Seafarers Log: Vol. 42 No. 4 (1980-04-01)

Hturbtur FesHval Honers Paul Hall as Port of New York
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pages 6-7

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Officia! Publication of Ihe Seafarers In.ernational Unjon . Atlantic, Gulf, Lake? and Inland Waters District.

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APRIL 1980

SlU Signs Contract to Operate

Union Seeks
MPriHmePlanki
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page 2

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Maritime Budget Passes House
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$580M Maritime Budget Breezes Thru House
WASHINGTON, D.C.—In

sharp contrast to last year, this
year's Maritime budget was
swiftly approved in the U.S.
House of Representatives.

The Maritime Appropriations
Authorization Bill for Fiscal year
1981 was passed overwhelmingly
by a vote of 320 to 50 on Apr. 15.
Last year, the Appropriations
Bill for Fiscal year 1980 was not
passed in the House until July. It
was November before a Con­
ference Committee worked out
the differences between the
House and Senate versions an(i
the Pres. signed the Bill into law.

This year's Bill, which is
numbered H.R. 6554, must of
course still be approved by the
Senate. But it is hoped that the
swift House approval is an
indication that Congress is more
aware this year of the vital
importance of the U.S. merchant
marine.

As it has dll along, the SIU will
be there to make sure that the
$580 million budget stays intact.
The SIU's Legislative Represen­
tative Frank Pecquex testified on
behalf of the Bill before the
House Merchant Marine Sub­
committee in late February. And
later in '^the Budget Committee
the SIU helped beat back an

-attempt to slash $100 million (D-N.Y.) who is chairman of the
from the Bill's subsidy monies. House Merchant Marine and

The Bill, as passed by the Fisheries Committee, explained
House, authorizes the following: on the House floor the need for
• $135 million for the con- this money. Murphy noted that

struction differential subsidy "hearings which were held before
program the House Merchant Marine and
• $347.7 million for the op- Fisheries Committee...empha-

erating differential subsidy pro- sized the questionable readiness
gram

• $18.7 million for research
and development

• $31.9 million for maritime
education and training

• $48.9 million for the Mari-

of our merchant fleet and indi­
cated the need to ascertain the
ability of the fleet to respond to
an emergency."

The appropriations in the Bill
for the construction and opera-

time Administration's operating tion subsidy programs of the
expenses Maritime Administration are

The budget includes $10 mil- vital to the U.S. merchant ma-
lion for a sealift readiness exer- rine. These subsidies help Ameri-
cise program. Rep. John Murphy can-flag ships compete with

cheaper foreign-flag vessels. But
a Missouri Congressman on the
Budget Committee of the House
had tried to cut these subsidies by
$100 million.

An amendment for such a fcut
had been introduced in the
Budget Committee by Rep.
Richard Gephardt (D-Mo.) last
month. It was defeated by a vote
of 17 to 6. The sentiment that a
strong merchant marine is neces­
sary for national defense was the
prevailing argument offered by
those who were against the
cutback.

The SIU has for years con­
tended that U.S. defense needs
must include a strong, viable
merchant marine.

Congresslofiaf Comments on Maritime Budget Bill,,,
Besides Rep. John Murphy (D-

N.Y.), who initiated the discussion
of the Maritime Appropriations Bill
on the House floor, a number of
other Congressmen spoke out for
the Bill. Sme of their comments
follow:

Rep. Paul Trible (D-Va.) urged
his collegues to support the legisla­
tion and pointed out that "our
merchant marine must be able to
support military operations. ..in the
event of war or national emergency."
He noted that "our inability to

mount the necessary sealift to...
supply our armed services dimin­
ishes our ability to...protect our
vital interests."

Similarly, Rep. Glenn Anderson
(D-Calif.) noted, "it is tragic that the
plight of our ocean transport system
is forced to our attention by the
crises we face in the world, especially
in the Middle East."

With respect to the decline of the
U.S. dry bulk fleet. Rep. Daniel K.
Akaka (D-Hawaii) stated that

America is "dependent on the
goodwiU of foreign owners of raw
materials and on foreign owned
transportation systems for the
delivery of raw materials critical to
our economy and security."

According to Rep. Olympia
Snowe (R-Maine), "continued fund­
ing for construction and operating
differential subsidies, research and
development, and maritime educa­
tion and training will sustain
efficient and competitive facilities
for shipbuilding and ship repair...."

SIU Seeks Moriffme Plank in Dem Platform
THE SIU has launched an

effort to secure adoption of a
strong maritime plank in the 1980
Platform of the National Demo­
cratic Party.

SIU Washington Representa­
tive Frank Pecquex submitted
the Union's proposal for a
maritime plank at hearings con­
ducted by the National Demo­
cratic Party Platform Committee
this month in Baltimore.

Pecquex told the Committee
that in the best interests of the
U.S., the Democratic Party must
adopt a maritime plank commit­
ted to "a strong and competitive
merchant fleet, built in the
United States and manned by
American seamen as an instru­
ment of international relations
and national security."

Pecquex reaffirmed the
Union's position that "recent
international events have pointed
out that without sufficient ship­
ping capability under the U.S.-
flag and without participation to
a significant extent in our foreign
commerce, we remain extremely
vulnerable to international politi­
cal pressures."

He pointed out the pitiful

position of America in the world
maritime community. He out­
lined the sharp contrast of
America's fleet of 550 merchant
ships compared to Russia's 1,700.

He also pointed out the dis­
graceful fact that American ships

carry less than five percent of this
nation's foreign commerce.

Pecquex said that to allow the
U.S. fleet to remain in this sorry
state "opens this country to
political and economic blackmail
via the sealanes."

The Union's position is-clear
said Pecquex. The SIU wants the
Democratic Party to express
support for maritime by pledging
in the Party Platform, to:
• Assure continuing presiden­

tial attention to the objective of
having our nation achieve and
maintain the desired U.S. flag
merchant marine.
• Dedicate ourselves to a

program which would result in a
U.S.-flag merchant marine with
ships that are competitive with
foreign flag ships on original
cost, operating cost and pro­
ductivity.
• Enact and develop a na­

tional cargo policy which would
assure our U.S. flag merchant
marine a fair share of all types of
cargo.
• Continue to enforce our

American cabotage laws, such as
the Jones Act, which .requires
that U.S. flag ships trade between
our U.S. domestic ports.

The Platform Committee will
now review the SIU's proposals.

The official Democratic Plat­
form will be hammered out at the
National Democratic Conven­
tion in New York City in August.

Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave.. Brooklyn N.Y.
11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42, No. 4, April 1980. (I^N #0160-2047)

2/ LOG / April 1980

— -A



A Rebirth of the U.S.-Flag Passenger Liners
SlU, Cove Sign Pact
to Operate Oceanic
Independence
'^HE SIU has signed an his-

X tone agreement with its'
long contracted employer Cove
Ship Management to operate the
passenger liner Oceanic Inde­
pendence, formerly the Inde­
pendence.

The ship will operate without
any Federal subsidy.

The signing of this contract
marks the rebirth of the
AmeriCan-flag passenger liner
industry. Which has been
dormant for more than a decade.

Seafarers will operate the
Oceanic Independence on weekly
cruises from Honolulu around
the Hawaiian Islands. The vessel
will begin operation on or about
June 15.

This is the first contract signed
for new operation of a U.S. flag,
U.S. crewed passenger liner in
nearly a decade. But it didn't
come easy. It took a lot of work
on the legislative front in
Washington and then at the
bargaining table to get the job
done.

The U.S. flag passenger ship
trade, once an important source

of jobs for seamen, had become
virtually extinct. Something
needed to be done to revitalize it.
The SIU did it.

The SIU worked patiently for
many months in Washington to
secure passage of special passen­
ger ship legislation.

Position papers were drawn up
and submitted to the House
Merchant Marine Committee.
Our Washington representatives
spoke eloquently on the need to
enact legislation which would
revitalize the passenger ship
trade.

Thanks in part to the efforts of
this Union, and to such dedicated
organizations as the Maritime
Trades Department and the
Transportation Institute, the bill
was enacted several months ago.

Finally, last week, the SIU and
Cove Management Ship Inc.
signed a contract. Under the
terms of that contract, members
of this union will man the
Oceanic Independence, one of
the five passenger vessels that
were redocumented under the
laws of the United States as a
result of the SlU-backed
Passenger Vessel Bill.

With the crewing of this vessel,

At the contract signing early this month paving the way for crewing tjy the SIU of
the Oceanic Independence are (l-r): Cove Shipping President Sam Kahn; SIU
Executive Vice President Frank Drozak; Cove Shipping's Warren Pack; Cove Vice
President Andrew Garbis and SIU V P. Red Campbell.

the Oceanic Independence will be
the only "true" passenger ship
operating under the U.S. flag. At
full capacity, it will be able to
carry 750 passengers.

A few U.S. flag ships, like
Delta's four combo liners, carry
some passengers. But their main
business is cargo. The Oceanic
Independence carries only
passengers.

SIU Executive Vice President
Frank Drozak signed the
contract for the SIU.

Drozak predicted that the
signing of the contract would be
"just the first step, in what we

hope will be a true revival of
American passenger ships
manned by American seamen."

The membership at the
Headquarters April meeting was
given a report on this rebirth of
the American passenger ships
and heartily endorsed it.

Those who will constitute the
new passenger liner's crew will go
through a special course at the
Lundeberg School at Piney
Point.

With the signing of the
contract between SIU and Cove,
efforts to revitalize the passenger
ship industry came full circle.

Seafarers Man 2 More Sea-Land Diesels
Since the first one took on her

SIU crew earlier this year, Sea-
Land's new diesel ships have been
rapidly following one another.

Just a month after the Sea-
Land Patriot crewed up on Jan.
29, the Sea-Land Liberator got
her SIU crew in early March. She
was soon followed by the Sea-

Legisiative News
SIU in Washington .. Pagesi9-10
Maritime

Authorizations Page 2
Union News .

SIU to Operate
Oceanic Independence .Page 3

Headquarters Notes — .Page 5
Letters to Editor Page 16
Brotherhood in Action . .Page 33
At Sea-Ashore Page 25
SPAD Checkoff Back Page
Service Contract

Act Pages
Great Lakes Picture .... Page 31
Inland Lines Page 29

General News
Ship's Digest Page 26
Dispatcher's Reports:

Great Lakes Page 14
Inland Waters Page 28
Deep Sea Page 24

Training-Upgrading
"A" Seniority Upgrading Page 38
Upgrading Schedule .... Page 37

Membership News
Nevr Pensioners ........ Page 30
Final Departures ..'. Pages 34-35
HLSGrads Page 24

Special Feature
Great Lakes

Fitout ....Pages 19-23

Land Defender which was
crewed at the end of March. And
this month . the Sea-Land
Explorer is due to crew vp.

In this series of D9 vessels, 12
ships are scheduled to be ready
by the end of this year. The SIU
will be crewing all of them.
Because of these ships and other
diesel vessels coming in the
future, the Union has been
stressing the importance of the
diesel course offered at the
Lundeberg School. (An applica­
tion for the School can be found

in this issue of the Log.)
Diesel fuel is efficient fuel.

Because of that, more and more
companies will be turning to it for
their enegy needs. The better
informed SIU members are
about diesel ships, the more likely
the Union is to get these vessels
under contract.

The tentative crewing dates for
the rest of Sea-Land's D9's is as
follows;

Sea-Land Developer—May 30
Sea-Land Express—June 30
Sea-Land

Independence—July 15
Sea-Land

Endurance—Aug. 20
Sea-Land Innovator—Sept. 20
Sea-Land Voyager—Sept. 29
Sea-Land Freedom—Oct. 15
Sea-Land Mariner—Nov. 15
Ten of the ships will be used in

the trans Pacific trade and two in
the trans Atlantic trade.

Built in either Japan or Korea,
the ships are 745 feet long and
have a service speed of 22 knots.
They can carry either 40-ft. or 35-
ft. containers.

StU Asks Carter Action on Bureaucratic Snafu
The SIU has called on President

Carter to straighten out a bureau^
cratic scheme to avoid use of U.S.
flag ships for the carriage of
government generated cargoes.

The government agency at the
bottom of the scheme is the Agency
for International Development
(AID).

For a number of years, AID has
been overseeing operation of U.S.
help program known as the Com­
modity Import Program. Under this
program, the U.S. provides money
(in the millions) to certain U.S.
allies, such as Israel, Egypt and
more. These nations are bound
under the program to use the money
to buy U.S. goods. But they show
proof of purchase of American
gpods before the money is for­

warded.
Under this program, U.S. ships

are guaranteed carriage of at least 50
percent of the cargoes under the
terms of the Cargo Preference Act.

However, Israel was having
problems with the bookeeping of the
Commodity Program. So in 1978,
Congress passed a law which
changed the program around.

The new program is called the
Cash Transfer Program. Under this
program the U.S. provides Israel
with the money up front. And then
Israel can use the money to purchase
goods, without any red tape.

But here's the twist. AID says that
under the Cash Transfer Program,
the U.S. Cargo Preference Law no
longer applies, because technically
Israel can use the funds to purchase

goods anywhere in the world.
The SIU doesn't see it that way.

Neither does the Maritime Admini­
stration, which says that Cargo
Preference should still apply.

SIU Executive Vice President
Frank Drozak wrote Carter about
this controversy on April 14, 1980.

Drozak said that AID's scheme
"is a dangerous precedent especially
because AID is considering conver­
sion of other Commodity Import
Programs to Cash Transfer."

Drozak called on Carter to live up
to his Administration's policy of
fostering the growth of the U.S.
merchant marine, and the policy of
allowing the Maritime Administra­
tion to be the ultimate authority in
resolving matters involving the U.S.
merchant marine.

April 1980 / LOG / 3

1-.:



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V

America Extends Friendship to New Nation
SlU's Frank Drozak Part of
U.S. Delegation To inde­
pendence Ceremonies
For Zimbabwe

AFTER many years of strug­
gle, a new nation emerged

this month on the African
continent.

Formerly known as Rhodesia,
the new black-majority ruled
country is now called Zimbabwe.
And she's an important country
to America, not only politically
but also in terms of potential
trade.

That makes the inclusion of
SIU Executive Vice President
Frank Drozak as part of the U.S.
delegation Ho the independence
ceremonies particularly signifi­
cant. Drozak was the only labor
representative in the U.S.
delegation and he went on the
special request of President
Carter.

The delegation was headed by
W. Averill Harriman, a
diplomatic trouble-shooter for
many Administrations and
former Governor of New York.
Andrew Young, former chief
United States representative to
the United Nations was also part
of the group.

Other delegation members
included Representatives Ste­
phen Solarz (D-N.Y.) and
William H. Gray 3rd (D-Pa.);
Mayor Maynard Jackson of
Atlanta, Ga.; Richard M. Moose,
Jr., assistant secretary of State
for American Affairs, and A1
Price, state representative of
Beaumont, Tex.

As part of the delegation,
Drozak was representing both
the SIU and the U.S. labor
movement. Besides his position
with the SIU, Drozak is also
President of the eight-million
member AFL-CIO Maritime
Trades Department.

After he participated in the
country's independence day

ceremonies on April 18 and 19,
Drozak went to the official
opening of the U.S. embassy in
Salisbury, the capital of the
country. The U.S. was the first to
open an embassy in this southern
African country of nearly seven
million people.

Of that number, 6.8 million are
of native African stock and
250,000 are of European descent.
Since the country was founded in
1890, whites ruled over their
black countrymen in this
landlocked British colony.

For decades there has been
civil strife and guerrilla warfare
coupled, in 1965, with rebellion
against Britain by the white ruled
government of Ian Smith.

In the years of struggle for
black majority rule, 25,000
blacks and whites died. Finally,

last year a compromise was
worked out in London whereby
free and open elections would be
held.

In those elections, which took
place earlier this year, Robert
Mugabe was elected Prime
Minister. A former guerrilla
leader of the Patriotic Front, Mr.
Mugabe in his independence day
speech said, "If ever we look to
the past, let us do so for the lesson
the past has taught us, namely
that oppression and racism are
inequities that must never again
find scope in our political and
social system. It could never be a
correct justification that because
the whites oppressed us yesterday
when they had power that blacks
must oppress them today because
they have power."

Zimbabwe has good agricul­

tural land. Its main crops are
tobacco, com, sorghum, wheat,
sugar, cotton, and cattle.

Also, the country has a wide
range of workable mineral
deposits such as gold, chrome
coal, asbestos, copper, nickel
and iron ore.

According to the New York
Times, Mugabe "has left no
doubt that he prefers Western aid
to entangling arrangements with
Communist countries...."

Drozak was very impressed
with the trip. He encountered no
hostility and, in fact, felt that the
American delegation was greeted
with particular friendliness.

Representatives of 104
nations, including at least a
dozen prime ministers and heads
of state, were present at the
ceremonies.

Gov. Brown Names SlU's Joe Goren to Commission
The SIU now has a voice on the

California State Coastal Commis­
sion, the agency with the final word
on all state port improvement,
modification and development
projects.

Last month California Governor
Jerry Brown okayed the appoint­
ment of SIU Wilmington Port
Agent Joe Goren to serve on the.
Commission.

Goren was selected as an alter­
nate for Anthony L. Ramos, Com­
missioner of the State Coastal
Commission.

In a letter to Gov. Brown Ramos
explained that, "Mr. Goren is
particularly versed in problems
involving port facilities and his input
will be of value. I am convinced he
has a well balanced approach and
will do an excellent job in serving on

Joe Goren
the Comrnission."

Outlining the important functions
of the State Coastal Commission
Port Agent Goren said "we approve
development projects and master
plans for harbors. The master plans
for both Long Beach and Los
Angeles harbors are now pending

before the Commission."
"Right now," Goren added, "a big

priority is getting L.A. harbor
dredged. All maritime unions,
including the SIU, are in support of
this project and it's up to the
Commission to approve it."

The Commission, which meets
two or three times monthly, travels
to ports and harbors on the Cali­
fornia coast. The last time the
agency was in Santa Barbara, they
toured offshore oil drilling facilities
which are another area of the
Commission's jurisdiction.

Joe Goren has been a port agent in
Wilmington—first with the Marine
Cooks & Stewards union and, after
the merger, with the SIU—for 25
years. He started shipping out in
1937.

failed to disclose significant infor
mation conerning their union's
purported disaffiliation from the

Notice on DisaHiiiation Of Staff Officers Association
We note that the Staff Officers' SIUNA. SOA by SIUNA.

Association (SOA), in a recent issue SOA says last year it held a secret In an article in the February 1980
of tbeir publication J?eporter, ballot referendum in which its issue of the 5/ajy/?^or/er, the SOA

members voted to disaffiliate from quoted part of this letter but for
the International. A letter concern- reasons best known to them, left out
ing their action was then sent to some highly important items.

In response to that article,
SIUNA Vice President Frank
Drozak wrote to SOA suggesting
that they inform their members of
these most significant points.

For instance, Hall had noted "that
ndtwithstanding an affiliate's right
to terminate its SIUNA affiliation,
our International nevertheless con­
tinues to possess all Constitutional
and other rights as an AFL-CIO
affiliate, including the rights pro­
vided for by AFL-CIO Article XX,
Internal Disputes Plan."

Article XX covws the jurisdic­
tional rights of member unions. As
part of its provisions, a union that
disaffiliates from one AFL-CIO
member union, canriot then affiliate •
with another AFL-CIO union, nor
may any such AFL-CIO union seek
to affiliate them.

Don't Get Trapped in the Electronics Jungle
EVERY SIU ship has electronic gear that QMED's
need to know how to handle -
Now you can learn how!

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 systems In the Engine Room
• winch controls
• anchor windlass controls
• cargo control boards Sign Up Now!

Course starts June 23
Contaci the Harry Lundeberg School or use the application in this issue of the Log.

4 / LOG / April 1980

•A-



^-^-•-^1 • j>'„ • im:

Report From Headquarters
•=^vt-s By Frank Drozak

Executive. Vice President

Impossible! Never happen! Nptin a
million years!

These are the words people in mari­
time would have used a few years ago
to describe the things the SlU has ac­
complished in the past few months.

I'm referring to two major break­
throughs in our industry for American
seamen. They are possibly the most
important chain of events to occur in
maritime in 20 years.

The first event occurred early last
December. El Paso Gas, a company
that at that time operated three U.S.-flag LNG ships with SlU
crews, and three LNGs with Norwegian crews, asked the SlU to
supply crews for their three foreign LNGs.

El Paso told us that the company no longer wanted to run
these three ships with Norwegian crews because they simply
couldn't handle the job.

On the other hand. El Paso said that the SlU crews onTheir
three American flag LNGs were doing an outstanding job in
running and maintaining their ships. The bottom line is that El
Paso wanted SlU crews on all their LNGs. We were happy to
accommodate them.

This happening was crucially important to us for many
reasons. First, it meant new jobs for Seafarers on three nearly
brand new ships with a long sailing life ahead of them.

It was a tremendous plus for the reputation of our Union as
an organization that not only delivers, but delivers the best.

But most importantly, it showed the rest of the industry and
the rest of the world maritime community that on the rriost
sophisticated^ complicated merchant vessels in the world, SlU
members do a better job than anyone else. This is not to put
down the Norwegians. Prior to this, Norwegian seamen were
generally thought of as the best seamen in the world. I

guarantee you, brothers, people are thinking a lot differently
lately.
The second big breakthrough for us occurred just this month.

The SlU signed a contract with Cove Ship Management Inc. to
operate an American-flag passenger liner, the Oceanic
Independence.

The important thing here is that this vessel is strictly a
passenger ship. When she begins operation in Hawaii
sometime in june, she will be the only true American-flag
passenger ship, manned by American seamen, operating in the
world;

just as important, she will operate without one cent of
Federal subsidy.

Our oldtimefs will remember that at one time, the American
flag passenger ship industry was the envy of the world.

The passenger ships provided thousands of jobs to American
seamen. But one by one, the passenger liners went out of
business for economic reasons.

The U.S. passenger ship industry was so dead a few years ago,
that it didn't appear that there would ever again be an
American passenger liner, crewed by American seamen pro­
viding affordable cruises to American people.

So much for what people think! We worked for many
months with Cove to get the Oceanic Independence project
going. The culmination of these efforts came this month with
the signing of the agreement.

Whether or not the Oceanic Independence project is
successful in the long run remains to be seen. I am confident
that it will succeed. And I am truly hopeful that the success of
this venture signals the rebirth and revival of the American flag
passenger liner industry.

No one can predict what will happen. But believe me, the
Oceanic Independence project is a tremendous first step in the
right direction. And once again, brothers, the SlU is Standing
front and center in the efforts to make it all work out right.

It has always been the philosophy of this Union that nothing
is impossible if you work hard enough at it. That no foe is too
big to knock-on his rear end if you keep in there slugging away
day after day.

Don't get me wrong. We've taken our lumps as well as given.
But the point is, where the hell would we be if we didn'ttry—if
we didn't work—If we didn't dream?

Labor Dept. toMSC: Service Contract Act Stays
Ihf a dedsion that casts new

light over the fate of nine MSG
tankers, the Department of
Labor refused to exempt the
Military Sealift Command from
compliance with the Service
Contract Act.

It is a little known fact, but the
Federal government is one of the
largest private contractors in the
country. By virtue of its size, it
has the power to completely
distort the wage scale of an entire
industry. Congress acknowl­
edged this situation by passing
the Service Contract Act in the
early 1970's.

The Service Contract Act
recognizes that the Federal
government has a moral obliga­
tion not to use its awesome
economic power to adversely
affect the living standards of
workers.^

It stipulates that wheii the
Federal government contracts
for private services, it must pay
workers wages equal to the
applicable standard union agree­
ments that prevail in an industry.

SlU a Step Closer To Gelling Back 9 Tankers
In April of 1979, several

months after its agreement with
Hudson Waterways and Cove
Tankers ran out, the Military
Sealift Command signed an
agreement with Trinidad Oil to
man and move nine tankers
supposedly after competitive
bids.

Trinidad Oil is an NMU
company. Hudson Waterways
and Cove Tankers employ SIU
members.

The bid submitted by Trinidad
Oil and okayed by MSG did not
meet the standards demanded by
the Service Contract Act.

The NMU accepted cuts in its
pension and welfare benefits
totalling $7 per man per day. It
also allowed the MSG to drasti­
cally reduce contributions to
the union's vacation plan.

In effect, the MSG used the
power of the Federal government
to help depress the wage base for
the entire maritime industry. It
also did something else: if ig­

nored an important social policy.
The agreement between the

MSG and Trinidad Oil wais
upheld in a Federal district court.
The ruling is under appeal. To
bolster its position, the MSG
asked the Labor Department to
exempt it from the Service
Contract Act.

The refusal by the Labor
Department to exempt the MSG
from the Service Contract Act
reflects favorably on the SIU's
position. It is the Department of
Labor that monitors "applicable
standard union agreements." By
denying the MSC's request for
exemption, and by including
benefits as well as salary In Its
definition of wages, it has set an
important precedent, one which
can not help but have an effect on
the outcome of the appeal.

The controversy over the nine
MSG tankers is an important
one. For one thing, there are 167
unlicensed jobs onboard those
tankers. But there are other

considerations as well.
It is galling to think that a

government agency entrusted
with the public care considers
itself above the law. To some
officials, the law may seem like an
unnecessary encumbrance.

But the law is the only thing
that workers have to protect their
economic freedom. The cut in
wages in the MSG tanker case is
hidden but real. The unique
structure of the maritime in­
dustry makes it hard to differenti­
ate between vacation benefits and
salaries.

If the agreement between
Trinidad Oil and the MSC is
allowed to stand, there will be
terrible repercussions for work­
ers in all fields.

It is no secret that most bf
organized labor has gone on
record as opposing the agree­
ment. Lane Kirkland, the Execu­
tive Board of the Maritime
Trades Department, and others
have all expressed their dismay
over the turn of events.

