative Frank Pecquex.

"The authorizations included
in this legislation," Pecquex told
the Subcommittee on Feb. 28,
"are required to maintain the
programs designed to implement
our national maritime policy as
set forth in the Merchant Marine
Act of 1936 and reaffirmed in the
1970 Act.

"It is essential," Pecquex
continued, "that the goals of the
1970 Act, which provide for the
maintenance and expansion of a
merchant fleet capable of serving
the economic, military and
political requirements of the U,S.

be continued by these funding
requests."

$567 M Requested
The Maritime Administration

has requested more than, half a
billion dollars for fiscal year 1981
to fund the on-going maritime
support programs which rare the
life blood of the U.S.-flag
merchant fleet. That $500 mil­
lion-plus total breaks down into
specific requests of:

• $135 million for the con­
struction differential subsidy
(CDS) program which provides
funds for the cost difference in
constructing a new vessel in a
U.S. shipyard and building it
foreign;
• $347.69 million for operat­

ing differential subsidies (ODS)
which allow the American
merchant fleet to compete in the
U.S. foreign trades with other
major world fleets, most of which
are largely subsidized by their
governments;
• $18.75 million for research

and development;
• $26.76 million for maritime

education and training and;
• $38.86 million for MarAd's

annual operating expenses.
CDS Crucial

The CDS program is key to the
survival of bpth the U.S. ship­
building industry and the U.S.-
flag dry bulk fleet.

"The authorization requests in
this legislation," said the SIU's
Pecquex, "present the U.S. with
an . excellent opportunity to
stimulate the cjevelopment of the
U.S.-flag dry bulk fleet as a secure
method of transportation for
vital materials."

Pecquex noted that the $135
million CDS funding request is

earmarked for the construction
of five new dry bulk vessels in the
35,000 to 45,000 dwt range, a
badly-needed addition to the
nation's aging, inadequate dry
bulk fleet.

"Of the 5,000 dry bulk vessels
worldwide," Pecquex reminded
the Subcommittee, "only 19 with
average age of 25 years comprise
the U.S. dry bulk fleet." He
added that while "dry bulk
cargoes comprise nearly 40
percent of the U.S. foreign trade
... only two percent of it is moved

'on American-flag vessels."

SlU Supporting OCAW Strike
The SIU A&G District is provid­

ing important support on the West
Coast to the long, tough Oil,
Chemical and Atomic Workers
strike against the major oil com­
panies.

The support of the SIU and other
unions is crucial to the success of
OCAW's strike, which has dragged
on for more than 11 weeks.

The SIU has provided all out
support to OCAW strikes many
times over the years.

As the Log goes to press, the Oil

Workers union announced a tenta­
tive agreement with Gulf Oil.
Meanwhile, the union was consider­
ing offers similar to the Gulf
proposals frpm 11 other firms,
including Shell, British Petroleum,
Union Oil of California, Texaco,
Mobil, Atlantic-Richfield, Ashland,
Phillips and Sohio.

Approximately 55,000 workers
are involved in the strike at major oil
refineries.

The union called the strike on Jan.
8, 1980.

Agents Confab: New Programs to Speed Services to Membership
SIU Port Agents and other top

officials from New York to
Seattle met at Union Head­
quarters this month to discuss
new plans and programs to
deliver the Union's services and
benefits to the membership foster
and more efficientfy.

The two-day session, held
March 22-23, was chaired by SIU
Executive Vice President Frank
Drozak.

Tops on the agenda of the
Agents Conference was a discus­
sion on the day-to-day responsi­
bilities of port offices and how
these responsibilities can best be
carried out to the benefit of the
membership.

Out of these discussions, the
Union's officials devised a new
program centering on helping the
membership in filing for and
receiving Welfare, Vacation and

^^eaks at MEBA

SIU Executive Vice President Frank Drozak (right) gets ready to speak after being
introduced at the 96th convention of the National Marine Engineers Beneficial
Association. Clapping at left is Jesse Calhoon, president of National MEBA: The
convention, which takes place every two years, was held in Fort Lauderdale Fla
from Mar. 17 to 19. ' '

Pension benefits.
This program is aimed at

training and placing persons
thoroughly schooled in all the
Union's Benefit Plans in key
ports.

This person would be charged
with the important responsibility
of providing help and informa­
tion to members and dependents
in getting the utmost of what they
are entitled to—and getting it
fast.

This program would also make
a person avmlable to travel to
members' homes or to hospitals
to insure the membership is
properly taken care of.

In addition to this program,
the Agents' Conference devised
new programs for becoming
more involved than ever in local
politics, and local labor organiza­
tions, such as State Feds, Local
Central bodies and Maritime
Port Councils.

Other issues discussed were
how to better keep the costs of
operating a union hall down, as
well as how to get the most out of
the services the Union is paying
for such as heat, electricity and
telephone.

The Agents Conference also

came up with new ideas and
schedules for the regular monthly
servicing of the Union's con­
tracted shops and equipment.

Overall, the Agents Confer­
ence was tremendously success­
ful. In a widespread organization
like the SIU, it is crucially
important for the Union's offi­
cials to be thoroughly knowl­
edgeable about the Union's
activities in every port, not only
in their own.

Such knowledge makes for
a better port office and smoother
operations. And in the long run,
it is the huembership who bene­
fits. I

Coast Guard Fears
Ship's 22 Lost

Though Coast Guard cutters and
planes found two drifting, orange
lifeboats, a raft, debris and life
jackets of the Panama-registered
cargo ship SS Mount Horizon and a
"bubbling oil slick" 70 miles south­
east of Cape Lookoqt, N.C. early
this month, it fears that 22 of her
crew were Ipst when she sunk.

The 340-foot overdue vessel left
Cristobal, Panama on Feb. 25
carrying 4,600 tons of sugar bound
for the port of Philadelphia.

The ship ran into a storm on Mar.
4 with SO m.p.h. winds and high seas.

cards on Form 3579 should be sent to Seafarers International iininn A.I . ^ "
11231. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42. No. 3, March 198a(ISsftlTo^2M '^''L-CIO, 675 Fourth Ave., Brooklyn, N.^

2 / LOG / March 1980

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President Carter Meets With Drozak.
White

TWO weeks to the day
before the crucial New

York presidential primary,
President Carter met with
SIU Executive Vice
President Frank Drozak
and a group of top-level
labor, community and
public interest leaders from
the Empire State in an all-
day meeting at the White
House.

The invitation to the
March 11 briefing session
telegrammed to Drozak at
SIU headquarters in
Brooklyn, asked him to
attend a meeting "with the
President and some of his
senior advisors, covering
both foreign and domestic
areas."

Carter's address to the
group from the Big Apple
touched on a broad range of
issues including the con­
tinuing crises in Iran and
Afghanistan; U.S. commit­
ment to the on-goiiig peace
talks between Israel and
Egypt; Federal budget
requests for F.Y. 1981 and
other key topics in the areas
of domestic and foreign
affairs.

INDEX
Legiitattve News

SIU In Wahlngton Pages 9-10
Maritime

Authorizations Page 2

Union News
Drozak at White

House Page 3
Headquarters Notes .. Page 5
Letters to Editor —Page 18
Brotherhood in Action Page 22
At Sea-Ashore Page 17
SPAD Checkoff... Back Page
Service Contract

Act Page 19
Great Lakes Picture .Page 32
Inland Lines .Page 27

General News
Ship's Digest ..Page27
Dispatcher's Reports:

Great Lakes ......Page 33.
Inland Waters —Page 26

I Sea Page 23

Training-Upgrading
"A" Seniority Upgrading Page 39
Upgrading Sch^ule .Page 37

Membership News
New Pensioners Page 30
Final Departures Pages 34-35
HLSGrads Page 24

Special Features
Rrefighting for

Safety Pages 14-15

The President's remarks
echoed the theme of his
State of the Union message
to Congress in January.
Though the U.S. wants to
be "a nation at peace in a
stable world," he said that
recent world events called
for a "strong defense budget
for 1981."

The $142.7 billion
requested for the defense
budget is necessary. Carter
said, to maintain a strong
military capability and to
keep up .our defense
commitments to our allies.

Both actual and potential
conflicts in the Middle East,
Africa, the Caribbean and
South East Asia have
"placed unprecedented
demands on our defense
capabilities," Carter said,
"in particular the need to be
able to respond to several
crises at once." The military
budget requests for the
coming fiscal year and the
Administration's overall
"five year defense program
are aimed at meeting those
demands," Carter said.

Israel Commitment
Carter took pains to

reaffirm U.S. commitments
to the security of Israel.

Ambassador Sol Lino-
witz. Carter's personal
representative to the Middle
East peace negotiations,
had filled the group in
earlier on the current status
of the peace settlement
between Egypt and Israel
which was cited as "a
notable achievement which
represents a strategic asset
for America and which also
enhances prospects for
regional and world peace."

Moving to other foreign
concerns. Carter acknowl­
edged that the continuing
crises in Iran and Afghanis­
tan weigh heavily in his
concerns and in the
concerns of all the Ameri­
can people. The twin crises,
he said, "have dramatized a

SIU Exec. V.P. Frank Drozak met with President Carter earlier this month.

very important lesson," for
the United States. "Our
excessive dependence on
foreign oil is a clear and
present danger to our
nation's security."

"There is not only a
danger of further turmoil in
the Middle East and a
major interruption in the
supply of oil from the
region, but it is conceivable
that control of the oil itself
might become an issue in
the future," Carter warned.

Carter reminded meeting
participants that fuel
conservation is just a part of
the Administration's overall
belt-tightening program,
aimed at achieving a
balanced federal budget.

Though he stuck to his
often-repeated statement
that mandatory wage and
price controls are "out of
the question," the President
said he plans to continue "to
work with business to hold
down prices.

Helped New York
Looking to score last

minute points with the labor
and community leaders
from New York before
that state's March 25

primary, the President
detailed the Administra­
tion's "key achievements for
the people of New York,"
including:

• economic assistance for
business and public works
programs;
• jobs programs;
• funding to assist low-

income families hard hit by
energy price increases and;

• $6.5 billion in federal
monies for low income and
public housing construction
over the past two years.

Prior to Carter's general
remarks, the New York
leaders were briefed in
detail by senior presidential
advisers and members of the
Cabinet, including: Zbig-
niew Brezezinski, Carter's
assistant for national
security affairs; Ambassa­
dor Sol Linowitz; Treasury
Secretary G. William Miller
and Transportation Secre­
tary Neil Goldschmidt.
Sarah Weddington, an
assistant to the President,
acted as host of the days'
events.

A White House reception
followed the briefing
session.

March 1980 / LOG / 3

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AFLXIO Blasts Coast Guard Record on Safety
e . * r\r\ • iw% r^il nnfpH tha.t C^onPress cnpoi'

THE AFL-CIO Executive
Council has blasted the U.S.

Coast Guard's inept handling of
safety issues concerning the U.S.
merchant marine.

The Council passed a resolu­
tion at its mid-winter meeting
which stated that; "The Coast
Guard, as a military organization
is inherently ineffable of carry-
ing out the tasks of administering
programs vital to the commercial
merchant marine."

This resolution came a week
after a similar one had been
passed by the AFL-CIO Mari­
time Trades Department (MTD)
Executive Board at its midwinter
meeting. The SIUNA is an
affiliate of the MTD and has, for
many years, been criticizing the
Coast Guard's performance con­

cerning the merchant marine.
In its statement, the AFL-CIO

Executive Council noted that the
Coast Guard's efforts have been
"ineffectual" since it obtained
jurisdiction from the Department
of Commerce over the inspection
and operation of U.S. merchant
vessels and the licensing and
certification of shipboard per­
sonnel.

the Council also cited the
Coast Guard's "equally unac­
ceptable" record concerning its
responsibilities under the Occu­
pational Safety and Health Act
(OSHA) and the Outer Conti­
nental Shelf Lands Act.

Pointing to a General Ac­
counting Office (GAO) report,
the Council said the GAO found
that commercial vessel accidents

have risen about 100 percent in
four years. According to the
Council, the GAO blamed this
dramatic rise in maritime acci­
dents on the Coast Guard and the
complete absence of standards
and procedures for qualifying
Coast Guard inspections.

Concerning the Coast Guard's
responsibilities under OSHA, the
Council noted that the Coast
Guard has the authority to set
down and enforce safety and
health standards. However, be­
cause it has failed in this, "mer­
chant seamen are one of the
largest classes of workers still
inadequately protected by safety
and health regulations."

With respect to the Outer
Continental Shelf Lands Act
Amendments of 1978, the Coun­

cil noted that Congress speci­
fically declared that equipment
on the Shelf be manned and
crewed by American labor. The
Coast Guard was supposed to
make regulations to put this
policy into effect. Sixteen months
iater, though, the Coast Guard
has failed to issue any regulations
to comply with the law.

Because of the Coast Guard's
negligence, the Council state­
ment noted that "the AFL-CIO
strongly urges that steps be taken
which would lead to the transfer
of these Coast Guard functions
to other agencies of government
better equipped to perform these
duties, and that no similar
functions be transferred to the
Coast Guard in the future."

The SIU fully agrees.

High Court Rules Stuyvesanf Can Ply Alaska Trade
Aunanimous decision handed

down by the U.S. Supreme
Court last month has cleared the
way for the SlU-contracted super­
tanker Stuyvesant to operate in the
domestic Alaskan oil trade perma­
nently.

Reversing an Appeals Court opin­
ion, the nigh court siated that a
vessel built under the construction
differential subsidy (CDS) program
and bound, by law, to operate in the
foreign trade could-make a per­
manent switch to the domestic trade
if the subsidies are repaid.

The Stuyvesant was built by
Seatrain in the mid-1970's with CDS
and other federal subsidy money.
The mammoth oil carrier was
intended for use in the foreign trade.

But by 1977, when the 225,000
dwt Stuyvesant was completed,
world events had drastically altered
the international oil scene and there
was no longer an opportunity to use
the Stuyvesant on a regular foreign
run.

Seatrain then chartered the Stuy­

vesant to Standard Oil of Ohio
(Sohio) for use in the Alaskan oil
trade. Because the intended Valdez-
to-East Coast run is entirely do­
mestic, all vessels operating in it are
required, under the Jones Act, to be
U.S. built without subsidy.

The charter Agreement between
Seatrain and Sbhio was tentative. It
depended upon an okay by the
Secretary of Commerce of Sea-
train's plan to repay the $27 million
in CDS money they'd received for
the Stuyvesant. With the CDS
repayment Seatrain sought a per­
manent waiver from the "foreign-
trade-only" requirement which
binds all vessels built with CDS
funds.

In Sept., 1977, the Commerce
Secretary approved the transaction,
basing his decision on several points
including the fact that "there were
no other opportunities for employ­
ment of the Stuyvesant.'"

But the day before the Stuyvesant
was to pass to Sohio, several other
companies operating in the Alaskan

; '

TSe fetwe Is Hm
Are you Ready for It?

Ybu Ctm Be!
Take the LNG Course at HLS.

Courses start May 26 and June 23.
To enroll, fill out the application in this issue of the Log,
or contact the Harry Lundeberg School.

A Supreme Court ruling concerning the repayment of CDS funds has enabled the
SlU-manned TTStuyvesant Jo participate permanently in the Alaska oil run.

To guard against subsidized
vessels moving from one trade to
another and doing what the Court
called "skimming the cream" from
each, safeguards were written into
the 1936 Act.

Paraphrasing those strictures the
high Court said the Act "mandates
that vessels enjoying the benefits of a
subsidy may move in and out of
domestic commerce only under
narrowly circumscribed condi­
tions," allowing only temporary
releases from the foreign trade-only
requirements.

But the Court judged "a perma­
nent release upon full repayment
of CDS monies "is quite different. It
irrevocably locates the vessel in the
unsubsidized fleet and thus poses no
danger of a supercompetitor skim­
ming the cream from each market.

Notice on Welfare Plan
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 pensioned,
members and/ or dependents rest •
ing in the Philippine Islands.

oil trade filed a protest in federal
District Court.

Shell Oil Co., Alaska Bulk Car­
riers Inc., and Trinidad Corp.'s suit
was based on their contention that
the Merchant Marine Act of 1936,
which created the CDS program,
did not give the Commerce Secre­
tary the authority to waive the
foreign trade requirement in ex­
change for repayment of subsidy.

The case was argued before
federal District Court and the Court
of Appeals before making its way to
the nation's highest tribunal.

In their unanimous opinion,
written by Justice William J.
Brennan, the Supreme Court found
that the 1936 Merchant Marine Act
"empowers the Secretary (of Com­
merce) to approve full-repayment
permanent-release transactions of
the type at issue here."

The Court noted that the 1936 Act
placed "substantial limits upon the
entry of subsidized vessels into the
domestic trade. Any other result,"
they emphasized, "would have been
disastrous for the unsubsidized
Jones Act fleet for.which that trade
was reserved."

4 / LOG / March 1980

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by Frank Drozak,
Executive Vice President

IN this business, you no sqoner put one
fire out than another one starts.

Right now, we have fires burning all
over Washington, D.C. And to control
these political flames, the SIU puts forth
an all out effort, day in and day out in the
Nation's Capital.

The SIU is deeply involved in many
crucially important issues on the leg­
islative scene.

We are presently embroiled in our
annual battle over the Maritime Author­
izations bill, which provides the subsidy
budget for maritime. It's going to be a tougher fight than ever this
year, especially in light of the Administration's newly proposed
fiscal austerity program.

We are fighting for legislation to get a viable U.S. ocean mining
industry'off the ground that will contain the all important "build
and man-American" clauses in it. So far, we have been successful in
getting it through^ the Senate. The battleground on this one is now
in the House.

The SIU is also deeply involved in legislative thrusts to bolster
the virtually non-existent U.S. flag dry bulk fleet and to secure a
program for negotiation of bilateral trade agreements with
America's major trading partners.

We are also continuing our fight for a national commitment to
develop a merchant fleet capable of serving as a viable military
auxiliary to the Navy.

ALL of these things are very heavy issues, especially when you
consider who is fighting against us. Our opponents are the real

big boys—the multinational oil companies; the mineral and

offshore supply industry and the Departments of State, Justice and
Defense to name a few. There are mai^more.
' We are not intimidated by our opponents. The SIU has a good,
solid, hardworking team in Washington. Our record of success in
Washington over the years proves this.

But in this day and age of high pressure lobbying by the "big
boys," no one Union can go it alone.

That's where the SIU's close ties with the national labor
movement comes in, especially our position and participation in
the AFL-CIO Maritime Trades Department.

If we had to work by ourselves in Washington, we would be at
best mildly successful.

But with the strength and political clout of virtually the entire
labor movement in our corner, we can be a powerhouse.

At the present time, the AFL-CIO Maritime Trades Department
is comprised of 43 international unions representing more than 8
million workers. That's 8 million voters and their families. That is
political clout.

AS the president of the Maritime Trades Department, you can
be sure that the best interests of the SIU and the maritime

industry are a top priority.
That's not to say that maritime issues are the only things the

MTD fights for. The MTD is deeply involved in political issues
concerning the best interests of a vtide cross-section of the labor
movement.

That's the way it should be. Because in labor, we are all one-
united in a single purpose. We have to be, because if we're not, we
might as well close up shop.

It all comes down to the principle that "no man is an island."
In the labor movement, we work together, we stand together and

we fight together.
This is the heritage of our union movement. It also must be the

future of our movement. Because without unity, there is ho future
for us.

Again, the SIU is tremendously active in Washington!. We have a
great deal of support frpm our brother unions. At the same time, we
support these unions in their special fights.

The job is not e^y in Washington. It's getting tougher all the
time. But as we look to the future, I can assure you that the
legislative interests of the SIU are in good hands.

Another Sea-Land Diesel (4th of 12) Is Christened
Her name is the SeorLandLibera­

tor and It's an appropriate one. She
will help free her SlU-contracted
company, Sea-Land Service, from
the full force of the energy crunch.

Christened this month in Naga­
saki, Japan, the Sea-Land Liberator
will he powered by diesel fuel. Like
the three sister-ships that preceded
her and the eight that are to follow,
the Liberator represents a 35 percent
improvement in fuel efficiency
compared with steam-turhine ves­

sels of comparable size and speed.
All 12 of these D-9 class con-

tainerships are 745 feet long and
have a service speed of 22 knots.
And all 12 will he manned by the
SIU.

Incorporating an advanced cellu­
lar design, the ships can carry 35 and
40 foot containers. Of the 839
container slots aboard ship, 165 are
allocated for refrigerated cargoes
and 84 for hulk liquid tanks.

The first of this class of ship, the

Sea-Land Patriot, has already
gotten her SIU crew. (See story in
February 1980 Log.)

The next two christened after the
Patriot were the Sea-Land Defender
and the Sea-Land Developer.

AH of the ships should he in
operation by the end of the year. Ten
will he used in Sea-Land's trans-
Pacific service.

The Liberator was built by
Mitsubishi Heavy Industries, Inc. in
Nagasaki, Japan as was the Patriot.

Sea-Land has also contracted
with Mitsui Engineering and Ship­
building Co., Ltd., Japan, for
construction of three D-9's, and
Hyundai Industries Company for
two D-9 class vessels to he built in
Korea.

PensfOfier Gives $300 to SPAD

Pensioner Francisco S. Costa (left) gets a handstiake and the sincere thanks of
the Union from SIU rep John Dwyer for the generous $300 contribution he made
to SPAD recently. Seafarer Costa has made a large contribution to SPAD every
year since his 1978 retirement. And every year he's upped the ante—$100 in
1978, $200 in 1979 and $300 in 1980. The SIU is proud to cafi Pensioner Costa
"Brother" and we wish him a long and healthy retirement.

To crew CJ.S.-flag ships today, you've got to keep up with
technology. So build your job security now. Learn ship­
board automation. Take the Automation course at HLS.
It starts May 12. To enroll, contact HLS orftUout the ap-
plication in this issue of the Log. ,

Inarch 1980 / LOG / 5

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Bill HalL One of the Best, Dies at 67
BILL Hall, who for many

years enriched the lives of
seamen with his craggy charm
and his unquestioned sense of
loyalty, passed away on March
1st at his home in Largo, Florida.
He was 67 years old.

From the moment he first set
foot onboard a ship in the early
'40s, to his retirement in 1978, Bill
Hall remained one of the best-
liked figures in the Seafarers
International Union. No official
ever served his membership more
faithfully, or with a greater

. degree of undisguised warmth,
than did Bill Hall.

He held a variety of positions
in the Union throughout his SB-
year career; N.Y. patrolman,
acting port agent, headquarters
representative. To each position
he brought the special qualities
which were his trademark:
patience, consistency, a well-
ingrained respect for the rights of
other individuals.

In his later years at the union,
he became something of a
landmark. His striking head of
white hair and erect posture
made him readily recognizable.
He looked like a professor of
sorts, which was somehow
fitting, for he ha^spent his whole
life educating the membership, in
one capacity or another.

People who worked with Bill

claimed that he was the best
patrolman this union ever had.
At each pay-off he would sit and
explain the details, of newly
devised programs with great
patience and considerable charm.

He did this beoalise he
recognized that a patrolman was
the link between the officials of
the union and the membership. It
was not enough to make a ship.
Bill HaU felt that he had a duty to
make sure that the members
understood what was happening
in their union and in the maritime
industry.

He also felt that he "had to
know how the members re­
sponded to a program, so he
could represent their views in the
policy-making process.

