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Official Publication ol the Seafarers International Union• Atlantic, Gull, Lakes and Inland Waters District• AFL-CIO Vol. so, No. 2 February 1988
DOD Claims U.S. Crews Would Hurt National Security
Kuwaiti Tankers Win Waiver from Crewing Law
What at first seemed like a sweet
victory for the maritime industry turned
into bitter defeat this month when the
Department of Defense asked for, and
was granted, a waiver exempting the
11 reftagged Kuwaiti tankers from U.S.
citizenship crewing requirements.
Maritime unions, Capitol Hill supporters and industry leaders reacted
with outrage and threats of legal action.
"We will explore every legal and
legislative avenue open to us to reverse this arbitrary administration slap
at the intent of Congress," said SIU
President Frank Drozak. (See box)
Rep. Walter B. Jones (D-N.C.),
chairman of the House Merchant Marine and Fisheries Committee, sug-
gested that legal action be taken against
the waiver.
"I am confident that this action by
the administration is unlawful. And, if
I were a merchant seaman ready to
serve aboard a reftagged vessel in the
Persian Gulf, I would certainly sue
and expect to win. I hope that those
who represent merchant seamen who
have been deprived of employment by
this unlawful action will go to court,"
Jones said.
In its waiver request, the Defense
Department outlined no reasons for
the crewing exemptions. It simply cited
national security reasons.
Under the terms of recently passed
legislation requiring American ships to
carry 75 percent unlicensed U.S.
AFL-CIO Maritime Trades Unions
Meet to Set '88 Legislative Goals
BAL HARBOUR, Fla. . . . The
administration's decision to waive
American manning and citizenship
requirements on 11 Kuwaiti tankers
was unanimously condemned by
the Executive Board of the 8.5 million member Maritime Trades Department of the AFL-CIO which
met here Feb. 11-12 to set new
legislative priorities.
MTD President Frank Drozak had
already gone on record as opposing
the Feb. 9th waiver, which was
announced by Defense Secretary
Frank C. Carlucci. Drozak said that
the move would ''do immeasurable
harm to the maritime industry's
continuing effort to meet the national security role that Congress
had established'' for the Americanftag merchant marine. (See story on
this page.)
The Executive Board also reviewed its programs for the remainder of the 1OOth session of Congress, and vowed to make use of
its extensive grassroots political action network of port councils to
make its voice heard in the upcoming primaries and national election.
The Board members analyzed the
success that the MTD had during
the past year in getting transportation removed from the provisions
of the Canada Free Trade Agreement and in enacting H.R. 2598,
the Fishing Vessel Anti-Reftagging
Act.
Special mention was made of the
recent ruling awarding merchant
seamen who sailed during World
War II veterans' status. The MTD
had initiated and led an eight-year
fight to get the Department of Defense to change its opposition to
this long-overdue recognition.
Targetted for action during the
remainder of this session of Congress were the following issues: the
Omnibus Trade Bill, the development of oil reserves in the Arctic
National Wildlife Reserve (ANWR),
preserving the integrity of the Jones
Act, shipbuilding, occupational
safety and health, Social Security,
minimum wage, Medicare, and implementation of recommendations
contained in the Commission on
Merchant Marine and Defense,
which were aimed at reviving this
country's declining sealift capability.
AFL-CIO Secretary-Treasurer
Tom Donahue addressed the meeting and told the Board members
that they had to confront an institutional bias in order to get labor's
message across to the public. Many
people in positions of power in
business, government and the media will never be able to comprehend ''Solidarity ... about the feeling it brings to a trade unionist when
you see a fulfillment of it."
Members of Congress addressed
the meeting, including Sen. Howell
Heflin (D-Ala.), Rep. Don Young
(R-Alaska), Rep. Joe Moakley (DMass.) and Rep. Gerry Sikorski (DMinn.).
crewmen and 100 percent American
officers, waivers may be granted by
the Department of Transportation. But
when DOD requests such a waiver for
"national security" reasons , the waiver
must be granted.
''Time and time again, American
seamen have been called upon to support our national defense requirements. They served honorably and
reliably when called upon.
''To say now that American seamen
on U.S. vessels undermine our national security is simply not supported
by the record," Drozak said.
The reflagged tankers receive American Navy protection in the Persian
Gulf on their runs from Kuwait to
mostly European ports. Iran and Iraq
have been at war in the region for
more than seven years. During that
time planes and small boats from both
countries have attacked shipping in
the Gulf. More than 350 merchant
seamen have been killed in those attacks.
When the reflagging request was
being debated on Capitol Hill, the
representatives of Chesapeake Shipping (the American firm set up by the
Kuwaiti's to handle the ships) said
they would abide by American law
concerning the crewing requirements,
even if it meant using American crews.
At that time the administration
claimed that the ships would only have
to carry an American captain because
of a then-existing loophole in U.S.
maritime law. The SIU and other maritime groups argued that interpretation
was wrong, but to no avail. The tankers were allowed to operate with just
the American captain. Later, U.S.
radio officers were required on board.
In the closing days of the last
congressional session, an amendment
was attached to H.R. 2598, a bill
establishing citizenship requirements
for fishing and fish processing vessels.
The amendment called for citizen crews
on all U.S . vessels. President Reagan
signed it into law Jan. 11.
At the time it was considered a
victory for the merchant marine. But
immediately rumors began that the
Defense Department would ask for a
national security waiver. It had until
Feb. 11 to do so.
While no one in the administration
would comment publicly about a possible waiver, indications were it would
be requested.
In a letter to Secretary of Defense
Frank Carlucci, Drozak strongly urged
that no waiver be asked. He argued
such a waiver would have adverse
impacts on national security.
''The SIU believes such action is
inappropriate and does immeasurable
harm to the industry's continuing effort
to meet the national security role Congress has established for it,'' he said.
Following are excerpts from the letter:
''Waiver implementation by any
government agency would be difficult
to defend inasmuch as American merchant seamen have plied the world's
sealanes with or without naval escort
for 200 years. In war and peace, we
have accepted our role as an integral
part of American national security and
have responded accordingly. One need
only check the nation's military history records to determine the value of
an American merchant fleet manned
by citizen crews. The contributions
American seamen have made over the
years often go unnoticed, indeed decades may pass before the industry's
irreplaceable efforts are recognized
formally. Regrettably, it was only last
month that the Department of Defense
recognized the role American merchant seamen played in World War II,
(Continued on Page 22.)
Ins· e:
WWII Seamen Victorious
Page 3
/LO Measure Passes Senate
Page
NLRB raps McAllister
SHLSS News
s
Page 10
Pages 11-14
�•
res en's
eport
by Frank Drozak
T
HE maritime industry is coping
with some drastic changes.
The NMU has all but closed shop.
The number of deepsea vessels flying
the American flag continues to decline.
Companies are merging their port facilities with their rail and trucking
lines.
The pace of change is expected to
quicken this year. Unions that fail to
adapt can expect to meet the same
fate as the NMU, which was forced
to merge with District 1-MEBA after
U.S. Lines, its largest supplier ofjobs,
filed for bankruptcy.
* * *
Change can be unsettling. Most of
us in the maritime industry have grown
used to a set routine. Yet that routine
is gone forever, a victim of budget
cuts, a worldwide depression in shipping, misguided U.S. trade policies
and far-reaching technological advances.
As your president, I have but one
goal: to promote and protect your job
security. And the best way to do that
is to keep you informed of the facts
so that you can take the necessary
steps to remain employed, keep your
benefits and upgrade your skills.
Understandably, there are a lot of
people in the maritime industry who
don't want things to change. The only
difference between them and me is
that I am responsible for the wellbeing of the 80,000 members of our
International Union. I don't have the
luxury of being a Monday morning
quarterback; if I fail to respond to
changes in the industry, our members
could wind up being stranded on the
beach without jobs.
Any time I find myself refusing to
look reality in the eye, I think of the
3,000 NMU pensioners who have had
their pensions jeopardized by the
bankruptcy of U.S. Lines, or of NMU
members in the engine department
whose jobs may be eliminated so that
District 1 members can remain employed.
* * *
There were a lot of disturbing developments last year. But none bothered me more than the sight of union
leaders not being honest about conditions in the maritime industry.
To give one example: licensed unions
like District 1-MEBA told their mem-
All graduates of the Merchant Marine Academy in Kings Point, N. Y.
receive training in deck and engine.
The Harry Lundeberg school is the
first private maritime training center
to set up multi-department training
programs, which gives our members
a competitive edge in manning.
We have been running a series of
articles in the LOG to explain these
developments. If you have the chance,
take a look at the story in this month's
issue. (See page 5 .)
bers that SMU contracts onboard military ships were "sweetheart" deals.
They failed, however, to tell their
members the following things:
SMU contracts are competitive
with those in the industry.
* The lowest wage rates in the
industry were on Top Gallant, a topto-bottom vessel of District 1-MEBA.
At least one Top Gallant contract
doesn't have any provisions for wage
and pension contributions. They may
be included at some later date, but
they aren't there now.
Both Top Gallant and MEBADistrict I PASS, a top-to-bottom organization, were formed to bypass
unlicensed unions.
Industry experts predicted that
most American-flag companies would
reflag unless there was some reform
of the liner subsidy program.
* One of the reasons that Congress
has failed to enact a liner subsidy
program is that it could not justify high
licensed costs. (Some licensed officers
make as much and more as the Congressman who oversee the subsidy
programs.)
* The licensed officers have a plan
to cut costs: eliminate unlicensed jobs,
especially in the engine department.
The only new work being created
in the maritime industry is n milit ry
support vessels that have been contracted out to the private sector.
* The MSC does not want to give
up any of this work, and is actively
trying to disrupt the industry's efforts
to man military vessels.
Several times last year, the MSC
put vessels out to bid, only to bid on
the work itself.
The worst thing about this disinformation is that it makes it impossible
for anyone to take inventory of what
should be done.
Drastic Changes In Shipping Companies and Maritime Unions.
Who could have ever imagined an
American-flag merchant marine without U.S. Lines, or that the NMU
would cease to exist as a separate
entity? Both both developments have
come to pass.
There are many new players in the
game. APL and Sea-Land are vying
for domination of what is left of the
American-flag liner service. Neither of
these organizations views maritime as
a separate industry, but rather as an
interdependent cog in a larger transportation network.
As for maritime unions, look for
new unions, and merged unions to be
major players in the competition to
sign up new military work. Also look
for more established entities like the
newly merged MEBA 1-NMU and the
year-old Seafarers Maritime Union to
concentrate their efforts in this field.
* * *
* * *
Here, then, is a quick rundown of
what I believe will be the major trends
in the upcoming year. We may not
like them, but it is imperative that we
admit that they exist. Otherwise, we
will be unable to mount an effective
strategy.
There Will Be Changes In Manning
Scales. Many of these changes are
already taking place. A number of
companies have experimented with
all-purpose crews and cross-utilization
of departments.
There Will Be Drastic Changes In Technology And Training.
In order to survive, what's left of
the American-flag merchant marine
will incorporate advanced technology
on new ships. This will mean an increased emphasis on training and education.
Schools like our Seafarers Harry
Lundeberg School are on the cutting
edge of a major educational innovation
in this country. But while most exist-
*
* * *
*
*
*
*
*
Our Shipping Procedures Will Be Overhauled. You can't run a 1988 Cadillac
with a 1938 engine.
Our shipping rules are 50 years old
and entirely out of date. As Vice
President "Red" Campbell announced at the membership meeting,
the SIU is looking to implement some
kind of national system of registration-a national hiring hall, so to speak.
* * *
ing educational facilities are geared
toward training entrants into new job
markets, or for retraining people once
their jobs have relocated overseas,
SHLSS is unique in that we are
trying to save an existing American
industry by encouraging technological
advances through upgrading programs.
In effect, we are in the vanguard
of this nation's maritime trade war
with Japan, Western Europe and the
newly industrialized countries of the
Far East.
* * *
There Will Be Changes In Our National
Government.
This represents a great opportunity
for the maritime industry. Maritime
was on the bottom of this administration's priorities. We now have the
chance to elect someone who is more
sympathetic to our needs.
In addition, many of our efforts to
represent our members have been
hampered by the anti-labor policies of
the present administration. The 1988
presidential and congressional elections give us a chance to turn things
around.
* * *
We Are Not Alone: Maritime is not the
only American industry to confront
these changes, and seamen are not the
only workers to look into new ways
of doing things. Workers all across the
country-in automobile plants, factories and even in high-tech service industries-are facing the same problems that we are facing.
Members of the United Auto Workers Union have agreed to flexible work
rules in exchange for guarantees of
increased job security. This represents
a drastic change in bargaining priorities.
These changes have occurred because the challenges facing American
workers are different. It is no longer
possible to use the same old tactics.
The post-war era was a golden age for
American workers, especially seamen. But it is gone, perhaps forever.
The name of the game today is
survival. Anyone who tells you differently is either lying or is stupid. And
yet, in all areas of change, there are
great possibilities. Ifwe play our cards
correctly, members of this Union have
a chance to improve their working
conditions and job security. But it will
take patience, hard work, and above
all else, solidarity. Anything short of
that just won't work.
Official Publication of the Seafarers International Union of
North America, Atlantic, Gulf, Lakes and Inland Waters District,
AFL..CIO
February 1988
Vol. 50, No. 2
Executive Board
Frank Drozak
President
I
~
Charles Svenson
Editor
Mike Hall
Managing Editor
Max Hall
Deborah Greene
Associate Editor
Associate Editor
Carla Tomaszewski
Contributing Editor
2 I LOG I February 1988
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.
�Vets Win Closes WW II
For Merchant Mariners
A little less than 43 years ago, American merchant seamen could rest a bit
easier. World War II was just over
and the deadly threats from enemy
submarines, aircraft and mines disappeared.
But none of the 250,000 men who
sailed could have guessed that the final
chapter of their war history would not
be written until January 1988. That
was when the Defense Department,
under pressure from a federal judge,
finally awarded the seamen veterans'
status, which had been denied them
for four decades (see January 1988
LOG).
Now the only thing that stands between the surviving seamen (roughly
estimated between 15,000-70,000) and
veterans' benefits are government
forms and paperwork.
But the Jan. 21 decision does not
mean that the WWII-era seamen will
automatically receive a wide range of
benefits, a Veterans Administration
spokesperson told the LOG. Each
benefit is decided on a case-by-case
basis.
Before anyone may apply for veterans' benefits, he must receive a discharge from the branch of the service
for which he sailed (see accompanying
box for details).
All SIU ports have the discharge
request forms available and the forms
are available from the VA. After a
seaman receives his discharge, he may
then be eligible for a variety of VA
benefits.
The possible benefits range from
medical care to pensions to guaranteed
home loans to burial, the VA said.
But eligibility for each benefit is not
automatic. For example, the VA has
what is called a "means test" to determine who qualifies for VA medical
care. It takes into account income,
assets and ability to pay. Some seamen
could qualify for free medical care
while others might be required to make
some payments for the care, the
spokesperson said.
Also, some seamen could qualify
for service-connected or non-serviceconnected disability pensions. But
again, each case must be decided on
its own merits.
Like other organizations, the VA
has no estimate of how many former
seamen might qualify. Nor does it have
an estimate of how long it may take
to determine a person's qualifications
for benefits.
For the most part, reaction to the
decision has been positive throughout
the industry and in the press.
"I'd have to say I was pretty elated,
but I sure didn't think it would take
so long," said Jim McCue who sailed
on SIU ships as a wiper during the
war. He retired in 1969 after becoming
a chief engineer with MEBA-2.
Ironically, McCue said, he and several friends began a short campaign in
1946 to persuade the government to
grant the seamen veterans' status.
"We wrote to the governors of New
York and New Jersey and some senators, but after a few months we sort
of gave up," he said.
McCue, who sailed from 1942 until
the end of the war, said he was one
of the lucky ones. He was never
wounded or had a ship shot out from
under him. But he sailed in convoys
where ships all around were blown
from the water. One time on a Murmansk run, he said about 18 ships in
his convoy were sunk.
SIU Vice President "Red" Campbell is a World War II merchant sailor.
He summed up the feelings of many
of those seamen.
"It's too late and too little," Campbell said.
While he was pleased with the eventual outcome of the fight, he said he
was "definitely angry" that it took so
long.
He was especially critical of some
groups, such as the American Legion,
who opposed veterans' status for merchant seamen.
"We have guys who are more qualified and saw more action than some
of those people who spent the war
guarding a coal pile on Staten Island,''
he said.
''Roughly a quarter of a million
Americans served in the merchant marine between Pearl Harbor and V-J
Day. Some 5,662 of them died-a
higher casualty rate than their counterparts in the Navy. The benefits to
which their status entitles the survivors-including use of veterans' hospitals and burial in national cemeteries-are long overdue," an editorial
in The Journal of Commerce said.
Nationally syndicated columnist
James J. Kilpatrick devoted an entire
column to the merchant marine.
''The merchant seamen who served
so bravely in that conflict finally are
to get the recognition that injustice
has so long denied them," he wrote.
Marad Administrator John Gaughan
said, "We are pleased that, with the
granting of veterans status, the merchant marines' wartime credits are
officially documented.''
"(It) is an extremely and long overdue breakthrough for our heroic seamen . . . It closes a dark chapter in
our military history,'' said Rep. Walter
B. Jones, chairman of the House Merchant Marine and Fisheries Committee.
How to Apply
Before any WW II seamen may apply for veterans' benefits, they must
first obtain discharge papers by filing form DD-2168. Those forms are
available at each SIU port office.
Below is the explanation of the requirements to gain veterans' status
and how to gain an Armed Services Discharge Certificate.
