http://seafarerslog.org/archives/files/original/61b69ffe5d3dc80b8fc8c9ff2210a7b3.pdf c1c2541aad0baf045843fe58268bf4c5 PDF Text Text Official Publication of the Seafarers International Union• Atlantic:, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 48 No. 6 June 1986 Senate Bills Revive Cruise Fifth and Last MPS Crewed by SIU Ship Debate A Senate hearing to consider measures which could open the door to a strong U.S.-flag cruise ship industryand hundreds of new seagoing jobsbrought new support and new hope for the SIU-endorsed propo als. The hearing, held June 4 before the Merchant Marine Subcommittee of the Senate Committee on Commerce, Science and Transportation, also brought predictable opposition from one maritime labor organization. ''The [Reagan] administration strongly supports the U .S.-flag cruise industry and strongly supports our cabotage laws," said Maritime Administrator John Gaughan, testifying on the two bills, S. 1935 and S. 1929. "Additional U.S.-flag passenger vessels would have an indirect national security benefit of providing more flexibility during a national contingency and additional jobs for U.S. merchant seamen," he said, stating that the Department of Transportation favors the legislation in principle and would support the bills if amended to meet certain criteria. The first bill, S. 1935, permits up to five foreign-flag passenger vessels that were constructed abroad to be reflagged U.S. and operated in the U.S. coastwise trade. Ten foreign-flag vessels appear to be eligible for consideration under this bill, including the Cunard Princess and Cunard Countess. The second bill, S. 1929, permits the hotel structure and facilities of certain new passenger vessels for the coastwise trade to be constructed (Continued on Page 3.) Inside: • •• fl :{ff The SIU-crewed Sgt. William R. Button slides down the ways at her christening last month at the General Dynamics Shipyard in Quincy, Mass. The Button is the last of five RO/ROs built there for the U.S. Navy's Maritime Prepositioning Program. All five ships are 671-feet long, powered by twin medium speed diesels with service speeds of 18 knots. The ships, operated by American Overseas Marine Inc., carry five 40-ton cranes which are operated by Seafarers who received special training at SHLSS. The 22,700-ton vessels can carry up to 1,400 vehicles. There is 100,000 cubic feet of space for general cargo, 18,000 for refrigerated goods and 230,000 for ammunition. The cargo onboard can keep a 3,000-man Marine amphibious brigade supplied for 30 days. While these ships mean jobs for the SIU, the Button was the last ship for the workers at Quincy, and several thousand shipyard workers received their layoff notices. The yard has no major construction orders on its books. Sea-Land Agrees to CSX Takeover Bid Port Bi II Moves Page 3 'Queen' Wins Exemption Page 5 Inland News Pages 5-7 SHLSS News Pages 9-13 A Maritime Vacation Page 14 Ships in a Bottle Page 21 Drozak at ILO in Geneva Page 31 Sea-Land Corp. has approved a $742 million offer from the giant transportation conglomerate CSX Corp. to purchase the shipping company. Sea-Land, the Union's largest ingle employer, would become part of a huge railroad, barge line and team hip empire if the merger is approved by various federal agencies. Two years ago CSX purchased American Commercial Barge Line (ACBL). The company also operates the Chessie System railroad. The Interstate Commerce Commission and the U.S. Justice Department must approve the merger plans for Sea-Land. The Maritime Administration, which ha very limited jurisdiction in the case because Sea-Land does not receive government subsidies, gave its approval when CSX told the agency it had no plans to liquidate Sea-Land nor to withdraw from the Capital Contruction Fund. CSX has acquired 91 percent of the stock in Sea-Land, but four shareholder have filed suit over the proposed takeover. Earlier this year, Sea-Land was the target of an "unfriendly" takeover bid by Dallas businessman Harold Simmon . In his attempt to take over the company, he reportedly acquired about 39 percent of the company's stock. After Sea-Land agreed to the CSX offer, CSX agreed to purchase Simmons' share and he withdrew his efforts to acquire the shipping company. He also reportedly posted a $90 miJlion profit in the deal. Special Report: Drug Abuse Pages 16 & 17 �P esident's Report by Frank Drozak Last year more than 3 million people boarded cruise ships in American ports. But except for about 100,000 who sailed on the SIUcrewed and contracted SS Independence and SS Constitution, the other 2.9 million ailed on foreignflag ships. It is time to change those disgraceful numbers. I was called on by the Senate' Merchant Marine Subcommittee to testify on two bills which could open the door to this multi-million dollar business for Americans and add thousands of jobs for American seamen of all unions. One bill, S. 1935, would allow the re-flagging of up to five foreignbuilt cruise ships. The other, S. 1929, would require that the hull and superstructures of new ships be built in this country, but allow the hotel facilities and other part to be built abroad. This time around I really believe we have a chance to convince Congress that these bill could be a real boo t to industry, labor and national defense. While there was predictable opposition from the expected quarters, I sense a coming together of the maritime industry. The vague promises and phantom plans floated by re-flagging opponents for the past several years could be overcome if the maritime community finally shows some unity. I urge you to write to your senators and ask them for their upport. **** Last month I spent a week in Geneva, Switzerland with representatives from more than 40 maritime unions from around the world. Our goal with the International Labor Organization i to raise standard for all merchant seamen and to stop the abuse of seafarers around the world. Of course many of these countries are competing with the U.S.flag fleet. But the main reason so many foreign-especially Third World-countries can operate so cheaply is that their seafarers are exploited and abused by unscrupulous owners and the lack of labor standards around the world. When a seafarer is paid $150 a month with no benefits to sail on dangerous rust-buckets, it is no wonder the ships carry goods at artificially low rates. Our participation in the ILO is two-fold. We want to help out our brothers and sisters who make their livings on the sea, and by doing that we will bring them closer to the wage and skill standards of the U.S. merchant seamen-which will then give the American-flag fleet a better chance to compete. **** Drugs are a major problem in America. Drugs are also a big problem for Seafarers. We are no different from the rest of society in that regard. A special report on pages 16 and 17 will tell you about the drug problem, what drugs do to you and how to get help. Read it. As I have said over and over, that first step for anyone who needs help is to admit that they have.. a problem. Drug addiction, or alcoholism, is a.. disease, and when you are sick you need help. Drugs can destroy your life and your career. Please, if you have a problem talk to your port agent or call the Alcohol and Drug Abuse Rehabilitation Center. Hell, you can even call me. We will help you if you let us. Sealift Essential for Security, Navy Tells House "It is a national re ponsibility" to make sure a commercial U .S.-flag merchant marine pro pers and survives because the merchant marine is a cornerstone of the nation's defense, Vice Admiral T.J. Hughe Jr. told the House Merchant Marine Subcommittee last month. Following are highlights of his statement. • "A strong U.S.-flag merchant marine is absolutely essential to our forward collective defense, the national military strategy of the United States. It is a critical component of the force structure required to carry out our basic military planning for both limited and general war.'' • ''Today, and in the foreseeable future, there is no substitute for U.S.flag commercial ships in the fulfillment of our strategic sealift objectives. If there were no U .S.-flag merchant marine, it would have to be replaced by a government owned and operated sealift fleet-at considerable additional expense to acquire and operate. As an option, uch an alternative is neither practical nor cost effective.'' • · 'Sealift is going to play a crucial role in any future conflict involving the United States. There is no plan for any major overseas military operation, whether it be a general war involving the Soviet Union or a contingency operation in some remote corner of the globe, that does not involve the use of the seas for the injection of our military forces and the sustaining of American presence in the area.'' • ''Current military planning depends on the U.S. merchant marine to provide the major portion of the U .S.-flag sealift." • ''The merchant marine is needed to carry out specific strategic requirements for which government owned shipping is not available, and which would be uneconomical for the government to maintain in peacetime for fluctuating contingency requirements. As a ·matter of day to day policy, the Department of Defense relies upon the American owned, citizen crewed vessels of the U.S.flag merchant marine to provide reliable and secure transportation of military cargo." • "Sealift is a Navy responsibility: On 13 March 1984, the Secretary of the Navy formally added Strategic Sealift as a major Navy function, along with sea control and power projection. His pronounciation emphasized the increa ing importance of strategic ealift to overall military capability.'' • ''A Department of Defense projection of sealift assets shows that in 1992, government sources will be able to provide about 536,000 short tons of lift capacity for surge deployment. The balance of about 434,000 short tons will have to be lifted by commercial U.S.-flag sources and the ships of the Effective U.S. Controlled fleet. Today's forecasts of the size of the U.S.-flag merchant marine indicate that its capacity in 1992 will be about 334,000 short tons and the EUSC fleet will be able to lift about 32,800 short tons. This shortfall ofnearly 100,000 short tons cannot be made up simply by using the available merchant ships of our NATO allies. Those assets are already fully committed to the surge and resupply strategic sealift support in the European and Pacific theaters of operations. Furthermore, the EUSC militarily useful vessels are not numerous enough to make up for this shortage.'' • ''Clearly the decline in the size and capacity of the U.S. merchant marine is of grave concern to those of us in the Department of Defense responsible for national security planning." • "The Navy cannot by law regulate . the size of the structure of the U.S. merchant marine. But the Navy does view with gravest concern those trends within the industry that would reduce our commercial fleet's ability to carry out its defense functions whenever required by national security. The Navy is increasing the size of the government's sealift assets not as a substitute for existing merchant marine vessels, but as replacements for that percentage of our commercial fleet that has vanished as victims of economic pressures. But I must reiterate, the government owned sealift fleet can only go so far as a percentage of our total sealift force. A commercial fleet is required to generate the seagoing manpower necessary to man the national sealift forces of the United States." • "It cannot be the Navy's responsibility alone to shore up the merchant marine. Our commercial fleet has an essential national security role to fulfill, and it is a national responsibililty-not just a Navy or Defense Department responsibility-to see that this national asset is properly supported." J Off1c1al Publication of the Seafarers lnternallonal Union of North America, Atlantic Gulf. Lakes and Inland Waters Olstnct , AFL-CIO June 1986 Vol 48, No 6 Executive Board Frank Drozak President Charles Svenson Editor Joe DiGiorgio Ed Turner Secretary Executive Vice President Angus "Red" Campbell Mike Sacco Leon Hall Vice President Vice President Vice President Joe Sacco George McCartney Roy A. Mercer Vice President Vice President Vice President Mike Hall Managing Editor Deborah Greene Max Hall Associate Editor Associate Editor Ray Bourdlus Assistant Editor 2 LOG June 1986 Lynnette Marshall Assistant Editor/Photos The LOG (ISSN 0160-2047) 1s published monthly by Seafarers International Union. Atlantic. Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md . 20746, Tel 8990675 Second-class postage paid at M.S .C Prince Georges, Md 20790-9998 and at additional mailing offices POSTMASTER Send address changes to the LOG, 5201 Auth Way , Camp Springs, Md . 20746. �Port Development at Conference Stage House and Senate Try to Mold Two Bills Into One The House and the Senate both have passed bills calling for substantial new port development programs. If the two branches of Congress can iron out their differences at a joint conference hearing, then the United States would have its first major port development program in many years. That, however, is a big if. The two bills encompass drastically different approaches to funding. And the leaders in the Republican-controlled Senate have given little indication that they are willing to compromise. Their version must prevail, they say, or the president will veto the legislation. ''The fact that the legislation has reached this point is encouraging,'' said Frank Pecquex, head of the legislative department of the SIU. ''This country has been in desperate need of some kind of port development program. The antiquated state of many of this country's ports, dams and chan- nels is having a perceptible adverse effect on this country's ability to export certain kinds of goods." The enactment of some kind of port development program would have an immediate and beneficial effect on several areas of American industry, says the Transportation Institute, a nonprofit maritime research center. These areas include the coal industry, whose ability to export its products has been hampered by the inability of many American ports to accommodate foreign super colliers, and the Great Lakes region. Despite their differences, there are many similarities between the two bills. According to the Congressional Information Bureau, both versions feature "a port development cost-sharing and user fee compromise." Both, says the CIB, "provide a mechanism for recouping about 40 percent of the federal cost of port operations and maintenance through a .04 percent tax on the value of the cargo moving in and out of the U.S. ports." However, the Senate bill is considerably less ambitious than its House counterpart. It authorizes only $11.5 billion, which is slightly more than half of the $20 billion that the House bill authorized. The Senate bill would earmark 191 projects; the House bill names at least 40 more. Perhaps the major difference between the two bills is in the gas fuel tax that both would impose. The House bill envisions a 10 percent fuel tax; the Senate would raise the tax in one cent increments until it has reached 20 cents a gallon by 1997. Proponents of the increase say that the tax represents a small percentage of the barge industry's costs and is insignificant compared with savings realized from the recent plunge in fuel pnces. Yet as The Journal of Commerce notes: "Even with lower fuel costs, the industry is far from healthy. It will be years before supply and demand balance out in the industry, so special consideration is in order. At the very least, the tax increases should be put off a few more years to give the industry some breathing room .... " While both versions of the bill demand up-front payments from local project sponsors, the Senate bill goes one step further by requiring repayment of an additional 10 percent of project costs over 30 years. "Despite the differences, I believe that the Senate and the House can iron them out," said Pecquex. "After all, most of the people named to the joint conference are truly committed to modernizing this nation's infrastructure. "The real threat to this bill," said Pecquex, "is Gramm-Rudman." SIU Backs New Passenger Ship Legislation (Continued from Page 1.) abroad, with the hull and uperstructure being built in the U.S. Statistics show that the number of passengers embarking from U.S. ports has increased from 590,000 in 1979 to well over 3 million in 1985, representing a growth of more than 400 percent in the past seven years. But this burgeoning industry on U.S. shore is dominated by foreign ships. The two bills being considered are ''pragmatic attempt at establishing ~n American beachhead in this market," said Gaughan. "The potential benefit to the seriously depressed U.S. merchant marine could be significant. It has been estimated by the proponents of S. 1935 that the bill alone would provide more than l ,000 badly needed seagoing jobs. Both bills would also result in new shipyard work with conequent employment benefits." SIU President Frank Drozak told the Senate committee that the SIU is strongly in favor of S. I935. He pointed out that expansion of the U .S.-flag cruise vessel fleet is a logical result of the growing economic importance of the cruise industry and that recent terrorism in Europe and the Middle East and the falling value of the U.S. dollar have discouraged many Americans from traveling abroad. Of the approximately 19 cruise lines operating in the United States, Drozak said, only one-American Hawaii Cruise (which operates the SS Independence and SS Constitution)-is U .S.-owned and U .S.-flagged. And while the U.S. dome tic crui e market accounts for an e timated 75 percent of the world' crui e business, the United States has little opportunity to gain from this busmess because of in ufficient vessel capacity. One opponent of the bills. C. E. DeFries, president of MEBA-District L believes operators should build crui e ships in the U.S. and not re-flag foreign ships. He said that these bills could cost American jobs, not create them, that they are a serious threat to the Jone Act, and that they are examples of "devisive and destructive special issue legislation." Drozak countered that building costs have prevented the construction of new U .S.-built cruise ships. "Some have claimed that a new, cost-effective U .S.-flag passenger vessel fleet will emerge from U.S. shipyards," he said. ''Although we wi h that uch wa the case, unfortunately all available information that we have seen indicates that it is highly improbable if not impossible." Drozak pointed out that during the 1970s, when building cost for conventional tonnage increased by I 00 percent, the cost of building cruise vessels increased by 500 to 600 percent. He said, "In our view, that is an obstacle which is too great for even the skilled and dedicated U.S. shipyard management and labor to overcome. In fact, no passenger vessels have been built in the U.S. for nearly 30 years. Further, no additional active passenger vessels have been added to the U.S. fleet since 1981 despite a myriad of proposed project and refurbi hing programs. "In our view," Drozak said, "the best method for increasing the U.S. cruise ship fleet would be to pa s legislation which allows a number of foreign-built hips into the U.S. regi try to take advantage of the growing dome tic cruise market." Raymond T. McKay, pre ident of MEBA-District II. expre ed his union trong upport for S. 1935. tating that the nation· s need for an expanded U .S.-flag pas enger ve el capacity 1 clear. With only t\.\IO U.S.flag crui e ves el active in the lJ nited State . we have "only two ve el which can be called upon in a war or emergency to provide e ~ntial troopship and hospital ship capability. Through legi ·lat ion. uch as that before the subcommittee today," , aid McKay, ''we have the opportunity to substantially expand the capacity of this national security asset at absolutely no cost to the government." He cited the example of Great Britain which used three of its commercial passenger vessels to ferry thousands of troops half way around the world in its conflict in the Falkland Islands. More than 1,000 shipboard jobs would be created by the bills, Drozak said. "In contra t to our very limited capacity, the Soviet Union operates more than 70 passenger vessels which can readily be converted to military use," said McKay. "Although the U.S. does maintain a sealift reserve, it i compo ed of everal dozen aging and deteriorating ves el of World War II vintage which would take month to activate and would be of questionable military utility. ''Americans deserve jobs in the cruise ship industry," McKay said, ''and this type of legislation would be a tep in the right direction.'' Senator Paul Trible (R-Va.) agreed wholeheartedly with the legislation's proponents. "At first," Trible'said, "I was opposed to the idea of re-flagging. But I'm not prepared to stand and wait any longer" for ships to be built in the U.S. He aid he realized the legislation wa not perfect but that the be t way for this country to establish a strong U .S.-flag cruise presence is to press ahead with this legislation and ensure basic opportunities to benefit America's taxpayers, shipbuilders and seagoing workers. "This [legislation] offer us the best hope of realizing those objectives.'' Although a similar bill was introduced in the House of Representatives last year, it remains in the Merchant Marine and Fisheries Committee. The SIU hopes, as a result of this hearing, that the Senate Merchant Marine Subcommittee will quickly begin mark-up of the bill and favorably report the proposed legislation to the full Senate for its consideration. A Word from Lundeberg (The following item is from the Business Digest, Nov. 8, 1954). Harry Lundeberg, secretary of the AFL Sailors Union of the Pacific, and president of the SIUNA, testified that creation of one union for all unlicensed seamen would strengthen the seamen's bargaining position, but would also "create a little peace and harmony in the industry" and end the "whiplash" in which one union tops another's wage increase, and sets a new wage pattern. ''As things stand today,'' Lunde berg said, ''if I were a shipowner I wouldn't know from one day to the next where I was going.'' June 1986 I LOG 3 �Kesteloot Named to Tl Post After 20 plu years of Navy service, the last two as director of the Strategic Sealift Division, Capt. Robert W. Kesteloot wa named vice chairman of the Transportation Institute this month. Kesteloot, who retired from the service June 1, was instrumental in building the Navy's Ready Reserve fleet after years of neglect. But he warned earlier this month that there are not enough qualified crewmen to man these ships if needed. He estimated a current shortfall of about 1,000 to 2,000 and that could jump to 5,000 to 6,000 by 1992 if the current decline in U .S.-flag merchant shipping continues. He called for an increased reliance on privately-owned ships and the enactment of cargo preference legislation or bilateral treaties to increase the amount of cargo for U.S. ships. Kesteloot joined the Navy after being graduated from the University of Notre Dame. He served in various capacities onboard ships, including a tour as commanding officer aboard the USS Lockwood. He also served as commanding officer of the U.S. Navy base at Subic Bay, Philippines. He has been awarded the Legion of Merit, the Bronze Star with Combat "V," Meritorious Service Capt. Robert Kesteloot Award, Combat Action Ribbon and several medals for his service. He is married, and he and his wife Julie have four children. Energy Transportation Wins Legion Trophy The 1984-85 American Legion National Merchant Marine Award Trophy was presented recently by U.S. Senate Majority Leader Bob Dole (R.Kan.) to Dr. C. Y. Chen, chairman of the Energy Transportation Corp. (ETC) of New York City, at a ceremony on Capitol Hill, Washington, D.C. This prestigious, 30-year-old award, sponsored by the American Legion Robert L. Hague Merchant Marine Post No. 1242 of New York City, recognizes the outstanding contribution the company has made to the U.S. merchant marine industry through the development and successful operation of eight American-flag, SIUmanned liquefied natural methane gas (LNG) tankers. Also at the ceremony and reception were Sens. Strom Thurmond (R-S.C.), Jesse Helms (R-N .C.), Mack Mattingly (R-Ga.), Hague Post member and Marad chief John Gaughan, who congratulated ETC and Dr. Chen, noting that this LNG project represents one of the highlights in our merchant marine industry and a tribute to our American seamen. Accepting the award, Dr. Chen declared, ''Thi trophy . . . is the most coveted award in our industry. On behalf of my company, I thank the Hague Post of the American Legion for bestowing this honor upon us. ''There are many who deserve credit for our achievement. Foremost in my mind are the devoted seagoing officers and crews onboard our fleet. They are the ones who brave storm and peril day-in-and-day-out to carry out their duties, upholding the finest tradition of the American merchant marine. ''Then there are the men and women of the U.S. government who, many years ago, had the vision to create the Title 11 (Loan Guarantee Construction) Program to support the U.S. merchant marine. That program enabled us to compete in the world shipping market. And Congress and the Department of Commerce added its support when our project was in the formative tage in the early 1970s. Without this cooperation, neither the Energy Tran portation Corp. nor the United State would have become involved. Nor, perhap , would the project have gone forward. ". . . And not the least, the people of the United State benefit becau e our fleet, which today is the largest fleet of liquified natural gas tanker in the world, flie the American flag, employing American crew and demonstrating to the world the quality of our merchant marine and the capability of our technology.'' SIU-contracted Energy Transportation Corp. (ETC) was awarded the American Legion's National Merchant Marine Award for its contribution to the U.S.