One of Bill Hall's major
accomplishments came as
Director of Union Curriculum at
the Harry Lundeberg School of
Seamanship. His efforts in that
position contributed greatly to
the success of the school, which
has since become the major
center of maritime education in
the country. He set up the system
of union education that exists to
this day, and even taught several
courses himself.

The trainees viewed him with
a great deal of affection, not
unlike a stern, yet congenial,
father-figure. His co-workers

Bill Hall, one of the best, Is dead at 67.
appreciated hiis style.

The early days of Piney Point
were rough-ones, especially for
the people who were sent there to
establish th.e school. The local
population was extremely hostile
to outsiders, especially seamen.
At times it seemed like the Old
Frontier, with all the attending
dangers. But Bill Hall took it all
in stride, as he did everything. His
easy manner and sharp humor
eased tensions considerably.

Throughout his life. Bill Hall
demonstrated a highly developed
sense of community. One could
see it in the way that he viewed his
family, his union, his church. He
had an innate sense about who he
was, and where he belonged.
There was no finer family man
than Bill Hall. He loved his wife
and children.

In his later years he doted on
his grandchildren, especially the
oldest one, Meredith, who
thrilled him with her athletic
prowess. He would talk about his
"Little Tomboy" to anyone who
would listen, just like he would
talk about the SIU and how it
had helped to give so many
seamen a second chance in life.

Bill Hall came from a labor and
seafaring family. His father was
involved in union politics down
South at a time when it was
extremely-unpopular to do so.
His brothers were all involved in
the labor movement. He lived his
life with the knowledge that
helping the working man was
part of his family's heritage. He
revelled in that heritage.

Perhaps the greatest tribute
that one can give to Bill Hall is to
note that he was loved by
everyone who knew him. Long
after he had retired, old-timers
would still come to headquarters
and ask for him. They remem­
bered how he used to help them
out; they remembered the good
times they had with him, they
remembered his biting humor. At
his funeral they were on hand to
pay homage.

Bill Hall is survived by his
beloved wife Eva; three children,
three brothers and five grand­
children.

AFL-CIO Opposes Adminisfratkm's Budget Cuts on Social Programs
AFL-CIO President Lane Kirk-

land has criticized the budget curbs
announced by President Carter this
month.

He said that the proposed new
"balanced budget does little, if
anything, to curb inflation." Rather,
said Kirkland, it would severly hurt
vital programs designed to:

• curb recession and rising un­
employment

• protect the weak and the poor
• provide opportunities for those

who seek work

New Deep Sea Ibg
Freedom Cretved
Another new boat has been crewed

by the SIU. She's the deep SM tug
Freedom, owned by Interstate Oil
Transport.

Operating, out of the Gulf of
Mexico, she'll run between Texas
and Florida for now. Eventually
shell run between Puerto Rico and
Texas.

The Freedom, which pushes oil
barges, has 5,600 horsepower. She's
approximately 135 feet long and 36
feet wide. Her draft is about 20 feet.
The Freedom carries a crew of ten.

6 / LOG / March 1980

maintain the services essential
to urban life

• support the underpinnings of
our society

Kirkland said, "instead of provid­
ing for equality of sacrifice and a
sharing of necessary austerity, it
places most of the burden on those
suffering the worst under present

economic conditions.'
He feels that the President's

program does not attack the direct
causes of inflation. These, he says,
are the escalating costs of energy,
housing, food and medical care and
the incredibly high interest rates that
have a critical impact on all sectors
of the economy.

the AFL-CIO has offered specific

proposals to roll back and contain
costs in these areas. Also, if the
Federal deficit is to be reduced, the
AFL-CIO suggested that such a
reduction come from the raising of
additional revenues through the
reform of present tax loopholes. The
reduction should not come from
slashes in needed domestic pro­
grams.

Don't Get Trapped in the Electronics JungU
EVERY SIU ship has electronic gear that QMED's
need to know how to handle ••
Now you can learn howl
Take the new 'Electronics for QMED's' course at
HLS.

In this 6-week course you'll get the skills you need
to work on:
• electronic systeme In the Engine Rppm
• winch controls
• anchor windlass controls
• cargo control boards Sign Up Now!

Course starts June 23.
Contact the Harry Lundeberg Sc/ioo/ or use the application in this issue of the Log.



Seaforers, Boatmen, Lakers All tike"
Option of Using USPH5 or Private Hospital
"^TNPF De/' 1 1070 OfTT 1 _ " SINCE Dec. 1, 1979, SIU

members have been eli^ble
for the most complete medical
coverage ever offered to
maritime workers anywhere.
And they have been taking
advantage of it.

As of that date all Seafarers
and Boatmen have been able to
seek medical treatment wherever
they want it—either at a
USPHS hospital or at a private
JacUity.

If the Seafarer or Boatman
chooses to .use a private facility,
he receives exactly the same
coverage his dependents are
entitled to under the Seafarers
We^are Plan.

For a lot of SIU members,
I . "

the option of using either
USPHS or a private hospital
makes a big difference.

Many seamen and boatmen
live in remote areas where a visit
to a USPHS facility would
create a hardship.

For those people, USPHS

aren't, sufficiently hospitals
accessible.

The best possible health care
for seamen and boatmen has
always been a top priority of the

It must be remembered, how­
ever, that if you choose to use a
private facility instead of
USPHS, there may be some
instances when the individual

SIU. To make sure all eligible will have to pay a small percent
employees have readily avail- of the bill. So, if you are
able, top-shelf medical care, the planning to use a private
Board of Trustees of the hospital instead of USPHS it is
Seafarers Welfare Plan took the advisable to check out
revolutionary step of making exactly what your coverage is.
USPHS bptional late last year. To find out, look at the

That breakthrough in SIU Seafarers Welfare Plan booklet
Welfare benefits marked one of under Dependent's coverage,
the most important steps ever Also, you may want to ask your
taken by the Union on behalf of local SIU representative for help
the health and well-being of the or advice.
entire membership.

Many Union members have
continued to use USPHS hos­
pitals. But so far, numerous
SIU brothers have opted for
medical care at a private
hospital or clinic. Again, when

Here are some of the names
of those Seafarers and Boatmen
who have chosen to use private
hospitals instead of USPHS.

Boatman Ronald G. Carl, a
welder at Radcliffe M^aterials of
Mobile, had a $3,127.20

using a private facDity, you are hospital tab paid in full by the
entitled to the same coverage Welfare Plan. Seafarer Keith M.
your dependents receive from Davis, who's been shipping
the Seafarers Welfare Plan. aboard LNG vessels was

covered for the $796.50 bill for
room, board and extras during
a three-day hospital stay.

Other Seafarers and Boatmen
who've opted for private
hospital care over USPHS are:
Boatman John R. Turner; AB
William Hunter; inland water­
ways Captain Robert Lee;
Boatman John J. Baucom;
Relief Captain Daniel R.
Hansen; Boatman Elbert Clay;
Boatman John Maxey; Great
Lakes Boatman Walter L.
Mero; Seaman Walter S.
Richmond; QMED Herman T.
Wilkerson and Bosun Donald
Hicks.

How's the new, extended
welfare coverage working out?
One Seafarer summed it all up
when he said "I think it's great!
We always had good medical
coverage in the SIU. But having
the choice of going to USPHS
or a private hospital is really
tremendous."

House Extends War Risk Insurance for 5 Years
' I HE House of Representatives
-I. has finally remedied an uncom­

fortable situation by passing H.R.
5784. The legislation, which was
passed by voice vote, extends the
war risk insurance provisions of the

Merchant Marine Act of 1936 for
another five years, up through
September of 1984.

The provisions had been allowed
to elapse last September, leaving
owners of American flag vessels in

something of a precarious situation,
especially in light of recent interna­
tional developments.

Under the terms of the Act, the
government is empowered to grant
special insurance coverage to ships

Do You Know How to Make This Work?

NO? • Well leam how—it only tcdces
four weeks. That's right. In just four weeks,
you can learn basic diesel theory and op>era-
tions. This means new job opportunities for
you. Where? Aboard the diesel-powered U.S.-
flag ships under contract with the SIU.

New Ships • New Jobs

»Gef Your Diesel Engineering
License at HLS •

YES? Terrific! Then enroll in the eight-
week diesel engineering course at HLS. Get
your license and get ahead. Every student
who took this course has gotten his license.
^ join the crowd of seafarers who've
improved their pay and job security.

Course starts
on May 12.

which operate in high-risk areas.
Often conventional insurance poli­
cies contain "acts of war" clauses
which terminate coverage when it is
most needed.

According to John Murphy (D-
NY), chairman of the House Merch­
ant Marine and Fisheries Commit­
tee, the recently enacted measure
"will protect the flow of U.S. water-
borne commerce and essential trans­
portation services of the Depart­
ment of Defense by providing
insurance through a mutual pool,
administered by the government,
when commercial insurance is term­
inated or rates sharply increased
because underwriters consider the
situation too hazardous to the safety
of vessels."

There had been some talk about
permanently extending the bill's
provisions, but the idea remained
just that: talk. In the final analysis, it
was felt that consecutive five-yepr
renewals would give Congress more
informal control over the actual
administration of the bill's terms.

While the legislation pertains
mainly to American flag vessels, it
does afford limited protection to
certain categories of U.S.-owned
foreign flag vessels. Most maritime
unions believe that the best way to
restrict the protection given to
foreign flag vessels is to preserve
Congressional oversight over the
process.

The Senate has already passed a
five year extension of the war risk
insurance provision of the Merchant
Marine Act of 1936.

March 1980 / LOG / 7

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Hoiise Unit Posses Anti-Marine Safety Bill

ay;[' •

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A LEGISLATIVE amendment
that would have made the dif­

ference between safe and unsafe
working conditions aboard small
vessels has been defeated in the
House Merchant Marine and Fish­
eries Committee.

Supported by the SIU and other
labor unions, the amendment was
offered to H.R. 5164 by Rep. John
Murphy (D-N.Y.).

H.R. 5164, which the SIU and
other maritime labor unions strong­
ly oppose, would jeopardize the lives
of seamen aboard small vessels.

Basically, the' bill would allow
vessels of 300 gross tons or less
carrying freight or passengers for
hire to operate without a licensed
pilot ,or engineer.

Further, the bill would get around
the current training and seatime
requirements for ABs and allow
untrained and inexperienced deck­
hands to become ABs overnight

Murphy's amendment would
have kept a tighter hold on current

restrictions than the bill allows. It
would also have initiated a one year
study on the loosening of restric-
-tions.

But big business interests seem to
have won out and the amendment
was defeated 27 to 9.

The mineral and offshore oil and
supply industries operating offshore
in the Gulf of Mexico have been
pushing for this piece of legislation.
They claim they're faced with a
shortage of qualified licensed offi­

cers and able bodied seamen to
operate their crewboats. These boats
are used in offshore oil drilhng and
mineral exploration.

Industry's problem is simple—
relatively low wages. If the industry
paid wages commensurate with the
hazardous work performed, it
wouldn't have a manning problem.

Another interesting note to this
issue is that the Coast Guard is
supporting this bill. In line with their
past record, the Guard has come out

against the men they're supposed to
protect.

H.R. 5164 has been voted out of
the full House Merchant Marine
and Fisheries Committee. It now
goes to the Rules Committee. If it
passes there, the bill' will go to the
full House.

The SIU wfll fight this bill in the
Rules Committee. H it gets as far as
the House, the Union will be there to
help defeat this dangerous piece of
legislation.

Stew€urd Slearhs Saves Life of Mate with First Aid
"...your first aid training has

helped me to save a life about 30
minutes ago,'^ wrote Chief Steward
Bobbie W. Steams Jr. of the ST
Overseas Washington (Maritime
Overseas) to HLS Emergency Medi­
cal Training teacher Mrs. Jannet
Cook on Mar. 10.

The Wilmington, Calif, steward
explained: It was about 9 a.m. when
"our chief mate was using an
'automatic ladder' down to the

Gov. Brown Nomos Disley to SfafoBoanf
California Gov. Edmund G.

Brown Jr. early this month named
SIU^A Vice President Henry
"Whitey" Disley, president of the
West Coast Firemen's Union
(MFOW) to the state's Board of
Governors of the Maritime
Academy at Vallejo for a four-year
term.

This is the second time Brown has
named Disley as a maritime
representative. He is now a member
of the Board of Pilot Commissioners
for San Francisco, San Pablo and
Suisun Bays.

Disley, on the San Francisco
Labor Council Executive Board,
was elected MFOW president in
1974 from his vice president post. In
1963, he was first elected the union's
business representative.

The four-year academy is the only
maritime college on the West Coast.
New York, Maine, Massachusetts
and Texas also have maritime
schools. Great Lakes Maritime
Academy is a three-year institution
and the U.S. Merchant Marine
Academy, Kings Point, L.L, N.Y. is

safety launch 60 feet below. It gave
way. The mate fell to the steel deck
of the launch landing on the back of
his head.

"The word was passed up to the
main deck. I ran out and went down
the regular Jacob's Ladder. The man
was out in shock. I made a qtiick
exam of him finding no apparent
broken bones. However, there was
an open head wound about 3-indies
long, gaping clear to the bone.

"There was no first aid kit on the
launch. I yelled up to the main deck
for compresses, triangular bandages
and blmikets. No one else knew
except the captain what to do, so I
did it, time being important. I used
what was on hand. A terry cloth
towel as a pressure compress and cut
the other into strips as a bandage,
not sterile, but enough to stop the
bleeding. Then I used the launch's
radio telephone to call the Coast
Guard ambulance and paramedics.

"Someone helped me to make a
lift for the injuretf^man into a Stokes
Basket for transportation ashore.
He may have a possible head
fracture and concussion and internal
injuries."

Bobbie Stearns
Steward Steams told the teacher,

"It was a good thing that I was
trained there (HLS). If it had not
been for your efficient training and
my attention to your instruction, I
feel that the man could have went
into deep shock and expired. Thank
you for a job well done."

Henry "Whitey" Dislev .
run by the Federal Government.

The California academy is co-ed
(19 women) and produces 3rd mates
or 3rd assistant engineers. Grad­
uates get B.S. degrees in Marine
Engineering and Nautical Industrial
Technologies. Upon graduation, the
485 grads enter the U.S. Naval
Reserve.

Seo-Lancf Slartsist CMna-US.Conttaner Run
Sea-Land last month started the

first twice-a-month containerships
run between Shanghai, Hong Kong,
and the ports of Oakland and Long
Beach, Calif, and Seattle.

The single hill-of-lading run
began under an agreement signed
with the Peoples Republic of China

Ministries of Trade and Communi­
cations.
1 The first cargo of 47 40-foot

containers aboard the 55 Shun-
Jtung (China Navigation) made a
port of call in Hong Kong on Mar.
10. There the cargo was transferred
to a Sea-Land containership sailing
to the West Coast.

Carter's Chip Visits Jax SIU Hall on Campaign Trail

I

Hitting the campaign trail on behalf of his dad. Chip Carter made a whistle-stoD at the SIU hall in larkcnnwiii.:. cio . . ' ^
In the Photo (above, left) Chip (center) has a confab with local press. Photo at center shows SIU Jacksonville Presidential
And at right, it looks like Chip's a natural at politics as he cuddles a little girl while Jax Patrolman Jim Davis stands by extending a welcome to C p.

8 / LOG / March 1980



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Seafarers International Union of Nortii America, AFL-CIO March 1980 Legislative. Administrative and Regiilatorv Happenings

On the Agenda in Congress • •

AS we are going to press this month, a
number of important maritime legis­

lative matters were being scheduled for
hearings in Congress. Included among the
hearings are final action in committee on
proposed authorizations for Maritime
Administration programs to promote the
U.S. merchant marine. Because it is an
election year. Congress has been moving
quickly to clear its calendar so that members
can get back to their home districts for the
April recess.

Here's what is happening on Capitol Hill.
• Maritime Authorization (In the

House). The House Merchant Marine and
Fisheries Committee is expected to complete
mark-up of legislation which would author­
ize appropriations to finance a number of
maritime programs which are monitored by
the Maritime Administration.

Among these programs are construction
and operating subsidies which make it
possible for American shipyards and
American shipping companies to compete
with heavily subsidized foreign fleets and
shipyards. It is expected that the proposed
authorizations will ije reported out of the
Merchant Marine Committee with little
or no changes.

These authorization hearings must be put
into perspective to understand why the
House bill is expected to get smooth sailing
for the first time in four years of very stormy
weather.

In the fu-st place, the House Committee—
under the joint sponsorship of Committee
Chairman John Murphy (D-NY) and Rep.
Paul McCloskey (R-CA)—is pushing a so-
called Omnibus Maritime Bill. This bill puts
forth all manner of structures on construc­
tion and operating assistance, as well as
placing serious constraints on such needed
industry programs as recruiting and
training, upgrading, and political activities.

At the same time, the Carter Administra­
tion is including the nation's maritime
programs among those which will be
curtailed within the President's planned
budget cuts.

So, the winds off Capitol Hill, and down
the road at the White House, are building
up—and our maritime industry is almost
certainly heading into some heavy seas.
• Maritime Authorization (in the Sen­

ate). Meanwhile, the Senate Subcommittee
on Merchant Marine and Tourism is also
holding hearings on its version of the
MARAD Authorization Bill. Senator
Daniel K. Inouye (D-Hl)is chairing these
hearings.
• Omnibus Maritime Bill. This contro­

versial piece of legislation is intended by its
sponsors to overhaul, update and pull
together various laws and regulations
dealing with the U.S. maritime industry.
Both of the bill's sponsors—Congressman
John Murphy (D-NY) and Congressman
Paul McCloskey (R-CA)—want this bill
passed. As of this writing, the bill is in its

second committee re-draft and will be
circulated shortly for further comments.
• Outer Continental Shelf. The Senate

Energy and Natural Resources Committee
will hold hearings March 18 and 19 to review
developments since Congress passed the
Outer Continental Shelf Act. This legisla­
tion was enacted^ to encourage the develop­
ment of oil and gas drilling off the U.S.
coastline. This legislation has already
produced many hundreds of Jobs for
American workers, including seagoing jobs
aboard vessels carrying supplies and
personnel to the offshore drilling platforms.

Two new legislative matters were intro­
duced in Congress earlier this month which
are of special significance to both the deep-
sea and inland waters segments of the
maritime industry.
• Collective Bargaining Agreements.

Under existing regulations, the Federal
Maritime Commission has power to require
that collective bargaining agreements in the
maritime industry be filed with the FMC,
and be approved by them. Earlier this
month, the FMC announced that it is
proposing to exempt certain of the collective
bargaining agreements from its regulatory
rules.

Also this month. Congressman John
Murphy, chairman of the House Merchant
Marine and Fisheries Committee, intro­
duced legislation which would prohibit the
FMC from regulating agreements between
shipping companies and maritime unions.
Explaining the need for this legislation.
Congressman Murphy said, "It is impossible
for any employer bargaining association in
the maritime industry to finalize its
collective bargaining agreements except
after lengthy hearings before the FMC, and
protracted litigation in the courts." He
termed the FMC's intrusion into the
collective bargaining process as "disruptive
and unnecessary."
• Towing Safety Advisory Committee.

Legislation to establish a Towing Safety
Advisory Committee in the Department of
Transportation was introduced earlier this
month by Congressman Mario Biaggi
(D-NY), chairman of the Coast Guard
Subcommittee of House Merchant Marine
and Fisheries Conunittee.

There would be a safety committee
comprised of 15 members. Seven members
would come from towing industry manage­
ment, and two members each representing
the following—maritime labor, inland port
districts, authorities or terminals, shippers,
and the general public.

The safety advisory group would review
safety, navigational and other issues relating
to the towing industry. They would work in
conjunction with the Coast Guard.

• Coal Slurry Pipeline. This biU, which
has been kicking around in various House
committees for several years, is now
tentatively scheduled for final approval in
the House Public Works and Transporta­

tion Committee. The mark-up will take
place March 19, according to Committee
Chairman Harold Johnson (D-CA). This
bill would authorize the building of a
pipeline to transport pulverized coal from
Western coal fields to Texas, Missouri and
Other points in the South and Midwest.
• Small Vessel Manning. The House

Merchant Marine and Fisheries Committee
is scheduled to take final action on H.R.
5164 on March 19. This bill sets certain
qualification standards for crewmen who
man small uninspected vessels. We are
watching this one very closely because of its
serious implications regarding safety at sea,
and because of this bills possible application
to larger towboats and deep-sea vessels.
• Strategic Petroleum Reserve. The

Interior Subcommittee of the Senate
Appropriations Committee will conduct
hearings, beginning March 25, on the
production and distribution systems of the
Strategic Petroleum Reserves program.

Bosuns Take a Close hook
At Their Union's Political

• i I

And Legislative Programs

Ten veteran SlU members—Bosuns in their
union's Recertification and Upgrading Program-
went to Washington late last month to take a first­
hand look at the Seafarers political and legislative
programs. And they liked what they saw. It was an all-
day affair, with meetings at the Transportation
Institute and the AFL-CIO Maritime Trades Depart­
ment. There was also lunch at the National
Democratic Club with Congressman Daniel K. Akaka
(D-HI) who is a member of the House Merchant
Marine Committee. There were also meetings with
SlU Legislative Representatives Frank Pecquex,
Fred Somers and Betty Rocker. And there was a tour
of the U.S. Capitol. During all of the day there were
many questions asked and all of them answered.
And—finally—the Washington visit gave the Bosuns
a better understanding of the many problems we
face, and a deeper appreciation of the importance for
political action.

At the end of the afternoon, the Bosuns posed on
the steps of the Capitol for a photo. With them were
SlU Washington Representative Betty Rocker and
Piney Point Port Agent Nick Marrone. The Bosuns
are Thomas Reading. Howard Webber. Robert
Hagood, Thomas Spangler, William Aycock, Franz
Schwarz, Clyde Smith, Clarence Burgo, Teddy
McDuffie, and Frank Cottongin.

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March 1980 / LOG / 9
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News

Group Supports Ocean Tberrnal
Use of U S. Ships The Transportation Institute—a major

maritime industry group based in Washing­
ton—came out strongly in support of a bill
which would encourage the building of
plants and ships for development of Ocean
Thermal Energy Conversion (OTEC)
facilities. », u *

In testimony before the House Merchant
Mafihe and Fisheries Committee late last
month, TI spokesman Peter Luciano
stressed the importance of moving ahead

with the OTEC program. He said:
Ocean Thermal Energy Conversion
facilities and plantships can become a
major source of electrical energy for the
United States coastal and inland areas.
The bill provides that all OTEC plant-

ships, and ships used in transportation of
materials to and from the OTEC facilities be

Sea-Land Launches
Container Service
From China to US

An agreement between the Peoples
Republic of China and Sea-Land Services
has launched the first regularly-scheduled
containership service between Shanghai and
the United States.

Harry Gilbertson, vice chairman of Sea-
Land, said that at the outset the new service
would operate twice monthly. The initial
ports of call here will be Oakland and Long
Beach, CA, and Seattle, WA.

G. M. Gople, Sea-Land vice president and
general manager in Asia, predicted that the
direct cargo route between Shanghai and
North America "will increase significantly,"
and will help to open up this important
seabridge between the People's Republic of
China and the U.S."

A Year-End Report:
US'Flag Merchant Fleet
Loses 18 More Ships,
But Hits Record Tonnage

10 / LOG / March 1980

documented in the U.S. and that they Hy the
U.S. flag. Jn supporting "American flag"
provisions, Mr. Luciano said:

Vessels documented under the laws of the
U.S.—subject to U.S. safety and environ-

' mental laws—are essential to guarantee
the uninterrupted flow of critical energy
products, and would enhance our na­
tional security by minimizing America's
dependence on the "good-will" of foreign-
flag vessel operators.

