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We Protect Our Jurisdiction
Pay Hike on Par With Officers in New Contract
Faced with what could have been
the first SIU deepsea strike since 1946,
management and Seafarer ·negotiators
were able to narrow a wide gap and
reach a tentative agreement on both
the Standard Tanker and Freightship
agreements May 27.
"We had ourselves some tough sessions, and tor a while it looked like
we might be pushed to strike. We were
so far apart until the end," said SIU
President Frank Drozak.
American Maritime Association
(AMA) negotiators had taken a firm
stand in earlier meetings on reducing
all wages 10 percent, slashing vacation
to 10 for 30 and reducing unlicensed
work in the engine room.
"We retained our workjurisdiction,
which is extremely important. On top
of that we got the same 2 percent per.year wage increase the officers got and
the vacation remains the same, 14 for
30," said SIU Vice President Red
Campbell.
Campbell also stressed that if the
pact is ratified by the membership at
their June port meetings, the wage
increases will not go into effect until
July 1. He also said that the Standard
Tanker and Freightship agreements do
not cover SIU -contracted military
ships. Those are separate agreements.
See Pages 12-14
For All Tanker
And Freightship Rates
Seafarers at the Piney Point and
New York monthly meetings overwhelmingly voted yes on the new deal.
The final talley will not be available
until the end of June.
Following are some highlights of the
new contract.
1. Effective July 1, 1987, 1988 and
1989, there shall be a 2 percent
increase on base wages, premium
rates, Monday to Friday overtime
rates, and the off-watch penalty
rates, Monday to Friday.
2. All group 1 day workers will be
offered eight hours overtime for
all Saturdays, Sundays and holidays whether the ship is in port
or at sea.
(Continued on Page 3.)
Of&cial Publication of the Seafarers International Union• Atlantic, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. 6 June 198?
Trade-Sealift Highlight Hill Agenda
Persian Gulf Problems Show Need for Merchant Fleet
EDITOR'S NOTE: June marks the halfway point for the first year of the lOOth
Congress. Trade, foreign policy and the
·
East have hared Congr s' ce ter ring. Max Hall, SIU associate editor
and Washington columnist, explores
these issues and the SIU/maritime industry tie-in in this analysis and-review.
by Max Hall
The news coming out of Washington
has a gloomy, almost fatalistic tinge.
The budget deficit refuses to go away.
The AIDS crisis is getting worse. And
many American industries, including
maritime, are finding it difficult to
compete in an international marketplace where trade barriers are the rule
and not the exception.
If all this weren't enough, a joint
committee of the House and the Senate is holding daily hearings on the
Iran-Contra arms scandal which call
into question the administration's honesty and competence.
Nothing, however, underscores this
national sense of uneasiness more than
the debate that is being conducted over
Cramped Quarters?
See Page 20
America's policy in the Persian Gulf
and the administration's response to
developments there.
The deh P t che- n n many issues that this Union has tried to publicize during the past few years, most
notably the decline of this country's
strategic sealift capability and the effect that decline is having on our
national security.
U.S.S. Stark
The debate was set off by an incident
in the Persian Gulf. In May , an Iraqi
jet fired a French-made Exocet missile
which struck the U.S.S. Stark. Thirtyseven sailors were killed.
Iraq blamed the incident on the
inexperience of the young pilot. It took
the unprecedented step of placing an
apology on the front page of its statecontrolled newspaper.
The United States was quick to
accept Iraq's apology. Attention soon
turned to Iran, and the threats it was
making to close the Strait of Hormuz.
The administration vowed to take
"whatever" steps were needed to keep
the shipping lanes open.
Still, the attack on the U.S .S. Stark
had a profound effect. ''The fact that
the tragedy seemed so utterly meaningless,'' wrote Time magazine,
"caused its ripples to swell ... A
nation that had committed itself to
building an expensive 600 ship Navy
began to worry about whether those
ships might be sitting ducks.''
This was precisely the point that the
SIU had been trying to make for years.
No matter how much is spent building
new weapons systems, the union argued, the money will be wasted unless
some effort is made to enhance this
For years SIU President Frank Drozak has warned Congress and the White House of the
military value of a healthy merchant fleet. Recent developments in the Middle East uphold
that argument.
country's conventional sealift capability.
Kuwaiti Reflagging
Several weeks before the Stark was
hit by the Iraqi missile, the United
States had offered to protect 11 Kuwaiti tankers by reflagging them under
the American registry.
Under the administration's proposals, only the captains on these
refl.agged ships would be required to
be American citizens. Under present
law, all licensed officers and 75 percent
of the unlicensed crew must be American.
The reflagging plan, which is still
being debated, was violently opposed
by all segments of maritime labor. "It
would set a dangerous precedent,''
said SIU President Frank Drozak.
''And if the administration is adamant
about escorting these tankers, why
does it feel the need to reflag them?
Why does it have to debase Americanflag manning requirements?"
The SIU was not alone in monitoring
developments on this issue. "The
commercial implications of the reflagging plan are being studied carefully,''
wrote Chris Dupin of The Journal of
(Continued on Page 23.)
Inside:
Alaska Tankers Wait for CDS Decision
Page 3
Questions Slow Kuwaiti Reflagging Plans
Page 3
Baker-Whiteley Back Pay Upheld
Page 7
Special Pullout-The Presidentia Cand"dates
�President's Report
by Frank Drozak
W
~
I
r
e have just completed
negotiations on a new
Standard Freightship and
Standard Tanker Agreement, and
our membership is right now voting
on these contracts at meetings in
our ports and aboard ship.
We started bargaining back in
October. I've been around for some
time, and I've negotiated a number
of contracts. This was absolutely
the toughest bargaining I've ever
been involved with. What was at
stake was our jurisdiction. What
they were after was our jobs. They
wanted to force us off the ships.
Early during our negotiations,
the shipowners signed with the
mates and engineers. In both cases
they gave the officers a 2 percent
pay increase for each of the three
years of the contracts. At the same
time, they demanded that the unlicensed crew take a 10 percent
pay cut, a 20 percent cut in health
benefits, and t~ey even wanted to
reduce your training school, stating that it costs too much.
In the past 10 years or more,
this Union and its membership have
done everything we could to help
our contracted companies be competitive and stay in business. We
have drastically cut the unlicensed
manning scale and tempered our
wage demands to meet the realities
of the industry. During that same
time, the mates and engineers did
nothing to cut manning on the
bridges or in the engine room, and
they continued to widen the economic gap between licensed and
unlicensed crew. You, the membership, said, "Enough is enough!"
You gave us the authority to call
a general strike if the shipowners
did not come back to the bargaining
table in good faith. You gave us
this authority in an open vote and
you did it unariimously. Once again,
this membership stood tall and
stood together.
We got a contract, and it's a
good agreement. One of the most
important features of this contract
is that it protects our jurisdiction.
The contract language specifically
sets out the work jurisdiction of
the unlicensed crew in the engine
room. It is now up to each and
every one of you to make this
provision work by filing a grievance and putting in for overtime
each time an engineer picks up a
tool to do your work. If we don't
do this, we will lose our jobs in
the engine room by default. Believe me when I tell you that the
engineers want your jobs. They
think it is a matter of survival for
them, and they don't care what
happens to you. We have fought
hard and long to keep these jobs
for our members. We don't want
to cede them to the engineers by
default.
•••
The SIU and other maritime labor organizations representing seamen employed on U.S.-flag vessels
recognize the national need to protect the freedom of the seas so that
vessels of all nations may transport
without interference supplies and
commodities vital to their national
interest and security. To that end,
the United States has taken a leadership role, and we think that it is
the right thing to do.
However, we believe that the
Reagan administration is unnecessarily circumventing longstanding maritime law and custom which
require U.S. citizenship for crewing ships that fly the U.S. flag. In
proposing to paste a U.S. flag on
Kuwaiti tankers with a U.S. citizen
captain and a polyglot crew, our
government is fl.outing the law,
compromising our national security, and setting a potentially ruinous economic precedent.
We believe that participation under the sanction of the U.S. flag
must indicate a commitment to the
United States since American-flag
vessels are considered extensions
of U.S. territory. Such a commitment necessarily entails full compliance with the spirit and letter of
U. S. law . Further, U.S.-ftag vessels should be ready and available
for immediate support to our Armed
Forces in the event of a national
emergency.
Foreign crews and foreign owners of reftagged vessels will have
no allegiance to the United States.
Instead, they will utilize the U.S.
registry temporarily as opportunity
and expedience warrant. This
clearly flies in the face of congressional intent in enacting documentation and manning laws which
require U.S. citizen crews on U.S.flag vessels. Certainly , Congress
did not envision a scenario where
for all intents and purposes a foreign-owned and foreign-crewed
vessel would be sheltered under
the umbrella of the U.S. flag. Certainly, twisting explicit maritime
law to fit the needs of a political
situation in the Persian Gulf, or
wherever, is not a viable solution
to the political problem, and in the
end will prove at best a foolish and
at worst a dangerous expedience.
Washlncton Report
(Continued from Page 24.)
the West Coast to East and Gulf
ports. Given little chance of passage, it is representative of a number of bills that have been introduced which seek to weaken this
nation's cabotage laws.
S.?23
Introduced by Sen. John Danforth (R-Mo.), it seeks to effectively
repeal this nation's existing cargo
preference laws which now generate a large share of work available
to American-flag operators. Such
legislation has become commonplace over the past 10 years, and
pose a threat to the continued existence of the American-flag merchant marine. The SIU is monitoring this legislation and others like
it.
S.108?
Introduced earlier this year by
Senator Frank Murkowski (RAlaska), the legislation seeks to
eliminate "unfair, restrictive and
discriminatory foreign practices'' in
the marine transportation of automobile imports by requiring the
president to negotiate trade agreements with those countries exporting over 50,000 automobiles to the
United States. It has been referred
to the Senate Finance Committee.
S.1183
Another of the Union's legislative priorities, S. 1183 seeks to
eliminate unfair trading practices by
foreign countries against Americanflag operators. It also would rehaul
this nation's maritime promotional
laws to make them more effective
and cost-efficient. Drozak testified
before the Merchant Marine Subcommittee of the Senate Commerce
Committee on behalf of the legislation, noting that there ''is an urgent need'' for an overhaul of this
nation's promotional programs and
that S. 1183 "would eliminate many
of the unfair trade practices the
U.S. fleet." Yet he cautioned that
even if the bill were enacted, it
would be only a first step in the
direction of restoring the Americanflag merchant marine to its former
competitive state and that ''many
more steps" are needed.
It was at these hearings that Peter
Finnerty, Sea-Land's vice-president, said that the company would
be forced to consider reflagging ''all
or part" of its operations if Congress and the administration did not
take constructive steps to halt the
decline of the American-flag merchant marine.
S.12?4
S. 1274, the Foreign Aid Authorizations bill, includes language which
would impose restrictions on the
use of cash as a form of U.S.
economic aid. This bill is a priority
of the SIU. A similar bill has been
introduced in the House.
If enacted in its present form, S.
1274 would require that at least 50
percent of the commodities purchased by foreign nations through
the cash transfer program be transported on U.S.-flag vessels.
Neither the House or Senate versions of this bill have been considered on the floor yet.
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf. Lakes and Inland Waters District,
Afl-CIO
June 1987
Vol. 49, No. 6
Executive Board
Frank Drozak
President
Charles Svenson
Editor
Mike Hall
Managing Editor
Max Hall
Deborah Greene
Associate Editor
Associate Editor
2 I LOG I June 1987
Angus "Red" Campbell
Joe DiGiorgio
Vice President
Secretary
Joe Sacco
Mike Sacco
Leon Hall
Vice President
Vice President
Vice President
George McCartney
Roy Mercer
Steve Edney
Vice President
Vice President
Vice President
The LOG (ISSN 0160-2047) is 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.
�CDS Payback Decision Nears, Due July 15
Groups as diverse as Friends of the
Sea Otters and the Shipbuilders Council of America have taken the Department of Transportation (DOT) to task
for its efforts to re-establish the Construction Differential Subsidy (CDS)
payback program.
Under that program, begun in 1985
and judged unlawful by a federal court
last year, the government lost some
$80 million, 10 militarily useful tankers
were laid up and hundreds of seamen
lostjobs. But DOT wants to begin the
program anew, despite estimates that
it could cost the government more
than $200 million.
The proposal, like its predecessor,
would allow ships built with CDS funds
into the domestic trades, even though
the 1936 Merchant Marine Act restricts domestic trade to unsubsidized
ships.
Several labor and industry groups
have written to DOT to protest the
CDS payback scheme. Most of the
protests cited the high cost to government in the form of guaranteed loan
defaults from domestic operators and
the cost to the Navy if it must buy
useful tankers when the ships currently in the trade are scrapped. In
addition, the protests noted that
hundreds of seamen would lose their
jobs and shipbuilding contracts would
grind to a halt.
Only three tankers, huge VLCCs,
paid back their subsidies under the old
rule, but those three ships were responsible for the lost millions, the layup of the other ships and the elimination of jobs. If those ships are allowed
to remain, and one, the Brooklyn, is
crewedbySeafarers,orothersenterthe
trade, the results would be disastrous.
"Many trained and qualified seamen
will be thrown out of work. As a result
our country will not have a sufficient
pool of merchant mariners to meet our
needs should we be faced with an
emergency," said Sen. Paul Trible
(R-Va.).
If the rule is allowed to stand, said
Sen. Barbara Mikulski (D-Md.), the
only concerns which would benefit
Doubts Slow Kuwait Ref lagging
Serious doubts about the political
wisdom of reftagging 11 Kuwaiti tankers under the U.S. flag appear to have
slowed down the administration's attempt to implement the controversial
program.
While Congress debates the political
issues, most U.S. maritime unions and
industry groups have protested the
scheme because the Coast Guard has
waived both U.S. citizenship requirements for manning and various U.S.
safety regulations for the tankers.
Meanwhile it was reported that the
Master, Mates and Pilots would supply
up to 18 captains on a rotating basis for
the ships if all are eventually reftagged.
The International Transport Workers'
Federation's (ITF) Fair Practices Committee meeting in London June 9-10
adopted a resolution finding the Kuwaiti
tankers which the Reagan administration
intends to document under the U.S. flag
as flag-of-convenience ships. The ITF's
seafarers group also urged all its affiliated transport unions to take appropriate
industrial action against these ships
whenever and wherever they are encountered in various ports of the world.
The resolution was introduced by officials of the Seafarers International Union
and the National Maritime Union. In
adopting the resolution, seafarers' union
officials from 34 nations of Europe, Asia,
Africa, Australia, and North and South
America determined that this action by
the Executive Branch of the U.S. government could haV'e disastrous repercussions on the merchant fleet of all traditional maritime nations.
One of the main areas of labor protests against the plan has been the
Coast Guard's waiving the normal citizenship requirements for reftagging.
In most cases that calls for a
100 percent U.S. licensed crew and a
75 percent U .S. unlicensed crew.
The administration says its goal is
to ensure free navigation in the Persian
Gulf, an area where more than 200
tankers have been attacked by warring
Iraq and Iran during the past several
years.
Congressional critics have said the
reftagging could draw the U.S. into the
fighting in the bloody eight-year IranIraq war. They also have expressed
concern over the fact the U.S. , which
only imports about 4 percent of its oil
from the area, is shouldering the major
military and cost burden for tanker
protection. Countries such as Japan
and Germany receive up to 30 percent
of their petroleum from the Gulf.
While the administration claims the
Kuwait reftagging is a special situa-
tion, past practices, including the
waiving of military cargo preference
laws, show that such exceptions to
U.S. law are becoming more common.
"We'll let the politicians and the
foreign affairs experts debate the wis-
dom of reftagging. But if Kuwait or
any other country wants the protection
of the U.S. flag and the U.S. Navy, it
seems only logical that they abide by
U.S. maritime laws," said SIU President Frank Drozak.
Flag of Convenience?
The following editorial appeared in The Journal of Commerce. The SIU
wholeheartedly agrees with the opinion expressed.
IT'S MORE THAN A LITTLE IRONIC that the high-cost U.S. ship
registry has become the latest flag of convenience. For years U.S.
shipowners and operators have been sailing vessels under less expensive
flags, such as those of Panama and Liberia. Now a foreign nation, Kuwait,
has cut a deal with the Reagan administration to register 11 of its oil
tankers in the United States to gain U.S. naval protection against Iranian
attack.
A carefully planned effort to protect commercial shipping in the Persian
Gulf, in concert with our allies, is a sound idea. But precipitously placing
foreign ships under the Stars and Stripes is not. The reftagging agreement
raises important questions about the future health of the U.S. merchant
marine. Unfortunately, the Reagan administration has brushed those
questions aside in its rush to help the Kuwaitis before the Soviet Union
does the same.
Under the Merchant Marine Act of 1936, all officers aboard U.S.-flag
vessels, and at least 75% of the unlicensed crewmembers, must be U.S.
citizens. But on the reflagged Kuwaiti ships, the administration will insist
only that the captains be American. No other U.S. citizens need be on
board.
To offer such loose terms, the administration is exploiting a section of
the law allowing foreign crews aboard U.S. ships in cases where the
ships are "deprived" of American crews. Normally, that means that a
ship operator may hire foreign sailors when no Americans are available.
The foreigners may work as long as the ship is overseas, but must
surrender their jobs to U.S. citizens when the ship returns to the United
States. But now the Coast Guard, which handles ship registrations, claims
that because U.S. sailors are not standing around the docks in Kuwait,
ready to sign on, foreign crews can be hired and kept on the ships as
long as the vessels do not put into a U.S. port.
Casually allowing foreign ships to fly American colors sets an unfortunate precedent that would accelerate the decline of U.S. shipping. If
the Kuwaitis can break the rules. why not others? U.S. ship operators
looking to save money could justifiably demand similar treatment in order
to free themselves of expensive American crews without losing the
benefits of U.S. registry, such as the exclusive right to carry U.S. military
cargo and loads funded by the Food for Peace program. Imaginative
shipowners might even want to operate foreign-crewed, U .S.-flag vessels
between Europe and Montreal, never touching a U.S. port but carrying
government cargoes and civilian loads destined for the United States.
This potential for further erosion of the merchant marine is as important
for U.S. security in the long term as is the maintenance of commercial
shipping in the Persian Gulf. U.S. military planners say the precipitous
drop in seafaring jobs for U.S. citizens is the single biggest obstacle to
adequate resupply of troops in the field. The nation's sea-lift needs would
be greatest in the event of major U.S. military action in the Persian Gulf
area. Ships usually can be obtained in a crisis. But trained U.S. sailors
are more difficult to find.
The administration can achieve its basic objective in this caseprotection of merchant vessels in a troubled region-by agreeing, along
with our allies, to escort Kuwait-registered tankers through the Persian
Gulf. It need not reflag a single ship to protect the right to free navigation.
financially are the interests of three
oil companies, "two of which are not
American.''
The final CDS payback rule is not
due until July 15. But despite the
massive opposition from such wide
ranging groups, observers expect DOT
to ignore the outcry and go ahead.
The SIU and its supporters on Capitol Hill were able to include a provision in the House version of the 1987
supplemental appropriations bill which
would prohibit the use of any money
for CDS payback. The Senate version
does not contain a prohibition, but
supporters are hopeful that when the
two houses meet in conference such
a ban would be included.
New Deepsea
Pacts Protect
Job Security
(Continued from Page 1.)
3. COLA adjustments shall not be
effective unless and to the extent
that increases in the Consumer
Price Index exceed 10 percent calculated on a cumulative year-toyear basis. This is what is agreed
to between the companies and the
licensed officers.
4. Fringe contributions will be paid
on the vessel's manning scale,
subject to reduced manning during
periods of lay-up or shipyard work.
5. The Port Committee provisions
will be amended to provide 90
days from the date a crewmember
leaves the ship or articles are terminated for the filing of a grievance.
6. Due to excessive cost, the cardiotrakers will not be required to be
carried aboard ship.
7. When a seaman is repatriated, or
pays off a ship at the conclusion
of articles or lay-up, the company
will be required to provide the
date of hire, date of termination,
and in the case of repatriation, the
nature of the illness or injury, to
the Union.
8. If the vessel is laid up and recrews
within seven days, the company
has the o·p tion of providing transportation back to the ship rather
than the pay, lodging and subsistence.
9. Wipers and GUD/E's may be required to do general maintenance
during the regular hours throughout the vessel without penalty.
10. On ships with seven or fewer seamen in the deck department, GUD/
E's shall be required to assist in
docking and undocking at all times.
11. Work jurisdictionIt is understood that the preservation of the jurisdiction of the
Union is the essence of this Agreement and that the provisions of
this contract establishing jurisdiction shall be rigorously and strictly
enforced through the cooperation
efforts of the company and the
Union.
Except where previously agreed,
the company agrees to maintain
existing unlicensed manning in the
(Continued on Page 14.)
June 1987 I LOG I 3
�Eternal God, we ask that You keep us ever mindful of
the heroic sacrifice of our Merchant Seamen, that we
always take pride in their valiant striving after peace.
Make it our legacy as they made it theirs.
New York-A memorial service was held aboard the Spirit of New York in New York
Harbor. Participating in the ceremony are (I. to r .) Rear Admiral King, president of the
American Merchant Mariner Memorial, SIU Vice President Leon Hall, NMU President
Shannon Wall, and John Bowers, former ILA vice president. Note in the background
two vessels of the bankrupt U.S. Lines. (Photo by Jack Caffey)
Washington, D.C.-An afternoon memorial service took place
at the Washington Navy Yard aboard the USNS Invincible (an SIUcrewed TAGOS vessel). Military Sealift Commander Vice Admiral
Walter T. Piotti Jr.; a Navy sailor, John M. Parsons, and a civilian
seafarer, Guy S. Bennett, toss the memorial wreath into the water.
(Photo by Deborah Greene)
Washington, D.C.--SIU upgraders attended a morning Merchant Marine Memorial
Service. Pictured are Charles Petersen, June Hughes, Wilhamena Ortiz, Jacqueline Davis,
Saleh Lotti, Steve Parker and Piney Point Port Agent Al Raymond. (Photo by Deborah
Greene)
Honolulu-Maritime Day festivities in the port of Honolulu, Hawaii included a
procession of ·vessels to Diamond Head and a memorial service to seamen lost at sea.
(Photo by Cathie Ballentine)
Washington, D.C.-The Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. was well
represented at the morning Merchant Marine Memorial Service. Attending the service were trainees Charles
Bates, Harry Arruda, Don Teixera, Marshall Allen, David Ayala, Karen Bartolo, Cleavon Brown Jr., Paul Bird,
Alan Amado, Eddie McClain, George Champney Jr., Andrew Ditullio, Standford Jones, Eddie Major, Donald
Peterson, William Stallings, Hershey Watson, Charles Walker and Anthony Bedford. (Photo by Deborah Greene)
4 I LOG I June 1987
San FranciscO-Representing the SIU at a memorial
service May 16 aboard the SIS Jeremiah O'Brien is SIU Vice
President George McCartney. The Jeremiah O'Brien is America's last unaltered Liberty Ship in operating condition. (Photo
by John Ravnik)
�In its monthly series of interviews and reports, "PROFILES" will
highlight key government officials instrumental in shaping national
and maritime policy.
profiles
Sen.
Brock Adams
Rep.
Tom McMillen
C
A
OMPETING effectively with our
foreign trading partners is one of
Sen. Brock Adams' (D-Wash.) hopes
for the lOOth Congress.
Adams believes that through
congressional action, the U.S. can
reduce its trade deficit and improve
the competitive posture of this nation's industry in international competition. But he also realizes there is
no easy answer to our trade problems.
"Improving our performance in international trade will require continuing
action by the Congress .... In addition to amending our trade laws to
open foreign markets to U.S. goods,
we are going to have to reduce our
federal budget deficit. ... Above all,
we must not try to save one industry
by creating trade barriers which hurt
other U.S. industries."
One trade agreement Adams supported last March would open new
markets for the northwest fishing industry. Adams, who has kept close
tabs on this issue since his election to
the Senate on Nov. 4, 1986, said the
new agreement should open markets
in Japan for U.S. harvested and processed pollock and herring. ''The
booming northwest bottom fish industry needs reliable markets like Japan's
to prosper," said Adams. The senator
said he will closely follow implementation of the agreement to make sure
that the Japanese fully comply with
its provisions.
Following two years in the U.S.
Navy, Sen. Adams received a B.A. in
economics from the University of
Senator Brock Adams
Washington and a law degree from
Harvard University. He began his political career in 1951 when he was
appointed U.S. District Attorney for
Western Washington by President John
F. Kennedy. In 1964 he ran for Congress from the seventh congressional
district (Seattle-King County), and
served in that position for 12 years.
In 1977 Adams was chosen U.S. Secretary of Transportation. He resigned
from that post in 1979 and joined a
Seattle-based law firm as an international trade attorney.
In the Senate, Adams serves on the
Committee on Commerce, Science &
Transportation (and its Subcommittee
on Merchant Marine). He also serves
on the Committee on Foreign Relations, the Committee on Labor and
Human Resources and the Committee
on Rules and Administration.
Government Shipbuilding
Help Needed to Save U.S.
Yards, Defense Panel Told
To preserve the nation's faltering
shipbuilding and shipping capability,
the government should spur demand
for U.S.-built ships , curb reliance on
foreign shipbuilding, and upgrade domestic shipyards, labor and industry
representatives told the Commission
on Merchant Marine and Defense.
Paul Burn sky, president of the AFLCI O Metal Trades Dept. , told the commission, "We believe that the preservation of a strong merchant marine
and American shipbuilding industrial
base is vital if we are to remain a
world power." Burnsky charged that
deliberate Reagan administration policies are crippling American shipbuilding and shipping capability in defiance
of 50 years of U.S. law and policy.