-flag fleet. Here (I. to r.) are MCA President Joseph J. McAleer~ Dr. C. Y. Chen, ETC chairman of the board~ ETC President Donald Szostak, and SIU Vice President Red Campbell. 4 I LOG June 1986 Canadian Ships Corner Lakes' Trade Ottawa Backs Its Fleet The U.S. and Canadian dry bulk fleets involved in U.S./Canada trade in the Great Lakes region are today nearly equal in terms of the number of ships and cargo capacities. Much of the cargoes traded by the two countries in that region consist of dry bulk commodities, usually iron ore, coal and grain. And all of these are generally reserved for carriage by vessels from each of the countries. According to a new government report, in 1984 the U .S.-flag share of U.S./Canada trade was just 6.4 percent of 40 million long tons traded. The remainder, 93.6 percent, was delivered by Canadian-flag vessels. In 1953 the U.S. share was better. Though still far from equal to the Canadian share, U.S. vessels moved 29.2 percent of Canada/U .S. cargoes through the Lakes region for that year. What has enabled Canadian-flag carriers to run away with millions of dollars in shipping contracts and hundreds of jobs is the focus on a 65page General Accounting Office report released in May. As expected, all figures confirm what the maritime industry has known for some time: that U.S. carriers without the same advantages given the Canadian-flag fleet are experiencing a steady and disastrous decline. There is the serious likelihood that the American flag will simply disappear from the U .S./Canada market. As pointed out in the report, when the St. Lawrence Seaway, ajoint U.S.Canadian venture, came under construction in the 1950s, the Canadian government modernized its fleet for maximum carriage to make use of the newly-connected 2,400-mile Lakes/ Seaway system. American vessels, however, are either too large to cross these channels or capable of carrying only such small cargoes that in either case passage would be unprofitable. As a result, American participation in Seaway carriage and the full 2,400-mile Lakes/ Seaway system has been negligible, from 1 to 5 percent of cargoes carried each year by the American flag. Unlike provisions in force in the U.S., Canadian ship operators may use foreign-built and lower-cost vessels. The Canadian government, in addition, offers its ship operators various types of financial assistance in the form of shipbuilding subsidies and operating incentives that have been written into the country's tax codes. They have been aided in holding onto that market by long-term contracts signed with Canadian agents purchasing bulk materials. Again, such long-term commitments may not be signed by U.S. carriers with domestic buyers. Unless conditions change, U.S. carriers in the Lakes will continue to lose out on all domestic Great Lakes trade. Walter Jones Named 1986 Admiral of the Ocean Seas Rep. Walter 8. Jones (D-N.C.), chairman of the U.S. House of Representatives Merchant Marine and Fisheries Committee, in Maritime Day ceremonies in New York City was named the 20th winner of the 1986 Admiral of the Ocean Seas (AOTOS) Award after a national poll of marine industry, labor and government leaders. The award is given in recognition of the recipient's efforts on behalf of America's merchant marine. Jones' committee handles legislation affecting the U.S. merchant fleet, the Coast Guard, oceanographic program, the Panama Canal and all cargo shipping lines. Under Jones' leadership, his committee worked hard on legislation designed to strengthen the American flag on the world's oceans. The Shipping Act of 1984, which brought maritime legislation as up-to-date as the shipping systems of the globe, was fought for hard and long by the committee. Jones was elected to the U.S. Congress in 1966. The representative has been reelected to the House e\·er since. �SIU, Company and Congress Pave Way Delta Queen Wins Five-Year Exemption SonatConUacts Update There have been a number of developments regarding the various Sonat Marine contracts. Mariner-The Mariner ballot was distributed to the membership in May, and balloting will close on June 25, 1986. The membership is voting on a broad contract package that includes changes in wages and working conditions. !BC/Harbor-These two contracts are being finalized by the company and the Union and should be ready for distribution to the membership soon. IOT-The balloting at IOT was halted before it was completed in order for the Union to weigh the impact of a recent favorable Labor Board ruling on the supervisor issue at IOT. The board differed with an earlier decision by a hearing examiner and found that the SIU was entitled to certain information on the upervisor que tion that had not been furnished by IOT. A decision on whether or not to complete the balloting at IOT to determine whether the membership accepted or rejected the company's wage and benefit package will be made hortly. The SIU continues to pursue the upervisor issue at Sonat, and like many other legal cases in the industry today, it will take some time for the legal arguments to have an effect. In the meantime, we are attempting to negotiate the best pos ible contract with the mo t ecurity we can get for the remaining Sonat employees. A piece of American history, the SIU-crewed Delta Queen will be sailing with congressional and presidential approval for another five years. The 60-year-old sternwheeler received a special exemption from the Safety of Life at Sea regulations when a Coast Guard bill wa approved la t month. Even though the latest safety equipment is onboard the Delta Queen, the riverboat's wooden uperstructure fail to meet the afety requirements. Along with the Delta Queen's exemption, the bill closed a loophole in the Jone Act which allowed foreign-flag tugs to operate in coa twide trade under some limited circumstances. While foreign participation was estimated to be small, the new law eliminates it altogether. Late last year the House and Senate passed the Coast Guard authorization bill which contained the Delta Queen's e emption. But President Ronald Reagan vetoed the bill due to other provisions he did not agree with. That was when action began on securing the paddlewheeler's statu in a separate bill. The Delta Queen Steamboat Company, the SIU and congre ional friends came together to help pass H.R. 739, which eventually made it through both houses and to the president' desk. Frank Fried , president of the company, sent his congratulation to the Union for it work. " Please accept my per onal thanks for the excellent support we received from you and your legislative staff in moving H.R. 739 through both houses of Congress and finally winning the pre ident's signature. "As you will recall , the extension on the exemption from the Safety of Life at Sea regulations for our Delta Queen had been made a part of H.R. 2466 which was vetoed by the White Hou e in December. Through the support of Congres woman Lindy Boggs (D.-La. ), immediate action wa taken to include the Delta Queen exemption in H.R. 739. This was maneuvered through the Coa t Guard and Navigation Subcommittee headed by Congressman Gerry Studds <D-Mass.), with a resultant floor vote in the Hou e of February. The bill was received in the Senate in mid-March and was coordinated through Senator Russell Long's (D-La.) office and subsequen~ly cleared by O.M.B. Then it was moved through unanimous consent on the floor of the Senate and moved to the White House for signature by the president in late April. "Perry Moran, who handles our company's governmental affairs, wa advised by Frank Pecquex of your staff, of White Hou e approval of H.R. 739 on the morning following the president's ignature. I personally was impre ·sed with the clo e ·upport and tracking this bill received by the SIU. " Frank, this i all proof-positive of the close working relationship we enjo} in several area · of your organization. We certainly look forward to that continued relation hip. " Mississippi Queen Plays Host to Women's Conference It wasn 't just the ordinary vacation crowd that lined up at Robin Street Wharf in New Orleans last April to board the SIU-crewed Mississippi Queen (Delta Queen Steamboat Co.) for a leisurely cruise up the muddy waters of the Mississippi River. For openers, most of the passengers were women (with an occasional husband or son). Further, this was no vacation. This was "Businesswomen and the Political World: New Partnerships," a national, nonpartisan conference designed to bring together women of diverse backgrounds in business and politics and foster cooperation among them. The conference was organized by Lynn Cutler, Democratic National Committee vice chairwoman, and Betty Heitman, Republican National Committee co-chairwoman, so that women in business and politics could "meet the other women who have gotten involved and are influencing the outcome of legislation and regulations that have a direct impact on them." Among the women were local and state elected officials as well as public accountants, lobbyists, financial planners, media types, corporate vice presidents and owners of large ancl small businesses. Featured speakers included Constance Horner, director of the U.S. Office of Personnel Management (the second-highest ranking woman in the Reagan administration after Secretary of Transportation Elizabeth Dole); Texas State Treasurer Ann Richards; Rep. Lindy Boggs (D- La.); Rhode Island Attorney General Arlene Violet, and former congresswoman and vice presidential nominee Geraldine Ferraro. The 382-ft. sternwheeler, commisioned in 1976 as part of the bicentennial celebration, proved to be an ideal location for a conference of this kind. A the paddlewheeler wended its way up to Baton Rouge and St. Francisville with stops for tour at several antebellum pfantations along the way, the women were relaxed as they listened to the keynote speakers, participated in panel discussions, talked about risk-taking and decision-making, learned how to deal with stress and creativity, and had themselves videotaped to perfect their television appearances. They exchanged business cards and did what men have been doing for year -they networked. With women bu ine owners the largest ingle source of new business formation in America today, and the expectation that more than 60 percent of all women will be in the workforce in the next decade , the conference dealt with a timely topic and was well received by all the participant . Originally set for last February, "New Partnership "was rescheduled o that repairs could be made on the riverboat which collided with a tug last December. And barring any unforeseen problems next year, the second national conference will be held aboard the Mississippi Queen next February. June 1986 I LOG I 5 �In Memoriam Pensioner Emile . Joseph Camaille Sr., 91, passed away from heart-lung failure in the St. Tammany Parish (La.) Hospital, .Covington on Feb. 12. Brother Camaille joined the Union in the port of Mobile in 1958. He sailed as an oiler and chief engineer for Radcliff Materials from 1954 to 1972 and also for the Bay Towing and Dredging Co. from 1957 to 1960. Born in St. Tammany Parish, he was a resident of Covington. Burial was in the Garden of Pines Cemetery, Covington. Surviving are his widow, May Rae; three sons Emile Jr., William and Francis, and two daughters, Marie Baughman and Juanita Jenkins. Merrick "Blackie" Chapman Sr., 57, died on May 5. Brother Chapman joined the Union in the port of New Orleans in 1957. He sailed as a captain and pilot for National Marine Service aboard the National Gateway towboat from 1956 to 1977 and for Dixie Carriers from 1963 to 1966. He began sailing in 1951. Boatman Chapman also sailed for the Trip Pilots Assn. in 1979. Born in Ville Platte, La., he was a resident there. Surviving are his widow, Martha; two sons, Merrick Jr. and Christopher; three daughters, Deborah La Font, Kimberly Moody and Cherell Markintell, and a niece, Brenda Ortega, all of Ville Platte. Pensioner John 0. De Cesare, 76, died recently. Brother De Cesare joined the Union in the port of New York in 1960. He sailed as a deckhand for the Baltimore and Ohio Railroad from 1937 to 1975 and worked as a clerk at the N. Y. Stock Exchange from 1929 to 1934. Boatman De Cesare was a former member of the American Federation of Musicians Union, Local 802. And he was a veteran of the U.S. Navy in World War II. Born in Portland, Maine, he was a resident of Staten Is., N.Y. Surviving are his mother, Josephine of Staten Is. and a brother, Anthony of New York City. Elge Barbar Domingue Jr., 52, succumbed to cancer in the Hancock General Hospital, Bay St. Louis, Miss. on Jan. 18. Brother Domingue joined the Union in the port of New Orleans in 1957. He sailed as a captain for Coyle Lines from 1965 to 1966, as a pilot for Dixie Carriers in 1973 and as a pilot aboard the towboat National Leader (National Marine Service) from 1984 to 1985. He was a soldier in the Louisiana National Guard from 1950 to 1951. Boatman Domingue was born in Carencro, La. and was a resident of Clearmont, La. Burial was in the McDonnaldville Cemetery, Gretna, La. Surviving are his widow, Eileen; his mother Mrs. Elge Domingue Sr. of Gretna; a sister, Evelyn Morvant, and four offspring. 6 I LOG I June 1986 Pensioner Fred ' Freeman Sr., 78, succumbed to cancer in Methodist ' Hospital, Houston on Dec. 21, 1985. Brother Freeman joined the Union in the port of Houston in 1957. He sailed as a mate and captain for FTT Towing from 1946 to 1954 and for G & H Towing in 1955. He was a former member of the NMU from 1946 to 1947. Boatman Freeman was born in Magnolia, Ark. and was a resident of Houston. Interment was in the Forest Park Lawndale Cemetery, Houston. Surviving are his widow, Inngeborg; a son, Fred Jr., and a daughter, Jeanne. from 1951to1957 , Dixie Carriers from 1955 to 1974 and the Inland R. Co. from 1957 to 1963. He was a veteran of the U.S. Navy during World War II. Boatman Meaux was born in Abberville, La. and was a resident of Hull, Texas. Surviving are his widow, Venita of Livingston, Texas and his sister, Mrs. James Choate. of Lexington, N.C. Surviving are his widow, Lois of Salisbury, N .C.; a son, Richard also of Salisbury; a daughter, Donna Rowdy; his mother, Carri of Salisbury, and another relative, Joyce Kelly of Faith, N.C. Pensioner Walter Leonard Malinowski, 81, passed away on May 5. Brother Malinowski joined the Union in the port of Baltimore in 1960 sailing as a bargeman for the Baltimore and Ohio Railroad from 1925 to 1969. He was a former member of the International Organization of Masters, Mates and Pilots Union, AMW, Local 1. Boatman Malinowski was born in Baltimore and was a resident there. Surviving are a sister, Amelia Rock of Baltimore and a niece, Marlene Borowski, ~lso of Baltimore. Lang Malachi Kelly, 61, died on May 21. Brother Kelly joined the Union in the port of Baltimore, in 1953 sailing as a ship's delegate and bosun. He was a former member of the NMU. Boatman Kelly also sailed during the Vietnam War and was a 1959 graduate of the Andrew Furuseth Training School, Baltimore. And he worked as an insurance agent from 1955 to 1958. Born in Erwin, N.C. he was a resident Pensioner Clyde Arthur Pipkins, 79, passed away from a heart attack in the George Cty. (Miss.) Hospital, Lucedale on Jan. 26. Brother Pipkins joined the -; Union in the port of Mobile in 1956. He sailed as an oiler on dredges for Pelican Bay Towing and Dredging Co. in 1958 and for Radcliff Materials from 1967 to 1970. He was born in Leaksville, Miss. and was a resident of Lucedale. Burial was in the Winburn Chapel Cemetery, Green Cty., Miss. Surviving are a son, Frankie; a daughter, Margaret Lowery, both of Lucedale, and another relative, Lamar Pipkins, also of Lucedale. Pensioner Willie Wilton Meaux, 77, died on April 21. Brother Meaux joined the Union in the port of New Orleans in 1961. He sailed as a captain forTex-Mex Towing Pensioner Harold "Seagull" Stowe Sr., 75, passed away on April 9. Brother Stowe joined the Union in the port of Norfolk in 1966. He sailed as a deck- (Continued on Page 7.) Dispatchers Report for Inland Waters MAY 1-31, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester ............ .. ......... . New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile ...... .. ..... ........ .. . . . . New Orleans ...................... . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac ......................... . St. Louis ..... .. ................. . Piney Point ....................... . Totals .......................... . Port Gloucester ....................... . New York .... . ....... . ........... . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile .......................... . New Orleans ...................... . Jacksonville .... .. .......... . . . ... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ........ . ............. . . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac .................. .. ..... . St. Louis ........................ . Piney Point ....................... . Totals .......................... . Port Gloucester ....................... New York ......... .. ...... ....... Philadelphia ...................... Baltimore ........................ Norfolk ......................... Mobile .......................... New Orleans ...................... Jacksonville ...................... San Francisco . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... Seattle .......................... Puerto Rico .. ............ ...... .. Houston ......................... Algonac ......................... St. Louis ... ............... ..... . Piney Point ....................... Totals ...... . ..... ........... .. . . . . . . . . . . . . . . . . . . Totals All Departments . ... ... . ....... . 0 0 3 7 56 0 3 6 0 4 0 0 6 4 1 0 90 0 0 0 0 9 0 0 0 0 1 0 0 1 2 0 0 13 0 0 0 0 8 0 2 2 0 0 0 0 0 2 0 0 0 0 10 0 0 5 0 0 0 0 2 2 7 0 26 0 0 0 0 1 0 0 0 0 0 0 0 2 2 0 1 6 0 0 1 0 0 0 2 1 0 2 0 0 0 1 0 0 2 0 0 1 11 17 0 16 0 0 1 0 5 1 54 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 0 0 0 0 0 1 2 0 6 0 0 0 0 1 0 0 15 0 7 1 0 10 118 39 67 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 0 0 0 1 0 10 0 35 10 0 0 2 2 0 0 0 0 0 4 0 0 0 0 5 2 2 3 2 4 0 0 59 23 ENGINE DEPARTMENT 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 9 0 0 0 0 0 0 1 0 0 1 STEWARD DEPARTMENT 0 0 0 0 2 0 0 0 7 0 0 0 1 0 2 0 0 0 0 0 4 0 0 0 3 8 0 4 0 0 0 0 9 0 28 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 1 0 0 13 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 4 81 25 33 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 2 7 92 1 10 4 0 4 0 0 8 0 0 0 0 24 0 3 1 0 4 0 0 4 0 0 0 0 0 2 8 8 0 16 0 0 3 0 12 0 25 27 155 67 49 0 0 0 1 0 1 0 0 0 3 0 0 1 0 0 0 6 2 0 0 0 0 0 10 0 0 0 0 4 0 0 0 0 2 0 0 0 0 1 0 0 0 1 0 0 0 27 0 1 40 0 0 0 0 12 0 4 0 0 0 0 0 0 15 0 0 17 0 31 0 0 1 0 0 0 4 1 0 2 0 0 0 5 0 0 13 4 1 17 226 97 72 13 1 0 0 0 0 0 0 3 2 0 6 0 0 1 0 *"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 . �Aboard the Arthur F. Zeman Jr. Captain Ken Haines and Cook Pierce Heil of the tug James A. Hannah (Tampa Tug Corp.) enjoy a break with AB/Tankerman Mike Kelley on a recent visit to Detroit, Mich. All are SIU members. The new SIU-contracted tug Arthur F. Zeman Jr. was delivered to the Great Lakes Dredge & Dock Co. yard in Cleveland, Ohio in late April. New Pensioners Frederick Michael Borentez, 68, joined the Union in the port of Norfolk in 1%1 sailing as a deckhand for McAllister Brothers from 1959 to 1976. Brother Borentez hit the bricks in the 1965 Chicago Taxicab beef. He was a former member of the United Mine Workers Union from 1959 to 1961. Boatman Borentez is a veteran of the U.S. Navy during World War II and the Korean Conflict. A native of New York City, he is a resident of Virginia Beach, Va. John Joseph Burns, 68, joined the Union in the port of Philadelphia in 1970. He sailed as a cook for IOT from 1968 to 1970 and the American Dredge Co. in 1968. Brother Bums last sailed out of the port of San Francisco. He was a former member of the Marine Operating Engineers Union, Local 25. Boatman Bums is a veteran of the U.S. Army Corps of Engineers in World War II and the Korean War. Born in Philadelphia, he is a resident of Tucson, Ariz. Andrew Jackson Clingan, 62, joined the Union in the port of Port Arthur, Texas in 1963 sailing as a chief engineer for Sabine Towing from 1946 to 1977. Brother Clingan was a delegate in 1977 to the Piney Point Inland Gulf Educational Conference. He was a former member of the UMDU from 1960 to 1963. Boatman Clingan was born in Port Arthur and is a resident there. Edward Getz, 62, joined the Union in the port of Jacksonville in 1968. He sailed as a chief engineer for GATCO from 1967 to 1974 and aboard the dredges Manhattan Islander and Sugar Islander (North American Trailing) in 1974. Brother Getz is a veteran of the U.S. Navy in World War II and the Korean War. He was born in Brooklyn, N. Y. and is a resident of Jacksonville. Marvin Willie "Buster" McCardle, 58, joined the Union in the port of New Orleans in 1961. He sailed as a deckhand, captain and pilot for National Marine Service from 1967 to 1979 and Dixie Carriers from 1977 to 1978. Brother McCardle attended the 1979 Piney Point National Marine Conference. He was born in Perry Cty., Miss. and is a resident of Metairie, La. Max Merritt, 63, joined the Union in the port of New Orleans in 1965. He sailed as a tankerman and captain for Dixie Carriers from 1967 to 1977, Marine Towing and Tampa Tugs in 1964. Brother Merritt is a veteran of the U.S. Air Forces in World War II. He was born in Julian, Pa. and is a resident of Buras, La. Johnnie Potier, 62, joined the Union in the port of Port Arthur, Texas in 1973 sailing as a deckhand and mate for Sabine Towing from 1972 to 1976. Aboard the tug Arthur F. Zeman Jr. are (I. to r.) Willis Kingston, deckhand; Captain Jerry Barry, and Norman Nelson, deckhand. Brother Potier last sailed out of the port of Houston. He is a veteran of the U.S. Navy during World War II. Boatman Potier was born in Morse, La. and is a resident of Gueydan, La. Almy Jones O'Neal Sr., joined the Union in the port of Norfolk in 1960. He sailed as a deckhand for Hogshire Towing from 1946 to 1947 and for McAllister Brothers from 1951 to 1974. Brother O'Neal was a former member of the United Mine Workers Union. He is a veteran of the U.S. Coast Guard in World War II. A native of Hatteras, N .C., he is a resident of Virginia Beach, Va. Esau Allen Wright, 63, joined the Union in 1943 in the port of Mobile. He sailed as a deckhand and cook for G & H Towing in 1968 and for Mobile Towing from 1957 to 1972. Brother Wright also worked as an auto mechanic. He is a veteran of the U.S. Army in World War II. Boatman Wright was born in Bessemer, Ala. and is a resident of Irvington, Ala. In Memoriam (Continued from Page 6.) hand and bosun for the Maryland Pilots Assn. from 1952 to 1974. He was born in Hatteras, N. C. and was a resident there. Surviving are his widow, Leona; a son, Harold Jr.; a daughter, Mildred, and his mother of Virginia Beach, Va. Pensioner Herbert Wilson Taylor, 71 died on April 26. Brother Taylor joined the Union in the port of Norfolk in 1961 sailing for Curtis Bay Towing from 1963 to 1981. He was a resident of Chesapeake, Va. Boatman Taylor's remains were cremated. Surviving is his widow, Ann. Kenneth "Kenny" Whilden Sr., 59, died on April 23. Brother Whilden joined the Union in the port of Philadelphia in 1959 sailing as an AB, mate and captain for the Gellethin Barge Line and IOT from 1957 to 1977. He was a former member of the Glassblowers Union and the A FL-CI 0, Local 219. Boatman Whilden was a veteran of the U.S. Navy in World War II. Born in Heislerville, N .J., he was a resident there. Surviving are his widow, Ella; his mother, Hazel of Heislerville; five sons, Kenneth Jr. of Collingswood, N .J.; Michael, Richard, John and Raymond and a daughter, Patricia. June 1986 I LOG I 7 �On the Set of the Cape Romain SIU Crew and Tug Set Stage for TV Commercial ~I'' Seafarers in the Maryland area will get a chance to see some of their Union brothers and a Curtis Bay tug during the media blitz for the Maryland Democratic primary. .. f .: J~ .-$: . • r . · 9li >rJ .