MARAD OK's Bay Ridge
For Alaska Oil Trade

The U.S. Maritime Administration
(MARAD) this month approved a petition
from Richmond Tankers Inc. to put the TT
Bay Ridge into the Alaska oil trade for six
months. Approval for the subsidy-built,
224,000 deadweight-ton tanker came despite
objwtions from Chevron USA and from
Trinidad Corp. which expects to place a
123,999 ton vessel in the trade later this year.

The Bay Ridge is the last of a series of
supertankers built at the Seatrain shipyard
in Brooklyn. There are already five subsidy-
built tankers in the Alaska to Panama trade.
MARAD said that the Bay Ridge was
needed to move the increase in oil bound for
U.S. refmeries, and said that it did not
expect "any significant increase in availabil­
ity" of non-subsidized tankships in the
months ahead.

Memo to Carter:
As You Slash Your Budget,
Remember These Words...

The U.S.-flag deep-sea merchant fleet
show^ a year-end loss of 18 ships on Jan. 1,
1980 according to the latest figures compiled
and released by the U.S. Department of
Commerce. But that gloomy announcement
was offset somewliat by a further report that
54 merchant ships are presently under
construction or on order in American
shipyards.

Here is what the "U.S. Merchant Marme
Data Sheet"—a publication of the Maritime
Administration—reveals about the present
state of the industry.

As of Jan. 1, 1980, the privately-owned
deep-sea fleet totaled 727 vessels—compris­
ing a record 23.5 million deadweight tons.
During the period from Jan. 1,1979 to Dec.
31, the nation's merchant fleet lost 18 ships
although the overall fleet capacity increased
by 1.8 million tons. (The gain in capacity
reflects the larger sizes of new ships added to
the fleet compared to the smaller sizes of
those ships that were sold or scrapped.)

Also as of Jan. 1, 1980, 54 merchant ships
totaling nearly 2.2 million deadweight tons
were under construction or on order in U.S.
yards. These include 13 tankers, five
liquefM^ natural gas (LNG) carriers, 11
intermldal vessels, 11 dry-bulk carriers, two
breakihulk ships, and 12 special-type
vessels.

SIU Stewards in
Recertification Program

Attend Washington
Political Briefings

During his testimony before the Hotwe
Merchant Marine Comnuttee recently, SIU
Washington Representative Frank Pe<^uex
reminded the Congress that President
Carter had some forceful words to say about
the need for a strong U.S.-flag fleet, and the
dangers of scuttling that fleet through a lack
of Congressional (and executive) support.
Pecquex had special reference to this almost
total lack of a U.S.-flag bulk fleet.

This is how President CartCT viewed me
problem in a letter to the Merchant Marine
and Fisheries Committee last July 20:

"Our heavy dependence on the foreign
carriage of U.S. bulk cargoes deprives the
U.S. economy of seafaring and shipbuilding
jobs, adds to the balance of payments deficit,
deprives the Government of substantial tax
revenues, and leaves the United States
dependent on foreign-flag shipping for a

^ continued supply of raw materials to
support the economy."

It would be helpful for th6 President to
recall these sentiments as he prepares to
make major cuts in his 1981 budget.

On the Agenda in
Congress

• FX. 480 ProfnuM. The Agriculture
Subcommittee of the Senate Appropriations
Committee will begin a series of hearings
March 25 on various P.L. 480 programs^
These are the so-called "Food for Peace"
programs which send foodstuffs—^mostly
grains—^to needy countries. Under exist-

Another group of 12 Stewards participating in the
SlU's Recertification Program went to Washington
this month for briefings on their union's legislative
and political action programs. During their visit to the
nation's capital, these veteran Seafarers met and
talked with officials of the Transportation Institute,
and the AFL-CIO Maritime Trades Department, as
well as their SIU Washington representatives. They
also met and talked with Congressman John Burton
(D-CA) after lunching at the National Democratic
Club. During their tour, the Stewards were accom­
panied by SIU Legislative Representative Betty
Rocker, and Lundeberg School Instructor Terry
Bader. The entire group posed on the steps of the
Capitol for this photo. Attending the Washington visit
were; Jose Colls, Robert Liegel, Ruben Blackburn,
Carl Tebell, Chester Moss, Jack Utz, Carl Jones Jr.,
Charles Scott, Willie L Smith, Jee On Dong and F.E.
Smith.

h

. -'5

ing laws, at least 50 percent of all P.L. 480
cargoes are required to be shipped on U.S.-
flag vessels.

I
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Boatman to Get

TWO years ago doctors sug­
gested he quit working. But

SIU Boatman Stan Manowski
liked his job. So even after an
operation that put three bypasses
in his heart, he continued to be a
tugboat deckhand in the port of
Baltimore.

Now that he's decided to retire,
he's become the first Boatman to
receive an Increment under the
Early Normal Pension Plan. The
Plan was first negotiated for SIU
Boatmen in eight companies in
October of 1978.

Today, 21 SlU-contracted
inland companies have the Early
Normal Pension.

Under the Early Normal
Pension program, a Boatman is
eligible for retirement at age 55 if
he has worked 7,300 days. As of
now that pension amounts to
$390 for Boatmen. According to
the contracts signed in October
1978, it will be raised to $440 in
June of this year. Boatmen who
work 125 days past June 16,
1980 will be eligible for that
pension.

Brother Manowski, who is 62
years old, was eligible for the
$390 pension after he worked 125
days past Oct. 1, 1978. But
sinM he decided to keep working.
Brother Manowski earned a $25
increment. That means his
monthly pension will be $415.

A Boatman who is eligible for
an Early Normal Pension but
who elects to continue working
can earn $25 for each additional

365 days worked, up to a
maximum of seven increments.
By continuing to work, then, a
Boatman can put an additional
$175 onto his monthly pension.

The Early Normal Pension and
the increrhent benefit that goes
with it, were not available to
Boatmen in the past.

But in order to constantly
improve Boatmen's benefits, the
Union negotiated this pension as
part of the contracts in eight
inland companies on the East
Coast in late 1978. Since then, 13
more inland contracts have
included the benefit.

Talking about the increment.
Boatman Manowski said he was
particularly glad to have it
because of the rising cost of
living.

Sailed Deep Sea in War
Since he was a young man.

Brother Manowski's work has
been connected with the water.

In the early days of World War
II, Manowski worked in a Balti­
more shipyard. Then, since some
of his friends were going to sea,
he thought he'd give it a try. So
for a couple of years he was a
member of the National Mari­
time Union and sailed as an OS in
the Mediterranean, Atlantic, and
Indian Oceans during the War.

When the War was over,
Manowski decided to stay closer
to home. He went down to
the Baltimore Piers where he
landed temporary work oh the
boats. Soon that became perma-

In the Baltimore Union Hall, Port Agent George Costango, right, hands pension
check to SIU Brother Stanley Manowski, the first Boatman to receive an
increment under the Early Normal Pension Plan. On the left is Boatman Bill Bobac
who was part of the Union team that helped negotiate some of the 1978 inland
contracts that included .the Early Normal Pension benefit for the first time.
nent work with Atlantic Trans- stayed with that company until
port, a subsidiary of U.S. Lines.

He was with that company in
1956 when it came under the
banner of the former Inland
Boatmen's Union, an affiliate of
the SIU. A number of companies
on the East Coast were organized
by the IBU at that time. Brother
Manowski said that he and his
fellow workers at Atlantic were
the first to sign pledge cards. In
fact, Manowski's book numbw:
was M-3 before the series was
changed when the SIU and IBU
merged in 1976.

When Atlantic Transport
folded, Manowski went to work
for Arundel Dredging Company
for a few years.

Then, in 1963, he got a job with
Baker-^^teley in Baltimore and

Seafarers have Unelauned Wages Due
A total of 71 Seafarers have un­

claimed wages due than from Mari­
time Overseas Corp. If your name
appears below, to get yonr money
you should apply by mail to:
Paymaster, Maritime Overseas
Corp., 511 Fifth Ave., New York,
N.Y. 10017. You should supply the
company with die foDowing infor­
mation: the Maritime Overseas
vessel or vessels you have worked
aboard recently; the rating you
sailed and the dates you worked.

Following are the names and
Social Security numbers of the 71

ITS^MARP 221-10-1574
W. T- SHANKS 230-74-4622
P. C.ADKINS 224-20-1513
L. C. BUCHANAN .... 217-24-4315
R. L. BEALE 231-16-0399
L. J. MARTIN 377-22-9002
E. R. LIMON ......... 466-72-6289
O. PURDY ........... 225-14-0129
M, CANN . 068-14-7853
M. KOUSTOUROS .... 172-44-4071
F. E. PERKINS 265-40-8579
G. L. WILLIAMS ...... 224-44-6587
J. SUMLIN 421-70-4228
J. HEARN, JR. ....... 416-18-0199
W. McCALLUM 132-10-1617
A. T.SMITH 223-76-5159

••••••••••

J. P. DESTACAMENTO
R. H. MANN
C. C. WILLEY
E.E. GIBBS
M. BAFFI ............
E. JOHNSON
V. O. DAVIS
W. M. FLAHERTY
R. F. FLOURNOY
F. O. HARRIS ...
B. C.OTOOLE ..
R.N. PERRON ..
J. A. TIMS
W. D. WATSON
G. PATINO ....
F. W. POPE
R. L. CREWSHAW ....
F. L. HENRY
J. A. HOENEWLED....
R. VAUGHN
S. G. CONNER
G. W. DOBBS
U. ENRIQUEZ
E. L. JOHNSON
C R. LYONS
T. R. McDUFFIE
F. C. McNARY ........
H. A. PAYNE
J. D. PSATHAS
H. W. ROBERTS
T. L. STANLEY
R. C BUSHER .
W. DAVEY.....

097-18-8325
438-56-0973
225-42-0465
420-20-8197
073-54-9225
230-78-8991
424-76-1283
029-46-3549
461-12-5049
218-28-1034
059-44-4102
220-42-9372
587-10-2683
055-40-7204
467-94-2115
466-07-0037
540-12-5286
036-34-2132
157-52-5909
183-20-8245
566-80-0146
251-24-4498
086-12-5633
451-92-2215
427-84-3644
422-54-6251
571-01-8261
256-42-0369
072-14-6481
419-28-7222
236-80-5147
322-16-4358
388-16-5090

R.JL. DIXON ..
D. B. FARMER
R. M. LEE
C MILLER ....
E. RITCHIE ...
G. RUF
L. THOMAS ...
B. W. WARREN
J. P. REAMS ..
T. A. BIRCHER
H, L. BRASS ..

•••••••

419-20^104
255-64-3422
405-56-0354
142-12-5358
423-18-5661
155-01-0430
434-84-2303
456-08-7602
263-44-1039
262-19-9519
059-20-9614

his retirement. He enjoyed work­
ing with Baker-Whiteley, called
it a "good company," and ex­
plained some of its history.
Manowski said the company was
100 years old, "the oldest in the
harbor," and that it was once a
coal company.

Bom and raised in Baltimore,
Manowski still lives there with
his wife, Constance.

But he is planning to go to
Ocean City, along Maryland's
Atlantic Coast. There he will
supervise the real estate owned by
his son. (Brother Manowski and
his wife have three children and
four grandchildren.)

So even though he's ending his
career on the water. Brother
Manowski won't be far from it.

A. CRUZADO 581-20-0892
J. HOCKMAN ........ 227-50-7773
L. D. NELSON 557-78-9958
G. C. NICKUM, JR 532-44-5202
W. A. ROCH 091-12-9679
J. SMITH 436-64-1849
W.E.HART 091-12-2568
N. OMURA 560-15-7291
O. R. VASQUEZ 054-24-3154
J. P. WIMMER 420-62-4827
A. W. GORE 083-40-9532

Shipping Procedures (Deep Sea)
Wiwn throwing in for work mon who posooss Llfohoat-

durlng a Job call at any SIU man ondorsomont by tho
Hiring Hall, ooamon must pro- United States Coast Guar^
dues tho following: The Seafarers Appeals Board

e momborshlp certificate may waive tho preceding son-
(where possessed)

• reglstaatlon card
• clinic card
• seaman's papers
• valid, up-to-date passport
In addltton, when assigning

I |«>b the dispatcher will com-

tonco when, in the soio Judg­
ment of the Board, undue
hardship wiil resuit or extenu­
ating circumstances warrant
such waiver."

Also, all entry rated mem­
bers must show their last six

ply with the following Section months discharges.
5. Subsection 7 of the SIU Further, the Seafarers A^
Shipping Rules: peals Board has ruled that 0

"Within each class of senior- classification seamen may
ity rating in every Depart- only register and sail as entry
mont, priority for entry rating ratings in oniy one depart-
Jobs slMll be given to all sea- ment."

March 1980 / LOG I 11



• =,-]V r.fe'i,.?- • r'.'•'•:! . :..

•^U' •

Get Ready for the D-9's %mi '^K&'
i5^» '•

*r:".

•5-.>.|- •-• • '*•", -•• •

i t" • .',Y, ••lisa;- - •,

"••i; •
' 'V^s-'

i^,-
>i

Diesels Course
Offered at H LS

Students in the diesel course apply their classroom Instruc­
tion to actual diesel engines. They learn engine operation
and repair.

.;The Harry Lundeberg School has
developed a program just to help
QMED's meet the current needs In
the shipping Industry. The course
teaches seafarers about diesel
engines so that they can work on
diesel-powered ships.

Diesel power Is the current trend
In the maritime Industry, Sea-Land
Corporation alone has plans to put
twelve new diesel-powered con-
talnershlps Into service In 1980.
Sea-Land's D-9's will be able to
carry 839 containers >ahd will
operate at a cruising speed of 22
knots. The first of these ships, the
Sea-Land Patriot, has already been
launched. The ships will be
powered by MHI/Sulzer 9 cylinder
diesel engines. These engines are
more fuel efficient than steam-
powered vessels and require a
specially-trained crew to work on
them.
The diesel course at MLS prepares

Above. Each member of the diesel class receives
practical training to prepare him to work on a diesei-
powered vessel. Below. Instructor Bill Eglinton
(right) helps a student make an adjustment to the
engine during shop training. Right. The seafarer in
the diesei course ieams preventive maintenance of
diesei engines.

12 / LOG / March 1980
.'V

..p. - •

seafarers to work on these
engines. The program begins on
May 12 and is four weeks long.
Among the areas seafarers will
Study are the construction and
operation of diesel engines and
their supporting systems. Each
student will apply his classroom
knowledge In thq Vocational
Machine Shop on actual engines.
By tearing down, checking and
repairing these engines, the stu­
dent can become familiar with the
engine and learn troubleshooting
and maintenance.

Durfng the last week of the pro­
gram, Mark Johnson, Vice Presi­
dent of Sea-Land's Field Engineer­
ing Division will visit the class. He
hopes to bring with him represen­
tatives from companies that have
manufactured the equipment on
the new vessels. The represen­
tatives will talk with the students
In the class about specific equip­
ment on the vessels. They will pro­
vide the seafarers with practical
knowledge about the machinery
they will work with. Other topics
which will also be covered Include
vessel construction, equipment,
and the engineer's maintenance
manual.

By talking with these represen­
tatives, the students will have a
first-hand Idea of the equipment
they will find on the new vessels.

If you are Interested In the fast-
growing field of diesels In the
maritime Industry, then take advan­
tage of the diesel course at HLS.
Improve your skills or learn new
skills so that you can work on
these vessels.

The diesel course starts on May
12. Fill out the application In this
Issue of the Log or contact the
Harry Lundeberg School, Voca­
tional Education Department,
PIney Point, Maryland 20674 to
enroll.

p\ J
J Li

a iU
lis 1

Tfie MHI/Sulzer D-9 Engine

- '• /..T -



AFL-CIOtoRuleon SIU-Lbcal333 Tug Beef
'^HE jurisdictional beef be-
A tween the SIU and the New

York tug union, Local 333 of the
International Longshoremen's
Assn., has moved into "round
two."

A three-man Subcommittee of
the AFL-CIO Executive Council
heard the SIU's charges that a
clause in Local 333's contract,
negotiated last summer, violates
the SIU's jurisdictional rights
under Article XX of the AFL-
CIO Constitution.

The SIU won "round one" of
the battle fest June when an
impartial umpire appointed by
the AFL-CIO handed down a
ruling backing the job rights and
job security of SIU Boatmen.

The umpire upheld the
Union's claim that Local 333, in
attempting to broaden the scope
of their representation, was
cutting into the SIU's jurisdic­
tion over Maine-to-Virginia
coastwise towing. This practice
is known as "raiding" and it is
forbidden under Article XX of
the AFL-CIO Constitution.

Local 333 appealed the
impartial umpire's decision and

~th^three-man AFL-CIO Execu­
tive Council Subcommittee was
convened to issue a final ruling.

The Subcommittee reviewed
the case last month during the
AFL-CIO Executive Council's
mid-winter meeting in Florida.
Representatives from the SIU
and MEBA District 2 presented
arguments on Feb. 25. The
Subcommittee is expected to
announce a final and binding
decision on the raiding charge at
the next Executive Council
meeting in May.

Raiding charges against Local
333 originally arose last June,
when the 2,800 Local 333
boatmen who wOrk tugs and
lighters in and around the port
of New York ratified a new
contract.

Key to the contract settlement
reached by Local 333 and the
Marine Towing & Transporta­
tion Employers Assn. was job
jurisdiction. The issue was also
the crux of an 88-day work
stoppage by the tugmen . during
April, May and June of last year.

Under their previous contract
which expired April 1, 1979,
Local 333's jurisdiction included

"only all licensed and unlicensed
employees...on tugboats and
self-propelled lighters... in th^
Port of New York and vicinity."

The new agreement, which the
SIU maintains is illegal,
extended Local 333's jurisdiction
to include "any regular coastwise
run having as one of its terminal
points a point in or north oL
Norfolk and not customarily and
traditionally done by other
unions."

But three of the principal
companies signatory to Local
333's agreement have subsidi­
aries or affiliates outside New
York which do extensive
coastwise work from Norfolk
and points north. The unlicensed
jobs on the boats belonging to
the outport subsidiaries of
McAllister Bros., Ira S. Bushey
& Sons and Moran Towing &
Transportation have tradition­
ally been filled by SIU Boatmen.
Members of MEBA-District 2
fill many of the licensed jobs on
these boats.

Even before Local 333 and the
employer's association had
wrapped up their contract, the
SIU and MEBA protested that

Ki •
the new agreement's jurisdic- ^
tional clause was illegal under J
Article XX of the AFL-CIO '
Constitution.

The impartial umpire ap­
pointed by the Federation
agreed that Local 333 was guilty ,
of attempting to represent
employees already working
itnder a contract with the SIU,
which is clearly prohibited by
Article XX.

Article XX requires every
AFL-CIO affiliated union "to
respect any work of the kind
which the members of an
organization have customarily
performed at a particular plant
or work site."

Local 333 immediately ap­
pealed the impartial umpire's
ruling and the three-member
Subcommittee from the AFL-
CIO Executive Council was
convened to hear the appeal.

If the Subcommittee upholds
the impartial umpire's decision,
as'they are expected to do, the
clause in Local 333's contract
mandating jurisdictional changes
must be stricken from the
agreement.

No One's Gonna Rain on'Bubba' Showers
ON THE books he's William

Edward Showers III,
though his friends just call him
"Bubba". But pretty soon they'll
be calling him "Mister Mate"!

Showers, an SIU bosun for
some eight years, is presently en­
rolled at the MEBA (Dist. 2)
Upgrading Center in Brooklyn,
N.Y., where he's preparing to sit
for his Original Second Mate's
license.

Born (38 years ago) and raised
in the port city of Mobile,
Alabama, Bubba Showers saw
his first ship at an early age.

"I was born about six blocks
from the waterfront," he told the
Log recently, "so hanging
around down there, and
watching the ships, was part of
coming up in my neighborhood."

Perhaps watching those ships
come and go subconsciously
preordained that Bubba Show­
ers would eventually go to sea
himself. In any case, it wasn't
until after finishing up a three-
year hitch in the U.S. Army that
Showers made the decision to go
to sea.

He went to New Orleans and
enrolled in the SIU's old Andrew
Furuseth School. He finished up
there in early 1964 and soon
after had his first ship, the Sea-

train Georgia- He worked as a
BR on that ship, but switched
over to the deck department
when he joined his second ship,
the Margaret Brown. He's been
working his way up in the deck
department ever since.

Showers upgraded to AB in
1966, just in time for the
Vietnam Sealift. He worked
steadily on that run, mostly on
reactivated Victory ships such as
the Hattiesburg, Albion, and
Kenyon Victory.

But, while he was on the C-3
Sagamore Hill in Qui Nhon,
the war got a little too close for
comfort. The harbor came under
rocket attack one day, and
shrapnel landed on the deck of
the ship. And he was in Da Nang
on the Ocean Dinny when an
underwater explosive charge
blew a blade off the propeller.

Showers got his first bosun
job in 1971, working as such on
the Champlain Container. He
went through the Bosun Recerti-
fication program in 1975. His
last bosun job was on the
modern tanker Zapata Patriot.
which he left in late 1979 to
begin studying for his original
second mate's license.

One of the reasons why Bubba
Showers is cont^n^ with the

"Bubba" Showers
profession he's chosen, is the
opportunity for advancement in
it. "I had no idea, back in 1964,"
he said, "that one day I'd be
going for a license. There's real
chance for advancement in this
business, if ytfu go for it."

But that's not the only reason
why Showers likes being a
seaman. "I like the travelling,
and seeing new faces and sights.
I never would have seen all the
things I've seen, if I hadn't gone
to sea."

Would he ever consider

r'

working ashor?? "No," he said
emphatically, "but if I did, it
would have to be in the shipping
industry."

So strong is his belief in the
seafaring life, that Showers has
helped a number of young men
get their starts in the business.
But he takes special pride in
talking about one young man.
who he has helped guide in that
direction: his younger brother,
Darrell.

Darrell Showers is a graduate
of the Harry Lundeberg School,
and plans to upgrade to AB in
the near future..

We wish both Bubba and
Darrell Showers the best of luck,
and much success, in their
merchant marine careers.

Notice On Job
Call Procedure

(inland)
When throwing In for work

during a job caii at any SIU
Hiring Hail, boatmen must
produce the ffoiiowing:

• membership certificate
(where possessed)

• registration card
• clinic card
• seaman's papers

March 1980 / LOG / 13

W 4

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;i;SlftsSi=;KV:

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LT

Flames leaped from the
ship's portholes, as a dark
cloud of smoke billowed into
the cold winter sky. The ship
was on fire!

A line of young merchant
seamen, clad in black, hooded
ralngear, advanced towards
the inferno. Slowly, but stead­
ily, they approached the
flames, casting a bright stream
of water before them from
their firehose.

Undaunted, the nozzleman
spread the entrance to the
englneroom, then entered.
Flames licked at the grating
ahead of him. They worked
methodically and efficiently.

and in seconds (It seemed
longer) the fire was extin­
guished.

The fire was out! The ship
was saved! And the seamen/
firefighters had all come
through unscathed.

A SCENE from a movie, de­
picting a great moment in

the annals of maritime history?
No! It is, in fact, just a daily

occurance at the Military Sealift
Command / Maritime Adminis­
tration firefighting school in
Earle, N.J. Thousands of
American seamen, and seamen
trainees, leam the rudiments of

shipboard firefighting at the
school each year (4,000 in
1979).