Marad Administrator John Gaughan said, "It would be of definite
assistance in processing their applications if they also send copies of their
U.S. Coast Guard Certificates of Discharge or other evidence indicating
the ships they served on and dates of service between Dec. 7, 1941 and
Aug. 15, 1945."
The Department of Defense suggests,
''Include any supporting documents which support your claim. Supporting material may include, but is not limited to, separation discharge
certificates, mission orders, identification cards, contracts or personnel
action forms, employment record, education certificates, diplomas, pay
vouchers, certificates or awards, casualty information, and any other
supporting evidence of membership and character of service performed.''
The SIU does not have individual shipping records prior to 1950.
Application Instructions for an Armed Forces
Discharge Certificate American
Oceangoing Merchant Marine of WWII
On Jan. 19, 1988, the Secretary of the Air Force, Edward C. Aldridge
Jr., determined that the service of the "American Merchant Marine in
W-Oceangoing Service during the Period of Armed Conflict, Dec. 7, 1941, to
Aug. 15, 1945," shall be considered "active duty" under the provisions of
Public Law 95-202 for the purposes of all laws administered by the Veterans
Administration. Although technically not part of the United States Merchant
Marine, Civil Service crewmembers aboard U.S. Army Transport Service
and Naval Transportation Service vessels in oceangoing service or foreign
waters are also included as parts of this approved group.
To be eligible for Veterans Administration benefits, each member of
the group must meet the following eligibility criteria:
1. Was employed by the War Shipping Administration or Office of
Defense Transportation or their agents as a merchant seaman documented by the U.S. Coast Guard or Department of Commerce (Merchant Mariner's Document/Certificate of Service), or as a civil servant
employed by the U.S. Army Transport Service (later redesignated U.S.
Army Transportation Corps, Water Division) or the Naval Transportation Service; and
2. Served satisfactorily as a crewmember during the period of armed
conflict, December 7, 1941, to August 15, 1945, aboard
(a) merchant vessels in oceangoing, i.e., foreign, intercoastal, or
coastwise service (46 USCA 10301 & 1050 I) and further to include
"near foreign" voyages between the United States and Canada, Mexico,
or the West Indies via ocean routes, or
(b) public vessels in oceangoing service or foreign waters.
Before an individual can receive any Veterans Administration benefits,
the person must first apply for an Armed Forces Discharge Certificate
by filling out a DD Form 2168 and sending it to one of the following
offices:
Merchant Marine:
Commandant (GMVP-1112)
United States Coast Guard
Washington, DC 20593-000 I
Army Transport Service:
Commander
U.S. Army Reserve Components
Personnel & Administrative Center
(PAS-EENC)
9700 Page Boulevard
St. Louis, MO 63132-5200
Naval Transportation Svc:
Naval Military Personnel Command
(NMPC-3)
Navy Department
Washington, DC 20370-5300
SIU Featured on Public TV
An innovative, 12-part television series entitled "Portraits of American
Labor,'' has been produced for distribution in 1988 to public television and
cable TV networks depicting the heritage and contributions of working men
Hosted by Edward Asner, star of
"The Lou Grant Show," the "Mary
Tyler Moore Show," and "The Bronx
Zoo," this new series provides a relevant and timely view of organized
labor in the United States today that
will educate, motivate and inspire both
the millions of union members in the
nation and the general public as well.
The Seafarers International Union
of North America is one of the halfhour programs scheduled.
Forms are available from Veterans Administration offices, Merchant
Marine veterans organizations, and from the offices listed above.
February 1988 I LOG I 3
�Act Now or Pay Later
Defense Report Outlines Steps to Rebuild Fleet
If the United States doesn't start
right now to rebuild its merchant fleet,
drastic and expensive measures will
be needed later.
That's the gist of the recommendations just released by the presidentially-appointed Commission on Merchant Marine and Defense. The
commission's role was to determine
just how the U.S.-flag merchant marine could meet the nation's sealift and
security needs.
The commission's first report outlined the reasons why the merchant
fleet, in its current state, would fall
short in almost any emergency scenario. The main problems it pointed out
were the shrinking number of ships
and manpower and the lack of any
coherent national maritime policy.
The commission calls for seven steps
to rebuild the U.S. fleet to meet defense needs. The recommendations
range from the simple-defining a national maritime policy-to the more
complex-promotional programs ranging from build and charter to subsidy
reform.
The commission warned that if action is not taken soon, the nation could
be faced with the need to impose
stringent commercial cargo preference
laws and direct construction and operating subsidies.
''At one time or another during the
past several years, the SIU has addressed the issues in the commission's
second report. This Union is looking
forward to working with Congress and
the administration to implement these
recommendations that could establish
a well-rounded· maritime program that
will guarantee a merchant fleet and
shipbuilding base big enough to meet
minimal national security needs for
years to come," said SIU President
Frank Drozak.
Drozak pointed out that the recommendations in the report would be
of "minimum cost but maximum benefit." He said he agreed with the
commission's prediction that if action
isn't taken soon, the cost down the
line will be very high.
''Here is a chance to do something
now. The condition of the maritime
industry is no secret. In addition, defense planners and industry experts
have been warning for years that there
are just not enough ships and seamen
to meet any major needs in a conflict,''
Drozak said.
He praised the commission for declaring that the best way to meet
defense needs is through a healthy and
privately-owned merchant marine.
''The sealift component of the national defense effort must be solidly
founded in a privately-owned commercial merchant marine, operating
profitably in the domestic and foreign
commerce of the United States and
capable of carrying a substantial share
of the United States' imports and exports, and in a shipbuilding industry
with adequate ability to construct and
repair the ships required for rapid
expansion of the nation's sealift capability in time of war or national
emergency,'' the commission said.
"The problems of the maritime in-
dustries are complex and pervasive.
The solutions must be multifaceted
and their implementation must be sustained consistently over time, must be
all-encompassing, and must begin with
the imposition of immediate measures.
The nation as a whole should bear a
major portion of the cost of revitalizing
our maritime industries in order to
enable those industries to play their
required part in maintaining our national security,'' the commission said.
"Let there be no doubt that this
nation can no longer view the United
States merchant marine and our maritime industries as 'nice to have'. A
failure to revitalize the industries at
this juncture may be a grave blow to
the nation's security in the future," it
said.
Commission Chairman Jeremiah
Denton said the recommendations are
intended to "make it possible by 1990
to have established favorable trends
in the capacity of our merchant marine
to meet minimum security needs."
eR co mendation
Following are the recommendations made by the Commission on
Defense and the Merchant Marine. These recommendations were taken
from the commission's executive summary of their report.
In its first report, Findings of Fact and Conclusions, dated Sept. 30,
1987, the commission found "clear and growing danger to the national
security in the deteriorating condition of America's maritime industries."
Subsequent developments have done nothing to change that conclusion;
indeed, reactions to the report have underlined the severity and the
urgency of the situation.
In accordance with the mandate given to them in law, in this, their
second report, the commissioners provide recommendations based upon
the study that led to the first report.
The commissioners make seven principal recommendations for legislative action, action by the executive branch, and action by the private
sector:
First, the commissioners recommend that, as the initial step in reversing
the downward trend in the United States maritime industries, the president,
by executive order, state a national policy. The policy should reaffirm the
need of the United States for a strong merchant marine fleet and shipbuilding and ship repair industry, relate that need to national security
and defense requirements, and assign responsibilities to the applicable
federal agencies to take the requested actions.
In their first report, the commissioners concluded that such a policy
statement should include seven points, and they reaffirm that conclusion
as part of the recommendation. For immediate effect, the commissioners
recommend that the president issue a National Security Decision Directive
to direct all federal departments and agencies to take all steps within
their current authority and discretion to preserve and begin the rebuilding
of the United States-flag merchant marine and its supporting United
States shipyard industrial base.
Second, the commissioners recommend that Congress and the administration act decisively and promptly during the second session of the lOOth
Congress to complete ongoing efforts to develop and enact into law a
meaningful Operating Differential Subsidy (ODS) reform package. The
package should ensure more flexible and competitive United States-flag
carrier service, remain within reasonable budgetary constraints, and
function to sustain and expand the contributions of the commercial
merchant marine to the strategic sealift capability of the United States.
The package should allow authority for limited and controlled worldwide
procurement of ships in parallel with implementation of new domestic
commercial shipbuilding programs.
Third, the commissioners recommend the immediate development and
implementation of a "Procure and Charter" program. The program should
be designed to develop preliminary and detail designs for commercially
viable yet militarily useful dry and liquid cargo ships suitable both for
mobilization requirements and for commercial service, should provide
for the construction of prototypes, and should include multi-year construction and procurement of such ships.
4 I LOG I February 1988
The program should, additionally, include changes for laws that currently limit the length of government charters, and should provide for
design and prototypes construction of mobilization ships optimized for
military utility and speed of construction.
The recommendation includes the possible construction of troop transports to be available as mobilization assets and for maritime training;
continuation of improved versions of existing programs of support for
domestic commercial ship construction; tariffreforms to assist the United
States ship repair industry; and efforts to stimulate and promote the
construction of military ships for foreign military sales.
Fourth, the commissioners recommend that the congress and the administration act to create more equitable competitive conditions for the maritime
industries by removing impediments to trade, either through negotiations
or by the imposition of sanctions against foreign countries that discriminate
against the United States, and that the administration incorporate the
interests of United States-flag ship operators in trade negotiations.
Further, the departments of Commerce and Transportation, along with
other government agencies, should develop and implement programs to
encourage United States firms to increase their participation in foreign
trade; the Congress and the departments of Commerce, Transportation,
and Treasury should develop programs to promote greater use of United
States-flag ships by United States firms, including United States owned
subsidiaries located overseas; and the executive .~ranch and Congress
should strengthen and expand existing cargo reservation programs and
legislation to include all government or government-impelled cargo in
order to increase cargo availability for United States-flag ship operators
and to stimulate merchant ship construction in the United States. The
goal of the efforts should be the sustained growth of the percentage of
American foreign commerce carried on United States-flag ships, from
about 4 percent today to at least 8 percent within 10 years.
Fifth, the commissioners recommend that the administration and Congress
support and improve the existing cabotage laws (commonly referred to
collectively as the Jones Act) and resist any attempts either to weaken or
to eliminate them. Simultaneously, the administration and Congress should
develop and implement measures to provide ship operators in the Jones
Act trade with incentives to improve the quality and military utility of
their ships and should, if the potential benefits are found to exceed the
costs, extend the Jones Act to require the use of United States-flag
tankers for any voyage beginning and ending within the United States
200 nautical mile Economic Exclusion Zone in order to preserve that
essentially domestic trade for United States-flag militarily useful tankers
and their United States citizen crews. In addition, the administration and
Congress should retain and enforce the current laws that effectively
prohibit the export of United States produced oil, and studies should be
made of the costs and benefits of extending the Jones Act to the Virgin
Islands and of extending the Jones Act to cover commercial activities.
(Continued on Page 7.)
�Effective Manning Is the Key to a New
Revitalization Of the U.S. Maritime Industry
This is the fourth in a series of
commentaries on the changes that
have taken place in shipboard manning and new concepts in manning
and productivity.
* * *
On Nov. 2-4, 1987, the U.S. Maritime Administration hosted a conference at the Merchant Marine Academy
in Kings Point, N.Y. which was attended by executives of nearly every
major U.S. -flag shipping company, the
Coast Guard and leaders of maritime
labor organizations. The purpose: to
take a frank and open look at the
competitive position of the U .S.-flag
maritime industry, particularly as it
relates to shipboard manning.
The conference was put together by
Cornell University. In its announcement of and invitation to the threeday meeting, MARAD allowed as how
both industry and some maritime unions
have worked out manning innovations, but suggested that further adjustments are needed if the industry
is to be competitive in the world market.
Unfortunately, not all of maritime
labor attended the meeting: it would
have been helpful to have had their
experience and insights expressed. The
discussions were candid and open.
And while none of those who attended
agreed with all of the opinions and
recommendations that were offered,
it was important that all segments of
our industry have an opportunity to
discuss and debate their viewpoints.
"Effective Manning"
One general consensus that emerged
from the conference, though not unanimous, was that competitive manning
is a misleading label, and that the true
focus of the conference should be on
effective manning. And it was argued
right from the beginning by SIU President Frank Drozak that effective manning does not mean smaller crews, but
rather a more flexible and productive
use of existing crews.
All of the conference participants
were aware of the renewed interest,
particularly among the fleets of Norway, Holland and Japan, in general
purpose manning and the cross-utilization of unlicensed crewmembers who
would be responsible for safe navigation at sea as well as underway maintenance and repair work on deck and
in the engineroom. Much of their focus
centered on this concept of general
purpose crews as one of the ways in
which the industry can become more
competitive. In their conclusions,
however, all of those who attended
the conference recognized that labor
costs are only one element of the
picture.
While they concluded that the implementation of general purpose crewing and the use of riding crews could
offer significant economic benefits to
the shipowners by eliminating the need
for expensive shoreside ''bicycle
shops," they recognized two other
significant factors:
• The U .S.-flag maritime industry
is in a unique position in that it has
both commercial and national defense
obligations. This means that to look
only to reducing crew size to reduce
operating costs runs counter to the
national defense requirement for an
adequate seafaring manpower pool.
• Experience has shown that without enlightened government support
in terms of both cargo and subsidy,
U .S.-flag operators will never be able
to compete against either the flag-ofconvenience fleets with their substandard wages and conditions, or
against the heavily state-supported
fleets of other maritime nations.
Following adjournment, the conference established five on-going committees to further explore the issues
raised during the sessions.
Among the five is the Statutory and
Regulatory Committee, chaired by SIU
President Frank Drozak, Exxon Shipping President Frank Iarossi, and U.S.
Coast Guard Rear Admiral John Kime.
It will explore ways to reduce existing
crossover and three-watch restrictions
as they apply to underway vessel
maintenance and repair. This committee will hold its first meeting March 1,
and Drozak has urged all maritime
labor organizations to attend and participate.
The other committees which were
set up are: Effective Use of Existing
Manning, Multi-Unions, Get Cargo,
and the Ship of the Future.
In urging fuller participation in this
dialogue, Drozak said: "In my judgment, all of us in maritime labor must
take a hard and realistic look at the
current state of our ailing industry. In
order to compete in an increasingly
hostile international world market, the
U.S.-flag maritime industry is in need
of responsible and effective governmental assistance. However, we also
need to look at our own manning
practices. One by one, our foreign
competitors are moving toward a dual
purposes shipboard crew to perform
vessel operation and underway maintenance activities. This is what the
committee intends to address: the role
of flexibility in an effective manning
environment.''
Drozak stressed that there are no
hidden agendas, and that there needs
to be full expression of ideas from all
sectors of maritime labor. He said: "I
do not pretend to have all the answers,
nor do I know what the eventual outcome of these meetings will be. I do
feel that on issues which affect manning it is my responsibility to assume
an active role and to seek the comments and suggestions of the leaders
of all unions, licensed and unJicenced. ,, .
* * *
This, then, is the trend. Whether we
like it or not, changes they are 'acoming. We in the SIU have always faced
the hard facts, and made the right
decisions. We have been able to do
this because our membership is informed and united. Another of our
strengths has been that we have always participated in changes within
our industry rather than avoid our
responsibilities. Pretty much we managed to control our destiny, rather
than be the victims of it.
Senate Ratifies ILO Conventions
With the backing of the SIU, the
Senate, for the first time in 35 years,
overwhelming ratified two International Labor Organization (ILO) conventions. Convention No. 147 sets up
minimum worldwide standards for
seafarers, and No. 144 establishes a
tripartite consultation system of labor,
management and government on matters relating to the ILO.
"By ratifying these two conventions, the U.S. sends a clear signal
that it intends to play a central role in
the ILO efforts to raise living and
working standards worldwide," said
Stephen I. Schlossberg, director of the
ILO's Washington branch.
SIU President Frank Drozak praised
the Senate's action. "The ILO is an
important organization and it's gratifying that after so long, the U.S. can
throw its support behind these conventions. The SIU and other unions
have been active in the ILO for years
and now with this, we can say the
U.S. government is too."
U.S. maritime law supersedes the
minimum seafaring standards set up
in No. 147. But enforcement of these
standards could have a beneficial effect on U.S. seafarers by raising
worldwide safety and pay standards
and narrowing the cost gap between
seamen from traditional maritime
countries and those from the underdeveloped nations.
In a statement prepared for the Senate, Drozak said:
''The SIU welcomes ratification of
ILO Convention No. 147 since it constitutes an acceptable, albeit minimal,
international standard for employment
of seafarers on vessels engaged in
maritime transport. The need for an
international instrument on the maintenance of minimum standards on vessels cannot be disputed. Worldwide
cases of abuse and criminal activity
by unscrupulous shipowners who engage seafarers from countries with
subsistence economies at very low
wage rates and few other social advantages are widespread.
"Cost savings achieved by ignoring
standards at sea is a certain formula
for human misery, unreliable crews
and lost ships. Well-trained professionals will not accept such conditions
of employment; that is the reason that
most substandard vessels or vessels
under fly-by-night registries are often
manned by unskilled, poverty stricken
nationals of developing countries for
whom a job at sea appears to represent
a chance for betterment, but which in
fact often represents further impoverishment.
''The close relationship between
safety at sea and conditions of employment cannot be underestimated.
Vessels registered under traditional
maritime flags have lower loss rates
because of higher training standards
and government enforced operating
regulations. The stark contrast be-
tween the limited losses among traditional maritime nations with high
manning and safety standards and acceptable conditions of employment and
the high-loss record of convenience
registries with no crew restrictions and
little or no safety and training enforcement is perhaps the most compelling
reasons for ratification of minimal international standards as found in ILO
Convention 147."