Burnsky said these administration
policies include doubling , to $9 billion
last year, the number of naval and
other defense contracts awarded to
overseas suppliers contrary to
congressionally-enacted " Buy Amer-
ica' ' programs ; undermining a subsidy
program for shipyard construction and
operation; and, getting Congress to
drastically cut, and now end, federal
support for a shipbuilding industry
research and development program.
"Commercial shipbuilding in U.S.
yards has dried up," Burnsky said.
''New orders for merchant vessels are
non-existent. Many thousands of our
skilled shipyard workers have lost their
jobs; many have left the industry,"
their skills wasted. He said once the
Navy's expanded 600-ship goal is
reached, "our industrial outlook will
become even more grim, the viability
of the U.S. shipbuilding mobilization
base will be seriously jeopardized, and
our national defense inevitably weakened. "
Noting that today less than 4 percent
of U.S. goods are carried on U .S.flag , U .S.-manned ships , he said the
U.S . should adopt ''a modest cargo
S its first legislative act, the lOOth
Congress overwhelmingly passed
the Clean Water Act. With funds provided as a consequence of this piece
of legislation, Maryland will receive
one-half billion dollars over the next
several years that can be used to
combat pollution of the Chesapeake
Bay. This is a good start in the congressional career of Tom McMillen, a
Democrat who represents Maryland' s
fourth district in the U.S. House of
Representatives.
Elected to the lOOth Congress on
Nov. 4, 1986, McMillen also is concerned with a number of other pressing
national issues, particularly the federal
budget deficit and the trade imbalance.
''A recent poll shows that 90 percent
of Americans feel the United States is
losing its competitive edge," McMillen wrote in a recent newspaper
article. "Our children now wonder if
their America will be as prosperous
and as promising as it has been for
their parents."
Being competitive to McMillen
means looking at those industries that
are going to be important to our country's future as well as to the basic
industries that have been the mainstay
of our economy in the past. He further
believes that Congress should look at
U.S. controls and exports and technology which have been too restrictive
and have led to our trade imbalance.
McMillen believes that while Congress can play a major role in regaining
America's competitive edge, the
American system of education is an
even stronger influence and should be
upgraded. "Education is clearly the
key to our future,'' McMillen noted.
"Investing in education is investing in
our most important asset, our children. If America is to compete and
win in the global economy, we must
ensure that our children and education
in our public schools are second to
none. "
Education is also on his mind as a
member of the Congressional Maripreference policy' ' to bring it up to 20
percent. He said the other industrial
and maritime nations have cargo preference and shipbuilding subsidy programs so that a "free market" doesn't
exist. He said the Merchant Marine
Act of 1936 and subsequent laws
"clearly link our national defense to
a healthy merchant marine and a viable
shipbuilding capability. ''
David H. Klinges, president of marine construction for the Bethlehem
Steel Corp., told the commission,
''While the nation focuses on the need
for a 600-ship Navy, how really secure
are we in the face of a contracting and
Representative Tom McMillen
time Caucus. This group of congressional members educates other members and staff about the plight of the
U.S. merchant marine.
Competition is no stranger to Rep.
McMillen. He was a small businessman in the communications field as
well as an 11-year veteran of the National Basketball Association. (He was
the number one draft choice by the
Buffalo Braves and subsequently
played with the New York Knicks and
the Atlanta Hawks. He also was a
member of the Washington Bullets for
three seasons.)
McMillen attended the University
of Maryland, where he was a threetime All-American and was a member
of the 1972 United States Olympic
Team. Graduating in 1974, he was the
first and only student from the university to be awarded the coveted
Rhodes Scholarship, on which he attended Oxford University, where he
received an M.A. in politics, philosophy and economics.
Rep. McMillen serves on the Banking, Finance & Urban Affairs Committee and on the Science, Space &
Technology Committee. He is a member of the Environmental and Energy
Conference, the Congressional Caucus on Women' s Issues , the Democratic Study Group, the Congressional
Competitiveness Caucus and the
Congressional Arts Caucus.
aging merchant marine and debilitated
shipyard mobilization base?''
Klinges said that 30 years ago most
of the work in commercial shipyards
involved the repair of commercial vessels. Today, he said, more than 90
percent of U.S. shipyards are supported by Navy work. "Without commercial work, naval construction cannot support the industry ," he said.
Klinges said employment in the
shipbuilding industry dropped 24 percent from 1982 to 1986, from 122,000
jobs to 85,000. In the same period, he
said the number of shipyards fell from
110 to 74.
Support SPAD
June 1987 I LOG I 5
�Sea-Land Leader
Ends Smooth Trip
With Jersey Payoff
The Sea-Land Leader had a good trip.
Jennings Hockman, AB
AB Al Hill can't wait to hit shore.
SIU Port Agent Kermett Mangram took care of all beefs.
Steward Assistant Ismail Hanapiah, left, and B. Kanguous, electrician, pal around in the
crew's mess.
Bosun Leon Curry, second from the right, kids around with some friends.
AB Joe McGill waits to pay his dues.
6 I LOG I June 1987
AB Jim Manning in a quiet moment.
�..........
, tug/tow I
:harge/dredge
s
...
I
11
fi:-EB!tl···~·~-~~~:::.-=::::::;:~-~~~;~~-~-.:····~~"$S;:.=:::~~~::·
Back Pay in Baltimore-New Pay in Mobile
Baker-Whiteley Owes $2 Million-SIU Firm Wins $36 Million Dredge Pact
SIU members in the inland field
received two pieces of good news
last month.
A federal appeals court has upheld a National Labor Relations
Board order requiring BakerWhiteley Towing to pay $2 million
in back pay and benefits to 27 SIU
members who work in the Baltimore harbor area. And an SIUcontracted company, Great Lakes
Dredge and Dock, was the low
bidder for a $36. 3 million project
In St. Louis
to deepen the Mobile Ship Channel.
The NLRB ruling against BakerWhiteley affirms the SIU's contention that the now-defunct Outreach
Marine company changed hands in
1984 only to circumvent a collective bargaining agreement with the
Union. Twenty-seven members
were thrown out of work at the
time.
''This is an important victory for
all tug and barge workers, not just
the 27 who will receive back pay
and wages," said SIUNA Vice
President Jack Caffey. "If one tug
and barge company is allowed to
set up ~ sham company to evade
its contractual obligations , then it's
a good bet that more will follow
the Gulf of Mexico to the Wallace
Tunnel. Funding for the project
was made possible by the $5 billion
Port Development bill that the SIU
helped get passed during the last
session of Congress.
"In an important sense," said
Caffey, ''both the Baker-Whiteley
ruling and the Mobile dredging
project were made possible because the members of this Union
stood united."
''They certainly stood united in
their fight against Baker-Whiteley
and Outreach Marine," he said.
''And the Mobile dredging project
would not have been possible without the membership's active support of this Union's political action
program."
suit."
Baker-Whiteley was forced to
rehire the tugboat captains, mates,
engineers and deckhands that Outreach Marine laid off in 1984 after
a federal District Court upheld an
NLRB ruling on the issue. But the
firm appealed the payment of back
wages and benefits.
As reported in the December
1986 LOG, the SIU then waged a
successful two-week strike against
the company. They subsequently
ratified a new one-year contract
with the towing firm.
Dredging on the Mobile ship
project is scheduled to begin in
July. It involves 31 miles of the
ship channel and 6.1 miles of the
bar channel that spans an area from
Dispatchers Report for Inland Waters
MAY 1-31, 1987
Anna Jean Flory, boat delegate and cook
for Orgulf Transport Co., gets her picture
taken at the St. Louis hall when she came
in to get her yearly SIU physical.
New
Pensioners
The following Inland members have
retired on pension:
Houston
John P. Blackmon
Norfolk
Luther R. Davidson
In Memoriam
Pensioner Odis J. Dore succumbed
to respiratory disease March 21. He
was 84. Brother Dore joined the Union
in 1963 in Port Arthur, Texas. He
retired on pension in 1968. Burial was
at Greenlawn Memorial Park in Port
Arthur. Seafarer Dore is survived by
his wife, Rose, and a stepson, Parlis
Trahan, both of Port Arthur.
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
New York ........................
Philadelphia ................... . ..
Baltimore ......... ...............
Norfolk .........................
Mobile ..... .....................
New Orleans ........... . ........ ..
Jacksonville ......................
San Francisco .....................
Wilmington .......... ....... ... ...
Seattle ..........................
Puerto Rico . . . . . . . . . . . . . . . . . . . . . .
Houston ........................ .
Algonac .......... .... ...........
St. Louis ............ .. ..........
Piney Point .......................
Totals ..........................
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Port
New York ........................
Philadelphia ......................
Baltimore ........................
Norfolk ...................... .. .
Mobile ......... ............... ..
New Orleans ......................
Jacksonville ......................
San Francisco ............... .. ....
Wilmington .... . .... ............. .
Seattle ..........................
Puerto Rico . . . . . . . . . . . . . . . . . . . . . .
Houston .........................
Algonac .........................
St. Louis ....... ................ .
Piney Point .......................
Totals ...... ....... . ........... .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
TOTAL SHIPPED
All Groups
Class A Class B Class C
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
0
3
6
49
0
0
2
0
16
0
0
3
0
0
0
79
0
0
0
6
0
1
1
0
2
0
0
2
0
2
0
14
0
0
0
0
0
0
10
0
27
0
0
0
0
20
1
38
0
0
0
0
0
0
0
0
6
0
0
39
7
0
37
15
0
0
0
0
0
24
1
0
12
0
0
6
0
0
0
0
0
0
0
0
1
0
0
0
4
0
45
16
50
0
0
6
0
0
0
0
2
0
0
0
0
0
0
8
0
0
0
97
25
0
62
0
2
0
11
0
0
0
0
0
3
4
0
•
3
0
0
0
79
2
0
35
0
1
0
0
0
34
0
0
0
0
26
2
68
ENGINE DEPARTMENT
0
1
0
10
0
0
1
0
0
0
0
1
0
0
0
13
0
0
0
5
0
1
0
0
0
0
0
0
0
0
0
6
Port
New York ........................ .
Philadelphia ...................... .
Baltimore ........................ .
Norfolk ......................... .
Mobile .......................... .
New Orleans ..... ................. .
Jacksonville ...................... .
San Francisco . . . . . . . . . . . . . . . . . . . . . .
Wilmington ..... .... .............. .
Seattle .......................... .
Puerto Rico ...................... .
Houston ......................... .
Algonac ......................... .
St. Louis ........................ .
Piney Point ............. ..... .... . .
Totals .......................... .
0
1
0
7
0
0
0
0
0
0
0
0
0
0
0
8
0
0
0
0
0
7
Totals All Departments ............... .
100
27
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
3
0
0
0
12
0
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
12
0
22
0
5
0
0
0
1
1
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
0
0
0
0
0
0
0
27
6
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
2
0
0
0
0
1
5
0
0
STEWARD DEPARTMENT
0
0
0
0
0
4
0
0
3
0
0
0
0
0
0
0
3
0
2
0
0
0
0
1
0
0
1
0
0
0
10
1
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
1
6
0
11
0
3
0
3
47
120
33
65
0
0
0
0
0
0
9
4
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
9
6
115
47
0
0
0
4
77
*"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.
June 1987 I LOG I 7
�Third Mate Instructors Brad Wheeler (standing) and Jake Karaczynski
(right, standing) give individual instruction to students.
Mate Courses Geared to Job,
Not Just to Passing Exams
The upper level deck license
courses offered at the Seafarers Harry
Lundeberg School prepare qualified
students for the U.S. Coast Guard
exams for Original Second Mate,
Third Mate, Master or Mate of
Freight and Towing Vessels (not
more than 1000 gross tons).
A vast amount of material is
covered during the basic 10-week
course and requires a serious student
who will average about six hours of
study per night seven days a week.
The deck license courses are geared
to learning the material for the job,
not just to pass the Coast Guard test.
"In preparation for the course I
would advise the student to start
reading "Bowditch Vol. I" and
William Crawford's "Celestial for
the Mariner'' which are two excellent
books," said Deck Instructor Jake
Karaczynski. "Utilize your time
properly on a ship by asking the
matequestionsandgetting involved
>"·: '
..::--:::';'JS~~>
'<. . . ,_. $'~
Dave Brantley (front) and Tim
E~~blifhm~oriyon /!~Y~1 ng ~~~~~~~
~ltitud~s of the sun. 9
·a I LOG I June
1987
with the day-to-day navigation of the
vessel. No prior knowledge is
necessary, but a basic understanding
of the subject matter is most
helpful.''
The complete deck license course
consists of a 10-week basic navigation
course, a five-week Celestial
Navigation course and a two-week
Radar Obsetver course for a total of
17 weeks of training.
Some of the navigational related
subjects covered during the deck
license courses include charts,
instruments and accessories,
magnetic and gyro compasses, dead
reckoning, piloting, lines of position,
electronic navigation, tides and tidal
currents, weather and rules of the
road. Other subject areas covered
include marlinspike seamanship,
shiphandling, cargo gear and cargo
handling, firefighting, first aid, CPR
and the use of various federal
regulations (CFRs).
The 10-week basic navigation
course is followed by a five-week
course in Celestial Navigation.
Subjects covered in this course
include basic nautical astronomy,
time, latitude by observation of
Polaris and noon sights (LAN), lines
of position (LOP) and running fixes
from sun, star and planet
observations, determining compass
and gyro error by amplitude and
azimuth, star indentification,
sunrise, sunset and great circle
sailing.
The Coast Guard exam is usually
taken during the fifth week of the
Celestial course. The exam for
Second and Third Mate lasts three
days. The exam for Master and Mate
of 1000 tons vessels lasts a day and a
half.
While it is helpful to have a good
math background and be able to
solve trigonometry problems, such
knowledge is not necessary in order
to understand and solve most
problems in navigation. A good
understanding of addition,
subtraction, multiplication and
division is all that is required.
The minimum setvice required to
qualify an applicant for license as
Master of Freight and Towing
Vessels of not more than 1000 gross
tons is four years on deck including:
a. One year setvice as licensed
mate; or
b. Two years service as
unlicensed master; or
c. One year service as Operator
of U ninspected Towing
Vessels; or
d. Two years service as
Quartermaster or Wheelsman
while holding a license as
Mate or First Class Pilot; or
e. Two years service as
unlicensed mate while
holding a license as operator
of small passenger vessels
valid within the area for
which application is made; or
f. Three years service as
unlicensed mate.
The minimum setvice required to
qualify an applicant for license as
a.
b.
c.
J.eff Hood (front) determines compass error while Nick Nagy (I.) gets
assistance from lnstructor Jake Karaczynski.
�Annllal P.S.C.A
------Induction of Officers Awards Dinner-No one can put on a feast like a
group of chefs, and the members
of the Professional Seafarers
Culinary Association Incorporated
(P.S.C.A.) really excelled at their
Annual Induction of Officers
Awards Dinner.
The dinner, held on May 3,
1987, was well-attended. The
guest speakers were Jack Braun
and Roland Shaeffer.
Romeo
Lupinacci, SHLSS Certified
Executive Chef, was Master of
Ceremonies. The new P. S. C. A.
Officers are: Greg Herring
-President, Charles Harrison -Vice
President, Arsenio Gusilatar
-Secretary, Leland ''Buck''
Buchan - Treasurer, and Joseph
Zeinda
Sergeant-at-Arms.
Chuck Harrison was presented the
Maryland State 1987 Chef of the
Year Award.
The P.S.C.A. is a chapter of the
American Culinary Federation
Inc. and the only chapter from the
maritime field, providing many
opportunities to both the steward
staff and the SIU Steward
membership.
Interested
SIU
Stewards can join the P. S. C. A.
and take advantage of the
information and opportunities
offered through the American
Culinary Federation Inc.
For more information about the
A.CF. or a request for a
membership application write to;
Greg Herring, Steward Department,
Seafarers Harry Lundeberg
School of Seamanship
Piney Point, Md. 20674.
Ft. Eustis Personnel Train at SHLSS
(L. to R.) Roland Shaeffer, Romeo Lupinacci, Arsenio Gusilatar, Leland "Buck" Buchan, Charles
Harrison, Greg Herring and Jack Braun.
Jack Braun presents the
"Chef of the Year" award
to Charles Harrison.
==~SHLSS VISITORS~==
SHLSS Vice President Ken Conklin distributes the Certificates of
Achievement.
Students from Hines Jr. High tour SHLSS.
Army Training Group
First row: (I. tor.) Guillermo Mosquera, Dwight Henry, Robert
White, Jacqueline Pickering, Robert Finnie, Russell Sharpe.
Second row: Freddie Ortiz, Juan Cruz, James Mathis, Dwight
Rivers, Richard Dickerson (Instructor}. Third row: Jiles
Baynes, Manuel Flores.
Able Seaman
First row: (I. tor.} Tim Olvany, Terence Franklin, Saleh A. Yafai,
Abdul Hussein, Paul Lucky. Second row: Jim Brown
(Instructor), Pete Troianos, Aaron Ruiz, Alvin Kirksey, Lamont
Lovick. Third row: James Tanner, Joe L. Miller, Frank
Henninger, Michael F. Ortiz, Freddy Collins. Fourth row: Paul
Wade, Kenneth Moore, Jeff Johnson, A. R. Alwaseem.
Diesel Engine Technology
Front row: (I. to r.) Mark D. Field, Perry Boyd, Ken Browning.
Second row: Ray Hart, Eric Malzkuhn (Instructor}, Robert
Rester, Tyler Womack, Joe Pomraning, John Cronan, Buddy
McBride.
June 1987 I LOG I 9
�1987 Upgrading
Course Schedule
Steward Upgrading Courses
Programs Geared to Improve Job Skills
And Promote U.S. Maritime Industry
June 1987 -
December 1987
The following is the current course schedule for May 1987 - December
1987 at the Seafarers Harry Lundeberg School of Seamanship.
For the membership's convenience, the course schedule is separated into
six categories: Deck Department courses; Engine Department courses;
Steward Department courses; Adult Education courses; All Department
courses and Recertification Programs.
Inland Boatmen and deep sea Seafarers who are preparing to upgrade
are advised to enroll for class as early as ~ible. Although every effort 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 and
the needs of the industry.
SIU Representatives in all ports will assist members in filling out the
application.
Engine Upgrading Courses
Course
QMED · Any Rating
• Sealitt Operations & Maint.
Check-In
Date
September 21
December 14
Completion
Date
December 11
January 8
Automation
• Sealift Operations & Maint.
Automation
*Sealift Operations & Maint.
July 13
August 10
June 27
July 25
August 7
September 4
July 22
August 19
Fireman/Watertender, Oiler
*Sealift Operations & Maint.
Fireman/Watertender, Oiler
*Sealift Operations & Maint.
Fireman/Watertender, Oiler
•Sea lift Operations & Ma int.
June 8
August 3
August 10
October 5
October 12
December 7
July 31
August 28
October 2
October 30
December 4
December 31
Marine Electrical Maintenance
*Sealift Operations & Maint.
July 13
September 7
September 4
October 2
Variable Speed DC Drive
• Sealift Operations & Ma int.
Electro-Hydraulic Systems
*Sealift Operations & Maint.
September 21
November 2
November 9
December 21
October 30
November 27
December 18
January 15
Refrigeration Systems Maint. & Ops.
• Sealift Operations & Maint.
July 20
August 31
August 28
September 25
Refri?ieration Containers - Advanced
Main enance
• Sealift Operations & Maint.
Diesel Engineer - Regular
•Sea lift Operations & Maint.
August 31
October 12
October 12
November 23
October 9
November 6
November 20
December 12
Deck Upgrading Courses
Check-In
Date
July 13
August 31
September 28
October 26
Completion
Date
September 4
October 23
November 20
December 18
Sealift Operations & Maintenance
July 13
August10
September 28
October 26
November 23
August 7
September 4
October 23
November 20
December 18
Celestial Navigation
July 13
November 2
August 14
December 4
Radar Obsever
August 17
December 7
August 28
December 12
Radar Obsever (Renewal)
Open ended course, however,
must notify SH LSS before
entering this course.
Towboat Operator
September 7
October 30
Deep Sea
Deck Shiphandling Simulator
June 15
June 18
Inland Deck Shiphandling Simulator
October 12
October 16
Course
Able Seaman/Sealift Operations
& Maintenance
10 I LOG I June 1987
& Maint.
Check-In
Date
July 22
September 8
September 2
October 19
October 14
November 30
November 25
January 11
Completion
Date
September 4
October 2
October 16
November 13
November 27
December 24
January 8
February 5
Cook and Baker
*Sealift Operations & Maint.
Cook and Baker
*Sealift Operations & Maint.
Cook and Baker
*Sealift Operations & Maint.
July 22
September 21
September 2
November 2
October 14
December 14
September 18
October 16
October 30
November 27
December 11
January 8
Chief Cook
• Sealift Operations & Maint.
Chief Cook
*Sealift Operations & Maint.
Chief Cook
*Sealift Operations & Maint.
July 8
September 7
September 2
November 2
October 28
December 28
September 4
October 2
October 30
November 27
December 25
January 22
Chief Steward
•Sea lift Operations & Maint.
Chief Steward
•Sea lift Operations & Maint.
Chief Steward
*Sealift Operations & Maint.
July 8
September 7
September 2
November 2
October 28
December 28
September 4
October 2
October 30
November 27
December 25
January 22
Course
Assistant Cook
*Sealift Operations
Assistant Cook
*Sealift Operations
Assistant Cook
*Sealift Operations
Assistant Cook
*Sealift Operations
& Maint.
& Maint.
& Maint.
Recertification Programs
Course
Steward Recertification
Bosun Recertification
Check-In
Date
June 29
August 31
November 2
Completion
Date
August 3
October 5
December 7
September 21
November 2
Adult Education Courses
Check-In
Completion
Course
Date
Date
For students who wish to apply for the GED, ESL, or ABE classes for the
first six months of this year, the courses will be six weeks in length and
offered on the following dates:
High School Equivalency (GED)
August 3
September 14
November 2
December 14
Adult Basic Education (ABE) &
English as a Second Language (ESL)
August 3
November 2
September 11
December 11
The Developmental Studies Class (DVS) will be offered one week prior to
some of the upgrading classes. They will be offered as follows:
FOWT
August 3
August 7
September 11
Towboat Operator
September 7
College Programs
Course
Associates in Arts
Check-In
Date
June 8
August 17
October 26
Completion
Date
July 31
October 19
December 18
Course Schedule Notice
*
The above courses will be followed by a
mandatory four-week Sealift Operations and
Maintenance Course. (If you already have a Sealift
Operations and Maintenance endorsement you
DO NOT have to repeat this course.)
�pgradi g ou se
LSS
ow
for
an
S
ppl
..........................................................................................................................................
Seafarers Harry Lundeberg School of Seamanship
Upgrading Application
Name
(first)
(Last)
Deep Sea Member D
Inland Waters Member D
Mo./Oay/Vear
Telephone -~-------
(Area Code)
(Zip Code)
(State)
(City)
Date of Birth
(Middle)
Pacific 0
Lakes Member D
Social Security#_______ Book# _ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __
Date Book
Port Presently
Was Issued _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ __
Endorsement(s) or
License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Are you a graduate of the SH LSS Trainee Program: D Yes
Trainee Program: From ____~_to_---.--....---(dates attended)
No D (if yes, fill in below)
Last grade of schooling completed _ _ _ __
Have you attended any SHLSS Upgrading Courses: O Yes
No D (if yes, fill in below)
Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ _ _ _ _ _ _ __
Do you hold a letter of completion for Lifeboat: 0 Yes No D
Firefighting: 0 Yes No 0
CPR: 0 Yes No 0
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
STEWARD
ENGINE
D Tankerman
o AB/Seallft Special
D FOWT
D AB/Seallft Limited
O AB/Seallft Unlimited
O Towboat Operator Inland
0 Towboat Operator Not More
Than 200 Miies
D Towboat Operator (Over 200 Miles)
D Celestial Navigation
D Master Inspected Towing Vessel
D Mate Inspected Towing Vessel
D 1st Class Piiot
D Third Mate Celestial Navigation
D Third Mate
D Radar Observer Unlimited
D Simulator Course
No transportation will be paid
unless you present original
receipts and successfully
complete the course.