And every one of them gets a
chance to "lead the charge" into
the engineroom mock-up, the
scene of that dramatic episode
described above.

"The whole idea of the fire­
fighting school," said one
instructor recently, 'is to learn
se^-confidence, not just tech­
nique." And what better way is
there to acquire that self-
confidence than by practicing
with the real thing, under

^tudenH teamliovriomn toam'tor fighting Una at sea.

conditions that mirror those one
might encounter on a vessel at
sea.

The main difference is that, at
the school, the conditions are
controlled, and monitored by a
staff of serious, eagle-eyed men.

The MSC/MARAD firefight­
ing school was established in
Earle, N.J. in 1975, replacing an
older facility in Bayonne.
Besides the engineroom mock-
up, the new firefighting school
has a variety of fire-making
setups, ranging from huge
steel tanks, to galley stoves.
In short, what is needed to create
different types of fires in
different situations.

The school also has a small
building, called the "Smoke
locker", where students acquire
first-hand experience in the use
of different types of self-
contained and forced-air
breathing apparatus.

Part of a reconstructed
Coast Guard cutter will be added
to the -facility in the future,
further adding to the realism of
firefighting practice there.

Under the watchful eyes of
MSG, MARAD, and Coast
Guard instructors, students are

All ears are on the Instructor prior to fighting the fire In the engineroom mock-up.

I

lea wet, but It gets the Job donel

14 / LOG / March 1980

The engineroom mock-up...gets douaed.



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given practical training in the use
of water, foam, and 1 dry
chemicals for fighting shipboard
fires. The instructors can be as
subtle as Marine Corps drill
instructors, at times, but they are
all experts in the field of marine
firefighting. The experience,
skill, and effort each one
contributes to the course makes
it a truly worthwhile learning
experience.

Though firefighting endorse­

ments are not yet mandatory for
seamen, aU trainees at the SIU's
Harry Lundeberg School in
Piney Point, MD. receive 16
hours of classroom instruction in
fire prevention, fighting, and
safety. They must also complete
the day-long course in ^rle,
N.J. beforfe they can graduate
from the Union's trainee

best trained seamen in the world.
Such training faciUties as the
MSC/MARAD firefighting
school is one reason why.

After completing the firefight­
ing course recently one young
trainee Seafarer was heard to,
remark, "I never fought a fire

before in my life. But now that I
have...I feel a lot more confi­
dent about it."

Hopefully, he'll never have to
use the training he received at
the firefighting school. But, if he
does, it just might save his life
and those of his shipmates.

'%•

' 1

I

•S- V • (•
:

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Using a dry-ehamlcal Hra extlngulahar.

The Smoke Locker, where atudenta gain practical axperlence. In the use of oxygen
breathing aiataratua.

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Warnrom Up tha ladder.. Reedy.. Go/

March 1980 / LOG / 15

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Unions Must Seek international Solutions
To Shrinking Job Opportunities At Home

There is no longer any
such thing as a nation
completely detached from
the rest of the world.

All countries depend for
their survival on Imports from
and exports to other coun­
tries. And crucial Issues like
energy, unemployment, Infla­
tion and labor standards are
all global concerns.

One of the reasons the
world today Is more Inter­
dependent than ever before
Is trade. Established Indus­
trial countries and those
nations which are newly
developing must seek Inter­
national markets for their
goods.

American workers have
been hard hit by the negative
aspects of International
trade. The flood of Imported
goods and the displacement
of thousands of American
jobs overseas have caused
massive layoffs and unem­
ployment in industry after
industry here at home.

The maritime Industry is
no exception. U.S. maritime
workers have to contend with
fleets of vessels owned by
American companies but

sailed under foreign flags
with foreign crews. And the
U.S. merchant fleet operates
at a disadvantage when
forced to compete with
foreign fleets which are
owned or heavily subsidized
by their governments.

Just as many problems
'confronting U.S. industry
across-the-board have Inter­
national roots, the solutions
must also be International.

That was the message of a
speech delivered by Jack
Otero, International vice
president of the Brotherhood
of Railway and Airline Clerks
and a memt>er of the execu­
tive board of the International
Transport Workers' Federa­
tion (ITF). ITF Is an Interna­
tional labor organization
representing transport work­
ers, with 15 affiliated Ameri­
can unions, Including the
SlU.

Speaking before the Exec­
utive Council of the Maritime

t, k r
Jack Otero, vice president of the Brother­
hood of Railway and Airline Clerks.

"A threat to peace and
prosperity anywhere in the
world is a threat to peace and
prosperity everywhere in the
world.

"This is the basic philosophy
Trades Dept., which met In guiding the- American labor
Florida last month, Otero ad- movement in foreign affairs,
dressed the topic "U.S. Labor "What affects working people
Interests In Development in Iran, Nigeria, Mexico, Hong
Abroad." Excerpts from that Kong, Italy or Afghanistan,
speech are reprinted, below, inevitably affects workers in this

country.

It's A Good Ideal

It's a good idea to specialize in skills that are
needed today and mean Job security tomorrow.
It's a good idea to learn marine electrical
maintenance.

So take the course. The Marine Electrical
Maintenance class starts May 1Z Enroll now.
Contact HLS or fill out the application in this issue
of the Log.

it's o good ideal

16 / LOG / March 1980

"While our main concern
must remain domestic issues, we
cannot afford to ignore the
international connotations of
the energy problem, of inflation
—unemployment, trade, labor
standards. We must also
recognize that the gap between
the rich and the poor continues
to grow.

"Selfishly speaking, American
labor seeks to preserve the jobs
of our thousands of members
by maintaining and improving
labor and economic standards,
while fighting and opposing
unfair competition.

"In doing so, we also
strengthen our own unions and
achieve greater bargaining
power when facing domestic
and international employers.

"I am happy to say that these
views are shared by a large
number of American unions,
particularly by those represent­
ing workers in the transport work*ers at *$3 per day. Lock-
industiy. A total of 15 U.S. heed also has a Mexican border
transport unions are affiliated
with the ITF.

Over the years American
unions have worked hand in
hand with the ITF in fighting
flag-of-convenience practices;

pooling arrangements by inter-
national airlines; crew-of-
convenience practices and in
other areas where vital interests
of American transport workers
have been at stake....! am
proud to report the ITF will
hold its 33rd World Congress
this summer (July 17-25) in
Hollywood, Florida.

"It is obvious then that there
is a definite and growing inter­
dependence among transporta­
tion unions. As the problems of
this industry become more
complex, the interest of the
various transport unions
converge, and what affects
workers in a single segment of
this total industry will affect all
segments both at home and
abroad.

"Moreover, this interdepen-
dency is highlighted by corpo­
rate mergers. I am referring to
mergers which have taken place
in recent years among numerous
railroads and airlines,, as well as
in the shipping, oil, banking and
communications industries.

"It is estimated that in the
past 25 years U.S. firms
established about 15,000 foreign
subsidiaries, mostly in manufac­
turing.

"This development has
displaced U.S. production. It
has meant the export of
American jobs. It has resulted in
the loss of exports to third-
country markets. It has meant a
growing tide of imports from
foreign subsidiaries into the
U.S. American workers have
been the losers.

"But where have these jobs
gone? A great number of them
have been moved to the
Mexican border area where
cheep labor is abundant and
unions do not exist. The jobs
have gone to Taiwan-vto
Haiti—to Singepore—to Korea.
Let's look at some examples.

"Chrysler produces the Colt
in Japan...the Valiant in
Australia. But Chrysler laid off
over 2,000 workers in 1971 in
Los Angeles and in recent
months it laid off another 2,500.

"Lockheed has a plant in
Hong Kong employing 1,000

plant for 300 workers. 1,200 to
2,000 workers in California have
lost their jobs.

"Who benefits from all this?
Draw your own conclusions.
But get involved!!"

/



At Sea 1? Ashore
ST Columbia

From Apr. 7 to Apr. 17, the ST Columbia (Ogden Marine) from a Gulf
port will carry 22,500 metric tons of wheat to either Alexandria or Port
Said, Egypt.

Sea-Land

Sea-Land christened on Mar. 11 the fourth of 12 new Sulzer diesel D-9
containerships to be built. In ceremonies at the Nagasaki Shipyard,
Japan, the vessel was named the Sea-Land Liberdtor.

The first 745-foot D-9 to be built, the Sear Land Patriot completed sea
trials and joined the company's trans-Pacific fleet last month. Ten of the
12 new ships will be assigned to the Far East trades by the end of next
summer.

Five of the D-9's will sail from the port of Seattle and five will sail from
the port of Long Beach, Calif.

Assisted by the Tug Patrick R. McAllister (McAllister Brothers) the
24,773-ton containership SS Sea-Land Venture was out of danger on
Mar. 5 after losing her rudder and taking on water.

SS President Adams

The combo container-break bulk carrier, the '^SS President Adams
(American President Lines) last month won the line's Fleet Safety Award
for 1979.

Last year, the liner sailed 77,000 miles calling lat 43 ports working
385,000 man-hours with no-lost time accidents. 1

SS John Penn

The SS John Penn (Waterman) was scrapped in Hong Kong on
Feb. 19.

Galveston

On Apr. 5, voters here will vote on a referendum which could give
Texas a second active deepwater oil superport plan on Pelican Is. The
facility would provide 500 permanent jobs.

The first superport proposed by the Texas Deepwater Port Authority is
located at Freeport, Tex.

Bayonne, N.J.

Demolition of the deteriorated Bayonne-Elizabeth N.J. railroad bridge
crossing Staten Is.'s Kill Van Kull Channel is expected to start soon. It
had been considered since 1972 a hazard to navigation—especially to
Sea-Land vessels entering Port Elizabeth, N.J. and other ships going to
Port Newark, N.J.

Last month the U.S. Coast Guard let a $3,377,260 demolition contract
to the EXPLO C^rp. of Gretna, La. to tear down the 700-foot center span
of the Newark Bay Bridge formerly run in 1978 by the defunct Central
Railroad of New Jersey. It would take about five months to do the job.

El Paso Arzew

Last month it was reported that the Coast Guard had won one over the
U.S. Navy.

It turns out that the Coast Guard's method of making a Williamson
Turn is more precise than the Navy's way.

According to tests conducted by Capt. James Stilwell of the LNG El
Paso Arzew last July on a voyage from the port of Savannah to Arzew,
Algeria, the Navy Method doesn't result in a vessel returning down the
original track line.

Using an empty 55-gallon oil drum both times as a substitute for a man
overboard, it was thrown over the starboard bow side. As it passed the
bridge wing, an order for hard right rudder to 35 degrees was given. It was
held until the ship was exactly 60 degrees off the original course. Then, in
the Navy test, when the rudder was turned hard left, the vessel swung to
the right 88 degrees off the original course. Hard right rudder to 25
degrees off the original course put the LNG on her original course passing
the drum 100 feet to starboard—285 feet to the right off course.

In the Coast Guard test, the drum passed about 200 feet down the port
side of the ship, only 100 feet to the left of the original track line.

• -1'-1

.t

Ogden Champion Committee

Recertified Bosun John Little (2nd right) ship's chairman of the ST Ogden
Champion (Ogden Marine) leads the Ship's Committee (I. to r.) of Chief Pumpman
Gene Berger, educational director; AB George B. McCurley, deck delegate and
Cook and Baker H. McBride, steward delegate. The tanker paid off at Stapleton
Anchorage, S.I., N.Y. late last month.

HEY!

Are you going to stay down there on your
hands and knees all your life?

Get up out of the grease spills. Come to HLS. Toke the FOWT
course. Earn your rating. Make more money.

Course starts May 8.
To enroll, fill out the application in this issue of the Log.

Membership Meetings
Port Date

Deep Sea
Lakes, Inland Waters UIW

2:30 p.m.
2:30 p.m.
2:30 p.m.
9:30a.m.
2:00 p.m.

New York Apr. 7
Philadelphia Apr. 8
Baltimore Apr. 9
Norfolk Apr. 10
Jacksonville Apr. 10
Algonac Apr. 11 2:30p.m.
Houston Apr. 14 2:30p.m.
New Orleans Apr. 15 2:30 p.m.
Mobile Apr. 16 2:30 p.m.
San Francisco Apr. 17 2:30 p.m.
Wilmington Apr. 21 2:30p.m.
Seattle Apr. 25 2:30 p.m.
Piney Point ......... Apr. 12 10:30a.m.
San Juan Apr. 10
Columbus Apr. 19
Chicago ............ Apr. 15
Port Arthur — Apr. 15
Buffalo Apr. 16
St. Louis Apr. 18 ...........
Cleveland Apr. 17

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

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

2:30 p.m.
'l:00p.m.

2:30 p.m.

2:30p.m.

I

• J.
.uV* •' •' March 1980 / LCG / 17 m

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Best Wishes to Paul Hall
«

My husband is a member of the SIU and I'm proud to say it has
been beneficial to both of us.

Paul Hall is a credit to his Union, his men and his country. All
should be very grateful to him and all his efforts.

Hoping that he will be well, and be able to continue as head of his
men and his Union. My prayers are with him.

Sincerely,
Genildlne Madonado
Fort Lauderdale, Fla,

Pensioners Not Forgotten
My wife and I would just like to let the SIU know that it has

been a privilege and pleasure to have sailed with this great Union,
and that we are not forgotten when we have to retire from shipping.
I sailed with the SIU from 1946 to 1974.

Fraternally,
Harvey & Betty Falrbum
Grand Saline, Texas

Union There When Needed
My husband and I want to thank the SIU and the Seafarers

Welfare Plan for all the hospital and doctor bills that were paid
when we needed help to pay. We wish to thank you again for
everything the Union has done for us.

Sincerely,
Mr. and Mrs. Nick Goresh
Newark, N.J.

Repairs Needed, Repairs Made
This is to confirm the fact that last month an SIU Patrolman

came aboard our boat, and did inspect her for unsafe conditions.
Thanks to his efforts repairs have been made to the capstan, hull,
etc. Other repairs are also scheduled.

We the crews at Norfolk, Baltimore and Carolina Line give a
hearty thanks to the SIU for getting the job done.

Fraternally,
Fred Tenkle,
Norfolk, Va. (Tug O/ive H)

When Needed, SIU Was There
My husband, Sammy S. Dulaca died Sept. 22,1^79. At this time

I would like to express my thanks for having such a great Union
behind me during my husband's long illness.

Mrs. Agnes Kiefer from the Philadelphia Union hall was such a
wonderful help to me during my long trying times.

My Sammy died from cancer. The SIU was wonderful in taking
care of all bills including hospital, medicine, doctors apd also home
care.

I will never forget the SIU. When I really needed help, the SIU
was there to give me that help.

Sincerely,
Mrs. Cadierine Dulaca
Philadelphia, Pa.

A True SIU Success Story
Every journey begins with a single step—and this is no lie. When

my father fled the fascist regime of Franco's Spain, he began a new
life in a New World.

His dream was that one day his children would be educated
Americans. Unfortunately, his untimely death caused some
financial difficulties in our family and, at 16,1 left my home and my
education behind and Joined the SIU.

The money was good, the travel fantastic, the work was hard,
and the people were always different.

Eight years later I found myself at H.L.S.S. With much personal
help and loads of encouragement I was tutored for the G.E.D. high
school equivalency. After a couple of weeks of intensive study and
review, I took the exam and, lo and behold, I passed with flying
colors. I was elated!

With this achievement under my belt, I enrolled in the lifeboat
and A,JL- upgrading programs. During the short time I was learning
to be a competent seafarer, the staff at H. L.S.S. encouraged me to
take the college entrance exams and apply for an SIU college
scholarship.

For me, such talk at first seemed as unbelievable as pyramiding
overtime. As most of my former shipmates will recall, I was far
from your ideal student type. And yet, what did I have to lose? So,
with the help of the entire staff of the school—as well as my
classmates at H.L.S.S., I did it. I did well on the exams and was
awarded a four-year $10,000 SIU scholarship to attend the school
of my choice!

Today I am finishing the fourth year at Reed College, Portland,
Oregon. I expect to graduate with a B.A. from the Department of ^
History and Social Science with a major in Political Science. As
part of my requirements for graduation, I am writing a thesis on
Industrial Democracy. That is, worker participation in the
decision-making process at work. I am interested in the effects of
workshop level participation on the participation in the political
arena. For example, do people participate more in politics if they
help shape decisions at work?

As I look to the future, at what I might do with my education, 1
often look to the past first. I am always conscious of the fact that if
it had not been for some very progressive sailors joining together,
forming a union, and seeking to better the lives of themselves, their
families, and the next occupant of the focsle, there would be no
realization of dreams such as mine.

It is possible for me to attend school on a sound financial
foundation solely because of the collective efforts of all SIU
members—some of whom paid for my tuition with their blood on
the picket line. Although, come graduation day. T will be very
proud of my own personal accomplishment, it is to those of you
who have built this union, and to those who are now seeking to
enhance the accomplishments of our Union, to those of you who
paid assessment after assessment, dues, S.P.A.D., and especially
those who have stood on the picket lines that the true
accomplishment and pride in what you have accomplished is due.

My gratitude will not be short lived. I can only hope that
someday, somehow, I may find a proper way to thank-you, for
words cannot express my feelings.

Fraternally,
William A. Lopez ID
L-1040

SIU Takes Care of Its Retirees
As a retired member of the SIU since 1964 due to disability, I

again wish to express my appreciation for all the Union has done
for me in the past, the present and in the future.

Were it not for my pension to supplement my Social Security,
plus the SIU Welfare Plan for all my medications, my wife and 1
would be force^to live with one of our three married children.

We are both m our late 70's and independent of our family due
only to one of the best Unions in the country.

Thankfully and fraternally,
Alexander McCuUough
Wenonah, N.J.

187 LOG / March 1980

.



T
HE principles of freedom
penned by America's Found­

ing Fathers 200 years ago are.the
granite on whkh this nation rests.

Fight Over MSC Tanker Jobs Still Sizzling

• Those principles, and the laws
which Congress has passed in the
years since to back them up, are
universal. They were meant to
apply to all of the people, all of
the time.

As the U.S. government and
national industry got bigger and
more powerful, new laws and
regulations had to be enacted to
protect the less powerful. The
Service Contract Act is such a
law.

Enacted in the early l 970's the
Service Contract Act was passed
to keep workers laboring under
governmen t contracts fr om
being short-changed by making
sure government contracting
d oes not negatively affect
prevailing labor standards.

But the U.S. Navy's Military
Sealift Command doesn't think
they should have to comply with
the Service Contract Act. The
MSC has applied Jo Secretary of
Labor Ray Marshall for a Service
Contract Act exemption for the
operation of nine tankers.

Until last summer, those nine
tankers-five T-5s and four
Columbia-class vessels-were
operated for the MSC by SIU­
contracted Hudson Waterways
Co. and Cove Tankers.

"W h.e n the c.ontract with

itud'�on .. arid Co�e \ e�pired fri . . x:

Nov., 1978, the MSC issued a
request for proposals on a new
contract from U.S. flag commer­
cial operators.

The language of that request is

clear. "The contractor," it states,
"shall pay the officers and crews
serving aboard these tankers
equal to the applicable standard
u n i o n a g ree m e n t s f o r t h e
industry."

In April, 1979, the MSC
awarded the new contract for
operation of the nine tankers to
t h e b i d d e r w h o s e c o n t r a c t
proposal way undercut all others.
That bidder was NMU-con­
tracted Trinidad Oil.

The three SIU-contracted
c ompc:inies , (i ncluding both
Cove and Hudson Waterways),
that entered bids on the opera­
tion of the nine tankers used the
SIU Standard Tanker Agree­
ment as guidelines. But Trinidad,
with the concurrence of the
NMU, sent in a bid which did not
come up to par with the NMU's
standard contract.

Under Trinidad's contract with
the MSC, seamen receive for
t h e i r v a ca t i o n b e n efit t h e
equivalent of only five days' pay
for every 30 worked, as opposed

March, 1980 Official PvbHcation of the Seafarers lnternaTionol Union of
North America, Atton1ic, GuH, lakes and Inland Wo19" Dittrkt,

AFl-CIO

Vol. 42, No. 3

Executive Boord
Paul Hall

President

Frank Drozak Leon Hall
Executive Vice President

Joe DiGiorgio
Secretary-Treasurer Vice President

Angus "Red" Campbell Mike Sacco Joe Sacco
Vice President Vice President Vice President

James Gannon
Editor

Ray Bourdius Edra Ziesk Mike Gillen
Assistant Editor Assistant Editor Assi.rtant Editor

Don Rotan Max Siegel Hall
West Coast Associate Editor

Marietta Hom�onpour
Assistant E itor Assistant Editor

'-
389

Frank Cianciotti
·writer/ Photographer

Marie Kosciusko
Administrative Assistant

Dennis Lundy
Photography

George J. Vana
Production/ Art Director

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

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

..... . ',: ·.� ·-·�
.' ... � ...

to the 14 vacation days specified
in standard NMU contracts. In
addition, the NMU agreed to cuts
in pension and welfare contribu­
tions totalling $7 per man per
day.

From where we sit, that's a
substandard contract and a clear
violation of the Service Contract
Act.

We took the matter to court
last summer seeking first, a bar to
crew turnovers on the nine vessels
and second, a ruling which will
authorize a new, fair bidding
process where the guidelines are
clearly spelled out; where nothing
less than wages and fr inge
benefits equal to what em­
ployees r eceived under the
previous agreement will be
accepted.

We lost round one when the
court refused to halt the crew
turnovers and the tankers have
been operating with NMU crews
si n ce l as t July. T h e c ase,
however, is now in appeal with a
final ruling expected in July,
1980. And we've marshalled all
our legal forces because 167

unlicensed jobs a board those
nine tankers weigh in the balance.

But those 167 jobs are not the
only issue at stake. In accepting a
substandard contract bid, the
MSC acted in flagrant violation
of the Service Contract Act. And,
adding insult to injury, they've
asked the Secretary of Labor to
sanction that violation and
exempt them from compliance
with the Act in this case.

The exemption request un­
leashed a storm of.protest from
individual unions as well as the
A FL-CI O's Maritime Trades and
Building & Construction Trades
Departments.

Most recently, AFL-CIO
President Lane Kirkland sent a
l e t t e r t o L a b o r Se c r e t a r y
Marshall urging him to vigor­
o u s l y e n f o r ce th e S erv i c e
Contract Act.

Secretary Marshall has not yet
issued his decision on the MSC.
But we are confident he will
uphold the intent of the law as
well as the rights of American
workers to maintain a decent
standard of living.

To do otherwise would be to
say that some U.S. laws apply
only to some of the people, some
of the time.

March 1980 I LOG I 19

----------·-----· · -····--·--·�-�·�· -,-� ·--



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QMEDs. crew is well fed before weighing anchor for the maiden voyage.

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THE latest ship to take on
an SIU crew, the TTBay

The 7T Bay Ridge lies in the Waters off the-Brooklyn community from which she got her name the vessel w^on7v themT!!^ Tankers) fmal
enough to have her stack set in place by shipyard workers before embarking on her maiden voyage Bay Ridqe Hke her thmp ^
sister-ships. would not fit under the spans of New York Harbor's bridges with the smokestack in place. e her three Shipbuilding Yard in

Brooklyn and made way to
Alaska for a load of North
Slope crude. Although the
supership passed sea-trials
over a year ago she was left
stranded at the yard unable
to find an oil cargo to fill her
capacious hull.