ILO Deputy Director General David
Taylor, ranking American official in
the Geneva-based organization, hailed
the Senate's "historically important"
action while in the country on official
business.
"One cannot stress how crucial it
is for the United States to show the
rest of the world the importance the
nation attaches to international labor
standards," T_a ylor said. "This decisive action by. the Senate underscores
the U.S. commitment to the ILO and
its broad programs for human rights
and progress."
Pensioners
The following SIU members have
retired on pension:
DEEP SEA
Algonac
Gerard A. Doering
Houston
Marion E. Beeching
Jacksonville
Antonio Llanes
Mobile
Jack A. Olsen
New Orleans
Virgil S. Alford, Jr.
New York
Standmore Bell
Benjamin Freeman
Humberto Ortiz
Peter Semyk
Seattle
Pedro Cortez
Peter E. Dolan
SUPPORT
SPAD
February 1988 I LOG I 5
�•
I
e
The W-2's have been mailed and
April 15 may seem a long way away,
but it has a habit of sneaking up. There
have been some changes in the U.S.
tax laws. Here, from the IRS are the
important changes, also an explanation of long-trip tax problems Seafarers may have.
Consult your tax booklet from the
IRS for step-by-step filing instructions.
Important Tax Law
Changes
These changes are a result of the Tax
Reform Act of 1986. They apply to
tax years beginning after 1986, unless
otherwise noted.
Reduced Tax Rates. Most of the rates
have been reduced and the rate structure has been simplified; for 1987 there
are only .five tax rates ranging from
11% to 38.5%.
Increased Exemption Amount. For 1987
the deduction allowed for each exemption is $1,900 (up from $1,080).
Increased Standard Deduction. The
standard deduction (formerly the zero
bracket amount) has increased for most
individuals.
Age 65 or Over or Blind? The additional personal exemption for individuals who are age 65 or over or blind
is no longer allowed. However, if you
were 65 or over or blind and you do
not itemize your deductions on Schedule A (Form 1040), your standard deduction is generally more than that
allowed to other nonitemizers. See
Standard Deduction for Persons Age 65
or Over or Blind for details.
Social Security Numbers of Dependents. If you claim any person age 5 or
over as a dependent, show that person's social security number on your
return. If your dependent does not
have a number, see the instructions
for line 6c.
New Rules for Children and Other
Dependents. If you can be claimed as
a dependent on another person's return (such as your parents' return),
the following rules apply:
• You may have to file a return for
1987 if your gross income is more than
$500. (See Children and Other Dependents for details.)
• You cannot take an exemption for
yourself.
• Your standard deduction may be
limited. (See Standard Deduction for
Children and Other Dependents for
details.)
Increased Earned Income Credit. For
1987 the income limit is $15,432 and
the credit can be as much as $851. See
the instuctions for line 56 for more
details.
Repealed Tax Benefits. The following
benefits are no longer allowed:
• Dividend exclusion.
• Capital gain deduction of 60% for
long-term capital gains.
6 I LOG I February 1988
•
a
• Partial exclusion of unemployment
compensation.
• Deduction for a married couple when
both work (Schedule W (Form 1040)).
• State and local sales tax deduction.
• Charitable contribution deduction
for nonitemizers.
• Income averaging method to figure
your tax (Schedule G (Form 1040)).
• Partial credit for political contributions.
Maximum Tax on Capital Gains-28%.
If you have a net capital gain, your
tax may be less if you can use the
Alternative Tax Computation on
Schedule D (Form 1040) to figure your
tax. See Part IV of Schedule D to see
if you qualify.
Filing Requirements. Generally, the
amount of income you can have before
you are required to file a return has
increased. See Who Must File for the
new income levels.
Tax on Investment Income of Children
Under Age 14. For 1987 children under
age 14 who have more than $1,000 of
investment income (such as taxable
interest or dividends) will generally
pay tax on such income at their parents' tax rate. The children's other
income, if any, will be taxed at their
own tax rate. See Form 8615 under
the line 37 instructions.
Alternative Minimum Tax. The tax rate
has been increased to 21 % and several
tax preference items have been added
or deleted. See the instructions for
line 49 for more details.
Travel, Meal and Entertainment Expenses. Generally, only 80% of your
qualified meal and entertainment expenses may be deducted. Meals do
not qualify unless certain requirements are met. The rules regarding
travel as education, luxury water travel,
convention expenses and tickets for
entertainment have also changed. Get
Publication 463, Travel, Entertainment, and Gift Expenses, for details.
Employee Business Expenses. Generally, your unreimbursed business expenses are allowed only as a miscellaneous itemized deduction on Schedule
A (Form 1040) and only to the extent
they exceed 2% of your adjusted gross
income. Get Publication 463 for details.
Individual Retirement Arrangements
(IRAs). Generally, if you were not
covered by your employer's retirement plan, you may still deduct up to
$2,000 of your IRA contributions but
not more than your earned income.
However, if you were covered by a
Tetirement plan at work, your IRA
deduction may be reduced or eliminated. Nondeductible contributions
may now be made to IRAs. See the
instructions for line 24a and 24b for
details.
Moving Expenses. Moving expenses
are allowed only as an itemized deduction on Schedule A (Form 1040).
Medical and Dental Expenses. You may
deduct medical and deRtal expenses
that are more than 7.5% of your adjusted gross income.
Self-Employed Health Insurance Costs.
If you were self-employed, you may
be able to deduct as an adjustment to
income up to 25% of the amount paid
for health insurance for you, your
spouse, and dependents. See the instructions for line 25 for details.
Tax-Exempt Interest Income. If you
are required to file a return, any taxexempt interest income you received
or exempt-interest dividends you received from a mutual fund or other
regulated investment company must
be listed on your return. See the instructions for line 9 for details.
Interest Expense• Home mortgage interest on your
residence is generally fully deductible.
However, interest on a mortgage taken
out after August 16, 1986, may not be
fully deductible. See the Schedule A
instructions for lines 9a and 9b for
details.
• For 1987 only 65% of personal interest (such as interest on car loans
and credit card balances for personal
expenses) is deductible.
• Investment interest (such as interest
on a loan used to buy stock) is generally deductible to the extent it does
not exceed your net investment income.
A major tax beef by seamen is
that normally taxes are not withheld
on earnings in the year they earned
the money, but in the year the
payoff took place.
For example, a seaman who signed
on for a five-month trip in September 1986, paying off in January
1987, would have all the five months'
earnings appear on his 1987 W-2
even though his actual 1987 earnings might be less than those in
1986.
There are ways to minimize the
impacts of this situation. For example, while on the ship in 1986,
the Seafarer undoubtedly took draws
and may have sent allotments home.
These can be reported as 1986 income.
Unfortunately, this raises another complication. The seaman who
reports these earnings in 1986 will
not have a W-2 (withholding statement) covering them. He will have
to list all allotments, draws and
slops on the tax return and explain
why he doesn't have a W-2 for
them. Furthermore, since no tax
will have been withheld on these
Personals
For more details, see the Schedule
A instructions for lines 9a through 13
Allocation of Interest Expense. Whether
your interest expense is subject to the
new limits that apply to personal and
investment interest depends on how
and when the loan proceeds were used.
Special rules apply in determining the
type of interest paid on loan proceeds
deposited in a personal account (such
as a checking account). For more details, get Publication 545, Interest Expense.
Other Changes. The rules regarding
the following items have also changed:
• Depreciation and section t 79 deduction (get Publication 534, Depreciation).
• Office in the home (get Publication
587, Business Use of Your Home).
• Tax treatment of scholarships (get
Publication 520, Scholarships and Fellowships).
Additional Information. If you want
more information about these and other
tax law changes, get Publication 553,
Highlights of 1987 Tax changes, or
Publication 920, Explanation of the
Tax Reform Act of 1986 for individuals.
earnings in 1986, he will have to
pay the full tax on them with his
return, at 11 percent or upwards,
depending on his tax bracket. The
earnings will show up on his 1987
W-2. The seaman then, on his 1987
return would have to explain that
he had reported some of his earnings in 1986 and paid taxes on them.
He would get a tax refund accordingly.
In essence, the seaman would
pay taxes twice on the same income
and get a refund a year later. While
this will save the seaman some tax
money in the long run, it means he
is out-of-pocket on some of his
earnings for a full year until he gets
the refund . .
Ths procedure would also undoubtedly cause Internal Revenue
to examine his returns, since the
income reported would not coincide
with his W-2 forms.
That raises the question, is this
procedure justified? It is justified
only if a seaman had very little
income in one year and very considerable income the next. Otherwise the tax saving is minor and
probably not worth the headache.
PRESERVE UNION BENEFITS
Al Stewart
Please pick up your gear in Las
Vegas.
-Mike Klepies
Steven Cornwell
Please get in touch with Samuel
and Gloria Moore. Very important.
(301) 843-8325.
KEEP ON BUYING AMERICAN
\
�Cheaper by the Dozen-Sea-Land Buys Econships
Seafarers will crew the world's largest containerships starting next month
if Sea-Land's proposal for the 12 former U.S. Lines Econships meets government approval.
Sea-Land bought the 12 giant vessels earlier this month. They had been
idle since U.S. Lines declared bankruptcy in 1986. Reports are that the
company paid about $13-14 million
per ship. The Korean-built containerships originally cost about $47 million each.
An unusual aspect of the deal is the
chartering agreements Sea-Land en-
tered into with two foreign-flag companies, the British Trans-Freight Lines
(TFL) and the Dutch Nedlloyd Lines.
In addition to chartering space on each
ship, TFL will time-charter three ships
and Nedlloyd two. But Sea-Land will
own and manage the five time-chartered ships and each will fly the U.S.
flag and carry U.S. crews.
The new ships, which will be called
Atlantic class vessels, will operate on
three routes--between American North
Atlantic ports and the United Kingdom and Northern Europe; between
the U.S. East Coast and the Mediter-
Coast Guard Budget Cuts
Could Have Safety Impact
Ship traffic in New York Harbor,
Valdez, Alaska and New Orleans is
going to become a little trickier in
April. That's when the Coast Guard,
faced with a $100 million budget cut,
will close its Vessel Traffic Service in
those ports.
In addition to those closings, the
Coast Guard will be forced to close
nine search and rescue stations, cancel
all routine search and rescue patrols
and curtail its drug interception program by 50 percent. Fourteen marine
safety offices will be shut down and
eight others will face reductions. More
than 1,000 people will lose their jobs
by September.
There is a move afoot in Washington
to restore some of the money to the
service's budget, but it has met some
opposition.
The curtailment of the drug smuggling interceptions has caused a stir.
Routine Coast Guard patrols accounted for about 90 percent of the
arrests the service made for smuggling. Those arrests accounted for the
seizure of more than half all the cocaine seized last year.
The effect on New York Harbor
traffic could be large. Currently the
Coast Guard monitors about 700 vessel movements a day by radar, radio
and television in the busy port. If the
Vessel Traffic Service is closed, all
merchant ships, tugs and ~erries will
(Continued from Page 4.)
conducted within the 200 nautical mile Economic Exclusion Zone.
Sixth, the commissioners recommend that the Department of Defense, in
conjunction with the Federal Maritime Commission and the Maritime
Administration, change the method for solicitation for procurement of
ocean transportation services to a stable rate system based on the established
tariff rates use for commercial shippers. The commissioners also recommend that the Department of Defense and the Department of the Navy
review all policies, instructions, and take appropriate actions to correct
and balance the effects of the implementation of programs to the maximum
extent allowed by law.
Seventh, the commissioners recommend that the federal government
initiate and spearhead a joint public and private effort to improve business
efficiency by elimination of unnecessary rules and regulations, by identification of areas for improvement of efficiency and productivity, by advancing
intermodalism, and through development and interchange of ideas. That
effort should take the form of the creation of ''Task Forces'' on American
Maritime Efficiency, on American Shipyard Efficiency, and on Intermodal
Transportation Policy and Development. The commissioners also recommend the encouragement of cooperative and shared research and
development funding efforts between the maritime industries and government, and the establishment of a Department of Transportation
sponsored program for industry interaction and industry and government
consultation.
In addition, the commissioners believe that efforts must be continued
to define and validate the requirements for strategic and economic support
sealift, and to specify the resources existing or needed to meet the
requirement. To that end, the commissioners have stated several specific
areas for examination by the Department of Defense and the Department
of Transportation.
Finally, regarding possible future recommendations, the commissioners
underscore the alarming deterioration in the maritime industries and
emphasize the need for immediate action. If sufficient progress cannot be
made by both industry and government, there may be no alternative to
more drastic and less efficient measures, including the imposition of cargo
reservation measures on commercial cargoes. The commissioners reaffirm
their belief that the sealift component of the national defense effort must
be solidly founded in a privately owned commercial merchant marine
operating profitability in the domestic and foreign commerce of the United
States, and in a shipbuilding industry with adequate ability to construct
and repair the ships required for rapid expansion of the nation's sealift
capability in time of war or national emergency.
ranean and between U.S. Gulf and
South Atlantic Ports and the Mediterranean.
Sea-Land is expected to transfer its
D-9s to the company's Pacific routes
and move other ships in its fleet around.
There is also indication the older C4s may be laid up.
SIU President Frank Drozak said
Sea-Land's purchase of the ships would
not increase the total number of jobs
with Sea-Land but could improve job
security by strengthening the company's economic position.
The company plans to modify each
ship to increase its speed from 16 to
19 knots. One of the criticisms of the
ships when U.S. Lines operated them
was the slowness of the vessels. Also,
the ships will be modified to carry
more 20-foot containers and reefer
boxes. Built originally to carry 4,200
TEUs, the three carriers have agreed
to limit the ships' capacity to 3,400
TEUs.
The Federal Maritime Commission
must approve the plans for the chartering agreements, and indications are
the commission will do so.
WWI I Historian Seeks Help
Captain Arthur R. Moore, World War II Merchant Marine historian,
is looking for survivors of the following ships in an attempt to find out
more details of their loss. He would especially like to find the names of
the four or five men lost when the Cassimir went down.
MS Oregon, sunk in collision with USS New Mexico (17 men lost off
Oregon) on Dec . 10, 1941.
MS Cassimir, sunk in collision with Grace Line SS Lara on Feb. 26,
1942.
SS Dixie Sword, sunk in a gale on Nantucket Shoals on Feb. 12, 1942.
SS Brazos , sunk in collision with HMS Archer on Jan. 13, 1942.
SS San Jose, sunk in collision with SS Santa Elisa on Jan. 17, 1942.
Capt. Moore can be reached at: Rt. #1, Box 210, Hallowell, Maine
04347.
have to rely on each other to avoid
mishaps.
The Coast Guard said that normally
about two-thirds of the ships keep in
touch with the voluntary tracking service each day. In b d weather almost
all ships use the service.
The Coast Guard also plans to decommission two ice breakers, close
the Chicago Air Station and phase out
its Curtis Bay Yard near Baltimore,
Md.
Burial at Sea
Foote, MC&S Stalwart Dies
The crew of the SS Galveston (SeaLand Service) assembled on the fantail
Oct. 1, 1987 to bid farewell to an old
shipmate, George Laurence Foote.
Foote, 76, died Sept. 6, 1987 in Portland, Ore. Before his retirement, the
former Marine Cooks and Stewards
Union official was a patrolman in the
port of San Francisco and a port agent
in Portland. He sailed in the steward
department in all capacities-on passenger and cargo liners alike.
The entry in the Galveston's log for
Oct. I reads: On this day at 1527 while
at latitude 49°-20'N and longitude 126°52'W, the SS Galveston was stopped
to lay to rest at sea the remains of an
old shipmate, George Laurence Foote,
in 74 fathoms of water. The crew was
mustered on the fantail for final words
of farewell. rhree long blasts were
sounded on the ship's whistle.
The service at sea was arranged by
his son-in-law, Chief Mate C. Tinsley.
Foote is survived by his wife, Genevieve K. Foote.
Former Marine Cooks & Stewards patrolman and port agent George Laurence Foote was
buried at sea by the crew of the Sea-La.nd Galveston.
February 1988 I LOG I 7
�Area Vice Presidents' Report
Great Lakes
by V.P. Mike Sacco
T
HE Great Lakes maritime industry has all but come to a standstill
with the onset of winter. Many Great
Lakes seamen use this time to upgrade; I use it to take inventory.
All in all, it was a good year for
maritime up here. The Great Lakes
Task Force, led by Mel Pelfry of
District 2, was in the forefront in the
fight to get transportation excluded
from the provisions of the Canada Free
Trade Agreement. Had we not been
successful, the future of the entire
U .S.-flag fleet would have been jeopardized.
Activity on the Lakes was up slightly
from last year. In addition, the heads
of the port facilities in this region made
great progress in marketing the Great
Lakes maritime industry.
Few people outside the region understand how central the maritime industry in this region is to this country's
economic and security interests. Industry in the Great Lakes has been
traditionally recognized as ''The Arsenal of Democracy.'' American ships
and American seamen make that arsenal readily transferable .o verseas.
The economic well-being of the Midwest is tied to its maritime industry,
and vice versa. One of the unresolved
issues facing the industry is the deterioration of the St. Lawrence Seaway.
If the Great Lakes maritime industry
is to reach its full potential, then the
Seaway must be renovated.
One of the big issues facing shippers
in this region is user fees. We continue
to oppose the imposition of any additional fees, especially since shippers
here have to pay for the upkeep of the
St. Lawrence Seaway.
The dredging industry received a
boost in the arm from enactment of
the Port Development Act. Yet the
shipbuilding industry has continued to
deteriorate at an alarming rate. Unfortunately, it does not receive an
equitable share of the Department of
Defense shipbuilding dollars. Only 3
percent of the Navy's construction
budget is spent here.