April 1980 / LOG / 5

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Taking the podium, Theodore Maritas,
president, New York City-District
Council of Carpenters and the even­
ing's master of ceremonies said it was
a privilege to "honor a great American,
Paul Hall."

New York State AFL-CIO President
Raymond Corbett said that a great debt
was owed to Paul Hall for his commit­
ment to the port of New York, the state
of New York and the U.S. labor
movement.

Charles lyiarciante, president of the
New Jersey state AFL-CIO, speaking
at the Mr. Port of New York dinner
saluting SlU President Paul Hall at the
N.Y. passenger ship, terminal on April
11.

U.S. Secretary of Labor Ray Marshall
has worked closely with SlU President
Paul Hall on President Carter's labor/
management/government Export
Council. Paul was named co-chairman
of the advisory group by the President

Friends, Colleagues, Admirers Honor
_ .... J _ .J £ A 1A •• • •• • • • ^ ^ ̂ ^ ̂ •>« t I I tit 1^ ̂ tm li>^ .A n THE docks were quiet. The

teeming daytime activity of
the majestic harbor subdued.
But the lights of New York's
skyline twinkled bright, re­
flected in the Hudson River, as
leaders of labor, industry and
government gathered to pay
tribute to SlU President Paul
Hall, "Mr. Port of New York."

More than 1,000 people who
have worked side by side with
Paul Hall in pursuit of a better
life for American workers; who
have met him at bargaining
tables, on picketlines, at ship
launchings and in the halls of
Congress came to New York's
passenger ship terminal on the
night of April 11 to honor him.

Sponsored by the Harbor
Festival Foundation and the
Harbor Festival Labor Commit­
tee, the "Tribute to Mr. Port of
New York 1980—Paul Ha//" was
planned before Paul had to be
hospitalized last November.

Hall's absence, and the ab­
sence of his wife Rose, was
deeply felt by all who attended
the dinner.

"I have only one regret
tonight," said SlU Executive
Vice President Frank Drozak in
accepting the "Mr. Port of New
York" award on Paul's behalf.
"My regret is that Paul is unable
to be here to accept this
himself.

"But we are not only paying
tribute to Paul as 'Mr. Port of
New York' tonight," Drozak
continued. "We are paying
tribute to a man who has done
so much for so many.

"Paul has worked tirelessly,"
Drozak said, "to help build and
where needed, re-build the
ports which are vital not only to
our ships—but to the welfare

6 / LOG / April 1980 .

and good of the communities
surrounding these ports."

The long list of Paul Hall's
achievements, Drozak said,
includes pushing many mari­
time and labor bills through
Congress"to make the Ameri-

thousands of young people
have gotten the opportunity to
start a rewarding career in
maritime."

Drozak picked up the Har­
bor Foundation's "Mr. Port of
New York" trophy, a silver

can merchant marine a better, sailing ship, for Paul. The
more prosperous enterprise trophy was presented by Har-
and a more rewarding industry
to earn a living in."

Among Paul's many achieve­
ments Drozak stressed that his
proudest was establishment

dent Raymond Corbett; Port
Authority of N.Y./N.j. Chair­
man Alan Sagner and jay
Mazur, Manager-Secretary of
the ILGWU, Local 23-25, among
others.

joining the presenters on the
dais were Congressmen joseph
Addabbo, Mario Biaggi, John
Murphy, Frank Guarini and Leo bor Festival Executive Director

Frank Braynard who saluted Zeferretti; National COPE
the "energy and the farsighted Director Al Barkan; N.j. AFL-
approach to cooperation with CIO President Charles Marci-
others in the maritime in- ante and many other digni-

of the Harry Lundeberg School dustry" which have marked taries from metropolitan area
in 1967. He established the Paul Hall "as larger than life politics, labor and industry.
School to open a new avenue ...over so many years." Kirkland Address
of advancement for seamen^ Other presentations and Lane Kirkland gave an elo-
to provide seamen with new tributes were offered by: AFL- quent tribute to Paul Hall,
and expanded horizons." CIO President Lane Kirkland; speaking of "how much we

Through the entry, upgrad- Sen. Jacob K.Javits(R-NY); U.S. prize his friendship and his
ing and educational prograrns Secretary of Labor Ray Marsh- leadership
of HLS, Drozak pointed out all; N.Y. State AFL-CIO Presi- "The SlU is not the largest of

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In accepting the many awards and tributes honoring
Paul, SlU Executive Vice President Frank Drozak said
"there is no one in this great city more deserving of
this honor than Paul Hall."

"I know of no other man of our time in labor, in
management or in government who has worked as
hard or given as much to the maritime industry as
Paul Hall," said AFL-CIO President Lane Kirkland.

Veteran Senator Jacob K. Javits (R-N.Y.) was among
the speakers at the Harbor Festival Foundation's
tribute to "Mr. Port of New York, Paul Hall."

Paul Hall as 'Mr. Port of New York^
international unions/' Kirkland
said. "But despite its modest
size the SI U exerts influence far
out of proportion to its
numbers; the product of the
rare and splendid generalship
of Paul Hall."

"There is no other man in
labor/' Kirkland said, "who has
worked as hard, who has given
as much to his industry as has
Paul Hall. The HLS has pro­
duced some of the best seamen
in the world; the Merchant
Marine Act of 1970 came about
largely because of Paul Hall's
patient lobbying.

"Few men can communicate
so clearly," Kirkland added. He
is "just as fluent among
professors and economists as
he is at the bargaining table.
Paul Hall," Kirkland concluded
"has summoned from each of
us the vision that has been the
hallmark of his career."

"Words commending Paul's
visionary leadership ran as a
theme through tribute after
tribute. "The men and women
who go down to the sea in ships
have broad horizons and
endless vistas," read a written
message from the Amalga­
mated Clothing & Textile
Workers Union.

"Paul Hall has helped bring
this vision to all of us who have
been fortunate enough to
work with him."

The evening began with
prayers of thanks for Paul Hall's
work on behalf of "the
seafarers of this land, young
people, the great union
movement and this port city of
N.Y. which he so dearly loves,'"
In his simple and moving invo­
cation the Rev. jarries R.
Whittemore, director of the

Seamen's Church Institute, of Paul Hall with the torch of and the nations of the world,
said: liberty held high and with a May the Lord's hand rest upon

"May we move together Vision of this city and port—a him this night and upon all of
steadily forward dw the course light and beacon to this nation us."

A hand sewn banner depicting the port of New York was presented by Jay Mazur, manager-secretary of the ILGWU, Local 23-
25. The banner was made by an ILG member.

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More than a score of distinguished labor and government figures occupied the long dais under the banner announcing the
"Tribute to Paul Hall, Mr. Port of New York." -

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April 1980 / LOG / 7

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Omnibus Bill Facing Rougli Seas in House
LABOR is massing for an ali-

f out battle in the House of
Representatives next month over
a provision in the Maritime
Omnibus bill which seeks to blast
fr^ee_ collective bargaining right
out of the water.

The provision of the Omnibus
Maritime Bill (H.R. 6899) repre­
sents a scant 10 lines of the
sweeping 115 page package of
maritime legislation. But con­
tained within those 10 lines is
language which would set a
dangerous precedent by giving
the Federal government veto
power over private maritime
industry contracts.

Spearheading the drive
against the dangerous section of
H.R. 6899 is SIU Executive Vice
President Frank Drozak, whp is
also president of the Maritime
Trades Dept.

merce to "monitor the operation
of the contractor and...notify
Congress of any uneconomical or
inefficient practices (which in­
cludes management, organiza­
tion or practices and elements of
collective bargaining agreements
which result in unreasonable high
costs)... make recommendations
to Congress and to the contractor
for ways to correct such practices
and take such action as may be
appropriate...to encourage the
elimination of such practices."

Violates NLRB

In a letter sent to all AFL-
CIO international presidents as
well as presidents of the MTD's
42 affiliated unions, Drozak
blasted the provision as "anti­
union and anti-worker." This
provision, Drozak stated, "must
not be allowed to become the law
of the land."

Allowing the government to
police private contracts is "an
unwarranted intrusion into the
cPllective bargaining process,"
Drozak told the labor chiefs. He
added, it "clearly violates long­
standing labor policy as set out in
the National Labor Relations
Act which states; 'it is...the
policy of the United States (to
encourage) the practice and
procedure of collective bargain­
ing.

At issue is a section of the''
Maritime Omnibus bill which
directs the Secretary of Com-

Maritime labor has strong
allies in Congress fighting against
this section of H.R. 6899. During
House Merchant Marine &
Fisheries Committee mark-up on
the bill. Rep. Barbara Mikulski
(D-Md) offered an amendment

to strike the damaging language
from the bill.

Mikulski's amendment was de­
feated by a narrow 18-16 vote
in Committee.

Rep. Mikulski has pledged her
efforts to continue the fight
against the anti-labor section of
the bill on the House floor when
it comes up for debate later this
month.

But, while the provision
empowering the Secretary of
Commerce to police collective
bargaining agreements, is the
thrust of organized labor's wrath,
the bill is also expected to
encounter heavy opposition from
seagoing and on-shore maritime
unions over several other points,
including:

• changing current law to
allow Federal subsidies for for­
eign built ships. Maritime Ad­
ministration head Samuel
Nemirow said such a change
would "cause the diversion to
foreign yards of some orders that
would otherwise be placed with
U.S. shipbuilders."
• a bar on subsidies if man­

ning levels on a vessel exceed the
levels determined adequate for
safe and efficient operation by
the Coast Guard.

• retention of the 50 percent
ceiling on construction differen­

tial subsidy payments. Several
groups wanted the CDS payment
ceiling raised to enable American
ships to compete on a parity with
foreign vessels.

The SltJ joins with the rest of
maritime labor in opposing those
sections of the Omnibus bill
which will change existing law
and result in encouraging foreign
over American construction and
operation of vessels.

However the Union is pre­
pared to support the Omnibus
Maritime Bill once the bill's
damaging sections are elimi­
nated. While far from perfect,
H.R. 6899 is still the most
significant attempt to upgrade
the U.S. merchant fleet since
passage of the Merchant Marine
Act of 1936. The measure's stated
aim is to "revitalize maritime
policy, reorganize certain govern­
ment agencies and reform regula­
tion of maritime affairs in the
United States."

Since the fundamental goals of
the bill reflect the Union's goals,
SIU Executive VP Drozak ex­
tended to the 34 House Merchant
Marine & FisHeries Committee
members the SIU's "continued
cooperation to achieve our
mutual goal of having a strong
U.S. maritime industry."

Union Goes All Out to Prevent Ships Sailing Short
WITH hundreds of millions of

dollars invested in every ship,
owners demand that their vessels ^
properly maintained. And so they
should. But that can only happen if
the vessels are fully manned and the
crews well-trained.

The SIU is well aware of our
responsibility in this regard. And

' this was the main reason for creation
two years ago of the SIU Manpower
Department in Headquarters.

Manpower has several functions.
Above all else, it must help the union
man and move ships.

If a job is left hanging on the
board, the Manpower department
will try to fill that job.

There are many consequences to
vessels sailing under-manned, aside
from the inconvenience it causes

, those crew members who do sail on
that vessel. For one thing, a com­
pany is not required to pay any
money into welfare and pension
funds for slots that have not been
filled.

It is estimated that the union'
welfare and pension funds lose
between $1 and $2 million annually
as a result of ships sailing short-
handed.

Manning levels play a crucial,
though invisible, part in determing
the number of jobs available to
nwmhrrr of this union. If vessels

constantly sail one or two men short,
pretty soon companies will try to
have the manning levels reduced. If
the manning level of every vessel was
reduced by just two men, then the
union would lose a large percentage
of its existing jobs. It would be hard
to compensate for that loss, given
the hard times that have befallen the
American flag merchant marine.

Manpower involves more than
just bodies. It also involves educa­
tion and skills. Most shortages
occur in skilled ratings—ratings that
can only be filled with men who
possess the required training.

"Manpower," says Bob Selzer,
who heads up the Department at
Headquarters, "is more than just
one department. It is a Department
of the whole union."

Manpower works closely with
union representatives in Wash­
ington and staff members at the
Harry Lundeberg School of Sea­
manship. All three have a common
goal, which is to maximize the job
opportunities for members of this
union.

will help alleviate these shortages.

The success of the Manpower
Department can be seen in the recent
decision by El Paso to use SIU crews
on three of its foreign flag vessels.
The company recognized that the
superior skills of SIU members, and
our own ability to avoid costly
repairs with skilled maintenance was
more economic than employing
foreign crews.

Selzer emphasizes that there is a
great deal that individual Seafarers
can do to help the union in the area
of Manpower. He said, "I would urge
each member to get as much
•duca^n as he can. Education is

not something that will go unused.
Rather, it will broaden a member's
employment opportunities. More
education means more options. For
example, a degree from the HLSSin
diesel training means that you can
get a job onboard a diesel ship. Who
knows, with today's energy crisis,
maybe all ships will be converted to
diesel fuel. Moreover, without
properly trained men, a union won't
be able to move ships. I don't need to
add that there are other. people,
other unions, who would be de­
lighted to take over our jobs. It is the
duty of this union, and the duty of
the membership, to keep that from

It is up to Manpower to analyze
trends in the manning levels. It is up
to the Harry Lundeberg School to
train men in areas where shortages
arise. And it is up to our Washington
representatives to devise legislative
and administrative programs which

haggening^

9tot focUnt

8 / LOG / April 1980

Come to HLS.
Upgrade to AB.
Courses start on

June 19 and July 17.

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Scatarers International Union of Nortlf America. AFL-CiC) April 1980

On the Agenda in Congress...
A number of maritime-centered legisla­

tive matters are on the Congressional
agenda in Washington as we go to press this
month—and every one of them affects the
jobs and job security of SIU members.
Here's a rundown on what is on the
Congressional calendar...
• US-CANADA FISHERY AGREE­

MENTS. The Senate Foreign Relations
Committee is scheduling hearings this
month to review the Maritime Boundary
Settlements Treaty with Canada, and the
East Coast Fisheries Resources Agreement.
• OUTER CONTINENTAL SHELF.

The House Select Committee on Outer
Continental Shelf is contipuing hearings on
the progress and implementation of the
Outer Continental Shelf Lands Develop­
ment Act. This act, which passed several
years ago with strong support from the SIU,
is providing many hundreds of jobs for
maritime and maritime-related workers in
the U.S.

• OCEAN THERMAL ENERGY CON­
VERSION. The Oceanography Subcom­
mittee, and the Subcommittee on Merchant
Marine will hold a joint hearing this month
to make final amendments to H.R. 6154—
Ocean Thermal Energy Conversion (OTEC)
Act.
• OIL IMPORT FEE. The Environment

and Energy Subcommittee of the House
Government Operations Committee has
scheduled hearings on President Carter's
proposed petroleum import fee.

• WATER PROJECTS AUTHORIZA­
TION. The Water Resources Subcommittee
of the Senate Environment and Public
Works Committee will continue hearings
this month on waterways policy and various
waterways projects.
• RULES OF THE ROAD UNIFICA­

TION. The Subcommittee on Coast Guard
and Navigation of the House Merchant
Marine and Fisheries Committee has
scheduled hearings this month on legislation
which would attempt to unify rules of the
road for deep sea and inland waterways
mariners.
• STRATEGIC PETROLEUM RE­

SERVE. The Senate Energy and Natural
Resources Committee is going to hold
hearings to review the present status and
proposed refilling of the strategic petroleum
reserves which are located in the U.S. As it
stands. President Carter's proposed budget
cuts have completely eliminated any funding
for this program. Under the SPR program,
at least 50 percent of the oil brought in for
storage in the U.S. has to be carried aboard
American-flag tankers.
• COAL SLURRY PIPELINE. The

House Public Works Committee is tenta­
tively scheduled to take final action on
legislation which would authorize construc­
tion of a coal slurry pipeline. This legislation
has been kicked around on Capitol Hill for a
number of years with strong opposition
from environmentalists and waterways
barge operators.

• SHIPPING COMMISSIONER. The
Coast Guard Subcommittee of the House
Merchant Marine and Fisheries Committee
is continuing hearings on a proposal to
eliminate the jobs of Shipping' Commis­
sioners, and to provide alternate safeguards
to protect the rights of seamen with regard to
signing on and discharging.

• SMALL VESSEL MANNING. After a
number of delays, hearings are scheduled to
resume this month on legislation to regulate
the operation of "small vessels." This bill is
H.R. 5164. The proposed legislation sets
certain qualification standards for crew-
members of small uninspected vessels—and
it's particularly aimed at the crew and supply
boats operating offshore around oil and gas
rigs. We're watching this bill carefully
because of its serious implications regarding
safety at sea.

Carter Calls on Nation
To Observe Maritime Day

President Carter has issued the annual
National Maritime Day proclamation, and
called on all Americans to honor the U.S.
merchant marine on May 22. In the
proclamation, the President cited the "vital
contributions" of American shipping to the
growth and economic vitality of the U.S.

In the proclamation. President Carter
said: "Our merchant marine has shown valor
and dedication in providing logistic support
to the United States military forces in time of
national emergency."

SIU Stewards Meet An Old Friend During Washington Visit

Another group of SIU Stewards partlci-
•^^pating in their union's upgrading program
came to Washington last month for briefings
on the legislative programs of the SIU, AFL-
CIO the Maritime Trades Department and
the maritime industry. During the visit, the
Seafarers had an opportunity to meet and
talk with an old friend of the SIU and the
industry—Congressman Leo Zeferetti (D-
NY). The Congressman, who is a memberof

the powerful House Rules Committee, has
been a member of the Merchant Marine &
Fisheries Committee for many years. He has
always been a staunch supporter of the U.S.
Merchant Marine and a loyal ally of maritime
labor.

In the photo at left. Congressman Zeferetti
(center) meets with the SIU group which
included Washington Representatives
Frank Pecquex and Betty Rocker.

In the photo at right, the SIU Stewards
posed for a group picture on the steps of the
Capitol. Participating in the visit were
Herman Green, William Datzko, Thomas
Kirby, Samuel Nazario, John Darrow,
Edward Haber, John Gibbons, Clyde Kreiss,
Joseph Kundrat, Luis Iturrino, Humberto
Ortiz and Thomas Liles. Also in the picture
are SIU representatives Nick Marrone, Frank
Pecquex and Betty Rocker.

April 1980 / LOG / 9

Legi.s1ativc. Admini-strativc and Regulatory. Happenings

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News

Congress Approves 1981 Maritime Subsidy Programs
The House of Representatives this month

passed the fiscal 1981 Maritime Authoriza­
tion Bill, providing another year of life to the
subsidy programs which have given tenuous
existence to the U.S. maritime industry
during the past ten years.

The bill passed the House April 15 by a
vote of 320-50. Not surprisingly, there were
no sabotaging amendments zinging in from
Congressman Peter McCloskey camp.
Those will come later when the so-called
"Omnibus Maritime Bill" comes up for
consideration.

As passed, the appropriations bill
provides a total of $582,174 million for
various maritime programs during fiscal
year 1981. The breakdown goes like this:
• $135 million for construction differen­

tial subsidies to encourage and assist in the
building of new ships;
• $347,697 million for operating differen­

tial subsidies to permit U.S.-flag operators
to compete fairly with the heavily-subsidised
foreign flag fleets;

• $18,750 million for research and
development programs sponsored by the
U.S. Maritime Administration;
• $31,863 million for maritime education

and training. This is primarily for the U.S.
Merchant Marine Academy at Kings Point,
and the various state maritime schools.

During debate on the bill, a number of our
friends—as well as some newer members of
Congress—hit the deck to urge support for
the U.S. merchant marine

Congressman Paul Trible (R-VA) urged
support for the legislation and pointed out
that "our merchant marine must be able to
support military operations in the event of
war or national emergency." He said "our
inability to mount the necessary sealift to
supply our armed services diminishes our
ability to protect our vital interests."

Similarily, Congressman Glenn Anderson
(D-CA) supported the legislation and noted
"it is tragic that the plight of our ocean

transportation system is forced to our
attention by the crises we face in the world,
especially in the Middle East."

With respect to the decline of the U.S. dry
bulk fleet. Congressman Daniel K. Akaka
(D-HI) stated that the United States is
"dependent on the goodwill of foreign
owners of raw materials and on foreign-
owned transportation systems for the
delivery of raw materials critical to our
economy and security.'*

Congresswoman Olympia Snowe (R-
ME), said that "continued funding for
construction and operating differential
subsidies, research and development, and
maritime education and training will sustain
efficient and competitive facilities for
shipbuilding and ship repair."

Ships in US Fleet Continue Decline As Tonnage Rises

Safety At Sea Group
Plans Open Meeting

The working group on ship design and
equipment of the Subcommittee on Safety
of Life at Sea will hold an open hearing in
Washington-May 6 to gather information
and opinion to present to the IMCO meeting
scheduled in July in London. IMCO is the
United Nations-sponsored Intergovern­
mental Maritime Consultive Organization.

The agenda for the Washington meeting
includes safety aboard nuclear vessels; noise
levels on board ships; safety standards for
offshore supply boats and other special
purpose vessels; and maneuverability
standards for ships.

The number of ships in the U.S.-flag
merchant fleet continued to decline as
overall tonnage went up to a record high,
according to the latest report from the U.S.
Department of Commerce.

As of March 1, the privately-owned deep-
draft fleet totaled 724 vessels with a
combined capacity of 23.5 million dead­
weight tons. This total includes 568
oceangoing vessels and 156 Great Lakes
carriers.

March 1. The shipbuilding orderbook
breaks down like this: 13 new tankers; five
liquefied natural gas (LNG) carriers; ten
intermodal vessels; 11 dry-bulk carriers; two
cargo break-bulk ships, and 12 specialized
vessels.

Compared with March 1, 1979, the
number of ships in the U.S. merchant fleet
dropped by 25 vessels, but overall fleet
capacity increased 1.4 million tons in that
same period. The large gain in capacity
reflects the larger sizes of the new ships
added to the fleet in the last 12 months, and
the comparatively smaller sizes of the older
ships which were scrapped, sold or retired
from active service.

On the brighter side, the monthly
Maritime Administration report showed
that 53 merchant ships were under construc­
tion or on order in U.S. shipyards as of

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coRlribalkm only. TV taioa user IV monry doaaicd lo
SPAD to sappon IV cIcclioB canpaipBi of fefiilalon wtM
Vve ilMwa a pro-mariliiiM or pro-iallor record.

SPAD ciiabiM IV Sit lo w<irk cffeclirely oa IV rifal
mariliBK macs hi IV Coanrcss. These are issues Ihaf hare
a direct iaipacl on IV JoV and job secnrilv of all Sit awas-
bers. deep-sea. iaiaad, and Lakes.

TV Sit antes Ms mefflbers lo conlinae Ibeir line leconl
of sopporf for SPAD. A aieaiber caa coalrlbafe fo IV
SPAD load as V or sV sees Hi, or make no conlrSmfioB al
all wilhoat fear of reprisal

A copy of IV SPAD report is Hied irilh IV Federal Elec-
Hon Commission. II u arailaMe for parchase from IV FEC
iBWashia(loa,D.C.

Opgraders . Come to Washington For a Look at SIU Political Action Program

The SlU's continuing educational programs for
its membership brought yet another group of "A"
Seniority Upgraders to Washington earlier this
month for a first-hand look at the SlU's political
action program.

Eight upgrading Seafarers took part in the day­
long visit which included meetings with repre­
sentatives of the Transportation Institute, and the
SlU's Washington legislative team. Also on the
day's agenda were visits to the AFL-CIO Maritime
Trades Department and a tour of the Capitol.

A highlight of the tour was face-to-face

meetings with Congressmen Don Bonker (D-
Wash.) and Jack Edwards (R-Ala.L Both
Congressmen are fully aware of the many
problems besetting the nation's merchant
marine, and talked hopefully of taking actions to
revitalize the maritime industry
I Hilary Thein (2nd
^ft) shakes hands with his Congressman
Representative Don Bonker from Seattle, Wash
Looking on are SIU Washington Legislative
Representative Betty Rocker and SIU Mobile
Representative James Battle.

In the photo at right, the entire group of
Seniority Upgraders meets with Congressman
Jack Edwards. The Alabama Congressman is a
former long-time member of the House Merchant
Marine Committee, and has been a good friend of
the SIU for many years.

The group of SIU Seniority Upgraders who
took part in the Washington educational visit
included: Jose Quinones, John R. Silvetti, John
W. Boughman, Michael P. Marth, Wendell G.
Burton Jr.. Raphael S. Vargas, Hilary A. Thein,
and Mike Martin.

10 / LOG / April 1980

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Private Hopfier Dredge Fleet Proves A-OK
THE SIU has for a long time

bontended- that private in­
dustry should handle more and
more of the dredging work done
by the Federal government.

In the last few years the private
sector has been given a chance to
prove itself in this field. The SIU
feels this has workejd out so well
that the government should
drastically reduce its fleet of
hopper dredges.

[Hopper dredges are the big­
gest type of dredge. They are
primarily used on the channel
bottom of coastal harbors or on
the ocean floor. Self-propelled,
they have molded hulls and the
general lines of an ocean going
vessel.}

The Army Corps of Engineers,
which handles the government's
dredging, has submitted its
recommendations for the mini­
mum size of its dredging fleet to
the Office of Management and
Budget (OMB). However, OMB
has rejected the Corps' estimates
and told it to submit new recom­
mendations.

The Corps currently has 13
active hopper dredges. In its
original recommendations to
OMB, the Corps had determined
that to meet national defense and
emergency needs it would still
require eight hopper dredges.

The SIU believes this is way

The Sugar Island is one of three SlU-manned hopper dredges. The SIU feels that
. private industry should handle the bulk of government contracted dredge work.

too high. Right now the private private hopper dredges. These
sector has four operational
hopper dredges. (Three of these
are under contract to the SIU.)

Five hopper dredges are under
"^construction by the private
sector. In addition, at least two
more hopper dredges are in the
planning stages.