The Bay Ridge, like her
three sister-ships, Brooklyn,
Williamsburgh and Stuyve-

sant was built at the former
site of the Brooklyn Navy
Yard with a construction
subsidy granted under the
Merchant Marine Act of
1970.

SIU members boarded the
supertanker on February
19th and the mammoth was

Some of the crew gathered on the deck just before receiving'instructions on thP 9hin'^!'fL^ a skht tO behold as they
Mike Michaelson. 3rd Mate; William Thom and P. J. Burke. AB's; Steve Homka equipment. They are (I. to r.); li^r from the
kneeling in the foreground K. Karamidas. wiper. ' ancl Rick Worzel, AB's and maneuvered her Ironi '

Narrows Straits and past the
Brooklyn community whose
name she bears.

From there, she ducked
under the Verrazano Bridge
and sailed out of New York
Harbor. She probably will
never return to the area
because of her deep draft
(over 70 feet when fully
loaded).

Cruising at a speed of up
to 14 knots the Bay Ridge
and her crew are expected to
reach Long Beach, Cali­
fornia in about 48 days.
They won't be able to pass
through the Panama Canal
and must instead take the
long way around Cape Horn
and up the west coast of
South America before
reaching the California port
to take on bunkers.

Then it's north to Alaska
l^or a belly full of that

" 5'' ^" *" - '

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ynr

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h:

••
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- .;=55'

AB Fred Galvin stands gangway watch some 70 feet or so
from the waterline.

'• V!?f '

'Y

I black gold from ABWilliamM. Thom only stopped long enough to have his picture Bos'n Steve Homka is on the hom with the mate trying to find
Brooklyn yard tnroug" ^ | i>ortn Slope. - taken as he alerted crewmembers to an upcoming fire and boat drlll. out when the Bay R/dge will sail.

21

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"W

Drugs: A Minute or PecadeS/ They^ll Get You!
WHO uses drugs? If you

ask several people that
question, they'd probably
answer; poor people use them
as an escape. And teenagers
experiment with them.

You want to know who uses
drugs? The answer is every­
body does.

Drug abuse in this country
is not isolated to any one
regional or ethnic group.
There are drug abusers in
every area of this nation, from
Main Street to Broadway, from
the smallest village to the
biggest city.

Drug abuse crosses racial,
cultural, social and economic
lines. The Federal Govern­
ment said recently "drug
abuse In the United States has
evolved from an acute to a
chronic problem...Involving
millions of people using
hundreds of substences."

What does that mean,
exactly? What are the conse­
quences of drug use?

Just about everything you
read on drug abuse and any
expert you talk to will tell you
the same thing: the conse­
quences of drug abuse differ.

But everybody you talk to,
without exception, says there
are consequences. And they
range from death, to injury;
from crime to broken families
:o deteriorating neighbor­
hoods.

We are only beginning to
understand the consequen­
ces," of drug abuse, the
government says. "We will
undoubtedly learn more in the
next few years."

If you're a drug user, are you
willing to wait? What do you
do if doctors and scientists
find out five years from now
that the one joint a day you're
smoking or the cocaine you're

^ I

Help Your Brother Down the Road
Seeing a blind man walk down a street makes the rest of us thankful

for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding
arm to the blind because we all think it must he a terrible thing to he unable to see
where you Ye going.

An alcoholic cant see where he's going either, only alcoholics
don't have friends. Because a friend wouldn't let another man blindly travel a
course that has to lead to the destruction of his health, his job and his family.
And that's where an alcoholic is headed.

Helping a fellow Seafarer who has a drinking problem is just
as easy—and just as important—as steering a blind man across a street. All
you have to do is take that Seafarer by the arm and guide him to the Union's
Alcoholic Rehabilitation Center in Valley Lee, Md. .

Once he's there, an alcoholic SIU member will receive the care and counseling
he needs. And hell get the support of brother SIU members who are fighting
the same tough battle he is back to a healthy, productive alcohol-free life.

The road back to sobriety is a long one for an alcoholic. But because of
ARC, an alcoholic SIU member doesn't have to travel the distance alone.
And by guiding a brother Seafarer in the direction of the Rehab Center,
youll be showing him that the first step back to recovery is only an
arm's length away.

using once a week causes
permanent mental or physical
impairment?

And what do you do about a
kid brother or a teenage
daughter who's "just messing
around" with drugs? Do you
look the other way? Even if
you're told by the Council on
Drug Abuse that "psychologi­
cal or social development may
be impaired or delayed by
chronic intoxication"?

The consequences of drug
abuse vary. It depends on how
many different drugs you use
and for how long you use
them. The consequences of
drug abuse may also take a
while to show up.

According to the Council on
Drug Abuse "the time-lag
between drug use and any
evidence of damage can vary
from minutes to decades."

Taking drugs Is like playing
Russian Roulette. It's Just a
matter of time until your num­
ber comes up.

' .'-i Bl - ' J- " '

Alcoholic Rehabilitation Center
I am interested in attending a six-week program at the Alcoholic

Rehabilitation Center. I understand that all my medical and counseling
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.

Name Book No.

Address
(Street or RFD) (City)

Telephone No.

(State) (Zip)

MaUto: THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692

or call, 24 hours-a-day, (301) 994-0010

4

22 / LOG / March 1980



i-

FEB. 1-29,1980 •TOTAL REGISTERED
AH Groups

ClassA CiaisB ClassC

TOTAL SHIPPED
All Groups

ClassA ClassB ClassC

••REGISTERED ON BEACH
All Groups

ClassA ClassB ClassC

Port DECK DEPARTMENT

Boston
New York
Philadelphia
Baltinrtore
Norfolk
Tampa •••%••••••••••••«••••••••••••••••«•
Mobile
New Orleans
Jacksonville
San Francisco.
WilmlnHton ...
Seattle
Puerto Rico ...
Houston
PIneyPoint ...
Yokohama —
Totals

9
82
6
14
21
6
14
32
21
28
16
11
4
60
1
0

325

1
25
3
6
5
5
7
13
9
8
6
2
0
15
2
0

107

1
6
0
4
4
0
0
1
4
1
4
4
1
8
0
0
38

7
74
4
9
14
8
8
73
21
22
24
17
13
72
1
1

368

3
41
3
5
11

28
8
14
13
11
3
38
11
3

198

0
3
1
2
4
0
0
0
1
5
5
4
1
8
0
0
34

9
138
9
33
37
8
37
107
53
74
23
63
19
116
0
0

726

4
46
8
18
15
5
10
22
,13
"15
15
6
3
19
0
0

199

3
16
2
E
7
4
2
7
7
7
10
27
3
9
0
0

110

Port ENGINE DEPARTMENT

Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
PineyPoint ...
Yokohama....
Totals

1
60
5
19
16
6
9
27
14
32
9
8
6
30
1
1

244

2
36
6
8
7
2
4
5
11
15
3
2
1
14
1
0

117

1
5
1
4
2
2
0
0
0
2
7
0
0
6
0
1

31

I
49
4
8
9
3
9
41
18
25
II
8
12
45
1
0

244

4
28
3
5
7
4
2
21
2
11
5
8
4
20
8
2

134

0
3
1
1
1
2
0
0
0
1
3
3
3
3
0
1

22

4 2 3
142 88 19
19 5 2
26 17 5
24 11 5
6 6 2
27 11 0
77 22 2
32 17 4
75 24 6
21 8 13
51 12 9
7 5 0
78 21 8
0 0 0
1 0 0

590 249 78

Port STEWARD DEPARTMENT

Boston —
New York
Philadelphia
Baltimore
Norfolk ;
Tampa
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Houston
Piney Point
Yokohama
Totals

0
30
1
4

11
1
6

16
17
10
7
4
0

24
0
0

131

2
13
0
3
4
0
0
2
2
0
2
0
1
3
6
1

39

0
3
0
0
0
0
0
1
0
2
2
1
0
2
2
0

13

1
39
5

12
5
3
5

31
12
5
8
4

17
17
1
0

156

4
35
3
4
4
1
5

23
6
5
6
4

21
.21
44
0

168

0 1 1 0
2 46 36 9
0 2 3 1
0 14 5 1
4 21 6 1
0 3 0 3
0 28 0 0
0 58 5 6
0 18 4 3
1 25 4 7
7 14 2 12
0 31 2 15
1 8 4 2
1 65 10 4
2 0 0 0
0 0 1 0
17 334 83 64

Port ENTRY DEPARTMENT

Boston
New York
Philadelphia ..
Baltimore
Norfolk
Tampa
Mobile
New Orleans..
Jacksonville ..
San Francisco.
Wilmington ...
Seattle
Puerto Rico ...
Houston
Piney Point ...
Yokohama
Totals

2
24

, 1
6
5
1
3
9
5

11
2
3
3
7
0
0

82

4
77
14
24
27
8
9

20
26
22
16
5

11
42
55
1

361

3
36
2
2

13
3
1

16
4

10
40

7
3

13
0
0

153

624 235 768 500
Totals All Departments

•"Total Registered" roeaiK the odmlier of men who actually registered

73.

4 10 7
34 220 119
8 36 8
22 47 12
7 38 26
3 17 8
12 28 4
32 72 45
9 52 15
26 34 34
1 32 106
19 35 36
16 29 14
19 83 65
0 8 0
1 1 0

213 742 499

1.863 1.273 751

••"Registered on the Beach" means thetotilnum^^^^

SlUppta. in .he „»n.b of Febn^ ™

people. SUppint b expectetl to remain go^ *o excellent for the foreseeetie tuture. .

• - '

SIU Atlantic, Gulf, Laka
& 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, Mich. .. 800 N. 2 Ave. 49707

(517) EL 4-3616
BALTIMORE, Md.

1216 E. Baltimore St. 21202
(301) EA 7-4900

BOSTON, Mass 215 Essex St. 02111
(617)482-4716

BUFFALO, N.Y.. .290 Franklin St. 14202
(716) TL 3-9259

CHICAGO, 1LL.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.
70S Medical Arts Building 55802

(218) R A 2-4110
FRANKF(»T, 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

(713) 659-5152
JACKSONVILLE, Fla.

3315 Liberty St. 32206
(904) 353-0987

JERSEY CITY, N.J.
99 Montgomery St. 07302

(201) HE 5-9424
MOBILE, Ala. .. 1 S. Lawrence St. 36602

(205) HE 2-1754
NEW ORLEANS, La.

630 Jackson Ave. 70130
(504) 529-7546

NORFOLK, Va 115 3 St. 23510
(804) 622-1892

PADUCAH, Ky. ..... .225 S. 7 St. 42001
(502) 443-2493

PHILADELPHIA, Pa 2604 S. 4 St. 19148
(215) DE 6-3818

PINEY POINT, Md.
St. Mary's County 20674

(301) 994-0010
PORT ARTHUR, Tex. .534 9 Ave. 77640

(713) 983-1679
SAN FRANCISCO, Calif.

1311 Mission St. 94103
(415) 626-6793

SANTURCE, P.R.
1313 Fernandez, Juncos,

Stop 20 00909
(809) 725-6960

SEATTLE, Wash 2505 1 Ave. 98121
(206) MA 3-4334

ST. LOUIS, Mo. 4581 Gravois Ave. 63116
(314) 752-6500

TAMPA, Ha 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. 5-6Nihon Ohdori
Naka-Ku 231-91

201-7935

West Coast Stewards Halls
HONOLULU, Hawaii

707 Alakea St. 96813
(808) 537-5714

PORTLAND, Or.421 S.W. 5th Ave. 97204
(503) 227-7993

WILMINGTON, Ca
408 Avaloh Blvd. 90744

(213) 549-tOOO
SAN FRANCISCO, Ca.

350 Fremont St. 94105
(415) 543-5855

March 1980 / LOG / 23

.1

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• v

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I.V-

High School
l,.|. ;»-•

Equivalency Program

The Harry Lundeberg School Is
helping seafarers and boatmen
become skilled In vocational and
academic areas.

So far, 75 SlU members have
achieved their
diplomas through
gram at MLS.
The Instruction In the high school

high school
the GED pro-

The Key Success
equivalency program Is unique. An

Individual course
of study Is set up
for each seafarer.
Pre-tests help the
Academic staff de-

Below. The GED program at HLS gives
seafarers the chance to get a high school

. diploma. This program Is designed just for
seafarers and Is very different from an ordinary
high school. Top Right. Every student In the
high school program gets lots of Individual
help. Bottom Right. A pre-test helps the
Academic staff make up a program for each
student that will teach him Just what he needs
to know.

JOHN ROZMUS. "It is amaz­
ing the amount of learning the
teachers can help you with in
so short a time."

1

BILL ECKLES. "The program
is terrific, i received a lot of
personalized help whenever I
needed it."

MIKE MEFFERD. "i don'
think people realize the good
opportunities at HLS. The
Lundeberg School is the best
thing that could have happen­
ed to me."

J

You can be a high
schooi graduate,
too! Write to HLS
and ask for your ap­
plication kit today!

termlne the sklite
the seafarer needs to pass the high
school equivalency exam.

Each seafarer In the high school
program studies grammar, social
studies, science, math and reading
skills. The teachers work with each
person so he can learn about all of
these areas.
And most seafarers continue their

education after getting a diploma.
Boatman Alexander Borawick of
Baltimore got his diploma through
HLS. Because of the skills he gain­
ed, he decided to get his towboat
operator's and pilot's license and
Is now successfully working In
Baltimore harbor. Seafarer Bill
Lopez achieved his high school
diploma In 1975. He was awarded a
Seafarers Welfare Plan Scholar­
ship and has been attending col­
lege to get an undergraduate
degree. He also plans to attend
law school. There are many, many
more examples of seafarers and
boatmen who took advantage of
the GED program as their first step
up In Improving their education.

You can be one of the success
stories, too. The high school
equivalency program Is open to all
seafarers and boatmen- in good
standing. No matter when you left
school or how old you are, the
Academic staff at HLS can help
you become a high school
graduate. You can attend the pro­
gram for about four to six weeks
and leave HLS with a high school
diploma.

Take the first step In getting a
diploma. Fill but the coupon oh
this page and send It to the
Academic Education Department
at HLS.

/

I want to be a high school graduate. Send a GED applica­
tion kit to this address:

Name (Please print)

Address ~

City

Book Number.

"SfafT l\p Code

Social Security Number.

Join the Gallery
of Graduates!

Do you have one year of seatime with the SiU? • Yes • No
/

Mail this coupon to:
Harry Lundeberg School

Academic Education Department
Pihey Point, Maryland 20674

I
V. i •s

24 / LOG / March 1980

J
••.J, ->'

.igfafe



After 2 Adventurous Years, Home Is the Sailor
Saga of the

R/V Anton Brum
Following is Chapter V, the final

chapter, in the saga of the R/V Anton
Bruun, one of the more unusual vessels
ever crewed by SlU members. She was a
research vessel, which partic^ated in a
28-moHth research cruise in the Indian
Ocean in the early '60s. It was quite a
trip. Chtpter I appeared in the A ugust
1979 issue of the Log, Chapter II
appeared in the Sept. issue, Chiqjterlll
was in the January 1980 edition,
Chtpto" IV in the Feb. 1980 Log.

'Saki Jack*" Dolan by

our final visit to Durban,
South Africa, we received

orders to sail for home via Port
Suez, the Suez Canal, Port Said, (all
in Egypt), and Las Palmas in the
Canary Islands off the. coast of
Africa.

The weather stayed in our favor
for a change, and we hugged the
coast all the way to Port Suez.

Upon arrival, word came down
from the Bridge that we would be
here in Port Suez for several days,
and you could go ashore "At your
own risk."

It seems the Arabs, the Israelis,
and the British Army were having
their own little war. Hand-grenades
were frequently thrown into bars,
night-clubs, and restaurants, or any
other place they felt like tossing
them. It was sort of a "Greeting of
the day," hence the "Go ashore at
your own risk" sign.

This grizzly warning did not seem
to keep anyone aboard that I could
see, except the "Watch," and they
were all anxious to get relieved, so
they could venture ashore.

Port Suez, being a Ca.nal City was
very busy, with ships of all Nations
coming through at all hours, and
crews coming ashore for just a few
hours entertainment, of which there
w|s plenty.

There was all types of entertain­
ment to be had here, if you didn't
mind a few hand-grenades for
dessert. Apparently this did not
bother anyone from the mobs of
sailors ashore having a good time.

I went ashore and had dinner in a
nice restaurant on the second-floor.
1 figured this would be much safer
being upstairs. Well, just a few
moments after we finished a very
excellent dinner and had walked less
than a half block away, some restless
native threw a few hand-grenades
into the place. Mucho damage, but
no injuries thank God.

Well this wonderful greeting to
Port Suez did not set well with me,
and I decided to return to the ship
and stay, which I did.

Oscar Wilde's thoughts that "sin is
the note of vivid color that persists in
the modern world," would sure be in
style here in Port Suez.

Narcotics were easily come by (as
in all cities in this part of the world),
and a good percentage of the locals

were bombed most of th; time. You
can bet that many a transaction of
all sorts was made daily in good old
Port Suez.

SUEZ CANAL
Just a few miles into our journey

through the Suez Canal, we were hit
by a severe Sand-Storm. These
storms come up all of a sudden with
no warning, and can cripple a ship
trying^to make it through the Canal.
The usual procedure is to anchor
close to the bank, and ride them out,
as you cannot see a thing until they
blow over.

Fortunately, we had only this one,
and it did not last very long. Guns
were mounted on both sides of the
Canal, and we were entertained with
a shell or two every once in a while.

We were supposed to stay just
long enough for bunkers and sup­
plies. Well, it did not pan out this
way. Most of the crew and scientists
went uptown and disappeared. The
police, immigration, and customs
guards could not locate them in time
to sail with the tide, so we had to
remain overnight.

The next day the Captain went
uptown, and was gone all day long.
The Chief Mate had the crew
prepare to sail, and stood by waiting
for the Captain to return.

Everyone enjoyed Las Palmas,
what with all the beautiful girls to be
had. It's a wonder any of the crew
came back at all, after two years in
the Indian Ocean. Finally the
Captain returned, and gave orders

Orders were to stay inside and off to sail with the tide, regardless of
the deck at all times. All hands
ignored this, and we were quite
lucky no one was shot at. I was
aboard two ships in Vietnam where
seamen were shot at, and hit. •

There is little to say about the
Suez Canal. It is cut right through
the desert. And believe me, that is all
you can see on either side. No
tropical growth like the Panama
Canal—just sand, sand, sand.

PORT SAID
I was glad to get to Port Said, as I

had been there many times with
cotton, grain, etc., and had stayed
there for 30 or more days at a time,
and I knew many local people.

I love the market place in Port
Said. I spent rhany hours there
wandering around window shop­
ping.

Our scientists went to several
scientific meetings, and one day
invited 450 school children aboard
for a toiir of the ship. I was requested
to prepare food and drink (cake or
cookies, Koolaid, and fresh-fruit),
which we did, and served same.

All hands were requested to
remain on board and act as ship-
guides. The children all showed up
on time, and a grand time was had
by all.

I always received a liberal educa­
tion ashore at "foreign-food-mar­
kets" wherever we happened to be in
the World. By checking the local
prices, I could always see how much
we were robbed of when the local
ship's chandler sent the bill on
board. It was really something (even
in the USA). And there is nothing
you can doabout itbut pay(through
the nose). The cheapest place to take
on stores is New York City (or it was
back when I was still going to sea).
All hands had a ball in Port Said,
much more so than Suez.

LAS PALMAS,
CANARY ISLANDS

The Canary Islands belong to
Spain; and is sort of the Bahamas
to Europe. It is tropical, off the coast
of Africa, and many "cruise-passen-
ger-ships" run there from all over
Europe.

who was ashore. We did, and four
crew members were left behind: the
3rd Engineer Smitty, Pete the oiler,
one wiper, and the 3rd cook Ray­
mond.

Smitty was a big winner in the
shipboard dice game (several thous­
and dollars), and was due to be
drafted upon his return. So he
decided to have one more. fling
before reporting to Uncle Sam
(everyone agreed this was a grand
idea). I heard later, they were holed-
up in one of the nicer places out in
the country, and a great time was
had by all.

^ heard nothing but accolades
about Las Palmas all the way home,
from scientists and crew-members
alike. I had been there many years
before when I was just starting to.
sea, and remembered Las Palmas as
a good port for Seamen.

We had a great crossing of the
Atlantic for a change, as you get
damn few of them (even in the
summertime).

HOME IS THE SAILOR . . .
About seven days out of Las

Palmas, we steamed into New York
harbor and tied up at Staten Island
in Brewer's Shipyard. All hands
were worried about the gifts they
had purchased and what the U.S.
Customs would charge.

Customs is known among seamen
for their passion to collect all the
"Duty" they can collect, especially
after a long voyage like the 28-
month-trip we had just finished.

Well, lo and behold! Word came
down from the bridge that Customs
would not be coming on board, and
we would be given "Carte Blanche,"
just like it was all over the ̂ orld.

You can be sure this made all
hands jump with joy. There were
quite a few family members of the
crew waiting for us, and they all
came aboard as soon as we were
cleared by Immigration.

My good buddies Joe DiGiorgio
and Luigi lovino were still common
ordinary SIU Patrolmen back then
and they came aboard to pay us off.
The pay-off was smooth as usual, as

we never had any beefs (we took care
of all beefs before any pay-off).

oEveryone headed for home, and
after a few days I headed for the
West Coast. All in all, it was a
wonderful Cruise, and everyone had
a good trip. The R/ V Anton Bruun
was a credit to the SIU at all times.

I still wish I had the Crew-List that
I lost. I cannot remember names
(and never could), so I cannot
mention any of my shipmates by
their given names.

We had many good times during
this cruise, and I cannot say enough
about the SIU members that sailed
on the /?/ V Anton Bruun on her
"Indian Cruise."

Little Ray Evans (our 3rd cook)
was one of the best I ever sailed with,
and he has sailed as Chief Cook and
Chief Steward ever since (his father
has been sailing as Bosun in the SIU
for many years).

Pete Fault (our 12 x 4 oiler),
upgraded to Engineer shortly after
his return home. Chico Toro (our
excellent Chief Cook) was drafted
upon his return, arid served in the
infantry in Korea. Hank the Bosun
and I spent a few happy days at the
"Big A" Racetrack before I departed
for the West Coast.

The R/ V Anton Bruun was
overhauled, and readied for andther
two-year-cruise to South America. I
did not care to make this Cruise as I
did not want to spend two years in
South America.

Goodbye for now, and Smooth
Sailing Ahead to All-Hands ^..

'Saki Jack*^

March 1980 / LOG / 25

. r.'. I-C



'yjfiST^- '.r»-n.i^t=;-~''-r<r'-=^« . '•Jgc/flKrHCtmt-irtr.

••..-•"'..WT'I '

%:;v'
Legal Aid

•? 5.-"

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i •.§:
•:l •:;.

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1" in

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3-5'

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I •

/n 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 purpo.ses:

NEW YORK, N.Y.
Schulman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279r^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
811 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) 777^500

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, AHA.
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.
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263-6330

28 / LOG / March 1980

\

Overseas Arctic Crew Saves 4 in Soiilsoat
In the highest tradition of the sea.

Seafarers and officers of the ST
Overseas Arctic (Maritime Over­
seas) responded to a nighttime SOS
to pluck a U.S. colonel and his
family off their stranded sailboat on
a Panama island on Feb. 20 in 47
minutes!

Enroute at 3:25 a.m. from Puerto
Armuelles, Panama to Balboa,
Panama, the tanker picked up the
Mayday call from the sailboat
aground off of Bona Is.