One of the most satisfying developments of the past year was the
ability of American and Canadian seamen to work together on issues of
importance. The SIU of Canada played
an instrumental role in our success on
the Canadian Free Trade issue, and a
growing number of their members are
using our training facilities in Piney
Point to upgrade their skills.
The issues facing seamen today travel
across international boundaries; the
movement toward flag-of-convenience
registries in developed countries makes
it imperative that we continue to forge
strong ties with our counterparts
abroad.
8 I LOG I February 1988
{;;;..
East Coast
by V.P. Leon Hall
S
IUNA Vice-President Jack Caffey
has been appointed to the six-man
executive board of the New York State
Federation of the AFL-CIO. This gives
the SIU a strong voice in formulating
grassroots policy.
The group is busy preparing for the
upcoming presidential election. In addition, it takes a stand on local issues,
many of which are important to our
members.
Right now the committee is studying
the problems facing retired workers in
the region. They are looking into such
complex issues as housing and health
care.
These are important issues to many
of our pensioners in the area. No one
can walk into the Brooklyn hall without seeing the familiar faces of George
Alexander and Joe Powers, retired
SIU members who played an important role in many of this Union's early
beefs.
Our retired members are quite proud
of the decision to grant veterans status
to seamen who served in World War
II. The fact that the federal government dragged its heels for 43 years
does not diminish the honor. Vietnam
veterans did not need a memorial to
validate their patriotism; correspondingly, with or without recognition from
the Department of Defense, merchant
seamen who served in World War II
would have been heroes.
Still, the honor is welcome and long
overdue. Columnist James Kilpatrick
said it best when he wrote , "merchant
seamen wrote a valiant chapter in the
history of warfare at sea ... most of
them will get only a flag and a headstone in a military cemetery ... (but)
at last they are to be counted as
veterans."
Government Services
by V. P. Buck Mercer
T
HE OMB Circular A-76 Program,
the process by which private
steamship companies can bid on the
right to operate MSC ships, has had a
drastic, adverse effect on the Military
Sealift Command. So much so that in
their determination to stay in the bid
war against private operators, MSC
has come up with a Management Efficiency Study of Cable Operations
Ships that calls for (1) crew reductions,
(2) licensed officers doing unlicensed
crews work, (3) cafeteria-style feeding, (4) change in working hours and
(5) elimination of most overtime, as
well as other recommendations that if
put into practice would change the
entire concept of the working order of
the maritime industry.
Throughout their efficiency study,
MSC refers to changes that have been
accomplished in the commercial industry. However, MSC failed to mention that changes in the commercial
maritime industry came about because
of new mechanized equipment and
through negotiations-and were agreed
to by the companies and the unions
involved.
The same can be said of shipboard
maintenance where their study has
knocked out maintenance billets and
expects licensed officers to do the
work that rightfully belongs to unlicensed personnel.
Cafeteria-style mess facilities that
have been recommended and put into
practice by MSC are in evidence on
the USNS Albert J. Myer. We have
reports that sanitation aboard that ship
has been forgotten and that when the
vessel left the shipyard, the salad bar
was left on the dock. The USNS Neptune, which has yet to go to the shipyard for cafeteria modifications, is
feeding cafeteria-style with crewmembers trepsing through the galley in
order to pick up their food.
By using the cafeteria-style concept,
MSC figures to reduce steward department personnel as well as eliminate most overtime payments to remaining stewards. Here again, while
commercial steamship companies did
reduce steward personnel by virtue of
cafeteria-style feeding, overtime payments increased considerably.
Their recommendations also included reductions in deck and engine
officer personnel as well as the unlicensed crew, while requiring watch
personnel, officers and crew to perform work while on watch.
The smart boys who sit in their ivory
towers in Washington D.C. and do
these efficiency studies and make their
recommendations probably have never
been in a cable tanker pulling 21-quad
cable for a watch. These highly-paid
efficiency experts use the old meat-ax
approach in their recommendations in
an attempt to reduce overhead costs
of about 2 million dollars per year, all
at the expense of their marine personnel.
If, indeed, all these recommendations were put into practice, just how
long does MSC think their manpower
pool would remain loyal to MSC? If
MSC deserts their marine personnel,
it follows that their marine personnel
will leave MSC.
Gulf Coast
by V.P. Joe Sacco
T
HE most striking thing about the
1988 presidential election is that
the 13 declared candidates have agreed
on only one thing: education.
Every single expert agrees that the
United States can remain competitive
in international markets only by improving the quality of its educational
facilities. I have studied most proposals in this area and have found
them lacking.
Almost all the studies deal with
traditional educational facilities. Yet
the question remains, how do you save
beleaguered American industries by
improving the quality of education?
What is the correlation?
Most existing schools are geared to
train students before they enter the
marketplace, or to retrain them after
an industry relocates overseas. Very
few focus their attention on improving
the skills of their students so that an
American industry can remain competitive.
That is why I believe that schools
such as the Harry Lundeberg School
represent the next stage in the development of American education. Our
mission is unique: to train our workers
so that they can enable an American
industry to survive.
Progress has been slow but steady.
It is hard to believe, but 20 years ago
the Harry Lundeberg School was
nothing more than a series of empty
barracks. The officials of this Union
built the school the hard way, with
their own hands.
I spent months dredging the channels of the St. George's River so that
sophisticated maritime training facilities could be anchored at the school.
Each pier was nailed one board at a
time; and the same was true of the
curriculum.
Today, we have a school which
boasts some of the finest maritime
facilities in the country. The Army
and Navy come to Piney Point to make
use of the Haaglund Crane. Our simulator is the most advanced you can
train on.
We have some of the finest instructors in the world. An upgrader who
takes Refrigeration with Eric Malzkuhm is receiving an education second
to none.
Still, it is the responsibility of every
upgrader to make the school work for
him. It is up to you to define your
goals; to understand conditions in the
industry so that you can adequately
prepare for them. No one else will do
it for you.
In order to protect their job security,
seamen today have to be able to operate in both the deck and engine
departments. Cross-utilization is a fact
of life. So are computers and sophis(Continued on Page 19.)
�profiles
In its monthly series of interviews and reports, "PROFILES" will
highlight key government officials instrumental in shaping national
and maritime policy.
Rep. Joseph E.
Brennan
Rep. Thomas C.
Sawyer
W
T
ITH the exception of one area,
all of Maine's most populous
and Democratic counties lie in the 1st
District-including Portland, Maine's
largest city, and Augusta, the state
capital.
Representing this district in the 1OOth
Congress is Joseph E. Brennan (DMaine), born and raised in Portland.
Brennan served two years in the U.S.
Army and then graduated from Boston
College with a degree in economics.
He returned to Maine to receive his
law degree from the University of
Maine Law School in 1963.
Brennan started his political career
in 1964, serving three terms in the
Maine House of Representatives. He
left the legislature in 1970 for two years
after winning the election as district
attorney for Cumberland County and
then returned to the legislature, serving one term in the Maine Senate.
Following two years as the state's
attorney general, Brennan was elected
governor of Maine, serving two, fouryear terms. In his 1982 re-election,
Brennan became the first Democrat
since the Civil War to win every Maine
county in a gubernatorial election.
As governor, Brennan served three
terms on the National Governors' Association Executive Committee. He
also served as 1982 chairman of the
New England Governors' Conference
and co-chairman of the New England
Governors-Eastern Canadian Premiers. He began his second term by
pushing successfully for partial repeal
of a tax indexing initiative and in 1984
won passage of an expensive educational package. One issue in the legislature at that time was worker com-
Rep. Joseph Brennan
pensation. While there was widespread
agreement among state officials that
the cost of the program had to be
reduced if Maine were to remain an
attractive site for business, there was
a split among the Democrats on how
to proceed-and Gov. Brennan riled
organized labor at that time by advocating a series of changes that limited
worker benefits.
In his first term as congressman
from Maine, Brennan was named deputy Whip for the House Democrats
and was appointed to the House Armed
Services Committee. He also serves
on the Merchant Marine and Fisheries
Committee and is one of 83 members
of the Congressional Maritime Caucus
(established in 1984 by House Merchant Marine and Fisheries Chairman
Walter B. Jones, to recruit congressional members and to educate both
members and staff about the plight of
the U.S. Merchant Marine). Last summer at the Maine Fishermen's Wives
Annual Blessing of the Fleet, Brennan
said, "A fisherman's work is hard,
dangerous, and incredibly important
to our economy and our way of life in
Maine. I want to listen to your concerns and do what I can to help the
fishing industry in my new role as a
member of the House Merchant Marine and Fisheries Committee.''
SUMMARY ANNUAL REPORT FOR GREAT LAKES
TUG AND DREDGE PENSION FUND
HE rubber capital of the worldthat's the 14th district of Ohio.
For located within the district's confines are the corporate headquarters
of the Goodyear, Goodrich, Firestone
and General Tire companies, as well
as major trucking firms and defense
contractors.
And representing the 14th districtone of the most democratic districts
in the state-is Thomas C. Sawyer (DOhio), a lifelong resident of Akron.
Sawyer received a B .A. and M.A.
degree from the University of Akron.
After graduation, he taught in the public school system and later served as
an administrator at a state school for
delinquent boys.
In 1976 he ran successfully for the
Ohio House of Representatives. As
chairman of the House Education
Committee, Sawyer provided leadership in Ohio's educational policies and
represented the House on the Board
of Regents for the governance of higher
education. He distinguished himself
with a record of achievement in economic development, health and human
services, public utility reform, tax reform, statewide budgeting and civil
service law.
With a good record behind him,
Sawyer was elected mayor of Akron.
Under his administration, the city improved budget practices, boosted the
delivery of police, water, sewer, health,
highway and other municipal services,
and was the only major city in Ohio
not to ask for a tax hike during his
term of office. (In fact, under the
Sawyer administration, property taxes
in the city of Akron were actually
lowered.)
Rep. Thomas Sawyer
In January 1986, Sawyer announced
his candidacy for the 14th congressional district seat being vacated by
retiring Congressman John Seiberling.
In his first countywide race, Sawyer
won the Democratic party's nomination with more than 49 percent of the
vote in a tough eight-way primary
contest-and then won the general
election with 54 percent over a popular
two-term county prosecutor.
Upon his election to the U.S. House
of Representatives, Sawyer was named
to the Committees on Education and
Labor, Government Operations, and
the Select Committee on Children,
Youth and Families. He also was
elected a member of the Executive
Committee of the powerful Democratic Study Group, the oldest legislative support organization in Congress.
Among the pieces of legislation
sponsored or co-sponsored by Rep.
Sawyer is H.R. 1958, which he introduced last spring. H.R. 1958, the Critical Skills Improvement Act of 1987,
would allocate $400 million to math
and science education in our high
schools. It passed the House by a vote
of 401 to 1 and was the first major
piece of legislation sponsored by a
freshman member to be passed by the
lOOth Congress.
it funded in accordance with the minimum funding standards of ERISA.
YOUR RIGHTS TO ADDITIONAL INFORMATION
You have the right to receive a copy of the full annual report, or any part thereof, on
request. The items listed below are included in that report:
This is a summary of the annual report of the Great Lakes Tug and Dredge Pension
Fund EIN 13-1953878 for the year ended Dec. 31, 1986. The annual report has been
filed with the Internal Revenue Service, as required under the Employee Retirement
Income Security Act of 1974 (ERISA).
BASIC FINANCIAL STATEMENT
Benefits under the plan are provided by the Trust.
Plan expenses were $567 ,341. These expenses included $135 ,033 in administrative
expenses and $432,308 in benefits paid to participants and beneficiaries. A total of 527
persons were participants in or beneficiaries of the plan at the end of the plan year,
although not all of these persons had yet earned the right to receive benefits.
The value of plan assets, after subtracting liabilities of the plan, was $11,843,247 as of
December 3 I, I 986, compared to $10,540,242 as of January I, I 986.
During the plan year the plan experienced an increase in its net assets of $1,303,005.
This increase included unrealized appreciation in the value of pfan assets; that is, the
difference between the value of plan assets at the end of the year and the price the
plan originally paid for those assets. The plan had total income of $1,748,997, including
employer contributions of $232, 138, employer contributions of $83 ,055, gains of $652,082
from the sale of assets, and earnings from investments of $781,722.
MINIMUM FUNDING STANDARDS
An actuary's statement shows that enough money was contributed to the plan to keep
1.
2.
3.
4.
An Accountant's reports
Assets held for investment
Transactions in excess of 3 percent of plan assets
Actuarial information regarding the funding of the Plan.
To obtain a copy of the full annual report, or any part thereof, write or call the office
of Mr. Leo Bonser, who is the Plan Administrator, 5201 Auth Way, Camp Springs,
MD 20746 (301) 899-0675.
The charge to cover copying costs will be $1.80 for the full annual report, or $.10 per
page for any part thereof.
You also have the right to receive from the plan administrator, on request and at no
charge, a statement of the assets and liabilities of the plan and accompanying notes,
or a statement of income and expenses of the plan and accompanying notes, or both.
If you request a copy of the full annual report from the plan administrator, these two
statements and accompanying notes will be included as part of that report. The charge
to cover copying costs given above does not include a charge for the copying of these
portions of the report because these portions are furnished without charge.
You also have the legally protected right to examine the annual report at the main
office of the plan at 5201 Auth Way, Camp Springs, MD 20746 and at the U. S.
Department of Labor in Washington, D. C., or to obtain a copy from the U. S.
Department of Labor upon payment of copying costs. Requests to the Department
should be addressed to: Public Disclo ure Room, N4677, Pension and Welfare Benefit
Programs, Department of Labor, 200 Constitution Ave., N.W., Washington, D.C.
20216.
February 1988 I LOG I 9
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NLRB Charges McAllister
With Unfair Labor Practice
SIU boatmen who have been on
strike against McAllister Brothers
Towing operations in three ports are
a step closer to winning that fight. The
National Labor Relations Board has
issued unfair labor practice charges
against the company for the way it
bargained before a strike began last
October.
The NLRB upheld the Union• s
charges that McAllister, which employed about 150 tug crewmen in Baltimore, Norfolk and Philadelphia, refused to provide the financial information needed by the Union so it
could conduct its bargaining with the
company.
The company, which operates as
McAllister Brothers in Norfolk and
Philadelphia and as Baker-Whiteley in
Baltimore, claimed during the negotiations that its financial problems were
forcing it to demand large concessions
from the Union.
Louis D'Amico, NLRB regional director in Baltimore, said the board's
investigation into the SIU' s charges
showed the company had failed to
provide the Union with ''the information needed to bargain intelligently
in light of the position taken by the
company."
The complaint issued by the NLRB
also said the strike ''was caused by
and/or prolonged by the unfair labor
practices."
"This is a big victory for us," said
SIU President Frank Drozak. "The
NLRB went through an entire investigation and found enough evidence to
issue a complaint.''
The next step in the process will be
a June 20 trial in front of an administrative law judge. If the judge upholds
the complaint, McAllister could be
forced to take back all the striking
workers and award back pay.
Pensioners
The following Inland members have
retired on pension:
Baltimore
Jerome J. Lukowski
Joseph E. Mazurek
Houston
James W. Carroll Jr.
Jacksonville
Robert C. Teabout
New Orleans
Stanley Guidry
Norfolk
Myron T. Lupton
Francis P. O'Connell
Carroll L. Smith
Binford L. Snead
Philadelphia
George W. Wothers
10 I LOG I February 1988
When the strike began, McAllister
replaced the SIU crews with scabs in
all three ports. Currently the strike
against McAllister continues in all three
ports.
This is the second time in recent
years McAllister has run afoul of the
NLRB for unfair labor practices. In
1984, 26 Baker-Whiteley crewmen in
Baltimore were fired after the company was sold to Outreach Marine.
The SIU charged Outreach was a
"sham company" created simply to
evade a contract with the Union.
After more than two years and favorable decisions from the NLRB, an
administrative law judge and finally a
federal appeals court, McAllister was
ordered to take back the boatmen and
pay the crewmembers for their lost
wages, about $2 million.
The company did take them back to
work, but has yet to pay any of the
settlement. Now these same boatmen
are on strike again.
SIU VP Mike Sacco (third from left) reads the fuU book oath to (I. to r.) Frank
Schlechter, Daisy Guy, Sacco, Dee Puraze, Terry Talley and Dave Carter. The
swearing in took place in New Orleans.
Dispatchers Report for Inland Waters
JANUARY 1-31, 1988
*TOTAL REGISTERED
All Groups
Class A Class B Class C
Port
TOTAL SHIPPED
All Groups
Class A Class B Class C
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
DECK DEPARTMENT
New York ... . .................... .
Philadelphia
Baltimore .................... .....
Norfolk .......... .... . ...........
Mobile ...........................
New Orleans . . .....................
Jacksonville . . . . . . . . . . . . . . . . . . . . . . .
San Francisco . . . . . . . . . . . . . . . . . . . . . .
Wilmington ........................
Seattle ................... ........
Puerto Rico .......... ....... ......
Houston ..........................
Algonac ..........................
St. Louis .................... .....
Piney Point ........ ...... ..........
Totals ...........................
•
'
•
•
o
•
o
o
t
t
t
Io
o
0
o
o
o
o
o
•
•
•
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 ...........................
Totals All Departments ... ........ .....