D QMED-Any Rating
D Variable Speed DC Drive Systems
(Marine Electron ics)
D Marine Electrical Maintenance
D Pumproom Maintenance & Operation
D Automation
D Refrigeration Systems Maintenance
& Operations
D Diesel Engine Technology
O Assistant Engineer (Unlnspected
Motor Vessel)
D Chief Engineer (Unlnspected
Motor Vessel
O Third Asst. Engineer & Orlglnal Second
Asst. Engineer Steam or Motor
D Refrigerated Containers
Advanced Maintenance
O Hydraulics
D Electro-Hydraulic Systems
O
O
O
O
O
Assistant Cook Utility
Cook & Baker
Chief Cook
Chief Steward
Towboat Inland Cook
ALL DEPARTMENTS
O Welding
O Llfeboatman
0 Seallft Operations & Maintenance
ADULT EDUCATION DEPARTMENT
O Adult Basic Education (ABE)
D High School Equlvalency
Program (GED)
O Developmental Studies (DVS)
D English as a Second Language (ESL)
D ABE/ESL Lifeboat Preparation
COLLEGE PROGRAM
O Associates In Arts Degree
O Nautical Science Certificate
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:
Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674
June 1987ILOGI11
�FREIGH SH p AGREEME T
1. Article Il, Section 21 shall be changed to read as follows:
SECTION 21. PREMIUM RATES, OVERTIME RATES AND PENALTY RATES
(a) PREMIUM RATES
Effective
7/1/87
Effective
7/1/88
Effective
7/1/89
$17.99
$18.35
$18.72
16.11
14.83
14.83
13.69
12.94
16.43
15.13
15.13
13.96
13.20
16.76
15.43
15.43
14.24
13.46
12.30
11.45
9.61
9.61
12.55
11.67
9.80
9.80
12.80
11.90
10.00
10.00
19.62
20.01
20.41
19.62
18.89
18.89
18.89
17.73
17.73
17.73
17.73
20.01
19.27
19.27
19.27
18.08
18.08
18.08
18.08
20.41
19.66
19.66
19.66
18.44
18.44
18.44
18.44
16.25
15.52
15.07
16.57
15.83
15.37
16.90
16.15
15.68
17.99
16.64
15.15
13.67
16.25
15.52
13.99
15.07
14.19
13.04
12.30
13.23
12.30
12.30
11.44
15.07
13.23
11.44
18.35
16.97
15.45
13.94
16.58
15.83
14.27
15.37
14.47
13.30
12.55
13.49
12.55
12.55
12.55
11.67
15.37
13.49
11.67
18.72
17.31
15.76
14.22
16.91
16.15
14.56
15.68
14.76
13.57
12.80
13.76
12.80
12.80
12.80
11.90
15.68
13.76
11.90
17.99
18.35
18.72
17.99
17.99
16.11
14.35
13.99
12.16
12.16
12.16
9.59
18.35
18.35
16.43
14.64
14.27
12.40
12.40
12.40
9.78
18.72
18.72
16.76
14.93
14.56
12.65
12.65
12.65
9.98
DECK DEPARTMENT
Boatswain (SL18s, D6s, D7s
D9s, Lash)
Boatswain
Carpenter
Carpenter Maintenance
A.B. Maintenance
Quartermaster
Able Seaman
Green
Blue
O.S. Maintenance
Ordinary Seaman
ENGINE DEPARTMENT
Chief Electrician (SL18s, D6s
D7s, Lash)
Q.M.E.D./Electrician D-9
Chief Electrician
Crane Mtce. Electrician
Electrician Reefer Mtce.
Second Electrician
Engine Maintenance
Engine Utility Reefer Mtce.
Refrigeration Engineer
(when one is carried)
Refrigeration Engineer
(when three are carried)
Chief
First Assistant
Second Assistant
Q.M.E.D.
Class 1
Class 2
Class 3
Class 4
Plumber Machinist
Unlicensed Jr. Engr. (Day)
Unlicensed Jr. Engr. (Watch)
Deck Engineer
Engine Utility
Evaporator Maintenance
Oiler
Oiler (Diesel)
Watertender
Fireman/Watertender
Fireman
Wiper
Ship's Welder Mtce.
Oiler Mtce. Utility
General Utility Deck/Engine
12.30
Able Seaman
Green
Blue
O.S. Maintenance
Ordinary Seaman
Except as otherwise provided, the Premium Rates set forth above shall be paid for all
work performed on Saturdays, Sundays and holidays. When specific rates are provided
in this Agreement for work done on Saturdays, Sundays and holidays, those rates shall
not be less than the Premium Rate in effect.
It is further agreed that the Company shall offer to all Deck and Engine Unlicensed
Personnel possessing a Group I rating, a minimum of eight (8) hours every Saturday,
Sunday and holiday whether at sea or in port.
(b) OVERTIME RATES
12 I LOG I June 1987
8.23
8.23
6.52
6.52
10.31
10.52
10.73
10.31
10.31
10.31
10.31
10.31
10.31
10.31
10.31
10.52
10.52
10.52
10.52
10.52
10.52
10.52
10.52
10.73
10.73
10.73
10.73
10.73
10.73
10.73
10.73
10.31
10.31
10.31
10.52
10.52
10.52
10.73
10.73
10.73
10.31
10.31
10.31
10.31
10.31
10.31
10.31
10.31
10.31
10.31
7.91
7.91
7.91
7.91
7.91
6.26
10.31
7.91
6.26
10.52
10.52
10.52
10.52
10.52
10.52
10.52
10.52
10.52
10.52
8.07
8.07
8.07
8.07
8.07
6.39
10.52
8.07
6.39
10.73
10.73
10.73
10.73
10.73
10.73
10.73
10.73
10.73
10.73
8.23
8.23
8.23
8.23
8.23
6.52
10.73
8.23
6.52
10.31
10.52
10.73
10.31
10.31
10.31
10.31
10.31
7.91
7.91
7.91
6.26
10.52
10.52
10.52
10.52
10.52
8.07
8.07
8.07
6.39
10.73
10.73
10.73
10.73
10.73
8.23
8.23
8.23
6.52
STEWARD DEPARTMENT
Chief Steward (SL18s, D6s, D7s
D9s, Lash)
Steward/Cook
Steward/Baker
Chief Steward
Chief Cook
Cook & Balcer
Second Cook
Third Cook
Assistant Cook
Steward Assistant
Except as otherwise provided, the rates set forth above shall be paid for all work in
excess of eight (8) hours Monday through Friday.
(c) PENALTY RATES
(c) 1.
ON WATCH, Monday through Friday
Effective
7/1/87
Group 1
Group 2
Group 3
$ 6.44
4.95
3.91
(c) 2.
OFF WATCH, Monday through Friday
Group 1
Group 2
Group 3
Effective
7/1/87
Effective
7/1/88
Effective
7/1/89
$11.49
9.22
8.20
$11.72
9.40
8.36
$11.95
9.59
8.53
Effective
7/1/87
Effective
7/1/88
Effective
7/1/89
$17.99
$18.35
$18.72
16.10
12.50
9.92
16.43
12.76
10.12
16.76
13.02
10.32
(c) 3.
ON WATCH, Saturdays, Sundays and Holidays
Group 1 (SL18s, D6s, D7s
D9s, Lash)
Group 1 (Standard)
Group 2
Group 3
Except as otherwise provided, the rates specified above shall be paid for such work as
is specified in the Agreement (January 1, 1985-June 15, 1987).
Effective
7/1/87
Effective
7/1/88
Effective
7/1/89
$10.31
$10.52
$10.73
10.31
10.31
10.31
7.91
7.91
10.52
10.52
10.52
8.07
8.07
10.73
10.73
10.73
8.23
8.23
DECK DEPARTMENT
Boatswain (SL18s, ~' D7s
D9s, Lash)
Boatswain
Carpenter
Carpenter Maintenance
A.B. Maintenance
Quartermaster
8.07
8.07
6.39
6.39
ENGINE DEPARTMENT
Chief Electrician (SL18s, D6s
D7s, Lash)
Q.M.E.D./Electrician D-9
Chief Electrician
Crane Mtce. Electrician
Electrician Reefer Mtce.
Second Electrician
Engine Maintenance
Engine Utility Reefer Mtce.
Refrigeration Engineer
(when one is carried)
Refrigeration Engineer
(when three are carried)
Chief
First Assistant
Second Assistant
Q.M.E.D.
Class 1
Class 2
Class 3
Class 4
Plumber Machinist
Unlicensed Jr. Engr. (Day)
Unlicensed Jr. Engr. (Watch)
Deck Engineer
Engine Utility
Evaporator Maintenance
Oiler
Oiler (Diesel)
Watertender
Fireman/Watertender
Fireman
Wiper
Ship's Welder Mtce.
Oiler Mtce. Utility
General Utility Deck/Engine
STEWARD DEPARTMENT
Chief Steward (SL18s, D6s, D7s,
D9s, Lash)
Steward/Cook
Steward/Balcer
Chief Steward
Chief Cook
Cook & Baker
Second Cook
Third Cook
Assistant Cook
Steward Assistant
7.91
7.91
6.26
6.26
ARTICLE
m,
Section 1, Wages shall be changed to read as follows:
Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Deck
Department, when the respective ratings are carried, shall be as follows:
Monthly
Rate
7/1/87
Monthly
Rate
7/1/88
Monthly
Rate
7/1/89
$2,091.30
$2,133.13
$2,175.79
Rating
Boatswain (SL18s, D6s, D7s
D9s, Lash)
�Boatswain
Carpenter
Carpenter Maintenance
A.B. Maintenance
Quartermaster
Able Seaman
Green
Blue
O.S. Maintenance
Ordinary Seaman
1,849.68
1,701.79
1,701. 79
1,572.67
1,483.28
1,886.67
1,735.83
1,735.83
1,604.12
1,512.95
1,924.40
1,770.55
1,770.55
1,636.20
1,543.21
1,408.23
1,309.99
1,176.76
1,100. 78
1,436.40
1,336.19
1,200.30
1,122.80
1,465.12
1,362.91
1,224.31
1,145.26
ARTICLE IV, Section 1, Wages shall be changed to read as follows:
Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Engine
Department, when the respective ratings are carried, shall be as follows:
Monthly
Rate
7/1/87
Monthly
Rate
7/1/88
Monthly
Rate
7/1/89
Effective
7/1/87
Effective
7/1/88
Effective
7/1/89
$18.89
$19.27
$19.66
18.18
18.54
18.91
16.55
14.13
16.88
14.41
17.22
14.70
12.45
11.57
11.44
9.87
12.70
11.80
11.67
10.07
12.95
12.04
11.90
10.27
18.89
17.23
15.59
13.97
18.89
17.34
17.34
15.19
14.26
14.27
12.45
12.45
11.44
11.44
19.27
17.57
15.90
14.25
19.27
17.69
17.69
15.49
14.54
14.56
12.70
12.70
11.67
11.67
19.66
17.92
16.22
14.54
19.66
18.04
18.04
15.80
14.83
14.85
12.95
12.96
11.90
11.90
18.89
19.27
19.66
18.89
18.89
17.27
19.27
19.27
17.62
19.66
19.66
17.97
16.62
14.91
14.13
12.16
12.16
9.59
16.95
15.21
14.41
12.40
12.40
9.78
17.29
15.51
14.70
12.65
12.65
9.98
DECK DEPARTMENT
Boatswain (on vessels
constructed since 1970)
Boatswain (25,500 D.W.T.
or over)
Boatswain (under 25,500 D.W.T.)
A.B. Deck Maintenance
Able Seaman
Green
Blue
O.S. Deck Maintenance
Ordinary Seaman
ENGINE DEPARTMENT
Rating
Chief Electrician (SL18s, D6s
D7s, Lash)
Q.M.E.D./Electrician D-9
Chief Electrician
Crane Mtce. Electrician
Electrician Reefer Mtce.
Second Electrician
Engine Maintenance
Engine Utility Reefer Mtce.
Refrigeration Engineer
(when one is carried)
Refrigeration Engineer
(when three are carried)
Chief
First Assistant
Second Assistant
Q.M.E.D.*
Class 1
Class 2
Class 3
Class 4
Plumber Machinist
Unlicensed Jr. Engr. (Day)
Unlicensed Jr. Engr. (Watch)
Deck Engineer
Engine Utility
Evaporator Maintenance
Oiler
Oiler (Diesel)
Watertender
Fireman/Watertender
Fireman
Wiper
Ship's Welder Mtce.
Oiler Mtce. Utility
General Utility Deck/Engine
$2,237.43
$2,282.18
$2,327.82
2,237.43
2,176.01
2,176.01
2,176.01
2,034.17
2,034.17
2,034.17
2,034.17
2,282.18
2,219.53
2,219.53
2,219.53
2,074.85
2,074.85
2,074.85
2,074.85
2,327.82
2,263.92
2,263.92
2,263.92
2,116.35
2,116.35
2,116.35
2,116.35
2,086.47
1,854.08
1,729.61
2,128.20
1,891.16
1,764.21
2,170.76
1,928.99
1,799.48
2,091.30
1,920.53
1,749.76
1,579.00
1,865.21
1,779.74
1,602.50
1,725.88
1,625.50
1,490.94
1,408.23
1,515.45
1,408.23
1,408.23
1,408.23
1,308.12
1,746.98
1,625.50
1,308.12
2,133.13
1,958.94
1,784.76
1,610.58
1,902.51
1,815.33
1,634.55
1,760.40
1,658.01
1,520.76
1,436.39
1,545.76
1,436.39
1,436.39
1,436.39
1,334.28
1,781.92
1,658.01
1,334.28
2,175.79
1,998.12
1,820.46
1,642.79
1,940.56
1,851.64
1,667.24
1,795.61
1,691.17
1,551.18
1,465.12
1,576.68
1,465.12
1,465.12
1,465.12
1,360.97
1,817.56
1,691.17
1,360.97
*Effective January 1, 1985, all QMEDs shall be reclassified subject to verification of
having satisfactorily completed the following specified Seafarers Harry Lundeberg School
of Seamanship specialty courses.
QMED
QMED
QMED
QMED
(a) PREMIUM RATES
Class
Class
Class
Class
Pumproom Maintenance & Operation
Diesel Engine Technology
Hydraulics
Hagglund Crane Maintenance
Refrigerated Container
Advancement Maintenance
On all vessels carrying a Q.M.E.D./Electrician, he shall be paid in accordance with his
Q.M.E.D. classification or at Chief Electrician rates, whichever is higher.
ARTICLE V, Section 1, Wages shall be changed to read as follows:
Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Steward
Department, when the respective ratings are carried, shall be as follows:
Monthly
Rate
7/1/87
Monthly
Rate
7/1/88
Monthly
Rate
7/1/89
$2,091.30
$2,133.13
$2,175.79
2,091.30
2,091.30
1,849.68
1,644.06
1,602.49
1,408.23
1,389.20
1,389.20
1,092.20
2,133.13
2,133.13
1,886.67
1,676.94
1,634.54
1,436.39
1,416.98
1,416.98
1,114.04
2,175.79
2,175.79
1,924.41
1,710.48
1,667.23
1,465.12
1,445.32
1,445.32
1,136.32
Rating
Chief Steward (SL18s, D6s, D7s
D9s, Lash)
Steward/Cook
Steward/Baker
Chief Steward
Chief Cook
Cook & Baker
Second Cook
Third Cook
Assistant Cook
Steward Assistant
A KER AG E
1. Article II, Section 21 shall be changed to read as follows:
Section 21. premium rates, overtime rates and penalty rates
'E T
Chief Steward (on vessels
constructed since 1970)
Steward/Cook
Steward/Baker
Chief Steward (25,500 D.W.T.
(or over)
Chief Steward (under 25,500 D.W.T.)
Chief Cook
Cook & Baker
Third Cook
Assistant Cook
Steward Assistant
Except as otherwise provided, the Premium Rates set forth above shall be paid for all
work performed on Saturdays, Sundays and Holidays. When specific rates are provided
in this Agreement for work done on Saturdays, Sundays and Holidays, those rates shall
not be less than the Premium Rate in effect.
It is further agreed that the Company shall offer to all Deck and Engine Unlicensed
Personnel possessing a Group I rating, a minimum of eight (8) hours every Saturday,
Sunday and holiday whether at sea or in port.
Effective
7/1/87
Effective
7/1/88
Effective
7/1/89
$10.31
$10.52
$10.73
10.31
10.52
10.73
10.31
7.91
10.52
8.07
10.73
8.23
7.91
7.91
6.26
6.26
8~07
8.07
6.39
6.39
8.23
8.23
6.52
6.52
10.31
10.31
10.31
10.31
10.31
10.31
10.31
10.31
10.31
7.91
7.91
7.91
6.26
6.26
10.52
10.52
10.52
10.52
10.52
10.52
10.52
10.52
10.52
8.07
8.07
8.07
6.39
6.39
10.73
10.73
10.73
10.73
10.73
10.73
10.73
10.73
10.73
8.23
8.23
8.23
6.52
6.52
10.31
10.52
10.73
10.31
10.31
10.31
10.52
10.52
10.52
10.73
10.73
10.73
DECK DEPARTMENT
SHLSS SPECIALTY COURSES
6.
7.
8.
9.
10.
STEWARD DEPARTMENT
(b) OVERTIME RATES
1-QMED with six or more SHLSS specialty courses.
2-QMED with four or five SHLSS specialty courses.
3-QMED with two or three SHLSS specialty courses.
4
1. Automation
2. Marine Electrical Maintenance
3. Refrigeration Systems
Maintenance & Operation
4. Welding
5. Marine Electronics
Q.M.E.D.
Class 1
Class 2
Class 3
Class 4
Q.M.E.D./Pumpman
Chief Pumpman
Second Pumpman/Engine Mtce.
Ship's Welder Maintenance
Engine Utility
Oiler Maintenance Utility
Oiler
Fireman/Watertender
General Utility Deck/Engine
Wiper
Boatswain (on vessels
constructed since 1970)
Boatswain (25,500 D.W.T.
or over)
Boatswain (under 25,500 D.W.T.)
A.B. Deck Maintenance
Able Seaman
Green
Blue
O.S. Deck Maintenance
Ordinary Seaman
ENGINE DEPARTMENT
Q.M.E.D.
Class 1
Class 2
Class 3
Class 4
Q.M.E.D./Pumpman
Chief Pumpman
Second Pumpman/Engine Mtce.
Ship's Welder Maintenance
Engine Utility
Oiler Maintenance Utility
Oiler
Fireman/Watertender
General Utility Deck/Engine
Wiper
STEWARD DEPARTMENT
Chief Steward (on vessels
constructed since 1970)
Steward/Cook
Steward/Baker
Chief Steward (25,500 D.W.T.
or over)
(Continued on Page 14.)
June 1987 I LOG I 13
�(Continued from Page 13.)
Chief Steward (under 25,500 D.W.T.)
Chief Cook
Cook & Baker
Third Cook
Assistant Cook
Steward Assistant
10.31
10.31
10.31
7.91
7.91
6.26
10.52
10.52
10.52
8.07
8.07
6.39
10.73
10.73
10.73
8.23
8.23
6.52
Except as otherwise provided the rates set forth above shall be paid for all work in
excess of eight (8) hours, Monday through Friday.
3. Refrigeration Systems
Maintenance & Operation
4. Welding
5. Marine Electronics
On all vessels carrying a Q.M.E.D./Pumpman, he shall be paid in accordance with his
Q.M.E.D. classification in effect or at the rate applicable to the Chief Pumpman, whichever
is higher.
ARTICLE V, Section 1, Wages shall be changed to read as follows:
Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Steward
Department, when the respective ratings are carried, shall be as follows:
(c) PENALTY RATES
(c) 1.
ON WATCH, Monday through Friday
$ 6.44
4.95
3.91
(c) 2.
OFF WATCH, Monday through Friday
-
Group 1
Group 2
Group 3
Effective
7/1/87
Effective
7/1/88
Effective
7/1/89
$11.49
9.22
8.20
$11.72
9.40
8.36
$11.95
9.59
8.53
(c) 3.
ON WATCH, Saturdays, Sundays and Holidays
Group 1 (on vessels
constructed since 1970)
Group 1
(25,500 D.W.T. and over)
Group 1
(under 25,500 D. W. T .)
Group 2
Group 3
Effective
7/1/87
Effective
7/1/88
Effective
7/1/89
$18.89
$19.27
$19.65
18.18
18.54
18.91
16.55
16.88
17.22
12.51
9.92
12.76
10.12
13.02
10.32
Except as otherwise provided, the rates specified above shall be paid for such work as
is specified in the Agreement (January 1, 1985-June 15, 1987).
ARTICLE III, Section 1, Wages shall be changed to read as follows:
Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Deck
Department, when the respective ratings are carried, shall be as follows:
Monthly
Rate
7/1/87
Monthly
Rate
7/1/88
Monthly
Rate
7/1/89
Rating
-
Boatswain (on vessels
constructed since 1970)
Boatswain (25,500 D.W.T.
or over)
Boatswain (under 25,500 D.W.T.)
A.B. Deck Maintenance
Able Seaman
Green
Blue
O.S. Deck Maintenance
Ordinary Seaman
$2,219.53
$2,263.92
2,176.01
2,176.01
1,980.37
2,219.53
2,219.53
2,019.98
2,263.92
2,263.92
2,060.38
1,906.44
1,711.26
1,670.88
1,482.08
1,482.08
1,092.19
1,944.57
1,745.49
1,704.30
1,511.72
1,511.72
1,114.03
1,983.46
1,780.40
1,738.39
1,541.95
1,541.95
1,136.31
FREIGHTSHIP AND TANKER
COST OF LIVING ADJUSTMENT
The cost of living adjustment due on January 1, 1987 under the Agreement is hereby
waived.
Based on the percentage increase between the April 1986 index and the April 1987
index of the Consumers Price Index-United States City Average for Urban Wage Earners
and Clerical Workers or its agreed upon successor-published by the Bureau of Labor
Statistics of the U.S. Department of Labor (1967= 100), effective July 1, 1987, a cost of
living adjustment equal to .6667 percent of such amount of such percentage increase, plus
any unpaid fraction carried over from the cost of living adjustment, effective January 1,
1986 shall be added to the base wage, premium overtime, (Saturdays, Sundays and
Holidays) and Overtime (excess of eight [8] hours, Monday through Friday) specified in
Article II, Section 21, Sub-sections (a) and (b) and the off watch Monday through Friday
penalty rate as specified in Article II, 21(c).
Increases shall be paid on the basis of each full percent increase with any unpaid
fraction carried over to the next period or periods and used in computing the percentage
increase for such later period or periods.
Further cost of living adjustments shall be granted under the same formula at yearly
intervals, based on the Consumer Price Index increases, if any, between the April 1987
index and the April 1988 index, to be effective July 1, 1988 and between the April 1988
index and the April 1989 index, to be effective July I, 1989.
In the event the Extended Contract is further extended pursuant to Section 1 herein,
yearly cost of living adjustments shall be granted under the same formula.
2,011.96
2,052.20
It is understood and agreed that the foregoing adjustments shall not be effective unless
and to the extent that increases in the Consumer Price Index exceed ten percent (10 % )
calculated on a cumulative year to year basis.
1,898.55
1,618.97
1,936.52
1,651.35
1,975.25
1,684.38
The cost of living adjustments provided herein shall not be included in the base wage
for the purpose of computing pension benefits.
Dated: May 27, 1987
1,424.80
1,325.40
1,308.20
1,129.81
1,453.30
1,351.91
1,334.36
1,152.41
1,482.37
1,378.95
1,361.05
1,175.46
Monthly
Rate
7/1/87
Monthly
Rate
7/1/88
Monthly
Rate
7/1/89
$2,176.01
1,988.19
1,800.40
1,612.60
2;176.01
1,990.56
1,990.56
1,762.21
1,602.73
1,642.06
1,424.80
1,424.80
1,308.20
1,308.20
$2,219.53
2,027.95
1,836.41
1,644.85
2,219.53
2,030.37
2,030.37
1,797.45
1,634.78
1,674.90
1,453.30
1,453.30
1,334.36
1,334.36
$2,263.92
2,068.51
1,873.14
1,677.75
2,263.92
2,070.98
2,070.98
1,833.40
1,667.48
1,708.40
1,482.37
1,482.37
1,361.05
1,361.05
1-QMED with six or more SHLSS specialty courses.
2-QMED with four or five SHLSS specialty courses.
3-QMED with two or three SHLSS specialty courses.
4
SHLSS SPECIALTY COURSES
14 I LOG I June 1987
$2,176.01
1,972.51
*Effective January 1, 1985, all QMEDs shall be reclassified subject to verification of
having satisfactorily completed the following specified Seafarers Harry Lundeberg School
of Seamanship specialty courses.
1. Automation
2. Marine Electrical Maintenance
Chief Steward (on vessels
constructed since 1970)
Steward/Cook
Steward/Baker
Chief Steward (25,500 D.W.T.
or over)
Chief Steward (under 25,500 D.W.T.)
Chief Cook
Cook & Baker
Third Cook
Assistant Cook
Steward Assistant
$2,263.92
Rating
Class
Class
Class
Class
Monthly
Rate
7/1/89
$2,219.53
SECTION 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the
Engine Department, when the respective ratings are carried, shall be as follows:
QMED
QMED
QMED
QMED
Monthly
Rate
7/1/88
$2,176.01
ARTICLE IV, Section 1, Wages shall be changed to read as follows:
Q.M.E.D.*
Class 1
Class 2
Class 3
Class 4
Q.M.E.D.!Pumpman
Chief Pumpman
Second Pumpman/Engine Mtce.
Ship's Welder Maintenance
Engine Utility
Oiler Maintenance Utility
Oiler
Fireoian/Watertender
General Utility Deck/Engine
Wiper
Monthly
Rate
7/1/87
Rating
Effective
7/1/87
Group 1
Group 2
Group 3
8. Hydraulics
9. Hagglund Crane Maintenance
10. Refrigerated Container
Advancement Maintenance
6. Pumproom Maintenance & Operation
7. Diesel Engine Technology
New Contract Protects Security
(Continued from Page 3.)
engine department and the unlicensed engine department crewmembers shall perform all contractual duties including general
maintenance and repair under the
supervision of a licensed engineer.
12. On those vessels with a three-man
steward department, the Union
and the company by mutual agreement may utilize the ''three-man
guide.''
13. Longshoremen holidays on tankers will be deleted from the Agreement. No other maritime union
has this provision.
14. On tankers, there will be no penalty pay for handling the portable
tank programs. No other union
has this provision.
15. Except as previously specified,
the effective date of the Agreement is June 16, 1987 and terminates on June 15, 1990.
New Pensioners
The following SIU members have retired
on pension:
DEEP SEA
Brooklyn
Lera Terry
Gloucester
James J. Moran
Houston
Lawrence T. Mays
Jesse D. Parrish
Sidney Sokolic
Jacksonville
Norman G. Ebanks
Mobile
Dan Frazier Jr.