Immediately, the master, Capt.
John Hunt diverted his ship to get
her in as close as possible to the
stricken craft and her occupants
signaling with flashlights. Recerti­
fied Bosun Floron Foster and his
deck gang manned a lifeboat to
rescue Col. Paul D. Anderson, his
wife, Murill; a son, Ross and a
daughter, Karry from the sailboat.

Aboard ship,- Chief Steward
Ernest R. Hoitt supplied them with
hot coffee, breakfast, towels and
blankets.

In talking to the colonel, the
steward said that he told him "they
had set sail five days before for a
three-day voyage. But was unable to
reach their destination because of
no winds and loss of auxiliary
engine." Just after he sent out his last
SOS, his battery-operated radio
konked out.

Col. Anderson added they had
been but two miles off Lancna
Marlin Is. off Balboa as the wind
waned and the current sent them
aground.

Later the Andersons were put
ashore in Balboa as the Overseas
Arctic transited the Panama Canal
bound for Yabucoa, P.R.

Long Lines Seamen Due Unclaimed Wages
The following seamen should con­

tact Mrs. P. Stutzman at Trans­
oceanic Cable Ship Company
relative to discharges and/or un­
claimed wages at this address: Mrs.
P. Stutzman, Transoceanic Cable
Ship Co., 201 Littleton Road,
Morris Plains, N.J. 07950.

Kevin Grzech
John H. Hoffman
Manuel S. Netto
Telesforo Soto
Jerome Waters
Roger Williamson
Richard Yakel
John A. Yoklavich

220-86-0828
080-05-9220
025-14-5158
098-28-4844
217-74-2857
220-66-9906
544-34-1040
577-68-4864

NAME SS#

Colin T. Cagle
William H. Carney
Ronald R. Carraway
Martin Fay
Edward J. Gerena

155-52-9249
219-68-8783
371-26-2421
117-30-5351
097-46-4131

Dispatchers Report for Inland Waters
FEB. 1-29,1980 •TOTAL REGISTERED TOTAL SHIPPED **REGISTERED ON BEACH

ANGroups AIIGroups AIIGroups
ClassA ClaMB ClassC ClassA ClanB ClassC ClasaA ClassB ClassC

Port DECK DEPARTMENT

Boston 0 1 0 0 0 0 0 1 0
NewYork 0 00 0 00 0 20
Philadelphia.. 000 000 000
Baltimore 5 3 1 0 0 0 11 15 4
Norfolk 0 0 ,0 0 0 1 0 0 0
Tampa ; 103 000 837
Mobile 21 1 000 4 2 1
NewOrleans 4 14 0 0 0 6 5 5
Jacksonville 0 0 0 0 0 0 3 0 3
San Francisco 0 0 0 000 000
Wilmington 4 5 4 1 0 1 10 12 10
Seattle 000 000 000
PuertoRico 0 0 1 O O 'l 0 0 1
Houston.. 4 6 1 232 8 95
PortArthur 7 7 8 13 1 2 . 9 10 19
Algonac 0 0 0 0 0 0 0 0 0
SLLouis... 303 002 6 5 13
PineyPoint 12 0 0 12 0 0 0 0 0
Paducah 3 5 30 1 1 3 19 7 128
Totals 45 29 56 29 5 12 84 71 196
Port ENGINE DEPARTMENT

Boston 0 0 0 0 0 0 0 0 0
NewYork.. ;... 0 00 00 0 0 0 0
Philadelphia 0 0 0 0 0 0 0 0 0
Baltimore 0 0 0 0 0 0 0 0 1
Norfolk 0 0 0 0 0 0 0 0 0
Tampa 0 0 0 0 0 0 0 0 1
Mobile 1 0 0 . 0 0 0 1 0 0
New Orleans 0 0 0 0 0 0 0 0 0
Jacksonville 1 0 0 1 0 3 2 0 1
San Francisco 000 000 000
Wilmington 1 1 0 0 0 0 1 1 1
Seattle 0 0 0 0 0 0 0 0 0
PuertoRico 0 0 0 000 000
Houston 0 0 0 0 0 0 0 0 1
PortArthur 10 0 0 0 0 2 0 0
Algonac 0 0 0 0 0 0 0 0 0
St. Louis 0 0 0 0 0 0 0 0 0
PineyPoint '. 0 0 0 0 0 0 0 0 0
Paducah 001 000 103
Totals 4 1 1 1 0 0 7 1 8
Port STEWARD DEPARTMENT

Boston 0 0 0 0 0 0 0 0 0
NewYork 000 000 000
Philadelphia 000 000 00 0
Baltirnore 0 02 000 003
Norfolk 0 0 0 000 000
Jampa 002 001002
Mobile 000 000 000
NewOrleans 100 000 2 12
Jacteonville 0 0 0 0 0 0 1 0 1
San Francisco 000 000 000
Wilmington 000 000 1 00
Seattle 9 0 0 0 0 0 0 0 0
PuertoRico............... 000 000 00 0
Houston 0 0 0 0 0 0 0 0 0
• ort Arwiiir ••••••••••••••••••«••••••«••••», 0 0 .1 o 0 o 'rt i
Almnac 0 0 0 0 0 0 0 0 0
SL Louis 0 0 0 0 1 0 n 1 n
PineyPoint 000 000 0 00

9 1,2 J 0 14 3 18 =
^ 1 14 1 1 2 8 5 27

Totals An Dapartmants n "TI ii 1 u 77 231

•Total Registered" means the number of men who actually registered for shipping atthe port last month
••"Registered on the Beach" means the total number of men registered at the port at the end of last month.

mmm pr,-



-a?

Great Lakes

In the middle of the month, the Great Lakes Dredge and Dock Co.
called for a fitout of crews for a dredging job on the Cuyahoga River in
the port of Cleveland, Ohio,

For an Apr, 1 fitout, the Dunbar and Sullivan Dredge Co, was awarded
a U.S. Government dredge job contract in the northwest part of Lake Erie
near the ports of Toledo, Ohio and Detroit,

Two of the company's hydraulic dredges, the Dredge Niagara and the
Dredge FOB plus tugs and service plants will be used on the job.

Mobile ' T

The SIU has been certified as the union bargaining representative for
employes of the Tenn-Tex Towing Co, in this port. More info next
month.

Port Arthur, Tex.

Union officials and Sabine Towing Co. leaders sat down to begin new
contract negotiations at the Driftwood Motel here in the middle of the
month,

St. Louis

Membership ratification vote ballots on the new Orgulf and Ozark
Marine contracts were^counted here on St, Patrick's Day, Mar, 17, Vote
results will be forthcoming.

On Apr. 25, official groundbreaking ceremonies for a new Locks and
Dam 26 near Alton, 111, will be held.

At a Omaha Governors Conference this month on "The Increased Use
of the Missouri River," Gov, Nebraska Charles Thone called for the

expansion of the Missouri River traffic and its use as a major water
transportation route, ^

The governor said 'The Missouri (now) can carry 6-mulion tons of
commodities during its nine-month season. At present, we are only
carrying 1-million tons per year of Nebraska commodities. We must wake
up to the Missouri's potential in these days of tremendous increases in
transportation costs,"

Bargeline executives said a rocky 7'/4-foot deep shelf projecting into the
stream's channel near Jefferson City, Mo. would have to be removed so
barges now carrying 1,100 to 1,200 tons of cargo can carry 1,400 tons,

Jacksonville

A new.Gontract for the 34 SIU members of the Marine Contracting and
Towing Co, here was ratified this month. It awaits signing by the Union
and the company.

The Dredge Hydro Atlantic (Hydro Marine Corp.) has come out of the
shipyard following repairs.

Proposals on the new contract negotiations for Crowley Marine here
have been collected from members.

MARAD has okayed up to $5-million to complete work on a barge for
Coordinated Caribbean Transport (CCT) now at the Seatrain Shipyard,
Brooklyn, N,Y,

When ready, the barge will be towed to the Norfolk Shipyard for
finishing touches,

Norfolk

The new contract for Allied Towing Boatmen has been signed, sealed
and deUvered by both the company and the Union,

Ballots were on Mar, 14 on the contract ratification vote at C,G, Willis,
See next month's LOG for the outcome.

New Orleans

Contract vote ballots were set to be sent out to Boatmen of Dixie
Carriers this month.

Contract negotiations with Gulf Canal were continuing.

Steward Department JIfembers!
Earn While Yau Ijearn

Apply Now for the Steward Recertification Program
This program gives you the up-to-the-minute
skills you need aboard today's vessels:
Learn how to:
• Manage the entire Steward Department
• Control inventory
• Prepare forl'ubiic Health inspections
• Type
• Polish your culinary skills
• Plan menues and use food efficiently

It's your ticket to job security-
It'll put you on top in your profession.
AND—you get 110 dollars a week—you can't afford not to attend!
Contact your Seafarers Appeals Board to enroll.
Sign up now! Program begins May 12.

. -y-l
* 'rr'' ' A

Personals
Percy Williams

Please contact, Walter Pritchard, 321
Oak Drive, Mobile, Alabama 36617, as
soon as possible.

Frank Sandy

Please contact, your wife, at 1670
Trainer Way, Reno, Nevada 89512.

Carl James Spurck

Please contact, your daughter, Betsy
at Tel. (301) 255-6968 or (30!) 255-5340.

Bleeky

Please contact, your friend Brown, in
California. Tel. (415) 332-7417.

Donald Gore

Please Contact, Bob Appenzeller
immediately at Tel. (303) 341-9425,

Richard D. Tapman

Please contact your wife at 2000
Ramblewood Road, Baltimore, Md.
21239.

Charles Baker

Please contact Ms. Barbara J. Riley,
3403 Campbell it7, Kansas City, Mo.,
64109. Tel. (816) 753-0300.

- i''~ . a '

March 1980 / LOG / 27

bm •



•A:

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-,••

• If •

' t • " •'

t ., •'"••-
i ..V •

•''i:

1st Bosun Class of '80 Underway

t)• .-•>•'

AN SIU bosun is a lot more
than the highest rated

unlicensed man in the deck
department.

He's also the chairman of
his ship's committee and the
key link between his Union
brothers at sea and the SIU
back home.

Keeping on top of the
latest developments in both
the maritime industry and the
Union is part of an SIU
bospn's responsibility. And
it's what the Union's Bosuns
Recertification Program is all

Since it was reinstituted in
1979, the Bosuns Recertifica­
tion Program has proven to
be a big plus for the SIU.

This year's first class of Re­
certified Bosuns will be
graduating next month.
There are two more classes
scheduled for 1980, begin­
ning Apr. 7 and Aug. 11.
Each class is limited to 12
bosuns.

Part one of the ^o-month
program is spent at the Harry
Lundeberg School in Piney
Point. Included is a trip to

abQut.

Washington, D.C. where
participants get a briefing on
how the Union is tackling the
tough legislative and eco­
nomic issues/ of today.

During the second month,
bosuns get an up-close look
at Union headquarters,
learning about the SIU con­
tract and constitution as well
as how the various welfare
programs operate.

Currently touring through
the different departments at
Union headquarters in Brook­
lyn, NY are the 11 Union

members who'll be the first
recertified bosuns of 1980.

They hail from ports as
different as Mobile, SanJRran-
cisco, Houston, Seattle, B^l-
more and New York. Betw&n
them, their collective seatime
totals 268 years.

Many of the 11 bosuns now
in the Recertification Pro­
gram have been to Piney
Point before for upgrading
classes. And they all view the
Recertification Program as
two months' tirne well spent.

Soon to be Recertified
Bosuns are:

Howard Webber, who
joined the SIU in 1946.
Brother Webber now lives in
Ohio and ships out of New
York aboard "all types of
ships the Union has under
contract."

Robert E. Hagood, at 32,
the youngest participant in
the current Bosuns class,
Hagood's an Alabama boy
who lives and ships from
Mobile. He joined the SIU in
1966.

William A. Aycock joined
the SIU in 1946, after a stint
in the U.S. Navy. "I've been
active in the Union ever
since," says Brother Aycock
whose home port is Seattle
Wash.

T. R. McDuffle. "I've been
going to sea for 16 years,"
Brother McDuffie said, "and I
enjoy it and the HLS too."
Right now. Brother McDuffie
ships out of Houston.

Thomas J. Ratcllffe, a
Union member since 1962,
Brother Ratcliffe's sailed all
ratings in the deck depart­
ment. A native New Yorker he
ships out of that port.

Frank R. Cottongin ships
from the port of Houston.
Brother Gottongin's been
sailing in the deck depart­
ment for 28 years.

Clarence Surge, an SIU
member since 1960, Burgo
has recently been shipping
from New York aboard LNG
carriers.

C. 0. Smith, first started
sailing in 1943, shipping AB,
Dayman and Bosun "out of
most every port." He joined
the Union in 1951.

Franz R. Schwarz joined
the SIU in the port of New
York back in 1956. Today he
lives and ships out of
Houston.

28 / LOG / March 1980

Thomas "The Animal"
Spangler last shipped as a
Quartermaster on El Paso
Go's LNG ships. Brother
Spangler said his "special
interests are women and
sex." But he didn't say if he
pursued those interests in his
home town of Baltimore, Md.

Thomas R. "Ox" Reading,
the veterarr of the group,
Reading's been shipping on-
and-off since 1940. An SIU
member since 1966, Brother
Reading upgraded at Piney
Point several times. "I've
shipped out of Frisco, Seat­
tle, Wilmington, Houston and
N.Y. and I've sailed most all
kinds of ships," he said.



OVERSEAS ANCHORAGE (Mari­
time Overseas), January 13—Chairman
W. J. Burkeen; Secretary Ken Hayes;
Educational Director L. Cole. No
disputed OT. Captain requests that all
members of the crew not smoke forward
on the after house and at no time
smoking on deck. The ship had just been
rekeyed and all focsles have new locks.
If these locks don't work see the Chief
Mate. Several points were read from the
U)g and members were asked to read
and consider thq actions by the repre­
sentatives of the SIU. Communications
received were read and posted. One was
regarding the four percent raise the
other regarding mail from head­
quarters. Received two sets of Logs in
January. Educational Director reported
that his door is always open to anyone
who wishes to discuss the Union or any
action taken. thereof. Thanks to the
steward department for a job well done.
Next port Yabucoa, P.R.

UST PACIFIC (Interocean Mgt.),
January 12—Chairman John F. Hig-
gins; Secretary, Kolasa; Educational
Director H. Butler. No disputed OT.
Chairman noted that everything is
running very well and he would like to
thank the crew for their cooperation in
taking excellent care of the movies, TV,
library books, swimming pool and gym
equipment. A vote of thanks to the
steward department for a good job.

SEA-LAND SEATTLE (Sea-Land
Service), January 27—Chairman Phil­
lip M. Clarke; Secretary R. Clarke;
Educational Director V. Keene; Deck
Delegate P. J. Mistretta; Engine
Delegate U. Rivera; Steward Delegate
F. Ridrigs. No disputed OT. Chairman

"noted that we lost a great labor leader,
Mr. George Meany. He will be missed
by the labor movement. In the last issue
of the Log the SIU has taken over three
more LNG ships. Brothers, it looks like
the LNGs are also our future out here
and we should take advantage of the
LNG course in Piney Point. Secretary
reported that everything is running very
smoothly on this ship. The crew is
cooperative. Also that there has been a
new building opened up in Piney Point
in memory of the late Paul Drozak. If
any of you Brothers have not been to
Piney Point you should go at the earliest
possible time. 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 Baltimore.

SEA-LAND PACER (Sea-Land
Service), January —Chairman, Recer­
tified Bosun A1 Whitmer; Secretary E.
Hernandez; Educational Director Har­
ry Messiak. $21 in ship's fund. No
disputed OT. Chairman reported that
there were no major beefs. Crew was
complimented on their ability to work
as a unit and a talk was given on being a
good shipmate and doing your job. All
members were urged to support the
Union and what it stands for and its
programs. "Strength in Unity" is the
name of the game that is being played
here to the benefit of each and every
man. Chairman further stated that this
crew was one of the finest he ever had
the pleasure to sail with. The young
lions and the old tigers have a lot in
common. We are good SIU shipmates.
A vote of thanks to the steward
department for a job well done. Next
port Elizabeth.

LNG LIBRA (Energy Transport |
Corp.), January 20—Chairman, Recer- '
tified Bosun Charles Boyle; Secretary '
W. Datzko; Educational Director R.
Warren; Engine Delegate Michael C.
McNally; Steward Delegate James E.
Harris. Some disputed OT in deck
department. Secretary reported that we
have a fine steward department on
board. The Chief Cook is M. McDek-
mott and General Steward Utilities R.
Smyth, M. Kalmus and J. E. Harris.
They are all Harry Lundeberg School
grads and they are doing a fine job.
Brother J. E. Harris, general steward
utility is hoping that he can go to take up
baking at the Harry Lundeberg School.

DELTA SUD (Delta Steamship),
January 27—Chairman, Recertified
Bosun Robert Broadus; Secretary E.
Vieira; Educational Director J. C.
Dial. No disputed OT. $71 in ship's
fund. Chairman reports that this has
been a real good trip with no lost time
accidents, no logs or serious gripes
brought to his attention. Reminded all
members that we have started a new
year since we left the states and many of
you will probably have union dues to
pay up so it would be a good idea to give
yourself plenty of time to get squared
away before the payoff. Anyone who
knows of or has a safety problem this is a
good time and place to bring it up so it
can be gone over and perhaps elimi­
nated. A vote of thanks to the steward
department for a job well done.

OVERSEAS ALEUTIAN (Maritime
Overseas), January 15—Chairman
Edward D. Adams; Secretary D.
Bronstein; Educational Director John
Quinter. Some disputed Of in deck
department. Chairman noted that there
was a four percent increase in wages
across the board for deep sea members.
A thank you was extended to President
Paul Hall for the Public Health Service
ruling that you can choose the hospital
of your choice. A discussion was held on
the importance of donating to SPAD. A
vote of thanks to the steward depart­
ment and also the deck department. All
members wished to express their
sympathy at the passing of Mr. George
Meany. Observed one minute of silence
in memory of our departed brothers.

SEA-LAND HOUSTON (Sea-Land
Service), January 6—Chairman, Re­
certified Bosun Julio Delgado; Secre­
tary H. Ortiz. No disputed OT. Chair­
man explained to the membership the
new wage scale and the members
thanked the Union for taking action and
achieving this goal for the membership.
Secretary noted that helping a fellow
seafarer who has a drinking problem
by taking him to the Rehabilitation
Center in Valley Lee, Md. is the best
help we can give to one of our brothers
who has this problem. A vote of thanks
to the steward department for the
Christmas and New Year's dinner that
we shared. It was a job well done.

EL PASO SONATRACH (El Paso
Marine), January I—Chairman, Re­
certified Bosun B. Browning. No
disputed OT. Chainnan reported that
he was proud of the crew's performance
this trip, with the obstacles we had to
overcome. A vote of thanks to the
steward department for an exception­
ally good Christmas dinner. Wishing the
steward a prosperous New Year and a
good vacation. Educational Director
advised members who qualify to take
advantage of the upgrading program.
The steward department wished all a
happy and prosperous New Year and
thanked everyone for bearing with them
through their break in period. Next port
Savannah.

LNG TAURUS (Energy Transport),
January 13—Chairman Joseph Mor­
rison; Secretary C. Shirah; Deck
Delegate Eugene Bousson; Steward
Delegate Ike Boyken. Some disputed
OT in steward department. Chairman
reported that everything was running

. smoothly. Secretary reported that all
members read the Log. Discussed the
importance of donating to SPAD. A
vote of thanks to the steward depart­
ment for a job well done. Report to Log:
"There will be a pool party held on this
ship, weather permitting, on each trip."

COVE ENGINEER (Cove Shipping),
January 10—Chairman Jack C. Ken­
nedy; Secretary Peter Gebbia, Jr.;
Engine Delegate David Millard. No
disputed OT. Secretaiy reported that
there were no beefs and everything was
running smoothly. Report to Log: "The
crew was very sorry to hear of Mr.
Meany's <leath. We would like to wish
Mr. Lane Kirkland, who was very
carefully chosen, good luck and the
very best wishes in his new position. As
we know, he is a man very well chosen
and qualified." From the crew of the
Cove Engineer.

SEA-LAND PIONEER (Sea-Land
Service), January 13—Chainnan, Re­
certified Bosun M. B. Woods; Secretary
Juan Gonzales. Some disputed OT in
steward department. Chairman noted
that all repairs were taken care of.
Reminded all members to read the Log.
Discussed the importance of donating
to SPAD. Suggested that all members
who qualify should take advantage of
upgrading. The crew was reminded to
leave rooms clean for new members.
Report to Log: "This meeting and one
minute of silence dedicated in" the
memory of the late George Meany."

COVE SAILOR (Cove Shipping),
January 27—Chairman, Recertified
Bosun E. K. Bryan; Secretary Raymond
P. Taylor; Educational Director O. T.
Gaskins. No disputed OT. All com­
munications as received were read and
posted. Chainnan and all members wish
a very speedy recovery for Paul Hall.
Sent a get well card to Paul Hall.

SEA-LAND FINANCE (Sea-Land
Service), January 20—Chairman, Re^'
certified Bosun J. Spuron; Secretary A.
Reasko; Educational Director H.
Hacker. No disputed OT. Chairman
discussed the importance of donating to
SPAD. He also talked to all members
about the new electronics course and all
of the upgrading courses that are
available. The secretary will post the
openings for all ratings and the school
schedules on the bulletin board. Take
advantage and go to Piney Point to
upgrade. All members are to make sure
the chairs are chained down after the
movies due to the rough seas at this time
of year. Observed one minute of silence
in memory of our departed brothers.

Official ship's minutes were also re­

ceived from the following vessels;

ZAPATA PATRIOT
OGDEN WABASH
COVE EXPLORER
SEA-LAND EXCHANGE
DELTA MAR
SANTA MARIANA
SEA-LAND McLEAN
TAMARA GUILDEN
ULTRAMAR
OVERSEAS NATALIE
TRANSCOLUMBIA
DELTA VENEZUELA
LNG GEMINI
MONTICELLO VICTORY
PENNY
AMERICAN HERITAGE
COVE NAVIGATOR
OGDEN TRAVELER
MONTPELIER VICTORY
DELTA NORTE
SEA-LAND VENTURE
COLUMBIA
CAGUAS
SEA-LAND MARKET
DELTA PANAMA
OVERSEAS ALICE
ROSE CITY
EL PASO SOUTHERN
ATLANTIC
HOUSTON
DEL VALLE
DELTA ARGENTINA
SEA-LAND COMMERCE
SAMUEL CHASE
NEWARK
NEW YORK
OGDEN CHARGER
COUNCIL GROVE
JACKSONVILLE
BALTIMORE
CANTIGNY
GALVESTON
TAMPA
LNG CONSOLIDATED
EL PASO HOWARD BOYD
OVERSEAS ULLA
OVERSEAS OHIO
OVERSEAS CHICAGO
EL PASO ARZEW
SAM HOUSTON
SUGAR ISLANDER
SEA-LAND RESOURCE
SEA-LAND CONSUMER
OVERSEAS HARRIETTE
GOLDEN ENDEAVOR
JOHN TYLER
DELTA COLUMBIA
OVERSEAS WASHINGTON
DELTA AFRICA
WALTER RICE
ALEX STEPHENS
POTOMAC
WORTH

March 1980 / LOG / 29



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These Chicken Muckers Ain't No Suckers
.. .. ^ ,«istan, director of the AFL-CIO^ •' v VaUaM Workers Carry on
Strike Agoing Union

Hating Southern
ChkkenFarm

TN this day and age it's hard to
1 imagine that there are still
employers who treat their workers

^^'^Bufttot's exactly how Joe Frank
"Little Joe" Sanderson, Jr. viewed
the employees at his chicken proc­
essing plant in Laurel, Miss.