0
1
0
1
6
0
15
39
0
0
4
0
6
0
0
3
22
0
0
81
0
0
2
0
4
0
0
1
17
1
0
41
0
2
0
0
1
1
6
0
10
0
0
3
0
2
0
25
0
0
6
20
0
0
18
0
16
0
0
2
3
0
0
65
0
0
0
3
0
1
4
0
35
0
0
0
0
0
0
43
0
0
0
0
0
1
5
0
32
0
0
3
0
0
0
0
0
4
68
0
0
58
0
51
0
0
6
46
1
0
41
234
0
0
0
0
25
0
0
0
0
0
42
0
0
21
0
8
0
0
0
29
4
0
0
0
0
0
1
0
10
0
0
0
0
4
0
4
1
104
20
0
0
0
0
0
1
0
3
ENGINE DEPARTMENT
0
1
0
15
0
0
0
0
0
0
0
1
13
0
0
30
0
0
0
10
0
0
0
0
4
0
2
0
0
0
0
0
0
12
0
0
18
0
0
0
2
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
4
0
0
15
0
0
0
0
0
1
0
0
20
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
2
STEWARD DEPARTMENT
0
0
0
0
0
0
3
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
fr
0
44
0
29
0
0
3
35
0
0
1
136
0
0
0
0
0
0
0
5
0
0
0
0
0
0
0
12
0
0
36
0
0
15
0
1
16
0
9
0
0
0
19
0
0
0
0
0
0
0
0
1
0
60
5
0
0
0
0
0
0
0
4
0
0
8
0
0
0
0
1
0
0
0
11
1
0
23
0
0
14
0
0
0
2
13
10
5
108
41
4
134
73
29
98
55
47
478
205
29
1
1
0
1
0
0
0
9
8
0
1
0
0
0
1
0
0
9
0
0
0
0
0
0
0
0
0
41
0
0
0
0
0
18
1
0
0
0
10
0
12
0
0
0
11
0
0
0
0
0
0
0
0
0
0
*"Total Registered" means the number of men who actually registered for shipping at the port last month.
**"Registered on the Beach" means the total number of men registered at the port at the end of last month.
�Pride, confidence, Hope
for the Future:
SMU Member Praises
SHLSS Training
Steady progress-that is what
characterizes SMU member
Carson Jordan's years of hard
work as a seaman. Having been
introduced to a life of seamanship through the SIU as a 1972
trainee here at the SHLSS, Mr.
Jordan worked his way up the
ladder, first as messman, then
seaman, dayman, AB, and finally in 1978 earned his first
third-mate's license. Last year,
Mr. Jordan became permanent
second mate on the motor vessel
Sea Lion (American Transport
Lines). To sharpen his skills
required for this new position,
he returned to SHLSS at the
end of 1987 for a three-day refresher course to earn his Radar
Renewal certificate. Mr. Jordan
had taken radar at King's Point,
N.Y., but stated that it simply
could not compare with the
SHLSS course. He enthusiastically exclaimed: "Here (at Pi-
ney Point) working with the radar in tandem with the ship
simulator, you get a totally realistic portrayal of what it is like
handling a ship. This is technology-it's here today and here
to stay!"
Currently, his ship. is making
runs to South America, going
as far south as Argentina, transporting refrigerated container
cargo. Mr. Jordan says that the
more skills and knowledge he
can obtain, the more confident
he becomes in being able to do
his job effectively. He finds himself having to work with the
local,
Portuguese-speaking
longshoremen; consequently he
simply cannot tell them how he
wants things done-he must
show them himself. ''We have
brand new automated cranes
which I must show them how
to operate. In supervising these
longshoremen in unloading the
SMU member Carson Jordan takes the Radar Renewal class at
SHLSS (December 1987).
reefer boxes, I'm the one responsible for the cargo until it
hits the dock. Therefore, I make
sure that the job is done properly and safely."
This particular work prompted
him to return to Piney Point for
upgrading at the beginning of
1988 for the Refrigerated Container course. As one can see,
Mr. Jordan is a motivated man
who is looking to the futurealways upgrading his skills to
satisfy the demands of the job
at hand. Licensed as a Master
in Freight& Towing, l,OOOtons,
oceans, Mr. Jordan's goal now
is to become a first mate. We
are confident he will succeed!
The SIU can be proud of the SHLSS community of administrators, workers, upgraders,
and trainees who have demonstrated their selfless desire to help others by giving blood.
Wintertime has traditionally been a time of low-level blood reserves around our nation.
Now, there is an especially acute shortage due to the misconception that you can
contract AIDS from giving blood. There is no way that can happen, because sterile
equipment and disposable needles are used for each individual donor.
The Red Cross bloodmobile visited Piney Point last October and collected 32 units of
blood which turned out to be an excellent response rate of 90 percent. Since the blood
donor drive was such a success, the Red Cross bloodmobile is returning to the SHLSS
this month on February 9.
And so, wherever you live, you know that there most probably will
be a critical need for blood. Please contact your local Red Cross to
find out which blood types are in critical supply in your area, and
then volunteer to "Give the Gift of Life. "
~ Rocky Miles, SHLSS employee, donates blood.
February 1988 I LOG I 11
�HLSS cours crad a
our Apologies ...
In our last issue of the Seafarers' LOG (Jan. '88), two seamen were
inadvertently left out of their class photo (SIU Bosun Recertification
9/29/87) due to a scheduling discrepancy. We apologize to Seaman
Robbynson H. Suy (left) and Seaman Richard Brown (right) for this
oversight.
Left to Right: Tommie Lewis, Kirk Dutton, Brean Lindsley, Luis Arevalo.
Second row: Calvin W. Mosley, Brook Ruxton, Mira Gnoinska, Scott Loehr,
William Trates.
Left to Right: Ricardo Bustamante, Lisa Criate, Johnny Guzman Jr., Jay
Fuqua Jr.
Second row (L. to R.): Ben Cusic (Instructor), Gerald Kirtsey, Michael Riley,
John Johnson, William Stack, James Tolan Jr.
Robbynson Suy
Richard Brown
Left to Right: Nikolaus Keydel, Dwayne Kemsey, Earl Castain, Michael Kelley, Darren
Walker, Walter Berey.
Second row (L. to R.): Ben Cusic (Instructor), Todd Hileman, John Clifford II, Christopher
Derra, Kenneth Lusk, Jerome Williams, Andre Keller, Gary "Doc" Walker, Boyd
Waddell.
~Left
to Right: Patrick
Helton, Liz Leech, Ben
Cusic (Instructor).
Ronald Lawrence (in front).
Left to Right: Raymond Young, Al Fraser, Benjamin Wells, John
Gouthro, Jim Shaffer (Instructor), Leonard Fahey.
~Front row Left to Right: Donald Morrish, Paul Wisdom, Steyne Samuel.
Second row: Rufus Haddock, Theodore Carey, Conrad Spence, Danny
Robinson, Roger Proulx.
~Left to Right: Mary Annetta Fitzger-
Left to Right: Robert Muzzell, Wayne Rendell, Stan Burton, Carl
Hicks, Marcel Laroche.
Second row: John A. Shaw, Paul Graham, Alvin Mallett, Charles
Walsh, Shawn Leonard, Marven Springer.
12 I LOG I February 1988
ald, Claude Gatien, Bibiane Belleftour, Monique Suprenant.
Second row: Benoit Desjardins, Donna
Burton, Jane Williams (Instructor),
Pierre Cote, Cecile Johnston, Carrie
Ann Carey, Irma Mann.
Third Row: Victor Ravenau, Nancy
Susan Kimber, Henri Jacob, Jacques
Poggi.
�1988 Upgrading
Engine Clpgrading Courses
Course Schedule
Course
Check-In
Date
Completion
Date
QMED
*Sealift Operations & Maint.
April 4
July 5
June 23
July 15
Pumproom Maint. & Operations
*Sealift Operations & Maint.
March 21
May2
April 29
May 13
Variable Speed DC Drives
• Sealift Operations & Maint.
March 14
April 25
April 22
May 6
The following is the current course schedule for March 1988 - June
1988 at the Seafarers Harry Lundeberg School of Seamanship.
Welding
Sealift Operations & Maint.
March 14
April 11
April 8
April 22
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.
Welding
• Sealift Operations & Maint.
April 18
May 16
May 13
May27
Diesel Engine Technology
• Sealift Operations & Maint.
April 18
May30
May 27
June 10
Inland Boatmen and deep sea Seafarers who are preparing to upgrade
are advised to enroll for class as early as possible. Although every effort will
be made to fill the requests of the members, the classes are limited in
size - so sign up early.
Electro-Hydraulic Systems
• Sealift Operations & Maint.
May 9
June 20
June 17
July 1
Hydraulics
• Sealift Operations & Maint.
June 6
July 5
July 1
July 15
The course schedule may change to reflect the membership's needs and
the needs of the industry.
Third Asst. Engineer & Original Second
Asst. Engineer Steam or Motor
Open-ended (Contact Admissions
Office for Starting Date)
SIU Representatives in all ports will assist members in filling out the
application.
*All students in the Engine Department will have 2 weeks of Sealift
Familiarization at the end of their regular course.
Deck Clpgrading Courses
Check-In
Date
Course
Recertification Programs
Completion
Date
Able Seaman
Open-ended (Contact Admissions
Office for starting date)*
First Class Pilot (Organized self study)
Open-ended (Contact Admissions
Office for starting date)
Celestial Navigation
June 27
July 29
Radar
April 4
April 15
Radar Refresher/Renewal
Open-ended, 3 days (Contact
Admissions Office for starting date.)
Course
Check-In
Date
Completion
Date
Steward Recertification
November 2
December 7
Adult Education Courses
Course
Check-In
Date
Completion
Date
Admissions Office for starting date)
For students who wish to apply for the GED, ESL, or ABE classes in 1988, the
courses will be six weeks in length and offered on the following dates:
Third Mate & Original Second Mate
April 18
June 24
High School Equivalency (GED)·
Lifeboat
March 7
April 4
May 2
May 30
June 27
March 18
April 15
May 13
June 10
July 1
May 2
July 5
August 29
October 31
June 13
August 15
October 10
December 12
Adult Basic Education (ABE) &
English as a Second Language (ESL)
May 2
July 5
August 29
October 31
June 10
August 13
October 7
December 10
Radar Recertification
Open-ended, 1 day (Contact
Sealift Operations & Maint.
Open-ended (Contact Admissions
Office for starting date)
LNG -
(This course is not offered as a
separate course, but may be
taken while attending any of the
regularly scheduled courses.)
Self Study Safety Course
The Developmental Studies Class (DYS) will be offered one week prior to
some of the upgrading classes.
Developmental Studies (DVS)
*Upon completion of course must take Sealift Operations & .Maintenance.
Steward Opgrading Courses
Course
Check-In
Date
Completion
Date
Assistant Cook
Open-ended (Contact Admissions Office
for starting date)*
Cook and Baker
Open-ended (Contact Admissions Office
for starting date)*
Chief Cook
Open-ended (Contact Admissions Office
for starting date)*
Chief Steward
Open-ended (Contact Admissions Office
for starting date)*
*All students in the Steward Program will have 2 weeks of Sealift
familiarization at the end of their regular course.
April 11
April 15
(Offered prior to the Third Mate &
Original Second Mates Course)
ABE/ESL Lifeboat Preparation Course
June 6
June 24
This Three week course is an Introduction to Lifeboat and is designed to help
seafarers prepare themselves for the regular Lifeboat course which is scheduled
immediately after this course. This class will benefit those seafarers who have
difficulty reading, seafarers whose first language is not English, and seafarers
who have been out of school for a long time.
College Programs Scheduled for 1988
Check-In
Course
Date
Associates in Arts or Certificate Program March 21
May 23
August 8
October 17
Completion
Date
May 13
July 15
September 30
December 9
February 1988 I LOG I 13
�..........................................................................................................................................
•
...
,
Name
,
~,,
.
eaf arer H rr L n eberg Sc ol o
pgrading Appl1ca ion
~
eaman h"p
,
•
...
.
L.
i
(first)
(Last)
(City)
(State)
Deep Sea Member D
Date of Birth
(Middle)
Mo./Day/Year
Telephone ---~~----
(Zip Code)
(Area Code)
Inland Waters Member D
Lakes Member D
Pacific D
If the following imformation is not filled out completely your application will not be processed.
Social Security#--------
Book #_ _ _ _ _ _ Seniority______ Department _ _ _ _ __
Veteran of U.S. Armed Forces D Yes D No
Home P o r t - - - - - - - - - - - - - - - -
Endorsement(s) or
License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
No D (if yes, fill in below)
Are you a graduate of the SHLSS Trainee Program: D Yes
Trainee Program: From _______ to
Last grade of schooling completed _ _ _ __
(dates attended)
No D (if yes, fill in below)
Have you attended any SHLSS Upgrading Courses: D Yes
Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __;__ _ _ _ _ _ _ _ _ _ __ __ _
Do you hold a letter of completion for Lifeboat: D Yes No D
Firefighting: D Yes No D
CPR: D Yes No D
Date Available for Training _ _ _ _ _ _ _ _ _ _ _ Primary Language Spoken _ _ _ __ _ __ __ _ _
I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed
DECK
0 AB/Sealift
O Towboat Operator Inland
O Celestial Navigation
O Master Inspected Towing Vessel
D 1st Class Piiot (organized self study)
D Third Mate
o Radar Observer Unllmlted
ALL DEPARTMENTS
D Welding
D Llfeboatman (Must be taken with another
course)
No transportation will be paid
unless you present original
receipts and successfully
complete the course.
STEWARD
ENGINE
D FOWT
0 QMED-Any Rating
O Variable Speed DC Drive Systems
(Marine Electronics)
D Marine Electrlcal Maintenance
o Pumproom Maintenance & Operation
o Automation
O Refrigeration Systems Maintenance
& Operations
O Diesel Engine Technology
D Assistant Engineer/Chief Engineer
Un Inspected Motor Vessel
0 Orginal 3rd/2nd Assistant Engineer
Steam or Motor
O Refrigerated Containers
Advanced Maintenance
0 Hydraulics
O Electro·Hydraulic Systems
D Assistant Cook Utility
0 Cook and Baker
D Chief Cook
0 Chief Steward
*
O Towboat Inland Cook
COLLEGE PROGRAM
D Associates In Arts Degree
O Certificate Programs
ADULT EDUCATION DEPARTMENT
D Adult Basic Education (ABE)
D High School Equivalency
Program (GED)
O Developmental Studies {DVS)
0 English as a Second Language (ESL)
D ABE/ESL Lifeboat Preparation
With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourse lf for the
course(s) requested.
You must also submit a COPY of the first page of your un ion book ind icat ing you r department and seniority, as we ll
as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is rece ived .
VESSEL
RATING HELD
DATE SHIPPED
DATE OF DISCHARGE
SIGNATURE _______________________________ DATE ~~~~~~~~~~~~~~
RETURN COMPLETED APPLICATION TO:
Rev.
Seafare
rs
Harry
Lundeberg Upgrading Center, Piney Point , MD. 20674
2188
..-.-..-..........................................................................................................................
-...-
14 I LOG I Febru ary 1988
............\
~:::;..~
�------------------- -------
Help
A
Friend
Deal
With
-
Alcoholism
and
Drugs
I
I
I
l
~
Addicts don't have friends. Because a friend wouldr.;GJ
let another man blindly travel a course that has to lead
to the destruction of his health, his job and his family.
And that's where an alcoholic or drug user is headed.
Helping a fell ow Seafarer who has an addiction
problem is just as easy-and just as important-as I~---------~---------------------~
steering a blind man across a street. All you have to do I Addictions Rehabilitation Center
is take that Seafarer by the arm and guide him to the II
I am interested in attending a six-week program at the Addictions
Union's Addictions Rehabilitation Center in Valley Lee, l Rehabilitation Center. I understand that all my medical and counseling
Md.
Once he's there, an SIU member will receive the care
and counseling he needs. And he'll get the support of
brother SIU members who are fighting the same tough
battle he is back to a healthy, productive alcohol-free
and drug-free life.
The road is a long one for an alcoholic and drug user.
But because of ARC, an addicted SIU member doesn't
have to travel the distance alone. And by guiding a
brother Seafarer in the direction of the Rehab Center,
you 'II be showing him that the first step back to recovery
is only an arm's length away.
l
I
II
records will be kept strictly confidential, and that they will not be kept
anywhere except at The Center.
Name .. · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · Book No. · · · · · · · · · · · · · ·
:
I Address ........................................................ .
I
1
(Street or RFD)
lI
l
(Zip)
Telephone No.
I
1
(State)
(City)
Mail to:
THE CENTER
Star Route Box 153-A
Valley Lee, Md. 20692
or call, 24 hours-a-day, (301 J 994-()() JO
I
L--------------------------'·---------------------------------'
February 1988 I LOG I 15
�S the 1988 school season
begins, it's not too early
for high school seniors to
start thinking about college. For
dependents of Seafarers and
Boatmen the financial burden of
college can be greatly eased if
they win an SIU scholarship.
The awards, known as the
Charlie Logan Scholarship
Program, are given each year
under the auspices of the Seafarers Welfare Plan. For dependents, four $10,000 scholarships are offered.
But the Scholarship Program
is not exclusively for dependents. A $10,000 award and two
$5,000 scholarships are available to active Seafarers and
Boatmen. Also, when there are
exceptionally qualified Seafarers and Boatmen, the Board of
Trustees of the Welfare Plan
may grant a second $10,000
award to an active member.
The Scholarship Program was
begun in 1952 to help members
and their children achieve their
educational goals. Several years
ago it was named after Charlie
Logan, a labor consultant and
arbitrator who died in 1975. He
helped establish the Seafarers
Scholarship Program and then
worked hard to keep it strong
and growing.
A
Seafarer Requirements
Seafarers and Boatmen who
are applying for scholarships
must:
• Be a graduate of high school
or its equivalent.