One of the leaders in the
hopper dredging field is SIU-
contracted North American
Trailing Company which owns
three of the four currently active

are the Long Island, Manhattan
Island, and Sugar Island. The
company also has a medium class
dredge scheduled for completion
in the fall of this year.

When the private hopper
dredges that are under construc­
tion are finished there will be nine
modern and efficient hopper
dredges available with an annual
capability greater than the Corps'
current hopper dredge workload.
In other words, industry's hopper

dredge fleet will have the capabil­
ity of doing all of the work
previously performed by the
Corps' 13 active hopper dredges.

Therefore, the SIU as well as
industry is alarmed over the
Corps' recommendation to have
eight hopper dredges in its
"minimum fleet."

If this minimum fleet is ap­
proved there would be a dis­
astrous effect on the private
dredging industry which would
not have enough work. (U.S.
Public Law 93-269 allows the
Corps to set aside enough work
to keep its minimum fleet "fully
operational.")

The SIU feels that the'Federal
government should be the con­
tracting and management agency
for dredging and that private
industry should do the actual
dredging work.

For one thing, private industry
. can build hopper dredges for
about one-half of what it costs
the government.

Also, a recent Industry Capa­
bility Program showed that
private industry, in most cases,,
can do the work formerly done by
the Corps more economically
than the government.

That is why the Union believes
that the sooner private industry
takes over all hopper dredging,
the better it will be.

Inouye Ship Bill Off the Senate Back Burner
^ • . flao rnmnan

Sen. Daniel Inouye's Ocean
Shipping Act was reported out of
the Senate Commerce Committee
this month.

It's a good bill and the SIU

supports ;t. conflicting array of bureaucratic and industry. American flag companies
If passed, the legislation would do judicial mandates that presently

a great deal to restore order to a
greatly confused maritime industry.
For starters, it would untangle the

Membership

Meetings
Deep Sea

Lakes, Inland Waters UIW

New York ...- May
Philadelphia ........ May
Baltimore May
Norfolk May
Jacksonville May
Algonac May

5 2:30p.m 7:00p.m.
6 2:30p.m 7:00p.m.
7 2:30p.m 7:00p.m.
8 9:30a.m 7:00p.m.
8 2:00p.m —
9 ... 2:30p.m. —

Houston May 12 2:30p.m. . 7:00p.m.
New Orleans May 13 - v- 2:30p.m. 7:00p.m.
Mobile May 14 2:30p.m. —
San Francisco May 15 .....a.. 2:30p.m. ............
Wilmington ......... May 19 2:30p.m _
Seattle .........v... May23 .... 2:30p.m -
Piney Point ......... May 10 . i I0:30a.m.
San Juan, ........... May 8 2:30p.m. —
Columbus ....May 7 — 1:00p.m.
Chicago May 13 — —
Port Arthur May 13 ' 2:30p.m
Buffalo Mayl4-i — —
St. Louis May 16 2:30p.m. —
Cleveland May 15 — —

govern the regulation of ocean
transportation in the foreign com­
merce of the United States. It would
replace those mandates with a
single, easily comprehended legisla­
tive standard.

The Ocean Shipping Act, which
was introduced by Sen. Daniel
Inouye (D-Hawaii), seeks to develop
a coherent national policy on
merchant shipping. The bill, enjoys
widespread support among mem­
bers of the maritime industry.

For many years, the American
maritime industry has been plagued
with vaguely defined regulatory
codes.

One of the more confused sectors
of the maritime industry has in­
volved antitrust activity. Prior to
1966, agreements for economic co­
operation among carriers were
allowed.

»
Such agreements were felt to be

governed by the Shipping Act of
1916 rather than the body of
antitrust laws. However, a 1966
ruling held that the Shipping Act
was subordinate to the body of
antitrust law.

The 1966 ruling has had serious
consequences for the maritime

found themselves unable to compete
with foreign competitors.

The Ocean Shipping Act would in
effect overrule the 1966 decision.
Co-operation among carriers would
once again be allowed.

The position of the Federal
Maritime Commission would be
reinforced by this legislation. The
Commission, which has over the
years gained the trust of industry
members, would have primary
responsibility for formulating a
national policy on ocean transporta­
tion in the foreign commerce of the
United States.

Important goals would finally be
given official recognition under the
terms of this act. Bilateral trade
agreements would be encouraged, as
would open conferences, or rather,
less closed conferences.

The need for American flag
vessels to "substantially participate"
in the foreign commerce of the
United States would be acknow­
ledged.

Some details still need to be
worked out. However, the legisla­
tion .marks a giant step for the
maritime industry. Even if the bill i&
not passed, important goals have
been pinpointed, and a responsible
course of action has been chartered.

April 1980 / LOG / 11

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Busy as AB's

Buzzing with success after completing the AB course at HLS are: Kneeling, front,
A. Walker. First row (l-r) W. Ludlow, S. Boettcher, D. Severinson, J. Romeo,
E. Young, M. Latta, P. Ryan, E. Henry, R. Lynn. Back row (l-r) R. Urban, M. Mar­
quette, K. Tremblay, R. Tremblay, M. Birt, J. Vandenheede, M. Schmitt, L. Kuhn.

14 + 3 Learn ABC's of LNG

Ready to man LNG vessels under SlU contract are the following 17 Seafarers?
recent graduates of the HLS LNG course: Front row (l-r) T. Burke, T. R. Goodman,
M. Pedersen, J. Curlew, R. Suy. Back row (l-r) S. Ehrnlunn, J. Robinson,
J. Thrasher, H. Jones, Jr., J. Cavagnaro, B. Stearns, A. Clark, F. Paylor, M. Hauk-
land, R. Greggs, D. Hicks, E. M. Welch.

Why is this FOWT smiling?

The best bet for wipers who want to improve their job security is
getting an FOWT ticket at HLS. Job opportunities for FOWT's
have never been better. Enroll now in the FOWT course at
HLS. Courses start on July 3 and July 31. To sign up, contact
Harry Lundeberg School, Vocational Education Department,
Piney Point, Maryland 20674, (301) 994-0010. Or fill out the ap­
plication in this issue of the Log.

12 / LOG / April 1980

Ready for Sea As QMfD

All smiles when they finished the QMED course at the Harry Lundeberg School
are: Front (l-r) A. Mercado, A. Nelson, J. Barry. Second row (l-r) D. Shaw, K.
Patterson, V. Carrao, G. Cooper, E. Abidin, R. White, N. Celona, J. Oberson, A.
Santiago. Back row (l-r) M. Castagna, S. Dinnes, F. Wagner, G. Watson, R. R.
Rosario, J. Ponti.

The Harry Lundeberg

School of Seamanship
Two Cross Wire

Graduates of the latest Marine Electronics course at HLS are (l-r) E. Sorensen and
G. Blanco, snapped in the classroom with instructor T. Connor.

Two Quartermaster Quartets

brothers tell it all. The newest SlU
SS frwf W. Paulsen, R. Munroe. J. Borucki, A. Easter
irp ('-•') W. Burke, R. Brock, R. Brown, A. Holland. Not in the pic
are two other graduates of the Quartermaster course, C. Pineda and M. Pereira.

j7



AN Pulling far Ben Mignano to Get Mate's License
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IN early 1944,16 year old Benny
Mignano said good-bye to

family and friends and went off to
joib the merchant marine. If he
was looking for something more
exciting than the streets of
Brooklyn, his old stomping
grounds, he would certainly find
it later between the Murmansk
Run and the Saigon River.

Today, at 52, Ben Mignano is
one of the most respected bosuns
in the SIU. He has seen a lot, and
accomplished a lot since 1944.
But one of his greatest accom­
plishments is yet to come.

Mignano has gone from hitting
the deck and swinging the booms,
to hitting the books and wielding
a pen at the M.E.B.A, (Dist. 2)
Maritime Upgrading Center in
Brooklyn, N.Y., where he's
preparing to make his final move
through the hawespipe. If all goes
well, and in spite of the good-
natured razzing h^s been getting
from faculty and fellow students
at the Center, he'll have an
Origina] Second Mate's license in
a few months.

Mignano actually started out
in the steward department, sail-

Recertified bosun Ben Mignano is now a model student at the M.E.B.A. (Dist. 2)
Maritime Upgrading Center in Brooklyn, N.Y.

ing as messman on his first ship,
the Benjamin Brown, and on his
second, the Grace Abbot. It was
while coming back from Mur­
mansk in the Abbott, in May of
'45, that he got a close look at a
German U-Boat. Fortunately, it
came after the Nazi surrender in
Europe.

Spmebody yelled, "There's a
sub!" And sure enough, there was
a surfaced German sub flying the
white flag. It followed i\\Q Abbott
into Scotland, surrendering to
British authorities there.

"I'll never forget the date of our

arrival in Scotland," recalled
Mignano. "It was May 13, 1945.
We receiyed word that President
Roosevelt had died the day
before."

Mignano shipped with the
deck department pn his third ship,
the Frank C. Emmerson. He
upgraded to AB (blueticket), and
got his Green ticket AB in 1947.

The draft caught up with him
in 1951, and he spent the next two
years wifh the army in Panama.
Then it was "back to the SIU in
1953 and I started sailing again,"
said Mignano. He worked stead-

Carter OKs $227Billion Oil Windfall ProBfs Tax Act
President Carter early this month

okayed his controversial Crude Oil
Windfall Profits Tax Act at the
White House after a of year of bitter
Congressional horse trading.

A "windfall" is "an unexpected
or sudden gain or advantage."

Carter declared "the keystone of
our national energy policy, in now in
place." And exclaimed it "a victory
for every American citizen."

He envisioned that the $227.3
billion tax—^the largest tax on a U.S.
industry ever—with the decontrol of
the domestic crude price in late 1981,
would give "both the incentive and
the means to produce more oil here,
conserve more oil here and replace
more oil with alternative sources of
energy."

Beside excluding from the new
law which took effect on Mar. 1
some North Slope Alaskan oil found

Notice On Job
Coil Procedure

(Inland)
Wh«n throwing in for work

during o Job caii at any SIU
Hiring Haii, boatman muat
produco tho foiiowing:

• momborahtp cortificato
(whoro posaooaod)

« • rogiatration oard
• ciinic card

•man'a iiapara

before 1978, it exempts from 1981-2
individuals taxes with as much as

^200 yearly on interest and
dividends. It also gives a tax break to
homeowners and businesses that
save or produce energy and to those
who sell inherited assets.

U.S. domestic Oil Biggies—^who
made record-breaking billion dollar
"unearned profits"—from OPEC's
high prices for crude and long,
expensive gas station lines last year,
with independent American oil

producers, are expected when
decontrol is lifted to make $1 trillion
over the next decade.

Oil Biggies would pay $205 billion
of the tax; independent $22 billion.

Later, when the budget is
balanced and the national debt
reduced. Congress can use 60
percent of the $227.3 billion for a
general tax cut, 25 percent to pay the
fuel bdl of the low-income poor and
15 percent for energy development
and mass transportation.

Ogden Challenger Committee

Hdqs. Rep Teddy BabkowskI (seated left) writes a dues receipt for Recertified
Bosun John O. Frazier (seated right) ship's chairman of the ST Ogden Challenger
(Ogden Marine). With them is the Ship's Committee of (I. tor.) Deck Delegate Jack
Klohn, Oiler Rudy Lopez,Steward Delegate George Malone and Engine Delegate
D. Saxon. The tanker paid off at Bayonne, N.J.

ily and got his first bosun job, on
the Bull Line's Arlyn in-1957.
He's been "Hey, Bos'!" ever since.

The late 1960's and early 1970's
saw Mignano, like so many
others, in the Vietnam War Zone.
He spent four and a half years on
the Rafael Semmes, including
one voyage when the ship came
under rocket attack in the Saigon
River. But luck was. with the
Semmes—and Mignano—dur­
ing that trip. The rockets, includ­
ing one that hit just below his
porthole, were duds.

Mignano made his first visit to
the Harry Lundeberg School in
1976, when he participated in the
Bosun Recertification Program.
He was impressed by what he
saw. "It's a wonderful school to
go through," he confided, "and it
has given a lot of people oppor­
tunity."

Back at school—^this time in
Brooklyn—Ben Mignano's hop­
ing his luck will not desert him in
the coming months. But he's got a
lot more going for him than luck,
including a bunch of people who
are pulling for him to succeed.
Because Ben Mignano won't be a
bucko mate—he'll be a good one.

Notice to
Participants in

PMA Pension Plan
The new Summary Plan Descrip­

tion of the SIU Pacific District-
PMA Pension Plan has been com­
pleted and was mailed to all mem­
bers beginning Wednesday, March
19, 1980.

(This new booklet applies to
former MC&S members employed
on Pacific Maritime Association
vessels.)

This booklet highlights the main
provisions of the Pension Plan. The
Summary Plan Description explains
both the benefits the Plan provides
and the requirements which must be
fulfilled in order to qualify for
pension benefits, including the
changes made to comply with the
new pension laws (frequently re­
ferred to as ERISA). We urge you to
study this booklet carefully.

You should be aware of the
possibility that you may not receive
the amount of pension benefits
referred to in this booklet. This may
occur if you have a break in service
or if you fail to qualify for other
reasons that are discussed in the
booklet.

In the event you do not receive a
copy of the Summary Plan Descrip­
tion or have any questions regarding
its' contents, booklets will be
available at the Plan Office located
at 522 Harrison Street, San Fran­
cisco, California 94105, Telephone
(415) 362-8363, and all Union
Offices.

April 1980 / LOG / 13

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WAACs Get VJX. Benefits: Seamen Next on list
THE long-awaited decision on

G.I. benefits for merchant
marine veterans of World War II
is expected to be handed down
soon, possibly as early as next
month.

A lengthy application, filed on
behalf of 250,000 merchant
seamen, the largest non-combat
group to serve during the Second
World War, was submitted to a
joint Civilian/Military Review
Board at the end of January. The
three member panel, named by
the Dept. of Defense has already
held at least one review on the
merchant marine application.

So far, the Board has consid­
ered applications for veterans
status of about nine groups who
rnade a non-military contribu­
tion to the war effort.

Most recently, about 5,000
members of the Women's Army
Auxiliary Corps were declared
full-fledged military vets eligible
for G.I. benefits such as home
loan guarantees, hospital cov­
erage and, in some cases, pen­
sions.

In issuing their ruling on the
WAACS, the Civilian/Militaiy
Review Board recognized their
" noncombatant service with the
Army of the United States for the
purpose of making available the
knowledge, skills and special
training of the women of this
nation."

A spokesman for the Joint
Maritime Congress, which pre­
pared the application on behalf
of all maritime union veterans,
including SIU members, said "we
expect to be next on the Board's
list."

The SIU is optimistic that,
based on the scope of the applica­
tion, the Board will award World
War II merchant mariners the
veterans status and accompany­
ing benefits they so justly deserve.

That application, representing

: L- "W

-'

MARCH 1-31,1980

Algonac (Hdqs.).

months of in-depth research, was
tailored to answer each of the five
criteria used as the basis of
eligibility for awarding veterans
status.

Those five criteria, spelled out
in Title IV of the G.I. Bill
Improvement Act of 1977, in­
clude determing whether:

performed by such groups was. had reasonable expectations that
critical to the success of a military their service would be considered

active military service. mission;
• the members of the group

were subject to military justice,
discipline and control;

• the members of the group
were permitted to resign;

• the members of the group
the group applying received were susceptible to assignment

military training and acquired a for duty in a combat zone, and;
military capability or the services • the members of the group

Carter Declares May 22 As
National Maritime Day

By the President of the United States of America

A Proclamation

Throughout the history of the United States, trade and
shipping have made a vital contribution to the Nation's
growth and economicvitality. Today, the American Merchant
Marine continues to aid the development of American
enterprise and to foster the well-being of all American
citizens by linking U.S. industries, farms and markets with
our overseas trading partners.

In addition, our Merchant Marine has shown valor and
dedication in prowling logistic support to United States
military forces in times of national emergency.

In recognition of the importance of the American Merchant
Marine, and in commemoration of the departure from
Savannah, Georgia, on May 22,1819, of the S.S. Savannah on
the first transatlantic voyage by any steamship, the Congress
of the United States, by joint resolution of May 20,1933 (48
Stat. 73, 36 U.S.C. 145), designated May 22 of each year as
National Maritime Day and requested the President to issue
annually a proclamation calling for appropriate observances.

NOW, THEREFORE, i, JIMMY CARTER, Presid^ent of the
United States of America, do urge the people of the United
States to honor our American Merchant Marine on May 22,
1980, by displaying the flag of the United States at their
homes and other suitable places, and I call upon all ships
under the American flag to dress ship on that day.

IN WITNESS WHEREOF, I have hereunto se^t my hand this
thirteenth day of March, in the year of our Lord nineteen
hundred and eighty, and of the Independence of the United
States of America the two hundred and fourth.

Jimmy Carter

HsiMihK laM Iv GKM likB
•TOTAL REGISTERED

All Groups
ClassA aassB Class C

TOTAL SHIPPED
All Groups

ClassA ClassB ClassC

••REGISTERED ON BEACH
All Groups

ClassA ClassB ClassC

77 19

Algonac (Hdqs.) — 57 20

Algonac (Hdqs.) If

Algonac (Hdqs.), 70 110 36

DECK DEPARTMENT

76 46 2

ENGINE DEPARTMENT

61 29 0

STEWARD DEPARTMENT

33 14 1

ENTRY DEPARTMENT

0 0 0

51 19

49 27 12

11;

Totals All DapartiTUHits 223 153 53 170 89
•"Total Registered" means the number of men who actually registered for shipping at the port last month.

••"Registered on the Beach" means the total number of men registered at the port at the end of last month

161 150 71

14 / LOG / April 1980

The joint maritime union
application took up three vol­
umes of material. The first
contained arguments in favor of
awarding merchant seamen vet­
erans benefits. It noted that,
while "Title IV does not require
that all statutory tests be met, this
application demonstrates that
the members of the American
merchant marine who were in
active ocean-going service during
World War II satisfy all statutory
tests."

Volume II included published
articles, sworn statements, war­
time training manuals and other
materials which formed the solid
background of the application.
And Volume III contained page
after page of the names of the 2.8
percent of all merchant seamen
who lost their lives in the service
of their country; a loss rate that
was second only to the Marine
Corps'2.9 percent.

We believe this application
contains solid proof that mer­
chant seamen played a crucial
role in this nation's World War II
effort and deserve more than
medals and certificates as re­
wards for that service. We are
confident that the Civilian/
Military Review Board will agree
with that judgement.

New Series of Tax
Free U.S. Savings
Bonds Introduced
As of Jan. 2, 1980, the U.S.

Treasury Department began offer­
ing U.S. Energy Savings Bonds,
Series EE, for sale to the public.

The Series EE Savings Bond, like
the Series E Bond it replaces, is an
accrual-type Bond. It pays (tVi per­
cent interest which is compounded
semi-annually when the Bonds are
held for five years or longer;

If the Bonds are held through
their 11-year maturity date, the
interest rate goes up to seven
percent.

Savings Bonds are a safe invest­
ment. TTiey are fully guaranteed
until maturity and if they are lost,
stolen or destroyed, the government
will replace them.

The big plus in purchasing
Savings Bonds is that the interest the
Bonds earn is tax deferred. Federal
tax on the interest in not charged
until the Bond either matures or is
redeemed. And Savings Bond
interest is totally exempt from state
and local income taxes.

U.S. Energy Savings Bonds,
Series EE, can be purchased at any
commercial bank. The Bonds can be
redeemed at those banks or at
Federal Reserve banks.

. I,.



i. r:-.VS«,i».*o, r

Retiring on SlU Pension iUieans Security
THE SIU has always be­

lieved that retirement
should be a time of joy and
security. That philosophy
shows in many of the Union's
actions. It especially comes
through in the Seafarers
Pension Plan.

Ever since the Plan was
started, SIU seamen and
boatmen have been able to
retire with the secure knowl­
edge that they would find
their pension check jn the mail
each month.

Sound financial funding
was always a fundamental
principle of the Plan. Even
before a U.S. law was passed
in 1974 to guarantee promised
pension benefits, the trustees
of the Seafarers Pension Plan
made sure that no one would
ever be cut off from the
monthly pension he was ex­
pecting.

Unlike many other pension
plans, the SIU plan has never
had to take back or decrease
any benefit it has given.

Even though, at times, it
would have been easier and
politically more expedient to
put certain popular demands
into the Plan, the Union took
the more difficult path. If the
SIU realized that particular
provisions would have proved
harmful in the long run, it
didn't hesitate to point them
out to the membership.

Medical Coverage

But besides the security of
the monthly pension check,
the Seafarers Pension Plan
provides something else that
greatjy adds to the security of
its pensioners. That is medical
Coverage.

Sll^ pensioners and their
dependents continue to be
fully covered by the Seafarers
Welfare Plan. Further, the
Welfare Plan will pay for
Medicare premiums for both
the pensioner and the pen­
sioner's spouse. In many other
pension plans, medical cover­
age is cut off or severly cut
back when the worker retires
—and that's just when such
coverage is most needed.

Spme of the medical bene­
fits to which SIU pensioners
are entitled include:
• medical and hospital ex­

penses, including reasonable
costs of all medical, surgical,
and hospital care, plus physi­
cian's fees charged for office
and house calls.

• a dental benefit which
covers the cost of the labor in
the acquisition and mainte­
nance of dentures. However,
no payment is made for the
cost of the materials used in
dentures.
• payment for prescription

drugs. The Plan pays the cost
of drugs prescribed by a
physician except when the
pensioner is receiving treat­
ment in a hospital as an in­
patient.

Pensioners who are eligible
for Medicare are required to
maintain such coverage and
the Seafarers Welfare Plan will
reimburse the full cost of the
Supplemental Medicare Pro­
gram. Forthoseenrolledinthe
Medicare Program, the Sea­
farers Welfare Plan will pay
any charges not covered by
Medicare up to the maximum
allowed under Dependent
Benefits and the Surgical
Schedule. The Plan will also

pay the "hospital deductible'-'
not covered by Medicare as
well as all excess charges not
allowed by Medicare.

Further, the dependents of
SIU pensioners can still apply
for the College Scholarship
Program offered by the
Seafarers Welfare Plan every
year.

Besides these benefits for
SIU pensioners, the Union is
also a strong supporter of a
sound Social Security pro­
gram. The SIU fully backs any

increases in Social Security
and fights against cutbacks.

Finally, retirement can
mean difficult adjustments. A
man or woman who has be­
come accustomed to a life on
the water can sometimes find
life on land a little strange. But
because the SIU pensioner
has full access to the Union
Hall, he can go there to play
cards or talk over old times
with other Seafarers and
Boatmen. He still feels he is a
part of the SIU community.

You Can't
Afford
Not To

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• 1

The Transportation Institute Towboat Operator Scholarship
Program pays you while you go to school at HLS. It gives
you free room, board and books. It helps you earn wheel-
house time while you leam bocrthandling skills. And HLS
graduates get day-for-day worktime credit.

You can't afford not to apply for a
Towboat Operator Scholarship

The next class beginx on luly 7.

Contact your SIU Port Agent or your Compemy to apply.

A MESSAGE FROM YOUR UNION

NARCOTICS
WfLL

YOU UP
AND

YOU'LL LO/E
YOUR

PAPERS
FOR

LIFE.'

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April 1980 / LOG / 15



V'

V.

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LETTERS

TO THE EDITOR

Good People Make 5IU the Best
I and four brothers have been in the SlU for a long time.

One of my brothers, who is deceased, was a charter member.
I would like to say a word of praise for someone that has

been a true blue friend in time of need, and that man is Tom
Cranford, supervisor of the Seafarers Welfare Plan.

Most of us being at sea have to leave our business to our
wives. Tom not only does a number one job with the claims
but he reassures people and raises their spirits.

It makes me proud to know that there are still people like
him around to take care of things while we are at sea.

My hat is off to Tom and all the other people at the
Seafarers Welfare Plan. People like them make me know that
I am still in the best Union afloat.

Fraternally,
Morris J Danzey, Jr.
Satsuma, Ala.

Honeymoon Home Scrapped
The only gloomy note cast on our 50th wedding anni­

versary, Feb. 1st, was the sad news that our honeymoon
home was headed for the ship-breakers yard.

I was Quartermaster on theS.S. Hugh Kennedy, American
Steamship Co., in 1929. I was chosen to keep ship over the
winter, frozen in the ice.

Sometime during that winter as Louise and I spent our
honeymoon in residence aboard her, I was ordered to change
her name to the S.S. Jacob F. Schoelkopf, Jr.

The January issue of the Log reports the Schoelkopf, late
the property of the Erie Sand and Gravel Co. is headed for the
scrap yard.

Louise's favorite joke, (at hen parties) goes something like
this: "Louise where did you spend your honeymoon?"
Louise, "I spent it aboard ship for SVa months." "Oh did you go
around the world on a cruise?" Louise, "no, we never left the
dock, we were froze in the ice the whole time."

Fraternally,
Bud Knuckey
Brooksville, Fla.

Cooking With Gas
In all the years we have sailed—and they have been many—

we have never come across a steward department such as we
have on this ship, the LNG Capricorn. They are the best.

Both the steward, Larry Dockwiller, and chief cook, Pat
Geary, must certainly have taken a course in creative and
imaginative cookery at the Lundeberg School. The food, the
service, the attention is excellent.

All the officers, and the crew as well, give them our hearty
thanks. Fraternally,

The Officers, Voyage #37
LNG Capricorn

Pensioner's Problem Handled
I want to say thank you very much for the recent checks the

Seafarers Welfare Plan paid for my operation here in
Kenosha, Wise. Memorial Hospital. Believe me the checks
came in mighty handy. I want all Union brothers to know what
a wonderful Union we have. Thanks again for everything.

Fraternally,
Verner M. Frederiksen, Retired
Kinosha, Wise.