New Orleans
Aaron C. Fields
Earl J. Price
Clayton Thompson
Norfolk
Jim L. Spencer
St. Louis
John C. Sandstrom
San Francisco
Egon D. Christiansen
John F. Thommen
Milton C. Thrash
Santurce
Jose M. Castell
Seattle
Hubert Archibald
Charles L. Gard
Dennis J. Manning
GREAT LAKES
Algonac
John E. Malloy
�West Coast
by V. P. George McCartney
S
AN FRANCISCO threw a big party
last month to commemorate the
50th anniversary of the Golden Gate
Bridge.
By coincidence, last month also
marked the 50th anniversary of the
founding of the National Maritime
Union. I'd like to congratulate the
officials and members of that union.
Despite the long rivalry that has existed between the SIU and the NMU,
the history and fortunes of the two
organizations have long been intertwined.
People unfamiliar with the history
of the labor movement or the maritime
industry often ask me why there are
so many different unlicensed unions.
In part, they reflect the haphazard
development of both the maritime industry and the labor movement.
The SUP, which celebrated its lOOth
anniversary in 1985, is the oldest serviving maritime union. It and the
MFOW date their existence back to a
time when most unions were split
along craft lines. Deckhands had their
own union; engineers and cooks had
their own separate unions as well.
A split developed in the labor movement in the early '30s between "craft"
and "industrial" unions. Industrial
trade unionists believed in organizing
workers along industry-wide lines (i.e.,
maritime, steel, auto). While craft
unions were not adverse to organizing
new workers, they felt it was more
important to maintain existing ties with
the members that they had. They also
believed that ties between a union and
its membership would be stronger if
they all belonged to one job classification.
Older unions like the SUP were
more likely to be affiliated with the
American Federation of Labor, which,
like the SUP, was chartered in 1885.
New unions like the NMU tended to
affiliate with the Congress oflndustrial
Organizations-an industrial organization that broke away from the AFL
in the early '30s.
Our Union, the Atlantic and Gulf
District of the SIU, was formed in
1938 by Harry Lundeberg, the secretary-treasurer of the SUP. From the
start, it was intended to incorporate
the principles of both craft and industrial trade unionism. One of the primary reasons for its birth was the
intense rivalry between the AFL and
the CIO.
Though the SIU-AGLIWD was an
AFL union, it organized seamen along
industry-wide lines, much like the
NMU. Internal divisions that plagued
the NMU during the '40s (which were
described in the 50th anniversary issue
of the NMU Pilot) gave our new organization breathing space. The vision
of the SIU's early leaders-Paul Hall,
Al Kerr, Paul Drozak, Cal Tanner,
Sonny Simmons-did the rest, as did
the loyal support of this membership.
Despite their ideological differences, the leaders of the NMU and
the SIU-AGLIWD wanted (and still
want) the same thing-a better life for
all seamen. And indeed, no history of
the maritime industry is complete
without mentioning both Paul Hall and
Joe Curran. Both were towering figures. They just had different approaches, and so did their organizations.
Sadly, the SIU and NMU still do,
though in time we might be able to
bridge these differences. Merger talks
between us broke down earlier this
year over the proposed structure of
the new organization. The NMU
wanted the SIU-AGLIWD to pull away
from its affiliates in the international.
They said unlicensed seamen should
be separate, independent.
We could not buy this (neither, apparently, could the NMU: they've entered into merger talks with D 1MEBA). Because in one important
respect we believe that Joe Curran,
the founder of the NMU, was right.
It is no longer possible in this day
and age for one group of workers to
act independently of others. The international structure of the SIU gives
us a way of reaching out to different
groups of workers in order to build
coalitions that will enhance the power
of us all.
We've never lost sight of our original mandate to improve the lives of
seamen. Everything that the SIU has
been able to achieve on behalf of its
membership has been due to our ability to reach outside of our own sma
world. That is even more important
today as the maritime industry continues to shrink, and the different modes
Government Service
Division
by V. P. Buck Mercer
P
ERIODICALLY, you can depend
on me to discuss the subject of
behavior aboard ship and ashore, particularly in foreign ports. My reasoning is simple. Periodically, disciplinary
actions are taken against members at
a much faster rate than at other times.
It is as if this subject has never been
discussed or that the membership and
other marine employees have not taken
heed to what has been talked about.
The old saying that "Trouble is easy
to get into, but hard to get out of' is
as true today as it ever was. And any
MSCPAC marine employee who has
ever been up on a disciplinary can
attest to that fact. It is no secret that
disciplinary penalties for marine employees are far more severe than pen-
alties for shoreside federal Civil Service employees. Why this is, I don't
know? Perhaps because life aboard
ship is such a close-knit society. CMPI
750, which deals with Disciplinary Actions and Penalties, is written especially for MSC marine employees. Each
ship's purser or department head has
a copy. However, if each marine employee reads or studies the ''Ship's
Orders," which are posted on the
bulletin board of each ship, and abides
by them, as well as follows the orders
of his/her department head or supervisor, and if every mariner would treat
their shipmates as they wish to be
treated, there would be no reason for
disciplinary actions. THINK ABOUT
IT.
nating to SPAD.
Take Jacksonville, for example.
Shipping there is good right now. But
it would be far better if Congress
passed H.R. 1364, the Auto Carrier
Bill. This would ensure that Americanftag shipping companies had a fair shot
at cracking the Japanese auto carrier
trade. Last year alone, more than
600,000 autos were shipped into the
port of Jacksonville. If we had a fair
share of that trade, then we'd be crewing up more than just the Bayamon.
_____ :g£;;.
...._.
East Coast
by V.P. Leon Hall
T
Gulf Coast
by V.P. Joe Sacco
W
E are presently getting ready
to host a symposium on alcohol
and drug abuse at our Houston hall.
Civic leaders from government, business and labor will be attending, as
well as a number of academicians and
medical experts. Members who have
gone through the ARC will share their
insights and experiences.
We believe that if the SIU maintains
a highly visible presence on a grassroots level, then we will be in a better
position to spread our main message,
which is that steps need to be taken
to revive the American-flag merchant
marine.
As head of one of the SIU's constitutionally defined regions, I am aware
of just how important it is for the SIU
to be active on all levels of government. The ties that the SIU makes on
a grassroots level often have important
consequences.
In Houston, for example, we are
close friends of Attorney General Jim
Mattox, who is quite aware of the
important role that the American-flag
merchant marine plays in the defense
of this country. Unlike other politicians who wave the American flag for
their own political ends, people like
Jim Mattox understand that the only
way for the United States to remain
strong is by charting a true course and
staying on it.
This grassroots activity has not interfered with our other tasks. Our
union representatives continue to
service all boats and vessels. In Jacksonville, for example, we helped crew
up the Bayamon.
I believe servicing the membership
involves more than just making the
boats or standing at the counter. We
would not be doing our jobs properly
if we did not try to educate our membership about the importance of do-
HERE were a number of impressive Maritime Day celebrations
up and down the East Coast. At New
York's South Street Seaport, for example, there was a 21-gun salute given
to the brave men and women who died
at sea while protecting this nation.
Delivering the invocation, Rev.
Donald W. Kimmick of the Seamen's
Church Institute had these words to
say:
"Let us come before the Lord with
Thanksgiving for the sea ... (sustain
seamen) in loneliness and boredom
and anxiety about loved ones at home.
In time of unemployment, trouble and
despair, in sickness and pain and at
hour of death."
All in all, it was a moving ceremony.
And of course, the United States government was quick to issue a press
release commemorating the contributions that seamen have made to the
defense of this country.
Yet as columnist Mark Magnier wrote
in The Journal of Commerce, "Some
observers were quick to note the irony
of last week's Maritime Day celebrations. Several hundred yards from the
day's ceremonies-which included
speeches, wreath laying, a 21-gun salute and a musical contest between
tugboat horns and steam whistles at
the South Street Seaport-stood the
giant, gray, idled hulk ofa U.S. Lines
Econoship, a sad symbol of [today's
hard-pressed] U.S. maritime industry.
Indeed, just two weeks before in a
movingly worded press release the
Reagan administration once again
turned down a request to grant World
War II seamen veteran's status.
The truth of the matter is that the
Reagan administration doesn't really
care about seamen or the contributions
they have made to the defense of this
country. It has been up to individuals
to pick up the void left by the administration's indifference.
Rev. Kimmick, for example, has
started an informal project to catalogue the grassroots services available
to older seamen throughout the New
York metropolitan area. The decline
of the maritime industry and the lack
of a humane national policy have left
a void that Kimmick and other com(Continued on Page 22.)
June 1987ILOGI15
-
�Profile: Kawishiwi's 3rd Mate
A
NDY Kovacs, the amiable third
mate on the Kawishiwi, is a man
who has faced obstacles most of his
life and managed to overcome them.
How else do you explain his dream of
becoming a merchant seaman in a
country without an ocean, or surviving
in an English-speaking country without knowing the language, or gradu..._ ating from a maritime academy when
other institutions told him he was too
old? For Kovacs, life has been a long
lesson in humility.
Born and raised in Hungary, Kovacs, after graduating from a mechanical engineering school, decided to
seek a life of adventure on the waters
of the Danube River where he took a
job as third engineer aboard a river
boat. The Danube River, considered
the most important water route in
central and western Europe, flows all
the way to the Black Sea. With his
first taste of the sea, Kovacs decided
he wanted more.
He left Hungary in 1972 and lived
briefly in Austria and Italy before coming to the United States where he
arrived not knowing a word of English.
''I remember when the immigration
officials told me to raise my hand and
to sign papers. I didn't have the slightest idea what they were saying,"
chuckled Kovacs, recalling the ordeal
in New York when he first landed in
this country. "It was weird. I didn't
_. know what I was supposed to say or
sign.''
. He worked for a few months in a
machine shop on Long Island, then
traveled west to California and Nevada where he took a janitorial job at
a Lake Tahoe casino. Confident of his
increasing use of English, he settled
in San Diego and decided to enroll in
college to pursue an American engineering degree. But when he enrolled
at San Diego State University, campus
officials told him he would have to
begin as a freshman, despite his Hungarian education.
''I had lots of courses which were
mostly lectures," he recalled. "I didn't
understand most of them because my
English was still limited."
At the same time he was attending
college, he had heard that only American citizens could work for the U.S.
merchant marine. ''I later learned this
was not true," said Kovacs. "Ilearned
you could easily join the merchant
marine with a green card.'' But reflecting on events at the time, Kovacs said
it was better that he didn't know the
1
truth. He soon took out papers to
become a U.S. citizen and after he
was naturalized, Kovacs headed for
the Texas Maritime Academy at Galveston. At 29, Kovacs learned that
this maritime institution was the only
one in the U.S. that didn't have an
age requirement for prospective ap16 I LOG I June 1987
-
plicants. He graduated three years
later as a licensed deck officer.
"I didn't want to go back down into
the engine room," said Kovacs, explaining his decision to work topside
instead of below deck. ''My first ship
in Hungary was a steamer built in
1867. With her paddle wheel, she was
the fastest vessel on the Danube. But
it was also hot and miserable in the
engine room. After that experience, I
wanted the fresh air.''
Kovacs spoke to MSC recruiters
when they visited the academy in 1982.
''I wanted to work for the [Military
Sealift] Command because I knew it
was the best equipped outfit in the
U.S. merchant marine," he said. But
with a hiring freeze imposed on the
Command, Kovacs looked elsewhere
for employment. He worked as a navigator aboard a seismic ship out of
Texas, then returned to California
where he was hired as an engineer and
deckhand on a commercial tug. He
finally got a chance to work for MSC
in 1984 when he took an ABM job
aboard the USNS Neptune.
"I considered myself very lucky
because it was a real nice ship with a
great crew," said Kovacs. "I immediately noticed a sense of camaraderie
and teamwork among the Neptune
crew that I hadn't observed before in
previous commercial jobs."
From Neptune, Kovacs headed for
the Wes tern Pacific and a tour on
USNS Ponchatoula before his assignment aboard Kawishiwi. "I really love
the fleet oilers," said Kovacs. "These
ships don't sit in port. They're out at
sea doing something very valuable for
the fleet. And the crews are very
professional. They're confident and
get the job done.''
An enthusiastic outdoorsman who
hikes frequently in the mountains of
California, Kovacs will be walking
down the aisle this month when he
marries a Bay Area woman. He expects to continue his sailing career
with MSC.
"Even if the commercial shipping
industry improved, I'd still stay with
Military Sealift Command,'' says Kovacs. "I really consider myself very
lucky to be working for MSC."
New Fleet Oiler Added
The USNS Andrew J. Higgins (TAO 190), a fleet oiler of new construction built at Avondale Shipyard in New
Orleans, La., will be fully crewed by
MSCPAC by the end of September
1978.
The fully automated ship will lift a
crew of 20 officers, 20 CPOs and 56
men from MSCPAC. The military department will consist of 1 officer and
20 enlisted personnel for a total compliment of 117.
The Higgins, designed and built with
the "Quality of Shipboard Life" in
mind, can boast that all crew accommodations were built to commercial
standards with single outboard staterooms for all hands. There are even
some spare crew rooms in the event
the crew is enlarged. There are private
head and shower facilities for all CPOs
and one semi-private head and shower
adjoining each two staterooms for the
nonofficer crew.
Other amenities include three
lounges: officers, CPOs, and crew; a
gymnasium; library; hobby shop, and
a closed circuit TV system.
The master, some of the engineering
officers, chief electrician and electronics technician will be required to
undergo several weeks of training,
after which the full crew will go through
a familiarization onboard phase.
The Marine Placement & Receiving
Section at MSCPAC will have an easy
time crewing this ship, mainly because
of the much improved conditions.
State Senator Supports Workers
Quinten L. Kopp, a former San Francisco city councilman and recently
elected to the California state senate, has taken a positive position in favor of
retaining the California Occupational Safety and Health Administration, a state
agency that the governor had proposed to eliminate. The following letter
outlines Senator Kopps' position.
Dear Mr. Mercer:
In recent weeks, I have heard from and met with many labor union
members, representatives, and other interested citizens about the
governor's proposal to eliminate the California Occupational Safety and
Health Administration. AB a result, I wanted to take this opportunity
to let you know directly my conclusion on one of the most significant
issues to face California workers in many years.
In short, I oppose the proposal.
I conclude that elimnination of Cal/OSHA would do a disservice to
the health and safety of California workers, and would result in the
diminution of inspection, maintenance, and correction measures which
now prevail with respect to California employers and which are
studiously, effectively administered. Moreover, the advocacy of many
California employers and management organizations on behalf of Cal/
OSHA is evidence of not only the concern over the effect on the safety
of their employees, but also their insurance costs. It would be a
mistake for all concerned parties to eliminate Cal/OSHA. Accordingly, I
voted "aye" on Thursday, May 28, 1987 on the state budget adopted by
the Senate which contains the needed money for Cal/OSHA.
In closing, let me say I have welcomed your thoughts and comments
on Cal/OSHA and invite you to contact me at any time on any other
issues of interest or concern to you.
Sincerely yours,
. Quentin L. Kopp
�MSC Hospital Ship on Humanitarian Mission
Story and Photos by
PHC Chet King, USN
The largest trauma facility and ninth
largest hospital in the United States is
as long as three football fields and
floats.
Manned by a Military Sealift Command crew of 83 and commanded by
Capt. Richard B. Hosey, the 1,000bed hospital ship USNS Mercy (T-AH
19) is the newest MSC Special Mission
ship and is currently on a five-month
training and humanitarian cruise to the
Republic of the Philippines and other
South Pacific island-nations. Onboard
is a tri-service U.S. military, Filipino
and U.S. Public Health Service medical and support staff of over 600.
The 894-foot long former crude oil
tanker was converted by the National
Steel and Shipbuilding Company in
San Diego into the country's first hospital ship since the Vietnam War. It
was designed to provide mobile, flexible rapid response medical and surgical care for U.S. forces during hostilities.
"What we have here is a 1,000-bed
hospital with a bow, stem and engine
room attached. It is unlike any MSC
ship currently afloat. It was built to
handle passengers comfortably,'' said
Hosey.
A ramp system was installed from
the helicopter deck to the casualty
receiving area four decks below. Nine
elevators also handle cargo and casualties. Passageways are called hallways, wide stairwells replaced ladders
and above the waterline special fire
doors were installed. False ceilings
required a special fire alarm system.
"For a ship of this size it handles
and rides well,'' said Hosey, MSC' s
senior master. "I'm very glad to be
on this mission. The entire crew, MSC
and military alike, worked around the
clock for a week to make sure we met
our sailing schedule.''
"To be sure we have had some
problems, but that's what a shakedown cruise is all about,'' said First
Officer Lawrence D. Carley. Wearing
a pair of black running shoes that may
be worn out by the end of the cruise,
Carley dares anyone to keep up with
him as he dashes around the ship in
an effort to stay on top of things. ''I
hate staying in my office," he says.
Carley's deck personnel are responsible for the general maintenance of
the ship, fire fighting, damage control
and overall passenger safety. An MSC
crewman is in charge of each of the
ten lifeboats.
Chief Engineer Dennis W. Legget
has been with MSC for 18 years. "As
a tanker the ship would carry seven
engineers. Because of the auxiliary
machinery spaces and service areas
added to support the medical facility
I'm now carrying 27 engineers," he
said.
The Mercy has three 2200KW diesel
generators, two evaporators capable
of making 75 ,000 gallons of fresh water
daily and two 800-ton air-conditioning
units. A new 26-foot diameter skewered prop was put on to reduce vibration.
''Our biggest problem is with the
ship's ballasting system which causes
the ship to list up to two degrees,"
Bennet said. "We need to look at
installing a system of partitions, closing off the double bottoms and putting
in some valves in the current U-shaped
ballast tanks."
Communications on an 894-foot ship
can be a problem also. On the Mercy,
all MSC officers and watchstanders
carry two-way radios.
Able Seaman Jesse Hester is a 21year MSC veteran. "I'm a watchstander at the gangway. Security is tight
and all visitors must sign in and out,"
he said. "Traffic tends to get backed
up, but everyone has accepted it."
The Mercy carries the largest galley
afloat and can seat up to 500 people.
It is run cafeteria style, unlike the
Aaron Bland, junior engineer, and Jeffrey Kelley, third assistant engineer, at the main
engine room console aboard the USNS Mercy.
~~,.--
.. :·;:.;.·.-·· ···
-
AB Jessie Hester carries a young Filipino patient up the Mercy's accommodation
ladder in Legazpi, R.P.
galleys on other MSC ships where the
crew sits in more comfortable surroundings.
''That has taken some getting used
to," said Hester. "That and the sparse,
crowded berthing areas.''
Built to get underway within five
days for combat or disaster relief mission, the Mercy's MSC crew will be
reduced to 17 upon arrival in Oakland
in July.
"We're doing a hell of a mission
over here in the Philippines. The people really appreciate our efforts,'' said
Hosey. "If I don't retire first I would hope to take the ship out on another
humanitarian mission in the near future.''
It takes a lot of work to keep the 894-foot-long hospital ship's white decks clean.
June 1987 I LOG I 17
�Deep Sea
Pensioner Frank Bosmentes died
April 27. Born in the Philippines,
Brother Bosmentes joined the SIU in
1942 in the port of Tampa, Fla. He
sailed in the steward department. Bosmentes was active in the 1946 General
Strike and the 1947 Isthmian beef. He
went on pension in 1971. Seafarer
Bosmentes is survived by his wife,
Romana.
Jorge A. Calix, 36,
died April 11 following an automobile
accident in Piney
Point, Md. He had
been attending upgrading classes at
SHLSS at the time.
Brother Calix joined
the SIU in 1968 in the port of New
Orleans and sailed in the engine and
steward departments, most recently
aboard a Sea-Land vessel. Born in
Honduras, Seafarer Calix was buried
at Restlawn Cemetery in Jefferson
Parish, La. He is survived by his
father, Juan, of New Orleans.
Pensioner Berry
Crain Jr., 59, died
of cardiac failure
April 18. Brother
Crain joined the
SIU-merged Marine
Cooks & Stewards
Union in the port of
San Francisco. He
sailed in the steward department, most
recently aboard a Matson Line vessel.
Seafarer Crain went on pension Jan.
1, 1979. Born in Arkansas, Crain was
buried at Greenlawn Memorial Cemetery in Colma, Calif. He is survived
by two sisters, Fraxinella Fennell and
Mary Crain, both of Oakland, Calif.
Geiszler, who resided in Brasschaat,
Belgium, was cremated there. He is
survived by his wife, Ann, of Brasschaat.
Pensioner Ignace Decareaux, 83,
succumbed to heart problems on March
27. Brother Decareaux joined the SIU
in 1938 in the port of New Orleans,
LA. He sailed in the deck department
and retired on pension in 1966. Burial
was at St. Vincent dePaul in New
Orleans. Seafarer Decareaux is survived by his wife, Elsie, and by his
granddaughter, Deborah Hoover.
Melvin H. Gatling
succumbed to acute
myocarditis (heart
attack) March 8 while
aboard the SS Sam
(WaterHouston
man) in Thailand. He
was 28 years old.
Brother
Gatling
joined the SIU in 1980 in Piney Point,
Md. and sailed in the steward department. Buried in Portsmouth, Va., Gatling is survived by his mother, Lillie,
of Norfolk, Va.
Pensioner Leon E. Foskey, 74, died
of respiratory problems April 22. Born
in Maryland, Brother Foskey joined
the SIU in 1943 in New York. He
sailed in the deck department and was
active in the General Strike of 1946
and the Isthmian beef of 1947. Cremation took place in Salisbury, Md.
Seafarer Foskey, who went on pension
in 1980, is survived by a brother,
William, of Salisbury, Md.; a sister,
Evirgiline Elliott, and a nephew , R.
Wayne Elliott.
Pensioner Robert E. King died April
22 following a heart attack. He was
64 years old. Brother King joined the
SIU in 1948 in the port of Norfolk,
Va. He sailed in the deck department.
As a new member, King was active in
the General Strike and the Wall St.
beef. He last sailed with Penn Tankers
and went on pension in 1970. Born in
Virginia, Seafarer King was buried at
Rosewood Memorial Park in Virginia
Beach, Va. He is survived by his wife,
Lucille.
Pensioner Rene Geiszler, 66, died of
natural causes Feb. 25. Brother Geiszler joined the SIU in 1948 in New
York. He sailed in the engine department, first with Alcoa Steamship Co.
and most recently with American
Coastal. He retired on pension in 1985.
Pensioner Billy E. Lynn, 62, succumbed to cirrhosis on April 25.
Brother Lynn first sailed in 1953 with
Waterman and last with Interocean
Management Corp. He retired in 1986.
Burial was in Llano Cemetery in
Amarillo, Texas. He is survived by
revou
ail?
0
We want to make sure that you receive your
copy of the LOG each month and other important
mail such as W-2 Forms, Union Mail and Welfare
Bulletins. To accomplish this, please use the
address form on this page to update your home
address.
If you are getting more than one copy of the
LOG delivered to you, if you have changed your
address, or if your name or address is misprinted
or incomplete, please fill in the special address
form printed on this page and send it to:
SIU & UIW of N.A.
Address Correction Department
5201 Auth Way
Camp Springs, Maryland 20746-9971
Your home address is your permanent address,
and this is where all official Union documents,
W-2 Forms, and the LOG will be mailed.
-----------------------------------------------------------PLEASE PRINT
HOME ADDRESS
Date: _ _ _ _ _ _ _ _ __
his mother, E.T. Lynn, of Amarillo
and a son, Steven, of Escondido, Calif.
Henry P. Mccowan, 66, died of
heart problems on
Feb. 2, 1986. Brother
McCowanjoined the
SIU-merged Marine
Cooks & Stewards
Union in 1969 in San
Francisco. He last
sailed with Sea-Land as a chief steward. Burial was at the Greenwood
Cemetery in Renton, Wash. He is
survived by his daughters, Laura
McCowan, of Seattle, Wash. and Maxine Simmons, of Missouri.
Pensioner Jose Senos died Feb. 11
of respiratory disease. He was 66.
Brother Senos joined the SIU in 1967
in Boston, Mass. and retired on pension in 1984. Seafarer Senos is survived by his wife, Judite, and a child,
Anibal.
James 0. Thompson died Feb. 20
of lung cancer.
Thompson, who was
in the process of getting a pension at the
time of his death, first
joined the SIU in
1968 in Seattle,
Wash. He sailed in the deck department, most recently with Puerto Rico
Marine. Brother Thompson was cremated in Jacksonville Beach, Fla. Surviving is his wife, Marilynn.
Great Lakes
Walter Przewozniak, 59, succumbed
to cancer Jan. 26. Brother Przewozniak joined the SIU in 1964 in Detroit.
He sailed in the deck department, most
recently in 1985 with American Steamship Co. Burial took place at Mt. Olive
Cemetery in Detroit. Seafarer Przewozniak is survived by a sister, Stephanie Szvida.
Personals
William Calefato
Social Security No.
Phone No. (
Area Code
Your Full Name
Apt. or Box #
Street
Book Number
O
State
City
SIU
O
UIW
O
Pensioner
ZIP
Other--------
Please get in touch with John G.
Katsos, 800 Jefferson St., #606,
Seattle, Wash. 98104-2405.
Pam Taylor
Please call John Thompson at
(808) 949-3119.
UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - -
Harold Eady
This will be my permanent address for all official Union malllngs.
This address should remain In the Union file unless otherwise changed by me personally.
-
(Signed) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
------------~----------------------------------------------J
18 I LOG I June 1987
Please contact your daughter,
Suzanne, (904) 268-5829.
�Diaes~
of Ships Nee~inas
AMERICAN EAGLE (Pacific Gulf Marine), April 20-Chairman Stanley Krawczynski, Secretary Robert D. Bright. No
disputed OT or beefs. There is $51 in the
ship's fund. Twelve marines sailed aboard
the American Eagle to Norway. The captain
thanked the whole crew for a job well done ·
with this extra group as well as for the
cooperation on the part of the marines.