• Have credit for two years
(730 days) of employment with
an employer who is obligated to
make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date
of application.
• Have one day of employment on a vessel in the sixmonth period immediately preceding the date of application.
• Have 120 days of employment on a vessel in the previous
calendar year.
Pensioners are not eligible to
receive scholarship awards.
Dependent Requirements
-
Dependents of Seafarers and
Boatmen who apply for a scholarship must be unmarried, under
19 years of age, and receive
sole support from the employee
and/or his or her spouse. Unmarried children who are eligible
for benefits under Plan # 1 Major
16 I LOG I February 1988
Don't Wait! Apply Now For
1988 SIU College Scholarships
Deadline - April 15
Medical are eligible to apply for
a dependent's scholarship up to
the age of 25.
Each applicant for a dependent's scholarship must:
• Be unmarried at the time
application is made.
• Be under 19 or 25 years of
age (whichever is applicable).
• Be eligible for dependent
benefits under the Seafarers
Welfare Plan.
• Be a graduate of high school
or its equivalent.
The applicant's parent must:
• Have credit for three years
(1,095 days) of employment with
an employer who is obligated to
make contributions to the Seafarers Welfare Plan on the employee's behalf prior to the date
of application.
• Have one day of employment in the six-month period
immediately preceding the date
of application.
• Have 120 days of employment in the previous calendar
year.
The last two items above covering worktime requirements of
the applicant's parents do not
apply to applicants who are the
children of pensioners or eligible
deceased employees.
Must Take SAT or ACT
For both active members and
the dependents of eligible members, the scholarship grants are
awarded on the basis of high
school grades and the scores of
either College Entrance Examination Boards (SAT) OR American College Tests (ACT).
The SAT or ACT exam must
be taken no later than February
1988 to ensure that the results
reach the Scholarship Selection
Committee in time to be evaluated. For upcoming SAT test
dates and applications, contact
the College Entrance Examination Board at either: Box 592,
Princeton, N.J. 08540 or Box
1025 Berkeley, Calif. 94701,
whichever is closest to your
mailing address.
For upcoming ACT test dates
and applications contact: ACT
Registration Union, P.O. Box
414, Iowa City, Iowa 52243.
Scholarship program applications are available to active
members or their dependents at
any SIU hall or through the Seafarers Welfare Plan, 5201 Auth
Way, Camp Springs, Md. 20746.
Scholarship
winners will
be announced in May 1988.
The deadline for submission of
applications is April 15, 1988.
�Di8es~
of Sh~ps
COVE TRADER (Cove Shipping), January 8--Chairman Mark Davis, Secretary
Norman Johnson, Educational Director F.J.
Acord. No disputed OT. The ship will pay
off on Jan. 11 in Philadelphia. The chairman reminded crewmembers to support
SPAD in order to help the Union get more
jobs. The secretary noted that the Cove
Trader sailed from Valdez, Alaska to Los
Angeles short one steward. There was
also some problem regarding fresh stores.
The educational director urged qualified
members to take advantage of the sealift
training at Piney Point to expand their job
potential-as well as the other upgrading
courses available at the school. A motion
was made to eliminate the permanent job
status for stewards, bosuns and pumpmen-and make them rotary shipping only.
A new washer and dryer are still needed
after three months. And several men need
new mattresses. Other complaints are that
the VCR (a hand-me down from the engineers) is in poor condition; a microwave
oven is needed in the messroom, new
chairs in the crew lounge, a slicing machine
in the galley, and the steward needs a
typewriter. Next port: Marcus Hook, Pa.
GROTON (Apex Marine), December
20-Chairman Neil Matthey, Secretary
Marvin Deloatch, Educational Director S.
Simpson, Deck Delegate Edwin Ortega,
Steward Delegate Felix Camacho. No disputed OT. The chairman reported that the
ship will pay off in Stapleton, N. Y. He urged
all crewmembers to contribute to SPAD in
order to help the Union fight for a stronger
merchant marine. The secretary reminded
members to take advantage of the courses
available at Piney Point and upgrade for a
better paying job. He noted that college
courses are also part of the school's curriculum, and there are some very good
instructors who take a sincere interest in
each member. A motion was made concerning permanent job status for emergency relief. If a permanent person onboard a ship must return home due to
sickness or death in the family and it is
before his vacation is due, he should be
allowed to take extra time off without losing
his job. It was felt that this rule would create
more jobs for members. It will be referred
to the Negotiating Committee for the next
contract. A vote of thanks was given to
Steward Marvin Deloatch and Chief Cook
Felix Camacho for a very good Thanksgiving dinner. The steward department, in
turn, thanked the entire crew for their
cooperation. Next port: Stapleton, N.Y.
OMI CHARGER (OMI), December 13Chairman Frank Schwarz, Secretary T.
Smith, Educational Director W.L. Yarber,
Deck Delegate Mark S. Downey, Engine
Delegate William L. Smith, Steward Delegate Junious Harris. No beefs or disputed
OT. There is no money in the ship's treasury, but enough money was collected for
cassette tapes for the VCR. Oil was loaded
in Skikda, Algeria for Boston. The chairman
thanked all those crewmembers who helped
clean the tanks in preparation for taking
on the oil. One problem on voyage 167
was the lack of mail-none was delivered
in Tunisia, Gibraltar or Algeria. A problem
also has arisen in that the crew can't send
a telegram without a credit card. Next port:
Boston, Mass.
OVERSEAS
NATALIE
(Maritime
Overseas), January 3-Chairman Ray
Todd, Secretary P. Ray, Educational Director H. Meredith, Steward Delegate Eddie Jackson. Some disputed OT was reported in the deck department, and requests
for clarification were made in the engine
and steward departments. The ship will
pay off Jan. 8 in Corpus Christi, Texas. A
patrolman was requested to deal with the
beefs. One big problem has to do with the
taking on of stores. The ship is getting 15day stores for 30-day trips-and has been
way short on food, linen and detergent.
tlee~lln•s
ROVER (Ocean Carriers), January 1~
Chairman Robert Wilson, Secretary E. Harris, Educational Director T. Woerner, Deck
Delegate Bill Lewis, Engine Delegate
George Darney, Steward Delegate James
Nolan. Some disputed OT was reported in
the deck department, and a number of
beefs were aired from the steward and
engine delegates. The engine department
has been short one QMED for more than
two months. The company hired two men
from Singapore for a three-month period
to fill in-and the crew is concerned as to
why they can't have American seamen on
this ship. The steward department ex-
weren't really clear on the importance of
SPAD. It was also a time to become
acquainted with the new agreement. The
ship's secretary said he was happy to
report that since the conversion to a 12man SIU department on the Sea-Land
Explorer, there have been no major beefs,
and each trip has been a smooth one. A
motion was made to abolish all gangway
watches. The chairman explained the possibility of the vessel going to the shipyard
in May and that members should prepare
themselves for such an eventuality. The
steward department was given a vote of
thanks for a job well done.
SEA-LAND INNOVATOR (Sea-Land
Service), January 3-Chairman V. Ardowski, Secretary R.C. Agbulos, Educational Director Rev. L. Allen, Deck Delegate
John Houlihan, Engine Delegate AR. Lang,
Steward Delegate N. Rodriguez. No beefs
STAR OF TEXAS (Seahawk Management), January 17-Chairman B. Cronan,
Secretary J. Fletcher. No beefs or disputed
OT reported. The chairman noted that it
was a good trip with an excellent crew and
that some necessary work was completed.
He advised all eligible members to take
advantage of the upgrading classes at
Piney Point and also to take part in SPAD
and the Union's political activities. The
secretary instructed the crew to read the
LOG to keep up with what's going on in
the maritime industry. On Dec. 21, the Star
of Texas' chief cook died at sea. Condolences were sent to his daughter. Thanks
were given to the steward/banker and his
assistant for a wonderful holiday meal. And
a commendation was given to Brother Mike
Mulharan for his efforts to "help our radio
officer" in Rotterdam. A minute of silence
was observed in memory of "our departed
brother, Tom Brown." Next port: Philadelphia, Pa.
STONEWALL JACKSON (Waterman), December 6---Chairman C.T. Lineberry, Secretary Courtney Rooks, Educational Director C.E. Hemby. No beefs or
disputed OT. This was a good trip, according to the chairman. The movie fund
is finally in the black-with $125. All those
who are getting off were reminded to return
linen to the steward and to give their keys
to the bosun or steward. The educational
director noted the availability of a new
movie on firefighting and CPR. He also
suggested that members might want to
chip in and donate a couple of dollars to
buy a heavy-duty broiler for the pantry
since the present toaster is on its last legs.
One minute of silence was observed in
memory of our departed brothers and sisters. Next port: Newport News, Va.
-
Official ship's minutes also were received from the following vessels:
The Ponce's four-man steward department at work: Virgilio Rivera, steward assistant;
Jorce Josem, crew messman; Refael Evans, chief cook, and Norman Duhe, steward.
pressed frustration at the sloppiness and
lack of cooperation from the rest of the
crew in bringing back their dirty dishes to
the pantry and helping keep the rec room
and messhall clean. One question was
brought up: If you are on a ship and do
not have a chance to pay your Union dues,
does this affect your application to go to
Piney Point for upgrading? Members also
wanted to know if they would get a bonus
for going into the Persian Gulf? Next ports:
Diego Garcia, Singapore, Subic Bay.
SAM HOUSTON (Waterman), January
16-Chairman H. Leake, Secretary J.
Moody, Educational Director P. Walker. No
disputed OT or beefs reported. There is
about $70 in the ship's fund to be used for
recording movies for the video machine.
The ship will pay off upon arrival in Newport
News, Va. Jan. 18. The chairman said that
it was a good trip. He reminded members
of the need to support SPAD. He also
stressed the importance for eligible SIU
members to upgrade in their line of work
so that more qualified seafarers will be
available for better jobs within the Union.
He also asked that support be given to
those politicians who intend to support the
maritime unions. A new washer and dryer
are needed aboard ship. If anyone needs
a new mattress, they should inform the
steward as soon as possible. A vote of
thanks was given to the steward department for a job well done-especially the
holiday meals.
SEA-LAND EXPLORER (Sea-Land
Service), January 3--Chairman LC. Cope,
Secretary W. Hawkins, Educational Director T. Kroneck, Deck Delegate Robert Smith,
Engine Delegate Frank White, Steward
Delegate George Whiting. Disputed OT
was reported in the deck and engine departments. A collection for the ship's fund
will be taken up at payoff. The ship's
chairman will be on hand to collect all
donations. The chairman explained to the
new crewmembers what SPAD is all aboutwhere the donations go and why it is
important to contribute. The information
was well received because a few members
or disputed OT. It was a good trip. The
chairman reminded all hands to practice
safety and fire prevention at all times and
to take advantage of the upgrading courses
that Piney Point has to offer. A suggestion
was made to raise more money to purchase
additional tapes for the VCR. John Mahoney, AB, was injured during undocking
in Kobe, Japan. He was not hospitalized
until the ship arrived in Kaohsiung, Taiwan
and found that he had some fractured
bones on one of his feet. His relief reported
aboard in Kobe. Next port: Long Beach,
Calif.
AMERICAN CORMORANT
ARCHON
BALTIMORE
BAY RIDGE
COVE LEADER
FALCON PRINCESS
1ST LT. BALDOMERO
LOPEZ
MOKU PAHU
MARINER
OMI COLUMBIA
OMI HUDSON
OMI MISSOURI
OVERSEAS ALASKA
OVERSEAS ARCTIC
OVERSEAS OHIO
OVERSEAS VIVIAN
PANAMA
PONCE
PRIDE OF TEXAS
SEA-LAND ADVENTURER
SEA-LAND CONSUMER
SEA-LAND DEVELOPER
SEA-LAND ECONOMY
SEA-lAND ENDURANCE
SEA.UNO EXPRESS
SEA-LAND FREEDOM
SEA-LAND INDEPENDENCE
SEA·LAND LARK
SEA-LAND LEADER
SEA·LAND LEGION
SEA·LAND LIBERATOR
SEA-LAND LIBERTY
SEA·LAND PIONEER
SEA-LAND VENTURE
SGT. MATEJ KOCAI(
THOMPSON PASS
ULTRAMAR
USNS TRIUMPH
Monthly
Membership Meetings
Port
Date
Deep Sea
Lakes, Inland
Waters
Piney Point .............. Monday, March 7 .................... 10:30 a.m.
New York .......... . .... Tuesday, March 8 .................... 10:30 a.m.
Philadelphia .............. Wednesday, March 9 ................. 10: 30 a.m.
Baltimore ................ Thursday, March 10 .................. 10:30 a.m.
Norfolk ................. Thursday, March 10 .................. 10:30 a.m.
Jacksonville .............. Thursday, March 10 .................. 10:30 a.m.
Algonac ................. Friday, March 11 .................... 10:30 a.m.
Houston ................. Monday, March 14 ................... 10:30 a.m.
New Orleans ............. Tuesday, March 15 ................... 10:30 a.m.
Mobile .................. Wednesday, March 16 ................ 10:30 a.m.
San Francisco ............ Thursday, March 17 .................. 10:30 a.m.
Wilmington .............. Monday, March 21 ................... 10:30 a.m.
Seattle .................. Friday, March 25 .................... 10: 30 a.m.
San Juan ................ Thursday, March 10 .................. 10:30 a.m.
St. Louis ................ Friday, March 18 .................... 10:30 a.m.
Honolulu ................ Thursday, March 17 .................. 10:30 a.m.
Duluth .................. Wednesday, March 16 ................ 10:30 a.m.
Jersey City ............... Wednesday, March 23 ................ 10:30 a.m.
New Bedford ............. Tuesday, March 22 ................... 10:30 a.m.
February 1988 I LOG I
17
-
�r
•Ip
g
T
O SAFEGUARD your rights and the shipping rights of all SIU
members, there are certain requirements that must be followed.
These requirements are spelled out in the Shipping Rules, and they
are there so that the rights of all members will be protected and
furthered fairly and impartially.
DU ES
Your current quarter Union dues must be paid at the time
you register.
RELIEF JOBS/REGISTERING
When you are relieved, you
must re-register for your job within 48 hours by reporting to the SIU
Union hall.
RELIEF JOBS/CONTACT WITH UNION
It is your responsibility to keep in contact with the Port Agent at the port in which
you are registered.
RELIEF JOBS/SHIPPING It is your responsibility to claim
your job from the hiring hall shipping board no later than one day
before the ship's scheduled arrival.
NOW YOUR RIGHT
L
~KNOW-
YOUR 'RIGHTS .
CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in
all Union halls. All members should obtain copies of thi
constitution so as to familiarize themselves with its contents. Any time you feel any member or officer 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 consricution 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 by a majority of the trustees. All trust
fund financial records are available at the headquarters of
the various trust funds.
SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the
Union and the employers. Get to know your shipping
rights. Copies of these contracts are posted and available
in all Union halls. If you feel there has been any violation
of your shipping or seniority rights as contained in the
contracts between the Union and the employers, notify
the Seafarers Appeals Board by certified mail. return 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 Seafarers 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
18 I LOG I February 1988
KNOW YOUR RIGHTS
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 ~hich he is entitled, he should
notify Union headquarters.
patrolman or other Union official, in your opinion, fails
to protect your contract rights properly, contact the
nearest SIU port agent.
EDITORIAL POLICY - THE LOG. The Log has
traditionally refrained from publishing any article serving
the political purposes of any individual in the Union,
officer or memher. It has also refrained from publishing
articles deemed harmful to the Union or its collective
member hip. This established policy has been reaffirmed
by member hip action at the September, 1960, meetings
in all constitutional ports. The responsibility for Log
policy i 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 SlU unless an
official Union receipt is given for same. Under no circumstances should any member pay any money for any reason
unless he is given such receipt. In the event anyone
attempts to require any such payment be made without
supplying a receipt, or if a member is required to make a
payment and is given an official receipt, but feels that he
should not have been required to make such payment. this
should immediately 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 ohjects, SPAD supports and
contributes to political candidates for elective office. All
contributions are voluntary. No contrihution may be
solicited or received because of force, joh 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 <lays of the contribution for investigation
and appropriate action and refund. if involuntary. Support SPA D to protect and f urthcr 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
~ to Union records or information, he should immediately notify
SIU President Frank Drozak at Headquarters by certified mail,
return receipt requested. The add~ is 5201 Auth Way and Britannia
Way, Prince Georges County, Camp Springs, · 1d. 20746.
�Vice Presidents
(Continued from Page 8.)
ticated technology. There is a new
maritime industry out there, and we
have to adapt.
West Coast
by V. P. George McCartney
T
HE first memorial Paul Hall lecture will be given Feb. 18-19 on
the Queen Mary Hotel in Long Beach,
Calif. The topic of the two-day seminar
will be the Shipping Act of 1984 and
the fate of the American liner industry.
Hosted by the Paul Hall USC Sea
Grant Program of the University of
Southern California, the seminar will
bring together some of the most important names in maritime.
Paul Hall was to this Union what
Harry Lundeberg was to the Sailors
Union of the Pacific and what Joe
Curran was to the National Maritime
Union. He was one of the towering
figures of the modem seamen's movement. He was my friend and my mentor-a complex man who had many
interests and a seemingly infinite capacity for growth.
The SIU today is a product of his
vision and strength. Until his death in
1980 of a cancerous brain tumor, his
name was synonymous with the SIU.
His childhood was filled with illness
and crushing poverty. He lived to see
the Union he helped establish become
one of the bedrocks of the maritime
industry.
He will be remembered for many
things, but chief among them are the
folJowing: the Merchant Marine Act
of 1970, the Cargo Preference Act of
1954, the establishment of the Seafarers Harry Lundeberg School of Seamanship, organizing drives such as
Isthmian and Cities Service which put
this Union on the map.