16 / LOG / April 1980

• y •

Great Organization'
I want to express my appreciation and thanks at this'time

on receiving the death benefit check for my late husband,
Steven J. Knapp.
. I also wish to thank the Union for all the medical care given
to him since he was retired. The SlU is a great organization,
and the Union has done a wonderful job in training young
boys for good jobs for the future.

The Union also provides wonderful cafe to seamen and
their dependants.

Thanks again for the promptness in.this time of sadness.
May the strength of this great organization be everlasting.

Sincerely,
Mrs. Evelyn Knapp
New Port Richey, Fla.

Takes Care of Retirees
As a pensioner and a long time member, I would like to

thank the SlU for all they have done for me. especially in the
last 11 years regarding medical coverage. I hope to see the
Union progress in every field in the future.

Fraternally,
Ira Turner,
Mognaba, N.J.

Be a High School Gred
It's Easy at MLS

The Academic Education Department at MLS offers a high
school education program for you. No matter when you|
left school or how old you are, this program can help you.
You will learn the skills you need to gel a diploma. Thai
classes are small and a course of study is set up for each|
person.

Take the first step in getting a high school education.
It's easy. Fill out the coupon below and send it to the\
Academic Department at MLS today.

•

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

Name (Please print)

Address

City

Book Number.

. state Zip Cooe"

Social Security Number.

: Do yOu have one year of seatime with the SlU? • Yes • No • ' •
i Mail this coupon to: ^
: Harry Lundeberg School
i Academic Education Department
i Piney Point, Maryland 20674



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Enough Is Enough! Pass Ocean Mining Now
A BURIED treasure so vast that

its worth is estimated in the
trillions of dollars lies in a thick
blanket on the oceans' floor.

By mining that treasure—the
nickel, copper, cobalt and manga­
nese packed into potato-sized
nodules—U.S. industry could be
freed from its current heavy
dependence on imports of those four
key minerals in just two decades.
Our ocean mining companies are
ready and able to start retrieving and
processing the minerals.

But for the past seven years there's
been a hands-off cordon around the
deep seabed.

The "no trespassing" sign was
posted by the United Nations Law of
the Sea Conference. The 140 nations
participating in the Conference have
been trying to h^k out a treaty
which, among other things, will
decide who gets how much of the
deep seabed's mineral wealth.

When the most recent conference
session adjourned in early April, the
newspapers trumpeted their convic­
tion that the conferees were very
close to settling the thorny ocean
mining issue." "With a little sailors
luck," said a New York Times
editorial, "and some agile naviga­
tion, this could at long last be the
year of the sea."

WlE think the noise is prema­
ture. Though Law of the Sea

participants didn't have much
trouble reaching accords governing
access to sea lanes or ecology of the
oceans, several points concerning
deep seabed mining which have
stood in the way of a treaty in the
past still stand.

The conflict between the third
world countries, which make up a
voting majority of Law of the Sea
participants and are claiming a lion's
share of the booty, and the
developed industrial nations which
possess the technology and the
money to do the actual mining,
remains a standoff.

Despite the optimism of the
national press, nothing much is new
with the Law of the Sea treaty.

The real story, as far as we're
concerned, is the promise and
progress of ocean mining legislation
through Congress.

The Senate has already passed
their version of a deep seabed
mining bill which would give U.S.
mining companies the go-ahead to
begin harvesting deep seabed
minerals. And the last of three
House Committees is scheduled to
report out their version of the
measure late this month with full
House debate to follow in early
M^.

While we respect the work of the
Law of the Sea Conference in many
areas, we don't see a treaty on ocean
mining coming out of the interna­
tional body anytime soon. But
Congressional passage of ocean

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mining legislation is very close. And,
as we have in the past,, we're putting
our money on that legislation for big
reasons.

FIRST, passage of a U.S. ocean
mining law this year would

allow American mining companies
to begin retrieving the deep seabed
minerals by 1982. On that schedule,
the U.S. could be entirely self-
sufficient in the nodules' component
copper, nickel, cobalt and manga­
nese by the turn of the century.

But even using the most optimistic
time frame, mining under a Law of
the Sea treaty could not even begin
before 1988.

Another, and more important
reason we're backing the U.S. ocean
mining legislation is jobs. Both the
House and Senate versions of the
ocean mining bills contain "build
American, man American" amend­
ments which are of crucial concern
to organized labor.

In the Senate bill those amend­
ments would require:
• that all mining and processing

vessels used for ocean mining be
U.S. built, U.S. registereddind U.S.
manned;
• at least one ore carrier used to

transport nodules from each mining
site be U.S. built, U.S. owned and
U.S. crewed; I

U.S. registered ore carriers used
for ocean mining be eligible for both
construction and operating differen­
tial subsidies.

Finally, by getting an ocean
mining industry off the ground, the
mineral-hungry U.S. will have some
leverage against yet another cartel of
producing nations.

Rich in so many things, the
United States is mineral poor.
Major producers like the third world
countries Chile, Peru, Zambia and
Zaire want to keep it that way.

With passage of ocean mining

legislation the U.S. has an opportu­
nity to ensure our industries supplies
of crucial minerals with no
economic or political strings
attached. And we have an opportu­
nity to put thousands of Americans
in our foundering shipbuilding
industry back to work.

Swift passage of ocean mining
legislation is, simply, in the best
interests of this nation's workers, her
industry and her securitj^. From
where we sit, those are compelling
reasons indeed for Congress to vote
"yes" on ocean mining.

•

"f. n
April, 1980

Offkiol Publication of the Seafarers International Union of
North America, Ationtk, Gulf, Lokes and fdond Wafers District,

AFL-CIO

Vol. 42, No. 4

Executive Board
Paul Hall

President 389

Frank Drozak
Executiue Vice President

Joe DiGiorgio
Secretary- Treasurer

Leon Hall
Vice President

Angus "Red" Campbell
Vice President

Mike Sacco
Vice President

Joe Sacco
Vice President

James Gannon
Editor

Ray Bourdius
Assistant Editor

Edra Ziesk
Assistant Editor

Mike Gillen
Assistant Editor

Don Rotan
fVest Coast Associate Editor

Marietta Homa
Assistant Editor

Max Siegel Hall
Assistant Editor

Frank Cianciotti
Director of Photography

Dennis Lundy
Photography

Marie Kosciusko
Administrative Assistant

George J. Vana
'Production!Art Director

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

paid at Brooklyn, N.Y. (ISSN ff0160-2047)

A

April 1980 / LOG / 17 • r

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Liberia's Toibert Killed in Military Coup
Upheaval Threatens World's Biggest Convenience Flag Fleet

The stability of Liberia's ship of
state is now as big a question mark
as the safety of her merchant fleet at
sea. On April 12, the Liberian army
toppled the regime of the nation's
President William R. Toibert Jr.,
and replaced him as chief of state
with a 28-year-old army sergeant.
Toibert was shot to death in the
process.

Though 4500 miles and the
Tropics of Cancer and Capricorn
separate the U.S. and this west coast
African nation, the tremors from the
Liberian coup may well rock the
U.S.

-America is heavily dependent on
flag of convenience ships of many
nations for carriage of our goods,
especially crude oil. But we depend
on none so heavily as the fleet that
flies the Liberian flag.

More than 43 percent of our crude
oil imports are brought into the
United States on Liberian-registered
bottoms every year.

Overall, annual U.S. import and
export totals have climbed steadily
during the past 15 years. Beginning
in 1964, U.S. exports increased by
over 100 million tons a year while
American import totals rose a

whopping 600 million tons annually.
It's no secret that the American

flag merchant fleet has been on a
decline for years. Our slightly more
than 500 merchant ships today carry
less than 'five percent of all our
imports and exports combined, and
a scant 2.9 percent of our imported
oil.

But the number of merchant
vessels owned by American oil
companies and registered under the
Liberian flag has been growing by
leaps and bounds. Today that fleet
numbers over 2600 vessels, by far the
largest merchant fleet in the world.

The SIU and some high ranking
military experts have tried repeat­
edly over the years to convince
Congress and the Administration
that our near total reliance on
foreign flag cairiage of oil and other
raw materials was both economi­
cally unsound and reckless from a
national security point of view.

But the size and capability of the
U.S. merchant fleet has continued to
slip. And the government has con­
tinued to believe, despite indications
to the contrary, that in the event of a
crisis, American-owned flag of
convenience vessels would give their
all for the good ole' U.S. of A.

However, history has proven that
the U.S. government's trust in the
loyalty of flag of convenience vessels
is misplaced. When Liberia was
governed by Toibert, who was
considered a stable leader and
strongly influenced by the U.S.,
American-owned Liberian-regis­
tered vessels were not permitted to
abide by U.S. policy during the
Arab/Israel conflict of 1973.

At that time Toibert issued an
Executive Order forbidding any
Liberian-registered ship to partici­
pate in the niilitary re-supply of
Israel. The penalty for violating the
Executive Order was a $50,000 fine
and cancellation of the certificate of
registry.

Seven years later, the U.S. is even
more dependent on Liberian-flag
ships, especially for carriage of oil,
than in 1973. Should he choose to
use it, the new military leader of
Liberia holds a powerful economic
weapon against the United States.

But there's another point against
assuming that U.S.-owned flag-of-
convenience vessels would be of any
use to America in time of emergency.
Even if Liberia and the other
governments of registry of those
vessels could be persuaded—or

forced—to assign those ships to U.S.
use, there would be no guarantee
that those ships would be manned.
Foreign crews owe no loyalty to
either the U.S. or to the country of
registry of their ship.

The overdependence of the
United States on unstable foreign
nations for both our crucial raw
materials and the carriage of those
imports puts us in triple jeopardy.

First, we are heavily dependent on
unstable Middle Eastern countries
for our supplies of crude oil. Second,
as the coup in Liberia points out, we
are at the mercy of unstable third
world nations to transport those
commodities. And finally, we are
reliant on the nationals of at least
one and sometimes several other na­
tions to crew those vessels.

While there is little the U.S. can
do, at the moment, to get out from
under the sway of oil supplying
nations, there is no reason why we
have to continue depending on
outside sources for our shipping
needs.

Unless we act soon to increase the
size and carriage capability of our
own fleet, the U.S. may well find
herself boxed into a corner with no
way out.

Waterman Steadily Modernizing Its Fleet With LASH Ships
SIU's contracted Waterman

Steamship continues to modernize
its fleet.

The Maritime Subsidy Board
(MSB) has approved Waterman's
application to bareboat charter
three LASH carriers from Central
Gulf Lines. These ships will be
replacement vessels on Trade Route
18.

This route covers trade from the

Atlantic Coast and Gulf of Mexico
to India, the Persian Gulf and Red
Sea, Pakistan, and Burma.

The LASH vessels, which will he
chartered for 12 years, replace three
C4 ships. They are: the George
Walton, the Jeff Davis, and the
Thomas Nelson.

In approving Waterman's appli­
cation, the MSB said that the long-
term charter of the relatively new

Central Gulf LASH vessek will add
three modern ships to Trade Route
18 service. The Board added that
this charter "will significantly
modernize Waterman's fleet and
provide more efficient service."

Besides the ships. Waterman is
also chartering 450. lighters from
Central Gulf.

The former names of the Central
Gulf ships were; Green Harbour,

if Hurt on a Vessel, USPHS Must Still Be Utilized
The word from Seafarers and

Boatmen is that the recent ruling by
the Board of Trustees of the
Seafarers Welfare Plan making
USPHS optional is the best thing to
come along since bottled beer!

That new benefit—giving SIU
members the choice of the complete
health care offered at USPHS or the
identical coverage tiieir dependents
are eligible for at a private
hospital—has generated a lot of
enthusiasm.

There have also been some
questions raised about what to do in
special circumstances.

All seamen and boatmen who are
eligible for coverage under the
Seafarers Welfare Plan are entitled
to use either a USPHS hospital or a
private facility. If you opt for care at
a private facility, the section on
dependents coverage in your Wel­
fare Plan booklet will explain
exactly which costs are covered and
which aK not.

Themii <}iie sftuation in which all

Seafarers and Boatmen must use
USPHS whenever possible.

In the case of sickness or accident
which requires emergency hospitali­
zation occurring while you are
aboard a vessel, all SIU members
must still use the nearest USPHS
facility. If there is no USPHS
hospital in the port, you can be
taken to a private hospital for
emergency treatment.

If you receive emergency treat­
ment in a private hospital in such an
instance you must notify the nearest
USPHS hospital within 48 hours.

The best way to notify USPHS
that you are receiving emergency
treatment in a private hospital is to
phone USPHS and follow-up your
phone call with a telegram within 48
hours.

A telegram provides concrete
proof that you notified USPHS
within the 48 hour period. With that
proof you eliminate the chance of
USPHS losing the record of your
phone call. Sometimes in the past.

USPHS has refused to pick up the
tab for a Seafarer or Boatman
receiving emergency care in a private
hospital because they have no record
of notification.

Green Islands, and Green Valley.
Their new names are: George
Wythe, Button Gwynett, and Wil­
liam Hooper. The George Wythe
should be In operation by mid May
and the Button Gwynett and Wil­
liam Hooper by the beginning and
end of June, respectively.

Also In June, Waterman will he
further modernizing Its fleet with a
new Roll-On/Roll-Off ship called
the Benjamin Harrison. She is
scheduled to be followed In Septem­
ber by another new Ro/Ro, the
Edward Ruthledge. Waterman Is
also building three more new
Ro/Rp's, all of which should be
ready In 1981.

Delta Uruguay Committee

N Y. Patrolman Teddy BabkowskI (seated 2nd I.) is at a payoff last montfi aboard
the SS Delta Uruguay (Delta Line) at Port Newark, N.J. He's with the Ship's
Committee of (seated I. to r.) Recertified Bosun William "Bill" Fell, ship's chairman:
Chief Steward John Hunt, secretary-reporter 3rd Cook Fred Biegel, steward
delegate and an unidentified crewmember. In the background are BR "Sambo
botomayor and Deck Maintenance Ovidio R. Rodriguez, deck delegate.

18/ LOG / April 1980

. .. •• .



• • '5-L !^. • -

Great Lakes Fitout'

When the whistle blows, everyone goes—to the'
spring fitout on the Great Lakes that is.

Roland Lindemuth wheelsman on the Lewis G.
Harriman (Huron Cement) does sorhe repairs on the
deck of the old cement carrier built in 1923.

On board the St. Clair (American Steamship) in
Sturgeon Bay, Wise. QMED Robert Brunk pumps out
some lubricating grease for the engine room."

T HE inevitable has occured, as another shipping season on
just as it does every year— the Great Lakes commences.

Spring! With, the possible
exception of a few players in
the National Hockey League,
no one is thinking about ice.

There might still be a little
floating around in the Up^er
Lakes Regions. But for the mbst

Seafarers will be coming
from points far and near to
return to the jobs they left at
season's end last year. Some
will come from homes in
Florida or California or other
sunny climes where they fled to

part, the cold of winter past is- escape the chill winter winds,
just a memory—a memory to
be replaced as always by the

coasts of the Great Lakes, to the
steamers they and probably
many of their own people
have called home for years.
I n a matter of a few weeks the

men will have their ships ready
to sail. Cooks will busy
themselves in the galley
preparing the meals that will
provide nourishment to the

dutiful call of the steam whistle

Most, however, will be.travel- deck and engine personnel
ling only a short distance from who keep the vessels running
their homes, in any of the many smoothly,
cities and towns that dot the

Soon, the ships will be ready
to take on cargo and carry it to
familiar ports-of-call. They'll
carry coal from the banks of
Lake Erie and taconite from the
western shores of Lake Mich­
igan to supply the auto industry
in Detroit. Also, sand, stone
and gravel to supply materials
for the building trades. All
easily unloaded with the aid of
the massive cranes of self-
unloading vessels.

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AB/Wheelsman Robert Allen Is glad to
be aboard the William R. Roesch
(Pringle Transit) for another season.

Great

Ralph WIthrow, AB on the Paul Thayer
(Pringle Transit), has no quarrels with
the ore, coal and stone carriers' cook.

Gordon Aikens, night porter on the
Lewis G. Harriman does a little daytime
water glass washing In the ship's
galley.

A man who should be no stranger to
Great Lake's Seafarers Is John "Mac"
McCllnton, formerly the SlU's port
agent In Alpena, Mich. Mac's gone
back to wheeling for Huron Cement
and Is seen here aboard the Harriman
In Green Bay.

Lakes Fitout 80
April 1980 / LOG / 19



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_ Also on the Lewis G. Harriman is porter James P. Simpson
ft who deftly applies a little chocolate syrup to a scoop of walnut

ice cream. The Log's photographer reportedly gained five George Nelson QMED on the

•

II pounds on his tour of the Great Lakes' fleet. upcoming shipping season.

Great
Villiam R. Roesch ponders tfie QMED Brent McConnell makes sure theSt.C/a/r'stoolshed is

. in shipshape.

l.akes Fitout *
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Bos'n Roger Lorenz (I.) and watchgian Allen Beck get in to the swing ot
things as they repair a hatch cover on the Paul Thayer.

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Watchman John Schmanski climbs atop the Harriman's water tank to
unstop a clog in the vessel's fresh water supply.

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teisf Sl S AB Frank White has a p^ll on a cigarette and a Wise. That's Huron Cement's elder lady the £
sip of cpffee before turning to on the deck of the the Ford is undergoing extensive repairs a

The oldest and the newest can be seen at the Ai erican Shipbuilding Co.'s yard irrSturgeon Bay,
i*i;— -ri—Li /-»——loHv/fhpP Forcf io tho foroground. Originally built in 1898,

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LS>/^i^P Presque Isle in Milwaukee.

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background is American Steamship's 1000 too r Indiana Harbor built in 1979

Paul Murray (I.) wiper and SlU Rep. Joe Sigler take care of business on the
ir sinking at dockside in Milwaukee. In the Mike Norman is_a wheelsmari on the A///VSuf- St. Clair. '

fe/o (American Steamship).

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in the engine room of the Paul H. Townser)d (Huron Cement) oiler Gerald Shipmates aboard the William R. Roesch are (I to r) David Moraan deckhand: Jim Mitchell, AB,
Nokland keeps things running smoothly. - and Kerry Bluitt, deckhand. v • •/ a -

20 / LOG / April 1980

messhall of the Roger M.Kyes are (standing I. to r.) Clarence Doari, F I

April 1980 / LOG / 21

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Already fit for duty and pusfiing a barge downbound on the St.Ciair Rlver is Hannah Towing Co.'s tug the James
A. Hannah. Tug and crew were candidly photographed as they passed by the St. Clair Inn."

The galley gang of the Lewis G. are altogether and smiling. They are (I. to r.) Porter James P. Simpson- 2nd Cook
Lee Sleeper and Night Porter Gordon Aikens. ' /" •

Caught in the act of wiping is Brian Krus, wiper on
Paul Thayer. •

Boatswain Mike Tanner taps a new hole in a ballast
tank valve on the deck of the Lewis G. Harriman. tug/barge unils. vessels like IhePresque Isle have nol



Great
... •*• ' "^5. - ., V- / .',

Lakes Fitout '80
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The 560 ft. self-unloading vessel M/V Buffalo prepares for her third shipping
season after wintering in Toledo, Ohio. On her portside is what is known on the
Lakes as a "bumboat", which supplies crewmembers with gum candy and
cigarettes, as well as other amenities. Second cook David Grann (I.) slices some freshly baked bread while porter

Mohammed Ahmed waits to serve it to the crew of the Sf. C/a//-.

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Bos'n Musid 8. Dubashi gives the orders on the
Presque Isle. Built in 1973 the Paul Thayer (Pringle Transit) has become a mainstay on the coal run from Toledo.

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OMEQ.
' Dan Gallagher (I.) deckhand and Jere Timm wiper pool their resources while

fii Smith turns on the juice for the William R. Roesch's power plant. cutting a piece of pipe for the Lewis G. Harhman's engine room.

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April 1980 / LOG / 23

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Boston .' 2 2 11 14 1 5 5 4
New York 99 36 14 84 61 19 148 47 14
Philadelphia 10 5 1 7 6 1 13 10 2
Baltimore 6 5 35 21 1 34 10 9
Norfolk 10 11 10 6 2 51 20 16
Tampa —;... 9 5 2 6 7 0 9 4 4
Mobile 23 6 1 18 2 0 37 13 3
New Orleans 52 9 3 57 19 1 106 22 7
Jacksonville — ............ 25 4 2 32 12 2 57 11 5
San Francisco , 36 8 4 22 10 3 65 11 6

•'h./r- Wilmington — .20 3 8 11 11 3 33 8 12
6 13 45 10 9 55 7 30

Puerto Rico 14 2 2 35 12 3 15 1 3 • • Houston 13 5 47 17 1 103 • 24 12
ti*, ".fer Piney Point 0 0 0 0 3 0 0 0 0

Yokohama 4 0 0 0 1 0 4 0 0
Totals 425 115 73 420 212 46 735 193 127

TOTAL SHIPPED
All Groups

Class A Class B Class C

DECK DEPARTMENT

•*REGISTEREDON BEACH
All Groups

Class A Class B Class C

Port ENGINE DEPARTMENT

Boston 2 1 0 2 2 0 3 0 2
New York 101 48 5 69 41 4 158 100 14
Philadelphia ;. 11 4 0 6 5 0 - 17 4 1
Baltimore 25 14 2 27 17 2 34 18 4

6 2 . 9 6 2 29 12 4
Tampa 4 2 • 2 4 7 3 5 0 2
Mobile 16 12 0 10 3 0 27 15 0
New Orleans 12 0. 46 20 1 76 21 0
Jacksonville 17 1, 2 19 11 1 31 11 4

7 3 18 10 3 53 15 5
Wilmington 11 4 6 5 5 6 21 7 13
Seattle 23 10 4 23 16 2 42 15 8
Puerto Rico 8 3 0 9 7 4 7 3 0
Houston 13 2 36 16 0 78 21 8
Piney Point .... ......... 1 1 3 3 1 0 0 0
Yokohama 1 1 1 0 0 0 2 0 1
Totals 346 139 30 286 169 29 583 242 66

Port

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

STEWARD DEPARTMENT

0 3 0 0 2 0 1 3 0
40 23 3 40 72 6 55 40 6

3 3 0 2 4 0 3 4 1
12 1 0 22 14 0 12 4 1
9 4 1 7 5 3 23 8 2
4 2 0 6 0 2 3 2 0

18 1 0 12 4 0 28 1 0
24 2 3 25 25 0 57 5 6

9 5 1 15 21 1 18 8 2
19 1 2 12 6 1 23 2 3
6 1 5 5 1 7 12 2 12

12 3 7 13 9 4 27 4 14
14 1 0 11 4 1 8 2 1
19 2 2 24 14 1 52 7 6
0 0 0 0 11 0 0 0 0
0 0 0 0 0 0 0 1 0

189 52 24 194 192 26 322 93 54
Port

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

ENTRY DEPARTMENT

Totals All Departments

1 6 3
30 125 65

. - 4 21 2
11 18 8
5 14 10
1 10 2

12 5 5
30 33 9

7 19 3
18 21 7
2 7 26

12 34 36
13 16 3
24 49 15
0 16 0
1 4 0

171 398 194

1,131 704 321 900 573 101

4 8 7
43 227 140

2 41 10
16 40 17
11 41 28

1 16 4
12 21 7
41 71 37
11 44 - 9
26 30 21

1 28 89
16 45 55
17 26 7
18 85 52
0 0 0
1 5 0

220 728 483

1,860 1,256 730

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

Shipping in the month of March was good to excellent in all A&G deep sea ports, as it has been for the last
several years. A total of 1,574 jobs were shipped last month to SlU-contracted deep sea vessels. Of these, only 900
or slightly more than half, were taken by "A" seniority members. The rest were filled by "B" and "C seniority
people. Shipping is expected to remain good to tixcellent for the foreseeable future.

24 / LOG / April1980
k

SIU Atlantic, Gulf, Lakes
& Inland Waters

United Industrial Workers
of North America

PRESIDENT
Paul Hall

SECRETARY-TREASURER
Joe DiGiorgio

EXECUTIVE VICE PRESIDENT
Frank Drozak

HEADQUARTERS
675 4 Ave., Bklyn. 11232

ALGONAC, Mich.
520 St. Clair River Dr. 48001

(343) 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

CHICAGO, ILL.9383 S. Ewing Ave. 60617
(312) SA 1-0733

CLEVELAND, Ohio
1290 Old River Rd. 44113

(216) MA 1-5450
COLUMBUS, Ohio

4937 West Broad St. 43228
(614) 870-6161

DULUTH, Minn.
705 Medical Arts Building 55802

(218) RA 2-4110
FRANKFORT, Mich. ...... P.O. Box D

415 Main St. 49635
(616) 352-4441

GLOUCESTER, Mass.
120 Main St. 01903

(617) 283-2645
HOUSTON, Tex.... 1221 Pierce St. 77002

(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.... I 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.

350 Fremont St. 94105
(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, Fla 2610 W. Kennedy Blvd. 33609
(813) 870-1601

TOLEDO, Ohio... 635 Summit St. 43604
(419) 248-3691

WILMINGTON, Calif.
408 Avalon Blvd. 90744

(213) 549-4000
YOKOHAMA, Japan P.O. Box 429

Yokohama Port P.O. 5-6Nihon 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) 221-7993

WILMINGTON, Ca.
408 Avalon Blvd. 90744

(213) 549-4000

--T-:



At Sea i Ashore
Tampa

Retired Laker Quartermaster Bud Knuckey, 71, of Knuckey Rd.,
Brooksville, Fla. proves "it is productive to write your (U.S.)
representative (and/or) the President."

In Bud's own inimitable words he tells it like it is: "Several years back
when California was making noises like they didp't want (Alaska's) North
Slope oil landed on their shores, I wrote Jimmy Carter suggesting an
alternate method to bring the oil East.

"I then proposed a pipeline with its origin on Puget Sound (Wash.) its
terminus (end) at Great Falls, Mont, at (or near) the headwaters (source)
of the Missouri (River). The oil then to be barged all over the rivers'
system.