Their pay was barely above
minimum wage ($2.95 to $3.15 an
hour) and their working conditio^
were degrading. For instance, they
were only allowed to use the

ntrofrroreT:j..ot
hundred employees walked off the
iob and onto a picket line. They arc
members of Local 882 of tteAhOT,
Ohio-based International Chcmual
Workers Union (JCWU). The
UnionisanaffaiateoftheAFL-CIO
Maritime Trades D'P"'""'
(MTD). SlU Executive Vice Prcsi
dent Frank Droxak is president of

''"ourTng the recent midwinter
meeting of the MTD Ex«ut^
Board, a resolution was passed
pledging full support to «>« stnkerx

As the resolution noted, the MT
"pledges to play a strong and
continuing role in this important
smt^Sle and «e »rge the Executive
Council of the AFL-CIO to rffera
strong show of support until this

Strike is won."
There is already a nationwide

AFL-CIO-supported boycott in
effect against the company s prod­
uct, labeled Miss Goldy's.

But a lot more pressure is needed
if the strikers are to be sureess-
ful. Sanderson has managed to g
enough scabs to keep the p a
going. And he has hired a notori­
ously anti-union law firm as his con­

sultant. . r- rtf
The,New Orleans law o

Kullmann, Lang, Inman & Bee
experts at stringing
according to Charles McDonald,

assistant director of the AFL-CIO s
Department of Organizing and
Field Services. "It's said that for a
package of $100,000 they'll guaran­
tee you won't have a union for three
years."

Rally May 10
To fight Sanderson more effec­

tively the ICWU is seeking broad
participation by the labor move­
ment in a rally to take place m
Laurel on May 10.

The SlU will be taking part in that
rally Any member who is interested
in participating should contact New
Orleans SlU Port Agent Oerry
Brown.

Also, the ICWU is setting up a
committee which will, among other
things, help to develop a muqh
greater public awareness of the
situation in Laurel.

Almost all of the workers at
Sanderson Farms are black women.
As the MTD resolution pointed out
"the labor movement has a tremen­
dous opportunity to show poor
black and other minority workers m
the South that unions are genuinely
concerned about them.

Though the strikers want better
wages, money is not the mam reason
for their walkout. Rather its he
degrading conditions under which
they had to work that made them
strike when their contract ran out.

For instance, in an article written
aboit the strike by David Mo^^'
In These Times, he noted that
employees who are only six mimtffi
late for work had heen counted M
ahsent. And three absences within
60 days were grounds for firing.

Further, employees who would
not work overtime were counted as
absent for the whole day.

Tough, Dirty Work
The work on the line, where

chickens are killed and cut up, is
chicKcns .wAvvKtsro describes

A young supporter

n aTiiiicDc va. •

The strikers, understandably, tad
Juted 15 minute rcstbreakswicea
day, as well as toilet breaks

"According to the ICWU, one
pr^rant worker testified in a re«nt
tearing that her immediate super-
M^ir/enied her the right .0^-15=
bathroom, forcing her
minutes until her break. She mis

"te" company has also violat^
the Occupational Safety an e
Act and the Equal Employment
and'Child Ubor Laws, according to
^teui sexualharassmentisalso

"rLtiona. Labor Relations
'L WO minute; cut chickens on thelineeachminute;cu.
a^ajor incision in 60 chickens a
minute; cut and pull f
20 to 24 chickens a minute, a
fompletely cut up five whole chick-

ens a minute.

the iNaiiu""' — f
Board has cited the company for
refusing to bargain in good faith,

perhaps the way

Jordan. In an article about
.„ .He Vew
quoted as saymg, .
Inv dignity when we worked for
Little Joe. Now we are not making

'::^%Ues,tutTsay.e Have our

dignity"

Union pose for a photo. These Laurel, Miss..
their repressive employer. Sanderson r

Klan Involved
The strikers at Sanderson are a

violent Ku Rlux Rlan organizations
in the country.

As the union notes. The
threat sets a background against
wJSi to measure the grit and

ea —
determination of these workers to
achieve some small measure
personal dignity."

Laurel was the home of Sara
Bowers, the leader of the 9M
killing of three youtig civil rights
workers who were slam in Phila
delphia. Miss. According to the
union. Bowers "stiU retains the quiet
respect of many of the esublished
leaders of the community.

Most of the foremen and super­
visors at the plant are white men
The company's plant ttanager was
one of the men accused-but later
acquitted—in the J' °
black businessman in Hattiesburg,
Miss The black man, who was a
Ser of the NAACP, had been
helping voters to register.

As the ICWU has said. There
are, of course, many way® J®'"
petuating the degradation of South­
ern workers. When the msible
symbols are legislated out of exist­
ence the fallback tactic is to deprive
workers of their economic ri^ts
and to remind them continually by
the way they are treated on the job
that they are somehow less than

"'•nie union feels that the deter­
mined workers at Sanderson present
the entire labor movement with a
special opportunity. "For unions
Z:l a'golden chance to join
forces and loudly proclaim to
Southern workers especially, and «o
the nation at large that unmns are
indeed about morality first and that
wherever and whenever workers are
mistreated, the movement will rire
as one to win justice for those

workers."

March 1980 / LOG / 31

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The
Lakes

Picture
Winter IVavigation

Fate, nature and the U.S. Congress all work in mysterious ways.
Congress never got around to re-funding the winter navigation
experiment on the Great Lakes this year so there was little winter shipping
activity in the region.

Ironically, this would have been an ideal winter to keep vessels running
because the winter of 1979-80 was the mildest on the Great Lakes in most
peoples' memories. There was little or no ice on Lakes Huron and Erie
and snowfall in southeast Michigan has totalled only 10 inches so far.
that's in contrast to a usual 18 inches of snow during December alone!

But if there hasn't been much shipping on the Lakes this winter, studies
and the controversy on the feasibility of winter navigation continued as
stong as ever.

The U.S: Corps of Engineers recommended year-round navigation on
the upper Lakes and a 10-month season on the Welland Canal, Lake
Ontario and the St. Lawrence River.

The Corps figured average annual benefits resulting from a season
extension of $205 million. But the Corps said the cooperation of Canada
is essential to the success of winter navigation and Canada is reportedly
not too thrilled with the prospect.

Canada thinks a one-month extension of the current SY2 month season
would be an economically sound move but sees little value in extending
the season any further.

Meanwhile, Drs. iBemard Michel and John F. Kennedy (that's his
name!) have reviewed past tests on the environmental Impact of a longer
Lakes shipping season and concluded that year-round navigation
wouldn't do any harm.

The two experts studied the N.Y. State Dept. of Ehvironmental
Conservation's report which warned of "major negative impacts" if the
ice cover on the Lakes were disturbed to allow ship transit. They also
evaluated the Corps' environmental study which drew opposite
conclusions.

Said Drs. Michel and Kennedy, "no measurable effects on the flow of
water in the river or on water levels in Lake Ontario" would arise from an
extended season.

The next move is still up to Congress.

All That Glitters
With gold prices skyrocketing, some Great Lakes seamen may be

interested to know that hundreds of ships reportedly carrying valuable
cargoes have sunk in the Great Lakes area over the years. The region also
lays claim to it's own Treasure Island.

According to one expert, a lot of fighting between American and
British troops took place in the early days of U.S. history.

In one case, British soldiers were guarding a payroll of gold and silver
on Hermit Island, one of the small islands near the western tip of Lake
Superior.

Apparently, the British were under siege at the time and buried the
payroll for safekeeping. Only two soldiers survived the battle and, try as
they did, they couldn't come up with the loot. Who knows? Maybe it's still
there.

Algosae
The beginning of the 1980 shipping season is in sight and the SIU-

contracted Richard J. Reiss (American Steamship) is proof. The Reiss
made her first run on March 3, eight days after the engine dept. was called
aboard and three days after the deck dept. reported. The Reiss will be
making a regular run between Detroit, Mich., and Toledo, Ohio.

The engine crew of the ST Crapo (Huron Cement) reported aboard the

cement carrier on Feb. 29. The Crapo was expected to make her first run
of the season around March 7.

Though most of the SlU-contracted Great Lakes fleet is expected to be
running this year. Union reps predict at least the first half of the 1980
shipping season will be slower than usual.

American Steamship's fleet will be three short this year. The company
laid up the McKee Sons for the entire 1980 season and the Consumers
Power was leased to another SIU company, Erie Sand Steamship, on a
long-term charter. Another American Steamship vessel, the Nicolet,
which was fire damaged in late 1979, is undergoing repairs and won't fit
out until the fall of 1980. .

Another missing vessel on the Great Lakes will be Huron Cement's
E.M. Ford which is currently undergoing top-to-bottom repairs
following her sinking at a dock several months ago.

Kinsman Lines' fleet will also be light by one vessel this year. The
company's George D. Goble was sold to Canada recently.

Observers cite the slow economy in general—and tough times in the
auto industry in particular—as the primary reason for the projected slack
in Great Lakes shipping.

Though the first half of the '80 shipping season will be slow for
Seafarers, shipping should pick up during the second part of the season.

The Ford and the Nicolet will be returning to service and a new I,0(X)
footer will be delivered to American Steamship.

Later in the 1980's, shipping is expected to be very good overall. As the
oil crunch continues, coal is likely to play a greater and greater role in
answering the nation's energy needs. And many SlU-contracted Great
Lakes ships are coal carriers.

Picking up hia first pension check from SIU Afgonac port agent Jack
Bluitt (left) Is Brother Charles Gallagher, a die-hard Union man.

Brother Gallagher first started sailing as chie f pumpman back In 1943
and Joined the SIU In 1962. The years In between were actlwe ones for
Gallagher who worked hard for many years trying to organhe the
Standard Oil Co.

Standard Oil was a notorious antl-unlon company and Gallagher
remembers the campaign vividly. He recalls that after the company won
the union representation election they fired all union organizers and
supporters and put most of dieir fleet under foreign flag.

But, Gallagher said, many of ttie guys who were fired then got Jobs with
Union-contracted companies and quickly saw the difference being
represented by a Union made.

Pensioner Gallagher last worked QMED on the M/V St. Clair (American
Steamship). He now lives on a small farm in Saline, Mich, with his wife
Lucille. The SIU wishes Brother Gallagher good health and smooth
sailing In the years ahead.

Scrappipg of the 73-year-oId Henry Steinbrenner (Kinsman) was
completed in Ashtabula last month.

32 / LOG / March 1980



Summary Report for Great Lakes Tug & Dredge Pension Plan
rhifi is a summarv nf thA or.n..»i : j • ^ This is a summary of the annual experienced an increase in its net

report of the Great Lakes Tug & assets of $397,755. This included
Dredge Pension Plan, (13-1953878). unrealized appreciation and depre-
for January 1, 1978 to December 31, elation in the value of plan assets.
1978. The annual report has been That is, the difference between the
filed with the Internal Revenue value of the plan's assets at the end
Service, as required under the of the year and the value of the assets
Employee Retirement Income Se- at the beginning of the year or the
curity Act of 1974 (ERISA). cost of assets acquired during the

Basic Financial Statement . .
During the plan year, the plan had

The value of plan assets, after total income of $812,462. including
subtracting liabilities of the plan, employer contributions of $549 -
was $3,582,243 as of January 1, 231. and $263,231 from earning
1978, compared to $3,979,998 as of from investments and net realized
December 31, 1978. gain (loss) on sale or exchange of
. During the plan year the plan assets.

Plan expenses were $226,271.
These expenses included $84,539 in
administrative expenses and
$141,732 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:
• An accountant's report
• Assets held for investment

To obtain a copy of the full annual
report, or any part thereof, write or

imttlffs Rmri tar Emt Lin
F^B. 1-29,1986 *TOTALREGISTERED lOTALSHipreD ••REGISTERED ON BEACH

AIIGnMipt AIIGroupt AIIGraiaM
CiMtA CiaMB dmC ClanA ChnB CIIMC dascA ClaisB ClaMC

DECK DEPARTMENT
Al0onac(H(fc|S.) 7 6 1 4 2 0 33 7 2

ENGINE DEPARTMENT
AloonacCHdqa.) •••••' j 16 8 2 6 2 0 34 17 4

^ STEWARD DEPARTMBIT
Algonac(ffclqs.)...... 2 2 0 3 1 0 5 3 1

ENTRY DEPARTMENT
Algonac(Hdqt.)........ 12 19 9 0 0 0 38 59 18
TotabAIIDapartnianla 37 ^ 35 12 13 5 0 110 86 25
•'Total RegisteracT means the number of men who actually registered for shippir^ at the port last month.

••"Registered on the Beach" means the totaLnumber of men registered at the port at the end of last month.

cad the office of Mr. A1 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 Yorkl 1232,
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.

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 reports fully their findings and recommenda­
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.

TRUST FUNDS. All trust funds of the SlU Atlantic,
Gulf. Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds arc 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. I12I5

Full copies of contracts as referred to are available to
you at al! times, either by writing directly to the Union
or to the Seafarers Appeals Board.

CONTRACIS. Copies of all SlU contracts are avail­
able 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 as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SlU

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 September, I960, meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial board which consists of
the Executive Board of the Union. The Executive Board
may delegate, from among its ranks, one individual to
carry out this responsibility.

PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SlU unless an
official Union receipt is given lor same. Under no circum­
stances should anv member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts toTequire any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an oflicial. receipt, but feels that he
should not have been required to make such payment, this
should immediately 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 disci^mi-
nated against because of race, creed, color, sex and na­
tional or geographic origin. If any member feels thit 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 tbe above improper
conduct, notif y the Seafarers Union or SPAD by certified
.mail within 30 days of the contribution for investigation
and appropriate action and refund, if involuntary. Sup­
port SPAD to protect, and further your economic, poli^
tical and social interests, and American trade union
concepts.

If at any time a member feeLs that any of the above
rights have been violated, or that he has been denied hte
constitutional right of access to Union records or infor­
mation, he should immediately notify SIU President Paul
HalK at headquarters by certified mail, return receipt
requested. Tbe address B 675 - 4th Avenue, Brooklyn,
N.Y. 11232.

March. 1980 / LOG / 33

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23'!?: it r LAST ANCHORAGE
For the benefit of our S/U brothers and sisters of the former Marine Cooks and Stewards Union, the Log is publishing a list of

those retired MC&S members who have passed away in the last year. Brother Don Rotan out of the SIU office in San Francisco
has supplied the Log with this informatiorL

MARCH, 1979
HERBERT A. DOUGHTY died in

Sussex, England on March 9, 1979. He
had retired in May, 1963, and was 86

• years old when he died.

APRIL, 1979
CHARLES S. MARLEY died in San

Francisco on April 29, 1979. He retired
in January, 1963 and was 72 years old.

CHARLES CLARKE died in
Jamaica, West Indies on April 30, 1979.
He retired in August, 1966, and was 75
years old.

MAY, 1979
ANTONIO GARCIA died in Sacra­

mento, California on May 20, 1979. He
retired in February, 1970, and was 70
years old.

JOHN G. JARDIN died in San
Francisco on May 19, 1979. He retired
in February, 1969, and was 73 years old.

JOHN PANAS died in Jersey City,
New Jersey on May 25, 1979. He retired
in May, 1962, and was 82 years old.

JUNE, 1979
ANTONIO GARCIA died in Staten

Island, New York on June 6, 1979. He
retired in April, 1975, and was 67 years
old.

MARTIN M. ROLLINS died in
Long Beach, California on June 8,1979.
He retired in August, 1969, and was 69
years old.

ERNESTO ALONSO died in Puerto
Rico on June 18, 1979. He retired in
Februaiy, 1968, and was 65 years old.

JOHN M. PAPS died in Kingman,
Arizona on June 22, 1979. He retired in
March, 1968, and was 65 years old.

BENJAMIN VIRAY died in San
Bruno, California on June 24, 1979. He
retired in July, 1969, and was 71 years
old.

HOBERT BROOKS died in San
Francisco on June 24,1979. He retired in
August, 1973 and was 73 years old.

JOSEPH MOLICA died in San
Francisco on June 24,1979. Heretiredin
December, 1968, and was 72 years old.

AH SANG LING died in San
Francisco on June 25, 1979. He retired
in July, 1979, and was 75 years old.

SAM TUNG FAT died in San
Francisco on June 28, 1979. He retired
in August, 1976, and was 55 years old.

JOSEPH K. MEYERS died in San
Francisco on June 30, 1979. He retired
in January, 1968, and was 66 years old.

JULY, 1979
LUDOVICO VALIENTE died in

Wilmington, California on July 3, 1979.
He retired in January, 1969, and was 76
years old.

CARLOS CASTILLO died in Wil­
mington, California on.^ly 18, 1979.
He retired in October, 1965 and was 82
years old.

PETE LEON died in Zuilpue, Chile on
July 20, 1979. He retired in August,
1970, and was 78 years old.

GILBERT CASTRO died in San
Francisco onJuly20,1979. Heretiredin
June, 1975, and was 70 years old.

PHILIP F. MILLER died in San
Francisco on July 27,1979. He retired in
May, 1962, and was 79 years old.

AUGUST, 1979
JAMES LEWIS died in the San

Francisco Marine Hospital cn August
2, 1979. He retired in March, 1971, and
was 72 years old.

EDWARD MAULE, JR. died in
Pacifica, California on August 3, 1979.
He retired in September, 1975, and was
67 years old.

VERNON R. LEE died in San
Rafael, California on August 12, 1979.
He retired in September, 1968, and was
76 years old.

SEPTEMBER, 1979
HERMAN C. HELM died in the San

Francisco Marine Hospital on Septem­
ber 4, 1979. He retired in February,
1969, and was 72 years old.

ARTHUR M. AHUNA died in
Laramie, Wyoming on September 5,
1979. He retired in October, 1973, and
was 68 years old.

EMIL SIVRIDIS died in San Fran­
cisco on September 10,1979. He was an
active member and 43 years old when he
suffered a heart attack.

JOSEPH E. GARDNER died in
Sebastopol, California on September
12, 1979. He retired in June, 1971, and
was 62 years old.

DAVID D. DAVIS died in Portland
on September 14, 1979. He retired in
August, 1972, and was 68 years old.

JOHN A. SEMLER died in Seal
Beach, California on September 14,
1979. He retired in March, 1965, and was
83 years old.

WALLACE DEYAMPERT died in
Portland on September 15, 1979, of
injuries from a mugging attack. He
retired in July, 1977, and was 64 years
old.

CHARLES C. JEONG died in
Berkeley, California on September 27,
1979. He retired in May, 1971 and was
64 years old.

OCTOBER, 1979
JAMES BODE died in Honolulu on

October 14, 1979. He retired in March,
1972, and was 53 years old.

BENNIE JOHNSON died in Cleve­
land, Ohio on October 15, 1979. He
retired in June, 1968, -and was 78 years
old.

IGNACIO GUZMAN died in San
Francisco on October 18, 1979. He
retired in October, 1963, and was 77
years old.

HARRY RUBIN died in Oceano,
California on October 26, 1979. He
retired in February, 1964, and was 85
years old.

REMIGIO MANGAYAN died in
Vallejo, California on October 26,1979.
He retired in March, 1965, and was 84
years old.

SAMUEL MIXON, JR. died in St.
Louis, Missouri on October 29, 1979,
from stab wounds suffered in an assault
upon him. An active member, he was 21
years old.

RICHARD E. DARLING died in
Daly City, California on October 30,
1979. He retired in May, 1973 and was
64 years old.

NOVEMBER, 1979
PEDRO B. RAMIREZ died in New

York City on November 2, 1979. He
retired in December, 1969, and was 61
years old.

JAMES F. JACKSON died in
Taylor, Texas on November 4,1979. He
retired in April, 1973, and was 69 years
old.

JUAN F. RAMOS died in San
Francisco on November 5, 1979. He
retired in June, 1976, and was 62 years
old.

GEORGE V. WHITE died in Seattle
on November 10, 1979. He retired in
November, 1970, and was. 76 years old.

SALVADOR H. ISBERTO died in
Seattle on November 25, 1979. He
retired in July, 1969, and was 72 years
old.

ANTONIO FLORES died in Palms,
California (Los Angeles County) on
November 26, 1979. He retired in
February, 1972, and was 61 years old.

CLARENCE McKNIGHT died in
San Francisco on November 26, 1979.
He retired in November, 1967, and was
75 years old.

JAMES A. BOGGS died in Portland
on November 28, 1979. He retired in
November, 1978, and was 56 years old.

DECEMBER, 1979
SAMUEL H. JONES died in San

Francisco on December 2, 1979. He
retired in December, 1972, and was 61
years old.

BENJAMIN MITCHELL died in
Wilmington, California on December
12, 1979. He retired in January, 1971,
and was 75 years old.

BILL JACKSON died in San Mateo,
California on December 16, 1979. He
retired in July, 1974, and was 57 years
old.

LEON H. NUNEZ died in Seattle on
December 16, 1979. He retired in
February, 1969, and was 73 years old.

ARTHUR H. HUBBARD died in
New Orleans on December 23, 1979. He
retired in July, 1975, and was 51 years
old.

MANUEL ALEXANDER
MARQUES died in Canoga Park,
California on December 25, 1979. He
retired in August, 1969, and was 90
years old.

JOHN A. DEVINE died in San
Francisco on December 30, 1979. He
retired in March, 1959, and was 81 years
old.

JANUARY, 1980
ROBERT CLEMO died in San

Francisco on January 1, 1980. He
retired in October, 1979, and was 61
years old.

MARTIN LITTLE died in San
Francisco on January 3, 1980. He
retired in January, 1968, and was 74
years old.

EARL E. ARTHUR died in San
Francisco on January 4, 1980. He
retired in July, 1973, and was 70 years
old.

JACK E. SLAGER died in San
Francisco on January 7, 1980. He
retired in October, 1969, and was 71
years old.

JOSEPH PFAHNL died in San
Francisco on January 12, 1980. He
retired in September, 1962, and was 91
years old.

RAMON J. CASILLA died in the
Bronx, New York on January 13, 1980.
He retired in December, 1969, and was
67 years old.

CATALINO PATRON died in
Seattle on January 15, 1980. He retired
in December, 1973, and was 72 years
old.

VALOIS H. HUGHES died in
Hillsboro, Oregon on January 17, 1980.
He retired in April, 1969, and was 77
years old.

JAY SHANNON died in Long
Beach, California on January 18, 1980.
He retired in July, 1961, and was 86
years old.

JOHN COSTA died in San Fran­
cisco on January 20, 1980. He retired in
April, 1962, and was 92 years old.

FEBRUARY, 1980
SIMON G. LOTT died in San

Francisco on February 1, 1980. He
retired in September, 1963, and was 82
years old.

RICHARD H. DEDITIUS died in
Montlake Terrace, Washington on
February 10, 1980. He retired in April,
1958, and was 85 years old.

INOCENCIO BALDONADO died
in San Francisco in February, 1980. He
retired in August, 1961, and was 84
years old.

HING GAY LEW died in Pacifica,
California on February 14, 1980. He
retired in November, 1969, and was 68
years old.

JONE F. CHUN died in San Fran­
cisco on February 15,1980. He retired in
February, 1973, and was 63 years old.