At the age of 14, Paul Hall was
forced to leave home and seek employment. He boxed men twice his
age for a quarter a fight. He hoboed.
He lugged groceries from sun-up to
sun-down. He sent every extra penny
he earned home so that his mother
and younger brother could eat.
His first big break came when he
decided to ship out. He often told
friends that he owed everything to the
maritime industry for giving him the
chance to make something of himself.
As bad as conditions were in the maritime industry 50 years ago, they were
infinitely better than the ones Paul
Hall had to cope with as a fatherless
transient roaming a South plagued by
economic collapse.
He had a Southerner's sense of the
extended family. When he joined the
merchant marine, seamen became part
of his bloodline. Even after he became
maritime's leading spokesman, every
old-timer was his brother and every
trainee his son.
When Paul Halljoined the merchant
marine, it was in a state of turmoil.
The International Seamen's Union had
just broken up; Joe Curran had just
established the National Maritime
Union.
Like Harry Lundeberg, who founded
the SIU, he had profound philosophical differences with Joe Curran. After
World War II, Hall took the A&G
District that Lundeberg had founded
and transformed it into the leading
maritime union in the country.
While poverty cut short his formal
education, it did not cut short his lifelong quest for knowledge. During World
War II, he sailed as an oiler, even
though he had received a second engineer's rating. Years later, when he
would take time to talk to a trainee or
upgrader, he would discuss the war
years and his second engineer's rating:
''I sat for my second engineer's license
because I wanted to prove to myself
that I was as good as any s.o.b. onboard ship. I never had any intention
of sailing as a licensed engineer. I
liked being down in the foes 'I too much
to leave it. For me, a poor Alabama
boy with only eight grades of educa-
tion, getting that endorsement was just
something I had to do. It was a test
of my will."
During the war, thanks to his good
friend Bill McKay, he was appointed
to his first important union positiondispatcher in Baltimore. Within six
short years, he organized Isthmian and
Cities Service, the two largest unorganized shipping companies in the
maritime industry. By 1950, he had
transformed the SIU into a leading
voice in maritime.
Magazines as different in style as
Fortune and Reader's Digest ran articles on him, describing his as a "six
foot blondish Viking who stands out
physically, morally and intellectually.''
Most of the early publicity about
him centered around his efforts to
curtail the power of organized crime
on the waterfront, efforts which made
him a favorite target of would-be assassins. Despite the threats against his
life, he pressed on, for he felt that the
corruption on the waterfront robbed
seamen of their dignity.
The '50s were productive years. His
main enemies, in no particular order,
were the NMU, organized crime, the
shipowners and Congress. By most
people's accounts, he fought all to a
draw or better.
By 1957, the SIU had materially
raised the standard of living of seamen.
During that year, the Pete Larsen
clinic opened in the port of Brooklyn;
seamen saw their first private rooms
onboard containerships. The welfare
plan was in full swing, and a pension
plan was not far away.
In 1957, Hall was chosen to succeed
Harry Lundeberg as the president of
the Seafarers International Union of
North America. By the early '60s, he
was chosen to the executive council
of the AFL-CIO and had established
the Union as a potent force in Washington.
He helped the SIU weather the incredible transformation in technology
during the 1960s. His main accomplishment during that time was the
establishment of the Seafarers Harry
Lundeberg School in 1967.
The capstone to his career was passage of the Merchant Marine Act of
1970, which earned him the nickname
"the father of the modem Americanflag merchant marine.'' Despite its
limitations, this was the single most
important piece of maritime legislation
to be enacted in the post-war era.
------Deaths-----The SIU has been notified of the
deaths of the following deepsea members:
Enrique S. Alvarez
Clarence J. Baker
John P. Carrigan
George L. Esteve
omas Joel
Nathan Goldfinger
Roy Lee McCannon
Thomas Mojica
Herman Rogge
Joseph Righetti
William Schnitzel
Ramon R. Sierra
Franciszek Szwestka
Adolph F. Vante
illip Wolf
Ferdinand Greeff
Wladislow Grohulski
Juan Gomez
Carl Harcrow Jr.
l:,awrence L. Haun
Luis Hernandez
Charles J. Hickox
Robert Keith James
uie E. nman
Joseph Lambert Sr.
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
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:
address.
Your home address is your permanent address,
and this is where all official Union documents,
W-2 Forms, and the LOG will be mailed.
SIU & UIW of N.A.
Address Correction Department
5201 Auth Way
_
Camp Springs, Maryland -20746-9971
-----------------------------------------------------------PLEASE PRINT
HOME ADDRESS
Date: _ _ _ _ _ _ _ _ __
Social Security No.
Phone No. (
)
Area Code
Your Full Name
Apt. or Box#
Street
Book Number
0 SIU
City
0 UIW
State
0 Pensioner
ZIP
Other--------
UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - -
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
February 1988 I LOG / 19
�CL
L
.......
NP
-Company/Lakes
-Lakes
Directory of Ports
Dispatchers Report for Great Lakes
-Non Priority
JAN. 1-31, 1988
*TOTAL REGISTERED
All Groups
Class CL Class L Class NP
TOTAL SHIPPED
All Groups
Class CL Class L Class NP
Port
Algonac .. .................
0
18
9
DECK DEPARTMENT
0
4
4
0
25
Port
Algonac ...................
0
19
0
ENGINE DEPARTMENT
0
6
0
0
13
0
5
STEWARD DEPARTMENT
0
0
0
6
2
30
ENTRY DEPARTMENT
0
0
0
0
24
3
68
6
Port
Algonac ...................
0
Port
Algonac ...................
0
Frank Drozak, President
Joe DiGiorgio, Secretary
Leon Hall, Vice President
Angus "Red" Campbell, Vice President
Mike Sacco, Vice President
Joe Sacco, Vice President
George McCartney, Vice President
Roy A. Mercer, Vice President
Steve Edney, Vice President
**REGISTERED ON BEACH
All Groups
Glass CL Class L Class NP
11
4
Totals All Departments ........
0
72
3
0
0
*"Total Registered " means the number of men who actually registered for shipping at the port last month.
"*"Registered on the Beach" means the total number of men registered at the port at the end of last month.
HEADQUARTERS
5201 Auth Way
Camp Springs, Md. 207 46
(301) 899-0675
ALGONAC, Mich.
520 St. Clair River Dr. 48001
(313) 794-4988
BALTIMORE, Md.
1216 E. Baltimore St. 21202
(301) 327-4900
Dispatchers Report for Deep Sea
.......
JANUARY 1-31, 1988
*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 ..............
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 .................
47
5
8
15
10
25
30
29
14
43
16
8
33
0
0
11
1
5
10
4
6
9
10
8
6
1
10
4
0
6
5
1
0
3
4
4
4
10
6
3
0
6
1
0
0
TOTAL SHIPPED
All Groups
Class A Class B Class C
DECK DEPARTMENT
40
10
7
4
2
0
12
7
0
14
3
5
2
2
9
11
3
6
16
4
4
11
25
8
17
8
0
5
0
36
16
0
0
13
4
6
25
9
2
0
0
0
5
0
6
288
91
49
236
25
8
0
1
6
2
2
0
0
0
0
16
2
6
6
5
38
6
3
17
21
14
24
4
4
2
6
6
8
2
6
4
21
0
1
1
9
3
0
5
190
63
17
6
0
2
1
7
5
19
8
44
14
28
2
7
16
0
1
. 171
1
0
0
1
3
6
2
2
0
30
1
0
14
66
4
0
10
2
0
0
31
2
0
0
0
1
2
0
5
0
0
0
15
1
0
3
29
Port
New York ...............
Philadelphia ............ ..
Baltimore ... ...... .... ..
Norfolk .................
Mobile ......... .... ....
New Orleans .............
Jacksonville .......... . ...
San Francisco .............
Wilmington ..............
Seattle ................. ·
Puerto Rico ..............
Honolulu ................
Houston .. . .............
St. Louis ................
Piney Point ..............
Totals ............... ..
144
188
231
Totals All Departments ......
793
408
338
19
2
2
3
1
20
7
23
10
24
12
8
13
0
0
16
3
5
7
8
17
4
19
17
7
2
72
7
0
4
7
2
1
3
4
20
5
24
2
4
0
154
4
0
1
2
3
6
5
20
16
17
13
20
10
2
16
0
0
146
85
36
ENGINE DEPARTMENT
7
1
1
0
2
0
6
2
3
0
4
4
0
1
4
5
1
0
4
4
0
0
10
7
1
3
0
0
0
0
43
27
STEWARD DEPARTMENT
4
2
0
0
3
1
0
4
0
0
1
4
1
1
1
6
4
1
5
4
27
8
1
8
0
26
2
0
0
0
0
20
7
31
1
12
0
0
0
0
7
1
0
14
2
119
11
1
4
7
1
12
4
11
9
22
3
4
9
0
0
98
599
60
30
ENTRY DEPARTMENT
1
6
2
0
7
0
8
2
4
5
13
10
5
5
11
9
1
8
1
11
0
4
158
85
2
6
0
0
2
4
170
200
358
293
Trip
Reliefs
10
0
4
4
0
2
3
5
4
7
3
11
4
0
~
CLEVELAND, Ohio
**REGISTERED ON BEACH
All Groups
Class A Class B Class C
92
2
8
18
3
4
25
14
71
56
62
30
65
31
7
67
5
7
16
11
6
6
3
10
5
0
0
1
5
10
2
1
0
3
2
3
4
12
13
6
0
3
0
0
0
59
531
109
49
2
0
0
4
1
7
2
3
2
4
1
4
4
0
0
60
2
8
0
2
6
3
10
14
9
8
6
2
2
0
0
0
0
2
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.
10
9
7
55
44
34
18
36
10
7
39
0
1
9
2
0
5
2
0
1
NEW ORLEANS, La.
NEW YORK, N.Y.
84
22
5
32
0
1
0
2
2
5
8
0
1
1
1
0
0
0
0
7
5
4
0
41
4
0
0
9
23
0
0
7
8
3
5
0
23
2
0
8
2
0
2
1
7
2
0
1
18
38
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
49
5
1
6
2
34
16
63
16
45
21
8
19
34
7
5
13
11
27
13
25
17
23
7
13
1
1
6
6
34
8
33
11
10
3
133
5
0
1
0
675 4 Ave., Brooklyn 11232
(718) 499-6600
NORFOLK, Va.
115 Third St. 23510
(804) 622-1892
PHILADELPHIA, Pa.
2604 S. 4 St. 19148
(215) 336-3818
3
67
13
0
4
630 Jackson Ave. 70130
(504) 529-7546
0
281
0
50 Union St. 0274
(617) 997-5404
2
79
84
1640 Dauphin Island Pkwy. 36605
(205) 478-0916
6
0
332
5
5
MOBILE, Ala.
NEW BEDFORD, Mass.
34
9
5
34
25
77
17
36
7
99 Montgomery St. 07302
4
(201) 435-
7
2
0
0
0
285
283
265
172
1,429
543
374
*"Total Registered" means the number of men who actually registered for shipping at the port last month .
**"Registered on the Beach" means the total number of men registered at the port at the end of last month .
Shipping in the month of January was down from the month of December. A total of 1,422 jobs were
shipped on SIU-contracted deep sea vessels. Of the 1,422 jobs shipped, 599 jobs or about 42 percent were
taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 172 trip relief
jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6, 799 jobs have been
shippe'd.
20 I LOG I February 1988
5443 Ridge Rd. 44129
(216) 845-1100
PINEY POINT, Md.
St. Mary's County 20674
(301) 994-0010
SAN FRANCISCO, Calif.
350 Fremont St. 94105
(415) 543-5855
SANTURCE, P.R.
1057 Fernandez Juncos St.
Stop 16 00907
(809) 725-6960
SEATTLE, Wash.
2505 1 Ave. 98121
(206) 441-19~0
ST. LOUIS, Mo.
4581 Gravois Ave. 63116
(314) 752-6500
WILMINGTON, Calif.
51 O N. Broad Ave. 90744
(213) 549-4000
�CHECK~OFF
/T's A ~MALL
PRICE TO PAY
~
IT~
dOB
~ECIJR/TY
I .----'
· IT~
POLI 7CAL
AWER
February 1988 I LOG I 21
-
�Reflagged Kuwaiti Tankers Win U.S. Crewing Waiver
(Continuoo from Page 1.)
-
and determined that they are entitled
to veterans benefits for their shipboard
service during this global conflict.
"It is hard to believe that the Defense Department would now deem
employment of foreign seamen as more
necessary to the nation's overall
standing in difficult international situations. While I am certain that this
would not be actually stated in any
contemplated waiver request, it is the
only inference that can be drawn from
the request for a waiver.
"Legitimate concerns must also be
raised about the maintenance of a
trained manpower pool necessary to
meet the nation's continuing need for
strategic sealift. Recent studies, including a 1986 Navy manpower study,
point to the increasing critical shortage
of American merchant mariners. Generally, these studies also have concluded that a robust U.S.-flag commercial fleet and maritime employment
base are necessary to ensure adequate
sealift capability in times of war.
"Consideration of a waiver of the
citizen manning requirements for the
11 tankers reflagged under U.S. registry last year undermines efforts to
provide sufficient shipboard job opportunities. Manpower issues should
not be alien to our nation's defense
planners who continually struggle to
develop methods of attracting young
Americans to serve in the nation's
armed services. Maritime labor, too,
expends considerable energy in accomplishing the same basic goal for
the private sector merchant fleet. Our
purposes in this regard are directly
intertwined: maintenance of adequate
sealift capability. Implementation of
this goal will become difficult if a
waiver is granted.
''American seamen will view this
action in the short term as a loss of
immediate job opportunities. Over the
long pull, it provides another indication that the government-despite its
many studies which decry the shortage
of available American seamen-is talcing no concrete steps to support a vital
domestic industry. The result of such
government action is predictable: the
prophecy of acute manpower shortages becomes self fulfilled."
The Union received no response to
its letter prior to the waiver.
In addition, the SIU was alerted to
the government's intentions by the
action of the ship management company in charge of hiring crews for the
tankers.
More than 250 Seafarers contacted
Gleneagle Ship Management in Houston, Texas, asking for employment
applications for the reflagged ships.
They received a simple one paragraph
reply from the firm's crew manager.
"We have received your letter inquiring about employment on the reftagged Kuwaiti tankers. It has not
been determined how the vessels will
be manned, and at this time we are
not accepting applications for employment on the vessels, nor are we engaged in manning discussions with
your Union. ''
The letters were dated after the law
was signed, but before the waiver was
granted.
22 I LOG I February 1988
•'Maybe Gleneagle knows something we don ~t know,'' Drozak said at
the time. "Maybe they know the waiver
request will be granted and they don't
need American seafarers. You'd think
that if they were going to have fill
several hundred billets soon, they would
want a pool of trained seamen to
choose from.''
Gleneagle apparently did know
something because the waiver was
granted and there was no need to hire
any American merchant seamen.
What baffled most observers was
the reasons cited for the waivernational security. No one could explain how America's national security
could be harmed if U.S. crews sailed
aboard those ships.
''Manning the reflagged vessels with
American crews strengthens our national security now and in the long
term," said Rep. Mario Biaggi (DN. Y .).
He cited a recent report by the
Commission on Merchant Marine and
Defense which pointed to an alarming
and dangerous decline in the number
of trained seafarers available to meet
national security needs. If any emergency would occur requiring U.S.
sealift, there simply are not enough
trained merchant seamen to sail the
ships. That number is continuing to
decline.
''This is the perfect opportunity to
strengthen our beleaguered American
merchant marine and our national se-
curity at no cost to the American
taxpayer," he said.
Jones joined in the condemnation
of the waiver on national security
grounds.
''There is no rationale for requesting
or granting this waiver, a fact made
obvious by the lack of supporting documentation accompanying the request,'' he said.
''How can national security be jeopardized by requiring U.S. crews on
ships carrying oil from Kuwait to Europe? National security would best be
served by requiring even greater numbers of Americans to man the instruments of our national defense," he
added.
Hill Must Act on Last Year's Issues
What follows is a legislative update of some important issues that
transpired last year and must still
be acted on by Cong ess.
A united
maritime industry was able to get
the Reagan administration to remove transportation from the Canadian Free Trade Treaty. As originally worded, the provision had
the potential to open up portions of
both the American and Canadian
shipping industries to Third World
shipping, especially if transportation had been included in the upcoming trade talks in Geneva,
Switzerland. ''Had the industry been
included in the treaty,'' said SIU
V.P. Mike Sacco earlier this year,
''then it would have lost something
more important than any one program'. it would have lost hope for
the future."
Still, the industry isn't totally out
of the woods on this issue. James
Henry, president of the Transportation Institute, noted that the energy chapter of the legislation still
allows the export of 50,000 barrels
per day of Alaskan North Slope Oil
to Canada. The provision, said
Henry, would set a "dangerous
precedent'' that threatens U.S. energy independence.
CANADA FREE TRADE:
TRADE: Despite predictions that unfair trade would be the number one
priority of the lOOth Congress, the
Omnibus Trade Bill was left to die
on the vine. Congressional leaders
said that the October stock market
crash had diminished chances that
the bill would be enacted into law
without undergoing major changes.
Both the Senate and House versions of the bill contained pro-maritime provisions which would beef
up the retaliatory powers of the
Federal Maritime Commission. Even
though Congress and the administration failed to deal with this issue,
it would not go away as the monthly
trade deficits continue to hit record
levels.