"Jimmy turned my information over to the (U.S.) Department of
Transportation which acknowledged my suggestion. When it seemed to
stagnate therp I then wrote to Sens. Frank Church (D-Ida.) and (then
solon) Mike Mansfield (D-Mont.) through whose states the line must
cross.

"Now lo and behold, the pipeline is slated for Minnesota (Clearbrook)
and the mighty Mississippi (River)... with refineries established along the
route to take care of local gasoline consumption.

"How about that, coming from a dumb seaman?" Incidentally, Bud
and his missus celebrated their Golden Wedding Anniversary on Feb. 1.

SS Sea-Land Express
Sea-Land's fifth of 12 new D-9 class diesel containerships, the S-L

Express, was launched last month at Tamano, Japan.

New Orleans

Early this month, MARAD began building a $820,000 marine
firefighting school here to train seafarers. It will be completed by August
on three acres rented from Delgado Junior College near NASA's
Michoud Assembly Plant in the eastern part of the Crescent City.

The school will have a three-deck Ship's Training Simulator with 12
training compartments as well as facilities for training in fighting blazes in
the bilges, fuel trunks, pressure flanges and oil-drum stowage.

* * *

In the middle of this month, a $125-million tax-exempt revenue bond
issue for the construction of the $600-miUion Louisiana Offshore Oil
Superport (LOOP) was quickly snapped up by investors.

The 8-9.298 percent serial bonds would pay off in 1983 and 2009. The
superport 19 miles out is not 3/5ths done. It started in late 1978 after the
first sale of $450-million of bonds at 6.3668 percent interest.

It will be the first U.S. deepwater (110 feet) unloading oil terminal 20
miles south of Grand Isle, La. and is set to open in February 1981. It will
be able to handle L4-million barrels daily of North Sea and West African
crude from tankers 175,000-750,000 dwt. drawing up to 95 feet.

Overseas Aleutian Committee

Slu Patrolman Teddy BabkowskI (seated left) is at a payoff aboard the ST
Overseas Aleutian (Maritime Overseas) late last month at .Stapleton Anchorage
S.I., N.Y. Seated (right) is 3rd Gook Raul Garon, steward delegate. Standing (I. to r.)
is the rest of the Ship's Committee of Chief Steward Cleo Jones, secretary-
reporter; Engine Delegate Joe Burns. Chief Pumpman Joh"
director; Bosun Ed "Rocky" Adams, ship's chairman and AB Harry Fisher, deck
delegate.

Underwater pipelines have been laid, the offshore buoy unloading/
control platform will be floated into place this summer and work began
in February by three special drilling rigs to punch holes into a series
of onshore, underground storage salt caverns.

ST Zapata Ranger
Zapata Tanker's ST Zapata Ranger got the MARAD .green light to

make one unsubsidized trip early this month for the MSG carrying only
petroleum products from the Med to the Azores, United Kingdom or the
Continent. Zapata was the sole U.S. flagger to make a bid. The cargo
could have been carried by a foreign-flag ship.

Galveston
Galveston's 8,000 voters early this month okayed by 700 votes a,

referendum to build a $350-million deepwater crude oil port terminal on
Pelican Is.

Construction could start next spring after the project gets a 50-foot
dredging permit and Coast Guard clearance from claims that the terminal
posed a fire and explosion threat to the Gulf Coast city. It could go into
service in early 1983 receiving tankers up to and more than 250,000 dwt.

A bond issue would finance the project.

7T Williamsburgh
Bay Tankers is seeking a MARAD OK to put the subsidized-built

225,000 dwt. supertanker TT Williamsburgh into the Alaska to the Lower
48 six-month run.

Mobile
Waterman Steamship Co. early last month had the keel laid for the new

R/0 R/O 692 foot John B. Waterman at Sun Shipyard, Chester, Pa. the
first of three combo containerships (the SS Thomas Heywood and the
SS Charles Carroll) to be built there.The others will be ready in July,
October, 1981. The first will be a 22 knot ship, able to carry 762 40 foot
containers, will be delivered in April 1981. Waterman will also have built
four 43,000 LASH vessels at Sun and Avondale Shipyard, New Orleans.

» • •

Waterman also chartered for 12 years three LASH ships the Green
Harbour, the Green Islands and the Green Valley irova. Central Gulf. Also
Waterman bought 36 LASH barges and chartered 450 lighters from
Central Gulf. * *-* • • -

Waterman last month also set up Southhampton, England as
its European headquarters with other offices in Rotterdanj, the
Netherlands and Bremerhaven, West Germany.

... Accept the challenge!
The new American LNG tankers . . . they're the
best. That's why they're manned by the SIU.
We're the best — the best trained seafarers in the
world Accept the challenge of being the best.
Train now to serve aboard the finest, safest ships
built. LNG Courses are beginning at the Lund-
eberg School on June 23 and July 21.

Sign up today! Write or call:

Horry Lundeberg School
Vocational Education Department

Piney Point, Maryland 20674
Phone: (301) 994-0010

You're one of the best... Accept the challenge!

April 1980 / LOG / 25

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AMERICAN HERITAGE (Apex
Marine), February 3—Chairman, Re­
certified Bosun Leo Paradise; Secretary
M. Deloatch; Educational Director C.
Merritt. $30 in ship's fund. No disputed
OT. The steward congratulated General
Steward Utility, Miss Elizabeth Papciak
for the fine job she is doing aboard. She
is the best worker and the cleanest
worker that I have sailed with from
Piney Point. She will go a long way in
this profession. She works rings around
men. A vote of thanks to the steward
department for the best feeding ship.
Next port Stapleton.

OVERSEAS VALDEZ (Maritime
Overseas), February 3—Chairman A.
B. Caldeira; Secretary J. Craft; Educa­
tional Director G. Angler; Deck Dele­
gate D. Dinnes; Engine Delegate J.
Alvarado; Steward Delegate J. Gon­
zalez. $38 in ship's fund. Some disputed
OT in deck department. Secretary
reported that the movie fund donations
were good and the movies being
obtained from other Maritime Overseas
ships were helping to build up a movie
library. It was requested that the
chairman contact the Union in regards
to the unsafe working conditions on
board, due to improper equipment.
There are also oil leaks and heavy oil
deposits in the pump room. A special
vote of thanks to the steward depart­
ment and the baker.

GOVE EXPLORER (Cove Ship­
ping), February 17—Chairman J.
Bermudez; Secretary C. Kreiss; Educa­
tional Director C. Crowder; Engine
Delegate* B. Burns. No disputed OT.
Chairman emphasized the importance
of upgrading and the need to support
SPAD. Advised members of President
Paul Hall's hospitalization and of
Executive Vice President Frank Drozak
carrying out the duties of President.
Brother Drozak will have the full
support of the crew of the Cove
Explorer. A note of congratulations to
Brother Kreiss on his acceptance to the
Steward R^ecertification at Piney Point.
He will truly be missed. A vote of
thanks to the steward department for a
job well done.

OVERSEAS ANCHORAGE (Mari­
time Overseas), February 17—Chair­
man J. Burkeen; Secretary Ken Hayes;
Educational Director L. Cole. No
disputed OT. All communications
received were read and posted. Chair­
man reports that the crew was sad to
•hear that our President Paul Hall is in
the hospital. Brother Frank Drozak was
given a 100% endorsement for filling in
as President and directing the Union
through these rough times. A hearty get
well to Paul Hall. The LNG school list
has been posted and the crew was asked
to upgrade if they qualify. A thank you
to Mrs. Kosciusko of the Log office for
her attention in getting the Log to the
ship.

26 / LOG / April 1980

EL PASO ARZEW (Arzew Tanker
Co.), February 3—Chairman, Recerti­
fied Bosun S. Krawczynski; Secretary
J. Higgins. No disputed OT. Chairman
thanked the crew for a good trip. Report
to Log: "A very nice letter was written to
El Paso Vice President complimenting
the steward department on the meals
that have been served. The menu,
variation and service of same. A copy of
such was posted by the crew. Also cited
was the development of the Harry
Lundeberg School of Seamanship for
the work they have done from entry
rating thru recertification ratings that
have shown the work, training and job
preparation and pride in work of the
men and wopien involved."

OGDEN WILLAMETTE (Ogden
Marine), February 10— Chairman,
Recertified Bosun A. C. Campbell;
SeCTetary R. De Boissiere; Educational
Director R. D. Holmes; Deck Delegate
W. C. McKinnon; Engine Delegate R.
B. Holmes; Steward Delegate Willie
Smith. No disputed OT. Chairman
thanked crew for their help and
discussed the importance of donating to
SPAD. Educational Director reminded
everyone that safety is your job and
mine. Everything that is not safe should
be reported. The life you save may be
your own. A special vote of thanks to all .
departments. Report to Log: "Special
praise to Captain Fergeruson, Chief
Steward Tony De Boissiere, Bosun A.
C. Campbell; R. W. Rodgers and R. D.
Holmes for all their help in the sea^
rescue of the boat Suzy off Key Largo.
Three survivors were fed, clothed and
given medical attention on Jan. 19,2300
hours." Next port Baltimore.

ALLEGIANCE (Interocean Mgt.),
February 6—Chairman K. MaVston;
Secretary G. Rosholt; Educational
Director James H. Babson; Deck
Delegate Arthur Vogel; Engine Dele­
gate E. Smith; Steward Delegate J.
Buggs. $45.30 in ship's fund. No
disputed OT. Educational Director
noted that rough seas are with us and
everyone should be especially aware of
his and his shipmates safety. Do-not
take unnecessary chances. A letter was
received frbm headquarters in answer to
question of why the minimum working
days were changed from 90 to 125 days
which came up in the last meeting.
Everything was clearly explained in the
letter. Next port Norfolk.

GOLDEN MONARCH (Apex
Marine), February 22—Chairman,
Recertified Bosun J. L. Bourgeois;
Secretary A. Romero; Deck Delegate
Charles Romano; Engine Delegate
Donald V. Cox. No disputed OT.
Educational Director requested all
members to take advantage of upgrad­
ing at Piney Point. Report to Log: "All
our best wishes to our President Paul
Hall for a speedy recovery and a lasting
one.

VIRGO (Apex Marine), February
10—Chairman Dolph Holm; Secretary
Fred R. Hicks, Jr.; Educational Direc­
tor William Turner; Deck Delegate G.
Durham; Engine Delegate Q. Zam-
brano; Steward Delegate Benjamin
Corpus. No disputed OT. Chairman
requested that all members cooperate
and do their respective jobs in true SIU
fashion. Always do it in a ship shape
manner. Educational director noted
that movies were being shown on board
for crew by licensed officers and that
there was a need for the crew to have its
own cassette and film library. Also that
many new brothers were being taught
fundamentals of Union membership.
Report to Log: "One of our brothers,
who is from England originally, has
been really keeping the brothers smiling
by telling them stories of his many
experiences aiid exploits ashore. He has
brought back many polaroid pictures
for the crew to enjoy." Next port
Yorktown.

OVERSEAS VIVIAN (Maritime
Overseas), February 25—Chairman J.
L. Bass; Secretary H. Roberts; Educa­
tional Director D. Compeau; Deck
Delegate F. Rivera; Engine Delegate
Bryan Dunlap; Steward Delegate
Norman Evans. $21.40 in ship's fund.
No disputed OT. Not too many com­
munications received from Headquar­
ters. Report to Log: "The crew as a
whole said a prayer for our President
Paul Hall and hope for a speedy
recovery.' Next port Pamama Canal
Zone.

SEA-LAND HOUSTON (Sea-Land
Service), ' February 26—Chairman,
Recertified Bosun* Julio Delgado;
Secretary H. Ortiz. No disputed OT.
Chairman congratulated the officials at
Piney Point for offering such important
courses for this new technology on the
coming new Merchant Marine. Secre­
tary noted that in the last Logyow could
read about the new LNG ships we have
obtained. This means new, jobs, for
those who qualify. A vote of thanks to
the steward department for a job well
done.

EL PASO HOWARD BOYD (El
Paso Marine), February 17—Chair­
man, Recertified Bosun F. Walker;
Secretary D. Collins; Educational
Director L. Tanner; Engine Delegate
Harry Gearhart. No disputed OT.
Chairman noted that President Hall was
very sick and all crewmembers wished
him a speedy recovery. Steward dis­
cussed the updated welfare plan and
told the crew that his copy was at the
crews use but must be returned. A
suggestion was made that tapes be
played all day. A vote of thanks to the^
steward department for fine food. Next
port Cove Point.

SEA-LAND CONSUMER (Sea-
Land Service), February 10—Chair­
man, Recertified Bosun A. Lasnansky;
Secretary L. Webb; Educational Direc­
tor S. Oterle; Engine Delegate K. Cook;
Deck Delegate Harvey Hood. No
disputed OT. Chairman gave a very
good talk on the advantages of upgrad­
ing and the chance to go to the LNG
school. All hands were reminded to keep
water tight doors closed in bad weather.
Secretary gave a vote of thanks to all for
their cooperation in making this a good
trip. A vote of thanks to the steward
department for a job well done. Next
port Houston.

SEA-LAND PATRIOT (Sea-Land
Service), February 12—Chairman,
Recertified Bosun Arthur Beck; Secre­
tary C. E. Bell; Educational Director S.
Green; Deck Delegate R. A. Lawrence;
Engine Delegate Julian Lopez; Steward
Delegate Eli Kralich. The ship's chair­
man urged all crewmembers to take care
of the new vessel and its equipment. No
disputed OT. A vote of thanks to the
steward department for a job well done.
Report to Log: "This is the first voyage
of the D-9 type vessel. It is equipped
with a suana bath, gym, library, a
spacious well equipped galley, 42 inch
beds for all the crew and 12.2 meters of
space for each mans room. The vessels
average speed is 22 knots." Next port
Yokohama.

COVE SAILOR (Cove Shipping),
February 24—Chairman, Recertified
Bosun E. K. Bryan; Secretary Raymond
P. Taylor; Educational Director O. T.
Gaskins. Some disputed OT in deck
department. All communications as
received were read and posted. Chair­
man held a discussion on Union benefitSi
Bosun Recertification program and
upgrading classes. Advised all members
to read the Log as it will answer many
questions concerning your Union. A
vote of thanks to the steward depart­
ment for a job well done.

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

POTOMAC
OGDEN CHALLENGER
COLUMBIA
SEA-LAND COMMERCE
PANAMA
OVRSEAS JUNEAU
GREAT LAND
SANTA MERCEDES
OVERSEAS ARCTIC
DEL SOL
SEA-LAND MC LEAN
JACKSONVILLE
ALEUTIAN DEVELOPER
OVERSEAS HARRIETTE
MONTICELLO VICTORY
SEA-LAND GALLOWAY
BORINQUEN
EL PASO CONSOLIDATED
DELTA PERU
AGUADILLA
PISCES
ANCHORAGE
OGDEN CHAMPION
MAYAGUEZ
ARECIBO
COVE SPIRIT
PHILADELPHIA
MERRIMAC
TAMARA GUILDEN
SEA-LAND VENTURE
OVERSEAS ALASKA
CAROLINA
CONNECTICUT
BEAVER STATE
DELTA AMERICA
CANTIGNY
THOMAS NELSON
COUNCIL GROVE
INGER
DELTA NORTE
DELTA PARAGUAY ^
TRANSCOLUMBIA 1
OVERSEAS WASHINGTON, I
ULTRAMAR
PUERTO RICO
LNG ARIES
OGDEN YUKON
MOBILE
WESTWARD VENTURE
SEA-LAND FINANCE
SEA-LAND ECONOMY

%



U.S. Ships Visit· Red China: Still No Bilateral Pact

T
RADE between the U.S.
and China could eventually

provide a good deal of cargo for
merchant ships. The question is,
whose ships will benefit?

The SIU has been fighting for
bilateral agreements between the
U.S. and her trading partners.
Such agreements would guaran­
tee that a certain amount of
cargo be reserved for the fleets
of the two nations doing the
trading.

This is what happened in 1972
when the U.S. and Russia
agreed to send one third of their
grain trade on American ships
and one third on Soviet vessels.

The Union believes that many
more of this type of agreement
must be put into effect if the
U.S. merchant fleet i s to
survive.

And the SIU sees no reason
why such an agreement with
China could not ''come soon.
Trade between the two countries
is already going on and just last
year American-flag ships began
making calls on Chinese ports,
something that has · not been
done for 30 years.

One of the first American
ships to enter a Chinese port
since U.S.-China trade reopened
was the SS President Wilson

A C-5, combination break/
bulk/passenger ship, the Presi­
dent Wilson spent six days in
the northern Chinese port of
Hsing Kiang jn late September
and early October. In fact, even
though she was beat into China

cued beef sandwiches, and_ fried
chicken. He said that everyone
took some of each.

Cocktails were also served
and a John Wayn� movie called
"War Wagon" was shown.

Rosander said the "party
by the ship of another U.S.-flag went over great."
line, the Wilson was the first to
enter this particiJlar port.

As explained by the Wilson's
Peeked at Peking

Chief Steward Carl Rosander, 'The ship was carrying her full
Hsing Kiang is the seaport for complement of 12 passengers,
Peking. The port's old name, he all of whom spent four days in
said, was Takubar. Peking. Members of the crew

Located 120 miles from who could get time off also took
Peking, Hsing Kiang is not a trips to China's capital.
large city, Rosander noted, but There were "no restrictions on
she's the third largest seaport in travel" Sea farer Rosander
China. , ··pointed out. Though he himself

Rosander, who is 48 years did not get up to Peking, he did
old, was very favorably im- get around Hsing Kiang. There's
pressed with what he saw. The an ''excellent seamen's club" in
people he met were quite the city, Rosander said, and a
friendly. At a party that was good restaurant with great
given on the ship one night, he Mandarin food and fine service.
found that the guests (99 per- He had high praise for the beer
cent of whom spoke English) ·• called Tsing-Tao.
were very interested in what he There· is also a Fijendship
and other members of the crew store in port that gives seamen a
thought of their country. They 14 percent discount.
were also glad that relations Brother Rosander, a 19-year
were better between the U.S. Union veteran, had been hoping
and China. the President Wilson would go

Most of the 45 guests at the back to China before returning
party were port and immigra- to Seattle, Wash. She didn't.
t i o n o f f i c i a l s and o t h e r s But there's a good chance he'll

get back to China again in the
not too distant future.

The President Wilson,. which
is ten years old, was the first
APL ship to go to China in 30
y e a r s . Bu t s h e w a s s o o n
followed by two other APL
vessels. According to company
officials, they were the President
Jackson and ·the President
Taylor. The Taylor visited the
port of Shanghai in southern
China in-mid January while the
Jackson visited northern China
in late November and early
December of 1979.

The ships have been bringing
over such cargoes as cotton and
tallow and have· been returning
with gene�al cargo, including
honey, said APL officials.

APL ships to China are not
running on a regular schedule
yet since the trade is in the early
phase of development.

However, Sea-Land Service,
another SIU-contracted com­
pany, this month began the first
regularly scheduled container­
ship service between Shanghai
and North America.

Right now, _!he new service
will operate twice monthly.
Initial ports of call in North
America will be Oakland and
Long Beach, Calif. and Seattle,
Wash . . {American President Line). The

SIU A&G District represents
the steward department on APL
ships ever since the merger of
the Marine Cooks. and Stewards
Union and the A&G District in
1978.

connected with shipping.
It had been requested before­

hand that oriental food not be
served. So Brother Rosander
and his department prepared
hamburgers, hot dogs, barbe-

Report Progress in U.S.-China
Bilateral Shipping Agreement

If you know reefer maintenance,

you can make good money.

So be a refrigerated container

mechanic. Take the course.

Get the skills.

Enroll now!

To sign up, contact:

Harry Lundeberg School

Piney Point, Maryland 2067 4

Phone: (301)994-0010

Ref rlgeration Systems
Maintenance and

Operations Course
starts June

0

Though finalization is not around
the corp.er, the U.S. and the People's
Republic of China are coming closer
to a shipping agreement.

Earlier this month a meeting was
held in Washington, D.C. between

Chinese maritime officials and a
U.S. delegation led by Samuel B.
Nemirow, assistant secretary of
commerce for maritime affairs.

This was the second meeting
between the two countries concern­
ing a shipping pact. Mr. Nemirow
said that a "developing.. working
relationship" has evolved between
the maritime officials of both
countries. The two sides have been
able to "resolve a number of details,"
Nemirow stated.

·

However, the countries have not
come to any conclusive agreement.
This may happen at their next
meeting but no date has been set for
that. Nemirow stressed that because
of the relationship between the
parties, the scheduling of another
meeting is easier than in the past.

Among the main issues in any
kind of maritim� agreement are
cargo sharing and port access.

The SIU strongly believes that a
bilateral shipping pact should exist
between the two countries. This
would mean that a certain percen-

tage of the cargo that goes between
the U.S. and Chin a would be
reserved for the flag ships of each
nation.

Personals
Nick "Smokey" Yrdoljak

Please contact the Log at 499-6600

Ext. 242.

Jose Pratts

Please contact, Maria Pratts, 272

Wyckoff Stree t, Apt. 6-H, Brooklyn,

N. Y., 11217.

John H. Boyle Jr.

Please contact your daughter, Kath·

leen Kroen, 34 Van Ness Road, Bel·

mont, Mass. 02178. Tel. (617) 484-3530.

Money Due For
Potomac Trip

The foll owing Seafarers sh ould
contact Red Campbell at SIU Head­
qu arters (212)-499-6600, regarding
money due them from a voyage on the
SS Potomac.

Leonard Quindley-S.S.# 030-24-2848
Carlos Miranda-S.S.# 580-36-1'194
Robert Shaw-S.S# 156-46-5669
Gerald Orsefski-S.S.# 163-34-5171
Vincent Grima-S.S.# 140-27-6474

James Dodd-S.S.# 224-40-4159
David Stritmatter-S.S.# 214-72-7540

April 1980 I LOG I 21

.,,.. -------- _.,,, ... ---··----------------------�----------.. ·-,�-· ····-··---- - - . . . ...... _ -·- ·· . .
-..,,,.��--.,-,.� . . ,...-�--..... --· . . ,_ ... ,� � ................. -� .... ,-..,,� .. ,,,,, ... •' . , ....... _ .. ,, .. , ......... �,..,, ....... .,�·· ., .. . . ..... ,, ... . . .... , ........ .. ,, . . .. �·---· ·�·· .,; .. _::..._ _ _________ -_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-.:...-_-_-_-_-... --. . ,. ..... , .... ,_., ............. .. ........ � .. �..... """" , .. ... .



n

•> .T

' 'X'' "'

Legal Aid
In the event that any SIU members

have legal problems in the various
ports, a list of attorneys whom they can
consult is being published. The mem­
ber need not choose the recommended
attorneys and this list is intended only
for informational purposes:

NEW YORK, N.Y.
Schuiman & Abarbanel
350 Fifth Avenue
New York, N.Y. 10001
Tele. #(212) 279-9200

BALTIMORE, MD.
Kaplan, Heyman, Greenberg,
Engelman & Belgrad
Sun Life Building
Charles & Redwood Streets
Baltimore, Maryland 21201
Tele. #(301) 539-6967

HOUSTON, TEX.
Archer & Peterson
Americana Building
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

f SAN FRANCISCO, CALIF.
John Paul Jennings, Henning

^ and Wash
100 Bush Street, Suite 1403
San Francisco, California 94104
Tele. #(415) 981-4400

Philip Weltin, Esq.
Weltin & Van Dam
No. 1 Ecker Bid.
San Francisco, Calif. 94105
Tele.#(415) 777-4500

ST. LOUIS, MO.
Gruenberg & Sounders
721 Olive Street
St. Louis, Missouri 63101
Tele. #(314) 231-7440

NEW ORLEANS, LA.
Barker, Boudreaux, Lamy,
Gardner & Foley
1400 Richards Building
837 Gravier Street
New Orleans, Louisiana 70112
Tele. #(504) 586-9395

Lbs ANGELES, CAUF.
Fogel, Julber, Reinhardt &
Rothschild
5900 Wilshire Boulevard
Los Angeles, California 90036
Tele. #(213) 937-6250

MOBILE, ALA.
Simon & Wood
1010 Van Antwerp Building
Mobile, Alabama 36602
Tele. #(205) 433-4904

DETROIT, MICH.
Victor G. Hanson
19268 Grand River Avenue
Detroit, Michigan 48822
Tele. #(313) 532-1220

GLOUCESTER, MASS.
Orlando & White
Two Main Street
Gloucester, Massachusetts 01930
Tele. #(617) 283-8100

SEATTLE, WASH.
Vance, Davies, Roberts,
Reid & Anderson
100 West Harrison Plaza
Seattle, Washington 98119
Tele. #(206) 285-3610

CHICAGO, ILL.
Katz & Friedman
7 South Dearborn Street
Chicago, Illinois 60603
Tele. #(312) 263^6330

28 / LOG / April 1980

QMED'S You Are Looking
At The Future

Get Ready ioi It!
Take the Diesel Engines

Course at HLS

It starts
July 7

Contact HLS to enroll.