With only a three-man steward department,
there was a lot of extra work, but everything
worked out well, thanks to the chief steward. A motion was made to have the
retirement age reduced from 65 to 62 with
5,263 days sea time so that members can
start getting social security at the same
time that their retirement comes through.
LNG GEMINI (Energy Transportation
Corp.), April 6-Chairman Ulus Veach,
Secretary Harold Markowitz, Deck Delegate Eugene Brown, Engine Delegate Tyler
Womack, Steward Delegate James Robinson. No beefs or disputed OT. There is
$192 in the ship's fund. The bosun reported
that the ship will go into the yard on April
8 and that the crew would leave that same
morning. The steward department, however, will remain onboard for a couple of
days for additional cleaning and inventory.
The bosun reminded those leaving of some
of the problems that have occurred in the
past and asked everyone to keep that in
mind. The OS feels that wages should be
raised now that they have been put on day
work. A vote of thanks was given to the
steward department. In its report to the
LOG: "On April 6, an abandoned sailboat
was seen and a lifeboat was sent to take
a closer look. No one was onboard the
sailboat which was then towed back to the
ship and lifted onboard. The following day
we received a telegram stating that the
owner had been picked up by a fishing
boat and was recovering in a hospital."
INDEPENDENCE (American Hawaii
Cruises), April 23-Chairman Thomas W.
Lasater, Secretary John Thompson, Deck
Delegate Doug Hodges, Engine Delegate
Paul Titus, Steward Delegate Anne Gomes,
Treasurer Thomas Hoffman. No beefs. The
new OT system is working well in the deck
department. The bosun noted a small turnout for this meeting, especially with such
a large crew. He announced that Tom Fay
is the new Honolulu port agent and asked
that everyone give him their support. He
also asked members to check in with the
Union after payoff for dues check-off. The
bosun noted that a safety meeting was
held two days previously, and that he would
post the minutes from that meeting. The
secretary urged all eligible members to
take advantage of the courses at Piney
Point. He also talked about the continued
pressure on unions in general and the fact
that unions are perhaps more important
than ever. The membership was advised
to keep abreast of what's going on in the
SIU, paying particular attention to the President's Report in the LOG each month.
Next port: Kana, Hawaii.
OMI CHARGER (OMI), April 26Chairman Franz Schwarz, Secretary Jonathan White, Educational Director Wiley L.
Yarber, Deck Delegate R.W. Rogers, Engine Delegate E. Ladimer. Some disputed
OT was reported by the pumpman in the
engine department. There is $16 in the
ship's fund. The vessel is enroute to Tampa,
Fla. from St. Croix, V.I. No one is quite
sure what happens after that since the ship
is on a trip-to-trip charter. It was recommended that all members take advantage
of Piney Point upgrading courses. "It is to
each member's benefit and the best for
the future." The question as to whether
there would be a raise this year was
brought up. A new washing machine is
needed for the crew, and the aft door to
the house entry on the main deck needs
fixing. Members also were reminded to
keep the noise level down in the TV room
(the bosun sleeps next door). A vote of
thanks was given to the steward department for a job well done.
PAUL BUCK (Ocean Ships Inc.), April
19-Chairman R.M. Parish, Secretary Norman Johnson, Educational Director F.C.
Harris, Steward Delegate M.E. Howell.
There is $258 in the ship's fund from arrival
pools and other sales. No disputed OT or
beefs were reported in any of the departments. The bosun is going on vacation,
and members of the deck department wish
him well and look forward to seeing him in
the next bosun recertification class "as he
is a good Union brother, the kind the
TO:
Steward Department
Sea-Land Patriot
FROM:
Master, Sea-Land Patriot
SUBJ:
Letter of Commendation
steward department, particularly for the
cook-out. Next ports: Tacoma, Wash., then
on to Yokohama, Japan.
2nd LT. J.P. BOBO (AMSEA), April
17-Chairman E. Aldorf, Secretary P.
Stubblefield, Educational Director J. Rizzo.
No beefs or disputed OT. The importance
of contributing to SPAD was stressed, as
was the need for upgrading skills. The
secretary noted that it was good to be back
aboard the Bobo and see so many familiar
faces. He said he hopes to make this trip
as pleasant as possible. A reminder was
given that there is to be no smoking on
deck and in the cargo holds. A vote of
thanks was given to the steward department for a job well done, particularly with
the service they provided to the military
On behalf of the officers and the crew, I would like to thank each of you
for your excellent performance during voyages 73 and 74. It was always
a pleasure to eat the meals that you prepared, as the menus were varied
and interesting and often included specialties such as chicken adabo,
ginger beef, home-made soups and excellently prepared vegetables. The
galley, mess rooms, quarters, dishes and utensils were at all times in
excellent sanitary condition.
During your time aboard, you had the task of preparing the meals for
Thanksgiving, Christmas and New Year's Day. I have had none better in
the last 16 years that I have sailed on Sea-Land ships.
This was all done with seemingly little effort, although a great deal of
well planned work was required. This is the hallmark of true
professionals. In short, you have shown that the food can be good with a
3-man steward department.
Again, I thank you and commend you for your fine efforts.
membership needs." In the steward department, Norman Johnson is back from
the steward recertification class. "He has
brought us much information about the
welfare plans and the Military Sealift Command work." The chairman reports that the
Paul Buck will probably be assigned to the
eastern seaboard for a couple months.
Payoff will be in Manville, A.I., and he
urged all members to support SPAD. "We
need all the clout we can get in Washington,
D.C.-and as with most things-it takes
money." The secretary noted that it has
come to his attention that some dispatchers
are discouraging members from taking certain jobs. As President Drozak stated in
the monthly meeting, the Navy jobs are
the only game in town-so there should
be some positive attitudes in the hall about
these jobs! The educational director urged
the B men to take the sealift course at
Piney Point and other upgrading courses
as well. The steward has forms for all
classes. "Do it today," he stressed. Confusion apparently exists as to the forming
of the SMU. Some brothers believe this is
a plan to undercut the SIU contracts. "We
have a lack of communication in this area
with the membership, and there are some
hard feelings on this point. We feel there
should be some material sent to the ships
on this matter so we, the membership, can
have a better understanding of the situation." A motion was made-that with the
reduced deck department-the AB on the
wheel should be allowed to sit down on
watch when the vessel is not under pilotage. A new microwave will be installed
shortly as will "smoke-eaters". This will
make life more pleasant, especially for the
non-smoking members. A new popcorn
machine also is expected soon. Next ports:
Norfolk; Va. and Houston, Texas.
SEA-LAND FREEDOM (Sea-Land
Service), April 11-Chairman L.W. Watson, Secretary L. Lamphere, Educational
Director L. Morin, Deck Delegate D. Brown,
Engine Delegate R.H. Surrick, Steward
Delegate S.Y. Kassem. Some disputed OT
is still outstanding in the steward department, and this trip the engine department
reported some disputed OT between the
SIU and the engineers. No money is left
in the ship's fund after purchasing a new
VCR in Tacoma, Wash. The chairman
checked with the port agent concerning
clinic cards. They are good from the time
you sign on until you sign off six months
later. A vote of thanks was given to the
during the last operation. A vote of thanks
also went to the deck department. One
minute of silence was stood in memory of
our departed brothers and sisters as well
as for the steward's father who recently
passed away.
USNS LYNCH (T-AGOR-7), April 2(}Chairman Daniel Eckert, Secretary Reynaldo Z. Vanta, Deck Delegate Luis A.
Malave, Engine Delegate Christopher Doyle,
Steward Delegate Willie Green. No disputed OT reported. There is no ship's fund
at the present time, but this will be taken
up at the next meeting. The Lynch still is
receiving very poor TV reception, and the
VCR in the crew mess is in need of repair
as is the stereo. While docked in Gulfport,
Miss., the TV was looked at, but there
seems to be no improvement. There are
also problems with the OT sheets, both
with the proper procedures for approving
them and with receiving them back on
time. This has led to some members being
overdrawn. All members were asked to
improve their work habits and try to work
as a team, especially where sanitary conditions are concerned. Portions of the President's Report in the recent LOG were read
which stressed the importance of military
ships to the Union. Next port: Port Everglades, Fla.
USNS WILKES (Lavino), April 19Chairman Sy Yaras, Secretary John McGill,
Educational Director Aaron E. Thompson.
No disputed OT. There is $65 in the ship's
fund. A new VCR was received for the
crew's recreation and is located in the crew
lounge. The importance of upgrading was
stressed and applications are available
from the educational director. It has been
a fairly smooth operation so far aboard the
Wilkes with no major beefs-at least nothing that can't be resolved aboard ship.
There was a man overboard recently. The
matter was taken care of promptly and
efficiently by the ship's crew. They did a
fine job in retrieving the seaman back safely
aboard ship. Next port: Kodiak, Alaska.
LNG VIRGO (Energy Transportation
Corp.), May 3-Chairman Billy Nuckols,
Secretary S. Wagner, Educational Director
B. Smith, Deck Delegate Mike Said, Engine
Delegate Jerry Johnson, Steward Delegate
James Robinson. No disputed OT reported. There is $373 in the ship's fund,
and $100 was added by a "pilot onboard"
pool. OS Michael Collins was taken off
ship in Singapore with acute appendicitis.
He was operated on three hours afterward.
A telex from the company stated that Collins was in satisfactory condition and would
be sent home April 30. In Arun, Indonesia
this trip, three SIU crewmembers were
caught in a restricted area because they
were allowed to walk from the gate to the
ship. One of them was smoking, and this
caused a problem for the captain. In the
future, "we would like to have transportation to the ship from the gate." This would
eliminate the need for crewmembers to
walk through the plant. Related to this
problem was a discussion on the conduct
of Seafarers while ashore in foreign ports.
Since the dollar is low against the yen,
members shouldn't be surprised at the high
cost of taxis, bar bills, etc. But it should be
remembered that Japan has its laws and
"we must abide by them." A letter from the
company was read stating that all hands
must wear safety shoes. Upon boarding
the ship, members should show the captain
their receipt and he will reimburse them
for the shoes (up to $55). Next ports:
Osaka, Japan and Arun, Indonesia.
Monthly
Membership Meetings
Port
Date
Deep Sea
Lakes, Inland
Waters
Piney Point .............. Tuesday, July 7 ...................... 10:30 a.m.
New York ............... Tuesday, July 7 ...................... 10:30 a.m.
Philadelphia .............. Wednesday, July 8 ................... 10:30 a.m.
Baltimore ................ Thursday, July 9 ..................... 10:30 a.m.
Norfolk ................. Thursday, July 9 ..................... 10:30 a.m.
Jacksonville .............. Thursday, July 9 ..................... 10:30 a.m.
Algonac ................. Friday, July 10 ...................... 10:30 a.m.
Houston ................. Monday, July 13 ..................... 10:30 a.m.
New Orleans ............. Tuesday, July 14 ..................... 10:30 a.m.
Mobile .................. Wednesday, July 15 .................. 10:30 a.m.
San Francisco ............ Thursday, July 16 .................... 10:30 a.m.
Wilmington .............. Monday, July 20 ..................... 10:30 a.m.
Seattle .................. Friday, July 24 ...................... 10:30 a.m.
San Juan ................ Thur day, July 9 ..................... 10:30 a.m.
St. Louis ................ Friday, July 17 ...................... 10:30 a.m.
Honolulu ................ Thursday, July 16 .................... 10:30 a.m.
Duluth .................. Wednesday, July 15 .................. 10:30 a.m.
Jersey City ............... Wednesday, July 22 .................. 10:30 a.m.
New Bedford ............. Tuesday, July 21 ..................... 10:30 a.m.
June 1987ILOGI19
�Shellback Initiation-Crossing a Strange Line
Text and Photography by
Leonard Earl Johnson
Now that the SIU is manning U.S. Navy ships, traditions nearly forgotten
are returing to our members. In 1987 the SIU-crewed USNS Dutton (LSC
Marine) operating out of the port of Rio de Janeiro, Brazil sailed over that
magical divide, the equator. On one side, say some, water swirls down the
drain in one direction; on the other side it swirls down the opposite way. Me,
I've never been able to remember on one side how it entered the drain when
on the other side, but I do know that a person not having ever crossed the
equator is a lowly "Polywog" and will damn well remain one 'til passing
through the initiation that turns "Polywogs" into "Shellbacks."
When Captain Mauro Rivera took the Dutton over that "hump," out from
"The Deep" came Davy Jones, King Neptune and Queen Neptune to oversee
two days of ceremony few have seen before through the camera eye.
The following photographs report the initiation of ''Polywogs'' into ''Shellbacks" on the USNS Dutton somewhere in the Atlantic not far from the
equator.
King Neptune (Navy Commanding Officer Bullfinch) sits next to his Queen (SIU
OS John Grubbs) on their Anchor Throne for the second day's festivities.
-
A "dinner" is served the Polywogs on the second day; SIU engine room Polywog,
Rudy Salvagio smiles, showing his enjoyment.
Davy Jones (Navy Lieutenant Tyson) welcomes "Polywogs" from both the Navy
and the SIU.
At celebration's end the Polywogs are given a final washing before being named
Shell backs.
Navy and SIU Polywogs roll on the deck in watery celebration before the watch
of Shellbacks and King Neptune and his Queen.
20 I LOG I June 1987
�CL
L
NP
-Company/Lakes
-Lakes
-Non Priority
Directory of Ports
Dispatchers Report for Great Lakes
MAY 1-31, 1987
*TOTAL REGISTERED
All Groups
Class CL Class L Class NP
TOTAL SHIPPED
All Groups
Class CL Class L Class NP
Port
Frank Drozak, President
Joe DiGiorglo, 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
Steve Edney, Vice President
**REGISTERED ON BEACH
All Groups
Class CL Class L Class NP
DECK DEPARTMENT
Algonac ...................
0
19
0
13
0
4
0
2
0
24
6
0
ENGINE DEPARTMENT
0
15
2
0
29
0
0
STEWARD DEPARTMENT
0
11
0
0
5
0
Port
Algonac ...................
Port
Algonac ........... . .......
Port
28
HEADQUARTERS
ENTRY DEPARTMENT
Algonac ...................
12
0
0
2
0
0
0
Totals All Departments. . . . . . . .
O
48
3
0
54
4
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 .
25
6
63
12
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
CLEVELA~D,
Dispatchers Report for Deep Sea
MAY 1-31, 1987
Port
New York ...............
Philadelphia ..............
Baltimore ........... ....
Norfolk .................
Mobile .................
New Orleans .... .... .... .
Jacksonville ..............
San Francisco .............
Wilmington .... . .. .......
Seattle .................
Puerto Rico . . . . . . . . . . . . . .
Honolulu ................
Houston ...... ........ ..
St. Louis ................
Piney Point ..............
Totals .................
~,
Port
New York ...............
Philadelphia ..............
Baltimore ...............
Norfolk .... ... ..........
Mobile .................
New Orleans . . . . . . . . . . . . .
Jacksonville . . . . . . . . . . . . . .
San Francisco .............
Wilmington ..............
Seattle ......... .. ......
Puerto Rico ..............
Honolulu ................
Houston ................
St. Louis .... .. ..........
Piney Point ..............
Totals .................
Port
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
51
3
13
14
15
47
32
26
26
28
13
10
36
0
0
17
3
3
8
9
9
8
7
7
9
3
22
11
0
6
1
2
0
3
1
4
3
9
1
2
1
6
2
0
1
TOTAL SHIPPED
All Groups
Class A Class 8 Class C
34
2
5
9
10
39
24
22
23
26
15
12
32
0
0
DECK DEPARTMENT
1
15
2
2
2
0
8
1
4
1
3
2
4
5
9
6
0
8
3
2
1
0
20
5
9
2
0
0
1
3
ENGINE DEPARTMENT
4
0
0
1
2
0
0
5
0
3
2
0
4
0
2
1
0
8
7
1
1
0
10
9
3
0
0
0
0
0
314
122
36
253
26
2
5
9
16
32
20
12
17
22
3
2
22
0
2
8
2
3
6
5
6
6
3
0
1
1
1
0
2
2
3
2
2
0
8
0
0
0
23
2
7
5
4
27
19
13
12
15
10
5
16
0
2
9
6
1
13
5
0
2
190
75
22
160
21
3
2
6
5
10
9
39
7
22
2
7
2
2
1
0
0
0
0
1
0
3
12
2
0
5
3
20
7
20
7
20
3
5
11
0
3
9
21
0
4
160
3
0
4
5
4
6
5
0
22
2
0
4
66
0
1
0
21
0
0
0
27
118
Port
New York ...............
Philadelphia ..............
Baltimore ...............
Norfolk .................
Mobile ....... _.........
New Orleans .............
Jacksonville ..............
San Francisco .............
Wilmington ..............
Seattle .................
Puerto Rico . . . . . . . .
Honolulu ................
Houston ................
St. LOUIS ..... ...... . . .
Piney Point ... ..........
Totals ...... ..........
156
225
236
102
......
820
488
321
633
Totals All Department
15
3
3
3
1
22
6
44
10
26
3
6
14
0
0
29
5
3
7
3
13
16
10
10
22
6
8
4
0
11
6
2
0
8
2
13
1
0
5
0
14
3
30
16
3
1
134
3
0
23
23
5
7
5
13
7
6
8
0
0
92
51
27
12
STEWARD DEPARTMENT
1
3
0
1
1
0
1
0
0
0
0
0
2
0
5
2
2
0
1
0
0
0
22
24
0
0
0
0
1
0
38
28
ENTRY DEPARTMENT
11
2
3
0
2
0
7
6
1
5
10
10
1
12 •
13
21
6
1
20
1
0
8
141
90
9
0
0
0
6
13
202
197
383
264
Trip
Reliefs
4
0
0
3
1
4
4
4
7
10
2
17
8
0
1
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
120
9
14
20
16
81
44
54
31
52
27
7
60
0
2
18
3
6
6
10
10
15
11
7
11
4
18
8
0
6
0
0
0
2
1
4
2
8
6
3
1
3
1
0
0
65
537
133
31
3
0
0
1
67
3
10
3
2
4
5
14
8
7
0
1
1
1
0
2
2
3
4
2
0
9
0
0
0
2
8
2
6
9
0
4
3
0
1
9
12
17
58
32
31
15
38
11
3
43
0
6
9
11
2
10
6
0
7
39
345
98
25
3
40
1
4
15
2
8
2
1
5
8
8
6
8
0
1
0
1
0
0
2
0
6
2
7
3
8
0
80
1
0
1
10
31
15
82
14
36
4
11
28
0
5
3
46
4
3
4
55
4
6
8
10
8
22
0
0
1
17
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9
25
12
27
9
27
13
99
14
0
26
DULUTH, Minn.
705 Medical Arts Building 55802
(218) 722-4110
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. 02740
(617) 997-5404
NEW ORLEANS, La.
630 Jackson Ave. 70130
(504) 529-7546
NEW YORK, N.Y.
675 4 Ave., Brooklyn 11232
(718) 499-6600
NORFOLK, Va.
115 Third St. 23510
(804) 622-1892
0
33
2
0
8
101
100
20
41
2
0
5
0
289
30
0
0
113
2
Ohio
· 5443 Ridge Rd. 44129
(216) 845-1100
27
11
3
0
6
2
32
5
25
16
3
1
179
8
0
25
0
301
341
316
217
1,472
673
399
*"Total Registered" means the number o men wno 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.
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. .
1057 Fernandez Juncos St.
Stop 16 00907
(809) 725-6960
SEATTLE, Was
2505 1 Ave. 98121
(206 441-1960
ST. LOUIS,
o.
4581 Gravois Ave. 63116
(314) 752-6500
WILMINGTON, Calif.
Shipping in the month of May was up from the month of Apri . A total of 1,497 jobs were shipped on
SIU-contracted deep sea vessels. Of the 1,497 jobs shipped, 633 jobs or about 42 percent were taken by "A"
seniority members. The rest were filled by "B" and "C" seniority people. A total of 217 trip relief jobs were
shipped. Since the trip relief program began on April 1, 1982, a total of 5, 176 jobs have been shipped.
510 N. Broad Ave. 90744
(213) 549-4000
June 1987 I LOG I 21
�A Good (Safe) Shipmate
If you want to pay someone a compliment, you say that he or she
"is a good shipmate." We all know what a "good shipmate" is. It's
someone who does his work as a professional. It's someone who shows
up on time and who is considerate. It's someone you can count on. It's
someone you don't have to worry about on the job: he considers your
safety as well as his own.
For more than 10 years, hundreds of our members have taken
advantage of the opportunity of going through the program at the
Seafarers Addictions Rehabilitation Center to learn how to be better
shipmates. They faced up to their alcohol and drug problems and they
sought the help that was there.
The program at the Seafarers ARC is based on the highly successful
program of Alcoholics Anonymous. That program says that recovery
involves more than just staying away from the bottle or the fix, though
that is the important first step. The program shows the suffering alcoholic
or drug addict how to make some very basic changes which will open
the door to a new way of living. It teaches you how to become a happy
and useful person. It teaches you how to be a "good shipmate," at sea
and ashore.
If you think you have a problem with drugs or alcohol, chances are
good that you do. There is a way out. Contact your port agent. He will
help you to begin the process-and it will be confidential. Believe me,
the program works. I know. It has worked for me for more than 10
years.
The Editor
OIAINELJ
TO THE
BOTTLE?
VN.£0CK
YOVR5F.£F,
GET#E~P.0
CONV1CT
YOU.RPORT
AGENT
OR G:/.U.
AT
PINeY 17
POINTjl
KNOW YOUR RIGHT
,,-
Area Vice Presidents'
(Continued from Page 15.)
passionate people are trying to fill.
'
HIPPING on the Great Lakes is
up slightly from last year.
Since the coal and agriculture industries are depressed, many people
attribute this upswing to a new marketing campaign being waged by the
various ports in the region.
Earlier this year, for example, the
Great Lakes Seaway Development
Corporation sent a trade group to Europe to promote Great Lakes shipping.
Many port officials feel that more such
marketing techniques will have to be
employed if Great Lakes shipping is
to regain its vitality.
Many city and state officials
throughout the region are beginning
to realize the enormous potential of
their waterfront properties. Development projects are sprouting up all
around the region.
KNOW YOUR RIGHTS
SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the
Union and the employer . Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers. notify
the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this is:
Angus "Red" Campbell
Chairman, Seafarers Appeals Board
5201 Auth Way and Britannia Way
Prince Georges County
Camp Springs, Md. 20746
Full copies of contracts as referred to are available to
you at all times. either by writing directly to the Union
or to the Seafarer Appeals Board.
CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages
and conditions under which you work and live aboard
your ship or boat. Know your contract rights. as well as
your obligations. such as filing for OT on the proper
sheets and in the proper manner. If. at any time. any SIU
22 I LOG I June 1987
The SIU is in favor of such redevelopment if it does not interfere with
traditional port activity. This determination has to be done, or course,
on a port-by-port basis.
One more thing: the Union is monitoring the development of ''free trade''
talks between the United States and
Canada. While they have not garnered
much attention, these talks could have
a profound effect on the maritime
industry, especially on the Great Lakes.
Some Canadian officials, for example,
have raised objections to the Jones
Act, saying that it is ''protectionist.''
But it is important to note that the
Jones Act is the bedrock of this nation's maritime policy, and the SIU is
opposed to having its provisions weakened.
KNOW YOUR R GHTS
CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain c ies of this
constitution so as to familiarize themselves with its contents. Any time you feel any member or oftl'cer is attempting to deprive you of any constitutional right or obligation
by any methods such as dealing with charges, trials. etc.,
as well as all other details. then the member so affected
should immediately notify headquarters.
FINANCIAL REPORTS. The constitution of the SIU
Atlantic, Gulf, Lakes and Inland Waters District makes
specific provision for safeguarding the membership's
money and Union finances. The constitution requires a
detailed audit by Certified Public Accountants every three
months, which are to be submitted to the membership by
the Secretary-Treasurer. A quarterly finance committee
of rank and file members, elected by the membership,
makes examination each quarter of the finances of the
Union and reports fully their findings and 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 Inland Waters District are administered
in accordance with the provisions of various trust fund
agreements. All these agreements specify that the trustees
in charge of these funds shall equally consist of Union
and management representatives and their alternates. All
expenditures and disbursements of trust funds are made
only upon approval hy a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
The work that our members have
done in the dredging field made many
of these redevelopment projects possible. Over the past few years, for
example, dredging projects on the
Cleveland River have improved the
environmental quality of that body of
water and made it much more suitable
for commercial redevelopment.
Commercial redevelopment of the
waterfront, however, is not without
its problems. Many real estate firms
have tried to overdevelop the waterfront. This has proven to be a problem
all across the country, in such diverse
locations as Gloucester, San Francisco and New York City.
Great Lakes
by V.P. Mike Sacco
S
eport
EQUAL RIGHTS. All members are guaranteed equal
rights in employment and as members of the SIU. These
rights are clearly set forth in the SIU constitution and in
the contracts which the Union has negotiated with the
employers. Consequently, no member may be discriminated against because of race, creed, color. sex and national or geographic origin. If any member feels that he is
denied the equal rights to which he is entitled. he should
notify Union headquarters.
11111111m1un11111un1111111n1111111n1111111n1111111n1111111n1111111n11111un1111111n1111111n1111
patrolman or other Union offi::ial. in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY - THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or memher. It has also refrained from publishing
articles deemed harmful to the Union or its collective
membership. This established policy has been reaffirmed
by membership action at the September. 1960. meetings
in all constitutional ports. The responsibility for Log
policy is vested in an editorial hoard which consists of
the Executive Board of the Union. The Executive Board
may delegate. from among its ranks. one individual to
carry out this responsibility.