Many figures in the maritime industry were
saying that reform of the existing
liner subsidy program was central
to the industry's survival. Yet even
LINER SUBSIDY REFORM:
though the program had started to
elapse, no consensus could be
reached on how a new program
should be constructed.
The administration finally came
up with its own version of the bill,
which was generally opposed by
most of the industry as being ''too
little, too late.'' There was sharp
disagreement, however, in the industry on what approach should be
taken in lieu of the government's
actions.
Toward the end of the year, Rep.
Walter B. Jones (D-N.C.) came up
with another bill to reform the liner
subsidy program, H.R. 3808, which
was co-sponsored by Rep. Mario
Biaggi (D-N.Y.), Bob Davis (RMich.) and Norm Lent (R-N.Y.).
for the American owners of vessels
documented under open-flag registries, tried to get Congress to extend
naval protection to all shipping in
the Persian Gulf and provide War
Risk Insurance to vessels registered
in such countries as the Bahamas.
DEFENSE COMMISSION: The first half
of the long-awaited presidential Defense Commission on Shipping was
released. The commission argued
strongly that the decline of the
American-flag merchant marine
posed a threat to the security of the.
United States .
e second half of
the report, which con ai
ommendations for a national maritime
program, is expected to be released
in the near future.
STRATEGIC PETROLEUM RESERVE:
ARCTIC NATIONAL WILDLIFE OIL:
Serious attention began to be given
in Congress about the exploration
of oil in the Arctic National Wildlife
Region. Many experts believe that
this area contains one of the most
promising sources of untapped energy.
Opposition to development was
expressed by some environmental
groups. Yet industry figures pointed
to this country's experiences with
Alaskan North Slope oil as being
proof that it was possible to develop
this country's energy resources
without violating environmental
standards.
This has the potential to be a
make-or-break issue for the maritime industry. Alaskan North Slope
Oil is scheduled to decline rapidly
during the next decade, which could
lay up many existing tankers in that
business. And even if Congress does
enact legislation on this issue, it
would take a decade before new oil
started to be shipped to the Lower
Funding for the SPR was reduced
to $438 million in the final rs·
of the year's continui g udget resolution, which meant that the daily
fill rate would be set at about 50,000
barrels per day. Industry experts
argued that this was too low to
protect national security interests
or to help maritime.
SEWAGE SLUDGE: Action on the
House's version of the sewage sludge
bill was delayed until next year
when attempts to attach H.R. 82 to
a continuing budget authorizations
bill failed. Shortly before the year
ended, Sen. John Breaux (D-La.)
introduced a Senate version of the
bill.
Well-Deserved
Retirement
48.
OPEN REGISTRIES: One of the most
disturbing trends in the international shipping community last year
was the debasement of long-standing national registries. Such traditional maritime powers as Norway
established de facto open registries
under their national registries .
The Federation of American
Controlled Shippers, a lobbying front
Ollie "Buzzy" Purday (left), a longtime
member who shipped out of the ports of
Baltimore and Norfolk, receives his pension
check from SIU Patrolman Mike Paladino.
�Editorial
L
ET'S face it. Somebody is not telling
the truth. ls it the U.S. government? Or is it the Kuwaiti owners of
the 11 reftagged tankers who receive
millions of dollars a day in U.S. Navy
protection, but don't have to employ
American crews?
When the question of the reflagging
first surfaced, it was assumed those
ships would carry American crews. After all, American flags and American
crews go together. We thought it was
the law.
Last summer when the debate over
the crewing of the tankers was raging,
the lawyer for Chesapeake Shipping
Company-the nominal owners, the real
owners are of course the Kuwaiti'ssaid his bosses would crew those ships
with whomever the law required.
"The company intends to, and will,
comply with American law in all respects. If the law were to require and
the regulations to require American citizen crews, the company is prepared to
employ American citizen crews."
In addition, attorney Mark P. Schiefer told the House Merchant Marine
Ref lagging-A Waiver of the Truth
Subcommittee that the company did not
ask any government agency for any
special commitments regarding crewing
requirements.
But lo and behold, the administration
said because those ships would not call
on American ports the citizenship crewing requirements did not apply. That
interpretation was based on a section
of maritime law which allowed the use
of foreign crewmen when Americans
were not available. That section was
written in the days of sail and early
steam when it was impossible to bring
a seaman from the States to replace or
relieve a crewmember overseas.
Now, the Secretary of Defense claims
that the use of American crews, as
required under a recently passed law
designed specifically for the reftagged
tankers, would somehow harm American national security.
In his letter requesting a waiver of
the crewing requirements, Secretary of
Defense Frank Carlucci said, "The reflagging is in the national defense interest and continues to be necessary to
facilitate U.S. naval protection of these
Letter To The E- or
'An pen Letter to My Brothers
Of the SIU ... '
Seventy-two years ago I went aboard my first ship (1916). Many
years have rolled by sine
experienced the thr
f
two yea.rs I sailed on the Great Lakes, ta.king time out for a hitch in
the U.S. Army a.nd a.gain in World War Two as a radio engineer at the
Ford Bomber Plant at Willow Run, Mich. I retired in 1966 With wha.t
may be close to a record, 28 years on the last ship I signed on.
Many of you are unta.milia.r with "those good days" of six hours on
a.nd six hours off. I would like to give you some idea. of a. sailor's life
back 1n those days. It was a time when once a week we were gtven a
roller towel of some coarse material. You took a bath with it one day,
and the next day you dried your face with it! It was a time when the
"Old ~an" or the mate took a personal dislike of you and told you to
get your money and get off at the next port. The surest way of getting
fired wa.s to mention the word "vaca.tion," much less ''vacation with
pay"! The galley refrigerator had its padlock, and the cook had the key.
When the cook went to bed, the key went with him. There was no
night cook, the night lunch was set out on the galley table. On hot
summer nights when the midnight crew came on, the sliced meat (if
there was any lefi) was dry and curled up like a leaf on a fall lawn.
The butter had turned to liquid and had drowned a few night bugs. One
could have filled a fountain pen with what was left. in the coffee urn
and written a letter home with it. In making port, Ordinary Seamen
reftagged tankers.
" ... Unless waived, these requirements (citizen crews) would significantly change one of the conditions
existing at the time of reftagging. This
result would tend to undermine the
reflagging arrangement, which continues to be in the national defense interest.''
Going back to Mr. Schiefer' s remarks, it appears that the ships' owners
were willing to employ whomever the
law required. The law now requires
Americans. He also said the company
did not ask for any special consideration, which appears to mean that the
deal did not hinge on who crewed the
ships. After all, it was American military
might these people were seeking.
But looking at Carlucci' s very vague
and brief reasons for the waiver, it reads
that if American crews were required
to sail those ships, then the Kuwaiti's
would back out of the deal. At least on
the public record, crewing regulations
are not part of the deal.
It's hard to imagine the Kuwaiti's
would give up several million dollars a
day in U.S. Navy protection because
of the small increase in cost for American crewmen on those ships. It would
still be a small price to pay for renting
the U.S. Navy.
Of course we can only base our
conclusions on what is in the public
record. And that record indicates someone is not telling the truth.
If there was some sort of backroom
deal cut between the administration and
the Kuwaiti government, why doesn't
somebody just fess up to it. After all,
it seems as if everybody is getting what
they want.
Kuwait has the U.S. Navy in the
Gulf for the cost of filing fees and the
pay of two officers. The administration
now has a legitimate right to show the
flag and rattle its sabers in front of Iran,
and to offset the presence of the Soviet
Navy in the Gulf.
The only folks who didn't get what
they want are the merchant seamen
who could use the work. And the American public which has the right to the
truth.
were called with no thought of overtime pay. "Overtime" was a nasty
word~ only to be thought of behind locked doors.
I could go on and add other things which you probably would not
believe. Suffice it to say, these were the conditions aboard the ship I
was on, when in 1950 an SIU agent came aboard. The story he told
sounded like a fairy tale. There were 20 unlicensed men in the crew.
Have you ever tried to get 20 men to agree wholeheartedly on one
? Some o
ose
ob·
ey joined the Union. Others
would be paying dues just to hold their job. That's human nature. After
many pros and cons, the Union was voted in. And with it the "fairy
tales" spoken of by the sm agent became a reality!
A refrigera.tor wa.s built into the galley wall and wa.s open 24 hours
a day. On the galley wall also was installed a T.V. Now we had clean
linen whenever we needed it. Over time, we got vacations with pay,
recourse to ''beefs" that turn up, a.nd rights that sailors long dreamed
of. What a change in conditions the SIU had made.
But that was only part of it. For 22 years now I have received my
SID pension every month. I was never in a hospital until two years
a.ft.er I retired. Then everything seemed to fall apart. Two strokes, three
heart attacks, and four times surgery for prostate gland. It incurred a
tremendous expense, but the Union has stood loyally by me. Without
their help I could have never made it. Any of you Brothers who feel
you a.re paying dues just to hold your job could never be more wrong!
Value your membership for everything it is. The sm is one Union that
is behind you all the way.
·
Sincerely yours,
John C. Hiller.
Petoskey, Mich.
YOU CANT
WIN USING
DRUGS/
UN5HACKLE
YOU~SELF
TODAY./
KICK TME
HABIT/
r
CONTACT
YOUR UNION
AT PINEY
POINT OR
YOUR
PORT
AGENT.'
February 1988 I LOG I 23
-
�Seafarers International Union of North America, AFL-CIO
Washington Report
Rep. Richard Gephardt (D-Mo.), television
evangelist Pat Robertson and Sen. Robert Dole
(R-Kan.) were the big winners in Iowa's long
awaited caucuses. In addition to winnowing
the field of presidential contenders down to a
more manageable size, the results said a great
deal about the mind of the American electorate.
Gephardt's victory was a testimony to the
importance that the American electorate places
on the trade issue, especially in areas like
Iowa, which have been hard hit by unfair
foreign competition.
Dole based his campaign on two themes:
leadership and the resolution of the budget
deficit. The fact that he came from nearby
Kansas gave his campaign a boost in this
midwestem state.
Robertson's victory offered the most meaningful lesson to labor groups. More than any
other candidate, he demonstrated the importance of grassroots activity in the election
process. Republicans will have to take note of
his concerns if they are to forge a winning
coalition.
Merchant Marine Benefits
Forty-three years after the end of World
War II, American seamen finally have been
given the recognition they deserve for the role
they played in helping to preserve democracy
in the world.
The Defense Department granted surviving
seamen the same rights and privileges that
have been awarded to veterans and 14 other
groups.
"Most seamen have long passed the age
where they ~an enjoy many of the benefits
that other veterans enjoyed," said SIU President Frank Drozak. "For many of our members, it was a matter of principle.
''The Maritime Trades Department started
the ball rolling on this issue many years ago.
We coordinated our efforts with the AFL-CIO
and other seamen's organizations."
The ruling applies to seamen who served in
active, ocean-going service from Dec. 7, 1941,
to Aug. 15, 1945. For more details on this
issue, tum to page 3 of this month's LOG or
see your port agent.
Defense Commission
Unless this country moves quickly to tevive
this nation's merchant marine, it will be forced
to incur substantially higher costs down the
line, said the Commission on Merchant Marine
and Defense.
The deterioration of the U .S.-fiag fleet posed
a "clear and growing danger" to the national
security of this country. said the report, which
was unveiled by Jeremiah Denton, commission
chairman.
The commission outlined a seven-point program which it said should form the basis of
any national maritime policy. Among the points
stressed were the following:
t
* Development of sealift resources the U.S.
needs to meet national defense requirements.
* Enactment of measures to ensure adequate
ships, seamen and sufficient shipbuilding and
repair capabilities.
!
t
t
!
!
24 I LOG I February 1988
-
February 1988
* A "balance" between the active commercial fleet and inactive reserve forces.
* Preparation to ''go it alone,'' if necessary,
to meet strategic requirements.
* Maintenance of the shipbuilding mobilization base.
* Formulation of new initiatives and federal
programs to augment this nation's sealift and
shipbuilding capabilities.
* Restricting the reserve force only to ships
that have military capabilities not required of
the commercial sector.
For more information, turn to page 4.
ILO Convention
The maritime industry reacted with considerable favor to the Senate's decision to ratify
an International Labor Organization (ILO)
convention setting minimum safety and working standards for merchant mariners.
Hailing the 84-0 vote in the Senate, SIU
President Frank Drozak noted that ''this is a
long-overdue step which will give the international maritime community some badly
needed tools to protect the rights of seamen
worldwide."
The Senate's ratification of the treaty expands the ability of unions in signatory countries to take steps to protect the health and
safety of seamen on vessels calling in their
ports.
In testimony delivered last year, Drozak
cited cases where Philippine seamen were
endered virtual laves onboard flag-of-convenience vessels after they had signed blank
contracts which failed to provide for even their
minimal necessities.
Aitide 4 of the ~onvention gives trade unions
in signatory countries the right to look into
grievances filed by FOC seamen when there
is evidence that a ship does not conform to
minimum working and safety conditions.
A more detailed report is carried on page 5.
Coast Guard
Drastic budget cuts in the Coast Guard's
budget request could pose a serious threat to
the safety of many merchant vessels and hamper this country's war on drugs, said Admiral
Paul A. Yost Jr.. the Coast Guard commandant.
According to reports carried in The Journal
of Commerce, the cuts in the Coast Guard's
budget ''will force merchant ships, tugs and
ferries moving about New York harbor to rely
on each other to avoid mishaps''-a dubious
proposition.
In addition, a large portion of this country's
search and seizures in the Caribbean will have
to be halted because there no longer will be
enough federal money to pay for them.
Kuwaiti Reflagging
Rumors have been circulating throughout
Washington that the administration is considering waiving the American citizenship requirements contained in the recently enacted
H.R. 2598 as they relate to the 11 Kuwaiti
tankers.
Responding to these rumors, SIU President
Frank Drozak called upon the government to
commit to using American seamen onboard
these vessels.
Legislative, Administrative and Regulatory Happenings
Gleneagle Ship Management Company, agent
for the Chesapeake Shipping Company (the
"American" owner of the vessels), notified
the SIU that it had not yet decided how to
man the vessels.
"One would think that if they were going
to have to fill some 500 billets soon," said
Drozak, ''they would want a pool of trained
seamen to choose from.''
Several hundred SIU members have expressed interest in manning these slots. if they
become open to American citizens.
"If the government deesn't want to use
American seamen onboard these vessels,"
said Drozak, "then it should re-evaluate its
commitment in the Persian Gulf. The government should take appropriate action and reject
any requests for the employment of foreign
nationals aboard U .S.-flag vessels."
For more information on this story, plea~e
turn to page 1.
OyCanada
The Canadian government is considering
ways to establish a second shipping registry
to promote that country's deepsea shipping
industry, according to reports carried in The
Journal of Commerce.
Several different plans are being floated
about, many of which are ·milar to recent
actions taken by the Danish parli
n .
The recent news reports on this issue put
into stark perspective how important it was
for this country to exclude transportation from
the Canada Free Trade Agreement which was
signed last year between American President
Ronald Reagan and Canadian Prime Minister
Brian Mulroney.
The move to establish second registries has
swept the maritime nations of Europe. Norway
started the trend last year, and France and
Sweden are looking into similar plans.
Liner Subsidy Reform
The shipping industry can make a comeback
this year, said Sally H. Smith, specialist in
ocean carrier stocks, but only if there is some
resolution to the reform of the liner subsidy
program.
While the administration and certain segments of the industry remain split on the best
way to reform the program, the shipbuilding
industry came up with a plan that might help
resolve at least part of the disputed issues.
According to reports carried ir. The Journal
of Commerce, John Stocker, president of the
Shipbuilders of America, is thinking about
"separating the U .S.-flag liner fleet-and maybe
also the bulk carriers-into two parts. The
plan, theoretically, would assure the shipyards
some commercial work and would free owners
and operators to decide under which system
it would be to their advantage to operate."
Stocker is the first prominent shipbuilder to
publicly explore the possibility that at least
some American-flag vessels could be built
foreign.
But he was speaking only for himself and
not the whole council. In addition, other segments of the industry and government remain
divided over other issues.
Operating differential subsdidies, which have
enabled many American-flag companies to remain competitive, have begun to expire.
�
Dublin Core
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Title
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Seafarers Log Issues 1980-1989
Description
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Volumes XLII-LI of the Seafarers Log
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Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present
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Seafarers International Union of North America
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Title
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February 1988
Description
An account of the resource
HEADLINES
KUWAITI TANKERS WIN WAIVER FROM CREWING LAW
AFL-CIO MARITIME TRADES UNIONS MEET TO SET ’88 LEGISTLATIVE GOALS
VETS WIN CLOSES WWII FOR MERCHANT MARINERS
SIU FEATURED ON PUBLIC TV
DEFENSE REPORT OUTLINES STEPS TO REBUILD FLEET
SENATE RATIFIES ILO CONVENTIONS
CHEAPER BY THE DOZEN- SEA-LAND BUYS ECONSHIPS
COAST GUARD BUDGET CUTS COULD HAVE SAFETY IMPACT
WWII HISTORIAN SEEKS HELP
FOOTE, MC&S STALWART DIES
NLRB CHARGES MCALLISTER WITH UNFAIR LABOR PRACTICE
PRIDE, CONFIDENCE, HOPE FOR THE FUTURE: SMU MEMBER PRAISES SHLSS TRAINING
HILL MUST ACT ON LAST YEAR’S ISSUES
REFLAGGING- A WAIVER OF THE TRUTH
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Seafarers Log
Source
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Seafarers Log Scanned Issues 1984-1988, 1994-Present
Publisher
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Seafarers International Union of North America
Date
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2/1/1988
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Newsprint
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Vol. 50, No. 2
1988
Periodicals
Seafarers Log