Dispatchers Report-for Inland Waters
MARCH 1-31,1980 *10741 REGISTERED TOTAL SHIPPED ••REGISTERED ON BEACH

AIGroupt AN Groups AIIGroups
aamA ClassB ClassC ClanA ClatsB dassC ClanA ClaasB CtassC

Port DECK DEPARTMENT

Boston G O 0 0 Q Q o 1 0
New York 0 0 0 0 0 0 0 0 0
Philadelphia - OOO 000 000
Baltimore 2 2 1 0 0 0 12 14 4
Norfolk ;...... 0 - 0 0 0 0 0 0 0 0
Tampa 4 1 1 1 1 i 6 3 7
Mobile 1 2 0 0 1 0 4 3 1
NewOrleans 414 000 948
Jacksonville 2 0 0 0 0 0 4 0 1
San Francisco... 000 000 000
Wilmington 30. 0 1 00 11 98
Seattle 0 0 0 0 0 0 0 0 0
Puerto Rico ; 0 0 4 0 0 3 0 0 3
Houston 6 4 5 1 6 1 10 5 - 4
Port Arthur......... .*...................... 10 6 7 6 2 4 16 12 22
Algonac 000 000 0 0 0
StLouis 4 2 4 6 1 2 5 3 10
PineyPoint 12 0 0 11 0 0 1 0 0
Paducah 7 7 36 3 2 3 20 11 108
Totals 55 24 62 , , . 29 13 14 98 65 176

Phrt ENGINE DEPARTMENT

Boston—...T. 0 0 1 0 0 0 0 -^0 0 0
NewYork 0 0 ' 0 0 0 0 0 0 0
Philadelphia... 0 0 0 0 0 0 0 0 0
Baltimore 0 0 0 0 0 0 0 0 0
Norfolk 0 0 0 0 0 0 0 0 0
Tarnpa.... 0 0 0 0 0 0 0 0 1
Mobile 0 0 0 0 0 0 1 0 0
NewOrleans 0,00 000 000
Jacksonville 0 0 0 0 0 0 2 0 1
San Francisco 0 00 000 000
Wilmington 1 0 0 0 0 0 2 1 0
Seattle .' 0 00 000 0 00
ftjertoRico 000 000 000
Hou^n 01 0 1 0 1 0 0 1
PortArthur. 0 0 0 0 0 0 2 0 0
Algonac 000 000 000
St LOUIS." 0 0 0 0 0 0 0 0 0
RrieyPant 0 0.0 0 0 0 0 0 0
Paducah..., Ill 0 0 1 103
Tettle 2 2 1 1 g J J 16

STEWARD DEPARTMENT

•• — 0 0 -0 0 0 0 0 0 0
NewYork o 0 0 0 0 o n n n
^iladelphia 000 0 00 000

a"'::::::::::::;::;;::;:;::::::::;:; 8 J 8 g 8 8 8
NewOrleans 110 Ooo
Jacksonville 100 000 101
SanFrancisco 000 OOn An n

nR R 0 0 0 1 0 0 Seattle O 0 0 o O n n n n
Pue^Rico 0 0 0 0 0 0 0 0 0
Houston 1 0 0 0 O n i n n
PortArthur '. l o Q 10 0 i • R ?
Wgpnac 0 0 0 0 0 0 0 0 0
StLouis 0 0 0 0 0 0 n n n

0 0 0 0 0 0 8 0 0
294 iO O 52 18
^ IT 301 12 329

TalabAROaiMrtnianta 65 70 33 13 17 US 69 211

•Total Registered" means the number of men who achially registered for shipping at the port last month
••"Registered on the Beach" means the total number of m«i registered at the port at the end of last monthi

5 ;,!•

' fit,

- -•-•Si,' ^ .-V



.. .^ . .' •• •: ''vk'-"1 a-:'

•te

Norfolk
J

The new contract for SIU Boatmen at C. G. Willis Co. was wrapped up
late this month and was waiting for the company's signature then.

The contract for Marine Contracting and Towing Co. of Charleston,
S.C. was signed by the Union and the company in April. Johnny Waters is
the delegate there.

Mobile,

Contract negotiations at a new SIU company here, the Tan-Tex
Towing Co. has ended up in the courts. The company has refused to
bargain with the Union as of now. More later.

Tenn-Tombigbee Waterway

Backers of the half-completed $2-billion 232-mile Tenn-Tom
Waterway, who were arguing their case in Washington, D.C. on Mar. 24,
won another victory as the 5th Circuit Court of Appeals in New Orleans
ruled that the Louisville & Nashville Railroad and environmentalists had
waited too long to file suit stating that the U.S. Corps of Engineers,
contrary to law, had widened the canal from 170 to 300 feet.

The decision confirmed an earlier favorable ruling.
Eight of thejvaterway's 10 locks have been or are being built now. A 26-

mile stretch of the canal is being dug 175 feet down into hilly northeast
Mississippi countryside. The project will require more excavation than
was needed for the Panama Canal.

Port Arthur .

Voting by members was going on here almost a week before LOG
presstime on the Sabine Towing Co. contract. Sabine is also building two
new tugs. Construction though is not yet in the advanced stages. They will
be SIU top to bottom.

Western Towing contract negotiations will start at the end of the year.

St. Louis

Contract talks at Orgulf and Ozark Marine are over with the pact
ratified by the membership, signed and sealed and delivered.

Lock and Dam 26

Legal beagles for railroads and environmentalists have appealed the
October 1979 decision by U.S. Federal Judge Charles E. Richey granting
the Army Corps of Engineers the right to begin work on a new Lock and
Dam 26 on the Mississippi River at Alton, 111.

On Mar. 26, in a 147-page brief, the lawyers called for a hearing before
all judges of the U.S. Court of Appeals in Washington, D.C. instead of
the three-judge panel which normally listens to appeals.

Coca-Cola early this month told the SEC that it will in May put the
riverboats Delta Queen and Mississippi Queen (Delta Steamship) on
independent status. COKE bought the firm in 1976. Bookings for trips on
the paddlewheelers are reported up.

Jacksonville

The new tug Admirals (Admiral Towing) captain and chief engineer
have taken her out for sea trials. Delivery is expected by the end of the
month.

lOTs new tug Independence, sistertug of the tug Freedom, was down
here from the port of Philadelphia so her Capt. W. Hudgins could take
command.

The dredge Sugar Island (North American Trailing) entered the
Tampa Shipyard for repairs last month.

Port Agent Leo Bonser, vice-president of Florida's AFL-CIO and a
state Carter convention delegate, went up to the capital, Tallahassee last
month with Crowley Engineer Richard McAvoy for an AFL-CIO
meeting.

New Orleans

Louisiana motorists' green, white and orange license plates will have a
brand new look next January featuring a Mississippi River steamboat, oil
drilling rig and leaping fish with the nickname, "Sportsman's Paradise."

Tampa

Late last month our Gulf Relief Cook Duncan V. "Pat" Patterson
advised us .that he was working again on the tug Alice Moran from Ft.
Lauderdale to Texas City, Tex. via Goodhope, La. and Beaumont, Tex.
and back in two weeks. He says his captain paints seascapes and hears he's
"pretty good." Most of them go for "several hundred dollars apiece!",
hears Pat.

Old Morris Canal, NJ.

A unique civil engineering feat, that let boats in northern New Jersey's
century old Morris Canal (1831-66) surmount 900-foot high
mountainous terrain along the waterway's route, has been named a
National Historic Civil Engineering Landmark by the American Society
of Civil Engineers.

The canal after the Civil War handled more than 889,000 tons of cargo.
It used 23 hydraulic powered inclined planes in combo with the locks to
"climb" the boats 914 feet from Newark Bay to the top at the tip of Lake
Hopatcong. There they were lowered gradually 760 feet to the Delaware
River at Phillipsburg, Pa. The total rise and fall was just over 1,672 feet in
a little more than 90 miles—a milestone in those days.

Mount Vernon Victory Committee Notice On shipping Procedures (Deep Sea)
When throwing in for work

during a Job caii at any SiU
Hiring Haii, soamon must pro­
duce the foiiowing:

• membership certificate
(where possessed)

• registration card
• ciinic card
• seaman's papers
• vaiid, up-to-date passport
in addition, when assigning

a job the dispatcher wiii com-
piy with the foiiowing Section
5, Subsection 7 of the SiU
Shipping Rules:

"Within each class of senior­
ity rating in every Depart­
ment, priority for entry rating
jobs shall be given to ail sea­

men who possess Lifeboat-
man endorsement by the
United States Coast Guard.
The Seafarers Appeals Board
may waive the preceding sen­
tence when, in the sole judg­
ment of the Board, undue
hardship will result or extenu­
ating circumstances warrant
such waiver."

Also, ail entry rated mem­
bers must show their last six
months discharges.

Further, the Seafarers Ap­
peals Board has ruled that "0
classification seamen may
only register and ssTii as entry
ratings in only one depart­
ment."

Early this month the Ship's Committee and these four other crewmembers of the
ST Mount Vernon Victory (Victory Carriers) were at the payoff at the Exxon Dock,
Bayway, N.J. They were (rear I, to r.) AB Frank Zapata, deck delegate, Chief
Pumpman Bernard Burge, educational director; Bosun Gene Paschall, ship s
chairman and OS John Williams. In front (I. to r.) were AB John Landry, OS Jim
Lewis, BR Anthony L. Hammond, steward delegate and AB Juan Castillo.

DEEP SEA
•f

April 1980 / LOG J 29

-j

f

r J. .

^



.,

Clarence F. Burrowes, 63, joined
: the SIU. in 1943 in the port of New
' York sailing as a chief cook. Brother

Burrowe·s was born· in the British.
West Indies, is a naturalized U.S.

' citizen and is a resident of Prichard,
Ala.

Sung Yuen Chen, 65, joined the
SIU in the port of San Francisco in
1966 sailing as an AB and in the
steward department for 22 ·years.
Brother Chen was born in China and
is a naturalized U.S. citizen. He is a
resident of San Francisco.

Adie Coleman, 65, joined the SIU
in 1945 in the port of New Orleans
sailing as a chief cook. Brother
Coleman upgraded at the Harry
Lundeberg School, Piney Point, Md.
in 1970. He was born in New Orleans
and is a resident there.

Felix Elizga Dayrit, 65, joined the
SIU in 1948 in the port of New York
sailing as a fireman-watertender.
Brother Dayrit is a veteran of the
U.S. Army during World War IL He
was born in the Philippine Islands
an�f is a resident of San Francisco.
Dayrit has patents on severl1_1 things
he has invented.

·

Thomas James Esposito, 63,
joined the SIU in the port of New
York in 1960 sailing as a chief cook
and chief steward. Brother Esposito
sailed for the American Banner Lines
Co. and worked on the Sea-Land
(N.J.) Shoregang from 1974 to 1979.
He attended the Andrew Furuseth
Training School, Brooklyn, N.Y. in
1959. Seafarer Esposito is a veteran
of the U.S. Army and a former
member of the Teamsters Union. ·

Born in New York City, he is a
resident of Woodside, Queens, N.Y.

Charles Frank, 62, joined the SIU
in 194 7 in the port of New York
sailing as an AB. Brother Frank was
born in Pennsylvania and is a
resident of Wilmington, Calif.

Johnnie Rufus Holladay, 59 ,
joined the SIU in the port of Mobile
in 1959 sailing as a chief cook.
Brother Holladay sailed 34 years. He
is a veteran of the U.S. Coast Guard
in World War II. A native of
Greenville, Ala., he is a resident of
Mobile.

Frank Charles Ku miega, 58,
joined the SIU in 1949 in the port of
New York sailing in the steward
department. Brother Kumiega also
sailed as a steward departm'ent
delegate. He hit the b!-icks in the 1961
Greater N .Y. Harbor beef. Seafarer
Kumiega is a veteran of the U.S. ,
Army in World War II. Born in
Wilkes-Barre, Pa., he is a resident of
Baltimore.

Lorenzo Rinaldi, 62 , joined the
SIU in the port of Baltimore in 1955
sailing as a chief steward and chief
cook. Brother Rinaldi sailed on the
Bull Line. He sailed 33 years.
Seafarer Rinaldi was born in La

Spezia, Italy and is a naturalized U.S.
citizen. He is a resident of Baltimore.

30 I LOG I April 1980

Seth Thomas Bennett, 72, joined
the Union in the port of Norfolk in
1967 sailing as a cook on the Tug
Sharon B. (Norfolk Towing) in 1973,
Allied Towing from 1962 to 1972 and
for North Euroboat Towing in 1977.
Brother Bennett helped to organize
Southern Carriers. He is a veteran of
the U.S. Coast Guard during World
War II and the U.S. Navy before the
war. Boatman Bennett was born in
Dunn1 N .C. and is a resident of
Raleigh, N.C.

Bernard Joseph Iwanowski, 62,
joined the Union in the port of
Philadelphia in 1960 sailing as a cook
for Taylor and Ander.son from 1958
to 1979, the Warner Co. and the
Narvi Co. from 1947 to 1958. Brother
Iwanowski is a veteran of the U.S.
Army's 5th Armored Division in
World War II. He was born in
Phjladelphia and is a resident there.

Henry Suire, 59, joined the Union
in Port Arthur, Tex. in 1962 sailing as
a deckhand and tankerman for
Sabine Towing from 1952 to 1980.
Brother Suire is a former member of
the NMU. He is a veteran of the U.S.
Navy in World War IL Boatman
Suire was born in Menteau, La. and
is a resident of Port Arthur.

Randolph Auburn Ruckus, 72,
joined the Union in the port of

: Norfolk in 1963 sailing as a mate,
captain and pilot for the Curtis Bay
Towing Co. and formerly for the
Bruan Shipping Corp. from 1953 to
1960. Brother Buckus is a veteran of
the U.S. Army in World War II. He
was born in Norfolk and is a resident
of Virginia Beach, Va.

Charles Edgar Morris, 65, joined
the Union in the port of Philadelphia
in 1961 sailing as a mate, captain and
pilot for the Curtis Bay Towing Co.
from 1945 to 1979. Brother Morris
was a chief petty officer in the U.S.
Navy during World War II. He was
born in Millville, N .J. and is a

resident of Oaklyn, N .J.

Ernest J. Ross, 59, joined the
Union in the port of Alpena, Mich.
in 1960 sailing as a deckhand and
gateman for the Boland Steamship
Co. Brother Ross was born i n
Detroit, Mich. and i s a resident o f
Alpena.

Ernest Harold Wiley, 71, joined
the SIU in the port of San Francisco
in 1963 sailing in the steward
department. Brother Wiley was born
in Kansas and is a resident of
Newark, Calif.

Conrad Olaf Schmidt, 66, joined
the Union in the port of Toledo, Ohio
in 1960 sailing as a fireman-water­
tender for the Reiss Steamship Co.
Brother Schmidt sailed 39 years. He
was born in Washington Is., Wisc.
and is a resident of Sturgeon Bay,
Wisc.

' ... , . .

· - Augustin A. Van Severen, 69,
joined the SIU in the port of New
Orleans in 1956 sailing as a fireman­
watertender. Brother Van Severen
sailed 38 years. He received a. Union
Personal Safety Award in 1960 for
sailing aboard an accident-free ship,
the SS Seatrain Georgia. Seafarer
Van Severen was born in Honduras,
Central America and is a naturalized
U.S. citizen. He is a resident of Arabi,
La.

Oscar Ozer, 51, joined the SIU in
the port of New York in 1966 sailing
as a fireman-watertender and cook.
Brother Ozer sailed 28 years. He was
born in Philadelphia and is a resident
of Flourtown, Pa.

Luis Santiago Medina, 69, joined
' the SIU. in 1948 in the_ port of New

York sailing.as a QMED. Brother
Medina was on the picketline in the
1961 N.Y. Harbor beef. A native of
Hato Rey, P.R., he is a resident of
Miami, Fla.

Angel Seda, 57, joined the SIU in
1939 in the port of Baltimore sailing
as a chief steward. Brother Seda was
born in Puerto Rico and is a resident
of Brooklyn, N. Y.

. Thomas Francis Faulkner, 57,
joined the SIU in 1943 in the port of
Boston sailing as an AB. Brother
Faulkner is a veteran of the U.S.
Army in World War 11. He was born
in B oston and is a resident of
Roxbury, Mass.

· Paul Eugene Garland, 58, joined
the SIU in the port of San Francisco
in 1958 sailing as a chief cook.
Brother Garland sailed 25 years. He
is a veteran of the U.S. Army in
World War II. Seafarer Garland was
born in Bakersville, N.C. and is a
resident of Johnson City, Tenn.

.Anthony Scaturro, 62, joined the
SIU in the port of New York in 1950
sailing as a chief steward. Brother

· Scaturro sailed 36 years. He hit the
bricks in the 1965 District Council 37

' beef. Seafarer Scaturro is a veteran of
the U.S. Navy in World War II. A
native of Brooklyn, N. Y., he is a

' resident of For� Lauderdale, Fla.

William Leslie Sumner, 65, joined
the Union in the port of Norfolk in
1960 sailing as a cook for Curtis Bay
Towing Co. from 1956 to 1959,
GATCO from 1959 to 1980 and for
the IBC Co., Philadelphia. Brother
Sumner was a fprmer member of the
NMU and UMW from 1956 to 1960.
He.was born in Hertford, N.C. and is ,
a resident there.

····"'· .. ·�
� . • . . '4 ..,. I

Anastasios Athanasios Avzangelis,

65, joined the SIU in the port of New
York in 1965 sailing as a QMED.
Brother A vzangelis graduated as an
electrician from the Union-MEBA
District 2 School of Marine Engi­
neering, Brooklyn, N. Y. in 1970.
He was born in Paloukia, Salamis,
Greece and is a resident of Brooklyn.



The
Lakes

Picture
Dnlnth

Fit out on the Lakes is running full speed ahead and most SIU-
contracted Great Lakes vessels are expected to be operating by April 15.

The Belle River (American Steamship) which laid up for the winter in
Duluth, will be making a delayed start this year. While she was laid up the
thousand footer had a hole punctured in her rudder which filled up with
water, causing the rudder to crack. The rudder will either have to be
replaced or repaired before the Belle River can start running.

* * *

Also fitting out in Duluth are two Kinsman grain ships, the William A.
McGonnagle and the C. L. Austin. Both vessels are loaded and will be
leaving Duluth by the first week in April.

Figures for the 1979 shipping season show total waterborne commerce
for the port of Duluth-Superior was u^by 2.3 million short tons or five
percent in 1979. The biggest increases came in domestic coal shipments
which rose 24. percent over 1978 tonnage totals and in iron ore and
concentrates which outstripped the 1978 figures by 32,429,797 tons.

Cleveland
The SIU hall in Cleveland re-opened on March 1 and Tom Bluitt has

been named the port agent there. Bluitt joined the SIU in 1970 and has
shipped deep sea; and on tugs and freighters on the Lakes. He started
working on-shore for the Union in 1974.

Bluitt says "things are moving" in Cleveland. The J. A. W. Iglehart
(Huron Cement) was the first SlU-contracted vessel to crew up and sail
from Cleveland.

Chicago
Fitting out from this port were the John A. Kling, the John J. Boland,

the Sharon, the St. Clair and the Indiana Harbor (all American
Steamship). In addition, the SIU crew working the fueler Joseph E.
Bigane was recalled at the end of March.

Also fitting out were: the Charles E. Wilson and the H. Lee White
(American Steamship) in Muskegon; Presque Isle (Litton Great Lakes
Corp.) in Milwaukee; and the L. G. Harriman and Paul H. Townsend
(Huron Cement) in Green Bay.

Fitting out for the first time ever is American Steamship's brand-new
American Mariner. Details of her christening, which will be held on
April 15, will be carried in the Log.

The first SlU-contracted vessel to call at the port of Chicago was the
cement carrier Medusa Challenger (Cement Transit Co.).

Frankfort
Four SIU FO.WTs and six ABs weVe called aboard the carferry Arthur

K. Atkinson the last week in March. But the AKA isn t going anywhere
just yet other than to the shipyard—she's still minus her engine.
Meanwhile, the City of Milwaukee was tied up "indefinitely" due to lack
of freight. That leaves the Viking ihe only SlU-contracted car ferry
running out of the port of Frankfort for the time being.

St. Lawrence Seaway
The St. Lawrence Seaway opened for the 1980 shipping season on

March 24, the earliest start date ever in the Seaway's 21-year history. For
the first 10 days to two weeks of the season, the Seaway was open only
during daylight hours because of ice conditions. Two ice-breaking tugs
one American and one Canadian—have been busy for the past few weeks
clearing the systefh for navigation.

To mark the official onening of the 1980 season on the waterway the St.

Lawrence Seaway Development Corp. held a brief ceremony in Massena,
N.Y., near the Eisenhower and Snell Locks. Participating were
Development Corp. Administrator David W. Oberlin and Marc
Bienvenue, acting president of the St. Lawrence Seaway Authority,
which administers the waterway for Canada.

Winter Shipping
It may be spring to everybody else but opponents and supporters of

winter shipping on the Great Lakes are still fighting it out. On the heels of
a report by the Army Corps of Engineers urging an extended shipping
season, comments from the public ran strongly against the proposal,
according to the Corps.

Most of the comments came from residents of N.Y.'s St. Lawrence
River Valley including several environmental groups which argued that
the Corps' report underestimated the negative impact of a season
extension. (The Corps has recommended a 12-mpnth navigation season
on the upper four Great Lakes and a 10-month season on the Welland
Canal, Lake Ontario and the St. Lawrence River).

Opponents of the plan argued that a season extension would damage
the ecology through vessel groundings, the affect of broken ice on shore
structures and winter shipping might harm fish, wildlife and disrupt
winter recreation.

On the other side of the coin, winter shipping gained strong
advocates last month. The Great Lakes Task Force, a coalition of
maritime labor and industry groups from the Great Lakes states, cited a
permanent extension of the St. Lawrence Seaway shipping season as a-
priority goal. •

In a recent report the Task Force described the current 8 month season
as a "crippling, artificial apd unnecessary curtailment of one of the
nation's most energy efficient and low-cost water transportation
systems."

The Task Force argued that 11 million gallons of fuel would be saved
by moving 15 million gross tons of iron ore via the Great Lakes during the
winter instead of by railroad. That savings increases to 100 million
gallons of fuel when water shipping is compared to highway transport.

The Task Force pinpointed several other legislative goals which they
will be devoting their energies to, including: reduction of Seaway tolls; a
new lock at Sault Ste. Marie to ease the load of traffic passing through the
Poe, the only lock large enough to handle 1,000 footers and; subsidies to
give U.S. carriers a larger percent of U.S./Canada trade than the paltry
five percent they now handle.

Make

upgrade in the Steward
Department at HLS

Chief Stewoffd - throughout June
Chief Cook - throughout June

Cook and Baker - throughout June
Assistant Cook - throughout June

To enroll, contact the Lundeberg School or fill out the applicaj
tion in this issue of the Log.

. 1

s-
'.i

April 1980 / LOG I 31 • )T* > • ,



America's Norionai Defense is Dehincf
Without Adequate Merchant Fleet

lECENT events in the Middle
East have raised serious ques­

tions about this country's state of
military preparedness. It has finally
begun to dawn on many Americans
that we may be jeopardizing our
national interests by allowing our
defense capability to languish.

Any discussion of America's
defense capability must begin with
the sea. America is first and fore­
most a seapower.

The United States has historically
relied upon its naval and maritime
prowess to, protect and advance its
position in the world. Americans are
isolated from many of the world's
troubled spots by virtue of our
geographical location. So we have
been forced to use the sea as both a
shield and a highway.

To anyone outside the maritime
industry, it may come as a shock to
realize that the merchant marine,
plays an important part in this of
any nation's overall ability to defend
itself. The merchant marine helps
augment a country's "Sealift"
capability, and it carries the com­
mercial goods needed to maintMn a
war-time economy.

The term Sealift refers to the
whole range of logistic issues that
are involved in the overseas trans­
port of troops and supplies. While
the issues are crucial to our national
security, they lack "sex appeal", as
Admiral Isaac Kidd, former naval
commander of the Atlantic forces,
has stated in committee hearings on
Capitol Hill.

Air Transport Not Enough

The necessity of maintaining a
strong merchant marine has often
been overlooked. Many people
believe that air transportation can
assume many of the duties of the
merchant marine. This is a popular
misconception. It has been esti­
mated that air transportation could
move, at most, ten percent of the
troops and supplies needed in any
major overseas conflict.

Moreover, air transportation

is oil. But that is only a small part of
the total picture. America must
import substantial amounts of
cobalt, titanium, manganese, chro­
mium, berrylium, tin, nickel, indus­
trial diamonds, rubber, bauxite,
antimony, and asbestos, all of which
are vital to a war-time economy.

To give just one example: chro­
mium is used in stainless steel and in
ball bearings. We import virtually
every ounce of chromium that is
used in this country. Were the flow
of chromium interrrupted, our war-
machiile would be seriously dam­
aged.

The U.S. government has allowed
our merchant marine to deteriorate
to the point where 95% of our ocean-
horne foreign commerce must be

to carry any cargo of arms, arma­
ment, or Implements of war to
countries in the Middle East in­
volved in the conflict."

Translated that means: America,
you're on your own. So much for
EUSC, or effective U.S. Control.

One more question remains to be
asked: will Liberia be the Iran of
Africa?

Unrest in Liberia

Like Iran before the overthrow of
the Shah, Liberia has been por­
trayed as a model of stability.
Unfortunately, there are serious

•undercurrents in that country. There
exists a great deal of social unrest.

In the past few months students
have taken to staging protests, much

carried by foreign flag vessels. Many
of these vessels are of Liberian,
Panamanian and Honduran regis­
try. These foreign "flag-of-conve-
nience" vessels have been labeled

accounts for an insignificant percent EUSC by the Pentagon. This means
of this country's foreign commerce, they are under "Effective U.S.
The overwhelming majority of Control."
foreign commerce is carried by
merchant vessels, most 'of which,
unfortunately, are foreigp flag.

One of the most startling develop­
ments of the past 20 years has been
the growing American dependence
on imported strategic materials.
Military industry would come to a
standstill unless merchant vessels
were available to bring these ma­
terials to the United States in
protected convoys.

Iran a Lesson

Given recent developments in
Iran, the most obvious strategic

EUSC: the acronym has a certain
ring to it. Unfortunately, there is
very little truth behind the concept,
only a great deal of wishful thinking.

Effective Control a Joke

As events in Iran have proven, no
American ally is under U.S. "con­
trol". Take Liberia, for example. It
has, on the surface, been a staunch
U.S. ally. But in 1973, during the
height of the Yom Kippur War,
William Tolbert, the President of
Liberia, issued an executive order
which stipulated that among other
things that, "No vessel with a

material that America must import Liberian Registry shall be permitted

32 / LOG / April 1980

like the protests that appeared in
Iran at the onset of the Iranian
Revolution. Coupled with that
development is an underlying dis­
satisfaction on the part of an over­
whelming majority of Liberian
people.