PAYMENT OF MONIES. No monies are to be paid
to anyone in any official capacity in the SIU unle s an
official Union receipt is given for same. Under no circumtance should any member pay any money for any reason
unles he i given uch receipt. In the event anyone
attempts to require any uch payment be made without
upplying a receipt. or if a member is required to make a
payment and i given an official receipt. but feel. that he
should not have heen required to make such payment. this
hould immediately he reported to Union headquarter .
SEAFARERS POLITICAL ACTIVITY DONATION
-SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political, social and
economic interests of maritime workers. the preservation
and furthering of the American Merchant Marine with
improved employment opportunities for seamen and
boatmen and the advancement of trade union concepts.
In connection with such objects. SPAD supports and
contributes to political candidates for elective office. All
contribution are voluntary. No contribution may be
solicited or received because of force. job discrimination,
financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If
a contribution is made by reason of the above improper
conduct, notify the Seafarers Union or SPAD hy certified
mail within 30 days of the contribution for investigation
and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union
concepts.
If at any time a member feels that any of the above rights have
been violated, or that he has been denied his constitutional right of
a~ to Union records or information, he should immediately notify
SIU President Frank Drozak at Headquarters by certified mail,
return receipt requested. The address is 5201 Auth Way and Britannia
Way, Prince Georges County, Camp Springs, Md. 20746.
�6-Month Hill Report Card Shows Some Hope for Maritime
(Continued from Page 1.) ·
Commerce. ''A highly regulated industry that often bemoans the lack of
coherent U.S. maritime policy, shipping is quick to exploit quirks in laws
and regulations.''
Administration
Judgment
Questioned
Criticism of the Kuwait reflagging
plan went far beyond the narrow confines of the maritime industry. The
administration could not line up support-military, financial or even
moral-from the Gulf countries we
were supposed to be protecting. The
same was true for our allies in Wes tern
Europe and Japan, who are far more
dependent upon Persian Gulf oil for
their energy needs than we are.
Yet in one sense their reticence was
perfectly understandable. The same
administration that had been secretly
selling arms to Iran and diverting the
funds to Central America was taking
steps that might bring the whole Persian Gulf conflict to a head.
Even normally staunch administration supporters like Sen. Richard Lugar (R-lnd.) wanted to know what
would happen if an Iranian missile hit
an American war ship while it was
escorting a "reflagged" vessel. Was
the administration prepared to go to
war? And if it were, could it sustain
its actions over an extended period of
time, and would our allies support us?
For many members of Congress,
the situation conjured up memories of
Lebanon, where 242 American marines were killed because their mission
was not clearly defined.
Trade Stand-Off
The Democratic-controlled Congress and the Reagan administration
were divided over many other issues
besides the Persian Gulf-most notably trade.
The growing trade deficit is perhaps
the most vivid symbol of America's
decline in the world. Within six short
years, Japan and the United States,
whom one political commentator aptly
dubbed ''the Avis and Hertz of the
industrial world," have shifted roles.
By 1987, both Japan and West Germany had eclipsed the United States
in the total volume of their exports.
Their ability to raise capital, an important indicator of economic strength,
was growing in direct proportion to
America's inability to do so.
While Reagan tried to blame this on
the budget deficit and ''free-spending
Democrats,'' former OMB Director
David Stockman had a different story
to tell. Stockman laid the blame
squarely on the shoulders of his old
boss Ronald Reagan and said that
things would have been much worse
had it not been for the ''courage'' of
the 99th Congress in proposing new
taxes and defense cuts.
H.R. 3 Passed
The lOOth session of Congress is, if
anything, more independent than its
predecessor. By the first week of May l
the House had already p~ssed an Omnibus Trade bill, H.R. 3, which calls
for strict sanctions against those countries which chronically run up huge
trade deficits with the United States.
The bill contains the controversial
''Gephardt'' amendment, which would
reduce the discretionary powers of the
president in conducting trade policy.
While the ''Gephardt amendment''
has been vilified by many, it certainly
has had an effect. Within days of the
amendment's passage in the House,
finance ministers from Taiwan and
South Korea were promising to review
their countries' economic policies to
see if they discriminated against American companies.
Increased interest in unfair foreign
trade also had an effect on the way
that many government agencies were
performing their duties. In order to
stave off a trade bill that contained
the Gephardt amendment, many agencies were finally starting to enforce
laws they should have been all along.
Take, for example, the Federal Maritime Commission. It is the agency
responsible for processing unfair trading practices in the maritime field.
During the first six years of the Reagan
administration, ''The FMC was hardly
aware that there was a trade problem,'' said Gerald Snow, director of
agency affairs for the Transportation
Institute.
Yet during the first six months of
1987, the FMC was processing at least
six such complaints, against Japan
(which discriminated against American maritime companies in the autocarriage trade and the high cube field),
South Korea (auto-carriage trade),
Taiwan (intermodal operations), Peru
and Columbia.
Even the administration's rhetoric
was changing. There was less talk
about ''free trade'' and more about
"fair trade." Testifying before the
Senate Subcommittee on Merchant
Marine about a proposed liner reform
bill, Marad Administrator John
Gaughan had these these things to say:
''These hearings are most timely,
as our carriers continue to confront
numerous restrictions on their operations abroad, while their foreign competitors encounter no such restrictions
in the United States ... [One] of the
major elements of the maritime policy
of the United States is to preserve and
promote competition in ocean shipping, and to seek the elimination of
restrictive practices of foreign countries and carriers affecting U .S.-flag
carriers in those countries.''
Comprehensive
Policy Needed
Still, it will take more than just
rhetoric to turn things around for the
maritime industry. ''In my 40 years in
the maritime industry," said Drozak,
"I've never seen things this bad."
Last year alone, the number of vessels
documented under the American registry declined by 10 percent. The
largest existing American-flag company, U.S. Lines, was forced to file
for bankruptcy.
The title of "largest American-flag
shipp~ng company" now belongs to
Sea-Land. Sea-Land, which recently
was taken over by CSX, the railroad
conglomerate, employs SIU members
on its vessels.
The company has a long history of
being an industry leader. For many
years, it was the only American-flag
company to refuse subsidies. It is
presently pioneering changes in its
intermodal operations.
Yet at that same Senate hearing
on subsidy reform, Peter Finnerty,
Sea-Land's vice-president, said that
conditions in the maritime industry
were so bad and the lack of a coherent
government policy so debilitating that
the company might be forced to reflag
part or all of its operations.
Such a development would have a
devastating effect on what remains of
the American-flag merchant marine,
and the administration didn't even bat
an eyelash.
The SIU has been very sens~tive to
the needs of its companies. It knows
that in order to survive today, American-flag operators have to rely on
three areas of business: cargo generated by cargo preference laws; cargo
generated by the ban on the sale of
Alaskan oil, and military work that
has been farmed by the Navy to the
private sector.
Anti-Maritime Bills
Introduced
Yet there are problems in all three
areas. Legislation has been introduced
in this session of Congress to repeal
the cargo preference laws and the ban
on the sale of Alaskan oil. While this
legislation is not given much of a
chance, it still diverts the industry's
attention from the main task at handthe formulation of a comprehensive
national maritime policy.
In addition, applying for charters
under the Navy's Request for Proposals (RFP) process is a frustrating
and time-consuming affair. In order to
win the right to man just one vessel
for a short period of time, private
companies have to file 1,000 page RFP's
that take thousands of dollars and
many months just to process.
Absent any clear direction from the
adminstration, pro-maritime forces in
Congress have tried to fill the void.
Yet while the administration has failed
to come up with a policy of its own,
it can effectively block congressional
efforts by threatening to employ a
veto.
Administration's
Lack of Vision
The administration's greatest failure, many people believe, has been its
inability to see the larger issues involved in the decline of this country's
industrial base. Its approach to the
maritime industry typifies this lack of
vision.
"This nation," said Rep. Norman
Lent (R-N.Y.) earlier this year, "is on
the verge of a total collapse of the
private maritime industry-the vessel
operators are in deep financial trouble,
the ship construction industry has virtually no commercial work, and the
availability of trained merchant seamen is very much in doubt.''
The collapse of the maritime industry would have profound consequences for the people of this country.
"I do not believe," said Lent, "that
our elected representatives, or the
president of the United States-not to
mention the American people-want
to see this nation forced into unthinkable nuclear war just because we do
not have enough ships and trained
seamen capable of supporting and supplying our nation's conventional armed
forces. That is precisely the situation
that we will have if we do not turn
this condition around.''
While the administration has not
come up with a program to revive this
country's declining maritime industry,
it still remains adept at issuing press a.
releases. Administration officials were
on hand to speak at the various Maritime Day celebrations around the
country. They all congratulated the
maritime industry for the important
role that it has played in the defense
of this country.
Veterans Status
Denied
There was a certain irony to these
speeches. Just prior to Maritime Day,
the Reagan administration took a strong
stand against granting World War II
merchant seamen veterans' status and
benefits.
More than 6,000 seamen were killed
during World War II. They suffered
the second highest casualty rate of any
branch of the services.
Writing about the contributions that
SIU seamen made to the war effort,
John Bunker, former head of the SIU's
historical research department, had
this to say:
''Despite the havoc (that was being
caused on the high seas by German
U-boats), no SIU ship was held up for
lack of crew. Many crews steamed
out to meet almost certain death.
''SIU men made the hazardous run
to Russia, including the famous convoys of July and September 1942,
which were hit by subs and bombers
and lost many ships in those cold,
Arctic waters.
''There wasn't a beachhead from
Anzio to the Philippines; from Normandy to Okinawa, where SIU crews
were not on the forefront of war. They
took part in the longest battle of the
war, too-the four-year-long battle of
the Atlantic-the fight to keep England
supplied with food, gas, guns and other
supplies . . . ''
As Bunker suggested in his history
of the SIU, there are certain intangible
things that sustain a nation's greatness. Pride of citizenship is one. A
sense of community is another. The
present administration may talk about
patriotism, but the fact it can so casually disregard citizenship require- .._
ments or write off an entire industry
says a great deal about its lack of
perspective.
In the Persian Gulf, as in the war
against foreign trade, the administration is on a slow boat to disaster. The
captain may be American, but increasingly, the crews are foreign.
June 1987 I LOG I 23
�I
I
I
t
Seafarers International Union of North America , AFL-CIO
June 1987
Legislative , Administrative and Regulatory Happenings
Washington Report
R.R. JOO
The lOOth Congress is six months old. What
follows is a run-down on the major maritime
bills that have been introduced so far.
''The Maritime Agreements Act. '' Introduced by Biaggi , it would promote the use of
bilateral trade agreements . While it has been
reported out of the House Merchant Marine
Committee, the bill has been singled out by
the administration as being an example of
" protectionist" legislation. "That is nonsense ," said Drozak.
H.R. 3
THE OMNIBUS TRADE BILL. A comprehensive trade bill was passed by the House
earlier this year. It includes several SIUbacked provisions which would restore ''fair
trade'' to the world shipping markets.
Title XI of the bill is an "industry-specific"
provision modeled after H.R. 1290, which was
introduced earlier this year by Rep. Walter
Jones (D-N.C.), chairman of the House Merchant Marine Comm.ittee. Among other things,
Title XI would strengthen the Federal Maritime Commission's power to investigate and
counter unfair trading practices.
H.R. 3 also included the controversial Gephardt amendment, which would force countries that maintain excessive trade surpluses
with the United States by engaging in unfair
trading practices to alter their policies through
negotiations. If that did not occur, then automatic restrictions would be implemented.
Section 331 of the bill would extend current
restrictions on the export of Alaskan oil to oil
pumped in other parts of the country.
Section 197 would require the president to
negotiate trade agreements with each country
which exports more than 50 ,000 vehicles into
the U .S. each year. This was based on H .R.
1397, introduced by Rep. Brian Dorgnan (DN .D.). A more comprehensive treatment of
the auto carriage trade is contained in H .R.
1364.
The Senate has yet to pass its version of
the trade bill, although a number of different
approaches are being discussed and several
pieces of legislation have been introduced.
H.R. 82
Introduced by Rep. Mario Biaggi (D-N .Y.),
H.R. 82 would amend the Merchant Marine
Act of 1920 to require that vessels used to
transport waste products be built in the United
States. SIU President Frank Drozak submitted
a statement to the House Merchant Marine
Subcommittee urging enactment of the bill.
The legislation was marked up by the House
Merchant Marine and Fisheries Committee.
Earlier this year a New York federal judge
handed down a decision which allowed vehicles engaged in the transportation of waste
products to be built overseas.
The decision is being appealed. Hallowed
to stand, it would needlessly weaken this
nation's Jones Act at a time when it needs to
be reaffirmed and strengthened.
On Capitol Hill, the legislation is being
referred to as the "Sewage Sludge Bill" in
honor of the products being carried.
R.R. 298
Rep. Helen Bentley (D-Md.) has introduced
a bill which would require that American mail
going overseas be carried on American-flag
vessels. At present, a significant portion of
this trade is being handled by Communist statesponsored Polish vessels. H.R. 298's counterpart in the Senate, S. 146, was introduced by
Sen. Danial Inouye (D-Hawaii).
24 I LOG I June 1987
H.R. 438
Rep. Don Young (R-Alaska) has introduced
a bill requiring U.S. ownership, construction
and manning of commercial fishing vessels.
The SIU places a high priority on passage of
this legislation. Hearings have been held at
the House Coast Guard and Navigation Subcommittee at which Drozak submitted testimony. A companion bill, H_.R. 1956, has also
been introduced, and the SIU is monitoring
its development.
H.R. 953
While more than 2 million Japanese and
several hundred thousand Korean automobiles
are exported into the United States each year,
American-flag companies are effectively excluded from competing for this lucrative trade.
The legislation would impose strict penalties
for unfair trading practices in this area. It was
referred to the House Ways and Means and
Merchant Marine Fisheries Committees.
R.R.1397
See H.R. 3 for details.
H.R.ISIS
A bill which seeks to restore equity to the
tuna industry by equalizing tariff rates on all
canned tuna imported into the United States.
In a letter to the House Subcommittee on
Trade (of the Ways and Means Committee),
Drozak urged enactment of the bill. Without
legislative relief, said Drozak, survival of the
American tuna industry is "highly questionable. "
The House has passeQ. the annual Maritime
Authorizations bill. From the Union's perspective , it is inadequate, though it contains
one promising feature : a $48.5 million allotment for increased transportation costs arising
out of the 1985 compromise restructuring the
Cargo Preference " P.L. 480" program.
The bill reflects the administration's shortightedness in two key areas: its determination
to kill the vitally important Title XI Loan
·
·
i ure
Guarantee pr r
to come up with an acceptable plan to reform
the liner subsidy program. Existing liner subsidies have begun to run out and no new ones
have been approved. The administration's failure to come up with a plan to rehaul the
program was cited as one reason behind U.S.
Lines bankruptcy last year and Sea-Land's
recent threat to reftag all or part of its American-flag fleet.
The bill, which was introduced b
e .
Norman Lent R- .Y. i
the Union's
legislative priorities. It would broaden the
FMC's authority to address unfair trading
practices under Section 19 of the Jones Act.
It was recently reported out of the House
Merchant Marine and Fisheries Committee .
R.R. 1097
R.R. 1827
Rep. Walter Jones (D-N.C.) introduced a
bill which would require repair of government
vessels in U.S . shipyards. The bill went to the
House Merchant Marine Subcommittee where
there has been no action .
Again , one of the legislative priorities of the
Union. While the main body of the legislation
deals with supplemental appropriations for
Fiscal Year 1987, an amendment to the bill
would prohibit DOT or Marad from using funds
to " propitiate , promulgate or implement" any
rules which condone payback of CDS funds.
The amendment, which along with the rest of
the bill, passed the House, is in response to
attempts by Marad to allow four tankers in
the foreign trade to repay their subsidies and
enter the domestic commerce of this country.
This, the SIU has asserted , would destabilize
the domestic trade and further weaken this
nation's ocean-borne fleet.
The Senate considered but failed to include
this amendment in its Supplemental Appropriations bill for Fiscal Year 1987. A compromise will have to be reached when representatives from the two bodies meet in conference
later this year.
R.R. 1235
Known as the Merchant Seamen' s Benefit
Act, H.R. 1235 seeks to recognize the contributions that American seamen made to the
war effort during World War II by granting
them veterans' status and benefits. It was
introduced by Biaggi. Drozak urged enactment
of this bill at a hearing of the House Merchant
Marine Subcommittee.
R.R. 1290
Discussed in detail under H.R. 3, the Omnibus Trade Bill. It is considered to be one of
this Union's top legislative priorities.
R.R. 1725
Introduced by Rep. Robert Davis (R-Mich.),
it would take off-shore rigs and vessels out of
the Title XI program. The bill, which is presently before the House Merchant ar· Subcommittee, is an attempt to save the vitally
important Title XI Loan Guarantee Program
by limiting its cost.
. . 1803
R.R. 1364
Known as the Auto Carrier bill, it was
introduced earlier this year by Jones. It seeks
to restore equity to the auto carrier trade
between the United States and Japan and
Korea.
R.R. 1979
Introduced earlier this year by Rep. Ron
Wyden (D-Ore.), the bill would allow foreignflag vessels to transport wood products from
(Continued on Page 2.)
�TheAFL·CIO American
Copyright
©
Federationist
1987 by the AFL-CIO. This material constitutes an internal communication by the AFL-CIO solely to AFL-CIO union members and their families.
The Candidates on the Issues
-~
___
,
.
Bruce Babbitt
Joseph R. BidenJr.
Michael S. Dukakis
Richard Gephardt
Albert Gore Jr.
Governor of Arizona, 1978-1987; Attorney General, 1975-1978; Attorney,
Brown, Vlassis & Bain, 1967-1975; Attorney, Office of Economic Opportunity,
1965-1967.
U.S. Senator (Delaware) 1973-; Chairman, Judiciary Committee; ranking Democrat, Foreign Relations Committee
Governor of Massachusetts, 1974-1978
and 1982-.
Chairman , House Democratic Caucus,
1985-; U.S. Representative (Missouri),
1977-; Board of Aldermen, 1971-1976.
U.S. Senator (Tennessee), 1985-; U.S.
Representative, 1977-1985; Reporter,
Nashville Tennessean , 1970-1976.
Jesse Jackson
Paul Simon
President, National Rainbow Coalition,
1984-; President, Operation PUSH,
1971-1983; Executive Director, Operation
Breadbasket, 1966-1971 .
U.S. Senator (lllinois) 1985-; U.S. Representative, 1975-1985; Lieutenant Governor, 1968-1972; Newspaper Publisher.
1948-1966.
The 1988 presidential election may seem a long way away, but it' s time
for the SIU and the Labor Movement to find a candidate we can throw our
efforts behind and support. I want to know what you think .
Please read these eight pages carefully. The announced and the likely
candidates for both parties' nominations responded to a series of questions
put to them by the AFL-CIO. I think many of the answers are revealing.
Later this year, the AFL-CIO may decide on a presidential candidate to
back. Because I will be involved in that decision, I want to know who
Seafarers believe would help the SIU and the Labor Movement.
After you study the candidates' answers, please write to me and tell me
whom you prefer. Any comments on the candidates or the process will be
appreciated. Mail your selection by August I to:
Frank Drozak, President
Seafarers International Union
5201 Auth Way
Camp Springs, Md. 20746
Fraternally,
Frank Drozak
George Bush
Vice President of the United States,
1981-; U.S. Representative. 1967-71 ;
Ambassador to China , 1974-75; Director
of Central Intelligence, 1975-77.
Bob Dole
Pete du Pont
Alexander M. HaigJr.
Senate Republican Leader, 1987-; Senate Majority Leader. 1985-86; U.S. Senator (Kansas), 1969-; decorated World
War II combat veteran.
Governor of Delaware, 1977-1985; U.S.
Representative, 1971-1977; State Legislator, 1969-1971.
Secretary of State, 1981-1982; Supreme
Allied Commander of NATO, 1974-1979;
Chief of Staff to President Nixon,
1973-1974; founder IPresident, Worldwide
Associates, 1982-.
Pat Robertson
U.S. Representative (New York), 1971-;
Pro Football Quarterback, American &
National Football Leagues, 1957-1970.
Founder/Chairman, Christian Broadcasting Network, 1959-; founder, Operation Blessing, 1978-; Broadcast News
Analyst, 1975-; Chancellor. CBN University, 1978-.
�The Candidates on the Issues
The AFL-CIO asked 13 declared and potential candidates for the Democratic and Republican Party presidential nominations in the 1988 election
to respond in writing to four questions on key issues. The goal is to help
our members and their families exercise their civic rights and responsibilities, to become more involved in deciding which candidate or candidates
offer the standard of leadership this nation seeks.
The American standard of living is under attack. Persistent unemployment and lower pay scales have strained family budgets. Consumer purchasing power is eroding. The good jobs that formed the basis for a
stable middle class are disappearing in the face of intense and often unfair
foreign competition. At the same time, as the federal role has been re-
QUESfION 1
FOREIGN TRADE
How would you propose to reduce
America's trade deficit and encourage
the fair exchange of goods with other
nations, while maintaining and improving our standard of living?
DE
BRUCE BABBITT
2
duced, an increased burden is being placed on state and local governments
to provide community services and to rebuild deteriorating public facilities.
As the proper role for government continues to be the subject of national debate, American workers and their unions are deeply concerned
about the need to provide better jobs, improved education, equal opportunity for all, affordable housing, access to health care, and all the elements
necessary to give the next generation a chance at a better life than its parents.
These concerns are the basis for the AFL-CIO's questions, which appear
below and on the following pages with the candidates' responses.
agement is going to have to worry more about
building industry for the next decade, and less
about next quarter's profits. Management must
give workers more say in how industries are run
and a share of the profits: workers must accept
this responsibility and help America increase
productivity and product quality.
Finally, we should not ignore the human
costs of trade problems. As President, I would
use tariff proceeds to fund worker retraining and
relocation. And I would support ideas like wage
insurance, plant closing laws, and community
tax base insurance.
I don't want America to withdraw from
world trade-nor do I want us to concede defeat to our rivals. Instead, I want us to prevail in
the world economy, and I know that we can.
MICHAEL S. DUKAKIS
The trade deficit has cost two million jobs,
betraying the hopes and dreams of families and
communities across our nation. Debating "protectionism" versus "free trade" misses the point.
Our goal must be competitive American industries and balanced trade internationally.
Some say America must de-industrialize. I
disagree. We need our basic industries. Our national security cannot become hostage to raw
materials purchased, processed and manufactured abroad.
To win in world competition, we must invest
in education and job training, in first-rate transportation, in clean air and water, and in new
technologies that will help both new and older
industries. And we must work to keep plants
open, help dislocated workers, and provide
older workers with new skills.
We must address unfair trade practices that
subsidize foreign goods and close markets to our
products. Where appropriate, we can provide
limited relief from foreign competition, but we
Free traders tell us, in the face of all the evidence, that there is nothing basically wrong with
the system of international trade. Protectionists
want to pick fight after fight about unfair trading practices and start an unending cycle of retaliation.
My approach is a third alternative entirely. I
call it balanced trade. Balanced trade concentrates on objective results ("balance") rather
than subjective rules (such as "fairness") which
different nations interpret differently.
Balanced trade means simply that every industrial country must keep its multilateral trading accounts, the sum total of all its foreign
trade, in approximate balance. If you export,
you import, and you do it in equal measure. The
overall value of what you sell to the world must
match the overall value of what you buy. If that
is not the case, and you won't balance your accounts, then your victims will balance them for
you-with across-the-board tariffs that increase
every year.
That is balanced trade. It is a new idea in
recognition of an old value: overall parity between exports and imports. All it. needs is a
President who is bold enough to make it
happen.
Finally, we must get our fiscal house in order
by reducing the record deficits which devour
savings, inflate the value of the dollar, attract
foreign capital, make America a debtor nation
and cost millions of American jobs.
JOSEPH R. BIDEN JR.
RICHARD GEPHARDT
Today's world is more complicated than the
simplistic choice between free trade and protectionism. Free trade is a myth-something that
never existed. And protectionism would be selfdestruction-a trade war now would be like a
nuclear war: there would be no winners.
Both options are defeatist. Free traders say we
are powerless to change our future. Protectionists say we cannot compete against our rivals
and . win.
Our next President must respond to unfair
foreign trade practices, not with talk, but action.
He should sit down with trading partners and
put "all the cards on the table": negotiating with
them over trade practices, military and foreign
aid support, and the value of our currencies. If
needed, the President should impose tariffs on
those who are unwilling to be fair traders.
Our goal must be not withdrawing from
world competition but entering it to win. Man-
I intend to continue pushing this year, as I did
in 1985, for Congress to enact a tough trade policy. The Gephardt Amendment would give this
country the teeth we need at the bargaining table, in trade negotiations, to open up closed
markets abroad.
Other countries found to be engaging in unfair trade practices would have a chance to negotiate a fair trade agreement with the United
States. But if they won't come to the table, or if
efforts to negotiate fail, or if an agreement is reneged upon by a trading partner, then U.S. sanctions would be systematically imposed under my
policy. And we would keep them in place until
that country acts fairly and agrees to reduce its
surplus by 10 percent per year.
No other country in the world can match the
productivity of American workers, but other
countries are preventing us from competing
head to head. They've erected trade barriers and
must insist that the industries that benefit from
that relief invest and modernize and become
competitive.
they take us for patsies and chumps because our
government won't get tough on trade. We need
to get the handcuffs off American workers that
have been put on us by unfair trade practices
abroad. Just let us compete, that's all, and I
know we'll win. And our standard of living will
rise when we get America back to work.