$· ··=. Long·time SIU supporter and U.S . Senate candidate Rep. Barbara Mikulski (D-Md.) used the SIU-contracted Cape Romain as the set for one of her planned television commercials. The shooting took about three hours a the film crew, Mikul ki's staff and tug' s crew teamed around Baltimore Harbor looking for the right shots. Several crewmembers were filmed in action, but there is no word yet if they wound up on the cutting room floor. J It took a couple of takes, but the crew finally got the shot it wanted of the lines being tossed around the cleat, as the Cape Romain pulled into the dock. "Take 27." Rep. Barbara Mikulski (D-Md.) readies for another take of her lines during the filming of the commercial. Baltimore SIU Rep. Bob Pomerlane sits with her as the soundman readies to roll. Capt. Doc Thompson, the senior captain in the Curtis Bay fleet, and Deckhand John Goodwin watch the film crew. Mate Henry Gamp was at the wheel during the shooting, taking the Romain around Baltimore Harbor for the right shots. 8 I LOG I June 1986 On the stern of the Cape Romain, Deckhand Andy Adams (left) and Chief Engineer John Hall take a break from the "action." �SHLSS Prepares Able Seamen For the Future! The eight-week Able Seaman Course offered at the Seafarers Harry Lundeberg School of Seamanship prepares seafarers for the duties of an Able Seaman through classroom and hands-on practical training. In the classroom, topics include deck seamanship, rules of the road, marlinspike seamanship, cargo handling, helmsmanship, safety, fire fighting, emergency procedures, C.P.R. and first aid. • .... / =--· · Rip Claunch (I.) and Curtis Dawson work on splicing an eight strand braid. During the hands-on training, the students experience working with the real thing, such as wire and line splicing, knot tying, block and tackle rigging, and working with cargo booms. Day-by-day maintenance on vessels is stressed to include surface preparation and painting and wire rope cleaning and preservat10n. This course is available to SIU members who ship Deep Sea/Great Lakes or Inland. To be eligible for this course a seafarer must meet the following requirements. All applicants must be 18 years or older and pass a U.S. Coast Guard approved Physical examination before entering this course. All applicants must have normal color vision and have 20 I 100 vision in both eyes corrected to 20 I 20 in one eye and 20 I 40 in the other eye. Anyone wishing to qualify for an Able Seaman endorsement must have either a lifeboatman endorsement or first complete the two week lifeboat course offered at the school. All applicants for endorsement as Able Seaman, Special (12 months), Limited (18 months), or Unlimited (36 months) must show discharges totaling the minimum required , seatime-12 months, 18 months and 36 months-as ordinary seaman. Upon completion of this course student must pass a U.S. Coast Guard exam to receive an Able Seaman endorsement. ..._._;:·~: : ·:' ·::::.,~:'''.tyi:,.,. . ~- .~~~~:- .· .. ·:· ·:.·:.· ..: The Able Seaman class learns the procedure for rigging a bos'n chair and stage. Lexa McClean works in a bos'n chair on the side of the Sonny Simmons. ) .· .··. ·.··.:;: .,l: .. .,., ,,.,.·.::-:.:& First row (I. tor.) Gil Manipon, Bobo Lamb, Rip Claunch, David Elliott Jr., Angel Roman , Charles Finklea. Second row (I. to r.) Lexa McClean, Mike Sorensen, Molina Jose, Nelson Rodriguez, Alfred Bertrand, Rodney Ennis, Ed Idler, Joe Foote. Third row (I. to r.)Jim Moore (Instructor), Mondo Voluntad, Michael Hasson , Michael Hinton, Curtis Dawson, Mark Pesola, Mike Bullen, Troy Smith , John McAuliffe. Fourth row (I. tor.) William Benton, J.B. Higgins. John Cooper, Kris Carson, Jonathan Caldera, Billy Ray Hanbury, Robert Walker, Kevin Merckx, Leonard Scott. June 1986 I LOG 19 �• ~'-< ~--­ •• Instructor Grace Davis works with students in Math class. From Left to right: John Derenfeld, Kenji Hoffman, Gary Dow, Brad Wheeler and Frank Pivik. ~ '- ·' Instructor Teri Wilson works with Kenji Hoffman and Frank Pivik in their composition course. New College Program Underway May 5, 1986 was an important date in the history of the Seafarers Harry Lundeberg School of Seamanship because the new Associates in Arts degree program got Under Way. Five students are currently enrolled in the new college program taking courses in English, math and physical science. These students are now on their way to earning two year college degrees in either Nautical SCience or Marine Engineering Technology. The new college program is set up to meet the irregular and busy schedules of seafarers. Instead of offering courses on the typical 14 to 15 week college semester basis, courses are offered at various times during the year for six to eight week ''mini semesters.'' Students who enroll in the college program come to SHLSS to take the college courses they need for their degree. The college program is run just like the vocational upgrading program. Room and board is free and students are reimbursed for travel expenses upon successful completion of their courses. Tracy Aumann, who coordinates the program, is hopeful that many seafarers will take advantage of the opportunity to take college courses. ''This is a great chance for seafarers to take college courses and eventually earn a degree. We really want to get as many students as possible to participate, and we will do as much as we can to help them get staned in the program." Tracy also added, "we try to be flexible in scheduling and keep the classes small enough to allow for close teacher-student interaction. ' ' Classes range from physics to psychology to sociology. There are classes for all interests which cover all the basics that most college programs would require. Kenji Hoffman, who is taking English, math and physical science said, ''The courses are interesting and challenging. The instructors are excellent and willing to help you as much as they can.'' Gary Dow, when. All that the seafarers need to do is fill out that application,'' Tracy Aumann stated. Evaluation and counseling are also important elements of the program. When a student applies, his or her vocational course records as well as any transcripts from other colleges are revi~wed. Courses that can be transferred into the SHLSS program are considered and an individual program of study which includes what courses are needetl by the student is worked out. The SIU and SHLSS are providing a unique opportunity to seafarers to earn a college degree at no expense to the student. Education is important in these times when the job market is competitive and ever-changing. Don't miss this excellent opportunity to broaden your horizons. For more information and/ or an application, fill out the coupon on this page and mail it today! who sails in the engine depanment said, " This is different from most college courses because the classes are small, and you can really get into the subject with your classmates and the teacher.'' But don't misunderstand Gary warns, ' 'these are good solid college level courses.'' The students like the flexibility of the program and the fact that they are not just another face, name or number as is the case at many schools. Frank Pivik is happy with the program and encourages all seafarers to ' 'take advantage of a great opportunity to improve your education.'' Seafarers who are not quite sure when they could take classes but are interested in the college program are encouraged to fill out an application, "that way we'll have their application on file and can contact them when courses are being offered. Potential students will be on our mailing list and will receive regular information about what courses are being offered and ·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-· College Program Information D Please send more information D Please send more information and an application Name Address~~~~~~~~~-...,.--,-~~~~~~~~~~~ treet State City Zip Code SIU Book Number Circle whichever applies to you Study of the stars Is part of the Physical Science course. Here Instructor Roger Francisco works with Frank Pivik and Brad Wheeler. 10 I LOG I June 1986 i Inland Great Lakes Deck Engine Deep Sea Mail This Coupon To: Tracy Aumann SHLSS Piney Point, MD 20674 ~--·-·-·-·-·-·-----·-·-·-·-·-·-·-·J �Harold Markowitz speaks to the membership at the monthly SIU meeting in Piney Point, Maryland. CPR The Need Arises When You Least Expect It. to Harold Markowitz on May 22, 1986. Markowitz was at the Town Creek Marina at 1 a.m. when he saw a man suddenly slump over. Two women went to the aid of the gentleman and Markowitz, who had just completed a CPR class at the Lundeberg School, stepped There is a very good reason why the U.S. Coast Guard requires seafarers to keep their CPR cards current: emergencies arise when you least expect it and you must know what to do to respond effectively. That's exactly what happened over to see if they needed any assistance. The victim wasn't breathing so Markowitz restored breathing to the man , by means of artificial respiration. The Hollywood Volunteer Rescue Squad was on the scene within minutes. The victim was, by then, breathing and alert. ' 'Mr. Markowitz was able to tell me in a calm and concise fashion the details of the emergency,' ' said Ambulance Crew ChiefJanet Cook. ''Because of this information, I was able to convince the man to allow my crew to prepare him for transportation to the local hospital. As we were putting the victim on the stretcher he went into cardiac arrest. CPR restored his heart beat and he was taken to St. Mary's Hosptial alive and alert where he was treated and released several hours later. ' ' The story might have had another ending for this 3 3-year-old male if Harold Markowitz had not reacted so quickly. This was the first time Markowitz had ever used his CPR training. "It made me feel really good to help someone in need and know that I might have made the difference between life and death," said Markowitz. Brother Markowitz joined the SIU, through the trainee program, in 1978 where he took his first CPR course. He has returned to the Lundeberg School seven times to upgrade through the Steward Department and renewed his CPR certificate each time he returned to the school. ' ' I never expected to use my CPR training," says Markowitz '' but I'm really glad I had it when it was needed.'' Naval Reserve Officers from MSC and MIRAO tour the SH LSS facilities. ~erican Institute~rFree Labor~evelop~ent~~~~~~~~~~~~~~~~~~~- l &-L. '~- ..: .........:.:_:';.;~;= . '·:.:. .· 43 trade union leaders from Brazil and the Caribbean region made a tour of the SHLSS facilities on May 20, 1986. These union leaders were sponsored by the American Institute for Free Labor Development and they were uuu~~~HLSS \ participating in a trade union program offered at the George Meany Center for Labor Studies. COURSE GRADUATE"3CM~~DDD AM SEA I. to r. Patrick Rankin, Harry Alongi (Instructor), Phil Tambon, David Martz, Daniel Marcus. Tankerman I. to r. Alan Lautermilch, Howard Plybon, Greg Swabon. June 1986ILOGI11 �9 D UPG Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry The following is the current course schedule for the 1986 school year at the Seafarers Harry Lunde berg School of Seamanship. For the membership's convenience, the course schedule is separated into six cate_gories: Deck Tiepartment courses; Engine De~ent courses; Steward Department courses; Adult Education courses; All Department courses and '"Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to y_pgrade are advised to enroll for class as early as ~ible. Altliough every efton will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. srµ l,{epresentatives in all ports will assist members in filling out the apphcatton. Engine Upgrading Courses Deck Upgrading Courses Check-In Date Completion Date License Mate (Third Unlimited Master Mate Freight & Towing) August 1 October 10 Celestial Navigation October 10 November 14 Lifeboat October 6 October 10 October 17 October 24 Able Seaman September 2 October 24 October 24 December 19 Radar Observer July 18 November 14 July 31 November 28 Tankerman August 11 December 1 August 22 December 11 Radar Observer (Renewal) August 8 September 5 November 7 December 5 August 15 September 12 November 14 December 12 Course Check-In Date Completion Date QMED ·Any Rating July 11 September 19 September 12 December 11 Marine Electrical Maintenance August 22 October 16 Marine Electronics (LASH Crane) October 31 December 12 Refrigeration Systems Maintenance & Operations August 15 September 26 Course Chief Cook Refrigerated Containers Advanced Maintenance September 26 November 7 Diesel Engineer - Regular November 7 December 19 Welding November 7 December 5 Hydraulics July 25 August 21 Fireman/Watertender & Oiler September 12 November 6 Course All Rating Upgrading Courses Check-In Date July 25 September 5 October 17 November 14 Course Sealift Operations and Maintenance Completion Date August 22 October 3 November 14 December 12 Recertification Programs Course Check-In Date Completion Date Steward Recertification November 3 December 8 Bosun Recertification September 2 October 6 Your Holiday at the SHLSS Vacation Center: What It Will Cost The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday at your Southern Maryland home away from home. ROOM RATES: MEALS: Member $30.00 per day Spouse $5 .00 per day Children $5 .00 per day Member $8. 50 per day Spouse $4.00 per day Children $4. 00 per day NOTE: No lodging or meal charge for children under age 12. So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks. 12 I LOG I June 1986 Steward Upgrading Courses Check-In Date October 1 Completion Date Jan.9, 1987 Cook & Baker August 13 October 1 November 19 November 21 Jan.9, 1987 Feb. 27, 1987 Chief Steward October 1 Jan.9, 1987 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for this year, the courses will be six weeks in length and offered at these times: August 1 September 13 October 31 December 13 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: September 19 October 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: July 25 Able-Bodied Seaman July 18 Hydraulics July 18 July 25 QMED September 12 September 19 Able-Bodied Seaman October 17 October 24 ··············································································~ SEAFARERS TRAINING & RECREATIO CENTER Reservation Information Name: __________________________________________ S.S.# Address: ______________________________________~ Telephone# Number in Party Date of Arrival: 1st Choice 2nd Choice 3rd Choice (Stay is limited to 2 weeks) Date of Departure Send to: Seafarers Training & Recreation Center Piney Point, Md. 2067 4 (Phone: 301·994·0010) •.....•..........•.•.............•••.•••..........••.....••....••............... j I �Apply Now for an SHLSS Upgrading Course ····••···········•·······••·•·•·················•······························•······••••••·•···••··••··•••···•·••••·••••••·•••••••·•·• Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name (first) (Last) (City) (State) Deep Sea Member D Date of Birth (Middle) Mo./Day/Year Telephone -~- -~~---­ (Area Code) (Zip Code) Pacific D Lakes Member D Inland Waters Member D Social Security# _______ Book# _______ Seniority _______ Department _ _ _ _ _ __ Date Book Port Presently Was lssued __________ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: 0 Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From----~- to___,-.....---(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D D D D D D C C C D C :=__. C 0 Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course Sealift Operations & Maintenance No transportation will be paid unless you present original receipts and successfully complete the course. ENGINE D D D D D D D D D D D Li D D D FOWT QMED-Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel Third Asst. Engineer (Motor Inspected) Refrigerated Containers Advanced Maintenance Marine Electronics (LASH Crane) Hydraulics Hagglund Crane Maintenance STEWARD D D D D . Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ADULT EDUCATION DEPARTMENT L L Adult Basic Education (ABE) High School Equivalency Program (GED) ~ Developmental Studies L English as a Second Language (ESL) [., ABE/ESL Lifeboat Preparation ALL DEPARTMENTS C Welding C Lifeboatman L3 Sealift Operations & Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~--~~DATE~~~~~~~~~~~~~~~ RETURN COMPLETED APPLICATION TO: June 1986 I LOG I 13 �Vacation Tips If You Don't Get Enough Salt at Sea New England to Iowa, Maritime History Abounds '··.·. Part I j,~,·~,. Editor's note: Summer vacation time is . here and many Seafarers and their families have a fascination with nautical history. Below is the first of two stories which will tell you where to find maritime museums, displays and history throughout the country. Part I explores east of the Mississippi River. Next month the western U.S. will be highlighted. For more information, consult travel guides or a travel agent. ,.. ·... ·.:.;:.._ I ,...; . • . · · ·. '">"'- ·. . .. .. ~~ff>'· · /' J!·. . ;·~'., r. J, .. , A"' .. by Dorothy Re Vacation time is coming up fast. Most of us have already made plans. But even if you have made plans, and fo r those of you who still do not have any, here are some things you might like to know about the many maritime museums and preservation and restoration of ships that can be seen around the U.S.A. It doesn't matter where you areEast, West, North, South-or on the inland rivers. There are museums and ships that tell us of our seafaring past which helped to build this great nation of ours. If you have made plans for New England, you can take a side trip and see Mystic Seaport in Connecticut. Mystic is a must for anyone living in the northeastern United States. It i a living museum-having been recreated as it was when it was a working port in the 1800s. There you can see shipbuilding and repairing done and see the famous whaling ship, Charles W. Morgan, used in the movie "Moby Dick." There, too, is the cadet training ship, Joseph Conrad. It took Capt. Alan Villiers around the world in the 1930s. And you can take a trip around the port on Sabina, a small steamboat. Nearby is an aquarium with daily shows performed by seals and porpoises. One could spend several days at this great place filled with scrimshaw, figureheads and exhibits of woodcarving and a breeches-buoy demonstration (a life saving technique), among other attractions. Mystic is a seaport restoration in the style of Williamsburg, Va., and, of course, there are restaurants, motels and gift shops in and around this area. From Lubec, Maine to Key West, Fla., there are maritime museums in every port. In Salem, Mass., there i the Peabody Museum. In New Bedford, Mass., the Old Dartmouth Historical Society is a whaling museum. At Plimouth Plantations, Plymouth, Mass., there is a replica of the May.flower, and in Boston Harbor on the Charles River, the Constitution ("Old Ironsides") rides at anchor. It is probably the most famous symbol of America's maritime heritage, the greate t ymbol of her seafaring victories. At Edgartown on Martha's Vineyard, Mass., there is an Historical Society, and there is another museum on Nantucket. These beautiful island south of Cape Cod, Mass., were centers of the whaling industry and can be reached via a car-ferryboat from Woods Hole or Hyannisport. In New York City, the South Street 14 I LOG I June 1986 ;,.. •.;..v s· . < ...................w ~· A whale of a tale can be found on the Charles W. Morgan in Mystic Seaport, Conn. This ship was used in the filming of "Moby Dick." Seaport, originally planned as a restoration in the Williamsburg style with cobble tone streets and horse drawn carriages, has a marvelous display of ships. The Wavertree, the Peking, the Ambrose Lightship, and the schooner Pioneer, a charter "working sail," can be boarded. The Alexander Hamilton, a Hudson River sidewheeler, was totally ravaged by a storm and sank recently. A great loss. But a new steelbuilt sidewheeler, the Andrew Fletcher, now takes tours of New York Harbor. Just below the Brooklyn Bridge, this attractive place with singers of sea shanties, concerts and a new shopping emporium, is a fast-growing attraction for New Yorkers and out-of-towners alike. The U.S. Intrepid, an aerospace and naval museum, is tied up at the foot of 46th Street in the Hudson River. This huge aircraft carrier is one of many U.S. Navy ship that is now open to the public. The Intrepid is just slightly north of the Circle Line and the Hudson River Day Line. The first will take you around Manhattan Island; the econd will take you up the Hudson River. The Hudson River Day Line used to take trips to Albany but now it goes to Bear Mountain Park and back. Just south of the George Washington Bridge on the New Jer ey side of the Hud on i the Lackawanna ferryboat Binghamton. And at Kingston , N. Y., where the Delaware and Hudson Canal barge used to bring bluestone for the sidewalk of New York is the Hudson River Maritime Center. The National Maritime Historical Society, Sea Hi tory Magazine, is at Croton-on-Hudson, and the sloop Clearwater is docked at Poughkeepie, N. Y. The goal of this "working sail" is to clean up the Hudson River. On Staten Island there is the Snug Harbor Cultural Center to be explored, and out on Long Island there is a new museum at Kings Point, N.Y. at the American Merchant Marine Academy. The Suffolk Maritime Museum is at Sayville and there is another whaling museum at Sag Harbor. The waterfront areas of most major coastal cities of the U.S. attract almost as many visitors each summer as the two Disney amusement centers. In Philadelphia the waterfront area is called Penn's Landing and is on the Delaware River at the foot of Chestnut Street not far from Independence Hall. All of this section of Philly is part of an urban renewal program. There is a park for picnics, and the Moshulu, ''the largest all-steel sailing ship still afloat," is tied up at the wharf as a restaurant. Here, too, are the Portuguese (tall ship) square-rigger, Gaze/a Primeiro , Admiral Dewey's flagship USS Olympia, the Barnagat Lightship, and several other ships. Also in thi area is the Philadelphia Maritime Museum and an art museum next to the place where cruise ships dock. In Baltimore's Inner Harbor, the sister ship to the Constitution, the Constellation, is proudly displayed. The Port Welcome sails the harbor to the middle river and back, and the Nobs/...a, a Cape Cod steamer, i a re taurant ship. The new Baltimore aquarium, an excitingly modern building, looms dramatically on the newlycarved out waterfront area and is one of the most visited places in the country. Cruise ships also tie up in the Inner Harbor. The Pride of Baltimore was lost at sea in early May near Puerto Rico. Four of her crew were lost after a squall hit the schooner as sails were being trimmed. The other eight crewmembers were rescued. The Pride of Baltimore was built in Baltimore in 1976-77 by Melbourne Smith. She made a journey in 1983 from Kingston, Jamaica to the coasts of California, Washington, Oregon and British Columbia. The Pride of Baltimore sailed past every coastal state in America during her short career. She will be missed. Washington, D.C. is catching up in this maritime history "living museum'' capacity. Its waterfront has a marina and many restaurants, one that floats, as well as a floating fishmarket. Several small paddlewheelers ply the Potomac to Mt. Vernon and back. Tall ships have sailed into this waterfront area on several occasions and will again. There are plans for permanent outdoor exhibits near Georgetown, and the Smithsonian Institution has a large maritime exhibit at the National Museum of American Hi tory on the Mall. Not far from Washington, Annapolis has the Naval Academy Museum, and the Cheasapeake Bay Maritime Museum is in St. Michaels, Md. The Dove, a replica of one of the first small ships to land the early settlers in Maryland, is near the State House at St. Mary's, Md. The Calvert Marine Museum is at Solomons, Md. and has a fine exhibit of the oyster industry. (Continued on Page 15.) �Maritime Museum at Piney Point Where the Potomac meets the Che apeake Bay there is one of the most unusual maritime museums: The Seafarers Harry Lundeberg School of Seamanship (SHLSS) and the new Vacation and Recreation Center. Here young men are able to achieve academic uccess and complete their high school requirements. Scholarships are available to all Seafarers. But the bottom line is better skilled seamen for safer and more efficient ships at sea. The collection of ships used for this training includes a lightship, Big Red; a towboat, Susan Collins, and the Claude "Sonny" Simmons, a Chesapeake Bay passenger/freighter. The Charles Zimmerman and the Dauntless, which many will recall, are about the be sold. The Zimmerman, an excursion ship on the Potomac (formerly the Mount Vernon of the Wilson Line), was filled with classrooms, a theater and a library before the new buildings were constructed. The Dauntless, a yacht belonging to Horace E. Dodge (then the Delphine) was also a classroom ship. Both served "the Base" well for many years. A variety of smaller craft are used for training and for fun, and in an open shed there are four rebuilt work boats to remind us of the Chesapeake Bay and its abundance of succulent shellfish; a bug-eye, a Chesapeake Bay sailboat; a skipjack, an oyster dredger; a Potomac river dory, and a log canoe. An archeological dig, recently begun near St. Mary's City, helps bring the rich history of this peninsula alive. Near here in 1634, the Ark and the Dove landed on St. Clement's Island. A replica of the Maryland State House, c. 1649, has been constructed near St. Mary's College, and there is much else to remind us that the Revolutionary War was fought in the vicinity. The Paul Hall Memorial Library and Maritime Museum has a fine collection of artifacts, ship models, paintings, plaques and other historical material showing the rich heritage of the SIU and of the sea. The new Vacation and Training Center houses classrooms as well as facilities for retired Seafarers, a diningroom/cafeteria area, an auditorium and a marvelous view of the surrounding bay waters. This center is also used for conferences and other Union-sponsored activities and offers an ultra-modern setting. (Continued from Page 14.) The Susan B. Constant II, Godspeed II and Discovery, early ships that landed at Jamestown, Va. in 1606, are at the Jamestown Festival Park, and farther down the seaboard, the HMS Bounty is at St. Petersburg, Fla. At the southernmo t tip, the African Queen, of the movie of the same name, has recently found a home in Key Largo. Let's swing around the peninsula, by water, of course, to find the Tampa Bay Maritime Society. The Gulf of Mexico border states are well represented, but before we go west let's go north and inland. On the Inland Waterways and on the Great Lakes there are several preservation ships. Admiral Perry's second flagship, Niagara, is at Erie, Pa. on Lake Erie, and a stemwheeler, Julius C. Wilkie, is at Winona, Minn. on the Mississippi River below Minneapolis/St. Paul. The W.P. Snyder Jr., another stemwheeler, is at Marietta, Ohio where the Ohio borders West Virginia. The showboat Rhododendron is at Clinton, Iowa just above Davenport on the Mississippi where it runs between Iowa and Illinois. The USS Cobia, a submarine, is at Manitowoc, Wis. on Lake Michigan. And one of the most celebrated events of any summer is the International Tug Boat Race, a part of the 4th of July doings in Detroit and Windsor, Ontario. The Lake Superior Marine Museum is at Duluth, Minn., and the Chicago Maritime Society in Chicago, Ill., is on South Lake Park A venue, also on Lake Michigan. Still more Great Lakes maritime history is preserved at the H. Lee White Marine Museum at the mouth of the Oswego River on Lake Ontatio. The Mississippi River Museum is in Memphis, Tenn., and our own SIUcrewed Delta Queen and Mississippi Queen, living museum cruise boats, recreate the days when Mark Twain was a riverboat pilot on the Ohio and KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclu..,ively hy the contracts hct-ween the Union anc.1 the emplo) er-,. Get to know }Our shipping rights. Copies of these contract... arc postcJ and a\ ail able in all Union halls. If) ou feel there ha-, heen any violation of your shipping or seniority rights ,1.., contained in the contracts hetv.ecn the Union anJ the employers. mHit] the Seafarers Appeals BoarJ h) certifieJ mail. return receipt requested. The proper adJress tor this i Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copie" ot contract'> as rcfcrreJ to arc available to at all time'>. either h) \\riting Jircctl) to the lJnion or to the Scatarers Appeals Boar<l. )OU CONTRA(' rs. Copies of all SIU contracts are available in all SIU halls. fhese contracts specify the "Wages anJ conditiom unJcr v. hich ~ ou \\Ork anJ li\c ahoarJ ) our !