TOMAS DESAMITO died in Daly
City, California on Februaiy 18, 1980.
He retired in June, 1975, and was 69
years old.

Pensioner
Theodore Henry
Nolker, 78, died of
arteriosclerosis in
the Baltimore
County General
Hospital on Jan.
13. Brother Nol­
ker joined the

Union in the port of Baltimore in 1957
sailing as a captain. He was born in
Baltimore and was a resident there.
Interment was in Lorraine Park Ceme­
tery, Woodlawn, Md. Surviving is his
widow, Eva.

Pensioner
Damasco Cruz,
74, died of heart
failure in Trujillo
Alto, P.R. on Dec.
30. Brother Cruz
joined the, SIU in
1941 in the port of
New Yo^k sailing

as a 2nd cook. He wias born in Loiza
Aldea, P.R. and was a resident of
Trujillo Alto. Surviving are his widow.
Ana and a son, Damasco Jr.

34 / LOG / March 1980

•



Pensioner
George W. Parkin
Sr., 64, died of
kidney failure in
the Pennsylvania
Hospital, Phila­
delphia on Dec.
15. Brother Par­
kin joined the

Union in the port of Philadelphia in
1961 sailing as a tug captain, mate and
pilot on the tug James McAllister
(McAllister Brothers) from 1962 to
1973, on the S/T Dover (Taylor and
Anderson) from 1951 to 1962 and lOT
from 1950 to 1951. He was a former
member of the MM&P Union and the
ILA. Boatman Parkin was born in
Beaufort, N.C. and was a resident of
Gloucester City, N.J. Burial was in New
St. Mary's Cemetery, Bellmar, N.J.
Surviving are his widow, Catherine; two
sons, George Jr. and Jeffrey; a daughter,
Colette Marie and a brother, John.

Pensioner
William Robert
Walker, 77, passed
away from pneu­
monia in the Jack­
son Parish Hospi­
tal, Jonesboro,
La. on Dec. 18.
Brother Walker

joined the SIU in 1943 in the port of
Galveston sailing as a chief steward. He
sailed 41 years. Seafarer Walker also
sailed as a ship's delegate. And he was a
veteran of the U.S. Navy during World
War I. A native of Newton County,
Tex., he was a resident of Orange, Tex.
Burial was in Forest Lawn Cemetery,
Beaumont, Tex. Surviving area daugh­
ter, Mrs. Julia McGuire of Woods-
worth, La. and a grand-daughter,
Phyllis Emerson of Jonesboro..

- .

. SfefP:-- Cline Shannon
^ Galbraith, 61,

died of lung dis­
ease in the New
Orleans USPHS
Hospital on Nov.
16. Brother Gal­
braith joined the
SIU in 1943 in the

port of New York sailing as a chief
pumpman. He was bom in Kentucky
and was a resident of Gretna, La.
Cremation took place in St. John's
Crematory, New Orleans. Surviving are
his widow, Betty of New Orleans; a
stepson, Daniel Pike and a brother,
Paul of Azusa, Calif.

I Alfred D.
I Smith, 51, died of
I heart failure in St.

I Vincent's Hospi­
tal, Toledo, Ohio
on Oct. 30. Bro­
ther Smith joined
the Unipn in the
port of Detroit

sailing as a wheelsman, AB and gateman
for Kinsman Marine and the American
Steamship Co. He was a veteran of the
U.S. Army in World War 11. Laker
Smith was born in Benham, Ky. and was
a resident of Toledo. Burial was in the
Edend Cemetery, Keokie, Va. Surviving
are two sons, Alfred Jr. and James;
three daughters, Sarah, Alyce and Lisa
and a sister, Mrs. Agnes S. Duff of
Cumberland, Ky.

Pensioner
Arthur Raymond
Gillman, 53, died
of cancer in the
Seattle USPHS
Hospital on Jan.
6, 1979. Brother

|,Gillman joined the
U nion (the merged

MC&S) in 1952 in the port of Seattle
sailing as a waiter aboard the SS Indian
Mail in 1971 and for the States
Steamship Co. He sailed since 1943 and
deep sea on the SS Thomas Jefferson
(Waterman) during World War 11. Born
in Seattle, he was a resident of North
Bend, Wash. Cremation took place in
the Bleitz Crematory, Seattle. His ashes
were strewn on the Pacific. Surviving
are his mother, Inez of North Bend and
his brother. Earl of Mountainlake
Terrace, Wash.

Pensioner
Benjamin Frank­
lin Gordy,'64, suc­
cumbed to lung
failure in the Balti-
more County
USPHS Hospital
Dec. 22. Brother
Gordy joined the

SIU in 1940 in the port of Norfolk
sailing as a bosun. He was born in North
Carolina and was a resident of Balti­
more. Burial was in Westview Cemetery,
Baltimore. Surviving are his widow,
Wanda; a brother, Harry of Mocksville,
N.C. and a sister-in-law, Mrs. Dolores
Gunn of St. Louis.

Pensioner
Pedro Blanco
"Pete" Ramirez,
61, died of natural
causes in Metro­
politan Hospital,
New York City on
Nov. 2. Brother
Ramirez joined

the Union (MC&S) in 1949 sailing as a
steward saloon utility for APL. He was
bom in Puerto Rico and was a resident
of New York City. Burial was in St.
Raymond's Cemetery, the Bronx, N.Y.
Surviving are his widow, Clara and two
daughters, Mrs. Oquenia Testa of
Hempstead, L.L, N.Y. and Meyda of
New York City.

Pensioner
F r e d E rn est
Wuolu Sr., 60,
was dead on arri­
val at the Superior
(Minn.) Memorial
Hospital on Dec.
25. Brother Wuolu
joined the Union

in the port of Detroit in 1960 sailing as
a mate and QMED for the American
Steamship Co. He was also a stationary
engineer for the State of Minnesota
from 1943 to 1947. Laker Wuolu was
born in Hecla, S.D. and was a resident
of Silver Bay and Duluth, Minn.
Interment was in the Forest Hill
Cemetery, Duluth. Surviving are his
widow, Roxanne of Toledo, and two
sons, Fred Jr. of Silver Bay and Charles
of Superior.

Pensioner
Alhertis William
Perkins, 71, suc­
cumbed to pneu­
monia in Marshall
Hospital, Place-
ville, Calif, on
Jan. 10. Brother

SMS Perkins joined the
SIU in 1949 in the port of New York
sailing as a chief steward. He sailed for
44 years. And was a former member of
the SUP. Seafarer Perkins was a veteran
of the U.S. Navy before World War 11.
Born in Hickory, N.C., he was a resident
of Somerset, Calif. Cremation took
place in the East Lawn Memorial Park
Cemetery, Sacramento, Calif. His" ashes
were scattered at sea. Surviving are his
widow. Hazel and a stepson, Michael T.
Bean.

Pensioner
Anthony H. Lalli,
73, died of a heart
attack on Dec.
12. Brother Lalli
joined the SIU in
the port of Phila­
delphia in 1951
sailing as a chief

cook. He hit the bricks in the 1950
Isthmian beef. And he sailed 25 years.
Seafarer Lalli was a veteran of the U.S.
Marine Corps before World War II. He
was bom in Philadelphia and was a
resident of San Francisco. Interment
was in Holy Cross Cemetery, Colma,
Calif. Surviving are his widow. Liberty
and a sister, Ida Rua of San Francisco.

Randy Ray
McDonald, 26,
died in the Co­
lombo (Ceylon)
General Hospital
on Jan. 11 while

I serving aboard the
SS Robert E. Lee

I (Waterman). Bro­
ther McDonald joined the SIU in 1971
following his graduation from the HLS
sailing as a QMED. He upgraded at
Piney Point in 1974, 1977 and 1978.
Seafarer McDonald was born in San
Diego and was a resident of Richmond,
Va. Burial was in Atoka, Okla. Surviv­
ing are his widow, Kimberly; a son,
William and his grandmother, Mrs.
Letha Washbum of Atoka.

Pensioner
John Lloyd Wil­
liams, 61, died of
cancer in Com­
munity Hospital,
Roanoke, Va. on
Nov. 28. Brother
Williams joined

^ the SIU in 1938
in the port of New York sailing as a
bosun. He sailed 35 years and during the
Vietnam War. Seafarer Williams was
born in Chicago, 111. and was a resident
of Roanoke. Interment was in Mt. View
Cemetery, Vinton, Va. Surviving are his
widow, Estelle, a son, Thomas; a
daughter, Mrs. Eunice Cadman of
Shrewsbury, England; a brother,, the
Rev. W.L. of San Jose, Calif, and two
sisters, Mrs. Betty Hitchler of Chicago
and Mrs. Ruth Wise.

Pensioner
Calixto Montoya,
80, passed away
from heart failure
in New Orleans
USPHS Hospital
on Dec. 5. Brother
Montoya joined
the SIU in 1947

in the port ofNew York sailing as a chief
steward. He sailed 47 years. And he
attended the 1970 HLS Crews Confer­
ence No. 4. Seafarer Montoya was a
veteran of both the U.S. Navy and the
U.S. Coast Guard in World Wars I and
II. He was bom in Camite, P.I. and was
a resident of Chalmette, La. Interment
was in St. Bernard Memorial Gardens
Cfemetery, Chalmette. Surviving are his
widow, Iris and a daughter, Loma.-

Re certified
Bosun Reidus
Lambert, 54, died
of cancer in the
East Jefferson
Hospital, Metai-
rie, La. on Nov.
30. Brother Lam­
bert joined the

SIU in the port of New Orleans in 1955.
He sailed 34 years. And he graduated
from the Union's Recertified Bosuns
Program in May 1974. Bom in Natchez,
Miss., he was a resident of Kenner, La.
Burial was in Arola-Roseland (La.)
Cemetery. Surviving are his widow,
Jean; a daughter, Pamela; his mother,
Mrs. Bertha Forester of New Orleans
and his father, Wilton.

Christopher
Pepe, 26, was dead
on arrival at the
Methodist Hospi­
tal, Brooklyn, N.Y.
of head injuries
sustained on Dec.
19. Brother Pepe

I joined the SIU fol­
lowing his graduation from the HLS,
Piney Point, Md. in 1974. In 1976, he
upgraded at the Point. He sailed as an
AB and 3rd cook for Sea-Land.
Seafarer Pepe was born in Brooklyn and
was a resident of Copiuage, L.L, N.Y.
Burial was in St. Charles Cemetery,
Farmingdale, L.L, N.Y. Surviving are
his parents, Mr. and Mrs. Mead and
Joan Pepe of Copiague.

K e n n e t h
Dwayne Marshall,
25, died in Mobile
on Dec. 26. Bro­
ther Marshall
joined the SIU in
1978 after hiS;
graduation from

v Piney Point. He
sailed in the steward department.
Seafarer Marshall was a veteran of the
U.S. Army in the Vietnam War. A
native of Mobile, he was a resident of
Saraland, Ala. Surviving are his
parents, Mr. and Mrs. John and Rosia
Marshall of Saraland.

Pensioner
George Lee Baugh
Sr., 82, died of a
heart attack in
Memorial Hospi­
tal, Center, Tex.
on Nov. 26. Bro­
ther Baugh joined
the SIU in the port

of Houston in 1956 sailing as a chief
electrician. He sailed for 24 years and
was an electrician 38 years. He also
served as a ship's delegate. Seafarer
Baugh was a veteran of the U.S. Navy in
both World War I and World War 11.
Born in Blue Mound, 111., he was a
resident of Center, Tex. Burial was in
Forest Park Lawndale Cemetery,
Houston. Surviving are two sons,
George Jr. and Edgar.

K - .

March 1980 / LOG 7 35

• v-VJAL':'' •



v..-:--

. . ./.. •- .. .'_. jr-m- . . •;' .

-.'''•<"-V V-. -

Lifebotriers on the Go Into Diesel Engines

Ready to man their oars are graduates of the Piney Point Lifeboat'Course (1. to r.) _ Taking time for a photo are HLS Diesel Course grads (I. to r.) P. Wadkins, J. W.
Seafarers J. Niotis, G. Fyrberg, R. Vance, J. Thomas and T. Booth. Badgett, K. Marinoff and O. Myers. Another grad, not in photo, was L. K. Harada.

The Harry Liindeberg School of Seamanship

Able-Bodied Seamen All

Here's a group of HLS Able-Bodied Seamen Course graduates of (front I. to r.) R.
Vance, S. Phillips, J. Niotis, J. C. Dillon, E. J. Iffland, R. R. Race, B. Cauthorn and J.
Benson. In the rear (I. to r.) are M. Clark, L. Randazza, R. Dowzicky, D. Bouthillier,
K. Mangram, J. Thomas, T. Luteman, G. Fyrberg, t. Booth, R. O'Connell and
G. Walker.

firemen-Wdferfencfers

Another Firemen-Watertenders Course class rolled off the Piney Point assembly
line. They are (I. to r.) J. Corr, B. Niemiller, W. Padilla, C. Mosley, B, Hyams, D.
Cavallo, L. Kotrps, R. Lukacs, R. Vorel, W. Decelles, F. Moscbach, R. Sayto,
G. Ortego, A. Omdahl, P. Tolbert, S! Wright, J. Wozunk and M. Harland.

Another Swarm of ABs
V s'.- Jf, -i- •_

^ 3-
J V**" -eV * P

l w

Able Seamen grads are (front I. to r.) W. Henderson, M. Duran, D. Jones, S. Milan, K.
McGregor, R. Sweeting, M. Snyder and A. Mates. Course Instructor A. Easter (left)
leads off the the middle row with (I. to r.) A. Watts, G. Orsefski, E. Griffith, L. Monealez,
d. Bryan, V. Baez, A. Voss, M. Ryan, C. Campbell, G. Spaulding, R. Flowers and S. T.
Hill. In the back row (I. to r.) are D. Sawyer, J. Terranova, J. Ferency, W. Dodson, K.
Hetherington, G. M. Smith, P. M. Glennon and M. Muhammad.

36 / LOG / March 1980

Now you can improve your math skills in fractions
and decimals in your spare timeJ

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 (REMEMBER: GEO is offered at HLS.)
• to review old math skills or learn new ones

Send for the course you want today I Just fill in and
mail the coupon below.

Check the course you want.
(Why not take both of them?)

( ) FRACTIOUS

( ) DECIMALS

( ) Information on GEO
at HLS

Send my course(s) here:

Name ^

Street ^

city State -Zip.

Cut out the coupon and mail It to this address:
Academic Education Department
Harry Lundeberg School Send it today!
Piney Point, MD 20674
ATTN: Lois Knowles, Mathematics Department

. -M-

v.-

•r? . •
-i-.;

"IPP esrr



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
Course Name

LNG

QMED

FOWT

Marine Electrical Maintenance

Marine Electronics

Refrigeration Systems maintenance
& Operations

Pumproom Maintenance & Operation

Diesel Engineer (Regular)

Diesel Engineer (License)

Welding

Engine Room Automation

Towboat Operator Scholarship Program

Celestial Navigation

1st Class Pilot

Quartermaster

Starting Dates

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

June 23
September 29

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

May 12
September 15

April 7
July 7
September 29

March 17
August 4

October 6

March 3.
May 26
October 13

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

Able Seaman

Steward Recertification Program

Bosun Recertification Program

A Seniority Upgrading Program

... •%- 'I:.,

Lifeboat

Tankerman

Assistant Cook

Cook & Baker

Chief Cook

Chief Steward

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

April 7
August 11

March 10
April 7
May 5
June 9
July 7
August 11
September 8
October 6
November 10
December 8

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.

March 1980 / LOG / 37

• :
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Why Not Apply for an HLS Upgrading Course Now

HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION
(Please Print)

Name. Date 6f Birth.
(Last)

Address

(First) (Middle) Mo./DayAear

(Street)

(City)

Deepsea Member Q

Book Number ^

(State) (Zip Code)

li^and Waters Member Q

Telephone.
(Area Code)

Lakes Member Q

. Seniority.

Date Book
Was Issued. Port Issued

Port Presently
Registered In.

Social Security #.
Endorsement s) or
License Now Held.

Piney Point Graduate: Q Yes No Q (if yes, fill in below)

Entry Program: From. to.
(dates attended)

Upgrading Program: From. tn
(dates attended)

Endorsements) or
License Received .

Do you hold a letter of completion for Lifeboat: • Yes No Q Firefighting: Q Yes
• . } • . ^

Dates Available for Training , '

No O

I Am Interested in the Following (^urse(8).

DECK ENGINE STEWARD

• Tankerman
• AB 12 Months
Q AB Unlimited
Q AB Tugs & Tows
• AB Great Lakes
Q Quartermaster
• Towboat Operator

Western Rivers
• Towboat Operator Inland
• Towboat Operator Not

Morethan 200 Miles
• Towboat Operator (Over

200 Miles)
• Master • Mate
Q Pilot

D FWT • Oiler
O OMED - Any Rating
• Others.
Q Marine Electrical Maintenance
O Pumproom Maintenance and
• Operation.
• Automation
G Maintenance of Shipboard

Refrigeration Systems
G Diesel Engines
G Assistant Engineer (Uninspected

Motor Vessel)
G Chief Bigineer (Uninspected

Motor Vessel)

G Assistant Cook
G Cook & Baker
G Chief Cook
G Steward
G Towboat Inland Cook

ALL DEPARTMENTS

G LNG
G LNG Safety
G Welding
G Lifeboatman
G Fire Fighting

RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service,

whichever is applicable.)
a * . ••

VESSEL RATINQHELO DATE SHIPPED DATE OF DISCHARGE

V •

1 " • • 1 ;;v> nfe- ^ :

f • In:
i?- •
'il''

1 SIGNATURE DATE - . '

S' . •> •

f •
H • RETURN COMPLETED APPLICi^ldN TO: ^ ̂

LUNDEBERG UPGRADING CENTER,
PINEY POINT, MD. 20674

38 / LOG / March 1980

;

/



'i''' 7 ''^•n

Vincent L. Kirksey

Seafarer Vin­
cent L. Kirksey,
24, graduated
from the HLS
Entry Program
in 1976. He
upgraded to
FOWT there in

Brother
^ Kirksey has the

lifeboat, CPR and firefighting en­
dorsements. He resides in and ships
out of the port of Mobile.

Shawn T. Evans

Seafarer
is h a w n T .
[Evans, 27, grad-
iuated from the
HLS in March
1978. Brother
Evans upgraded

Ito AB there in
jAprU 1978. He

I sailed on the
maiden voyages of the LNG Cap­
ricorn and the LNG Gemini (both
Energy Transport). Evans has the
firefighting, lifeboat and CPR
training. He ships out of the port
of Wilmington, Calif.

Louis G. Vasquez

Seafarer
Louis G. Vas­
quez, 26, is a
November 1976
HLS grad. He
upgraded there
to i^B in Janu­
ary 1980.^ Broth­
er Vasquez en­
dorsements are

firefighting, lifeboat and CPR. He
lives in Tucson, Ariz, and sails out
of West Coast ports.

George N. Sibley

J!; # Seafarer
George N. Sib-
ley, 22, in
March 1978
graduated from
the HLS Entry
Trainee Pro­
gram. He now
sails as an AB.

'Brother Sibley
earned the firefighting, lifeboat and
CPR endorsements. He ships out
of all ports.

Christopher Sutton

Seafarer
Christopho- Sut­
ton, 25, is a
1976 Piney
Point trainee
graduate. In
1978, he up­
graded to AB
there. Brother
Sutton com­

pleted. the firefighting, lifeboat
and CPR courses. He lives in
Bethesda, Md. and ships out from
the port of New York.

Alvin Robinson

Seafarer Al-
vin Robinson,
25, graduated
from Piney
Point in 1976 as
a 3rd cook.
Brother Robin­
son started sail­
ing as a 3rd
cook in 1977.

He holds the CPR, lifeboat and
firefighting tickets. Robinson lives
in Brooklyn, N.Y. and ships out of
the port of New York.

Edwin Tirado

g Seafarer Ed-
I win Tirado, 22,
I is a 1977 HLS

* entry graduate.
' He sails as an

AB which he
got at the Piney
Point School in
1978. Brother
Tirado earned

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

Manuel Rodriguez

Seafarer
Manuel . Rodri­
guez, 26, gradu­
ated from the
HLS in 1978.
The next year
he upgraded to
FOWT there.

: Brother Rodri-
i guez has the

firefighting, lifeboat and CPR en­
dorsements. He resides in and
ships out of the port of New York.

Kenneth Bluitt

Seafarer Ken­
neth Bluitt, 26,
started sailing
with the SlU in
1971 from the
port of -New
York. He sails
as an AB.
Brother Bluitt
upgraded at

Piney Point last year. He has his
firefighting, lifeboat and CPR cer­
tificates. Bluitt was born in Man­
hattan, N.Y.C., lives in Montauk,
L.L, N.Y. and ships out of the port
of New York.

Wilfredo B. Reyes

Seafarer Wil-
I firedo B. Reyes,

30, began sail-
^ s ing as an electri­

cian with the
SIU in 1973. He
holds all of the
unlicensed rat­
ings including
QMED in the

engine department. Brother
Reyes in May 1975 was sailing as
crane maintenance electrician
aboard the SS Mayaguez (Sea-
Land) when she was captured by
the Cambodians. His dad, retired
Chief Cook Guillermo Reyes was
also "captured" aboard the Maya­
guez. Three other brothers sail with
the SIU. Wilfredo earned the CPR,
lifeboat and firefighting tickets. He
lives and ships out of the port of
San Francisco.

Tbomas P. Arthur

S e a f a r e r
Tbomas P. Ar­
thur, 26, is a
May 1978 grad­
uate of the
HLS. He up­
graded to
FOWT there in

[June 1978.
Brother Arthur

has his lifeboat, firefighting and
CPR tickets. Born in New Jersey,
he resides there and ships out of
the port of New York.

Gary C. McLain
. ^

Seafarer Gary
C. McLain, 26,
started sailing
with the SIU in
1972 when he
graduated from
the HLS. Broth­
er McLain now
sails as an AB
which he ac­

quired at Piney Point in 1977. He
holds the lifeboat, CPR and fire­
fighting tickets. McLain resides in
Panama City, Fla. and ships out of
the ports of New Orleans or Jack­
sonville.

David G. Frazier

Seafarer
David G. Fra­
zier, 27, joined
the SIU in 1975
following his
graduation from
the Harry
L u n d e b e r g
School (HLS)
Entry Trainee

Program, Piney Point, Md.
Brother Frazier's rating now is
QMED. He is currently an engi­
neer instructor at the School teach­
ing entry level Engine, Tankerman,
FOWT and LNG courses. Frazier
has his firefighting, lifeboat and
cardio-pulmonary resuscitation
(CPR) endorsements. Born in
Orange Park, Fla., he is a resident
there and ships out of all ports.

liWWiililiiWiWWWWW^

To Help You Get Ahead
If you can do rapid plotting, operate radar
and handle navigation, you can move up I
in the deck department. You can vrork i
aboard the most advanced ships in the j
American Merchant Marine. You can be a j
Quartermaster.

Sign up today to take the
Quartermaster Course at HLS |

Classes begin on May 26

March 1980 / LOG / 39

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LOG
Official Pi^hiicjtron uf (hr Sc.tfjrcrs ln<rrn4lionii Uniun • AlUntii, i>uU, Liko jmi lnl4itJ W^ivr*. OiMrivi • AFL CIO March 1980

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WASHINCTON
30<D A DAY
IS ALL IT TAKES

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