ALBERT GORE
America is in a trade crisis. Over the past six
years this Administration has spent and borrowed us into a very deep hole. We're tired of
leaders whose idea of free trade is to tell the
world, "Here-we've got lots of jobs. Go ahead
and take as many as you like!" We need a
strong leader who won't tolerate a declining
standard of living or an economy that leaks
$170 billion a year.
What has been lacking is presidential leadership and presidential willingness to back up
words with actions in our dealings with trading
partners. Our government must also stop making America's problems worse by borrowing
more than we can afford.
We should target our resources toward longterm prosperity, productivity, and people for a
change. America should prepare to compete by
making better products than the Germans-not
by paying wages that are lower than Brazil's.
Our next generation of leaders should know that
to win back American jobs, Americans need the
best training programs and schools.
This country practically invented world trade,
and we used it to build a better life for everybody. The next President must inspire this nation to lead the way again-and join with working men and women to bring out America's
best.
JESSE JACKSON
Fair trade is essential to protect our national
interests, our vital indl,lStries, and our jobs. An
effective national trade policy includes aggressive federal initiatives and coordinated programs
to improve competitiveness and increase American exports. We must negotiate trade agreements, through GA TI and bilaterally, that are
fair and mutually beneficial.
Second, the major cause of our trade deficit is
President Reagan's record budget deficits. They
have driven up the value of the dollar and made
our products uncompetitive in the world.
Third, we have lost our industrial and commercial competitiveness in the world because
our research and development monies, over half
of our scientists and engineers, and six percent
of our GNP, goes toward military projects;
whµe the Japanese have 75 percent of their
scientists and engineers, and their research and
development monies, working on industrial,
commercial, and economic development. Anation does best what it does most. We are first in
military development and they are becoming
first in economic development.
Lastly, I support international labor rights.
American workers can never compete with
slave labor markets abroad-nor should we try.
I support efforts to oppose foreign governments'
actions which blatantly suppress workers' rights,
imprison and kill labor leaders, and have virtually no health and safety standards.
�PAUL SIMON
The devastation of America's industrial base
caused by the massive influx of subsidized imports from low wage countries represents the
most serious threat to American industry since
the Great Depression-as every steelworker,
autoworker, machinist, communications and textile worker and every other American worker
knows so well. We are in a trade war right now
and we are losing it.
That erosion of America's industrial base by
foreign imports must be stopped soon.
Franklin Roosevelt wouldn't have stood for
it. Harry Truman wouldn't have stood for it.
And neither will I.
I didn't care what my Republican (and neoliberal) opponents said when I cosponsored the
textile and domestic content bills.
And today, I am a cosponsor of the toughest
trade legislation currently before the U.S. Senate, including the worker rights and bilateral
trade reduction measures.
We must be careful that the rhetoric of
"competitiveness" doesn't become a new code
word for wage freezes, concessionary contracts,
and other anti-worker policies.
Frankly, we must see how the currently proposed trade legislation works to save American
jobs.
If the enacted legislation and its actual execution doesn't work, then newer, tougher legislation may be called for.
REPUBL CANS
GEORGE BUSH
The President should always look out for the
national interest. First, I support strong and
strict enforcement of our trade laws. We must
remember, however, that protectionism helps a
selected group at the expense of all Americans
and overall economic growth. Limiting imports
to reduce the trade deficit would: (a) raise prices to consumers; and (b) invite other countries
to retaliate against our exports. The result? Loss
of American jobs-lots of them.
Yes, trade must be fair. We're working hard
to make sure that other countries do not subsidize or dump their products here. But the best
way to reduce the trade deficit is to expand
exports, not restrict imports. We're pressuring
other countries to open up their markets by
self-initiating unfair trade cases for the first time
ever and pushing for a new trade round to
bring down barriers to our exports.
However, getting our trading partners to
compete fairly is not enough. Even if all
markets were open, U.S. industry must still
work on improving its fundamental productivity. That means resisting efforts to balance the
budget by raising taxes. Increasing taxes on
business at home can only raise the prices of
our products and make them less competitive
abroad.
Improving our fundamental productivity
means making our education system second to
none. It means arming our workers with the
best technology. It means creating a new partnership between labor and management to
strive for excellence and quality in every product we make. If we improve our fundamental
productivity and ensure that everyone competes
by the same rules, I'm confident that we can
keep America number one.
BOB DOLE
I recommend a four-point program. First we
should make our determination clear to foreign
nations that they must open their markets if
they expect access to ours. A current example
is Japan's refusal to provide a larger market
share for American-produced auto parts as well
as the reluctance of Japanese auto producers in
the U.S. to purchase more local components.
This requires a strong President who will not
hesitate to take vigorous action to promote
sales of American products.
Second, we need tougher trade statutes to assure injured industries of swift and effective relief from unfair foreign trade practices. The
emphasis on adjustment should be increased, so
that industry can get back on its own feet and
the jobs of American workers don't become
dependent on perpetual government assistance.
Third, we must address the broader economic issues that contribute to the trade imbalance:
budget deficits, global debt, exchange rates, and
economic growth. The trade problem does not
exist in a vacuum.
Finally, we must improve underlying American competitiveness. This means improving our
research capabilities, such as federally supported laboratories; increasing our stress on education, particularly in the sciences; increasing labor-management cooperation; raising our
savings rate to increase investment; eliminating
unnecessary regulation which hampers business
productivity. In sum, the American worker deserves better than to be cast to the winds of
fate. If workers are allowed to compete fairly,
they will compete well.
PETE du PONT
We should never forget that American
workers are today the most productive workers
in the world. Our high productivity gives us
the highest standard of living in the world, and
we must build on our success by continuing to
improve productivity for all Americans. When
bad government tax and spending policies don't
get in the way, Americans can outcompete,
outproduce, and outperform anybody in the
world. Too often politicians have blamed
American workers when their liberal high tax,
big spending policies have been the real guilty
party.
We must reduce taxes which make American products too expensive in world trade. We
must reduce unnecessary regulations that hurt
our ability to compete.
From a long-range point of view, we must
improve our education system. We simply cannot prepare our young people for the future
with a system designed a century ago. If America is to be competitive, education and training
must continue throughout our lives. We need
to help those who must prepare for second and
third careers-for new work in new industries.
Our goal as Americans is to compete-and
win. We should never hide behind false walls
of protectionism. That is what Herbert Hoover
tried to do, and it brought on the Depression.
We don't need to hide behind tariff walls. If
we insist on open markets, we can win. Some
of these markets are closed to us today. This
must end.
As President, I would negotiate from
strength with those nations that use tariffs and
other barriers that keep out American exports
now. For example, as President, I would refuse
to sign any major trade agreement that did not
include significant reductions in barriers to our
agricultural exports.
The Japanese want access to our American
markets. They can have it if the Japanese
market is opened to Iowa beef and Kansas
corn. It's a very simple message to our foreign
trading partners: no increase in efforts, no increase in exports.
ALEXANDER M. HAIG JR.
I believe that America can compete with the
best on a level playing field. To level that field,
however means much more than the elimination of ~nfair trading practices. Only a small
part of our trade deficit is due to such practices. We need a broad-ranging program that
recognizes the mutual interest of both America
and our partners in a more balanced exchange
of goods, not punitive or protectionist measures.
First, we should get our fiscal act together.
High real interest rates and an unstable dollar
due to massive budget deficit have taken a
heavy toll of our ability to compete abroadand at home.
Second, we should get our industrial act together. Management and labor must forge an
alliance to bring America into the new industrial age of greater efficiency and higher quality. Government can help, for example, through
worker retraining, tax incentives and regulatory
reform.
Third, we must at the presidential level take
the international lead in expanding free and fair
trade rules to cover investment, services, intellectual property and agriculture. The annual
economic summits offer an opportunity to accelerate this process. The President should also
retain the flexibility he needs to enforce fair
trade under current rules.
Fourth, we should make clear to our
partners that just as we are making the hard
economic choices, we expect them to do so as
well.
Fifth, we should work together to reignite
the growth of the less-developed countries,
primary customers for our industrial exports,
not just prolong their economic stagnation by
increasing their debt.
JACK KEMP
I believe the American labor force can compete and prosper in the global economy. America is the most productive nation in the world.
We need to increase our commitment to improving skills, through education and training
and further investment in modern plant and
equipment. As a national leader for lower tax
rates on both wages and investment, I believe
we must take further steps to remove artificial
barriers to U.S. competitiveness in order to reduce our trade deficit.
First, we must take steps to reform the
world's monetary system to provide a stable
dollar and help bring about lower long term interest rates. Our manufacturing productivity has
begun to rise again, but this has been swamped
by the wildly fluctuating dollar, high interest
rates, and the global recession among our trading customers who are buying less of U.S. products.
Second, our goal must not be to raise tariffs
which would add a tremendous burden on
working Americans, but to open markets for
our goods and raise the U.S. standard of living.
To end unfair foreign trading practices, we
must force competition by lowering, not raising
barriers. I have introduced legislation authorizing reciprocal lowering of trade barriers-particularly with the export competitors of countries that refuse to open their markets to U.S.
goods-and requiring consumer and taxpayer
impact estimates for all trade legislation.
PAT ROBERTSON
America is now engaged in a global economic battle. Our steel, our automobiles, our heavy
machinery, our airplanes, and our farm products must fight to maintain in domestic markets
and to gain a share of world markets. No industry can produce its products, purchase its
supplies and components, or pay its labor
without regard to world competition. To win
in this battle, America must:
1. Reduce the federal budget deficit so that
the economy can be free of inflationary pressures, and to achieve lower interest rates. We
must avoid irresponsible lending to foreign borrowers. The dollar must be rescued from the
up-and-down roller coaster of the past several
years.
2. American industry must learn to compete
in the international arena. Our products must
be known as the best in the world. To accomplish this, I propose a partnership between government, management, and labor. Management
must encourage laboring men and women to
teach them ways to improve quality and production techniques. Labor in turn must recognize that wage increases depend on productivity
and sales, not on outmoded techniques and
regulations. Government must provide the tax
incentives for job retraining to encourage modernization and research and development for
America to move ahead.
3. The Smoot-Hawley tariffs sent America
and the world into a terrible depression. I favor
3
�I~
free trade as the best program for the farmers,
the workers, and business. However, I also favor fair trade. If other nations are consistently
cheating on us, I say, "Either open your doors
to American products or we will close our
doors to you."
We must also restore sensible priorities to
federal spending. We need a strong defense, but
we must also eliminate the waste and
mismanagement that weakens our security and
diverts resources from other urgent economic
and human needs.
QUESfION 2
RICHARD GEPHARDT
BUDGET DEDCIT
How would you reduce the federal budget deficit without hurting working
Americans and the poor? Would you
rule out raising federal revenues, including tax increases, as a component of
deficit reduction?
DEMOC
JOSEPH R. BIDEN JR.
The Reagan Administration has amassed the
largest public debt in the history of the nation.
This debt will force our children, and perhaps
many future generations, to pay for our excesses.
We cannot reduce the deficit unless we achieve
economic growth greater than the sluggish rate
we have now. We can increase growth by addressing third world debt problems and reducing
our trade deficits.
We must takes steps to reduce deficits steadily
over the next few years. Specifically, I propose
cutting several billion dollars from the defense
budget. I would also convert trade quotas to tariffs, raising more than $10 billion a year. I
would also seek to eliminate all waste in government spending through better management
and collection practices.
New taxes to reduce deficits should be a last
resort. If we need to find additional revenues,
there are several principles we must apply. First,
any new taxes must be based on "ability to pay"
and must not make the tax system less progressive. Specifically, I would oppose a value added
tax: which would unfairly burden working people. Second, new taxes must not significantly
impair our efforts to compete in the world
economy.
Finally, as a way to ensure future budget control, any proposed new spending programs
should be specific as to how they would be paid
for. We should be honest about the cost of new
priorities. And we must ensure that their burden
falls least on the poor and middle-class Americans, who have lost most of the ground during
the Reagan years.
MICHAEL S. DUKAKIS
We cannot create economic opportunity for
all Americans if we are burdened with $150$200 billion budget deficits.
Record deficits mean record interest payments, an over-valued dollar that damages our
competitiveness, and a reduced standard of living for Americans.
There are two ways to reduce the deficit.
Control spending and increase revenues. We
must do both. No serious presidential candidate
can rule out new taxes. But instead of rushing to
impose new taxes ... on income, on imported
oil, on gasoline . . . we should first collect the
taxes that are already due.
This year, the Internal Revenue Service will
fail to collect $110 billion in taxes owed to the
Treasury, but not paid. America's working people pay their taxes; they must through payroll
withholding. But too many others, including
some corporations, do not.
We can raise $70 billion in new revenue by
bringing tax compliance rates back to where
they were in 1965. That's the quickest- and
fairest- way to reduce the deficit.
4
My goal isn't to raise taxes, it's to get America back on a steady course and moving again.
We absolutely must balance the books. The
budget deficit is throwing our economy out of
whack and mortgaging the future of our children.
Current budget priorities are simply misplaced. I am confident we can strengthen our
national security by investing in people. We
can't put blinders on when the question of defense cuts or revenue increases comes up. Nothing should be eliminated from the budget debate
as long as we make the necessary investments
in people-education, health care, job training,
nutrition, etc. Every program must be reevaluated, but we must not-we will not-swing the
budget axe blindly.
I believe Americans are willing to invest in
the future of their children. But we can't ask
those least able to afford it to do it all. I would
propose a budget that shares the sacrifice among
those who can bear the burden. So I think it
comes down to a combination of cuts and investments, less wasteful spending on things and
better investments in people.
ALBERT GORE JR.
America took 176 years to accumulate a trillion dollar debt. The current Administration
needed only five years to double it. This Administration's borrow-and-spend policies have
made our products more expensive overseas,
cost millions of American jobs, stopped investment in economic growth, and squeezed important social programs.
I believe America is ready to reduce the deficit in a fair and responsible way. My first choice
for reducing the deficit is economic growth, with
more jobs for Americans who will then pay
taxes on their income. But we must have a contingency plan as well. We would be willing to
share the burden equally, with equal contributions from three areas: cuts in military spending,
cuts in domestic spending, and increases in revenue.
A tax increase would be a last resort, but the
President is wrong to rule it out as part of a
comprehensive solution to reducing the deficit.
We should not impose a regressive value-added
tax which weighs most heavily on working
Americans.
Instead of cooking the books with phony
budget proposals, the next President should put
all the facts on the table and lead in the development of a broader consensus on the necessity
for a responsible fiscal policy.
JESSE JACKSON
President Reagan mortgaged America's future
through irrational military spending, unfair tax
cuts, the use of unemployment to fight inflation,
and misplaced national priorities.
I'm not convinced we need new taxesthough I have not ruled them out. For example,
several studies have shown that there may be
annual uncollected taxes up to $100 billion.
We need a FAIRER TAX SYSTEM. If new
taxes are n((eded, I will fight for a fairer tax system for the middle class, workers and the poor.
Second, we need NEW BUDGET PRIORITIES. We need a strong national defense, but
we can shift spending from military to domestic
without hurting our defense. We can have job
creation, job training and retraining, worker
safety, education, health care, housing and a
clean environment with new priorities. A working America is a taxpaying America.
Third, I support an "INVEST AMERICA"
plan where greater use of $2 trillion in private
pension funds can be earmarked for the rebuilding of America's infrastructure; legislation that
gives workers and communities six-month notice before closing plants; workers' option to
purchase such plants with government-guaranteed loans; investment tax incentives to corporations conditioned on their willingness to reinvest
in this market; and encouragement to corporations to joint venture with local and state governments.
PAUL SIMON
This Administration has mounted the most
concerted and broad-scale attack on the role of
government since the 1920s.
The stripping of government's needed revenues, combined with a mean-spirited attack on
public employees is part of a right-wing Republican effort to roll back every progressive program enacted for the benefit of ordinary American families since the New Deal.
That cannot happen.
We must move immediately to restore sufficient revenues to meet our nation's pressing domestic needs. We must reduce the pressure of
budget deficits on our trade deficit. And, we
must reduce the deficit because, as Harry Truman said, deficits only help the rich. The most
effective method of reducing the deficit is to put
America back to work, and increase our tax
base.
I alone among the announced presidential
candidates opposed the 1986 tax bill because of
the unjustified revenue-stripping reduction of tax
rates for the super-rich.
We must move aggressively to close tax loopholes and reverse the Reagan-inspired erosion of
the tax base.
Similarly, I believe public service must regain
its respected role in our country's life. The Republican effort to destroy public service through
privatiz.ation must be stopped!
BRUCE BABBITT
As Governor of Arizona I balanced nine
budgets in a row-simply by saying that some ·
things are more important than others. My
priorities were creating jobs and protecting the
interests of those least able to protect themselves. Even through a national recession, my
government:
• Repealed a regressive sales tax on food.
• Boosted spending on public education,
public safety, health and human services.
• Kept state spending below seven percent of
total personal income.
What you need to know from every presidential candidate is: What are his or her priorities? And how will he or she pay for them? My
priorities are outlined in the following answer. I
would pay for them both with budget cuts and
revenue increases, all of them targeted on some
genuine measure of need. I would not give a
mortgage interest deduction for mansions and
vacation homes. I would not pay subsidies to
corporate mega-farms. I would not build three
new generations of nuclear missiles all at once. I
would not pay the Vanderbilts and the Mellons
the same tax-free social security benefits as a
widow in a cold-water flat. .· In short, I would
balance the budget by setting humane priorities
and standing by them.
BOB DOLE
Working Americans, even those we seek to
help, are especially hard hit by continued
budget deficits. The inability of the Congress to
consider realistic spending cuts seriously
hampers our ability to increase our productivity
and growth.
Getting the deficit under control is critical to
our future. But, in putting together any package of deficit reduction proposals, it is inevitable that someone or some group will feel the
pain of spending cuts. I would propose that we
try to insure that no one group is singled out
unfairly and that we spread the reductions
across the broadest possible base. For this reason, I would exempt very few programs from
�review, including defense. But there are, of
course, some programs which should be given
special consideration as they provide crucial
benefits to the neediest in our communities, for
example Medicaid and the supplemental security income program for the blind, aged and
disabled.
In deciding how best to reduce federal expenditures the federal government should cooperate more fully with states and localities to determine which services would be most appropriately delivered by those governments, utilizing their resources as a complement to ours.
Before proposing the actual reduction of benefits, I would also look at the way our programs are managed in the hopes of reducing
administrative costs and increasing their efficiency.
Revenues may inevitably play a role in any
serious reduction effort. But, I am opposed to
any modification of the individual or business
rate structure which would have us break the
commitment we made to working Americans
last year in the tax reform bill.
PETE du PONT
I have pledged to the American taxpayers,
and I repeat this pledge here: I will not raise
taxes. I will reduce wasteful and over spending.
The federal government must stop thinking of
our tax dollars as its piggy bank.
I served as the Governor of Delaware for
eight years. Before I took office, the state had
run a deficit in four of the previous five years.
By cutting taxes-not raising them-and controlling unnecessary spending, we in Delaware
balanced the budget eight years in a row.
Through lower taxes and deregulation, we built
a solid record: today, one job in five in Delaware was created during the eight years of my
Administration.
As President, I will insist that able-bodied
people-now on welfare-go to work and become productive, self-respecting workers. This
will lower the deficit. And I will end subsidies
to corporations and wealthy individuals that
continue to cost the taxpayers billions-starting
with the $26 billion in farm subsidies that have
enriched large corporations and hurt consumers
and small farmers.
I will not raise taxes. I will control spending.
And we will balance the budget. We did it in
Q,laware, and with your help, we can stop the
lil'>eral high tax, big spending policies that have
brought us the deficit.
ALEXANDER M. HAIG JR.
The federal budget deficit is the product of
long-term growth in programs and conflicting
theories about how best to raise revenues.
Experiments with supply side economics and
monetarism have reduced federal revenues even
though they have contributed to economic
growth and the reduction of inflation. Today, I
believe the deficit can be brought down gradually and safely through the application of these
principles:
1. No one section of the budget should bear
the main burden of reduction.
2. Every area of expenditure should be scrutinized before undertaking additional revenue
increases.
3. The budget process itself should be reformed, so that no President should be faced
constantly with the choice of shutting down the
government or signing a "budget-buster."
Clearly, these principles will require a constructive partnership between Congress and the
Executive. But that is why we elect them. The
alternative, such as constitutional amendments
to balance the budget or arbitrary "automatic"
cuts across the board are abdication8 of responsibility and will never work if the will to carry
them out is not there.
JACK KEMP
I would rule out a tax increase as a component of deficit reduction. I believe the most
compassionate and progressive way to bring the
budget into balance is to concentrate on a
comprehensive economic policy aimed at reducing unemployment, lowering interest rates,
bolstering trade and exports, and eliminating
corporate welfare. Unlike many in both parties,
I believe that the high interest rate policy of the
Federal Reserve is a main cause of the deficit,
not an undertaxed work force. The U.S. budget
cannot be balanced by unbalancing the budgets
of working men and women; therefore, I reject
tax increases. Our government must be committed to full employment without inflation.
Through strong pro-growth initiatives, the unemployment rate can be reduced-a precondition for a balanced federal budget.
Dramatic steps to move our economy to full
employment without inflation and achieve a
balanced budget must include:
First, stable money to bring down interest
rates and arrest the commodity price deflation
hurting our farmers and manufacturers; lower
interest rates would reduce the cost of servicing
the national debt and help our housing, automobile, manufacturing, farming, and other interest sensitive industries;
Second, stable exchange rates and a reciprocal initiative to eliminate unfair barriers to U.S.
exports;
Third, labor and capital must be liberated
from high tax rates so that American industry
can reindustrialize and workers are given the
incentives and tools to compete;
Fourth, a strong commitment to job training,
trade adjustment assistance, and education-to
bolster investment in both human and physical
capital;
Finally, corporate welfare programs must be
eliminated and strict limits should be placed on
government spending; I favor a line item veto
for the President.
PAT ROBERTSON
The most cruel thing that a government can
do to its workers, its retirees, and its young is
to load on such an insupportable burden of
debt that future opportunities in the American
market place are destroyed either by ruinous
inflation, or financial collapse and depression.
On the other hand government serves well
its working people and the poor by doing its
part to supply paying jobs through a vigorous
and expansionist private sector.
The key to cutting the federal budget deficit
is to eliminate waste and mismanagement. Our
people want government services, but they want
a lean and efficient government.
The Grace Commission pointed out that $433
billion of government savings are possible over
a three-year period. This report has never been
implemented.
The Packard Commission pointed out savings and efficiencies that would be possible in
the Defense Department.
Economist Donald Lambro speaking of "Fat
City," identified $100 billion of waste in the
federal budget.
Cuts should be fair and across the board.
The question is not whether they are possible
with minimum pain, the question is whether
we as a nation have politicians with enough
guts to put the interests of America above their
own.
GEORGE BUSH
Congress is now considering reducing the
budget deficit by raising taxes. This approach
cuts against the grain of common sense. Will
taxing Americans more make us work harder?
Will taxing business more make it invest more?
Arguing that higher taxes will be used to reduce the deficit ignores the record of Congress.
In 1982, the Democratic leadership promised
to cut spending by $3 for every $1 increase in
taxes. That promise remains unfulfilled. Pressures for spending in the Congress suggest that
higher taxes will not reduce the deficit, but finance more wasteful spending.
The challenge of balancing the budget illustrates the need to have a president who can
protect the national interest. Many government
programs are well-intentioned. But these programs must be financed by taxes, which hurt
all Americans, or by borrowing, which future
generations of Americans will have to pay back.
The need to protect the national interest-both
now and in the future-requires a president
who can represent all the people by controlling
spending and keeping taxes down.
Yes, there are cases when government needs
to help. One good example is our Administration's proposal for a new $1 billion program to
retrain dislocated workers and help them get
permanent jobs.
But let us not forget our ultimate goal. Let
us balance the budget, but let us do it without
hurting economic growth and weakening the
security of our nation. Keeping this strategic
goal in mind, the President and I have achieved
the following. 13 million new jobs. Inflation
falling from 12 percent in 1980 to just l percent in 1986. Interest rates dropping from 21.5
percent in 1980 to 7.75 percent now. Our defenses strengthened. In sum I believe we can
ensure that our best days lie ahead by controlling spending and keeping taxes down.
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QUESflON 3
HUMAN NEEDS
What role do you see for governmentsfederal, state and local-in such areas
as: education, training, employment,
health care, housing, equal opportunity,
the environment, and programs for the
elderly? At your first Cabinet meeting,
what instructions would you give to the
heads of departments with responsibilities in these areas?
MICHAEL S. DUKAKIS
Consider the record we built in Massachusetts.
We helped working families, and the elderly,
by balancing our budgets and by cutting taxes
five times in four years. But we also made concern for the most vulnerable members of our society a top priority.
Our employment and training (ET) program
helped welfare families lift themselves out of
poverty and become self-sufficient wage-earning
citizens.
And we helped 30,000 low-income families
find decent, affordable housing.
We were the first to use state funds to supplement the federal nutrition program for women
and infant children.
We quadrupled college scholarship assistance;
and increased funds for public higher education
by a greater percentage than any other state.
We worked hard to provide quality health
and home care for older citizens.
We committed ourselves to battling AIDS,
homelessness, teen pregnancy, adult illiteracy,
drug and alcohol abuse, and the failure to provide child support.
Now the time has come to provide that kind
of leadership from Washington.
That is the message I would deliver during
my first Cabinet meeting.
But I would add that the most important human service program of all is full employment,
and that will be a fundamental goal of the Dukakis Administration.
RICHARD GEPHARDT
Government has one major function, essentially: to protect and defend its citizens. The federal government must act in the national interest, and I would reverse the policies of the past
several years that pit region against region, and
5
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�which divide America. All governments, at every level, should be working together, pulling
together, instead of shucking responsibility off
onto the next guy down the ladder.