There is a highly structured social
system in Liberia. If a person doesn't
belong to the five percent of people
who are descended from American
slaves, then that person is excluded
from power and social prestige. It is
a highly volatile situation.

Soviet Fleet Dominant

In addition to the decline of the
•American Merchant Marine and this
nation's dependence on unreliable
foreign flag vessels, one more factor
exists: the growth of the Soviet fleet.
Western experts have been at a loss
to explain the spectacular growth
that has occurred in the past two
decades.

Much of the growth has been as a
result of responsible Soviet policies.
Government officials have pin­
pointed areas of strategic concern,
and have followed policies which
would shore up Soviet strength.

In the last decade, Soviet planners
were able to drastically increase the
overall tonnage of the Soviet fleet, to
the point where the Soviet Merchant
Marine has become one of the
largest in the world. T?ie Soviet fleet
has 2.500 vessels, as compared to the
Jive hundred or so that are under
U.S. registry.

Experts believe that the Soviets
will consolidate their position in the
upcoming decade by modernizing
their entire fleet.

Special attention is expected to be
paid to pipeline development, which
plays an important part in the tanker
sector, and to new container ships,
roll-ons, lighters and ferryboat
technology.

All of these commercial advances
have been carefully co-ordinated
with the Russian military to
maximize the Soviet's combined
military and commercial strength.

No Coordbiation of U.S. Policy

Soviet planning contrasts sharply
to American policies. Budget cuts
are threatening the health of the
entire merchant marine. More
importantly, there has been little or
no attempt to co-ordinate maritime
and naval policies.

The Navy is pushing for passage
of the Marine Prepositioning Ship
concept, an idea which has evolved
from a program rejected by Con­
gress in the mid '60s. The program is
geared towards increasing American
Sealift capability.

The program would be fine if it
were not for one thing: it entirely
ignores the private merchant ma­
rine, which should be the focus of
any attempt to increase American
Sealift power.

When pressed on the subject.
Pentagon experts talk lamely of
"EUSC" foreign flag ships.

It is depressing to think that the
only major attempt in recent years to '
fashion a coherent American policy
on Merchant Shipping has been the
Omnibus Bill, an imperfect piece of
legislation which seems destined
never to see the light of day.

While recent events in the Middle
East have painted a dreary picture,
especially in relation to the Ameri­
can Merchant Marine, one thing can
not be overlooked. Dreary pictures
don't have to remain bleak. Fore­
sight and timely action can accom­
plish miracles. If the Iranian crisis
forces Americans to face up to the
policies that they've followed in the
maritime sector, then at least some
good will have come from a terrible
situation.



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lECENT events in the Middle
East have raised serious ques­

tions about this country's state of
military preparedness. It has finally
begun to dawn on many Americans
that we may be jeopardizing our

rico^s Notional Defense is D
Without Adequate Merchant Fleet

is oil. But that is only a small part of to carry any cargo of arms, arma-
the total picture. America must
import substantial amounts of
cobalt, titanium, manganese, chro­
mium, berrylium, tin, nickel, indus­
trial diamonds, rubber, bauxite.

, * ' • f , 7

national interests by allowing our antimony, and asbestos, a:il of which
defense capability to languish.

Any discussion of America's
defense capability must begin with
the sea. America is first and fore­
most a seapower.

The United States has historically

are vital to a war-time economy.
To give just one example: chro­

mium is used in stainless steel and in
ball bearings. We import virtually
every ounce of chromium that is
used in this country. Were the flow

relied upon its naval and maritime of chromium interrrupted, our war-
prowess to. protect and advance its machihe would be seriously dam-
position in the world. Americans are aged.
isolated from many of the world's
troubled spots by virtue of our
geographical location. So we have
been forced to use the sea as both a
shield and a highway.

To anyone outside the inaritime
industry, it may come as a shock to
realize that the merchant marine,
plays an important part in this of
any nation's overall ability to defend
itself. The merchant marine helps
augment a country's "Sealift"
capability, and it carries the com­
mercial goods needed to maintain a
war-time economy.

The term Sealift refers to the
whole range of logistic issues that
are involved in the overseas trans­
port of troops and supplies. While
the issues are crucial to our national
security, they lack "sex appeal", as
Admiral Isaac Kidd, former naval
commander of the Atlantic forces,
has stated in committee hearings on
Capitol Hill.

Air Transport Not Enough

The necessity of maintaining a
strong merchant marine has often
been overlooked. Many people
believe that air transportation can
assume many of the duties of the
merchant marine. This is a popular
misconception. It has been esti­
mated that air transportation could
move, at most, ten percent of the
troops and supplies needed in any
major overseas conflict.

Moreover, air transportation

The U.S. government has allowed
our merchant marine to deteriorate
to the point where 95% of our ocean-
borne foreign commerce must be

ment, or implements of war to
countries in the Middle East in­
volved in the conflict."

Translated that means: America,
you're on your own. So much for
EUSC, or effective U.S. Control.

One more question remains to be
asked: will Liberia be the Iran of
Africa?

Unrest in Liberia

Like Iran before the overthrow of
the Shah, Liberia has been por­
trayed as a model of stability.
Unfortunately, there are serious

•undercurrents in that country. There
exists a great deal of social unrest.

In the past few months students
have taken to staging protests, much

carried by foreign flag vessels. Many
of these vessels are of Liberian,
Panamanian and Honduran regis­
try. These foreign "flag-of-conve-
nience" vessels have been labeled

accounts for an insignificant percent EUSC by the Pentagon. This means
of this country's foreign commerce, they are under "Effective U.S.
The overwhelming majority of
foreign commerce is carried by
merchant vessels, most 'of which,
unfortunately, are foreign flag.

Control."
EUSC: the acronym has a certain

ring to it. Unfortunately, there is
very little truth behind the concept.

One of the most startling develop- only a great deal of wishful thinking
ihents of the past 20 years has been
the growing American dependence
on imported strategic materials.
Military industry would come to a
standstill unless merchant vessels
were available to bring these ma­
terials to the United States in
protected convoys.

Iran a Lesson

Given recent developments in

Effective Control a Joke

As events in Iran have proven, no
American ally is under U.S. "con­
trol". Take Liberia, for example. It
has, on the surface, been a staunch
U.S. ally. But in 1973, during the
height of the Yom Kippur War,
William Tolbert, the President of
Liberia, issued an executive order
which stipulated that among other

a Iran, the most obvious strategic things that, "No vessel with
material that America must import Liberian Registry sball be permitted

32 / LOG / April 1980

like the protests that appeared in
Iran at the onset of the Iranian
Revolution. Coupled with that
development is an underlying dis­
satisfaction on the part of an over­
whelming majority of Liberian
people.

There is a highly structured social
system in Liberia. If a person doesn't
belong to the five percent of people
who are descended from American
slaves, then that person is excluded
from power and social prestige. It is
a highly volatile situation.

Soviet Fleet Dominant

In addition to the decline of the
•American Merchant Marine and this
nation's dependence on unreliable
foreign flag vessels, one more factor
exists: the growth of the Soviet fleet.
Western experts have been at a loss
to explain the spectacular growth
that has occurred in the past two
decades.

Much of the growth has been as a
result of responsible Soviet policiesr
Government officials have pin­
pointed areas of strategic concern,
and have followed policies which
would shore up Soviet strength.

In the last decade, Soviet planners
were able to drastically increase the
overall tonnage of the Soviet fleet, to
the point where the Soviet Merchant
Marine has become one of the
largest in the world. The Soviet fleet
has 2,500 vessels, as compared to the
five hundred or so that are under,
U.S. registry.

Experts believe that the Soviets
will consolidate their position in the
upcoming decade by modernizing
their entire fleet.

Special attention is expected to be
paid to pipeline development, which
plays an important part in the tanker
sector, and to new container ships,
roll-ons, lighters and ferryboat
technology.

All of these commercial advances
have been carefully co-ordinated
with the Russian military to
maximize the Soviet's combined
military and commercial strength.

No Coordination of U.S. Policy

Soviet planning contrasts sharply
to American policies. Budget cuts
are threatening tbie health of the
entire merchant marine. More
Importantly, there has been little or
no attempt to co-ordinate maritime
and naval policies.

The Navy is pushing for passage
of the Marine Prepositioning Ship
concept, an idea which has evolved
from a program rejected by Con­
gress in the mid '60s. The program is
geared towards increasing American
Sealift capability.

The program would be fine if it
were not for one thing: it entirely
Ignores the private merchant ma­
rine, which should be the focus of
any attempt to increase American
Sealift power.

When pressed on the subject.
Pentagon experts talk lamely of
"EUSC" foreign flag ships.

It is depressing to think that the
only major attempt in recent years to
fashion a coherent American policy
on Merchant Shipping has been the
Omnibus Bill, an imperfect piece of
legislation which seems destined
never to see the light of day.

While recent events in the Middle
East have painted a dreary picture,
especially in relation to the Ameri­
can Merchant Marine, one thing can
not be overlooked. Dreary pictures
don't have to remain bleak. Fore­
sight and timely action can accom­
plish miracles. If the Iranian crisis
forces Americans to face up to the
policies that they've followed in the
maritime sector, then at least some
good will have come from a terrible
situation.

/

No^ce to Members of Former
Rules Governing Suspensions of BeneSts

CUT The SIU Pacific District-Pacific
Maritime Association Pension Plan
Agreement provides that pension
benefits will be suspended if a
pensioner obtains certain types of
employment subsequent to his re­
tirement. The following are the types
of prohibited employment:
• All retirees must not work in

any employment covered by
the Plan aboard any vessel
operated by a Contributing
Employer, for the Union, or
under any collective bargaining
agreement to which the Union
is a party. .

• Those persons who retire on or
after January 1, 1976, in
addition to the foregoing basic
requirements, must not work in
shoreside employment for a
Contributing Employer which
results in pension credits under
a pension plan maintained by
any seagoing union or in any
seagoing employment in the
maritime industry in any
capacity in the Deck, Engine,
Steward or Staff Officer
Department, which employ­

ment is secured or commences
in the same geographic area
covered by the Plan.

• Those persons retiring on or
^er January 1, 1979, in addi­
tion to all of the above basic
requirements, must not work in
any capacity in the maritime
industry which includes
American and Foreign Flag
vessels and includes employ­
ment on board commercial,
exploratory, service or other
vessels moving on the high
seas, inland waterways. Great
Lakes, coastal zones, harbors
and noncontiguous areas, on
or offshore ports, platforms or
similar sites; but does not
include the longshore industry
or the ship construction or re­
pair industry.

The Plan Agreement provides
that the Trustees may determine the
length of pension suspension for
pensioners engaging in prohibited
employment. The Trustees unani­
mously adopted the following rules
for determining how long benefits

Marine Cooks & Stewards Union
for Pensioners Who Return to Active Duty

will be suspended in case a pensioner
engages in prohibited employment
after retirement:

RULE NO. 1:
• "When a pensioner notifies the

plan office in writing before
engaging in prohibited employ­
ment, his pension shall be
suspended H any calendar
month during which -he is
employed in prohibited em­
ployment at least one day."

RULE NO. 2:
• "When a pensioner engages in

prohibited employment,
without previously notifying
the plan office in writing of his
intention to engage in pro­
hibited employment, his
pension benefits will be
suspended two months for
every one calendar month
during which he worked at
least one day in prohibit^ em­
ployment."

Sea-Land Galloway Committee

Chief Steward Jimmy Lomax (left) secretary-reporter of the SS Sea-Land
Galloway sits last month with the Ship's Committee of (I. to r.) Pantryman Gary
Collier, steward delegate; Engine Delegate Bobby "Red" Harris and Deck
Delegate Bob Tuttle. The S-L 7 paid oft at Port Elizabeth, N.J.

Help Your Brother Down the Road to Sobriety
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're going.

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

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

Once he's there, an alcoholic 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 hack to a healthy, productive alcohol-free life.

The road hack 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 he showing him that the first step hack to recovery is only an
arm's length away.

I
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I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
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4^

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.

I
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I

Address
(Street or RED) (City) (St^ate) (Zip) I

Telephone No
Mail to: THE CENTER

Star Route Box 153-A
Valley Lee, Md. 20692

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

X- ..
iff-.

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r'i'w:

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April 1980 / LOG / 33

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Pensioner
James . Bryant
O'Keefe, 67, died
of kidney disease
in the San Fran­
cisco USPHS
Hospital on Oct.
7. Brother O'Keefe
joined the SlU in

1941 in the port of Philadelphia sailing
as a QMEP. He sailed 44 years and hit
the bricks in the 1962 Robin Line beef.
Seafarer O'Keefe was born in Missis­
sippi and was a resident of San
Francisco. Interment was in Pleasant
Hill Cemetery, Sebastopol, Calif.
Surviving are his widow, Theresa and a
nieice, Theresa Morelli of Brooklyn,
N.Y.

Clarence Olson,
58, died of heart
failure in tlie
Southern Chester
County Medical
Center, West
Grove, Pa. on
Nov. 27. Brother
Olson joined the

Union in the port of Philadelphia in
1965 sailing as a mate, pilot and captain
for the Independent Towing Co. from
1965 to 1978, Meyle Towing Co. from
1978 to 1979 and on the tug fVor/ey
Forall and Barge No. 46 (Curtis Bay).
He was a veteran of the U.S. Army in
World War II. Boatman Olson was born
in Philadelphia and was a resident of
Berlin and Camden, N.J. Surviving are
his widow, Sophie; a son, Frederick;
three daughters, Mrs. Betty Dilks, Mrs.
Judith A. Billman and Mrs. Christina
Sylvas and a stepson, John R. David.

Clarence Ward Hollowell Sr., 50,
died of a hemmorrhage in the Pungo
District Hospital, Belhaven, N.C. on
Nov. 16. Brother Hollowell joined the
Union in the port of Norfolk in 1976
sailing as a mate for C. G. Willis from
1975 to 1977, Allied Towing from 1975
to 1979 and for Ocean Towing from
1978 to 1979. He was a retired veteran of
the U.S. Coast Guard. Boatman Hollo­
well was born in Aurora, N.C. and was a
resident of Belhaven. Interment was in
Community Cemetery, Belhaven. Sur­
viving are his widow, Mildred; two sons,
Leslie and Bryan and his parents, Mr.
and Mrs. David Hollowell.

Robert Harley Knight, 50, died of
heart failure in St. Luke's Hospital,
Davenport, la. on Oct. 20 after becom­
ing ill on a Mississippi towboat at Le
Claire, la. Brother Knight joined the
Union in the port of St. Louis in 1975
sailing as a chief engineer on the
tugboats Del Butcher and Jeffboat
(ACBL) and for National Marine and
Inland Tugs from 1973 to 1979. He was
a veteran of the U.S. Navy during the
Vietnam War. Boatman Knight was
born in Decatur County, Ind. and was a
resident of Pensacola, Fla. Interment
was in Barrances National Cemetery,
Pensacola. Surviving is his widow,
Peggie Marie.

Mitchell Tun-
stall "Mike "Reed,
54, died of lung
disease in the New
Orleans USPHS
Hospital on Dec.
26. Brother Reed
joined the SIU in
1942 in the port of

Mobile sailing as a boSun. He was born
in Mobile and was a resident of
Chalmette, La. Burial was in Pine Crest
Cemetery, Mobile. Surviving are his
widow, Francine; a son, Mitchell Jr. and
a daughter, Patti.

Pensioner
Cornelio Acosta
Rodriguez, 72,
passed away from
lung disease at
home in Ponce,
P R. on Jan. 4.
Brother Rodri­
guez joined the

SIU in 1939 in the port of New York
sailing as an AB for 35 years. He also
sailed during World War 11. Seaf^er
Rodriguez was born in Guayanilla,
P.R. Burial was in Guayanilla Ceme­
tery. Surviving is a son, Pedro of Ponce.

. Pensioner Samuel Henry Jones, Jr.,
60, died of heart-lung failure in the San
Francisco USPHS hospital on Dec. 2.
Brother Jones joined the Union in the
port of San Francisco in 1958 sailing as
a BR steward. He sailed 29 years.
Seafarer Jones was born in New York
City and was a resident of San Fran­
cisco. Interment was in the Bahia
Cemetery, Novato, Calif. Surviving are
his mother, Mrs. Oresta W. Riddick of
Larchmont, N.Y. and a stepsister,
Susan of San Francisco.

Pensioner George Vernon White, 79,
died of lung failure in the Seattle
USPHS Hospital on Nov. 10. Brother
White joined the Union in 1943 on the
West Coast sailing as a steward. He
sailed 27 years and during the Vietnam
War. Seafarer White was born in
Oklahoma and was a resident of
Eyerett, Wash. Cremation took place in
the Seattle Crematory. Surviving is his
widow, Aileen.

Michael Henry Culpepper, 22, died of
injuries sustained in an auto accident
while a passenger in Virginia Beach, Va.
on Oct. 20. Brother Culpepper joined
the Union in the port of Norfolk in 1975
following his graduation from the HLS,
Piney Point, Md. sailing as an AB and
tankerman for lOT from 1978 to 1979.
He also sailed for the Arthur Levy Boat
Service in 1974. Boatman Culpepper
upgraded and earned his GED at the
HLS. Born in Norfolk, he was a resident
of Virginia Beach and Merritt Island,
Fla. Burial w^s in Rosewood Memorial
Park Cemetery, Virginia Beach. Surviv­
ing is his father, William of Merfitt
Island.

Pensioner Arthur Mahualqha Ahuna,
59, succumbed to pneumonia in the
Ivinson Memorial Hospital, Laramie,
Wyo. on Sept. 15. Brother Ahunajoined
the Union (the former MCS) in 1937 on
the West Coast sailing as a BR steward.
He sailed 40 years. Seafarer Ahuna was
born in Hawaii and was a resident of
Laramie. Cremation took place in the
Ah Hoo Na Cemetery, "Albany
County, Wyo. Surviving are his widow,
Lois; a brother, George of Kamula,
Hawaii and a niece, Mrs. Elva Forster of
Honolulu, Hawaii.

Cheyenne
Christopher Mor­
ris, 22, died
aboard the SS
Pittsburgh (Sea-
Land) in Naples,
Italy on Nov. 20.
Brother Morris
joined the SIU fol­

lowing his graduation from Piney Point
in 1973 sailing as an AB. He also
upgraded at the HLS. Seafarer Morris
was born in Norfolk and was a resident
there. Surviving are his father, Capt.
Charles Morris; his mother, Mrs. Shelby
J. Mills of Norfolk; a brother and two
sisters.

Pensioner
Robert Ellsworth
Clemo,61,died on
Jan. 1. Brother
Clemo joined the
Union (MC&S) in
the port of San

sailing in the stew­
ard department for the Matson Line. He
was a veteran of the U.S. Army in World
War II. A native of Oakland, Calif., he
was a resident of San Francisco.
Surviving is his widow, Catherine.

Pensioner Philip Frederick Miller,
78, died of pneumonia in the San
Francisco USPHS Hospital on July 27.
Brother Miller joined the Union in 1936
on the West Coast sailing as a room
steward for the Matson Line from 1958
to 1961. He sailed 47 years. Seafarer
Miller also sailed in World War 11. Born
in Oregon, he was a resident of San
Francisco. Cremation took place in the
Baha Crematory, Novato, Calif. Sur­
viving are his widow, Masie of Gre-
sham-Portland, Ore.; a daughter, Mrs.
Terry Arnold of Portland; a brother,
Robert and a sister, Mrs. Frederick
(Agnes) Andrus, both of Roseburg, Ore.

Pensioner David D. Davis, 68, died of
a probable heart attack in the Portland
(Ore.) Porthaven Retirement Villa on
Sept. 14. Brother Davis joined the
MG&S in 1945 sailing as a chief cook.
He was a resident of Portland. Inter­
ment was in the Sunset Hills Memorial
Park Cemetery, Portland. Survivingare
three brothers, Richard and Walter of
Portland and James of Haches, Wash,
and a sister, Mrs. Martha L. Thomas,
also of Portland.

Pensioner Herbert Alfred Doughty,
86, passed away from lung failure in the
Royal Sussex County Hospital, Hove,
England on Mar. 8, 1979. Brother
Doughty joined the MC«feS in 1932 in
the port of San Francisco sailing as a
room waiter and steward. He began
sailing in 1916. Seafarer Doughty also
sailed during World War II. Born in
England, he was a resident of Hove.
Burial was in Hove Cemetery. Surviv­
ing are two sons, Francis of Randwick,
Sydney, New South Wales, Australia
and Herbert of Clovis, Calif.; a sister,
Eva of Brighton, England and a niece,
Sylvia Doughty of Kingston-Up-on-
Thames, England.

Pensioner John Panas, 82 succumbed
to hepatitus on May 25, 1979. Brother
Panas joined the MC«feS in 1940 sailing
as a chief Cook for APL and the Matson
Line until his retirement in 1962. He
began sailing in 1932. Seafarer Panas
was born in Poland and was a resident
of Jersey City, N.J. Burial was in Holy
Cross Cemetery, Lyndhurst^ N.J.

Michael Fran-
. cis "Mike" Curry,

64, died in Sari
Francisco on Dec.
5. Brother Curry
joined the SIU in
the port of New
York in 1957
sailing as a bosun

and ship's delegate. He sailed 38 years;
Seafarer Curry was torpedoed during
World War II aboard the SS William
Llery (NMU) off Durban, South Africa
in 1943. He was also a veteran of the
U.S. Army in that war. A native of
Pottsville, Pa., he was a resident of
Middlesex, N.J. Surviving are his
widow, Mary of Philadelphia; a

, brother, John of Pottsville and three
sisters, Clarris of Providence, Ky.; Mrs.
Marie Wallaa of Middlesex and Mrs.
Lea Weinert.

Ephraim Roll-
son Muse, 57, died
of heart disease
aboard the Sea-
Land Philadelphia
in Anchorage,
Alaska on Jan. 20.
Brother Muse
joined the SIU in

the port of New York in 1958 sailing as a
fireman-watertender. He was a veteran
of the U.S. Navy in World War II.
Seafarer Muse was born in Bayboro-
Cash Corner, N.C. and was a resident of
Grantsboro, N.C. Burial was in Sand
Hill Cemetery, North Carolina. Survi­
ving is his mother, Olive.

Pensioner Ignacio Guzman, 77, died
of heart-lung failure in the San Fran­
cisco General Hospital on Oct. 17.
Brother Guzman joined the MC&S in
1938 in the port of San Francisco. He
started sailing in 1923 and sailed during
World War 11. Seafarer Guzman was
born in Mexico and was a resident of
San Francisco and Bayamon, P.R.
Interment was in the Holy Cross
Cemetery, Colma, Calif. Survivingarea
nephew, David Gaytan and a. cousin,
Jose Gaytan of San Francisco.

Pensioner Henry Ernest Murray, 71,
passed away from pneumonia in the
Merritt Is. (Fla.) Nursing Home on Oct.
25. Brother Murray joined the Union in
the port of Philadelphia in 1961 sailing
as a mate for the Independent Pier Co.
from 1934 to 1972. He was born in
Philadelphia and was a resident of
Merritt Is. Interment was in the St.
G^rge Cemetery, Clarksville, Del.
SuWiving are his widow, Dorothy and a
son, Rexel.

Pensioner John
Alfred Denais, 67,
died of a heart
attack at home in
Fort Lauderdale,
Fla. on Oct. 13.
Brother Denais
joined the SIU in
the port of New

Orleans in i956 sailing as a chief
steward. He sailed 30 years and during
the Vietnam War. Seafarer Denais was a
veteran of the U.S. Army Infantry
veteran of the U.S. Army Infantry in
World War II earning the Asiatic-
Pacific Campaign Medal. He was
born in St. Pierre on Miquelon Is., off
the coast of Canada. Burial was in the
Queen of Heaven Cemetery, North
Lauderdale, Fla. Surviving are a son,
John of Fort Lauderdale and a brother,
Paul of Los Alamitos, Calif.

34 / LOG / April 1980

rmmi



Pensioner
Peter Anthony
Serano, 70, died of
heart failure in
San Jacinto
Methodist Hospi­
tal, Baytown, Tex.
on Dec. 6. Brother

; Serano joined the
SIU in 1948 in the port of New York
sailing as a bosun. He was a veteran of
the U.S. Navy in World War II. Seafarer
Serano was born in San Juan, P.R. and
was a resident of Channelview, Tex.
Interment was in Sah Jacinto Memorial
Park Cemetery, Harris County, Tex.
Surviving are his widow, Jennie and a
daughter, Eileen. •

James Robert Jordan, 20, died of
injuries in Monroe County (Ala.)
Hospital sustained in an auto accident
in Reton, Ala, on Aiig. 28. Brother
Jordan joined the Union in the port of
Mobile in 1979 sailing as a deckhand on
the dredge Albatros (Radcliff Mate
rials). He was bom in Pensacola, Fla.

I and was a resident of Evw-green, Ala.
Burial was in Oakdale Cemetery,
Conecuh County, Ala. Surviving are his
parents, Mr. and Mrs. James D. mid
Aletha Jordan of Evergreen.

Edward Eugene Cooper, 56, suc­
cumbed to lung failure in the Veterans
Administration Medical Center, Hunt­
ington, W. Va. on Jan. 29. Brother
Cooper joined the Union in the port of
St. Louis in 1967 sailing as lead
deckhand and mate for Inland Tugs in
1966 and for the American Barge Line
for 13 years. He was a veteran of the
U.S. Army in World War II. Boatman
Cooper was bom in Kentucky and was
a resident of Portsmouth, OUo. Inter­
ment was in Mt. Zion Cemetery, South
Shore, Ky. Surviving are his widow,
Frances and his mother, Madelee of
South Port, Ky.