->hip or hoat. KnO\\ ~our contract rights. as 'Well a" your ohligations. such .. .., filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU This is only a partial list of maritime places of interest. There are many more in every section of the country we covered. But before we say "smooth sailing" or "adios" to anyone headed for Texas, here are some of the Gulf Coast stops that you may wish to make. At Galveston, Texas, the Elissa, a bark, spreads sail, and there is also an Historical Foundation. Or if you stop in Fredricksburg, Texas, they have a museum of the Pacific War that ought to take up a day or two. The U.S. Texas, of both WW I and WW II fame, is anchored at the San Jacinto Battleground near Houston, Texas. In the next issue we will cover ome of the marine exhibits on the West Coast. Have a good vacation. KNOW YOUR RIGHTS CO. 'STITt:TI01':AL RIGHTS AND OBLIGATIONS. Copie" l)f the SIU ctrn..,titution arc a\ail.ihlc in ,ill Union hall .... All mcmhcr" "houlJ nhtain copic" of th1" con..,lllution "n a" tn famili,1r11c thcm..,cl\ c" \\1th 1i... con tcni.... Any time !OU feel ,rn~ mcmhcr or otliccr 1" .it tempting to Jcpri\C \•)ll of ,tn! con"1itut1nn,tl right Pr ohlig.ition h) ,tn} method" ... uch a" dealing -with charge .... trial;;. etc .. .. .., \\ell as all other Jelail .... then the member "0 aflcctcd shoulJ immediate!) notlf! headquarter-.. FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lake" anJ Inland Waters District makes specific prov1s1on for \afeguarding the membership ·s money and Union finance\. The constitution requires a detailed audit h) CertifieJ Puhlic Accountants every three months. -which ,1re to be -,uhmitteJ to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected by the mernhership. makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. 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 lnlanJ 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 anJ dishursements of tru t funds are made only upon approval hy a majority of the trustees. All tru t fund financial records are available at the headquarters of the various trust funds. Mississippi Rivers. Last but not least in this partial survey is the Clark County Historical Society Howard Steamboat Museum at Jeffersonville, Ind., on the Ohio River north of Louisville, Ky. Here in a large stone Victorian house, once owned by the Howard family, is a sand barge and other relics of the Howard Ship Yards which built many of the famous inland river paddlewheelers. This shipyard was the Jeffboat Shipyard in Jeffersonville where the Mississippi Queen was built in 1976, 50 years after the Delta Queen was built in 1926. There are sailing cruises to discover almost every one of the above mentioned ports and museums. We also advise you to explore the possibility of "harbor festivals" which abound in the summer months in the North and during winter months in the South. EQlJAL RIGHTS. All mcmhcr" arc guaranteeJ equal righh in employ nH:nt anJ a\ mcmhcrs of the SIU. The"c rights arc clc.irl! "ct forth in the SIU con..,titution ,inJ 1n the contrach v. h1ch the Union has nq!l)l1ated \.\ ith the emplo) crs. ( ·on ... c4ucntl). nn mc111hcr 111.1) he J1..,criminatcJ again\t hccau"e of race. creed. color. "c' anJ n.itional or gcograrh1c origin. It an) me111hcr feel" that he i... JenieJ the et.1ual righh to \\hich he i" cnt1tlcJ. he "hould notit] Union hcaJquartcr .... 1111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111. patrolman or other Union oflLiaL in your opinion. fails to protect )Our contract rights properly. contact the neare t SIU port agent. EDITORIAL POLICY - THE LOG. The Log ha-, traJitionall) rdraineJ frlHll puhli..,hing an] article serving the political purpo"e" of an) indi\. idual in the Union. otticer or mcmher. It ha al n rctraineJ from puhli-,hing articles JecmeJ h.1rmful to the Union or ih collective membership. Thi-, e"tahli ... heJ policy ha" hccn reaflirmcJ hy memher ... hip action .1t the eptcmhcr. I lJftO. meeting;; in all con..,lltuttonal ptms. The rc-.pon;;ihilit! for Lo~ pol1c;. i... \C tcd in an cJ1torial ho.irJ \\h1ch con'>lsh t)f the E\ecuti\c Bo,1rd of the l.Jnitrn. The •· \ccuti\~ Bo.irJ may Jclcg.itc. I rom among ih rank;;. one inJi\ iJual to carry out this re..,ron ihil1t\. PA YME 'T OF \10NIES. No monic' .ire tn he paid to anyone 111 an! ollic1al capac1l) 111 the SIU unlc ... -. ,in onlcial Union receipt j.., gi\en ft)r .imc. Under no ..:1rcum'il,tncc'\ "htlllld an! mcmhcr ra! an~ mnnc~ ft)r .tn! reason. unlc. " he i... gl\ en ... uch receipt. In the e\ cnt an! l'nc attemph to rc4uirc an! ... uch r.i;. mcnt he made \\ ithnut -.uppl;. ing " rcceirt. or If " mcmhcr i-. rc4uired to make a ra! mcnt and 1" given an ntlicial receipt. hut feel;; that he houlJ not h.1\ c hccn rc4uircd to 111.ik.c uch p.i: mcnt. thi" shoulJ immcJiatel~ he rernrtcd tt) Lnion hcad4uarters. SEAFARERS POLITICAL ACTIVITY DONA TIO~ -SPAD. SPAD j.., a "eparate scgregatcJ tunJ. It" procecJ.., ,1rc u... ed to further ih ohjech and purpo"e" including. hut not limitcJ to. f urthcnng the roliticaL ... oc1al and economic interc"h ol 111.intimc \\Orkcr-.. the prc ... enation and furthering of the American Merch,1nt Marine v. ith improved c111rlo;. n1cnt orportunit1c.., Ior "ca men and hoat111cn anJ the ad\ :1nce111enl of tr,1de un1lrn concert-. In Clrnncct1on \\ ith ... uch ohjcch. SPA D "urpllfh .ind contrihutc" to pol1t1Lal candidate" for elective ollicc. 1\il contrihution" .ire \ olunt.ir! . l\.o contrihut1011 ma) he ... olicitcJ or rccci\cd hccau"e nf force. i•'h d1..,cnmin;1tion. 1in,tnc1,d rcpri ... ;d. or threat l)f such ClrnJuLt. or'"' a nrnJition of mcmhcrshir in the CniPn l)r l)I emrlP! ment. 11 a cnntrihution i;; 111,1Jc h;. rca ... on ,)1 the ;1ho\C imrn)pcr ClrnJuct. notil) the SL.1f.1rer" nll)n or Sl»\I) h! certified mail \\1thin JO d.1\" of the contrihut1lHl h)r in\L'"l1gat1on and .ippropri.itc action and refund. ii in\l)lunt:1r). Support SP t\ I) tn rn,tcct anJ further ) lHlr econPmic. polit1c.d .ind ... rn:i,il intcrc-.h . .ind :\mcr ·c.111 tr,1dc unillll concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ace~ to Union records or information, he should immediately notify SIL President Frank Drozak at Headquarters by certified mail. return receipt requested. The addr~ is 5201 Auth \\ay and Britannia Way~ Prince Georges County, Camp Springs, \1d. 20746. June 1986 I LOG 15 �The Real ''Une'' on Coke Cocaine Abuse-America's New Epidemic The pages of this country's newspapers are filled with stories on the growing drug problem in this country. Of all the drugs hitting the street, none is more popular or more dangerous than cocaine. Cocaine was once the toy of the privileged few. Now, thanks to a new inexpensive street form of the drug, known as crack, it is being used by people in every strata of society, and at every age level. The most dangerou thing about cocaine is the ignorance that most people have of the drug. The first time that people try cocaine, they usually find the experience pleasurable. Yet within months-weeks, you can become addicted to cocaine, and your life can be a living hell. * * * One SIU member who is a recovering addict said this about his experience with cocaine: ''The first time I tried it, I was in South America. I was bored, and it made me feel good. Within months, I was spending every penny I made to get the stuff. I would steal-and worse. Then I looked at my wife and child and realized I was robbing them of their future. I had to stop." Here are some answers to frequently asked questions about the drug: What is cocaine? Cocaine is a chemical extracted from the leaves of the coca plant, which grows mainly in South and Central America. As a "street drug" in the United States, it is generally found in the form of a crystalline white (sometimes pink or tan) powder often called "coke" or "snow." It is recognized by doctors as a stimulant and "euphoriant" (something that gets people "high"). It works by reacting with other chemicals in the human nervous system and brainone doctor describes the effect as "flooding the pleasure centers." It also blocks pain messages in the nerves, and narrows the blood ve sel , raising blood pressure and increasing the work of the heart and lungs. Is cocaine addictive? Yes, if addiction means being "hooked" on it-an irresistible urge or compulsion to use the drug, usually in ever-larger doses, more and more frequently, despite erious ide effects and the disruption or destruction of normal work, school or family life. People use cocaine because they like its effects, and they can get to the point of centering their whole lives around getting it and using it, to the point where nothing else matters-not even food or sex. When a cocaine addict tries to quit the drug, there are withdrawal symptoms-deep depression, irritability, fatigue and sleepiness, loss of energy, and an intense craving for cocaine. Some professionals call cocaine nonaddictive because ending its use does May 30, 1986 To: SIU Brothers and ARC Staff First, I would like to say what a superb job Commander Ken Conklin is doing at Piney Point and I am looking forward to upgrading my license there soon. It has been almost one year ago that my life was in ruins. I thought I was on top of the world, "One of the boys," drinking and partying all the time. My life was a total wreck! When I entered Seafarer's Alcoholic Rehabilitation Center, I thought it was a joke and I didn't have time for their lectures and A.A. meetings. Well brothers, I was wrong. Alcohol and drugs are not the answer. Just after one year of being sober my life has changed 180 degrees. I may have lost a few good friends with my living a straight life, but who needs friends who drag your life down the drain. I have adjusted to the sober life and it was not an easy battle. It was hard to part with my loved one (alcohol) and being labeled an alcoholic doesn't bother me anymore. It makes me look back at where I came from, a place I never want to return to!! It feels good to wake up without hangovers, itchy skin and guilt feelings of not remembering what I did the night before. My health is great and I am in control of my life. Let me tell you, it sure feels "Damn Good" to be back at the helm and steering a straight course in life. Thanks again Rick Reisman, Jesse Logan, Bill Eckles and the rest of the staff. Captain David Domangue-D-5S10 Los Angeles/Long Beach Red Stack Tugs P.S. Thanks to my "mom" for her love, understanding, and the strong support she gave during treatment; I love her dearly. 16 I LOG I June 1986 not produce the kind of extreme physical ''withdrawal crisis'' that hits heroin users when they quit "cold turkey.'' Others talk of cocaine "dependency" instead of addiction. Don't be fooled by these differences of opinion on the meaning of the word 'addictive.' No doctor, social worker or drug counselor familiar with its effects harbors any serious belief that cocaine is not addictive. How is cocaine used? The powder is generally raked with a razor blade into narrow "lines" on a mirror or other smooth surface and then sniffed or ''snorted'' into the nose through a small metal tube, a straw or rolled-up dollar (or hundred-dollar) bill, or from a tiny spoon. It can also be dissolved and injected under the skin or into a vein. "Freebasing" is smoking the purified substance (called freebase) remaining after the user mixes cocaine with other substances and dries the resulting paste over a flame. Drug and alcohol abuse that go only end in three ways, says Rick Drug Abuse Rehabilitation Center The person can wind up in jail. Or he can be placed in a hospi Or he can die. Along the way, there is plenty o friends and co-workers. It is estimated that this year al because of worker drug abuse, an get involved in job-related acciden Then there are costs that can n children, failed marriages. And on the personal level there job opportunities and the gnawing future and your self-respect. If you have problems with drug epidemic sweeping this country. You can lick this problem if yo recover. Starting with this issue, th alcohol abuse, and what is being our members who suffer from thes What is "crack"? Crack is ready-made freebase, often called "rocks"-small white or beige chips that resemble soap or bits of gravel. It is sold in oversized vitamintype capsules or small glass vials like perfume samples. Crack first appeared on the streets of New York only last summer. It has spread like wildfire. Crack is smoked in any kind of pipe-often in a tubular glass or plastic pipe with a fine screen in the bowl (like those used for hashish), sometimes in a water pipe-or can be rolled into a "joint" with marijuana. What are the initial effects of using cocaine? Usually_ pleasurable. The high begins in a few minutes and lasts from 15 minutes to a half hour. The drug produces euphoria, feelings of wellbeing and increased self-confidence, high energy and alertness. Users are often extremely talkative and restless. With crack, the high comes on faster and dec1ines sooner-producing the desire for more and more. One social worker says "Don't even try it once. It's too easy to get hooked." And a doctor on the cocaine hotline agrees: ''The biggest danger is the overwhelming compulsion to repeat the experience. People who use crack just can't stop.'' Are there medical hazards? Yes, serious ones. Death can result from cocaine use, through convulsions, heart attacks and strokes. Fatal eizures can hit snorters, injectors and smokers, epileptics and non-epileptics alike. Extreme sleepiness after use can combine with the drug's anesthetic effect on the throat, letting u ers "drown'' in their own saliva. Other effects include loss of appetite and ultimately severe weight loss, im- potence and loss of sex drive, irritability, delusions of persecution, outbursts of violent behavior. Repeated snorting can destroy the tissue between the nostrils. Sharing of needles can transmit AIDS and hepatitis. How can I tell if my teen-ager or spouse is addicted? People must give up their illusion that "this couldn't happen in our family." Cocaine is no respecter of race, sex, age or economic level, says a social worker. "You know the person. Don't ignore dramatic changes in behavior or personality." In a kid, these changes can include shifts in eating and sleeping patterns, irritability, weight loss, hyperactivity, depression, excessive absence from school, a constant need for money, loss of interest in family or school, new circles of friends. Parents may find some of the drug-using equipment or empty crack containers, or discover items of value mis ing. In adults, symptoms are similar, and include getting behind on rent and other bills, borrowing money, marital difficulties, and on-the-job problems caused by rapid mood changes or excessive absences. With crack, because the high is so fast and intense, the addiction progresses much faster than with snorting cocaine or other drug abuse. "Someone who started using the drug in February, often not previously a drug user, can have a severe habit by May,'' said a director of a cocaine rehabilitation program. There are only three ways for a teen-ager to support a habit, say police, none of them legal: theft, prostitution, and becoming a drug dealer. �Help Yourself Kick Drugs ted is a progressive disease that can head of the Seafarer's Alcohol and ) in Valley Lee, Md. pread around- to family members, irican businesses will lose $20 billion coholics are six times more likely to J!leasured: broken promises, scarred ~evitable financial problems, the lost that you have mortgaged away your f cohol, you're not alone. There is an .. Hope 'he SIU is committed to helping you will discuss the problems of drug and ing recovery and hope to those of ~s. ,_ Seamen who are addicted to drugs and alcohol have a way out - a place to go and get help: the Union's Alcohol and Drug Abuse Rehabilitation Center (ADARC) in Valley Lee , Md. More than 870 members have made use of the ADARC's facilities since it was founded in 1975. Many have gone on to lead productive lives free of alcohol and drug abuse. There are several thing that make the ADARC uniquely qualified to serve the needs of seamen who are addicted to drugs or alcohol. For one thing , all of the counselors are recovering alcoholics or drug addicts. They know what you ' re going through because they've gone through the same thing themselves. They'll be sympathetic to your needs, but you won't be able to con them. "We practice tough love around here," said Rick Reisman. " It helps most people, but some have to come back two or three times before they are able to understand what we're talking about.'' Each "class" consists of roughly 10 individuals who attend support sessions and AA and CDA (Chemical The First Step ''Taking that first step was the most painful thing I ever did in my life," said one alcoholic who has remained sober for nine years. "But, in retrospect, I don' t think that I would be alive today if I hadn't done it.'' How does one go about taking that first step? Just break it down into its two components: ONE: Is your life unmanageable because of drug or alcohol abuse? TWO: Are you powerless over drugs or alcohol? How do you define unmanageable? " Some people have to be literally hit on the head before they can accept that their life is unmanageable ," said Rick Reisman, head of the ADARC . '' Other people come to the realization much sooner. They save themselves years of hardship and decline ." Some of the people who go to the AD ARC won' t even admit that they have a problem. They are only there because they've been ordered to go by the Coast Guard, or becau e they' ve ,;i( ' l.V failed a drug test. Other people, slightly more than half, are at the ADARC because they realize that they have a problem . "These people have the best chance ofrecovery," said Reisman. "They're at the clinic because they want to recover. That's half the battle." Here is a short checklist to determine if your life is unmanageable, or if you are powerless over drugs and alcohol: * Has your drinking or drug taking * * * * * * * * * * * * * * * Do you drink or take drugs to ** relieve boredom? * Do you drink and take drugs while * on duty? * Have you ever been written up while under the influence? * intoxicated? Have you been caught driving while caused accidents at home, on the road or on the vessel?. Do your friends and family members tell you that you have changed? Are you irritable? Have you lost contact with even your closest friends? Do you have financial difficulties because you take drugs or alcohol? Are you afraid to apply for a job on a Navy ship because you don't think you can go several months without drugs? Do you have blackouts? Do you steal or borrow money to upport your habit? Do you need a drink (or a shot , snort or toke) to get through the day? Do you wake up in trange places ? When you are under pressure , do your thought invariably turn to alcohol or drug ? Have you tried to give up alcohol or drugs , but can 't? Have you tested positive for drug use? Do you find yourself drinking more than you used to, or taking more drugs? Do you think that drugs or alcohol make you wittier, marter , or more socially acceptable ? Have you told yourself that you can lick your problem by yourself, only to keep on using drugs and alcohol? Do you go on periodic binges? Have the binges been getting more frequent? Do you seek out people who abuse drugs or alcohol? If you answer "yes" to even one of these questions, you may have a problem. Think about it. Dependents Anonymous) meetings. Each "student"is a Seafarer, and that helps. ''All of the people in this program with me are merchant seamen,'' said one member who was going through the ADARC for the second time. "Sailors have a unique lifestyle. We're often at sea - cut off from our friends and family. At the ADARC , it ' s good to get feedback from people who have the same problems that you do. " And then there is the cost. The cost of going through a comparable facility is roughly $10,000. The ADARC i free to Seafarers. There has been a gradual change in the ADARC over the past 10 years. It was originally called the Alcoholic Rehabilitation Center. The new name reflects the change. ' 'Most of the people we saw in the beginning were addicted to alcohol," said Reisman. "Slowly, the number of people who are cross-addicted who use both drugs and alcohol ha increased. ' ' About 80 percent of the people we see abuse both alcohol and drugs. Older members are more prone to using just alcohol. Younger members usually abuse both.'' Yet as one older member said, "Hell, an addiction is an addiction. Both drugs and alcohol can kill you.'' "The changes we are seeing," said Reisman, ''are consistent with changes in society. The '60s and '70s saw a dramatic rise in recreational drug use, and we are seeing the results of that.'' Within a month or two, the ADARC is expected to open up a new wing that will double the number of people it can accept at any one time. In addition, the hospital it has been using to detox alcoholics is now accredited to detox drug users as well. "More than most professions," said SIU President Frank Drozak, "seamen have a sense of community. We believe in taking care of our own. "Drug and alcohol abuse, " he said , "is a growing threat to this country, and to the job security of our members. ''A growing number of jobs available to this membership ," said Drozak , " are onboard military vessels that have been contracted out by the Navy. The Navy insist that the people who man these highly sensitive positions be drug-free and they will test for drug use . ''The bottom line i that in the foreseeable future, government employees and transportation workers will be subject to these tests. There's just no getting around the fact." And do these tests prove anything? "As far as I am concerned," said Reisman, "anyone who knows that he or he will have to undergo a drug test to gain employment, and who still smokes marijuana or takes cocaine, has a problem with drugs. It is important, however, that all our members know about these latest developments in order to protect their job security.'' One member who wishes to remain anonymous says that he knows people who are so afraid of being tested for drugs that they carry urine samples around with them. The ironic thing, of course, is that all drug testing has to be administered in front of a Navy official. When it comes to testing for drug use, there's no getting around it: what you see is what you get. Thanks to the Union's ADARC program, this member is learning what to do to keep sober and drug-free, one day at a time. June 1986 LOG I 17 �Aboard the OMI Charger • in L.A. Harbor The OM/ Charger (OMI) ties up in Los Angeles Harbor. (Photos by Dennis Lundy) G.W. Davis, OMU, joined the SIU in 1969. The OM/ Charger will be the last ship for the 60-year-old Davis, who plans to retire in June. Willie Wilson, steward/baker. George Major, steward assistant. Frank Bolton, QMED. Crewmembers aboard the OM/ Charger include (I. to r.) Wiley L. Yarber, pumpman; George Khulaqi, AB; Franz Schwarz, bosun; John "Eyeball" Landry, AB, and Norman Johnson, radio officer. 18 I LOG I June 1986 �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America. AFL-CIO • I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • I I I I I I I I I I I I • Lcgisli:ltive. Admmistrativc and Rcgul.ttory H.1ppcnings Washlngton Report Vessel Redocumentation Build and Charter Taxes and trade dominated the headlines this month. The president signed into law a vessel redocumentation bill that contained two provisions .of interest to SIU members. The bill closed a loophole in the Jones Act that had allowed foreign-flag tugs to tow foreign vessels in U.S. ports, and extended a waiver that allowed the Delta Queen to continue operating. Had not the waiver of the Delta Queen been passed, then the historic vessel would have been pulled out of service at a considerable loss of tax dollars, not to mention SIU jobs. The superstructure of the Delta Queen is constructed of wood, which means that it must be continually inspected to see if it meets stringent safety requirements. The House Merchant Marine and Fisheries Committee approved H.R. 4135 which, if enacted, would provide American shipyards with their first real boost since the elimination of the Construction Differential Subsidy Program in 1980. The bill would finally release $852 million that was set aside last year for the construction of military vessels to be chartered out to the private sector. It still needs to clear several formidable hurdles, however. For one thing, the Seapower Subcommittee of the House Armed Services Committee has to report on this bill before it can reach the floor. The House Merchant Marine bill contained several changes in order to make the bill more palatable to the Seapower Subcommittee, including one provision that would give the Navy "paramount" control of the program and another that would increase to $75 million the amount to be specifically earmarked for the Navy's sole use. In the Senate, the Senate Subcommittee on Defense Appropriations , which first appropriated the money for the program, has added an amendment to a supplemental appropriations bill that would repeal the requirement that the program be legislatively authorized by Congress before the vessel construction funds can be spent. The administration has gone on record as opposing the bill in any of its various forms. For most of this session, the House of Representatives has been sending not-so-subtle signals to the White House to do something about a growing trade deficit that has reached epidemic proportions. Despite repeated warnings from both sides of the aisle, the administration has done virtually nothing. Frustrated by this inaction, the House of Representatives passed a far-reaching trade bill by a stunning 295-115 margin. The White House, which was visibly taken back by the size of the vote and its bipartisan composition, condemned the bill as being "protectionist." President Reagan vowed to veto it. The real question wasn't whether the trade bill was perfect or not, but why the administration has failed to take any kind of constructive action to protect American companies from unfair foreign competition. Belated attempts to bring the value of the dollar down are starting to have some minimal results. Still, the monthly trade deficit is out of sight, and many U.S. companies have lost footholds in once secure foreign and domestic markets, perhaps forever. The other big story this month was the sweeping tax reform bill that the Senate Commerce Committee passed by a 20-0 vote. As a result, tax reform, once thought virtually dead, is now given a good chance of becoming a reality. The Senate bill has received support from a surprisingly broad range of groups, from the Executive Council of the AFL-CIO on the left to the Chamber of Commerce on the right. I I June 1986 Alaskan Oil ''The truly amazing thing about the maritime industry," said Frank Pecquex, head of the SIU's legislative department, "is that you have to keep on winning the same battles over and over again just to stay even. The other side never fails to bring up the same old issues." One of those issues is Alaskan oil. Last month there was good news and bad news relating to the export of this valuable commodity. The good news. On May 21, 1986, the House passed a trade bill that contained a prohibition against the export of Cook Inlet oil. An amendment that would have allowed the export of Cook Inlet oil that was introduced by Rep. Toby Roth (R-Wis.) was soundly defeated by a 181-238 margin. The bad news. The prohibition against the export of Cook Inlet oil still has to pass the Republican-controlled Senate, where it is expected to face a far more difficult time. In addition, the Commerce Department, on June 4, issued a ruling permitting the export of Cook Inlet oil. The ironic thing about all this is that there isn't that much Cook Inlet oil to export. Both sides view it as a test case for the more important question of North Slope oil. It is estimated that as many as 40 SIU tankers would be affected if the prohibition against North Slope oil were to be rescinded. Auto Carrier Bill The House Merchant Marine and Fisheries Committee has overwhelmingly endorsed a bill that would completely restructure the auto carrier trade between the United States and Japan. The bill, H.R. 3655, would require that an equal number of Japanese cars imported into the United States be carried on American and Japanes9 vessels. "For all practical purposes," said SIU President Frank Drozak, "this trade has been closed to American-flag vessels. ''The action taken by the House Merchant Marine Committee is an indication of what a vigorous trade policy could achieve," said Drozak. "Since the bill was introduced, a number of Japanese companies have voluntarily entered into agreements with U.S. companies to carry Japanese autos on Americanflag vessels. "Of course," said Drozak, "the Japanese are only offering the American-flag merchant marine crumbs. The proposed deals would affect some 90,000 cars out of more than 2.7 million that are shipped into the United States. "Still, one has to view this issue in a broader context," said Drozak. "The Japanese were unwilling to do anything to open up this once closed market until Rep. Walter Jones (DN.C.) introduced this bill. They entered into these latest agreements only to prevent passage of H.R. 3655. Think of what we could do if we had an administration that felt trade was an important issue." Operating Differential Subsidy The House Merchant Marine Subcommittee is trying to make sense of the mountains of comments it received during the hearings conducted on the Operating Differential Subsidy program. The hearings were held in order to devise a more effective and cost-efficient ODS program. By doing this, the subcommittee had hoped to put pressure on the administration to accept the proposition that something needs to be done to confront the crisis in the American maritime industry. So far the administration has not given any indication that it has understood the severity of the crisis. In the meantime, the SIU will continue to monitor the work of the subcommittee on this important bill, in order to make sure that the interests of its members are protected in the event of any sweeping changes in the 0 DS program. Passenger Vessel Bill SIU President Frank Drozak urged the Senate Merchant Marine Subcommittee to pass legislation to spur the development of the American-flag passenger vessel industry. He said that this would create thousands of American jobs, stimulate various state and local economies and generate millions of dollars in individual, sales and corporate taxes. In addition, Drozak stressed that any such legislation would improve the U.S. balance of payments ledger and enhance this country's sagging sealift capability. The subcommittee presently is considering several bills dealing with this issue. These bills include S. 1461, which would re-flag U.S.built but foreign registered vessels for coastwise trading privileges, and S. 1935, which Drozak said ''would create a window of opportunity to foster further expansion of the domestic fleet." For more details on this issue, see page l. Port Development The House and the Senate are expected to meet to iron out differences between the irrespective versions of the Port Development bill. If they are able to reach a compromise on this issue, then work could begin on some 200 dredging projects aimed at modernizing this nation's antiquated system of ports and inland waterways. A full story is carried on page 3. I Support SPAD I June 1986 I LOG I 19 �SIU Members Around the world John Katsos, right, receives his first pension check from Seattle Port Agent George Vukmir. Katsos has been sailing since 1947 as a waiter and messman. Chromer Jefferson, QMED, aboard the OMI Columbia in Los Angeles, Calif. It's time for barbecues and games aboard the PFC Eugene A. Obregon off Rota, Spain. SIU members operate the Tampa Bay Pilots Association boats. Onboard the Pilot are Jim Pierce and Phillip Valanerrliam. Pensioner Macon Welch of Gibson, Ga. enjoys a good hunt during his retirement years-" all of this made possible under the SIU's Pension and Welfare Plan." 20 I LOG I June 1986 SIU Patrolman Danny Keao talks with AB Jeff Hood aboard the C.S. Salernum when the ship made a recent stopover in Honolulu. SIU members come out in large numbers at a recent anti-apartheid rally in Washington, D.C. �Preservation of a Seafarer's Art ·•: :.: "::. • ·~.- ~...... ·;::·~::·:... ··:-··w·:-:·:-:.._._._._~._...':",. • r , ")' r Brother Lopez relaxes at his work desk after completing another ship in a bottle. by SCOTTY BOATRIGHT Donald Scott "Scotty" Boatright, from the San Francisco area, is currently shipping as an AB on the SeaLand Patriot. He joined the SIU in 1978, passed the AB course at Piney Point in 1980, andjust earned his "A" seniority last year. Boatright has been photographing Julian Lopez's work for the past few voyages and recently finished this article which he offers to the membership as a tribute to his retiring shipmate. It is said that the seafaring craftsman is a dying breed. With automation and the modernization of today's merchant ships, many of the old skill of sailors of a bygone era are lost. Sad but true. As an able 'eaman. I still never fail to learn and gain more skills from my older shipmate on each new vessel I join Hand in hand with the seafarer·. kill goes the seararer' · art, fancy knotwork, ship mooel building, refurbishing of old hip part mto furniture or ornamentation and. of course. ships in bottles. This latter craft bring me to Julian "Julie" Lopez. QMED, who is currently one of my shipmates on the M/V Sea-Land Patflol. Born in Segovia. Spain in 1926 and rai ed in Valencia. Julie i definitely one of those die-hard old alts. He began his seafaring career at age 11 on the fishing boats m the Mediterranean Sea and then Joined the Spanish navy in 1942. At that time the Spanish navy still used some sailing ships. In the current days of hort tays in port and long days at sea, Julie, in the past few years, has elected to spend his off-duty hours preserving the art of building ship in bottles. He'll be the first to tell you that many mistakes were, and still are, made in the arduous task of learning this craft. I asked Julie how he got into it. "I was always fascinated with the craft," he says, "but it wasn't until about three years ago that I saw the bosun on the Santa Magdalena actually putting ships in those large, cargo lightbulbs. I asked him to show me, and I learned the tricks of the trade from him. "Then, with a basic knowledge of how it was done. I began my search through bookstore after bookstore in San Francisco, until I finally found one with only two old books on the subject. From there, it was just trial and error all the way!" Julie, at this point, u e strictly hand-made tools, usually fashioned in the engine room's machine shop from scrap. The same goes for hi wood for hulls and masts, cloth for sails and twine for rigging. As for bottles. he take them where he can get them. Julie says. ··1 u ·e anythmg from a gallon jug to a tiny grape Juice bottle . Don't be mistaken though, the larger bottle i"' not nece sarily easier. Detail is the objective, and the larger the bottle, the more visible is the detail of the ship inside.'' He proudly keeps one he made in a tiny grape juice bottle on his desk which, to me, is a masterpiece. He adds, ••of course, the typical one quart rum bottle is the most preferred and traditional. I try to keep this work as traditional as possible, but new and different kinds of bottles always pose an interesting challenge.'' Julie admits, however, that even with the easier one , occasionally, after hours of work and the job is near completion, all can be lost. A ma t will snap or some rigging will break. and the JOb must be started over again. When I asked him about his vast knowledge ofrigging, etc., he told me. "'I have a pretty good idea of how sailing vessels are built becau~e they u ed to build real schooners and other ailing craft on the beach where I was raised. My first job in the navy was on a three-masted bark as an apprentice, and my last as ignment in the navy was on a four-masted top-sail schooner, on which I cros ed the Atlantic. This all gave me a working knowledge of proportions . riggmg and all that. "I hand carve my hull and design my rigging. I try to make each one as authentic as possible, avoiding gaudy paint jobs, pennants and all the other armchair sailor's clutter. Depending on the size, the rigging and the intricacy involved, building one can take anywhere from eight to 30 hours to complete.'' Starting with some dusty old books and a lot of patience, Julie has made it possible for some of us to still enjoy a dying art form if we're lucky enough to cross his path! Some of his work can be seen in shops and restaurants around San Francisco, especially m the Fisherman's Wharf area. Brother Lopez joined the SIU in 1960 in New York and now ships out of the port of San Francisco. Though only a few more voyages away from retirement. he says he'll continue to build hips in bottles ashore for the plea ure it brings him. I've shipped with Brother Lopez before on Delta Line voyages and kno~ him to be a fine hipmate a well as a craft ·man. I know the entlfe membership wishes him well in his upcoming retirement. 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 member need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, NEW YORK Schulman & Altman 84 William Street, Suite 1501 New York, New York 10038 Tele.# (212) 422-7900 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md 2120 1 Tele. # (301) 539-6967 CHICAGO ILL. Katz & Friedman 7 South Dearborn Stre t Chicago, Ill. 60603 Tele. # (312) 263-6330 DETROIT MICH. Victor G. Hansori 19268 Grand River Avenue Detroit, Mich. 48822 Tele # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele.# (813) 879-9842 LOS ANGELES, CALIF. Fogel , Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard , Suite 2600 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild , Feldman & Ostrov 239 South Avalon Wilmington , Calif. 90744 Tele. # (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 3660? Tele. # (205) 433-4904 NEW ORLEANS, LA. Gardner, Robein & Healy 2540 Severn Avenue. Suite 400 Metame, La. 70002 Tele. # (504) 885-9994 NORFOLK, VA. Peter K. Babalas & Associates P C. Suite 700 Atlantic National Bank Bldg. 415 Saint Pauls Boulevard Norfolk Va. 2351 n Tele. # (804) 622-31 00 PHILADELPHIA, PA Kirschner, Walters, W1ll1g Weinberg & Dempsey Suite 110 1429 Walnut Stree• Philadelphia Pa 19102 Tele. # (215) 569-8900 ST LOUIS, MO. Gruenberg , Sounders & Levine Suite 905-Chemical Building 721 01ive Street St. Louis. M1ssoun 63101 Tee # (31 4) 23 1 - 4 SAN FRANCISCO, CALIF. John Paul Jenning Henning, Walsh & R -:hie 100 Bush Street Suite 440 San Francisco, Calif 94104 Tele # (415) 981-4400 SEATTLE, WASH. Davies Roberts Reid, Anderson & Wacker 201 Elliott Avenue West, Suite 500 Seattle, Wash . 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas , P. A 2620 West Kennedy Boulevard Tam pa, Florida 33609 Tele. # (813) 879-9842 Just how does that model ship get into that small-necked bottle? June 1986 I LOG/ 21 - �Naval Fleet Auxiliary Force Shows Growth at Fast Pace A few old-time MSCPAC mariners and Union members dropped by the Union hall to say hello. From left, Business Agent George Grier, Al Corley, Homer Gorden and Lucien Francis. U.S. Sealift Remains Vital In a Fast-Changing World These are excerpts from an editorial by Retired Admiral Elmo Zumwalt. "U.S. armed power may be worthless if realistic assumptions about our allies, access to overseas bases, and foreign intere t are not fully gra ped by American diplomats. Relations within NATO are weakening-enough so that prominent American suggest the European defend their own territories. "For some time. our NATO partners have refu ed to cooperate in keeping the peace in the Persian Gulf region . . . Meanwhile, in the Far East. Japan doe not say whether U.S. force can use it bases to defend South Korea and American statesmen do not insi t on that essential guarantee . . . ·'The bulk of American ground and air forces are tied down in We tern Europe and South Korea. Wherever there might be a confrontation with the Soviet Union, America's first responsibilities will be to support those forces as they lie strategically exposed to Soviet power. If the United States is to be able to meet any other security task, including fulfillment of President Carter's pledge to protect the Persian Gulf, it will have to depend on its naval forces to project power or present a viable defense. Unle tho e naval force are properly armed and prepared, ho tile nation will perceive the United State a incapable of protecting it worldwide." SIU Vice President Buck Mercer (left) and Al Gruhn, president of California Labor Federation, pose at the Union Square anti-apartheid rally in San Francisco. 22 I LOG I June 1986 One of the main duties of the Military Sealift Command (MSC) is to man and operate ships of the Naval Fleet Auxiliary Force (NFAF)-ships that directly support Navy fleets at sea worldwide. The Naval Fleet Auxiliary Force was inaugurated in 1972 with the transfer of one fleet oiler, Taluga, to MSC after earlier tests showed that civilian mariners could operate ships providing the naval fleets with logistic support at great savings. The Taluga was retired at the end of FY 1983 after 39 years of naval service. During her final years of naval support, as a unit of MSC' Naval Fleet Auxiliary Force, she conducted 2960 underway replenishments. In January 1985, the auxiliary fleet had expanded to 33 ships, including 11 oilers, seven fleet tugs, three cable laying and repair ships , two fleet ballistic missile resupply ships, four store ships, one ammunition ship, one undersea cable transporter and three ocean surveillance ship . By 1990, MSC hope to double thi number. This, more than anything else, is the success of Civil Service manning. Civil Service mariners are Navy employees. Many are SIU members. Most NFAF ships also carry small Navy military detachments to provide communications support and ordnance handling. They also assist in helicopter operations. The support NF AF ships provide include underway replenishment, towing, salvage and special services, cable repair, and the point-to-point transfer of fleet ballistic missiles and related cargo. The oilers, stores ships and ammunition ship conduct underway replenishments, commonly called UNREP's, which are the transfer of fuel, food, ammunition, spare parts and almost everything else needed to keep a Navy vessel combat ready while at sea. The seven Powhatan class fleet ocean tugs provide towing and training services to the fleet. In addition, the tugs perform limited diving, salvage and oil clean-up operations when augmented by Navy salvage and diving personnel and portable specialized equipment. The cable ships repair Defense Department communication lines and are capable of laying new cable on the ocean floor. Fleet ballistic missile resupply ships transfer missiles and supplies for our U.S. submarine forces. The newest class of ship assigned to the MSC is the T-AGOS class of ocean surveillance ships. Constitutional Commission Meets in the Philippines More than 50 member of the Philippine · new con titutional commission have begun holding hearings. The commis ioner . who repre ent a broad cro -section of Philippine society, hope to draft a new con titution to replace the one that President Corazon Aquino aboli hed after a urning power. The hearing are till in the explanatory tages. Indeed, the commission ha not yet appointed a chairman, nor even come up with a set of procedures. Yet its work i being anxiously followed by million of Filipinos who want to make sure that the la t vestige of the old Marco regime are wept away. The commi sion include educators, human rights advocate , tudent . film per onalitie , lawyer , liberals, conservative , anthropologi t , and many other repre entative persons. Everyone on the commission was appointed by President Aquino, who recently completed her first I 00 days in office. Noticeably absent from the com- mission, however, are known Communist . According to a New York Times report, Mrs. Aquino wants to have their views represented, but does not want to include controversial, highprofile Comm uni t figures. The New York Times said the constitutional commi ion "ha contentious issues to re olve, among them whether foreign base should be banned. The United State has two large and vital ba es in the country. and their presence has been a rallying symbol for nationalist groups .... " Other problem besetting the Philippine I lands include a faltering economy and a growing national debt. In addition. there is a Communist insurgency being waged which ha assumed extremely seriou proportion . The democratic ideal of President Aquino and her populist image are said to have made inroads among Communi t supporters. She has tried to be conciliatory with the rebels. However, there was a spate of guerrilla activity recently, and hundreds of people were killed. �Assignment of Mariners Note: The Civilian Marine Personnel has issued new instructions covering the assignment of mariners. The first half of these instructions was published in last month's LOG. USNS Navajo (T-ATF 169): Versatile ship of Military Sealift Command, Pacific. • Navajo Sets Towing Record One of the MSC's primary missions is to offer direct support to Navy units at sea. This enhances American military power by allowing combatant ships to remain on station for long periods of time. The support provided by the MSC to the Navy is extensive and includes the following services: underway replenishment, towing, salvage and special services, cable laying and repair, and a point-to-point transfer of fleet ballistic, missiles and related cargo. In the event of an international emergency, these services would be critical and would probably mean the difference between victory and defeat. Recently, the master and the crew of the USNS Navajo (T-ATF 169) set a world record by towing a target ship and three YTB' s 2 ,500 miles from San Diego to Hawaii. The work that the captain and the crew did was so good that it prompted one hard-bitten 25-year veteran of the Navy to exclaim, "These guys impressed the hell out of me. They're good, real good." The following story by Bob Borden, PAO, MSCPAC, recounts the Navajo's journey. When Navajo left San Diego March 3, the ship set out on a southerly course to avoid stormy Pacific weather. Despite such good intentions, the ship battled high winds and seas anyway for most of the trip. The long voyage would have been difficult even without miserable weather because of the vessels trailing the MSCPAC ship. The target ship ex-Coucal was the lead vessel of the four tows connected to Navajo by a 600-foot wire underrider. The old target ship has taken one too many missile hits in her second career which has caused misalignment of the entire hull. As a result, ex-Coucal towed a couple of points off the starboard quarter, causing considerable drag on the tow wire. The three YTBsdestined for Far East ports-are more at home in the calm waters of a bay, not in the rough waters of the ocean. They didn't take the Pacific swells easily. While Navajo lookouts kept a close vigil on the tows, a couple of false flood alarms sent deck personnel scurrying into the ship's zodiac boat to make onboard inspections of two of the YTBs. "If they happen to break loose, which is not uncommon," said Capt. Rosten stoically, "you have to pick them up again while you're towing a couple of others. Because you don't have the maneuverability, it can get very tricky. And there's always the worry about a collision between one tow and another.'' When Navajo arrived off the coast of Hawaii March 22, she was greeted by four Navy tugs prepared to take the load off her back. Capt. Rosten puffed on a cigarette just after sunset and surveyed the scene from the bridge. "The tow was the easy part," he joked, watching the players take their parts for the next scene of Navajo' s 19-day voyage. Despite his attempt at humor, there's probably more fact than fiction in his statement. Unhooking a tow at sea is like trying to tame a wild gorilla. You do it with extreme caution. A seemingly routine task can be uncommonly complicated-and dangerous. Combine heavy chain, powerful wire bridles and thick hawsers with lots of strain and tension and you've got the ingredients aboard fleet tugs for exciting but dangerous work. The sudden snap of a taut tow line can ruin your whole day, especially if you happen to be in the line's path. Notes Capt. Rosten, "When you're hooking or unhooking a tow, you've got a lot of strain on the wire, so people have to be aware of anything breaking loose. The deck people have to work very fast and they have to know what they're doing without going by the book. The work aboard these ships requires flexibility and adaptability. When Navajo mariners set about to unhook the towed target ship and three YTBs and tum them over to the waiting Navy tugs, their difficult task was compounded when tow wires got tangled up underwater. For several hours, Navajo, her tows and the Navy tugs seemed to be doing a clumsy version of the waltz as they pushed and pulled against each other in a futile effort to untangle the snarled lines. Bos'n Frank Cruz, AB Al Suva and other Navajo 2-6. ASSIGNMENT OF CIVMAR RELATIVES ABOARD THE SAME SHIP-Area commands may consider requests from CIVMAR relatives, other than spouses, to sail aboard the same ship during their tours of duty. These requests may be granted provided that assignments meet the manning requirements of the command, create no undue disruption to ship operations and are in the best interest of the command. Bona-fide vacancies must exist, each mariner must be fully qualified for the position and in the case of female CIVMARS, adequate berthing, as stated in section 2-3, must be available. A CIVMAR relative shall not serve in a position in which he/she has authority to appoint, employ, promote, advance, discipline or effectively recommend his/her relative for appointment, employment, promotion, advancement, or disciplinary action. 2-7. ASSIGNMENT OF CIVMAR SPOUSES ABOARD THE SAME SHIP-The following governs the assignment of CIVMAR spouses to the same ship during their tours of duty. These requests may be granted provided that assignments meet the manning requirements of the command, create no undue disruption to ship operations and are in the be t interest of the command. CIVMAR spouses who request to be employed aboard the same ship may be allowed to do so, providing all of the conditions listed below are met. Requests which do not clearly meet all of these conditions will be denied. a. There are bona-fide vacancies for both spouses on the requested ship in accordance with the established manning scale. b. Both spouses are fully qualified for the positions requested in accordance with applicable regulations. c. Appropriate berthing is available or can be arranged without undue disruption of accommodations for other crew members. Accommodations assigned must also be in compliance with the requirements of COMSCINST 9330.6. d. Neither CIVMAR spouse shall be serving in a position in which he/she has authority to appoint , employ, promote, advance or effectively recommend his/her spouse for appointment, employment, promotion or advancement. Nothing in this instruction affects the employment of CIVMAR spouses aboard separate ships. This assignment policy is not consistent with Department of the Navy policy for assigning military personnel to shipboard duty. 2-8. ASSIGNMENT OF LICENSED STEAM ENGINEERS TO MOTOR VESSELS TO QUALIFY FOR DIESEL LICENSES-Pursuant to U.S. Coast Guard regulations for licensing engineers, MSC has established a program to allow licensed steam engineers to serve aboard motor vessels as observers to enable them to qualify and sit for their diesel licenses. The minimum service requirements to qualify an applicant with a steam license to sit for a diesel license are as follows: a. Chief Engineer: while holding a license as Chief Engineer, steam; 3 months service as Chief Engineer (observer) on motor vessels. b. First Assistant Engineer: while holding a license as First Assistant Engineer, steam; 3 months service as First Assistant Engineer (observer) on motor vessels. c. Second Assistant Engineer: while holding a license as Second Assistant Engineer, steam; 3 months service as Second Assistant Engineer (observer) on motor vessels. Steam engineers serving as observ- ers aboard motor vessels will retain the pay of their permanent steam rating regardless of the class of ship to which they are assigned. Reassignment schedules will be set up by area commands to meet operational needs. Applicants should file requests to participate in the program via the Master and Engineering Office at MSCLANT or MSCPAC. mariners maintained a respectful distance from the bridle every time the strain from the tow made the wire jump and quiver on the ship's aft deck. "You've got to adjust to the reality of this job and these things happen,'' aid Capt. Rosten, pondering his next move while he radioed instructions to his chief mate on deck. It was finally decided to cut the chain linking Navajo to the largest tow, the target ship ex-Coucal. The target ship then cuddled up to a Navy tug for a ride back to Pearl Harbor. The release of two YTBs to the other Navy tugs was done quickly and efficiently. Navajo brought the last YTB into Pearl Harbor alone. Observing the MSCPAC mariners work throughout the whole day was CW03 William Johnson, the service craft officer at Naval Station Pearl Harbor. The Navy tugs that met Na- vajo earlier in the day work for him. Johnson watched the Navajo crew cautiously release each tow while they warily kept an eye on the bridle. ''These guys impress the hell out. of me," said the 25-year Navy veteran. "They're good, real good." In the end, it wasn't fancy equipment that got the job done. It was muscle and steel, the kind oflabor and sweat you expect from a working class ship like Navajo and her sister fleet tugs. There's a lesson in this, says Capt. Rosten, for the people assigned to crewing the fleet tugs. "You don't need super seamen on these ships but you do need good people," he said at the end of a long day. "There are enough people assigned to these ships to handle the jobs we get. But when you don't have good people, you're always undermanned." June 1986 I LOG I 23 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco S - IU companies are continuing to snare new dredging jobs. Leudtke Dredging is about to start a new one in Racine, Wis. Still, the people up in this region will be happy when the House and the Senate finally fashion a compromise port development bill. Port facilities in this region are antiquated and have put American shipping operators at a distinct disadvantage. The maritime industry up here has still not recovered from the recession of the early '80s. While there has been an economic recovery of sorts in the Midwest, it has bypassed the industrial sector. Cleveland, once a thriving manufacturing center, has concentrated most of its attention in drawing service jobs to this area. Few people know it, but the city possesses one of the largest centers of medical research in the country. For the past 100 years , the fortunes of the Great Lakes maritime industry have been tied to three things: stone, coal and iron ore. Since the steel and auto industries are still being hard pressed by unfair foreign competition, there is a decreased need for the stone , coal and iron ore that American ships on the Great Lakes traditionally carry. Many people are still predicting that things will eventually turn around for the Great Lakes ports. Others are not so sure. Great Lakes ports cannot handle the new supertankers that are being built. In addition, many shippers just don't want to chance another season like the last one, when the St. Lawrence Seaway had to be closed becau e of an accident. captain. He recently retired as master from MSCP AC and is well acquainted with the mission and the operation of the ship. The fact that First Officer Wayne R. Conroy is also a former MSCPAC deck officer only adds to the potential success of Lavino's new undertaking. As for the former MSCPAC DeSteiguer crew, some reported immediately for further duty at MSCPAC, while others went on a well deserved vacation. The transfer of these three MSCPAC oceanographic ships to Lavino will mainly affect marine employees with less than one year of MSCPAC service. They will be relieved and returned to home port for separation. Those in this category should make certain that their credited shore leave days are included in their termination notices. These employees also should petition Lavino Shipping for further marine employment. Write a letter that outlines your experience, rating, document endorsements and training. Include your address, telephone number and the dates you will be available for employment. Then stand by. The SIU Government Services Division is available to offer assistance. MSCP AC plans to furlough marine employees with more than one year's service for a period up to six months. It will recall them if necessary. Those temporary employees who are furloughed will have an opportunity to draw unemployment compensation, but will not be allowed to eek employment with Lavino. I want to emphasize, however, that any furlough may prove to be hortlived because MSCP AC is scheduled to operate the USNS Mercy, a hospital ship, and the USNS Point Loma, a launch area support ship. Both ships presently are berthed in the San Diego area. Crews for these vessels have been included in MSCPAC's overall marine manning ceiling. any decision that the labor board might hand down. Cases that would have been an easy win years ago are now being decided in favor of management. I had an unfortunate experience recently concerning National Marine, which entered into a sham sale to evade its contractual obligations toward SIU members. Despite all the evidence to the contrary, the Board dismissed our charges. Well, the Union still has a number of options concerning National Marine, and it intends to use them all in order to protect the interests of our members. But the case is a perfect example of what is happening around the country. The bottom line is this: judges on the National Labor Relations Board are appointed by the president. If unions can help elect a president who is sympathetic to their cause, then things will start turning around. I'm glad to see that many of our members are beginning to understand the connection between their job security and political action. SIU members at Sabine became the first inland boatmen to negotiate a SPAD checkoff into their contract. Another big issue facing workers today is trade. We have an administration in power that has failed to promote American exports. I was recently named to the Texas World Trade Council, a 15-member council which was created by the Texas legislature to promote Texas exports. As a member of this board, I will be in a position to protect the interests of the maritime indu try on a gra roots level. One last thing: I want to congratulate SIU members who work onboard the Delta Queen. The historic passenger ves el was recently granted a waiver by Congress to continuing operating. West Coast By V. P. George McCartney Gulf Coast by V.P. Joe Sacco Government Service Division by V.P. Buck Mercer T _,_ HE USNS DeSteiguer, the fir t of the 12 MSC oceanographic ships, wa turned over to La vino Shipping Company for contract operations. The new crew went aboard at the Naval Supply Center in Oakland, Calif. Although the MSP AC crew, particularly the homesteaders, hated to leave. the transfer went off without incident. The new gang aboard is fortunate to have Wayne R. Berry Jr. as its 24 I LOG I June 1986 T HERE isn't anything wrong with the labor movement that a good grassroots campaign couldn't cure. Almost every labor official I talk to says the same thing: the National Labor Relations Board is making their lives hell. Many no longer believe that they can get a fair hearing in that forum. The increasingly pro-bu ine slant of the board i making it harder for unions to negotiate top-quality contracts. It' as if we have to enter negotiations with one hand tied behind our back ,, becau e we are afraid of B EFORE I begin, I would like to relate a funny story about Frank Mongelli, who for many years was in charge of Piney Point. Mongelli was a dead-ringer for Jimmy Cagney. Every once in a while, people would come up and ask him for his autograph. I was with him one day when that happened. He tried to explain that he wa not Jimmy Cagney, but the people wouldn't listen. He finally gave up and signed his real name-Frank Mongelli. As they walked away. I could hear the people say, "I don't know why he didn't sign his real name." I mention this story because it reminds me that this Union has had a colorful and fascinating history. Yet the bottom line is that the benefits that we take for granted were won by the sacrifices of people like Frank Mongelli. Now, for the grassroots news. In Honolulu, contract negotiations are under way between the SIU and the management of American Hawaii Cruises. We want to get a good contract for our members onboard the SS Constitution and Independence. Shipping has been relatively slow out in Hawaii, in large part because one of the passenger vessels is temporarily laid up. Things are expected to pick up shortly. I attended Maritime Day ceremonies in San Francisco , which were held onboard the Jeremiah O'Brien. Marad Administrator John Gaughan attended. Earlier in the week, Gaughan had pledged to do all that he could to gain veteran status for merchant seamen who served in World War II. I'm glad to hear that someone in the administration is finally recognizing the contributions that American seamen made to the war effort. I'd be even happier if the administration finally came up with a policy to turn things around for the maritime industry. East Coast by V.P. Leon Hall W HILE there isn't too much news coming out of New Bedford these days, the SIU is working behind the scenes to protect the interests of its members in the fishing industry. The NLRB recently issued a decision saying that the Seafood Producers Association failed to bargain in good faith. The Union is al o tied up in the courts to gain control over our pension funds there. In addition, the SIU in Washington i trying to push legislation that will alleviate some of the problems that are confronting the fishing industry. President Drozak recently testified before a joint House committee on the growing crisis in the liability insurance industry. One of the reasons why it is so difficult for fishing boat owners to get insurance, he said, is that safety standards are lax. The fishing industry, unlike other segment of the maritime industry, is exempt from Coast Guard standards. In Washington, D.C., the Maritime Administration gave the first required government procedural approval for takeover of Sea-Land by CSX, a rail conglomerate. Under the terms of the clearance, '·Sea-Land . . . will not be relieved of any obligation under the CCF agreement by any change in control of the company. The critical test for the proposed take-over will come when the Interstate Commerce C<. mission hears the case. �profiles T A FTER eight successive terms in office, Congressman John Breaux has become one of the most senior members of Congress. He ranks 90 out of 435 House members in seniority. He serves as the dean of the Louisiana delegation and is a powerful member on the House Merchant Marine and Fisheries Committee and Public Works and Transportation Committee. He also has been able to sway his colleagues to his way of thinking . In the 99th session of Congress, the congressman from the 7th District of Louisiana had more bills adopted at the committee stage than any other House member. In the 98th Congress , 80 percent of legislation he proposed was adopted. On April 8, 1985, Louisiana Congressman John Breaux announced his intention to give up what could be characterized as a promi ing career in Congress to seek a bid for the U.S. Senate. The announcement baffled his supporters who believed he would one day serve in an important leader hip position, possibly as Speaker of the House. The congressman explained his reasons for relinquishing uch a leadership role: ''I have been told that with a safe seat in the U.S. House of Representatives and with a bright future in leadership ahead, I could be comfortable here for a long time. I question, however, whether much is ever accomplished by being comfortable." Many hope he will carry on in the Russell Long tradition, a tradition that stands for working men and women, supports minority issues and has taken the maritime industry into account. In fact, this is what Breaux has attempted to do throughout his political career. During the 98th Congress the N .A.A.C.P. gave Breaux a 90 percent approval rating for his stand on minority issues. Minorities comprise 25 percent of Louisiana voters, and he has voted for extension of Civil Rights bills, the Voting Rights Act and other legislation that protects the liberties of minorities. Breaux joins organized labor, a sizeable force in Louisiana, in asking that Congress adopt measures to protect America's jobs as more and more businesses relocate abroad. Congressman Breaux is supportive of the work of the maritime industry on many issures. When a bill came before Congress several years ago that would have eliminated the convention tax deduction for passenger vessels, the congressman voted against the measure sensing that it would have had a stifling effect on passenger liners sailing in and out of the port of New Orleans. The congressman' voting record shows that he also voted against the construction of naval vessels in foreign shipyards and against the export of North Slope oil. He gave a crucial vote in favor of allowing a waiver to stand that would bring Cunard vessel into the passenger trades. And to safeguard the health of the maritime industry, the congressman has been in favor of various maritime subsidy programs and has been a vocal cosponsor of H.R. 1242, the Lindy In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. John Breaux Bogg bill to increase cargo preference for U .S.-flag vessels. Breaux's challenger in the race, Republican Henson Moore, has on the other hand left no question that if elected he will ensure America's worker will take a back seat to big busine . The AFL-CIO has all but given Moore blanket di approval. By contrast, aides for Breaux are tre sing Moore' voting record on minority i ue is hallow at best. Moore ha voted against several bills including legi lation that established Martin Luther King Day a a national holiday. But the most dramatic difference to the people of Louisiana has been the candidates' positions on the controversial i sue of offshore oil reserves. Breaux offered the Democratic solution that gave Louisiana a liberal hare of the proceeds from the oil re erves drilled off the Gulf of Mexico. The Republican solution, offered by Moore, gave a substantially reduced amount. The issue was held up in court by the Reagan administration until a compromise was submitted to Congress to give the state a margin of funds between the two solution . Breaux wrote the compromise, and it was pa sed by Congress. Many residents of Louisiana feel they have been given a bad deal by Moore as a result of the compromise. Apart from the major issues. the political composition of Louisiana is sure to favor Breaux. Approximately 85 percent of voter in the state are registered Democrats, and throughout the history of Louisiana no Republican senator has ever been elected "to office. In other areas, the Democratic candidate will be judged by an electorate that, though liberal, is conservative on economic and defense issues and is for protecting the environment. He is in keeping with the majority of Louisiana voters in his support of a strong defense and a reduction in federal spending. He approves of the Strategic Defense Initiative. aid to Nicaragua contra and the presence of American troops in South Korea. Breaux ha also voted in favor of Gramm-Rudman legi lation. Congre sman Breaux began his career as a junior law partner to current Louisiana Governor Edwin Edwards. He al o worked a a legi lati ve a si tan t to Edwards for four years when the governor wa elected to Congress. Breaux i married and maintain a re idence in Crowley, La. When first elected to Congress in 1972, he was 28, the youngest member erving at the time in the House. HIS year, when senators, political aides and lobbyists were asked who among first-term GOP senators was most independent of party leadership, Republican Senator Arlen Specter was one of two senators named. In many ways, the senator from Pennsylvania, elected to office in 1980, is closer to the goals of the Democratic platform than he is to the con ervative legislative agenda set for the '80s. He has said he is against the drive by the New Right to apply their beliefs to the Supreme Court and to the legislature. In 1982, following two year in office, Senator Specter registered more vote contrary to the Reagan administration than any other GOP leader. Senator Specter has voted against proposals to end school busing and legi lation that would weaken ci vii right laws. In 1983 , when President Reagan attempted to fragment the Civil Rights Commis ion by trying to fire three members of the commission, Specter was able to block the effort, bringing about the result that today the commi sion i under the auspices of Congress as well as the Chief Executive. Specter has al o voted pro-choice on abortion and has oppo ed legislation for school prayer. And while original1y in favor of the constitutional amendment to balance the budget , the senator has come out strongly again t the Gramm-Rudman bill, which he has said will only tighten the grip of poverty on the nation and do little to slow U.S. indebtedness to foreign nations. Such positions, taken by a member of the GOP, do not necessarily wash well with conservative GOP members. In 1985, the senator wa forced to face off with the president on his own. Before Specter had made up his mind on the MX missile bill before Congress, aides from the White House told Specter and other Republicans that the president was considering withholding assistance on their reelection campaigns if they did not support him on important legislative proposals. When Specter was certain of the facts, he voted in favor of the MX missile. But publicly he said he would not accept assistance from the president on his re-election campaign. Democrats from Pennsylvania' labor and pecial interest groups are backing Specter this election year. They say they see in him the last remaining strains of moderate Republicani m to survive the 1980 conservative landslide. Democrat tatewide are working toward re-electing the enator and believe that he is a maverick in unusual time and a maverick with taying power. In 1960 he was elected to hi fir t political office in Philadelphia as an a i tant district attorney. By 1965, Specter wa to turn Philadelphia on it heel , undertaking an investigation of the city' courts. The young attorney hocked the city by uncovering a "ce pool of corruption" throughout the justice system that nothing hort of a complete judicial reform could bring about justice for all. Arlen Specter was to erve two .i~!= :. );~ -' Sen. Arlen Specter talks to SIU members at the Philadelphia hall. terms a di trict attorney. In 1967 he also ran for mayor of Philadelphia. promi ing to bring citizens "clean government." Though he was to lose that race, his principles, given on the campaign trail became more widely known. One was hi belief that the riots of the '60 could not be ended without finding olution to poverty and unemplo}ment. the real cau es, he said, of violent unrest. As a senator, the economy became a major .focus, with the nation, as it was, striken with the recession of the 1980 . Specter propo ed measures to give relief to busine e and workers hurt by the recession. He authored a bill that would create a fund to make loans available to unemployed workers facing foreclosure on their homes. The bill also would have allowed federal courts to begin legal proceedings against companies engaged in dumping foreign products into American markets. Another direct beneficiary of the senator's concern for the unemployed has been the maritime industry. Using his influence from Capitol Hill, Specter has been able to attract business to the Philadelphia Shipyard. Currently, the Saratoga i being renovated in the Philadelphia Shipyard, and contracts for similar work have increased as well. Privately, the senator has said he will also support measures now before the House that would increase tonnage for Americanflag vessels and bring jobs to maritime worker . In other work. Specter is a member of the Appropriations Committee, Judiciary and Veterans' Affairs Committee and the Select Committee on Intelligence. On the Appropriations Committee the enator in 1983 propo ed an amendment to delay 30 percent of aid money for that year to El Salvador until the 1980 slayings of four U.S. churchwomen could be resolved in legal hearings in El Salvador. The amendment received pas age in both hou e and meant $19 million was withheld from El Salvador. On the Judiciary Committee, Specter ha pushed for pa ·age of stricter criminal law drafted in the "career criminal'' bill. The bill would allow federal courts to try those individuals who are repeat offender in crimes involving firearm . June 1986 I LOG I 25 �James Curley Baudoin Sr., 58, died on May 13. Brother Baudoin joined the SIU in 1945 in the port of New Orleans sailing as a recertified bosun. He gradthe uated from Union's Recertified Bosuns Program in 1973. Seafarer Baudoin also sailed during the Vietnam War and was a wounded veteran of the U.S. Army in the Korean War. A native of Abbeville , La., he was a resident there. Surviving are his widow, Una Mae ; two sons , James Jr. and Johnathan , and his mother, Eva of Abbeville. Darrell Gene Chafin, 60 , died of heart-lung failure in Jacksonville on Feb. 12. Brother Chafin joined the SIU in 1947 in the port of Mobile sailing as a chief steward. He hit the bricks in the 1946 General Maritime beef. Seafarer Chafin was born in Indiana and was a resident of Hubert, N.C. Burial was in the Campbell Cemetery, Hubert. Surviving are his widow, Madeline; his mother, Mary of Bloomington, Ind., and a brother, Wendell of Anderson, Ind. Jose Pensioner Nieves Collados, 77, passed away from a heart attack in San Juan, P.R. on March 2. Brother Collados joined the SIU in 1944 in the port of New York sailing as a chief steward. He sailed 43 years and on July 4, 1942 was riding the SS Joe Herves. Seafarer Collados was born in Murcia, Spain and was a resident of San Juan. He was a naturalized U.S. citizen. Surviving is his widow, Francesca. Pensioner Eugene 0. Conrad, , 62, died on Feb. 9. Brother Conrad joined the SIU in 1946 in the port of Galveston. He was born in Wisconsin. Surviving is his mother, Laura of La Crosse, Wis. Pensioner Earl Jefferson Davis, 72, passed away on April 21. Brother Davis joined the SIU in 1939 in the port of Mobile sailing as a bosun. He walked the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Davis was born in Mississippi and was a resident of New Orleans. Surviving is his widow, Jo Marie. 26 I LOG I June 1986 Pensioner M~trantonis Demetres died on March 19. Brother Demetres retired in 1972. He was a resident of Piraeus, Greece, Surviving is his widow, Stamatina. Martin Horner, 57, succumbed to heart failure in the U .S. Naval Hospital , Subic Bay-Olongapo , P.I. on Feb. 25. Brother Horner joined the SIU in the . ' . port of Philadelphia in 1958 sailing as a saloon pantryman. He was on the picket line in the 1965 District Council 37 beef. Seafarer Horner was a veteran of the U.S. Army following the Korean War. Born in New York City , he was a resident of New Port Richey , Fla. Surviving is a brother, Herbert of Audubon , Pa. William Earl King, 67 , died on Feb. 27. Brother King joined the SIU in the port of New York in 1965 sailing as an AB. He was born in Alabama and was a resident of New Orleans. Surviving are his widow, Nora and a daughter, Melanie, also of New Orleans. John James "Jim" Lynch Sr., 65, died in the St. Joseph's Hospital, Syracuse, 11 · · N.Y. on April 4. Brother Lynch joined the SIU in 1945 in the port of Galveston sailing as a chief cook. He was born in Cortland, N. Y. and was a resident of Syracuse. Burial was in the White Chapel Cemetery, Dewitt, N. Y. Surviving are his widow, Dorothy; a son, John Jr.; two daughters, Soamnie and Sherril, and a sister, Julia Goble of Syracuse. Pensioner Salvador J. Malhabour, 77, passed away on May 3, Brother Malhabour joined the SIU in the port of Philadelphia in 1958 sailing in the steward department. Seafarer Malhabour was born in the Philippine Is. and was a resident of Pasay City, P. I. Surviving is a sister, Mercedes of Pasay City. Pensioner Woodrow Wilson Perkins, 72, passed away on April 30. Brother Perkins joined the SIU in 1946 in the port of New Orleans sailing in the steward department. He was born in North Carolina and was a resident of New Orleans. Seafarer Perkins also worked as a steel worker. Surviving are his widow, Catherine and another relative, Mrs. G. M. Robertson of Roxboro, N.C. Pensioner James Junior Reeves, 57, succumbed to cancer in the St. Elizabeth Hospital, Beaumont, Texas on March 2. Brother Reeves joined the SIU in the port of New Orleans in 1961 sailing as a cook. He hit the bricks in the 1965 Chicago Taxicab beef. Seafarer Reeves was a former member of the SUP. A native of Oronton , Ohio, he was a resident of Ft. White, Fla. Interment was in the Antioch Cemetery , Buna, Texas. Surviving are his father , Edward of Jackson , Ohio and a sister, Dolly Groby of Buna. Pensioner James A. Robinson, 63 , died on April 18. Brother Robinson joined the SIU in 1946 in the port of Jacksonville sailing as a recertified bosun. He graduated from the Union's Recertified Bosuns Program in 1976. Seafarer Robinson hit the bricks in the 1946 General Maritime , 1947 Isthmian and 1961 Greater N.Y. Harbor beefs. Born in Alabama, he was a resident of Red Bay, Ala. Surviving are his sister, Willie Vera Powers of Warrior, Ala. and his stepmother, Lenada Mason of Red Bay. Pensioner Petronilo Fernandez Rojo, 94, passed away on March 12. Brother Rojo joined the SIU in 1947 in the port of New Orleans sailing as a chief cook. He began sailing in 1927. Seafarer Rojo was born in the Philippine Is. and was a resident of San Francisco. Surviving are his widow, Victorine; a son, Raymond of San Francisco, and another relative, Robin. Pensioner Daniel William Rose, 75, passed away on May 24. Brother Rose joined the SIU in 1938 in the port of Baltimore sailing as a bosun. He hit the bricks in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Rose was a veteran of the U.S. Navy in World War II. Born in Harper' s Is. , N.C. , he was a resident of Opa Locka, Fla. Surviving are his widow , Ora; a son , Jannes , and a daughter, Nina Mc Leod. upgrader in 1975, he called Piney Point "a seat of learning" and said "Paul Hall is on the ball." A native of Liverpool, England, he was a resident there. Surviving are his widow, Maureen of Belfast, Northern Ireland and two sons, Thomas Jr. of Belfast and Dermot. Bobby M. Slade, to cancer in the Our Lady of the Lake Regional Medical Center, Baton Rouge , La. on April 22. Brother Slade joined the SIU in 1946 in the port of New Orleans sailing in the engine department. He hit the bricks in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Slade was a former member of the Boilermaker' s Union, Local 582. Born in Lumberton, Miss. , he was a resident of Baton Rouge. Interment was in the Greenoaks Cemetery, Baton Rouge. Surviving are his widow, Louellen and his mother, Mrs. E. M. Slade of Baton Rouge. 58 , succumbed Pensioner Clarence Matthew Smith Jr., 79, passed away on April 19. Brother Smith joined the SIU in 1944 in the port of Philadelphia sailing as a bosun. He began sailing in 1932. And he walked the picket lines in both the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Smith attended the 1970 Piney Point Crews Conference No. 4. A native of Cape May, N .J., he was a resident of Palm Coast, Fla. Surviving are his widow, Marie and a grandson, Lt. Matthew J. Smith-Neck of Palm Coast. Pensioner Stanley Stevens, 76, passed away from natural causes in Presbyterian Hospital, New York City on April 24. Brother Stevens joined the SIU in 1939 in the port of Boston, Mass. sailing as a steward utility. He also sailed during the Vietnam War and was on the picket line in the 1961 Greater N. Y. Harbor, 1946 General Maritime and 1947 Isthmian beefs. Seafarer Stevens was born in New York City and was a resident there. Burial was in the Flushing (Queens) Cemetery , N. Y. Surviving are his widow , Christine; two brothers, Wilbur and Arnold of New York City, and an aunt, Georgia Davis of Boston. Thomas Rowe Sr., 65 , died on Jan. 22. Brother Rowe joined the SIU in the port of Seattle in 1965 sailing as a QMED, chief pumpman and chief electrician. He sailed ··under four different flags,'' also as a chief engineer on dredges and as a junior engineer on passenger ships. Seafarer Rowe was also an engineer and machinist in the British merchant marine. As an Pensioner Frank Wilson Taylor, 74, died of heart failure at home in Baltimore on March 27. Brother Taylor joined the SIU in the port of Baltimore in 1951 sailing as a wiper. He also worked as a gardener. In World War II, at Pimlico (Md.) Racetrack, he drove officials around in a horse-and-buggy. Seafarer Taylor was ~ �born in Smithport, N.C. Creamation took place in the Green Mt. Crematory, Baltimore. Surviving is his widow, Edna. Pensioner Julio Pena Torres, 84, succumbed to a stroke in Metropolitan Hospital, Rio Piedras, P.R. on Jan. 25. Brother Torres joined the SIU in 1942 in the port of Tampa sailing as an AB. He began sailing in 1932 and was on the picket line in the 1946 General Maritime beef. Seafarer Torres was born in Playa Ponce, P.R. and was a resident of Playa de Gucjamu, P.R. Burial was in the Borinquen Park Cemetery, Cajuas, P.R. Surviving are his widow, Isabel and eight offspring. Conrad Tylenda, 61, succumbed to cancer in the Afton Oaks Nursing Home, Houston on Sept. 17, 1985. Brother Tylendajoined the SIU in 1947 in the port of Philadelphia sailing as an AB. He hit the bricks in the 1946 General Maritime beef. Seafarer Tylenda was a former member of the Fishermen's Union, Local 4792. Born in Mt. Carmel, Pa., he was a resident there. Burial ceremonies were held at the U.S. National Cemetery, Houston and his remains were given to the University of Texas Health Center, Houston for medical research. Surviving are his widow, Louise; his mother Mrs. L. Tylenda of Mt. Carmel, and a sister, Helen Ward of Silver Spring, Md. Pensioner Homer Orville Workman, 71, passed away from cancer in the Ochsner Foundation Hospital, Harahan, La. on March 2. Brother Workman joined the SIU in 1942 in the port of New Orleans sailing as a recertified bosun. He graduated from the Union's Recertified Bo suns Program in 1973. Seafarer Workman began sailing in 1933. Workman hit the bricks in the 1946 General Maritime, 1947 Isthmian and 1961 Greater N.Y. Harbor beefs. In 1972, he attended a Piney Point Educational Conference. And he was a veteran of the U.S. Navy in World War II. Bosun Workman was also a photo-journalist. Born in Indianapolis, Ind., he was a resident of Harahan. Interment was in the Lake Lawn Mausoleum, New Orleans. Surviving are his widow, Anna Mae; a son, Edmond, and a sister, Betty Knonnlein of Indianapolis. Pensioner Clarence Ivan Wright, 79, passed away from heart failure in the Johns Hopkins Hospital, Baltimore on Jan. 24. Brother . Wright joined the SIU in 1939 in the port of Savannah. He walked the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1961 Greater N.Y Harbor beefs. Seafarer Wright was born in Georgia and was a resident of Baltimore. Burial was in the King Park Cemetery, Baltimore. Surviving are his widow, Winnie and a grandson, Neal Bright, also of Baltimore. Great Lakes Andrew Hudimac, 59, died on Feb. 12. Brother Hudimacjoined the Union in the port of Cleveland, Ohio in 1%0. He sailed as a recertified bosun in 1982. He helped to organize the Lamont Geological Observatory Co. Laker Hudimac was a veteran of the U.S. Navy after World War II and during the Korean War. A native of Lakewood, Ohio, he was a resident of Cape Canaveral, Fla. Surviving are his widow, Arietta; his mother, Helen of Cape Canaveral; a brother, Stephen, and a sister, Linda. Pensioner Fred Jack Keefer, 72, passed away from heart-lung failure in the St. Vincent Medical Center, Toledo, Ohio on March 24. Brother Keefer joined the Union in the port of Toledo in 1961 sailing as a tug lineman for the Great Lakes Towing Co. He was born in Ohio and was a resident of Toledo. Burial was in Woodlawn Cemetery, Toledo. Surviving are three sons, Steven, Matthew and John, and two daughters, Tina Done and Kathy, both of Toledo. Thomas William Oliver, 55, succumbed to heart failure in the Alpena (Mich.) General Hospital on Jan. 11, 1985. Brother Oliver joined the Union in the port of Duluth, Minn. in 1951. He sailed as a watchman and bosun for Huron Cement in 1962. He was a veteran of the U.S. Air Force during the Korean War. Laker Oliver was born in Alpena and was a resident there. Interment was in Evergreen Cemetery, Alpena. Surviving is his widow, Joanne. Philip Albert Painter, 56, died on 10, 1985. Dec. Brother Painter joined the Union in the port of New York in 1964 sailing as a chief electrician. He was a veteran of the U.S. Navy during the Korean War. Laker Painter was born in Thorpe, W. Va. and was a resident of Rockville, Md. Surviving is his widow, Pauline. Pensioner Wyliss Veloise Richley, 95, passed away from cancer in the Mainstee Cty. (Mich.) Medical Care Facility on Jan. 12. Brother Richley joined the Union in the port of Frankfort, Mich. in 1953. He was born in Michigan and was a resident of Arcadia, Mich. Burial was in the Conway Cemetery, Arcadia Twsp., Mich. Surviving are a daughter, Margaret Mead of Arcadia and another relative, Edward Richley. Manfried Carl Sunberg, 54, succumbed to arteriosclerosis in the New York Hospital, Hammond, Ind. on Dec. 15, 1985. Brother Sundbergjoined the Union in the port of Detroit in 1979 sailing as an oiler for the Upper Lakes Towing Co. from 1983 to 1985. He was a former member of the Teamsters Union, Local 701. Laker Sundberg was a veteran of the U.S. Army after the Korean War. Born in Elgin, Ill., he was a resident of Michigan. Interment was in the Steven Twsp. (Ind.) Cemetery. Surviving are his mother, Margaret Corcoran of Cedar River, Mich. and a sister, Sonja De Mille, also of Cedar River. Pensioner Peter Paul Wertel, 84, passed away on May 8. Brother Wertel joined the Union in the port of Detroit in 1956. He sailed as an oiler for the Gartland Steamship Co. from 1956 to 197 I and was a resident of Oconto, Wis. Surviving is his daughter, Eugena Van Boven of Oconto. Pensioner John Edward Ziegler Sr., 75, died of ulcers on Nov. 28, 1985. Brother Ziegler joined the Union in the port of Mobile in 1951. He sailed as a tugman and foreman for the Pennsylvania Railroad from 1949 to 1954 and for the Great Lakes Towing Co. from 1954 to 1955. He was a former member of the AFL Building Trades Union from 1936 to 1941. Laker Ziegler also worked as an exterminator. A native of Pittsburgh, Pa., he was a resident of Ashtabula, Ohio. Burial was in St. Joseph's Cemetery, Ashtabula. Surviving are his widow, Mary, and two sons, John Jr. and William. Support SPAD DRUGca PUT A A CHOR AROU D YOUR NECK l!J • TNEYll END YOUR CAREER AND MAYBE YOUR LIFEf June 1986 I LOG I 27 �William Joseph Jones, 61, joined the SIU in the port of Philadelphia sailing as a chief steward. Brother Jones last sailed out of the port of New York. He was born in Cambridge, Mass. and is a resident of Philadelphia. Deep Sea Milton Homer Beasley Jr., 59, joined the SIU in 1945 in the port of Mobile sailing as an oiler and QMED. Brother Beasley is a veteran of the U.S. Armed Forces after the Korean War. He was born in Alabama and is a resident of Theodore, Ala. Kenneth "Kenny" Harold Bowman, 53, joined the SIU in the port of New York in 1966 sailing as a cook. Brother Bowman also worked as a dry cleaner. He was born in Green Bay, Wis. and is a resident of Mt. Vernon, N.Y. Harold A. Monplaisir, 63, joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1959. He sailed as a waiter and room steward for the Delta Line from 1978 to 1980. Brother Monplaisir was born in the West Indies and is a naturalized U.S. citizen and a resident of Brooklyn, N. Y. Earl Franklin Neidlinger, 57, joined the SIU in 1946 in the port of New York sailing as an AB. Brother Neidlinger last shipped out of the port of Jacksonville. He was born in Pooler, Ga. and is a resident of Rincon, Ga. Mahland Cann, 66, joined the SIU in 1947 in the port of New York sailing as a cook. Brother Cann last sailed out of the port of Jacksonville. He hit the bricks in the 1946 General Maritime beef. the 1947 Isthmian trike and the 1965 Chicago Taxicab beef. Seafarer Cann attended Piney Point Crews Conference No. 8 in 1970. He i a veteran of the U.S. Army during World War II. A native of Brooklyn, N.Y., he is a resident of Jacksonville. Thomas Horatio O'Brien, 65. joined the SIU in the port of San Juan, P.R. in 1971 sailing as a cook. Brother O'Brien last shipped out of the port of Santurce, P.R. He is a veteran of the U.S. Army during World War II, the Korean War and the Vietnam War. Seafarer O'Brien was born in Morristown, N .J. and is a resident of Caparra Heights, P.R. Harper Fetts Darrow, 62, joined the SIU in the port of Lake Charles, La. in 1951. sailing as an AB. Brother Darrow last sailed out of the port of Houston. He is a veteran of the U.S. Air Force in World War II. Seafarer Darrow was born in Tennessee and is a resident of Na hville, Tenn. Victor Michael Palombo, 65, joined the SIU in the port of Mobile in 196 l sailing as a chief electrician and QMED. Brother Palombo is a veteran of the U.S. Navy in World War II and the Korean War. He was born in Italy and is a naturalized U.S. citizen. Seafarer Palombo i a re ident of Pensacola, Fla. Nicholas Delos Santos, 59, joined the SIU in the port of New York in 1958 sailing as a FOWT. Brother Delos Santos was born in Texas and is a re ident of Galveston, Texa . John William Rambo, 59, joined the SIU in 1945 in the port of Philadelphia sailing as a hip' delegate and AB. Brother Rambo walked the picket line in the 1946 General Maritime beef. He was born in Florence, N .J. and is a re , ident of Woodlyn, Pa. ~ James Miltorn Edmonds, 65,joined the SIU in the port of Mobile in 1951 sailing as an AB. Brother Edmonds also sailed during the Vietnam War and is a veteran of the U.S. Navy in World War II. Seafarer Edmonds was a former member of the Piledrivers Union, Mobile local. A native of Greenwood, S.C., he is a re ident of Wilmer. Ala. Anthony Stephen Ferrara, 65, joined the SIU in 1949 in the port of New York sailing as an AB. Brother Ferrara attended Piney Point Crew Conference No. IO in 1970. He was born in New York and is a resident of Brooklyn, N. Y. Donald Clinton Henderson, 66, joined the SIU in the port of Baltimore in 1963 sailing as an AB. Brother Henderson last sailed out of the port of Seattle. He also sailed during the Vietnam War and is a veteran of the U.S. Army Infantry in World War II, the Korean Conflict and the Vietnam War. Born in Portland, Ore., he is a resident of Seattle. 28 I LOG I June 1986 Harry Edward Schockney Jr., 63, joined the SIU in 1943 in the port of New York sailing as a ship's delegate and QMED. Brother Schockney last shipped out of the port of Baltimore. He was born in Baltimore and i a resident there. Mikolaj "Mike" Strawinski, 65, joined the SIU in the port of New York in 1951 sailing as a FOWT and BSU. Brother Strawinski hit the bricks in the 1961 Greater N. Y. Harbor beef and the 1965 District Council 37 strike. He graduated as ajunior and reefer engineer from the Union's-MEBA District 2 School of Marine Engineering, Brooklyn, N. Y. Seafarer Strawinski is also a machinist. During World War II he sailed in the Polish merchant marine. Born in Dniepeopietrowski (Poland) U .S.S.R., he is a naturalized U.S. citizen and a resident of Howell, N.J. William "Bill" Henry Todd, 54, joined the SIU in the port of Wilmington, Calif. in 1956 sailing as a recertified chief steward. Brother - Todd graduated from the Union's Recertified Chief Stewards Program in 1982. He last shipped out of the port of Houston. Seafarer Todd was a former member of the SUP. He attended Piney Point Crews Conference No. 5 in 1970. Todd also worked as a bookkeeper. A native of Greenville, Texas, he is a resident of Conroe, Texas. Alberto Matos Velez, 59, joined the SIU in the port of New York in 1958 sailing as a QMED. Brother Velez last shipped out of the port of Santurce, P.R. He hit the bricks in the 1961 Greater N. Y. Harbor beef. Seafarer Velez also sailed during the Vietnam War and is a veteran of the U.S. Army in World War II and after the Korean War. A native of Santurce, he is a resident of Trujillo Alto, P.R. Great Lakes Joseph H. Mrkva, 65. joined the Union in the port of Frankfort, Mich. in 1958. He sailed as a FOWT and porter for the Ann Arbor (Mich.) Railroad Carferries aboard the ferry Wabash from 1957 to 1961. Brother Mrkva last sailed out of the port of Algonac. Mich. He was born in Owosso, Mich. and is a resident of Perry, Mich. Fred Albert Olson, 65, joined the Union in the port of Seattle in 1956 sailing as a recertified bosun. Brother Olson graduated from the SIU Recertified Bosuns Program in 1972. He began sailing in 1951 and al ·o sailed during the Vietnam War. Laker Olson worked on the Waterman Shoregang. too. He attended the l 975 Piney Point Crews Conference. was a former member of the SUP and is a 1959 graduate of the Andrew Furuseth Training School. Brooklyn, N.Y. Born in Spokane. Wash .. he i a resident of Las Vega , Nev. Olson plans to do plenty of fi hing during retirement. Eugene Leo Svercl. _9, JOmed the Union in the port of Toledo, Ohio in 1960. He ailed as a bo un aboard the SS Norman J. Kopmier (American Steamship) from 1950 to 1960 and SS U.S. Gypsum (Boland and Cornelius) in 1972. Brother Svercl last sailed out of the port of Duluth. Minn. He was born in Minnesota and is a resident of Sandstone, Minn. Gordon Lloyd Trainor, 65, joined the Union in the port of Frankfort, Mich. in 1964. He sailed as an AB, ship's delegate and motorboat operator aboard the carferry Chief Wawatam (Mackinac Transportation) St. Ignace, Mich. from 1964 to 1965. Brother Trainor began ailing in 1945. He was a former member of the TP Assn. Union of America, Local 11, Sault Ste. Marie, Mich. Laker Trainor is a veteran of the U.S. Air Forces during World War II. A native of Canada, he is a naturalized U.S. citizen and a resident of St. Ignace. Trainor expects to practice his hobbies of photography and woodcarving in his golden years. ,...~ �Dllaest of Ships tleetllnas :- AMERICAN EAGLE (Pacific Gulf Marine), April 13--Chairman Walt Harris, AB; Secretary N. Duhe; Educational Director lvanaska; Engine Delegate J. McAvoy; Steward Delegate Martin Ramos. Some disputed OT was reported in the deck and steward departments which will be taken up with the boarding patrolman. Money from the ship's fund ($60) was used to purchase several new films "for the crew's viewing pleasure." The educational director reminded all members of the upgrading opportunities available at Piney Point and that they should use the school to their advantage. A number of repairs had previously been listed, but so far none has been done-particularly to the galley range and slicer. A vote of thanks went to the steward department for an outstanding job. Next port: Bayonne, N.J. COVE TRADER (Cove Shipping), April 9-Chairman George E. Annis; Secretary W. Braggs; Deck Delegate R. Rogers; Engine Delegate M. Formonte; Steward Delegate J. T. Mann. A few disputed OT hours were reported in the deck department. The ship will pay off in Marcus Hook, N.J. The payroll will be made up through Friday, April 11. The reason for payoff at this time is that the ship will sail to Mexico for a load to be carried to Freeport, Texas. No word on what the ship will do after the next run to Mexico. A letter from SIU Vice President "Red" Campbell was received with regard to some previous ship meetings, and a discussion was held on the contents of the letter. It was requested that the boarding patrolman check into why members have not received a day's pay in lieu of time off. He also should check on the hot water system for the showers. The water is scalding, and men are getting burned. This has been a problem for over a year now. Next port: Marcus Hook, N.J. GROTON (Apex Marine), May 11Chairman Neil D. Matthey; Secretary Marvin Deloatch; Educational Director J. Tyson; Deck Delegate Mario R. Romero; Engine Delegate Gerardo Vega; Steward Delegate Pedro Mena. The chairman reported that the ship will be paid off May 14 in Port Reading, N.J. Everything is running smoothly in all departments with no beefs or disputed OT. Crewmembers were reminded of the importance of contributing to SPAD in order to help the Union fight for a stronger merchant marine. The secretary then reminded members to take advantage of the upgrading opportunities at Piney Point and to better educate themselves for increased job security. He noted that courses are available at the school for college credit, and that the instructors take a sincere interest in each member. The educational director stressed the need for practicing safety at all times. The steward gave the crew a vote of thanks for helping keep the mess room clean. The crew, in turn, gave the steward department a vote of thanks for the excellent food. Next port: Stapleton, N. Y. INDEPENDENCE (American Hawaii Cruises), April 25-Chairman Tom Lasatar; Secretary Roy Aldanese; Educational Director Vern Bash; Deck Delegate Pete Daniels; Steward Delegate James Woods. No disputed OT. The upcoming contract was discussed, and the chairman asked for support from the crew during the contract negotiations. He also offered a vote of thanks for having a patrolman aboard ship during payoff week. The patrolman urged all members to fill out contract suggestions forms if they hadn't already done so. He also asked for a strong showing of solidarity during the negotiations and stated that the SIU remains strong because of the membership's support of SPAD. Shipyard notices have been posted , and the current issue of the LOG is available in all lounges. The chef and hotel manager are more than willing to help upgrade the food aboard ship and will work with the crew in that regard. Next port: Honolulu, Hawaii. MAJOR STEPHEN W. PLESS (Waterman MSC), March 2-Chairman William Kratsas; Secretary Lee de Parlier; Educational Director Ronnie Herrian; Deck Delegate William E. Ashman. No disputed OT. There is $8. 75 in the ship's fund . The chairman welcomed three new members to the "A" team and hoped everyone had an enjoyable vacation. The ship is returning to Norfolk from Roosevelt Roads, P.R. as part of the merchant ship convoy of Operation Safepass. The ship is expected to arrive at Lynnhaven Anchorage on March 6, and all hands were asked to be alert when leaving the vessel or coming aboard from the launch due to weather conditions. Seven Canadian naval officers and enlisted men are aboard the Pless. "'Our hospitality is to them, and we wish to make their time aboard as enjoyable as possible while off watch." The chief engineer prepared a report explaining the Red Fox Sewage Treatment which was to be distributed following the meeting. It explains the cando's and no-no's of the system. A letter from "Red" Campbell was received, answering questions posed by the crew at the last meeting. There is now some confusion about orders not to smoke in the cargo holds and on deck even though welding is permitted in the same areas. Clarification also was requested on room money-when a launch does not run on account of weather and a crewmember is stranded ashore overnight. Next port: Norfolk, Va. OMI CHARGER (OMI), April 13-Chairman F. R. Schwarz; Secretary R. L. Jones; Deck Delegate M. Galliano. No beefs or disputed OT. There is $40 in the ship/movie fund. The bosun reported that the chief steward failed to join the ship in Port Arthur, Texas. The chief cook assumed the duties of the chief steward and did an excellent job. In fact a motion was made to have the chief cook, R. L. Jones, accepted into the steward recertification program at Piney Point because of the outstanding job he's done on a number of occasions in maintaining food quality and preparation-once because of injury to the steward and again when the steward missed the ship. A vote of thanks also went to the deck department members who worked around the clock to get the tanks cleaned for cargo. The ship is en route to San Francisco from Port Arthur. PONCE (PAMMI), April 13--Chairman R. Rivera; Secretary C. Rice; Educational Director W. Turner; Engine Delegate K. Linah; Steward Delegate J. Gant. Some disputed OT in the engine department will be taken up with the patrolman at payoff. The ship will pay off in San Juan on arrival. A letter was received from Vice President Campbell pertaining to remarks made in previous ship meetings about the pension plan. It was read and discussed, and a rather heated argument ensued. The steward noted that he is retiring this year and is satisfied that his pension will be as good as any other unlicensed union's plan-if not more secure. "The longer you've been in the industry, the more you will get. You can't get someting for nothing." USNS REGULUS (Bay Tankers), April 8-Chairman George Bradley; Deck Delegate Randy Black; Engine Delegate Gary Mitchell; Steward Delegate Craig Gause; Secretary William E. Bragg. Some disputed OT was reported in all three departments, particularly concerning whether delegates are allowed one hour each week for Union business. There was also some confusion as to when the deck department is required to work 12 hours a day. The last time the ship was in Pearl Harbor, the bosun went to the Union hall to see if he could get clarification on a few points in the working agreement. The local representatives were unable to render assistance but did take note of the points and promised to get answers from Vice President Campbell The reply from Campbell was received, but his letter referred to certain pages that are not in the ship's copy of the memo of understanding. They ask that the Union send a complete memo for the Regulus with the pages referred to in the letter of clarification. There is no VCR in the unlicensed crew lounge, and the other lounges are not big enough to accommodate more than a few crewmembers at a time. It was suggested that the Union have the company connect the existing VCRs to the ship's antenna system or purchase an additional VCR. Also, there is no radio at the crew's disposal as per standard agreement. Next ports: Pearl Harbor, Pusan, Korea and Tacoma, Wash. C.S. SALERNUM (Transoceanic Cableship), April 30-Chairman William Mansfield; Secretary Vic Romolo; Educational Director William Carroll; Deck Delegate Robert Johnston; Engine Delegate Kenneth Stratton; Steward Delegate David West. There were some beefs in the deck departmenL The crew is requesting payment for wages during the bosun's absence. Also, some men are on watch pay while the rest of the deck gang is on cable wages. The patrolman will follow up on these beefs. Shipping out of the port of Honolulu is very steady, according to the patrolman, and the T AGOS program is in full swing, providing Seafarers with additional employment opportunities. He also noted that the Honolulu hall has received a good response regarding contract suggestions for the cruise ships. It was requested that everyone try to keep the noise down during the day because the engine department has night watch. New LOGs were received aboard ship. The Salernum remains in the Honolulu area on cable standby. SEA·LAND CONSUMER (Sea-Land Service), April 20-Chairman J. W. Badgett; Secretary Roy R. Thomas; Educational Director D. L. Bekeman. Everything aboard ship is running smoothly-with no beefs or disputed OT reported by department delegates. A new dryer was received this trip, which made everyone happy. The chairman stressed the importance of contributing to SPAD at payoff. "Everything donated is for you and your Union." Next port: New Orleans, La. SEA·LAND VENTURE (Sea-Land Service), April 19-Chairman/Eng. Maint. Paul F. Worthy; Secretary A. Estrada; Educational Director/Electrician Hugh F. Wells Jr. Some disputed OT was reported in the engine department. Two new VCRs were purchased by the crew and officers of the Sea-Land Venture with money obtained via the arrival pools. In the event this ship lays up for any length of time, members would like these VCRs and tapes to be donated to charity or to some of the "adopta-ship children." Whatever port this ship should lay up in, "all Union officials involved should be notified as to this matter and see that our wish is put into action." Some repairs needed aboard ship are the TV set and the TV antenna for the crew's lounge. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Rotterdam. Official ships minutes also were received from the following vessels: ALEUTIAN DEVELOPER OMI YUKON AMERICAN CONDOR OVERSEAS HARRIETIE AURORA OVERSEAS MARILYN CAGUAS PANAMA CAPRICORN PFC DEWAYNET. W1WAMS COVE LIBERTY RICHARD MATIHIESEN FALCON DUCHESS ROBERT E. LEE GALVESTON SANPEDRO GREAT LAND SGT. MATEJ KOCAK LIG LIBRA SEA-LAND DEVELOPER MOUNT VERNON VICTORYSEA-LAND ECONOMY MOUNT WASHINGTON SEA-LAND INDEPENDENCE OAKLAND SEA-LAND PACER OMI COLUMBIA SEA-LAND PIONEER OMI HUDSON SEA-LAND PRODUCER OMI MISSOURI SEA-LAND VOYAGER OMI WILLAMETIE Personals Frank Conn Please call Vincent S. Kuhl in Chesapeake, Va. at (804) 543-4927. Eddie Lessor Please call Henry Faile at (803) 324-0989 or write him at Route #6, Box 565, Rock Hill, S.C. 29730 before Aug. 1. Robert T. Lyons Please get in touch with your brother, Gordon J. Lyons, at 9180 W. 161st Place, Orlando Hills, Ill. 60477. - Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, July 7 ...................... 10:30 New York ............... Tuesday, July 8 ...................... 10:30 Philadelphia .............. Wednesday, July 9 ................... 10:30 Baltimore ................ Thursday, July 10 .................... 10: 30 Norfolk ................. Thur day, July 10 .................... 10:30 Jacksonville .............. Thur day, July 10 .................... 10:30 Algonac ................. Friday, July 11 ...................... 10:30 Houston ................. Monday, July 14 ..................... 10:30 New Orleans ............. Tuesday, July 15 ..................... 10:30 Mobile .................. Wednesday, July 16 .................. 10:30 San Franci co ............ Thursday, July 17 .................... 10:30 Wilmington .............. Monday, July 21 ..................... 10:30 Seattle .................. Friday, July 25 ...................... 10:30 San Juan ................ Thursday, July 10 .................... 10:30 St. Loui ................ Friday, July 18 ...................... 10:30 Honolulu ................ Thursday, July 17 .................... 10:30 Duluth .................. Wednesday, July 16 .................. 10:30 Gloucester ............... Tuesday, July 22 ..................... 10:30 Jer ey City ............... Wednesday, July 23 .................. 10:30 a.m. a.m. a.m. a. m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. June 1986 I LOG I 29 �CL L NP Directory of Ports -Company/Lakes -Lakes -Non Priority Dispatchers Report for Great Lakes MAY 1-31, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac ................... TOTAL SHIPPED All Groups Class CL Class L Class NP Frank Drozak, President Ed Turner, Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 40 Port Algonac ....... ............ 0 18 61 33 0 5 27 10 6 20 4 2 5 4 14 37 16 89 34 ENGINE DEPARTMENT 18 Port Algonac ................... 2 5 12 30 0 STEWARD DEPARTMENT 7 Port Algonac ................... 4 4 13 0 HEADQUARTERS ENTRY DEPARTMENT 42 0 5 18 0 0 Totals All Departments ........ 107 45 49 104 0 27 8 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach " means the total number of men registered at the port at the end of last month. Dispatchers Report for Deep Sea MAY 1-31, 1986 Port Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..... . ............... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. Totals ...................... - Port Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. Totals ...................... Port Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile . . ................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. Totals ...................... *TOTAL REGISTERED All Groups Class A Class B Class C 1 61 5 16 4 13 41 22 33 18 23 0 9 35 0 2 3 22 4 7 7 4 3 12 7 2 8 0 14 8 0 0 1 2 0 0 0 0 2 0 1 1 1 0 9 3 0 0 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 1 2 11 0 2 0 0 0 1 0 3 0 6 0 8 0 3 0 3 0 4 0 0 0 12 8 9 3 0 0 0 0 0 8 0 0 0 0 7 2 2 9 7 1 19 5 0 0 0 38 3 8 2 13 35 20 20 16 27 0 11 28 0 1 283 101 20 222 1 37 3 9 10 7 28 20 24 12 21 0 2 25 0 2 2 4 1 1 3 2 3 4 7 2 9 0 18 2 0 0 0 0 0 0 1 0 0 0 0 0 3 0 0 0 1 26 4 5 4 7 34 22 12 11 16 0 5 18 0 1 0 2 201 60 4 166 1 23 1 9 8 6 12 8 35 7 15 2 8 2 0 0 0 0 2 0 0 0 0 0 1 0 34 0 0 0 16 1 4 1 4 13 7 19 4 23 0 6 18 0 0 0 2 1 2 5 3 2 7 0 36 0 0 2 0 64 12 ENGINE DEPARTMENT 0 0 0 6 2 0 2 0 5 0 1 0 0 0 2 0 2 0 2 0 6 0 0 0 14 4 3 0 0 0 0 0 45 4 STEWARD DEPARTMENT 0 0 3 0 0 0 0 0 0 0 1 0 1 0 4 0 2 0 2 0 4 1 0 0 0 5 15 14 13 0 0 0 0 0 1 2 0 149 72 37 112 0 20 4 8 7 3 16 9 41 10 29 0 7 18 0 0 1 27 2 7 5 3 15 12 19 14 19 0 145 1 0 3 2 3 0 0 14 0 4 2 3 22 7 23 8 26 0 4 12 0 36 15 **REGISTERED ON BEACH All Groups Class A Class B Class C 5 29 9 13 18 3 10 25 23 10 12 1 23 8 0 1 60 5 118 10 20 24 11 98 64 62 30 49 0 7 58 0 3 559 190 15 0 5 0 1 2 0 7 1 1 5 5 1 9 2 0 0 1 86 3 10 16 11 55 44 47 24 41 1 2 48 0 3 3 11 1 0 8 2 16 7 18 8 12 0 13 5 0 2 0 2 0 0 0 0 2 0 1 0 0 0 3 0 0 1 0 2 0 0 0 0 2 1 2 1 1 0 5 0 0 1 39 392 106 9 0 7 0 0 44 3 8 14 12 29 21 74 18 33 1 7 24 0 0 0 0 0 0 0 2 0 0 0 0 0 1 0 43 0 0 0 0 0 0 4 1 3 6 5 1 35 1 0 0 8 4 1 4 0 5 4 9 3 13 1 45 1 0 1 63 289 99 46 0 0 0 0 0 0 0 1 48 8 7 16 4 31 13 95 27 44 1 9 26 0 1 4 69 4 10 13 10 28 27 32 18 42 1 179 5 0 5 1 5 0 0 2 0 18 7 5 1 3 0 380 1 0 0 Port Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville . .......... . ... . San Francisco ............... Wilmington ................. Seattle . .................. . Puerto Rico .............. . .. Honolulu ................... Houston ........... St. Louis ......... . ........ . Piney Point ....... . ......... Totals .... .. ... . . ... . . .. 172 273 273 125 167 83 0 330 446 423 Totals All Departments ..... . .. 805 506 334 625 312 114 162 1,570 841 493 0 2 0 5 3 2 0 1 0 255 0 0 0 ENTRY DEPARTMENT 0 1 27 1 3 0 3 0 3 0 5 0 10 0 6 2 3 0 13 0 13 0 0 0 75 79 5 0 0 0 0 1 0 0 0 0 0 0 0 0 0 *"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 May was up from the month of April. A total of 1,213 jobs were shipped on SIUcontracted deep sea vessels. Of the 1,213 jobs shipped, 625 jobs or about 52 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 162 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 2,967 jobs have been shipped. 30 I LOG I June 1986 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 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) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997 -5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Ba1ac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 q -:--.:- �'We Stand Corrected . .. ' The latest issue of the LOG reflects a common misconception. May I ad,r:1ny version. Page 19 of the May '86 LOG reads incorrectly when the story fails to mention that the steamer Delta Queen also travels the entire length of the Ohio River and parts of the Tennessee River and parts of the Cumberland River. Moreover, I shall eat all the wood in her hull! The Delta Queen's superstructure is made of wood; her hull is copper-sheathed steel. I was a deckhand on the Delta Queen in 1978. Sincerely, Bela K. Berty Pilot, Sidewheeler Pr1ncess 'Professionalism at Piney Point ... ' f- We, the Recertified Class of Stewards would like to extend our appreciation to the staff of the Harry Lundeberg School of Seamanship for the outstanding service they are performing. The complete staff was very, very helpful to us: the teachers without exception were dedicated and really made us feel as though their main goal in life was assisting us to gain the knowledge they had to impart; the hotel staff under Eddie Gildersleeve made us feel that this was our home; the librarians were very helpful in assisting us find the reference materials we needed to complete our course; and last but not least the finance and supply sections were very professional. We had a chance to tour the SIU farm and the Drug and Alcoholic Rehab Center. If we need help with problems in this area, we know where to get it. The tour of the headquarters building at Camp Springs was a fitting cap to the weeks we spent here at Piney Point. The briefings given were very informative. Specific thanks go to Ken Conklin, Edd Morris and Laymon Tucker for making our stay not only educational but enjoyable. Thanks again to an outstanding group of professionals for a great job. Stephen Akens, Peter Gonsalves, Carroll Kenny, Lau Koon, Willie Manuel, Fernando Urias, Harold Markowitz, Dana Paradise, Frankie Ross, Gerald Sinkes, Rudolf Spingat, James Tucker. 'Security With the SIU ... ' ... I think that having rooms for us old people [at Piney Point] is a wonderful thing, and I am sure there are many of us who are greatful for that. I am stuck here [in Escondido, Calif.] for the time being, but it sure makes one feel more secure. I read about the Union sailing those Navy ships, and I know they are doing a good job. I sailed with some of the best, and I know they could do a good job if they were only younger. I feel good, too, about the job Frank [Drozak] is doing. He had a tough job when he took over, and he has had an even tougher job these past five years, and he is coming through like a champion. I know he has some good men working with him .... Sincerely, Jim Barrett Escondido, Calif. 'Paid in Full . . . ' I just want to express my thanks for all that the Union did for us during my wife's sickness ... Guiermo Romales Seattle, Wash. Drozak Plan Adopted IL 7 · eeks to Protect World's Merchant eafarers Proposed international labor standards covering seafarers' welfare, social security, health protection and medical care, and repatriation were the results of the International Labor Organization's (ILO) Preparatory Technical Maritime Conference held at the ILO headquarters in Geneva, Switzerland from May 5 to 16, 1986. Seafarer, shipowner and government delegates from 40 maritime countries met to prepare draft international labor standards which ultimately may become International Conventions and Recommendations. The ILO Preparatory Technical Maritime Conference (PTMC) is the final preliminary step to the ILO Maritime Session which will be held in October 1987. At the Maritime Session, seafarer, shipowner and government delegates from nearly 150 nations take final action on the PTMC's draft standards to advance working and social standards for seafarers throughout the world. Frank Drozak served throughout the conference as the United States' seafarer delegate. Raymond McKay, president, MEBA-District 2: Richard Daschbach. assistant for international affair to Drozak, and Rene Lioeanjie and Rich Berger of the National Maritime Union all ·erved as seafarer advisors in the U.S. delegation. The agenda of the Preparatory Conference consisted of the following items: I. Seafarers· welfare at sea and in port 2. Social security protection for seafarers 3. Health protection and medical care for seafarers 4. The merchant shipping (minimum tandards) convention 5. Repatriation of seamen Each of the agenda item was considered during this conference by a separate technical committee composed of approximately 60 delegate representing seafarer , hipowners and governments. Drozak was chosen by the seafarer delegate as the vicechairman of the committee on repatriation. The full conference adopted the recommendations of each committee to revise and update the appropriate existing International Conventions and to submit them to the 1987 Maritime Session of the ILO. On welfare, the recommended draft convention requires governments to provide adequate cultural, welfare, recreation and information facilities to seafarers both in port and aboard hip. On social security, a draft convention was adopted, although decisions on the central issue of shipowners' liability and whether the flag nation or the country of re idence hould be re ponsible for eafarer · social ecurity were left open for re olution by the Maritime Se sion. The draft convention text on health the drafting of medical guides, for medical advice by radio or satellite communications, and for medical training of ships' crews. On the merchant shipping (minimum standards) convention which enables nations at whose ports ship call to enforce minimum safety and living tandards onboard even when the flag nation does not, the conference endorsed a procedure to increase port's control over social or living conditions. On repatriation, the differing position taken by the seafarers and ship owners were the sharpest, resulting in over a dozen rollcall votes. The seafarers were able to secure sufficient government support to prevail in all but one vote. The revised convention text adopted by the conference clearly establishes that repatriation is a basic and fundamental human right of all seafarer , including commercial fishermen; that repatriation should normally be by air, and that all pay and allowances should be paid by the hipowner until the seafarer reaches his or her repatriation de tination. In hi statement to the plenary se sion of the conference. urging that the revi ed draft of the Repatriation Convention be adopted. Drozak asked all the delegate , particularly from governments, to con ider the fundamen- protection and medical care specifies tal of repatriation. He a ked them to and lay down requirements for the content of ship ' medicine che t and imagine that they had ju t received word from their employers that their ticket home had been cancelled. Their hotel bill and meal were now for them to pay, and that their pay, health benefits, vacation and retirement pay were all suspended or terminated. He reminded all delegates that concern over the payment of passage home is very real to seafarers today and that action mu t be taken to guarantee this fundamental principle of human rights. When the vote was taken, the recommendation of the Committee on Repatriation was adopted. All the decision of the PTMC will be considered for final action by the ILO at its Maritime Session in 1987. At that time all ·; governments which are ILO members will be entitled to vote on these recommendations. "Give Imports the BootBuy American and Look for the Union Label." Union LAbel and Setv1ca Tradaa 0.partmant. AFL.CIO June 1986 LOG I 31 �Maritime Day Shows Move for Veterans Rights In Los Angeles Harbor, SIU members and other members of the merchant marine community boarded the sailboat Spirit to toss wreaths into the harbor in memory of fallen comrades. Thousands of former merchant sailors, current seafarers, union officers and politicians took time on May 21 to remember the 6,000 merchant sailors who died during World War II. The once-a-year gathering from coast to coast is time to pay tribute to the "courage, honor and com~itment" made by merchant sailors, said Ed Turner, SIU executive vice president, at Washington, D.C. ceremonies. In World War II only the Marine Corps had a higher casualty rate. Though many of those veteran sailors have died, without veterans ' recognition or benefits, Marad Administrator John Gaughan said it was time to do something for the surviving seafarers. "I still do not understand how this country can fail to recognize the U.S. merchant mariners who served in World War II . I pledge to correct this inequity in any way I can ," he said. While many spoke of the past, Rep. Mario Biaggi (D-N.Y.) said things must be done today or the country may find itself without a merchant fleet. " We are even today , in the midst of a great battle of another kind , the battle to save the U.S. merchant marine ... There is no question we have far to go. We must overcome the hurdles of conflicting interests and Ed Turner, SIU executive vice president, spoke at the Washington, D.C. Maritime Day services. contradictory policies and guard the lifelines of the ea that sustain us all," Biaggi said. In New Orleans, during a special maritime mass prior to Maritime Day, Seafarers and others honored the dead. Members of the current SHLSS trainee class carried the colors in Washington, D.C • ...... SHLSS Trainee William P. Jackson and the NMU's representative stand before the wreaths they carried during the ceremonies in Washington, D.C. 32 I LOG I June 1986 SIU Vice President George McCartney (right) and Marad Administrator John Gaughan before the SIU's wreath at San Francisco's Maritime Day services. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1986 Description An account of the resource HEADLINES SENATE BILLS REVIVE CRUISE SHIP DEBATE FIFTH AND LAST MPS CREWED BY SIU SEA-LAND AGREES TO CSX TAKEOVER BID SEALIFT ESSENTIAL FOR SECURITY, NAVY TELLS HOUSE HOUSE AND SENATE TRY TO MOLD TWO BILLS INTO ONE SIU BACKS NEW PASSENGER SHIP LEGISTLATION OTTAWA BACKS ITS FLEET ENERGY TRANSPORTATION WINS LEGION TROPHY WALTER JONES NAMED 1986 ADMIRAL OF THE OCEAN SEAS DELTA QUEEN WINS FIVE-YEAR EXEMPTION SONAT CONTRACTS UPDATE MISSISSIPPI QUEEN PLAYS HOST TO WOMEN’S CONFERENCE SIU CREW AND TUG SET STAGE FOR TV COMMERCIAL SHLSS PREPARES ABLE SEAMEN FOR THE FUTURE! NEW COLLEGE PROGRAM UNDERWAY NEW ENGLAND TO IOWA, MARITIME HISTORY ABOUNDS ABOARD THE OMI CHARGER IN LA HARBOR THE SIU IN WASHINGTON VESSEL REDOCUMENTATION AUTO CARRIER BILL BUILD AND CHARTER PASSENGER VESSEL BILL ALASKAN OIL OPERATING DIFFERENTIAL SUBSIDY PORT DEVELOPMENT PRESERVATION OF A SEAFARER’S ART NAVAL FLEET AUXILIARY FORCE SHOWS GROWTH AT FAST PACE U.S. SEALIFT REMAINS VITAL IN A FAST-CHANGING WORLD CONSTITUTIONAL COMMISSION MEETS IN PHILIPPINES NAVAJO SETS TOWING RECORD DROZAK PLAN ADOPTED ILO SEEKS TO PROTECT WORLD’S MERCHANT SEAFARERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 6 1986 Periodicals Seafarers Log