Under a Gephardt presidency this country
would see an unprecedented federal commitment to education. That's the key to building
the future of America. We must, and would, do
more to combat adult illiteracy, prevent dropouts, help people train and retrain for better
jobs, and elevate the aspirations and talent of all
our people.
We will never be a secure nation as long as
our citizens are uneducated, ill-housed, illclothed, ill-fed, and unemployed or underemployed. We will make America first again by
making people-human resources-our first
priority. I see an America where all leaders
share that responsibility, but where the federal
government sets the tone and takes the lead. In a
Gephardt Administration, I would expect the
heads of all departments to lead in that new direction.
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ALBERT GORE JR.
Americans want a better deal from government. As President, I will set out to find a job
for every American who wants to work, and
make sure the minimum wage is at a level that
assures everyone gets fair pay. I believe we
should invest in people for a change, by creating
better schools and job training programs. We
should launch a national job bank to match jobseekers with job openings, so that if a person is
out of work, he or she will immediately have a
list of all the opportunities available. We should
widen the doors of equal opportunity we fought
so hard to open in the first place.
America must insist on a cleaner environment, by cleaning up hazardous waste dumps
and demanding clean water and clean air. America must guarantee all citizens the right to shelter
and increase the supply of affordable housing.
We should stand up for social security and give
the elderly access to better, less expensive longterm care. And we must make good health care
available to everyone at a price they can afford.
Finally, we should make it easier for Americans to build strong families, with good schools,
quality child care, and meaningful programs
against crime and drug abuse.
JESSE JACKSON
At my first Cabinet meeting I would instruct
Cabinet and Department heads that our government will assume the appropriate leadership in
these areas to ensure responsible, effective and
efficient performance. We will meet our responsibilities to the nation. My priorities include:
President Reagan proposed cutting education
to $14 billion. I proposed raising education to
$25 billion.
Unemployment during the Reagan Administration has averaged 8.1 percent. I propose a
FULL EMPLOYMENT AND BALANCED
GROWTH ECONOMY as the number one
priority of a Jackson Administration.
I support a national health care system that
provides quality health care for all of our citizens based on need and not solely on money;
and a new national housing effort that would
both shelter our people and help put our people
back to work.
I strongly support affirmative action and
would use the full powers of the Executive
Branch of government to firmly, but fairly, enforce the law.
A major role must be played by the federal
government in cleaning up our environment.
We can clean up our environment, create jobs,
and generate new taxes at the same time.
The measure of the moral character of a nation is how it treats its young, poor and elderly.
PAUL SIMON
Some believe our nation has reached its full
potential. I believe there are areas where government action is needed, and needed badly. I
will not wait until my first Cabinet meeting to
put together a program; I will move immediately after my election. At the first Cabinet meet-
--
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6
ing, we will have a detailed plan to begin implementing.
Quality education must be available to all.
The federal government must provide guidance
and direct assistance where appropriate. We
must raise teacher pay and expand incentives for
attracting and retaining excellent teachers.
We cannot tolerate 7 percent unemployment.
As Franklin Delano Roosevelt did, we need to
put America back to work. We need to expand
private sector jobs, train and retrain young and
old workers, and provide jobs for those who
can't find work.
Housing programs for the poor, the elderly
and those who are handicapped must be revitalized.
The social security system and the Older
Americans Act must remain viable, providing
vital services and support.
There must be access to quality health care
for all. Medicare must be strong. All Americans
must have insurance and be protected from
overwhelming medical expenses that leave them
helpless.
These are the things I stand for.
BRUCE BABBITT
Three major priorities:
1. Children. One American child in four lives
in poverty. That is unacceptable, and I see three
urgent tasks. First, we must extend Medicaid
benefits to every child in poverty-immediately.
Second, we must help make it possible for
working parents to find decent child care. Third,
we must have m~ive improvements in education.
2. Jobs. You create quality jobs with economic growth, and that means giving ordinary
workers a piece of the action. How many times
have.you heard executives push for wage cutsand then reward themselves with bonuses for
their frugality? No American company should
be permitted to deduct an executive bonus as a
business expense unless it offers productivity pay
for all of its employees. I'd say to every American worker: If you make first-rate efforts-if
you pay attention to detail, if you improve the
quality of your product, if you find a better way
to do the job--you'll have first-rate rewards.
3. Environment. We need legislation on acid
rain, groundwater protection, and public lands. I
would tell every polluter: if you poison our water you will go to jail, and your money will be
spent to clean up the mess.
fellow Americans helps all of us. We will need
to tap the full potential and energies of all of our
people if we are to remain a great country into
the next century and beyond.
s
PETE du PONT
The first task for the federal government is
to provide for our national defense. Without a
strong military-second to none-we would
quickly lose all our freedoms. Poland, Afghanistan, Cuba, and Ethiopia are tragic reminders
of wh~t it means to be weaker than the Soviet
Union. ·
America must research, build, and deploy
the Strategic Defense Initiative as soon as possible. Today, we have no defense against Soviet
missiles fired on purpose or by accident. That
is a scandal. Some liberals say we should trust
the Soviets. I say we should place our trust in
the ingenuity, talent, and hard work of the
American people to build a strong defense-the
technology for which will catapult us ahead of
the rest of the world in competitiveness.
Another important task is to get drugs out of
our children's classrooms. The only way we'll
ever guarantee drug-free classrooms is to link
drug use with a driver's license. Now this will
require random drug testing of teenagers in our
schools. But, if we can require vaccinations before kids go to school, we can require drug
testing while they're in school.
Of course, we must provide counseling and
help for young people who need it. But we
have to let them know there are penalties-and
consequences-for drug use. We have to say,
"If you use drugs, you won't drive ... because
you won't have a driver's license."
For a long time, we've gone after drug
pushers. Now it's time to get tough with drug
users too.
Government must provide opportunity-opportunity for welfare recipients to vault out of
poverty, for parents to choose the schools their
children will attend, and for young workers to
save for their own retirement. My campaign
offers specific proposals for changing the policies that keep us from these goals.
JOSEPH R. BIDEN JR.
ALEXANDER M. HAIG JR.
Our primary challenge is to end a decade of
the "got mine, get yours" philosophy, and restore our sense of community and common
concern.
For our young, we must insure that all have
decent health care from birth through adolescence. We must give them the best education
system in the world We must expand drug education and treatment programs. And we must
sponsor new plans to put higher education within the reach of teens from all backgrounds.
We must help adults in need by providing
shelter for the homeless and training and opportunities for the jobless. Government must give
these Americans the help they need so they can
help themselves.
We must insure that our elderly have a retirement with dignity. They should have the
health care they need without spending everything they have worked a lifetime to save.
Our next President must lead the government
in addressing these pressing problems. The record of the past seven years-of neglect and irresponsibility-must be ended.
But the President will have to do more: he
will have to challenge the American people to
work for these same goals in their neighborhoods, schools, union halls, and communities.
He must offer moral leadership and a vision of
social justice. He must remind the people that
our less fortunate citizens are not "them"-they
are a part of ••us."
This is not something we should do just out
of compassion for those less fortunate. Helping
At my first Cabinet meeting, I would say
this: the best government is the least government but that which government does, it must
do well. The American people, after trial and
error, have established a social compact. Our
task is to do well, to respect that compact and
to encourage social progress.
In addition, I would say to the Secretary of
Labor that he must always hear the voice of labor. Other Cabinet officials, such as Commerce,
Treasury and Defense must do so as well.
The American system of federal, state and
local government is intended to give us the
flexibility to deal with problems at the most effective level. Over the past decade, we have
seen a strong revival of state and local capacity
to handle such pressing issues as economic development, job training and welfare. Recent
studies show that state "workfare" proposals
offer more promising results than traditional
federal style approaches in the effort to reduce
welfare rolls.
This new federalism, however, does not relieve Washington of responsibility for matters
that it can handle best. Environmental protection goes beyond state or local capabilities. We
urgently need changes in our health care system, not just to contain costs but to make sure
tliat those costs do not lead to a catastrophe for
the elderly and poor. Ultimately, the federal
government must also take the lead in combatting the plagues of AIDS and drugs, both of
which have an important international dimension.
�While education remains a primary task for
state and local jurisdiction, the federal government can and should help to restore to our
schools a sense of discipline, a respect for humane values and a quest for excellence that are
essential to our future as a democratic society.
It should also assemble, monitor and evaluate
standards of education at the national level. I
welcome the new emphasis on mastering the
fundamentals-reading, writing and arithmetic
-and analytical skills necessary to succeed in
our changing society. Our teachers, the custodians of the future, deserve our encouragement
and reward~ they strive to improve education
especially at the grade and secondary school
levels.
JACK KEMP
The most important thing government can
do for people is to provide the ladder of opportunity upon which all can climb, and a
floor of help to those who can't help themselves or are in temporary need of assistance. I
will instruct my Cabinet to follow policies that
will lead to a growing economy of at least 5
percent per year and that will provide a good
job at a decent wage for everyone who wants
to work. I will work to liberate labor, capital
and working families from high taxes and interest rates, and uphold the traditional family
values upon which our nation was founded.
I will commit my Administration to not only
fighting but winning the war on poverty. I will
mobilize the power of the private sector to
create jobs and opportunity in distressed cities
and rural areas through enterprise zones. My
Administration will give public housing tenants
the chance to become homeowners through urban homesteading legislation. My longstanding
and active support for job training, trade adjustment assistance, magnet schools, and protections for workers in the workplace will remain unchanged. I will commit my Administration to ensuring human and civil rights with
equal opportunity for all. I believe the social
security system is the bedrock of retirement security, and I will uphold its integrity and continue to oppose any effort to reduce benefits to
older Americans.
PAT ROBERTSON
In my own organization we have been involved in feeding, clothing, and housing some
13 million needy Americans. We do it with
one-half of one percent overhead. Ninety-nine
and one-half percent reaches the ultimate recipient. Some government programs use 70 percent for administration with only 30 percent
reaching the recipient.
Welfare must be used to bring people into
dignity and productivity. It should never be
used to create dependency.
The greatest problem area of poverty today
centers around single women with dependent
children. I may be old-fashioned, but it is my
feeling that if a man fathers children, it is his
job, not the government's to care for them. I
also feel that, with the exception of women
with children under the age of six, the concept
should be payment for productive employment-"workfare" not welfare.
For efficiency, and for moral and spiritual
support, government should work in partnership with the private medical agencies to care
for those truly needy among us.
My instructions to my Cabinet would be:
"Under no circumstances can a great and
powerful nation fail to provide adequate care
to its elderly, infirm, and handicapped. We can
no longer tolerate the heart-rending sight of
people sleeping on grates at the heart of our
cities.
"Current welfare legislation must be reformed and improved. We must.be compassionate-but that compassion must be tough and
efficient as ste"V ards of the taxpayers of America."
1
GEORGE BUSH
Americans have never been as well off as
they are today. We've created 13 million new
jobs, cut inflation, and brought interest rates
down. At the same time, we've rebuilt our defenses, while strengthening social security and
preserving the social safety net.
I have always believed that the best social
program is a job. That's why the best way to
meet our social needs is to protect the ability of
our economy to produce new jobs.
We .must k~ep moving forward with policies
that ~Ill provide more opportunity, further the
creatmn of new jobs, and keep inflation and interest rates down. We must not reverse course.
We must not make a U-turn to policies of high
taxes and overspending. Those policies failed
before and they would fail again.
e need to build on our progress and keep
movmg forward. Two major challenges we face
are education and AIDS. Our Administration
has led the crusade to reform American education by bringing back basics and emphasizing
achievement and high standards. SAT scores
are now rising again after almost 20 years of
steady decline. I am convinced that education
holds the key to restoring our competitiveness
in the world market. I would also seek new
ways to improving the ability of middle-class
families to meet the rising costs of college.
As ~or the AIDS crisis, I pledge my total
commitment to a comprehensive national effort
to coi;ribat this disease. As President, I would
coordinate the efforts of health care professionals, educators, clergy, parents, and all concerned Americans to work together to end this
threat to our future.
by communicating with their members
on the issues, and by endorsing candidates whose positions further the best
interests of their membership. What are
your views of organized labor's proper
role in the political process?
DEMOCRATS
W.
BOB DOLE
In defining the role of government I begin
with the belief that people at the gr~ roots
level- neighborhoods, church congregations
rank-and-file union members, and small busi~
ness owners-can usually fashion better ways
to meet the needs of their communities than
can Washington's bureaucracy. At the same
time, as a product of depression-era Kansas and
a World War II vet, I understand that there
are situations when the government needs to
step in and lend a hand. Government at all
leyels has a responsibility toward society's less
~ortunate, though the degree of that responsibility and how it is divided among the federal,
state, a_nd local governments can vary widely
dependmg upon the policy objective.
For example, in an area such as civil rights I
believe the federal government should play' a
strong, primary role. This is why I have supported every major civil rights law and was
proud to play a leadership role in the 1982 extension of the landmark Voting Rights Act. On
the other hand, in areas like employment, I feel
the federal government should be a partner
with state and local governments, as well as labor and business, to expand job opportunities
for America's workforce. Similarly, I believe
that the federal government shares an obligation with s~te and. local governments to help
the economically disadvantaged. This is why I
~a~e suppo.rted the Food Stamp program, Med1ca1d, Medicare, increasing access to legal services, and increasing the availability of health
care for the unemployed.
The central theme in my instructions to all
appointees would be to seek out ways to improve the effectiveness and professionalism in
the administration of programs, and to the extent further belt-tightening is needed to reduce
the deficit, fairness in proposing cuts.
QUESfION 4
THE POLIDCAl
PROCESS
Unions, like many other membership
organizations, have historically played
an active role in the political process by
assisting their members in registering,
RICHARD GEPHARDT
Democratic victories are won with the help of
la~>ar, it's as simple as that, and we can't do
without you. I make no bones about the fact
that I would welcome the endorsement of the
A~erican labor movement. I plan on working
with the labor movement to put their membership on delegate slates across the country. I look
toward the labor movement to take an active
role in organizing our campaign, in recruiting
volunteers, and providing financial contributions.
.1 share the concerns of the working people of
this country-always have, always will. Often
as people reach for the stars they forget their
beginnings, but not Dick Gephardt. I'm never
going to forget the hard work my parents had to
put in to provide me with the opportunities I've
had in_ life. I want that same kind of country for
~y children and yours, a nation that is proud of
Its workers, and where hard work yields fair rewards and opportunity. We're setting out to
make America first again by sticking to our
strongest values: honesty, trust in people, regard
for hard work, and caring about our neighbors.
That's what my campaign is all about.
ALBERT GORE JR.
I~
my experience~ unions have always played
an 1mp.ortant role m shaping national policy.
When important legislation is on the line organized labor always comes through with' tremendous grass-roots support. Time after time
that political involvement saves jobs and make~
the system work.
Organized labor has helped me on every one
of my campaigns with advice, support, and volunteers. I would not be in the Senate were it not
for the hard work of working men and women
in Tennessee.
I have long been a strong supporter of union
participation in the democratic process. Unions
help democracy work the way it was meant
to-by harvesting ideas at the grass-roots level.
Democracy is just as important in the workplace. Economic growth will come when working Americans have more pay and say.
JESSE JACKSON
I support the right and ability of all citizens
an~ _labor to participate fully in the American
poht~cal pr~. have spent all of my adult life
fightmg ~nd nsking my life for that right. No
one has nsk~ more, registered more, politically
educated or mvolved more American citizens in
the political process.
Organized labor is a legitimate interest whose
~ncems ~ust be taken into account by any senous presidential candidate.
The rc:>l~ of presidential leadership is to put
forth a vision of where the country needs to go
how he/ she proposes to get there, allow peopl~
an~ group~ .to see their role in the plan, and inspire all citizens and groups to get involved.
I ~av~ fought alongside organized labor all of
my hfe m our shared commitment to full em~loyment, .li~eable wages, worker safety, collective ba.rgamm¥, health care, housing, equal opportumty, ~ot~n~ rights and other programs of
humane pnontles at home and human rights
abroad.
I sup~rt org~nized labor's right to speak and
~ct on mternahonal labor and human rights
ISSues, and I look forward to continuing our efforts in these important fields.
!
7
�PAUL SIMON
American working people and the American
labor movement have been the driving force behind every major piece of progressive legislation
in the United States in this century.
That includes minimum wage, social security,
Medicare, basic health and safety legislation, civil rights. And on and on.
And, any Democratic candidate for President
who doesn't recognize this progressive and central role of the American labor movement does
not, in my opinion, understand our history either as a party, or as a nation.
In 1984, for example, the members of the
AFL-CI 0 provided the Democratic presidential
candidate with a dramatic 61-39 percent margin . .
The simple fact is that the American labor
movement is often way ahead of the Democratic
Party in recognizing the issues which concern
and move ordinary American working people
and voters. The election of 1984 is a dramatic
demonstration of that.
I see my role in this campaign as the spokesperson of the Roosevelt, Truman, Kennedy
Democratic tradition of fighting for American
working men and women.
I would be proud to carry the banner of the
American labor movement and the Democratic
tradition into the next election.
And, as Harry Truman showed, when we do
that, Democrats win!
-
in Massachusetts have been an important part of
the extraordinary economic success that we enjoy. With the full participation of organized labor, we have reduced unemployment to less
than 4 percent in Massachusetts.
Labor leaders have been essential partners in
a coalition that has won passage of strong plantclosing legislation; a comprehensive right-toknow bill; and sweeping reform of our workers'
compensation system.
Without national leadership from organized
labor, we would never have achieved the kind
of social and economic progress that is reflected
in federal laws governing the minimum wage,
the eight-hour day, civil rights, Medicare and
Head Start.
I have sought support from organized labor
throughout my political career, and I do so now
as a candidate for the presidency.
We need your involvement; we need y9ur
leadership; we need the active participation of
working men -and women and their families in
the 1988 campaign.
And I will need your active participation and
involvement as President of the United States.
REPUBLICANS
BRUCE BABBITT
The American labor movement has always
stood for the protection of those who could not
protect themselves. You have led the way to
many of this century's most important social
welfare advances. As a Democrat, I welcome
the vital contribution that the labor movement
has made to building my party. There is nothing
narrow or selfish in representing the interests of
working men and women and their families,
and I will be proud to stand with the American
labor movement in this presidential campaign.
There will inevitably be issues on which we disagree, but I welcome your participation and I
intend to work hard for your support.
JOSEPH R. BIDEN JR.
Organized labor has always been the bedrock
of progressivity in this nation. But I believe that
1988 will be a watershed election for labor. At
the moment when the standard of living for our
workers is no longer rising, we need strong leadership from labor.
We are seeing many transitions in the economy which will affect workers. We need more
labor protection now, not less, so that the rights
of American workers are not sacrificed in this
transition. For example, many manufacturing
jobs are being lost and are being replaced by
service sector jobs which are not organized. I
believe labor must organize in those new industries in order to protect worker rights.
Over the past six years, business groups have
been waging a war on organized labor-trying
to roll back most of the gains of the past four
decades. The Reagan Administration has tried
to undo the entire structure of labor-management relations in this country. The chairman of
the NLRB bas gone so far as to attack the very
idea of collective bargaining, the most fundamental right of all.
It is time for unions and their members to
fight back. You have a right and duty to play an
active role in politics. You should demand that
basic fairness be done for working people, and
that we get the nation moving again.
I hope that every working man and woman
will get involved in the political process in 1988.
America's unions should do everything they can
to make sure that this happens.
MICHAEL S. DUKAKIS
PAT ROBERTSON
Organized labor has at its disposal vast sums
of money held in trust under a tax free status.
This money comes from the dues of hardworking Americans.
The leaders and members of organized labor
-
JACK KEMP
The proper role of organized labor in the
political process is the same as that of all organizations-to work to promote the best interests of its individual members, of free enterprise, and of our nation. As co-founder and
president of the American Football League's
Players Association, I helped negotiate the first
league-wide pension contract in history. I believe in the sanctity of the contract and the
right to bargain-and I also respect and uphold
individual rights to choose, free of coercion. I
have been fortunate enough to receive the endorsement of many labor unions during my
campaigns for Congress, and I have learned
first-hand that union members vote the candidate, not the political party. The political diversity among American working men and
women and their active involvement in the political process bas been good for labor and good
for our democracy. I welcome the active involvement of labor in the political process on a
bipartisan basis.
I believe that organized labor can and must
play a key role in the American political pro~-
8
ALEXANDER M. HAIG JR.
As Supreme Commander of NATO, I became aware of organized labor's essential international role. In a world often hostile to democracy, American labor leaders have always stood
courageously for the principles of human dignity, individual rights and freedom. Through its
international efforts, the AFL-CIO has written
a unique chapter in the history of human
rights, while making an essential contribution
to the security of the free world.
It is not a question therefore of labor's proper role in the political process. There can be no
democratic political process without a strong
labor role. Every democratic community has a
strong organized labor movement. In countries
not yet free, such as Poland, labor unions are
the leading advocates of a democratic system.
Americans believe that a free people, to be
truly free, must also be educated in their political choices. Democracy is not a spectator sport.
Every participant is a winner. Only those who
fail to participate are the losers. Unions, by assisting their members to understand the issues
and the candidates, help this process.
These dues are not Democratic money or
Republican money, but workers' money.
I feel that unions should have the same
rights and privileges in the political process as
any other non-profit membership organization.
However, never should the leaders of unions
use their power or the union dues for any candidate in a primary or general election. Political
participation is a precious right that should
never be abridged to any American.
GEORGE BUSH
A democracy can only be as strong as its
people. If Americans fail to exercise one of our
most precious rights-the right to vote-the
United States would be a democracy in name
only.
Over the last two centuries, we've had to
struggle, and sometimes even fight, to extend
the right to vote to all Americans, regardless of
race, color, creed, or sex. Now that we have
universal suffrage, we must always protect this
most treasured of rights.
Communist societies allow their subjects the
"right" to vote in theory. Dictators of the leftand the right-ignore what we must never
forget: the vital importance of free people voting freely according to the dictates of their conscience.
Like other organized groups, labor unions
can play an important role in furthering and
strengthening our democracy. By encouraging
members and their families to register and vote,
and by helping to inform them about the issues
and candidates, unions can play a valuable role
in strengthening freedom.
BOB DOLE
As the representatives of nearly 20 million
workers, it is entirely appropriate and desirable
for labor unions to play an active role in the
political process by registering voters and
communicating with union members on issues
critical to their interests.
I think, however, the AFL-CIO's decision to
attempt to become a force only with the Democratic Party in presidential elections is a grave
error that has worked to the detriment of its
members. Union members are a politically diverse group, many of whom are proud to be
members of the Republican Party. In the last
election, 4 7 percent of union households supported the Republican presidential candidate.
Therefore, it is time the AFL-CIO leadership
abandoned its partisan Democratic role and
adopted a more bipartisan approach that better
reflects the views of its members. I would like
to see the AFL-CIO work within the framework of both national political parties to advance the agenda that is critical to its membership.
PETE du .PONT
I would like to thank Lane Kirkland for the
opportunity to share my thoughts with you.
The space here is short, and I hope that as I
travel around this great nation of ours, I will
have the chance to meet and speak with you.
Our Constitution is now 200 years old. It is
the bedrock of our liberties, and it gives us all
the opportunity to take part in our democracy.
Labor unions and other aswciations have an
important role to play in our elections, our
economy, and the quality of our life.
I .do get concerned sometimes when I see
how labor union Political Action Committees
tend to throw their support behind so many
liberal politicians. Many liberal politicians who
receive tens of thousands of dollars from labor
unions-money paid by you-vote for a weak
America. They criticized America when we
liberated the brave people of Grenada. Those
liberal politicians who vote against every defense bill are no friends of patriotic, hard-working Americans. I urge you as members of a labor union to take an active role as an
individual in choosing just what kind of politicians get our dollars.
�
Dublin Core
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Title
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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
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 1987
Description
An account of the resource
HEADLINES
PAY HIKE ON PAR WITH OFFICERS IN NEW CONTRACT
PERSIAN GULF PROBLEMS SHOW NEED FOR MERCHANT FLEET
CDS PAYBACK DECISION NEARS, DUE JULY 15
DOUBTS SLOW KUWAIT REFLAGGING
FLAG OF CONVENIENCE?
NATIONAL MARITIME DAY 1987
GOVERNMENT SHIPBUILDING HELP NEEDED TO SAVE U.S. YARDS, DEFENSE PANEL TOLD
BAKER-WHITELEY OWES $2 MILLION-SIU FIRM WINS $36 MILLION DREDGE PACT
MATE COURSES GEARED TO JOB, NOT JUST TO PASSING EXAMS
ANNUAL P.S.C.A INDUCTION OF OFFICERS AWARDS DIINER
PROFILE: KAWISHIWI’S 3RD MATE
NEW FLEET OILER ADDED
STATE SENATOR SUPPORTS WORKERS
MSC HOSPITAL SHIP ON HUMANITARIAN MISSION
A GOOD (SAFE) SHIPMATE
6-MONTH HILL REPORT CARD SHOWS SOME HOPE FOR MARITIME
AMINISTRATION JUDGMENT QUESTIONED
ANTI-MARITIME BILLS INTRODUCED
VERTERANS STATUS DENIED
TRADE STAND-OFF
COMPREHENSIVE POLICY NEEDED
ADMINISTRATIONS LACK OF VISION
H.R. 3 PASSED
THE CANDIDATES ON THE ISSUES
QUESTION 3 HUMAN NEEDS
QUESTION 4 THE POLITICAL PROCESS
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
6/1/1987
Format
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Newsprint
Type
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Text
Identifier
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Vol. 49, No. 6
1987
Periodicals
Seafarers Log