Pensioner Nickolas Grego, 78, died of
natural causes in the Staten Island
(N.Y.) USPHS Hospital on Dec. 28.
Brother Grego joined the Union in the
port of New York in 1963 sailing as a
deckhand for the Erie-Lackawanna
Railroad from 1925 to 1967. He was
born in Yugoslavia and was a resident of
Ridgewood, Queens, N.Y. Interment
was in St. Charles Cemetery, Farming-
dale, L.I., N. Y. Surviving are his widow,
Mary and two sons, Nickolas Jr. and
Tomasa.

Robert Wayne Guthrie, 56, died of
respiratory failure in the John Sealy
Hospital, Galveston, Tex. on Sept. 30.
Brother Guthrie joined the SIU in 1943
in the port of Boston sailing as a chief
pumpman for 19 years. He sailed as a
3rd assistant engineer for MEBA
District 2 for 11 years. Seafarer Guthrie
retired in 1976 in the port of Houston.
Born in Des Moines, la., he was a
resident of Coldspring, Tex. Burial was
in Woodlawn Cemetery, Crowley, La.
Surviving are his widow, Maudrey
Margaret; his mother, Zola of Houston
and a sister, Mrs. Thelma Comwell of
Des Moines.

Pensioner Thomas Arthur Render,
61, died of pneumonia in the Merle W.
Medical Center, Klamath Falls, Ore. on
Dec. 1 Brother Render joined the
MC&S in 1936 sailing as a chief
steward. He was a resident of Dorris,
Calif. Burial was in the Picard Ceme­
tery, Dorris. Surviving is his widow,
Virginia.

Pensioner
Wilfred Joseph
Moore, 51, died of
cancer in West
Palm Beach, Fla.
on Jan. 6. Brother
Moore joined the
SIU in 1945 in the
port of New York

Glen George
Miller, 53, suc­
cumbed to lung
failure in the Balti-
more USPHS
Hospital on Nov.
5. Brother Miller
joined the Union
in the port of

sailing as a chief steward. He upgraded Frankfort, Mich, in 1971 sailing as an
at Piney Point in 1973. Seafarer Moore
was bom in Rochester, N.H. and was a
resident of West Palm Beach. Burial
was in Mt. Calvary Cemetery, Somers-
worth, N.H. Surviving are his parents^
Mr. and Mrs. Eugene and Merilda
Moore of Somersworth.

Pensioner Leonard Joseph DeRosia,
71, died of heart failure in the U.S.
Veterans Administration Medical Cen­
ter, Saginaw, Mich, oh Jan. 13. Brother
DeRosia joined the Union in the port of
Alpena, Mich, in 1952 sailing as a
deckhand and in the steward depart­
ment for .Huron Cement. He was a
veteran of the U.S. Army in World War
11. Bom in Alpena, he was a resident
there. Burial was in Evergreen Ceme­
tery, Alwna. Surviving are his widow,
Meta arid a son, Leonard Jr.

Pensioner Jurel Powell, 68, died of
heart-lung failure in the Ouachita
Hospital, Hot Springs, Ark. on Nov. 11.
Brother Powell joined the Union in 1947
in the port of Detroit sailing as an AB
and wheelsman on the SS Ste. Claire
from 1971 to 1975 and the SS G. A.
Tomlinson in 1970. He also sailed for the
Bob-Lo Steamship Co. from 1967 to
1970 and the Wyandotte Chemical
Steamship Co. from 1952 to 1963. Laker
Powell was born in Meyers, Ark. and
was a resident of Miami, Fla. and
Pearcy, Ark. Burial was in the Peak
Cemetery, Royal, Ark. Surviving are a
brother and sister-in-law, Mr. and Mrs.
Martin W. Powell of Hot Springs and
Royal and a niece, Judy Kilby of Royal.

Pensioner Richard Edward Darling,
64, succumbed to hepatitus in the San
Francisco St. Mary's Hospital on Oct.
28. Brother Darling joined the merged
MC&S in 1936 in the port of San
Francisco sailing as a chief storekeeper
for APL. He was born in Nebraska and
was a resident of Daly City, Calif. Burial
was in Woodlawn Memorial Park
Cemetery, Colma, Calif. Surviving are
his widow, Evelyn—also a MC&S
retiree—a brother, Robert of Alta
Loma, Calif, and a sister, Mrs. Frede­
rick Widoe of Omaha, Neb.

Pensioner Russell Dewitt Koons,
55, died of a heart attack in the
Urbandale Hospital, Alexander County,
111. on Dec. 19. Brother Koons joined
the Union in the port of St. Louis in
1974 sailing as a mate and engineer on
the towboat John Matthews (ACBL)
from 1974 to 1979 and for the Southland
Towing and Inland Tug. He was a
former member of the NMU and
Steelworkers Union. Boatman Koons
was a veteran of the U.S. Army in World
War 11. Bom in Rising Sun, Ind., he was
a resident of Georgetown, Ind. Burial

"was in the Patriot Cemetery in Indiana.
Surviving is his widow, Violet.

Pensioner Earl E. Arthur, 70, died of
a hemorrhage on Jan. 4. Brother Arthur
joined the Union (MC&S) in 1943
sailing for the American President Line.
He was born in Tennessee and was a
resident of Richmond, Calif. Burial was
in Woodlawn Memorial Park Ceme­
tery, Colma, Calif.

AB. He sailed aboard the Mj V Viking
(Ann Arbor, Mich. RRCar Ferries) and
the Str. City of Milwaukee from 1978 to
1979. And he was a veteran of the U.S.
Navy in World War 11. Laker Miller was
born in Bemidji, Minn, and was a
resident of Frankfort. Interment was in
the' Benzonia Township (Mich.)
Cemetery. Surviving are his widow,
Viola; two sons, Robert and Edward
and his parents, Mr. and Mrs. Edward
Miller.

Pensioner Antonio Ortiz Flores, 62,
died of cancer in the San Francisco
USPHS Hospital on Nov. 26. Brother
Flores, a chief steward, first sailed oh
the West Coast in 1935. He also sailed
during World War 11. Born in San
Lorenzo, P.R., he was a resident of
Palmas, Calif. Interment was in Live
Oak Memorial Park Cemetery, Mon­
rovia, Calif. Surviving are a brother,
Carmelo of Inglewood, Calif.; two
sisters, Rosa of Los Angeles and Mrs.
Mary de Ferrer of Culver City, Calif.; a
nephew, Nibeth Ferrer and three nieces,
Nigia Ferrer of Culver City, Nadia
Ferrer and Nora Ferrer.

Pensioner Jay Shannon, 85, suc­
cumbed to heart-lung failure in the Los
Angeles Veterans Administration Hos­
pital on Jan. 18. Brother Shannon
joined the Union (MC&S) in 1934
sailing as a chief steward. He first
sailed on the West Coast in 1915. And he
also sailed in World War 11. Bom in
Kansas, he was a resident of Long,
Beach, Calif. Cremation took place in
the Angeles Abby Crematory, Comp-
ton, Calif. Surviving are a sister, Mrs.
Julia Stewart of Patterson, Calif.; four
nephews and two nieces.

Pensioner James Patrick Dalton, 68,
died of natural causes in the Staten
Island (N.Y.) USPHS Hospital on Dec.
28. Brother Dahon joined the Union in
the port of New York in 1960 sailing as
deckhand and assistant tug dispatcher
for Penn Central Railroad from 1939 to
1976. He worked on the Greenville Piers
and was a member of the M M&P U nion
from 1947 to 1960. Boatman Dalton was
born in Jersey City, N.J. and was a
resident of Bay Head, N.J. Burial was in
Holy Name Cemetery, Jersey City.
Surviving are his widow, Margaret;
two sons, James Jr. and John; nine -
daughters, Jacqueline, Bernadette,
Mary Ellen, Margaret Mary, Eileen,
Kathy, Judith, Anne and Therese and a
sister, Mary of Jersey City.

Walter Donald Harris, 42, died of
natural causes in the F.G. Riley
Memorial Hospital, Meridian, Miss, on
Dec. 24. Brother Harris joined the
Union in the port of Mobile in 1974
sailing as a chief engineer for ACBL
from 1972 to 1979. Boatman Harris was
a former member of MEBA and the
Steelworkers Union. He was a veteran
of the U.S. Navy. Born in Cuba, Ala., he
was a resident of Meridian. Interment
was in Clay Memorial Cemetery, Cuba.
Surviving are his widow, Mary and his
parents, Mr. and Mrs. Eugene Harris.

Pensioner
Charles Alton
Lodrlguss, 68,
died of heart
failure in the New
Orleans USPHS
Hospital on Aug.
22. Brother Lodri-
guss joined the

Union in the port of New Orleans in
1956 sailing as a chief engineer and 1st
assistant engineer for Dixie Carriers
from (956 to 1977. He sailed 39 years.
Boatman Lodriguss was bom in La
Rose-Prerre Port, La. and was a
resident of Harvey, La. Interment was in
the McDonono^ Cemetery, Gretna,
La. Surviving are his widow, ^ila; a
son, Sidney and a dau^ittir, Anna
Maria.

William Earl Cheshire, 47, died of
natural causes at home in the port of
Paducah, Ky. on Nov. 29,1979. Brother
Cheshire joiiied the Union in 1976. He
sailed for Inland Tug Co. from 1975 to
1979, ACBL and Northern Towing.
Boatman Cheshire was a veteran of the
U.S. Army in Ft. Leonard Wood, Mo.
Burial was in Dry Bayou Cemetery,
Hayti, Mo. Surviving are his widow,
Mary; three sons, Charles, James and
George and his parents, Mr. and Mrs.
George and Mary Cheshire.

Pensioner Benjamin F. Viray, 71,
died of a heart attack in the Kaiser Hos­
pital, San Mateo, Calif. . on;
June 24. Brother Viray joined the
MC&S in 1923. He was born in the
Philippines and was a resident of San
Mateo. Burial was in the Woodlawn
Memorial Park Cemetery, Colma,
Calif. Surviving are a daughter, Mrs.
Gloria Paez of South San Franci^o; a
grandson, Steven Di Choso and a
granddaughter, Joann DiChoso, both
of San Bruno, Calif.

Pensioner Ernesto Gonzalez Alonso,
67, died of lung failure in Arecibo, P.R.
on June 18. Brother Alonso joined the
Union on the West Coast sailing as a
waiter and room steward for 17 years.
He sailed on the SS China Bear (Pacific
Far East) SS President Hayes (Amer­
ican President Line) and the SS
California (Matson). In 1959, he was on
the Matson Shoregang. Seafarer Alon­
so was bom in Hatillo, P.R. and was a
resident of Arecibo. Surviving are a son,
Ernesto Jr.; two daughters. Carmen
Ana and Mrs. Peter Revon of New
Brunswick, N.J. and Libia, P.R.; a
sister, Ines of Arecibo and a brother-in-
law, Ernesto A. Rojas of Guaynabo,
P.R.

Pensioner Harry Herman Rubin, 86,
passed away from heart failure at home
in Oceano, Calif, on Oct. 26. Brother
Rubin joined the MC&S in 1933 in the
port of San Francisco sailing as a room
steward on passenger ships for 40 years.
He also sailed during World War 11.
Seafarer Rubin was born in Russia and

.was a naturalized U.S. citizen. Inter­
ment was in the Arroyo (Calif.) Grande
Cemetery. Surviving are his widow,
Betty Lou; a stepson, Arthur and a
stepdaughter, Mrs. Darlene Kidd of
Atascadero, Calif.

. • ' I

••

iff

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1:

April 1980 / LOG / 35

• ri-,5»r-'rsS<LiI^



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-<j'

During their practical training students
Fred Minor and Chester Patten dis­
assemble a troughing idler to make
repairs.

Abdul Mawarl uses a grease gun on a fitting on the
Idler.

Above. Another repair that may be
made Is fixing a tear In the conveyor
belt. Art Elmodhjl tightens a fastener
that was used to secure a tear. Left. In­
structor Bin Foley, Mark MIsso and
Saif Shajira examine the various tools
that can be used for fasteners. Below.
Scott Corlstelne and George Harrison
roll out a conveyor t)elt during their
shop Instruction.

Great Lakes Seafarers
The first group of Great Lakes

Seafarers to complete the Con­
veyor Department course grad­
uated from HLS in March. This
course was developed by HLS
Staff in cooperation with industry
Representatives to prepare SlU
members to work as conveyormen
and gatemen aboard self-
unloading ships on the Lakes.

During the four-week course, the
classroom instruction followed a
seminar format. The students and
instructor shared their knowledge
of the equipment and operations
aboard self-unloaders.

While enrolled in the Conveyor
Department course, students

learned about conveyor belts, their
construction, maintenance and
storage, motors, drives, ball bear­
ings, hydraulic systems, and
troubleshooting. The class also
spent one week in the HLS welding
shop and received instruction in
basic welding techniques for mak­
ing repairs and adjustments to
equipment.
The class was visited by company

and manufacturer representatives.
Lou Ervin and Floyd Brown, Vice
Presidents of the American Steam-
ship Company, showed the
students some of the equipment
that Is used on their company's
vessels.

f

Field Engineer Bill Bilges of Flex
Company demonstrated his com­
pany's fasteners that are used on
the conveyor belts. During Mr.
Bilges' presentation, each student
in the class was able to practice
with the fasteners.
The Conveyor Department course

is designed to help Great Lakes
Seafarers improve their job skills,
advance their careers and build
their earning-power. The course
will be offered again in June. To
enroll, fill out the upgrading ap­
plication in this issue of the Log,
and mail it to HLS. Do it soon —
it's a great opportunity for Great
Lakes Seafarers.

Advance at HLS
36 / LOG / April 1980



^ t r? ri

jrr ...I •• -">!^rr:

1 •• i

v;.

;-: •^•'^ -J,-,

y.r *

.'>r

A;'

• ; : :
-F:

Abdul Mawari uses a grease gun on a fitting on the
idler.

Great Lakes Seafarers
The first group of Great Lakes

Seafarers to coinplete the Con­
veyor Department course grad­
uated from HLS In March. This
course was developed by HLS
Staff in cooperation with industry
Representatives to prepare SID
members to work as conveyormen
and gatemen aboard self-
unloading ships on the Lakes.

During the four-week course, the
classroom instruction followed a
seminar format. The students and
instructor shared their knowledge
of the equipment and operations
aboard self-unloaders.

While enrolled in the Conveyor
Department course, students

learned about conveyor belts, their
construction, maintenance and
storage, motors, drives, ball bear­
ings, hydraulic systems, and
troubleshooting. The class also
spent one week in the HLS welding
shop and received instruction in
laasic welding techniques for mak­
ing repairs and adjustments to
equipment.
The class was visited by company

and manufacturer representatives.
Lou Ervin and Floyd Brown, Vice
Presidents of the American Steam-
ship Company, showed the
students some of the equipment
that Is used on their cornparty's
vessels.

Field Engineer Bill Bilges of Flex
Company demonstrated his cort)-
pany's fasteners that are used on
the conveyor belts. During Mr.
Bilges' presentation, each student
In the class was able to practice
with the fasteners.
The Conveyor Department course

is designed to help Great Lakes
Seafarers improve their job skills,
advance their careers and build
their earning-power. The course
will be offered again in June. To
enroll, fill out the upgrading ap­
plication in this issue of the Log,
and mail it to HLS. Dp it soon —
it's a great opportunity for Great
Lakes Seafarers.

36 / LOG / April 1980

Advance at HLS
t'lL..". ' ;7-; ,

/

Hsre is the tentative schedule of upgrad­
ing courses to be held at the Lundeberg
School in 1980. As you can see, the School
is offering a wide range of programs for all
ratings, both for deep sea and inland
members.

SlU members are reminded that this

schedule is tentative. In other words,
courses may be changed or cancelled de­
pending on response from the member­
ship. So think about upgrading this year.
And get your applications in early to
assure yourself a seat in the class of your
choice.

Course Name

LNG

QMED

FOWT ?

'J ^ ;•,

Starting Dates

April 28
May 26
June 23
July 21
August 18
September 15
November 10

May 22
September 25

April 10
May 8
Julys
July 31
September 25 y
Ociober 23
November 20 V

Course Name

Able Seaman

v.: Siy

Steward Recertification Program

' . i.

Bosun Recertification Program

J'"''"
Marine Electrical Maintenance

A Seniority Upgrading Program y >

Marine Electronics v'v' J*"''H--

Refrigeration Systems maintenance
& Operations

Pumproom Maintenance & Operation

Diesel Engineer (Regular)

Diesel Engineer (License)

Welding

Engine Room Automation . ^
f ,

/'

Towboat Operator Scholarship Program

Celestial Navigation f f iiP£. n: i 'n ;

1st Class Pilot

Quartermaster

i-j** • ' -V' • Ti ' .t - • ' * 1 I '1 M

May 12
August 18

June 23
September 29

June 23
September 29

.August 4
November 10

May 12
July 7
September 15
October 27

July 7
October 27

April 14
June 9
October 27

May 12
September 15

April 7
July 7

: September 29

August 4

October 6

May 26
October 13

i-y'v*'- • V '"'mt

• • . •-r-.-.'

Starting Dates

April 24
May 22
June 19
July 17
August 14
September 11
November 6

May 12
July 14
September 8
October 13

April 7
August 11

April 7
May 5
June 9
July 7
August 11
September 8
October 6
November 10
December 8

\ ^ Lifeboat

• -••-.'••v. ,..11?^^.-=:

- -V' -. V _

• .=^,4 ; • - • „ . :
.. ,, -i;, » , -.-i , . ^

i, 'i'-' '%• ". i

April 10
April 24

Tankerman
Ac.y;-'. •'

•• I •• „ i.J!-

r''

V I-.i. • i •. >

• • I' ' X ~
. ,, Assistant Cook /

Cook & Baker

Chief Cook
fli

Chief Steward

; '.i

r 5^.:

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.

April 1980 / LOG / 37

••

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'f '

' -• 'Sr .'=

I-

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VI
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h-^y'.

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-'ti

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if:;:.

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sb'. .

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= /'^..l.lJil •IteiLa: ^

Hilary Anthony Theln

Seafarer
Hilary Anthony
Thein, 25, grad­
uated from the
HLS in 1976.
Brother Thein
got his AB ticket

I there in 1978.
He has the fire-

1 fighting, lifeboat
and CPR endorsements. Thein was
bom in Princeton, N.J., lives in
Federal Way, Wash, and ships out
of the port of Seattle.

Jose Antonio Quinones

Seafarer JOse
Antonio Quino­
nes, 28, joined
the SIU in the
port i of New
York in 1973.
He upgraded to
FOWT at the
HLS in 1975. In
1978, he com-,

pleted the Basic Welding Course
there. Brother Quinones earned his
firefighting, lifeboat and CPR
tickets. He was bora in Ponce, P.R.,
resides in Brooklyn, N.Y. and ships
out of the port of New York.

Wendell G* Burton

Seafarer Wen­
dell Gray Bur­
ton Jr., 23,
graduated from
the HLS Entry
Trainee Pro­
gram in 1977.
He upgraded to
AB there in
1979. Brother

Burton has the, firefighting, lifeboat
and cardio-pulmonary resuscitation
(CPR) endorsements. Though not a
^'Rhodes scholar", he was a
freshman at the Western Carolina
College, was a treecutter and likes
camping and photography. He was
bora in Winston-Salem, N.C. where
he resides and ships out of the port
of Norfolk.

John WilUam Boughman

Seafarer John
William Bough-
man Jr., 23,
whose grand­
father was port
Capt. Edwin
Boughman, is a
1974 Piney Point
graduate. Bro­
ther Boughman

upgraded to QMED there last
September. He has his LNG,
firefighting, lifeboat and CPR
tickets. Born in Ridgewood, N.J., he
is a resident of Mawah, N.J.
Boughman has worked on a
newspaper arid sailed on the lakes
during summers away from Long
Island University, Southhampton,
L.L, where he studied creative
writing for two years. He sails out of
the port of New York.

Michael Jos|^h Martin

21^ S'eafarer
Martin Joseph
Martin, 24, iri
1973 graduated
from the HLS.
He earned his
AB endorse­
ment there in

.1977. Brother
1 Martin earned

his fu-efighting, lifeboat and CPR
tickets. He was bora in Philadelphia
and lives and ships out of that port.

Michael Peter Marth

Seafarer
Michael Peter
Marth, 23, grad­
uated from Pin­
ey Point in 1975.
Brother Marth
upgraded to
FOWT there in
1976. He has the
firefighting, life­

boat and CPR tickets. A native of
Palmerton, Pa., he lives in
Northampton, Pa. and ships out of
the port of Philadelphia.

Raphael Semmes Vargas

Seafarer
Raphael Sem­
mes Vargas, 27,
is a 1977 gradu­
ate of Piney
Point. He up­
graded to AB
there in 1979.
Brother Vargas,
whose steel-

worker father, Ted, was a merchant
mariner in 1958, holds the firefight­
ing, lifeboat and CPR tickets. He is a
veteran of the U.S. Navy during the
Vietnaim War serving as an
instrumentman aboard the USS
Paget Sound. He collects stamps
and coins. Vargas was born in
Princeton, W. Va., lives in
Baltimore and ships out of that port
city.

KNOW YOUR RIGHTS
FINANCIAL R]E|PORTS. The constitution of the SlU

Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguiirding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
jnonths, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and recommenda­
tions. Members of this committee may make dissenting
reports, specific recommendations and separate findings.

TRUST FUNDS. All trust funds of the SIU Atlantic,
Gulf. Lakes and Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.

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

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

i

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

CONTRACTS. Copies of all SIU contracts are avail­
able in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights, as well as
your obligations, such as filing for OT on the proper
sheets and in the proper manner. If, at any time, any SIU

38 / LOG / April1980

KNOW YOUR RIGHTS

patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.

-EDITORIAL POLICY^THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or member. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September, 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 SIU unless an
official Union receipt is given for same. Under no circum­
stances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official, receipt, but feels that he
should not have been required to make such payment, this
should immediately be reported to Union headquarters.

KNOW YOUR RIGHTS
CONSTITUTIONAL RIGHTS AND OBLIGA­

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

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

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

If at any time a memiwr feels that any of the above
rights have been violated, or that he has been denied his
constitutional right of access to Union records or Infor­
mation, he should Immediately notify SIU President Paul
Hall at headquarters by certified mail, return receipt
requested. The address b 675 - 4th Avenue, Brooklyn,
N.Y. 11232.

m
'jJll

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jwhy Not Apply for an HLS Upgrading Course Nowlj
=3
- I |-

HARRY LONDEBERG SCHOOL UPGRADING APPLICATION
(Please Print)

Name.
(Last) (First) (Middle)

Date 6f Birth.
" V • T ,

X.
Mo./DayAoar ' -Kx -

Address.
(Street)

Rv (City)

Deepsea Member •

Book Number.:!

Ii -1" • ; 'i.. ' . ' r •

'State) (Zip Code)

•.R' '*>

.y Inland Waters Member Q

.Telephone.
(Area Code)

Lakes Member Q

Date Book
Was Issued.

•S-J ••
. Seniority.

Port Issued

Social Security #.
Endorsement s) or

. License Now Held.

Port Presently
Registered ln_

Piney Point Graduate: • Yes No • (if yes. fill in below)

Entry Program: From to

; ̂ [ •'

(dates attended)

Upgrading Program: From to.
(dates attended)

Endorsements) or
License Received .

•Do you hold a iMter of completion for Lifeboat •Yea Nop Hieflahting: • Yes Nop

Dates Available for Training
X.P.

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I Am Interested in the Following Course(s).

DECK

• Tankerman
• AB 12 Months
O AB Unlimited P
Q AB Tugs & Tows
• AB Great Lakes
• Quartermaster
O Towboat Operator

Western Rivers
• Towboat Operator Inland <r
• Towboat Operator Not

More than 2(X) Miles
Q Towboat Operator (Over

200 Miles)
• Master Q Mate
Q Pilot

ENGINE

• FWT • Oiler
d] OMED - Any Rating
• (Others.

-• , if'.'--''

Q Marine Electrical Maintenance
• Pumproom Maintenance and
Q Operation
• Automation
• Maintenanceof Shipboard

Refrigeration Systems
Q Diesel Engines
Q Assistant Engineer (Uninspected

Motor Vessel)
• Chief Bigineer (Uninspected

Motor Vessel)

STEWARD

Q Assistant Cook
O Cook & Baker
• Chief Cook +
Q Steward
• Towboat Inland Cook

ALL DEPARTMENTS

• LNG
• LNG Safety

Welding
Lifeboatman
Fire Fighting

A

RECORD OF aiPLOYMBNT TIME -—(Show only amount needed to upgrade in rating noted above or attach letter of service,

whichever is applicable.)

VESSa RAnNdHELO DATE SHIPPED DATE OF DISCHARGE

u - it ! .1.; I ,i i. ;( 1 J |. i

W'i
•:'vf''-;Sl<aviATURE^

. f , i; , lift-:) "(J hi;)!,,.

• • ;;r 1/ ,

t r".l !,; f. i iv : : i ;
' - • i " - ; )• f t. .r

RETURN COMPLErS) APPLICATION TO:
LUNDEBERG UPGRADING CENTER.

PINEY POINT, MD. 20674

" •' 'A' -
-2-siVl

mmmm j

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. .i"- ^-5'

>. •

f U r - ̂ ^ A r

April 1980 / LOG / 39

• • •' '. •' fc ; I • ' '
t-,";' 733,H''Jn-~. = •'*

•- i\\



it: -tT'—r* mm

1
'• -ff '

*,i'

-^Z M:
-?•' -4' >a

Keep US Shipshape
We Need A Space
In Washington

-I .•

;• • V .. .-. •:

>, r-

OfficUl Puhlkjlion of Ihi; Sctlitcn, Inlcrnjnvnjf Union • Alljniii. liulf, Ljkos jnd Inljnd WJUT^ DiMncI • AFL CIO Apfjl 1 980 '

im-'i ••, . 4y--
.1.

30« A Day is Ail it Takes
Sign the SPAD check-off today

if-: