19 32 1900 http://seafarerslog.org/archives/files/original/b35a5b82ecca3098952a33f42c02dc16.pdf 8234d7943396e9073804f03e62daf0e9 PDF Text Text SIU Appeals to State on Tanker Crew Waiver The SIU has appealed directly to Secretary of State George Shultz in an effort to rescind a crewing waiver for 11 reflagged former Kuwaiti tankers. Also, five maritime unions filed suit in federal court seeking to have the crewing waiver overturned. The ships have been a continuing source of controversy since they were reftagged last year but were not required to carry American crewmen, except for the captain and radio officer. In January, Congress passed, and President Reagan signed a bill which required Amer- and not had a chance to respond to the letter. ican crewmen on all U.S. ships. But under the claim of ''national security,'' those crewing requirements were waived by the U.S. government. Last month at the AFL-CIO Executive Board meeting, SIU President Frank Drozak meet briefly with Shultz who was there to speak before the board. The secretary requested that Drozak prepare a letter outlining the Union's position on the waiver. A three-page letter was prepared and sent to Shultz late last month. The secretary has been overseas ''I outlined what our position has been all along and that the waiver goes against the intent of Congress. I stressed that using American seamen does more for national security than does employing foreigners on U.S. ships. We are hoping that Secretary Shultz would begin a review process which could eventually rescind the waiver," Drozak said. In the suit, the unions are arguing that the Department of Transpor- tation and the Coast Guard acted in direct violation of law in granting the waiver. The suit asks that the waiver be rescinded and that the DOT be enjoined from taking similiar action in the future. Drozak said the SIU supports whatever action is needed to fight the crewing situation on the Kuwaiti ships. He added that the SIU decided to explore other avenues of action besides the courts. The unions involved in the suit are the NMU, NMEBA, MM&P, SUP and MFOW. A hearing on the suit is set for March 29. Official Publication of the Seafarers International Union • Atlantic, Gull, Lakes and Inland Waters District • AFL·CIO Vol. so, No. J March 1988 Uttle Surprise in FY 89 Budget Maritime Programs Remain at Last Year's Level The administration submitted a trillion dollar budget to Congress for fiscal year 1989 which left funding for maritime programs at essentially the same levels that they were last year. The administration has requested $471.5 million for maritime programs. On paper, this represents a $334 million increase over last year. Roughly two-thirds of that increase can be traced to the administration's decision to change the way it was submitting its request for operating differential subsidies. Most of the rest of the increase was a bookkeeping change: programs which had been handled under different appropriations bills were now being submitted under this one. The administration based its budget projections for maritime on the assumption that its plan to reform the liner subsidy program would be approved. Yet there has been little movement on the administration's plan, and many maritime officials believed that Congress would not get around to dealing with this vitally important issue before it adjourned. John Gaughan, head of the Maritime Administration, told the House Ap- Scholarships April 15 is the application deadline for Charlie Logan Scholarships. Active Seafarers are encouraged to apply as well as dependents of Seafarers. See January and February LOGs for details. Send applications to: Seafarers Welfare Plan c/o Charlie Logan Scholarship 5201 Auth Way Camp Springs, Md. 20746 propriations Subcommittee that $248.9 million had been set aside to liquidate existing operating differential subsidies, and that $72.92 million should be set aside for grant agreements to bring in new operators under subsidy. No provisions were contained for new ship financing guarantees. That met with widespread criticism from industry officials. There was reduced funding for the P.L. 480 program, and for the Coast Guard, whose budget is contained in a different category. Shortly after the administration made public the provisions of the budget, Navy Secretary James Webb resigned in protest. He said that the budget would make it impossible to go ahead with plans to build a 600 ship Navy. Controversy also surrounded funding levels for the Coast Guard. Unless budget cuts were restored, said Coast Guard Commander Paul Yost, the Coast Guard would have to severely curtail its "search and seizure" drug raids and close Coast Guard facilities around the country. The administration came down on the side of the Maritime Administration in granting it authority over the Reserve Fleet. The Navy had contested that authority, and the issue had aroused considerable attention in maritime circles. In testimony before the House Merchant Marine Committee, Gaughan noted that the administration planned to continue providing funds for five state maritime academies, but only if they agreed to share training vessels and accept the administration's proposal that all graduates of federally supported maritime schools accept a Naval Reserve commitment. "'It is said that no news is good news,'' said Frank Pecquex, director of the SIU's Department of Legislation. ''That may well be the case with the administration's Fiscal Year 1989 budget. ''The best that can be said is that it contains no surprises, but it is the latest chapter in seven years of official neglect.' ' SIU President Frank Drozak said (Continued on Page 4.) Thomas R. Donahue, AFL-CIO secretary/treasurer addresses the Maritime Trades Department. Legislative goals and ways to revitalize the U.S. merchant marine topped the agenda. With Donahue are (L-R) MTD President Frank Drozak, MTD Secretary/Treasurer Jean lngrao and MTD National Field Coordinator Frank Pecquex. See pages 5-7 for details. I side: . Manning Standards Examined SIU Firms Win 42 RRF Ships Brother to Brother Inland News_ Government Services I 1 Page 3 Page 4 Page 8 Pages 9 & 10 Pages 18 & 19 �President's Report by Frank Drozak During the past few election years, politics has become more and more like a massively-produced sporting event. The networks drench the airwaves with 15-second clips of candidates. Newspapers run hundreds of column inches on the latest polls and trends, and the candidates themselves throw slick video-like commercials at viewers. Sometimes with all that noise and visual assault, messages get lost. How much can a candidate say in a 15-second sound-bite or half-minute commercial? The recent primaries and caucuses in some 20 states March 8 was in danger of becoming more like a made-for-television movie than an important step in the election process. But as the election neared, a trend developed-the problems of America's working men and women became a popular theme. Sometimes it was hard to figure out where the various candidates stood on the issues by just watching the news, but a careful reading of the papers and political analysis showed that issues were getting an airing. Issues that concern all American workers. Unemployment, underemployment, the prohibitive cost of housing and medical care, education, drugs, job training andjob security are all issues that affect all Americans, regardless of political ideology. I believe those are the issues which will decide the 1988 elections. Americans are worried. While unemployment figures have dropped in the past few years, so have the number of people working at well-paid industrial jobs. People know this country cannot continue to pile up the budget deficit at the rate the Reagan administration has. They also know this country cannot sit idly by and watch its manufacturing base sold piece by piece overseas. The results from Super Tuesday seem to have narrowed the Democratic field to three and the GOP to one. All three of the major Democratic candidates have appealed to the vast working class. While the details of their messages vary, they know that working men and women will decide the election on the issues important to them. When it comes time for the SIU to endorse a candidate, it will be only after careful study. Like all unions in the AFL-CIO, we are concerned with how the candidates stand on labor's main issues. We are also very concerned about where they stand on maritime issues. Two of the areas we will be looking at are: Rebuilding the U.S. merchant marine-It's no secret our vital industry needs help. The recent report and recommendations from the president's Commission on Merchant Marine and Defense is a good place to start. The role of the merchant marine in this country's defense posture must be reaffirmed. We cannot allow the merchant fleet's role to be farmed out to low-wage foreign countries, like so many American companies have done with their plants. The bottom line is not cost, it is efficiency, competitiveness and the ability to fulfill the defense role. its traditional large-scale involvement in the election. We have a reputation as a union that can be counted on to tum out the vote and the volunteers. That's where each and every one of you comes in. Volunteer your time and your effort, not just in the presidential race but in the contests in your own home town. Candidates for the House and Senate and for state offices are important to you and the Union. Check with your port agents and field reps. They will have a line on the best ways you can help your Union and yourself. More so than most industries, our job security is tied to politics and national policy. Another eight years of being ignored or attacked could very well mean the death of the U.S.-fiag merchant marine. We cannot let that happen. We are not simply talking about dollars, we need leadership and we need a president with the attitude that the merchant marine is important. An important question for the candidates will be where they stand on the Defense Commission report. Fair Trade, Not Free TradeThe trade policies of the last eight years have led to the biggest trade deficit this country has ever seen. But as long as U.S. trade policy allows American products and American companies to be shut out of markets and tariffed to death, little will improve. We have to trade with the rest of the world. But they must trade with us too. The candidate we support must support a reasonable and sound fair trade program. Between now and the November election, the SIU will gear up for SIU's Fay Honored SIUNA Vice President John Fay (right) was honored in Philadelphia for his contributions and help to the Deborah Hospital Heart and Lung Center. Fay received the Humanitarian Award from Jeffrey Gloss, associate chairman of the hospital's executive board. Off1aal Pubhcat1on o1 the Seafarers International Uruon of Vol 50, No 3 North Amenca, Atlanbc, Gutt, Lakes and Inland Wa ers D1stnct March 1988 i: "' Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I March 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) i~ published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District. AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 89906~~· Sec?nd-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional ma1hng offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way Camp Springs Md. 20746. ' ' �Manning Standards Examined by Maritime Panel More than 30 labor, management and government representatives met in a day-long session earlier this menth to discuss ways to establish more "effective manning" regulations. ''We're trying to find an area where labor, the shipowners and government might be able to work something out,'' said SIU President Frank Drozak. The meeting was the result of an earlier get-together last fall at the United States Merchant Marine Academy in Kings Point, N. Y. Some participants expressed concern that new manning regulations would reduce the number of crew- members onboard ships, Coast Guard Admiral J.W. Kime said, "We're not talking about taking people off, we 're talking about how to use them better.'' He also said the agency's manning standards are designed only for safety and that crew size on any ship is up to collective bargaining between the various unions and shipowners. Most participants agreed on the need to update manning standards, but few agreed on exactly how to go about it. There was discussion about ''crossutilization'' using a qualified crewmember in both the engine and deck departments. There also was discus- SIU President Frank Dro7.ak makes his opening remarks at the conference. Coast Guard Adm. J.W. Kime Oeft) and SIU presidential assistant Mike Neumann take notes. SUP President Whitey Disley makes a point during the manning conference. With him are SIU Vice President George McCartney (left) and MFOW President Paul Dempster. sion of automation and watchstanding requirements. The goal of the committee, co-chaired by Drozak, is to design manning standards which could be implemented either through legislation or regulatory reform. A smaller committee was appointed to study the issue in more detail and try to find areas of agreement between the varied parties. Unions which took part in the meeting included the SIU, NMU, MM&P, MEBA-1, MFOW and SUP. APL, Matson, Arco, Exxon and Sea-Land sent representatives, and members of Marad and the Coast Guard attended. Andrew Boyle, SIU or Canada vice president, was an observer at the conference. Members Need Modern Rotary System SIU Studies Ways to Improve Shipping & Registration The SIU is undertaking a study to examine ways to improve the rotary shipping system. The aim is to expand job opportunities for SIU members in all ports, and to make registration and shipping procedures easier for the membership. In a report to the membership last month, SIU Vice President Angus "Red,. Campbell said that ''while nothing has been done to change our system, somewhere down the line changes are going to have to be made." The idea for taking a new look at registration and shipping procedures developed during meetings with members attending upgrading programs at the SHLSS. During these past four years, SIU President Frank Drozak met with Bosons and Stewards in .Recertification Programs as well as members in other upgrading programs to get their ideas on how to improve membership services. One area which received a great deal of comment was an idea to establish a national registration and shipping procedure. Out of these SIU Ally Is Top 'Italian' Long-time SIU friend and supporter (center) Joe Avara, Ret. Baltimore Police Col., was honored recently when he took command as the national president of the Sons or Italy. With him are SIU Headquarters Rep. Frank Paladino and Baltimore Port Agent Robert Pomerlane. discussions came a general agreement that some kind of national rotary shipping system might better serve the needs of our membership. A national registration system would improve the rotary job guarantees, and would expandjob opportunities to members in all ports. President Drozak is urging members to write to him with comments on the concept of a national shipping and registration system, or any other system which will safeguard and improve the rotary shipping system. Members are asked to address their comments to: Frank Drozak, President Seafarers International Union 5201 Auth Way Camp Springs, Md. 20746 Committee Approves Bill To Beef Up Fishing Boat Safety A new fishing vessel safety bill was approved by the House Merchant Marine and Fisheries Committee last month that will raise safety standards for U.S. fishing boats. But part of the bill dealing with liability and injury compensation standards was delayed for future action. H.R. 1841, The Commercial Fishing Industry Safety and Compensation Act, sets new standards for vessel safety. Introduced by Rep. Gerry Studds (D-Mass.), chairman of the subcommittee on Fisheries and Wildlife Conservation and the Environment, H.R. 1841 would require the largest population of fishing boats, documented vessels (those over five net tons) or !hose which have more than 16 people onboard, to carry at least one EPIRB (Emergency Position Indicating Radio Beacon), life boats or rafts sufficient to accommodate all onboard, one exposure/survival suit per crewman, radio equipment which allows the boat to communicate with the Coast Guard, certain navigation equipment including charts and compass, and first aid supplies. New vessels carrying more than 16 crewmen would face even stiffer requirements including radars, bilge alarms, and fire fighting equipment. The Coast Guard is also directed to develop stability standards for new vessels and for those whose physical characteristics are substantially altered in a way which affects the vessel's operating stability. The Coast Guard is also given two years to develop a proposal for the possible licensing of vessel operators. The bill would, for the first time, require the inspection of fish processing vessels. As explained by Committee Chairman Walter B. Jones (D-N. C.), a sponsor of -the bill, the committee's decision to proceed with the markup of Title II, the safety provisions, and delay markup of the liability Title was driven by two facts: "We must make it very clear that this committee is on record supporting safety legislation and that safety legislation is going to be (Continued on Page 4.) March 1988 I LOG I 3 �SIU Wins Big Share of RRF Contracts-42 Ships SIU contracted companies garnered the lion's share of the contracts awarded by the MSC to the private sector for the maintenance of 71 vessels in the Ready Reserve Force. SIU-contracted companies will maintain 42 of the vessels over the next five years. "This represents literally hundreds of potential jobs for SIU members,'' said SIU Vice President Angus "Red" Campbell. The ships make up the Navy's fleet of emergency use vessels which would be broken out in case of a national emergency requiring the use of U.S. forces and troops overseas. The announcement had been held up while the dispute between the Navy and the Maritime Administration over who would handle these vessels was resolved. The administration finally found in favor of Marad. In addition to the new awards, nine other ships will be crewed by SIU members under the terms of a previous agreement. Interocean Management will operate six crane ships in the RRF, and Crowley Maritime Inc. will operate three T-1 tankers. What follows is a list of the awards to SIU-contracted companies: • American Overseas Marine Corp., Quincy, Mass., 12 ships, $1.9 million. • Interocean Management Corp., Philadelphia, eight, $1.6 million. • OMI Corp., New York City, eight, $1.2 million. • International Marine Carriers, Mineola, N.Y., four, $914,475. • American President Lines Ltd., Oakland, Calif., 10, $1.2 million. (Steward Department only) Cooking on the Arctic ·Washington Report The Overseas Arctic crew got some fine holiday cooking from Chief Cook A. Fachini (left) and Steward Assistant G. Wheeler. Right Fachini shows off his roasted turkey. Uttle Change in Maritime Budget (Continued from Page 1.) that the administration's budget meant that many important questions would have to be put on the back burner. Commenting on Webb's resignation, Drozak said that the controversy concerning the budget underscored the fact that the military had to get the most out of the money it was spending. "It is no longer possible," said Drozak, "for federal agencies like the MSC to underestimate their true costs when making Request for Proposal (RFP) bids. Private-sector maritime companies must be utilized if this country is to maintain an adequate sealift capability.'' Also of interest to maritime was the $62 million in debt authority set aside for Ocean Freight Differential payments to the Department of Agriculture for the added cost of carrying additional cargo reserved for U.S.-ftag vessels as a result of the compromise reached concerning the P .L. 480 program under the Food Security Act of 1985. Pensioners The following SIU members have retired on pension: DEEPSEA Baltimore Samuel Powell Duluth Stephen P. Kolek Houston Lester W. LeClair Jacksonville Samuel S. Brown Clifton Jordan John J. Kruse Mobile Edward L. Collins New Orleans Tadeusz Zielinski 4 I LOG I March 1988 New York Donald Ash Thomas Maga Reginald E. Melville Bernard Romanoff Santurce John A. Speer Seattle Gordon E. Bradford Wesley T. Christianson Robert E. Hommel Edgar Sharp Wilmington Robert E. Ladd · Kenneth H. Roberts (Continued from Page 24.) that he and the administration opposed any new shipbuilding program, and companies should be allowed to build foreign and still receive operating subsidies. ''We recognize the trade-off here; if we are going to make it possible for U.S. companies to compete, we have to reduce their capital and operating costs," he said. Drug Testing DOT' s Burnley has introduced a farreaching and controversial program concerning the testing of all airline personnel. The program has important ramifications for the maritime industry because Burnley has said that it would be applied to workers in other transportation sectors, including maritime, trucking and bus. ''The rules for maritime workers and truck and bus drivers are likely to include random testing, some regularly scheduled periodic tests, and special tests after accidents, rule violations, and upon a reasonable suspicion that a worker has used drugs,'' said The Journal of Commerce. Fishing Safety Bill Advances (Continued from Page 3.) enacted by this Congress'' and second, "There is still no consensus as to how to write Title I." The committee also approved H.R. 1260, the National Seabed Hard Minerals Act, introduced by Mike Lowry (D-Wash.), chairman of the Oceanography Subcommittee. The bill establishes a regime for the exploration and commercial recovery of hard mineral resources found in the seabed within our 200-mile Exclusive Economic Zone (EEZ). The committee adopted two amendments to the bill: by Robert Davis (RMich.), requiring mining vessels to be not only U .S.-ftag but U .S.-built; and by Patricia Saiki (R-Hawaii) to increase the flexibility of criteria used to determine if a state is "affected" by mining activities and therefore eligible to share in the revenues derived from those activities. Two amendments were offered and defeated: by Norman Shumway (RCalif.) that would have eliminated the federal-state dispute settlement section of the bill; and by Jack Fields (RTexas) that would have eliminated the requirement that an "affected state" have an approved Coastal Zone Management program to receive certain bonus revenues. The committee also approved two bills dealing with merchant marine veterans. H.R. 1430, introduced by Mario Biaggi (D-N. Y.) authorizes decorations and medals for service in the merchant marine; and H.R. 2032, introduced by Glenn Anderson (D-Calif.), authorizes the conveyance of the vessel Lane Victory from the National Defense Reserve Fleet to a nonprofit group for use as a merchant marine memorial. �Denounces U.S. Flag Sell-Out Maritime Trades Department Sets '88 Legislative Goals Bal Harbour, Fla.-The Reagan administration's decision to waive U .S.-citizen crew requirements on 11 Kuwaiti tankers carrying the American flag for protection in the Persian Gulf was unanimously condemned by the AFL-CIO Maritime Trades Department which met last month to set legislative priorities for 1988. The waiver was granted by the Coast Guard Feb. 9 at the request of the Defense Department and drew a sharp protest from MTD President Frank Drozak. He said the move would do "immeasurable harm to the maritime industry's continuing effort to meet the national security role that Congress has established" for the American-flag merchant marine. The MTD executive board gave ''unanimous consent" to the department's officers to "explore every legal and legislative avenue open to us to reverse this arbitrary administration slap at the intent of Congress." Drozak said the resolution on refiagging had the support of all of the seagoing unions, including those not affiliated with the MTD. Besides the Seafarers, the list includes the National Maritime Union, Marine Engineers, Masters, Mates & Pilots and Radio Officers. Congress had sought to close a loophole that allowed reflagged Kuwaiti ships to avoid compliance with a law requiring that ships flying the American flag carry U.S. crews. President Reagan approved the legislation last month, but Defense Secretary Frank Carlucci found a new loophole. He claimed that use of foreign seamen on American-flag ships serves a national defense interest. * * * In an address to the board, AFL-CIO Secretary-Treasurer Thomas R. Donahue reviewed developments since the federation's 1987 convention and legislative prospects in the current session of Congress on such key labor-supported measures as the Omnibus Trade Bill. The trade measure was among the legislative priorities discussed by the MTD board, along with development of oil reserves in the Arctic National Wildlife Reserve, preserving the integrity of the Jones Act, shipbuilding, safety and health, social security, minimum wage, Medicare, and recommendations of the Commission on Merchant Marine & Defense aimed at reviving the nation's sealift capability. The board meeting also hailed the recent success of maritime unions, working through the AFL-CIO Ad Hoc Maritime Committee, in the eight-year battle to persuade the Department of Defense to grant veterans' status to seamen who sailed with the merchant marine during World War II. The meeting also noted that the department had succeeded in getting transportation removed from the U.S. -Canada Free Trade Agreement and in enacting the Fishing Vessel Anti-Refiagging Act. * * * The MTD vowed to make use of its extensive grassroots political action network of port councils during this year's primaries and national elections. MTD Secretary-Treasurer Jean F. lngrao welcomed a new affiliate to the department, the Steelworkers, and USWA Vice President George Becker was named to the executive board. Also named to the board was Carpenters President Sigurd Lucassen, who succeeds his predecessor, Patrick J. Campbell. Members of Congress addressing the board included Sen. Howell Heflin (D-Ala.), Rep. Don Young (R-Alaska), Rep. Joe Moakley (D-Mass.) and Rep. Gerry Sikorski (D-Minn.). Speakers from the AFL-CIO staff included Department Directors Rudy Oswald, economic research; John Perkins, COPE; Bert Seidman, occupational safety, health and social security, and Robert McGlotten, legislation. SIU Assumes Leadership Role c SIU Executive Vice President Mike Sacco urged the members of the Executive Council of the Maritime Trades Department to make trade their top priority. MTD Presid~nt Frank Drozak chaired the two-day session, which established the department's legislative agenda for the upcoming year. SIU President Frank Drozak, left, and Rep. Don Young (R-Alaska) urged Congress to enact legislation permitting the development and exploration of oil products found in the Alaskan National Wildlife Reserve (ANWR). Election Year 1988 The maritime industry is one of the most regulated sectors of the American economy. Additionally, the complex web of maritime laws, subsidies and policies have made the fate of maritime highly reactive to decisions made at the federal level. All of the maritime trades, and indeed the entire economy, are affected by government policy making. Fortunately, workers in the maritime trades have been among the most outspoken in promoting the causes of economic and social justice. In recent years, their collective voice has been amplified through the MTD's Grass Roots Political Program. Through it, we have achieved significant victories. De~pite consistent anti-labor policies implemented by the present administration, we have actively supported and secured election to office men and women who share our beliefs and represent our hopes. An essential key to our success has been the broad involvement of the 26 port maritime councils throughout the United States, and the Commonwealth of Puerto Rico. Their officers have joined with field representatives and the membership of affiliated unions to make a real difference at the local, state and national levels. We must, however, guard against the complacency that often accompanies success. The 1988 elections offer unprecedented opportunities for securing major gains for American workers. The entire U.S. House of Representatives, one-third of the U.S. Senate, state legislatures and city councils, and most importantly, the next administration must be selected. Our future and our children's futures are at stake. The MTD urges all affiliated unions and their respective memberships to fully participate in our nation's political process. March 1988 I LOG I 5 �The National Economy During the past several years, the U.S. economy has experienced record trade imbalances, an unprecedented string of budget deficits, unemployment rates stuck at historically high levels during a period of expansion, and wave after wave of mergers, hostile take-overs, and manipulations of the financial markets. This economic turmoil was further exacerbated by the Oct. 19, 1987 stock market crash which literally erased $1 trillion worth of stock values in one hectic trading session. Black Monday, as the crash has now been labeled, and the unhealthy and unsound state of the nation's economy is largely man-made, the result of seven years of supplyside Reaganomics. More than investors were jolted by the Wall Street tremor. The huge plunge and the market's subsequent uncertainly sent shock waves through the public at large as well, undermining what little confidence still remained in the immediate future of the economy and of Reaganomics per se. In fact, the administration's accuracy as both an economic forecaster and reporter has been proved highly dubious. The causes of the recent crash are neither trivial nor transient, arising from the strains and imbalances in the American economy precipitated by national economic policies which are based on a naive attachment to free-market ideology. The American people are indeed paying the piper for the administration's inability to reduce the huge budget and trade deficits. Seven years ago, the newly installed Reagan administration inaugurated the most dramatic economic package in decades. Two years later, our economy was limping out of the deepest recession since the Depression with millions of Americans out of work, failed businesses, decreased industrial production and social programs established to care for the needy victimized by the ruthless budget ax. At the same time, the Reagan administration granted tax breaks for corporations and wealthy individuals and promoted huge increases in the defense budget during a period of declining government revenues. The next several years witnessed a modest recovery to the economy and the administration claimed success for the decline in inflation and interest rates. On this count, Reaganomics outperformed even its own promises. In February 1981, the administration foresaw a 4.9 percent inflation rate by 1986. In fact inflation dropped below 5 percent several years ago. But, the rapid relief from inflation cannot be credited to sound economic policy. On the contrary, the rapid decline in inflation can be directly attributed to the staggering unemployment levels which hit this nation during the early eighties. In other words, the jobs of American workers were sacrificed so that the Reagan administration could claim a victory in its battle against inflation. Still, the administration persists in its belief that jobs are plentiful. True, total employment expanded by 10.5 million jobs between 1980 and 1986, which sounds good until one realizes that the U.S. economy generated 12.5 million new jobs in the previous six years. In February 1981, the Reagan administration foresaw a falling unemployment rate that would average 6.6 percent over the coming six years and dip to 5 .6 percent by 1986. In fact, unemployment has averaged 8.1 percent during the Reagan years and has yet to touch 6.6 percent. The unemployment picture is further blemished by the huge trade deficits resulting from this administration's simplistic and blind devotion to free-market economic theory regardless of its cost in human misery 6 I LOG I March 1988 Domestic Cruise Industry and deprivation. Economists estimate that America loses some 22 ,500 jobs for every $1 million in imports that enter the domestic market. Since Reagan came to office, more than two million good paying factory jobs have been washed away by the rising import tide. Furthermore, the original Reagan economic plan promised a budget surplus of $30 billion by fiscal year 1986, despite massive tax cuts and an upsurge in defense spending. The administration was going to accomplish this through strong economic growth and by paring government spending. In reality, however, the budget deficit mushroomed to just under $200 billion in 1987 while the trade deficit has reached approximately $175 billion-a new national record. Thus the projected economic boom heralded by the administration's economic idealogues never materialized. The stock market may recover somewhat and perhaps the message behind its tumultuous plunge in late October will be heeded. Certainly, supplyside Reaganomics have encouraged Americans to spend too much, to import too much, to live beyond its means by relying on foreigners to finance its massive budget and trade deficits. But no nation can continue to successfully consume more than it produces, to spend more than its output, or to pile up international debt on which interest must be paid without heading for a painful adjustment. The bill is now coming due. Inevitably, America's standard of living will suffer unless its economic national policy is vigorously addressed and repaired. The nature of the required repairs will include a smaller federal deficit, perhaps lower consumption by Americans, lower trade deficits, lower interest rates and more investment in American industries and American workers. The MTD believes that it is imperative for the seven years of free spending and heavy borrowing of the Reagan administration to stop. National policymakers must begin to provide responsible economic leadership. The stock market plunge is only a warning of the damage to come if national decisionmakers return to business as usual. The clock is still running, the game is not yet over. With fundamental and far-reaching changes to prevailing economic practices, the scorecard can be changed to reflect a winning and healthy national economy. The AFL-CIO Maritime Trades Department has consistently supported the development of a cruise vessel industry in the United States. To this end, the Maritime Trades Department: 1. shall initiate and support an effort which requires cruise vessel operators who homeport vessels in the United States or who do substantial business in the United States: a) to construct in a United States shipyard any replacements or additional vessels for operation in the U.S. cruise trade and that all nonemergency repairs and maintenance on cruise vessels involved in such trade shall be performed in an American shipyard; and b) a percentage of the crew aboard all foreign flag vessels involved in the U.S. cruise trade shall be citizens of the United States. 2. shall initiate and support an effort which eliminates factors that impede the expansion and operation of U.S. flag cruise vessels in the domestic trades, including but not limited to regulations which allow "cruises to nowhere"; that allow foreign vessels to spend more than 24 hours in a U.S. port; and that allow a foreign vessel to merely touch a foreign port to satisfy domestic shipping restrictions. This effort shall also explore incentives for U.S. construction and operation of domestic cruise vessels, including but not limited to the greater availability and utilization of the Title XI loan guarantee program; and conforming restrictions on the utilization of shipboard gambling devices between U.S. and foreign-flag cruise vessels. Shipbuilding Industry The Maritime Trades Department, AFL-CIO, in recognition of the nation's shipyard crisis, supports the following initiatives: 1. The development and support for legislation requiring federal funding of the Construction Differential Subsidy Program (CDS) at sufficient levels to fulfill existing and future building needs of U.S.-flag vessels operators. 2. Reaffirmation of the Maritime Trades Department's commitment and support for existing maritime policy requiring subsidized vessel operators to construct new vessels in U.S. shipyards, manned by U.S. citizen crews. AFL-CIO Pledges Support to Maritime .//:: -~~ / ~ ,( /~/ ,: ; S 1 v~ /'f.......< • ....__ """ AFf L. .:....; ;.. COPE Director John Perkins outlined organized labor's political strategy for the upcoming year. Robert McGlotten, director of the AFL-CIO's Department of Legislation, urged all trade unionists to become involved on a grassroots level. ""--..~ r~~--~---. ~.-, ~ ·~, .. \.'\ :0 \ t··~.:"").\ ~ \\ .. ., ' ' ~~\ "-4 (·"Of<··( " I 1! ' ...... Rudy Oswald, director of Economic Research for the AFL-CIO, went over the Reagan administration's sorry economic record. �International Trade lnteniational Affairs International trade and its effect on America's economy has been a major concern for the country. This concern has been aroused by a stream of recordbreaking trade deficits which have resulted in the United States becoming the largest debtor nation in the world. Also, the stock market crash that the United States experienced last fall was accompanied by similar crashes in all of the international stock exchanges, and was partly attributable to America's poor international trade position. Accompanying the stock crash and the tremendous trade deficits is the reality that America is mortgaging its future prosperity to maintain present standards of living. Increasing awareness of this problem resulted in omnibus trade legislation being passed by both Houses of Congress. This legislation is designed to assist America in weathering the current trade crisis and prospering in future years. It will help improve America's technical proficiency, aid those workers harmed by international trade, and spur the administration to reach agreements with our trading partners in order to eliminate the unfair trade practices that have led to the decline of many U.S. industries. Reinvestment in America through better and more efficient plants and equipment, and increased training of workers are essential steps towards America's future prosperity. America's economic output has lagged in comparison with many of the countries now heavily engaged in international trade. This is due primarily to the lack of investment made in America. Instead of investing in new plants and job training, investors have spent money in countless merger and acquisition schemes that leave a few people extraordinarily wealthy. In contrast, the newly merged corporation is often left with an enormous debt burden requiring the sale of assets and the laying off of workers. This reduces the company's ability to compete in the future. During these times of trade deficits, many companies have also lost their domestic markets to foreign imports; worker layoffs and plant shutdowns result. Sometimes the layoff is temporary; all too often, however, the job loss is permanent. Workers who lost their jobs because of unmanageable international trade deficits need the financial assistance to live during the time it takes to find a new job, to retrain or to relocate. The omnibus trade legislation pending before the Congress contains provisions that would help to provide those workers with trade adjustment assistance and necessary retraining. One of the International Labor Organization's (ILO) major functions is the formulation and adoption ofinternational labor standards through International Conventions and Recommendations. A feature of major significance is that an International Convention, following ratification by an individual nation is a binding international treaty. Therefore, among the nations which have ratified various ILO Conventions, there has been created a recognized body of international law affecting trade union freedom, human rights, race and sex discrimination, unemployment, and conditions of employment. Recommendations adopted by ILO member nations provide guidance on national legislation, policy and practice. Since 1919, more than 300 Conventions and Recommendations have been adopted. They encompass a very broad spectrum of general and specific matters ranging from freedom of association to crew accommodations onboard ships. In recent years, actions in the United States and a number of European countries demonstrate the possibility that enforcement of international standards of work conditions can be achieved. In 1982, maritime officials of 14 European nations signed a Memorandum of Understanding endorsing the principle of Port State Control under which each signatory nation accepts the responsibility for enforcing internationally-accepted standards of shipboard operation regardless of the flag of registry and the maritime practice of that registry. Among the International Conventions included in the European governments Memorandum of Understanding is the ILO Merchant Shipping (Minimum Standards) Convention #147. This Convention requires ratifying nations to comply with 11 additional ILO Conventions. These deal with minimum age of seafarers; medical care and sickness benefits; prevention of accidents; crew accommodations; food and catering for crews; officer competency certificates; seamen's articles of agreement; repatriation of seamen; freedom of association; and the right to organize and bargain collectively. In July 1985 the Secretariat for the 14 European nations which signed the Memorandum of Understanding reported that 20 percent of all ships entering their ports were inspected for compliance with the requirements of the applicable Conventions. That Third Annual Report of the Secretariat stated that 428 ships, equaling 5 .5 percent of all ships inspected were detained or delayed because of deficiencies in safety conditions or minimum crew standards for food, - -. Trade Deficit & Jobs Are Common Concerns lJA W President Owen Bieber said that the Canada Free Trade Agreement should be repudiated. Andrew Boyle, Executive VicePresident for the SIU of Canada, praised the ability of seamen north and south of the border to work in close alliance. Jack Otero, vice-president of the Brotherhood of Railroad and Airline Clerks, chaired an important meeting concerning the International Labor Organization. accommodations or work hours. In 1987, ILO Convention 147 was sent to the United States Senate by the Executive Branch of the government with a favorable recommendation for ratification. Public hearings before the Senate Committee on Foreign Relations were held in 1987. On Feb. 1, 1988, the United States Senate ratified the Convention by a vote of 84-0. With this action of the Senate exists the necessary legal authority to permit the United States government to take effective action against all sub-standard ships which enter U.S. ports regardless of flag of registry. This would include authority to detain ships which violate minimum standards regarding working conditions and treatment of crewmembers. In summary, there is some reason for optimism that in the near future, effective action can be taken to improve workers' standards on a very broad range of conditions in the international work place of the sea. The internationally adopted and recognized standards include the fundamental workers' rights of freedom of association and to organize and bargain collectively, as well as a number of conditions of work and living onboard ships. On an even broader front, the AFL-CIO has taken steps to direct the focus of the U.S. government to internationally recognized workers' rights in a number of developing countries in Africa, Asia, and Latin America. In June of 1987, the Federation and several of its affiliates submitted petitions to the U.S. trade representative to withdraw duty-free benefits on imports from specified countries with long-standing, repressive labor policies. The petitions were filed under the provisions of the Trade and Tariff Act of 1984 which authorizes the president to withdraw special tariff benefits available to a large number (140) of developing countries, if any such country is not ''taking steps to afford internationally recognized workers rights'' to its workers. The statute specifically includes 1) the right of association; 2) the right to organize and bargain collectively; 3) the prohibition against the use of any form of forced or compulsory labor; 4) the prohibition against the employment of children under a minimum age; and 5) the provision of acceptable conditions of work with respect to minimum wages, hours of work, and occupational safety and health. All of these workers' rights and standards are founded on a number of ILO Conventions. · In 1986 the administration did take some actions making trade benefits dependent upon foreign nations policies toward workers' rights and allowing trade unions to exist and function. Nicaragua and Romania lost their benefits and Paraguay's benefits were suspended. On Dec. 24, 1987, the United States trade representative suspended Chile from the U.S. Generalized System of Preferences (GSP) program based on practices by the government of Chile relating to violations of internationally recognized workers' rights. As a result of this action, Chilean exports to the United States will no longer receive duty-free status under the GSP program. Trade rights and workers' rights are also linked in the programs of the Overseas Private Investment Corporation and the Caribbean Basin Initiative. Vigorous enforcement of these laws of the United States which recognize the applicable ILO Convention can and will elevate workers' standards around the world. It will also remove any competitive advantage which the goods and services of a country may enjoy through the repression of workers. March 1988 I LOG I 7 �From One Brotherhood to Another Seafarer Finds His Calling Away from the Sea By MIKE HALL Cliff Renard was pretty typical of a lot of young men who started shipping out in 1967. The high school dropout from St. Mary's, Pa. was working in San Diego as the war in Vietnam was escalating and a steady stream of ships sailed from the West Coast to Southeast Asia. He had left the Barnabite Community, a Catholic order of priests and brothers in Youngstown, N.Y. He had shelved his dreams of becoming a priest. ''A good friend of mine got me a job in San Diego as a baker. I worked there about a year, and one of the guys I worked with used to ship out as a purser. He told me, 'Cliff, why don't you go on up to Wilmington. I hear the MC&S (Marine Cooks & Stewards) needs bakers.' "I went up there and they told me what I had to do to get my seamen's papers, and about four months later I shipped out on the Lurline,'' the now 48-year-old Renard recalled. That was the start of more than a dozen years sailing, interspaced with a stint as a longhaul trucker and several years of onshore baking jobs. It was also the beginning of a long road back to where he had started in Youngstown with the Barnabites. Last summer, 20 years after he left, Renard took his vows and become Brother Cliff M. Renard, C.R.S.P. Onboard the Santa Maria in the late 1970s, Renar d puts the finishing touches on a Dutch apple pie. It was a little more than three years ago when Brother Cliff sold most of his belongings and began his training with the Bamabites. Along with the religious training he received during his apostlement and novitiate years, he also earned the high school degree he didn't get two decades ago. Now, Renard is attending Niagara University studying computer science and business administration. He will use those skills in administrative work with the order and will also teach. His new religious vocation is a long way from his first job on Matson' s Lurline, then a passenger ship running from the West Coast to Hawaii. "I gradually worked my way up into the bakery. Became third baker and then moved up to second baker on the [President] Cleveland (APL). I was only a C-card then but sailed several trips on the Monterey as third and then first baker. Eventually I became the pastry chef," he said. By then, "The priesthood had completely dropped by the wayside. Sailing was going to be my career. I still had my religious direction in my life. But I didn't really show it or push. Like they say, 'Never talk politics or religion','' Renard said. But his religious beliefs did have some outlet aboard the ships. The passenger ships always carried chaplains aboard for the guests who wished to attend services, and Renard helped serve at the Masses. After dozens of trips aboard the Matson passenger vessels and some APL ships, Renard found himself on something a lot less glamorous , an old Victory ship headed for Vietnam. "I sailed on several old Victories for the MSC, " he said . He even made the switch from the clean confines of the gallery to the engine room as a member of the black gang. "I sailed as a wiper on the Arnold. I got enough time to get my oiler's endorsement. I wanted to see if I could do it,'' Renard explained. As the war in Vietnam began to wind down, he decided to see if he could find work ashore. "I got my Class I license and started driving a semi across country. I guess I like the Brother Renard is pictured above (center) shortly after taking his vows with the Barnabite Order. With him are the Very Rev. Anthony Bianco (left), Provincial of the Order, and the Rev. John Ducette, Diocesan Director of the Apostleship of the Sea. 8 I LOG I March 1988 challenge of learning new things.'' But he discovered that he liked life at sea better than life behind the wheel. Luckily, after about a year of gearjammin', an old friend and MC&S patrolman, Gentry Moore, called. "He said they needed a pastry chef on the old Prudential Line's M-ships. I made a number of trips to South · America on all four of the M-ships, '' he said. Those combination passenger/ freighters carried about 70-100 passengers each. Renard became a fixture aboard those vessels. He said he had a pretty good thing going for him at the time. He'd make a run or two to South America, come home to San Jose, Calif. and take two or three weeks off. If he couldn't get a ship or just wanted to spend some time ashore, his bakery skills always got him a job on the beach. It was during one of those stretches that Renard became very active in his San Jose parish. He became a Eucharist minister, a lay person who is allowed to give communion when a priest is not available, such as onboard a ship. Even though he was performing the Eucharist on the ship, Renard never made the effort to "push" his religion on his shipmates. Gentry Moore recalled that while many knewofRenard's devotion, 'LHe was an all around regular guy. Maybe sometimes we'd try not to cuss around him or something.'' Renard described himself as somewhat of a "loner" onboard. Both in Vietnam and South America, while some shipmates pursued some of the more typical shoreside pleasures, he often visited orphanages, sometimes with purloined stores from the ships for the kids there. After many years at sea, and like so many other seafarers in the late 1970s, Renard became the victim of a rapidly shrinking merchant marine. Prudential laid up the M-ships , and he came ashore for the last time. He got a job as a baker with the Safeway chain of stores and began to become more active in his San Jose parish. "I became a volunteer there, and my pastor told me if I kept working at it I could become a deacon,'' he said. As part of his volunteer work, Renard took care of an elderly priest who was suffering from terminal cancer. "He told me, 'Someday, you're going back to the brotherhood'.'' During his time in San Jose, Renard attended several religious retreats, and just before he died, the elderly priest once again told him he was going back to the seminary. "I guess he knew what he was talking about," Renard said. In 1983 he headed back to upstate New York and the Barnabite Fathers, the last leg of a journey that began when he was a young boy. He says he enjoyed the years he spent at sea, " But I'm truly happy now." His connection with the sea isn't completely cut. A priest who knew Renard created this massive meringue masterpiece for a special buffet aboard the old passenger ship Monterey in 1977. Renard when he shipped out introduced the newly ordained brother to the Port Chaplain of Buffalo. That Lake Erie port is a stop for several dozen deepsea ships each year and even more Great Lakes vessels. The Port Chaplain offered Renard the post of associate chaplain there. Along with his duties at the Barnabite' s Lady of Fatima Shrine, just a few miles up the road from Buffalo , Brother Cliff will still keep in touch with the men and women of the sea. He said all those years of sailing have left a mark on him , and even today small things can trigger a memory or a feeling. ' •Sometimes when I meditate I can hear a truck engine or start putting sounds together and can imagine the sound of the engine room. Or if you're in one of those big parking garages, with all the noise from a lot of cars and the vibrations as the floor shakes a bit. It feel.s like being on a ship." While the sea may have called to Brother Cliff Renard for all those years, it wasn't until he put the sea behind that he found his calling. �nan ews 'Joe Ax' Turns BO in New Orleans Earl J. Schmitt, a former Louisiana state representative, turned newsman for the day when several friends honored old time Boatman Joe Rauch on his 80th birthday. Below is Schmitt's dispatch from the Crescent City. It was Saturday, December 19, that a few "old timers" quietly met in the office of Cooper-Smith (formerly Crescent Towing Company) on the company barge on the Mississippi River in New Orleans. The 10 men met to surprise Joe Rauch on his 80th birthday. Joe is much better known as ••Joe Ax' ' and has been working on the river for more than 60 years. His friends , who paid tribute to him, dated back to the W. G. Coyle Company many years ago. Although Joe carried numerous licenses to operate vessels of large tonnage, he always preferred to be a deckhand. He was a most humorous person and taught many seamen the art of the trade. A large number of his protegees are now in the various pilot associations. The party included ice cream and cake. Included in the group (pictured at the right) were: Arthur Kulp, superintendent of the firm; Milton Rodriguex, retired engineer; "Joe Ax"; Gerald Huber, Crescent River Pilot, whose deceased father, Captain Stanley Huber, a former river pilot who worked with Joe; Raymond Hughes, retired deckhand and former SIU shop steward; Captain Vic Wright and Earl Zinc , former Coyle employees ; Captain Gus LeBlanc, retiree of Crescent who also worked with Joe while at Coyle; and former State Representative Earl J. Schmitt and his son, Al, presently with Crescent, who is missing from the picture. Pensioners The following Inland members have retired on pension: Baltimore Edward Covacevich Leon J. Mach Sr. Hugh L. Stewart Jr. New York Jerry Intonti (RMR) Norfolk Russell Hubbard Philadelphia Omar R. Collins Arthur Miller Personals Howard Hailey Please get in touch with some people in Houston, Texas. Bobby Gene McMichael Please send your sister your new address. Write to June Renfrow, 139 Meadowpark Dr., Hattiesburg, MS 39401, or call collect (601) 5820675. Roy C. Lundquist Anyone knowing the whereabouts of Roy C. Lundquist-please get in touch with Price Willoughby, 1650 Iron Springs, Rd., Fairfield, PA 17320. Joe "Ax" Rauch (seated, third from left) celebrates his 80th birthday in New Orleans. Rauch spent more than 60 years working on the rivers. Dispatchers Report for Inland Waters FEBRUARY 1-29, 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 . . . . . . . . . . . . . . . . . . . . . . . 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 ....... . . . .. .. . . **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 2 6 35 0 0 5 0 3 0 0 0 1 0 0 0 0 3 0 0 0 0 0 6 29 0 6 0 0 0 0 0 0 0 0 5 0 28 0 0 0 0 1 0 0 9 0 0 16 7 4 0 1 0 71 0 0 0 0 3 0 0 12 26 44 0 0 0 2 0 0 0 0 0 0 0 0 0 0 Port New York ......... . . . . ..... ..... . . Philadelphia .... . .. .... .......... . . Baltimore ..... . ... . . .. ... . ....... . Norfolk .......... .. . ... . ... .. ... . Mobile ....... .. .. ...... ......... . New Orleans . . . . . . . . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington .... . .. ..... . . ....... .. . Seattle ............ . . . ........ ... . Puerto Rico ...... . . ......... .. . . . . Houston ... .. .... .. .. . ....... .... . Algonac ............. . ... .. ...... . St. Louis ......... . .... .. . . ...... . Piney Point ....... ..... ... . ...... . . Totals .................. . ....... . TOTAL SHIPPED All Groups Class A Class B Class C 0 19 0 0 40 232 0 0 0 31 3 0 146 20 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 27 0 0 0 0 0 0 37 34 0 0 0 0 0 0 0 2 0 0 0 50 0 0 7 0 0 0 0 0 0 6 57 1 0 21 76 0 0 3 0 48 0 0 21 0 40 4 0 0 0 54 0 58 7 1 0 0 0 3 4 0 0 49 5 0 0 0 0 4 0 4 0 ENGINE DEPARTMENT 0 0 0 17 0 0 0 0 2 0 0 0 9 0 0 0 0 0 0 4 0 0 1 0 0 0 0 0 0 0 0 1 28 6 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 9 0 3 108 35 0 0 0 6 0 0 17 0 0 0 0 0 0 0 0 23 0 0 0 0 0 2 6 0 0 0 0 0 0 0 0 8 33 0 30 0 0 0 37 1 0 0 127 0 0 0 0 0 0 0 0 0 14 0 0 0 10 0 0 15 0 9 0 0 0 24 0 0 58 0 0 0 0 3 0 0 0 0 0 0 0 0 3 STEWARD DEPARTMENT 0 0 5 0 0 1 0 0 0 0 0 3 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 13 4 3 0 0 0 0 0 0 0 0 2 0 0 0 0 0 23 11 0 1 0 0 0 0 0 0 14 0 0 0 47 0 0 5 251 28 3 0 15 0 4 0 5 0 41 0 0 0 16 0 0 94 48 114 62 46 453 0 0 16 5 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. March 1988 I LOG I 9 �profiles In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Owen B. Pickett Rep. Kweisi Mfume V C IRGINIA'S second district is composed of adjacent, yet politically different, cities: the fast-growing residential and resort municipality of Virginia Beach and the unionized port city of Norfolk. Virginia Beach is one of the state's prime strongholds of conservatism while Norfolk has been one of the few bastions of liberalism within Virginia. Owen B. Pickett (DVa.) was elected in 1986 to represent this district. The freshman congressman was educated in the public schools of Hanover Country, Va., received a B.S. from Virginia Polytechnic Institute and State University and a law degree from the University of Richmond. Pickett's election to Congress followed a public career spanning more than 15 years. He served eight terms in the Virginia House of Delegates ( 1972-86), two years as the chairman of the Virginia Democratic Party and four years as the chairman of the Second Congressional District Democratic Committee. During his years as a member of the House of Delegates, Pickett served on numerous committees and commissions, including the House Appropriations Committee. An attorney and certified public accountant, Pickett was the senior partner in a law firm prior to his election to Congress. He also is a member of the Virginia State Bar, Virginia Bar Association, American Bar Association, Virginia Beach Bar Association, Norfolk-Portsmouth Bar Association, the American Institute of Certified Public Accounts and the Hampton Roads Maritime Association. The second district is heavily dependent on the massive concentration of naval installations, shipbuilders and Rep. Owen B. Pickett shipping firms in the Hampton Roads harbor area, which ranks first in export tonnage among the nation's Atlantic ports. It is no surprise, then that Pickett, during his first term, requested and received assignment to the Armed Services Committee and the Merchant Marine and Fisheries Committee. Rep. Pickett has stated, "It is important for strategic and economic reasons to have a strong U.S. merchant fleet,'' but acknowledges the fact that the world economy does not function in a way that allows U.S. shipbuilders to compete successfully with foreign shipbuilders who enjoy significant subsidies and other benefits from their governments. He also has said that the United States "can live with temporary imbalances in our commerce, but we cannot for one moment back away from our commitment to defend this nation . . . Where I come from, it is axiomatic that a strong defense and a strong merchant marine go hand in hand.'' Picket has stressed that the United States must decide as a nation whether it needs a militarily ready, commercially viable merchant marine. "If we decide yes, as I believe we should, then we must establish and pursue a national merchant marine policy to achieve this goal.'' ONGRESSMAN Kweisi Mfume (D-Md.) was elected to the lOOth Congress from the seventh congressional district in Baltimore. Anchored in inner-city Baltimore, the seventh district is overwhelmingly Democratic and overwhelmingly black. But the seventh also spreads west from the downtown area, past tenement neighborhoods that were Jewish before World War II, then turned black in the 1950s, on to neat row houses owned by Baltimore's black middle class. The district also includes gentrified areas inhabited by white liberals, as well as the Johns Hopkins University community and the adjacent liberal academic enclaves, racially mixed working-class neighborhoods as well as a large Social Security complex with its many federal workers, mainly white and Democratic. Mfume is a magna cum laude graduate of Morgan State University, where he later taught political science and communications classes, and holds a masters degree in liberal arts from the Johns Hopkins University, where he concentrated in International Studies and Foreign Relations. As a young man, the Baltimore native adopted his African name which means ''conquering son of kings.'' He made the change official in 1979 upon entering public life as a candidate for the Baltimore City Council, on which he served for eight years. Mfume won some important legislative victories in the council, including a bill requiring the city to divest itself of investments in companies doing business in South Africa and legisla- Rep. Kweisi Mfume tion enhancing minority business in the areas of bonding and set asides. In the first month of his first term in the U.S. House of Representatives, Mfume was elected treasurer of the Congressional Black Caucus and deputy whip of the freshman Democratic class. He serves on two important committees: the powerful Banking, Finance and Urban Affairs Committee and the Small Business Committee. Within those committees, he was appointed to three banking subcommittees: Housing and Community Development, Economic Stabilization, and International Development. He also serves on two Small Business subcommittees: Minority Enterprise and Exports, and Tourism and Special Problems. Additionally, Mfume was appointed to the Select Committee on Hunger. The freshman congressman brings with him to the l OOth Congress a solid reputation as an articulate, forthright advocate for his constituency, and he hopes to continue the tradition of advocacy on behalf of the people of Maryland's seventh district. Inland News In Wilmington, N.C., three dozen SIU Boatmen recently agreed to a contract extension at Cape Fear Towing. Above, SIU Rep. Frank Paladino (left) and Norfolk Port Agent Jim Martin (second from left), met with some of the Cape Fear Boatmen earlier this month to discuss the extension. 10 I LOG I March 1988 Three of the six Cape Fear tugs at their Wilmington dock. �Justice for Merchant seamen M ore than 40 years overdue, and welcomed with a great, albeit bitter, collective sigh from United States merchant seamen, recognition has finally been granted by the U.S. Defense Department of their heroic contribution to the war effort from 1941 to 1945. At last, they are to be counted as veterans. Many critics of this move may ask, "What's all this fuss about, for just a few meager benefits, a flag, and a headstone in some military cemetery?'· Its ultimate meaning is much more than that. It is the final acknowledgement of the merchant seamen's brave and tireless contributions to the Allied victory of World War II. Having lost over 5,600 lives in the conflict, theirs is probably the most valiant chapter written in the history of warfare at sea. Even before the U.S. had officially entered the war, American ships were taking a beating out at sea, during which time the Neutrality Act of 1939 was in force. The German U-boats were taking a terrible toll of unarmed U.S. merchant ships in the Atlantic. President Roosevelt, in declaring that the nation was dealing with modem pirates who destroyed defenseless ships without warning, convinced Congress in October 1941 to repeal anicle 6 of the Neutrality Act which banned the arming of U.S. merchant vessels. And so began the merchant marine' s total involvement in the Allied defense effort. In effect, merchant seamen's duty was tantamount to military service. They received special military training, could be ordered "to such ports and places in any part of the world as may be ordered by the U.S. government,'' had their shore leave regulated and discipline for misconduct supervised by military authorities. Seamen were even subjected to court martial if they refused to serve. Their dangerous mission of service under the aegis of the War Shipping Administration was transporting Anny and Navy cargoes all over the globe. This included not only materiel but men also-a great majority of the seven million soldiers were carried overseas on merchant ships. The more dangerous duty was taken on the old slow vessels built before and during World War I which proved to be easy targets. In both these and the newly built Liberty ships of the American Victory Fleet, the U.S. merchant marine hauled everything from guns, planes, tanks, and ambulances to fuel oil, gasoline, stoves for Iceland, powdered eggs and milk for British and Russian chilcjren to medicine, games and mail for the fighting men in every outpost of democracy in the world. In order to protect themselves from the prowling Nazi U-boats, Allied supply ships traveled in convoys, averaging 25 ships. The merchant ships, in addition to having Navy gunnery crews onboard, were protected by four Navy corvettes and two destroyer escorts which patrolled several miles outside the main group. The typical convoy included mostly cargo ships carrying raw materials, tanks, planes, equipment and ammunitiion, seven tankers and maybe two troop ships. When the war was over, Admiral Karl Donitz (head of the German submarine arm) wrote, ''The German submarine campaign was wrecked by the introduction of the convoy system.'' (See box below.) Naturally, wartime involvement of the merchant marine meant union involvement. Of the 22 seamen's unions that existed in the United States around 1942, only seven had truly strong contractural management-labor agreements, among which was the SIU. Before the war, Harry Lundeberg, who headed the SIU and the SUP, SIU veteran seamen-I. to r.: Bierney Kazmierski, Arthur Gilliland, Mario Carrasco, Sven Regner, Albert Coles. s: .u~· S. MERCHANT MARINE Rt~(lil··h>.r <II .111111r 11e.11rt1~·1 l· ~ &nplo,q111e11 I Serrlce Qf/iee IJnr Shippi11,f} 1ltlminirln11io11 had a two-masted training schooner made fast to a deck in San Francisco. He trained there and later trained hundreds of young men who went into the deep-water ships as able-bodied seamen. According to the wartime Maritime Commission, his training schooner boatswains turned out a good sailor. By 1943, several thousand of his membership had already made the Arctic run to the Russian Siberian ports of Murmansk and Archangel carrying lend-lease cargoes of explosives and military supplies. (See article, 'Gallant Ship.') Included in this group of SIU members are several retirees now living at the SHLSS Mongelli Training and Recreation Center who eagerly agreed to tell us about their wartime experiences. Most of them were mere teenagers when they signed up with the union to go to sea and serve their nation, but they fulfilled a man-sized responsibility. Bierney Kazmierski first joined the powerful NMU in 1943 as a 17-yearold in Detroit, Mich. However, he was turned off by the heavily socialistic philosophy espoused by the union. Even though Russia was an ally, public sentiment negatively branded the NMU as "red" and "revolutionary." And so, "Ski" went to the SIU hiring hall in Detroit to sign up. He recalls seeing the union officer throwing the old NMU books, one after another, into a large wastebasket. His first wartime assignment was aboard the American Liberty ship, the John P. Poe, out of New York. The convoy system was worked out to perfection by that time, but even so, "Ski" saw two ships behind him in his group picked off by U-boats on their way to Scotland. From Dover, England they became part of the largest, most complex naval operation in history-carrying supplies to the troops at Omaha Beach, Normandy on DDay, June 6, 1944. Throughout the entire trip, "Ski's" duty was to load 20mm shells for the Navy gun crews onboard. His second trip on the Felix Grundy (Continued on Next Page.) March 1988ILOGI11 �JUSTICE FOR SEAMEN (Continued from Page 11.) took him to Antwerp, Belgium when the Battle of the Bulge began on Dec. 16, 1944, his 18th birthday. His convoy was right in the middle of ' 'buzz bomb alley,'' and they had the German V-1 rockets landing all around them. Hauling "blockbuster" bombs to Bristol, England, bringing hundreds of German POW's back to the States, towing disabled troop ships and a coal freighter which had caught fire-" Ski" went through it all with a professionalism forged under fire. Albert Coles had actually been aboard a Liberty ship at the time it was sunk. The S.S. Benjamin Harrison had left Norfolk in 1943 andjoined up with a large 36-ship convoy out of New York on the North African route through to the Mediterranean. She was loaded with munitions, food, machinery and a deck load of tanks and trucks, and carried a merchant crew of 43 men and a Navy Armed Guard of 29. As a 19-year-old on his very first trip, Albert tasted the bitter dregs of the war early on, when his ship was torpedoed on the evening of March 16 about 150 miles northeast of the Azores. The ship was struck in #5 hold on the starboard side. Later, luckily, two other torpedoes missed. After the first hit, a number of crew abandoned ship by jumping overboard. Albert remembers them getting off two lifeboats. In the confusion, the #4 lifeboat flipped over while being lowered, throwing its occupants into the sea. Albert was among the 69 survivors, 66 of whom were picked up by one of the faster ships in the convoy-the S.S. Alan A. Dalewhich ]anded in Oran, Algeria on March 24. Having been shipped back home on an Army transport, Albert was given 30 days leave and , unperturbed , he shipped back out on another mission. His wartime service earned him three medals; the Merchant Marine Combat medal, the Atlantic Warzone medal , and the Mediterranean Warzone medal. Both Mario Carrasco and Arthur Gilliland worked the waters around East and South Africa during the war. Arthur entered the SIU late in the war and saw little action. Mario's first Liberty ship duty was aboard the S.S. Abraham Baldwin in 1942 as a wiper and oiler. This time period marked the most treacherous in terms of U.S. merchant vessels sunk by the enemy. He served aboard a number of other Liberty ships, transporting ammunition, bombs, and troops, and worked his way up to able seaman and bosun. Mario decried the pitiful level (in terms of number of ships) to which our merchant marine has shrunk and compared it with the poor state of readiness the U.S. was at right before World War II. "We could put more seamen to work today, simply by upkeeping the old ships in the reserve/ mothball fleet. If a war would come now, there is no way our merchant marine could meet the demand for service." All the veterans to whom we talked expressed bitterness towards a government which refused to recognize their wartime service for all of 43 years. "Too little, too late" seemed to be the feelings expressed by these brave seamen who, we must not forget, also served our Armed Forces during the Korean and Vietnam conflicts. President Roosevelt compared ''the beleaguered men of the merchant marine" with our soldiers, sailors and pilots. They carried out "a vital part in this global war.'' America now says "thank you" to our veteran merchant seamen who risked their lives for freedom and democracy . _,,.-..,-.-.,. J J • u J J .J ..-. . . . . With her guns blazing and her crew constantly on watch, the Moultrie accounted for eight enemy planes downed and scored hits on a dozen more. In addition, on the last day of battle, an enemy submarine launched four torpedoes at Moultrie. Skillful gunning exploded one of the torpedoes in the water and the three others sank out of sight. Through the days of constant attack, her crew labored to protect what the Navy stated was "a valuable cargo for an allied nation,'' 12 I LOG I March 1988 A Hied triumph in the Atlantic had to depend on the men who determined how all the ships, planes and technology could best be organized and utilized. Problems arose due to the widely divergent ways in which the British and the Americans traditionally ran their navies. This lack of coordination had caused a number of convoy disasters in 1942. So deeply concerned were Roosevelt and Churchill about this that they called a full-dress conference in Washington of their military chiefs in 1943. There, proposals were rejected for a unified Allied antisubmarine command, and instead was set up three co-equal commands: American, British and Canadian-each running its own show, using its own procedures. The formula was the brainchild of Admiral Ernest J. King, commanderin-chief of the U.S. Navy. By clearly delineating spheres of responsibility, Admiral King's solution markedly improved relations within the Allied camp. King himself, soon after the D.C. conference, set up a curious entity which he named the Tenth Fleet. It was a fleet which never went to sea: it had no ships, only shore-based sailors and comparatively few officers, among whom was King as commander. The Tenth Fleet's purpose was to transform the American antisubmarine effort into a paragon of efficiency by deciding convoy routes, allocating escort groups, serving as a clearinghouse for U-boat information and correlating antisubmarine research and materiel development. Admiral King's flagship was the S. Y. Dauntless which is now docked at the SHLSS marina in Piney Point. Much of this high level planning for the sea war of 1942-45 was done aboard this vessel at her berth in the Washington Navy Yard, and during cruises on the Potomac River and the Chesapeake Bay. v..-. Stamp from the colledion of veteran seaman Bierney Kazmierski one of Ou I t was a rough ''baptism by fire" that greeted the S.S. William Moultrie on her maiden voyage to Murmansk, Russia. The Liberty ship, operated by Seas Shipping Co., with an SIU crew aboard, was part of a large convoy that came under nearly constant attack for a week in September 1942. King of the convoys ... S.S. WILLIAM MOULTRIELiberty Ship, Emergency Cargo Vessel and after the battle the Moultrie reached port with her cargo intact. A grateful nation recognized the heroism of the men of the Moultrie by presenting them with a unit citation, making the ship for all time one of the merchant marine' s gallery of "Gallant Ships." The SIU remembers those who gave their lives during World War II with a set of bronze tablets located in the entrance lobby of the Paul Hall Library. The names of the individual seamen are inscribed there along with a tribute from their union brothers. These men helped to man the nation's cargo carriers long before there were guns and convoys to protect them. They were inspired by that sense of patriotism and p~de of profession which has characterized the maritime industry and its merchant seamen time and again throughout the nation's history. Wall display in the Paul Hall Maritime Museum at Piney Point honoring the S.S. William Moultrie. �SHLSS course oraduates Advanced Refrigeration Class Left to Right: Eric Malzkuhn (Instructor), B. Hutching, J. Orr, Howard Evans, Carson Jordan, Perry Boyd, Jan Thompson, Clayton Everett, David Dinan. Upgrader Lifeboat Class Left to Right: Jon P. Dillon, Sam Johnson, Keith Blowers, Tom Hocking, Jino Robles, Robert Petko, Ben Cusic (Instructor). Welding Class Left to Right: John Beaushaw, Mike Weaver, Ken Glaser, Mike Keogh, Kirk D. Bushell, Bill Foley (Instructor). Trainee Lifeboat Class #423 First rnw Left to Right: Ronnie Fore, David Gibson, Norbert Young, Enrique Sanabria, Edwin Noel Casiano Jr., Michael Penkwitz, Greyson C. Brantley. Second row: Gary W. Gillette, William Dixon, Raul Iglesias, Donald 0. Routly, Troy Fleming, Kevin Cooper, Kenneth Whitfield, Derek Varnado, Johnny Carroll. Third row: Ben Cusic (Instructor), Reginald Cuffee, Kevin Jackson, Horace L. Cooper Jr., Dennis K. Clay, Karl M. Friedrich. Recertified Stewards Kneeling Left to Right: George Pino, Nazareth Battle, R.G. Connolly; Second row L. to R.: Leonard Lelonek, Pedro J. Laboy, Earl Gray, Sr.; Third row L. to R.: George White Jr., Raymond L. Jones, Ivan Zuluaga, Ruben Padilla. College Program Students Left to Right: John Thompson, Tim Fitzgerald, Michael Presser, Jeffrey McPherson, Brian Krus. Marine Electrical Maints. Class First row Left to Right: Charles Pomraning, Gregorio Madera, David Veldkamp; Second row: Ronald Lawrence (Canadian), Timothy Van Pelt. Canadian Chief Cooks First row Left to Right: Lucette Lanleigne, Linda Brunet, Dya Letchuk, Darlene Crocker; Second row L. to R.: Siobhan McDowall, Charles Dupuis, Guy Tardif, John Daley, Gloria Nardilli, Bertram Dyal. · 1~ . Canadian Able Seaman First row Left to Right: Pierre Rousseau, Harvey Irmscher, Percy Ford, Doug Duffield, Themistokli Protoulis; Second row L. to R.: Gilles Andre, Ron Alto, Gerard Walker, Dan Scott, George La Roche, Gary McVannel. March 1988ILOGI13 �Engine Upgrading Courses 1988 Upgrading Course Schedule Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry April - June 1988 The following is the current course schedule for April 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class ~ early ~ pcmible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Course QMED •Seal/ft Operations & Malnt. Check-In Date Aprll 4 July 5 Completion Date June 23 July 15 Weld Ing •Seal/ft Operations & Malnt. Aprll 18 May 16 May 13 May27 Dlesel Engine Technology • Sealift Operations & Msint. Aprll 18 May30 May 27 June 10 Electro-Hydraullc Systems • Sealift Operations & Maint. May9 June 20 June 17 July 1 Hydraullca • Seallft Operations & Maint. June 6 July 5 July 1 July 15 Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Open4Rded (Contact Admissions Office for Starting Date) *All students In the Engine Department wlll have 2 weeks of Seallft Famlllarlzatlon at the end of their regular course. Recertification Programs Course Steward Recertification Deck Upgrading Courses Check-In Date Course Completion Date Able Seaman Open-ended (Contact Admissions Office for starting date)* First Class Piiot (Organized self study) Open-ended (Contact Admissions Office tor stanlng date) Radar April4 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day {Contact Admissions Office for starting date) Third Mate & Original Second Mate Aprll 18 June 24 Lifeboat April4 May 2 May30 June 27 April15 May 13 June10 July 1 April 15 Seallft 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 · Bosuns Recertification 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 Seallf& familiarization at the end of their regular course. 14 I LOG I March 1988 June 6 October 7 High School Equlvalency (GED) May 2 July 5 August 29 October 31 June 13 August 15 October 1O 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 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Apn111 Apn11s (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course Check-In Date April 25 September 26 Check·ln Completion Course Date 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: Developmental Studies (DVS) Course Completion Date August 1 December 7 Adult Education Courses *Upon completion of course must take Seallft Operations It Maintenance. Steward Upgrading Courses Check-In Date July 5 November 2 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 Check-In Date Course Associates in Arts or Certificate Program May 23 August 8 October 17 fo~ 1988 Completion Date July 15 September 30 December 9 �......................................................................................................................................... Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) Date of Birth (Middle) (first) Address Mo./Day/Year (Street) (City) (State) Deep Sea Member 0 Telephone (Zip Code) Inland Waters Member O (Area Code) Lakes Member 0 Pacific O If the following imformation is not filled out completely your application will not be processed. Book #_ _ _ _ _ Seniority_ _ _ _ _ Department_ _ _ __ Social Security# - - - - - - - - Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes O No 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: o Yes No o 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 0 AB/S.allft D Towboat Operator Inland o ca1aat1a1 Navigation D Master lns.,.cted Towing Vessel o 1st Class Piiot (organized self study) D Third Mate 0 Radar Observer Unlimited ALL DEPARTMENTS llfeboatman (Must be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. D FOWT D QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance 6 Operations . Diesel Engine Technology O Assistant Engineer/Chief Engineer Un Inspected Motor Vessel D Orglnal 3rd/2nd Assistant Engineer Steam or Motor 0 Refrigerated Containers Advanced Maintenance 0 Hydraulics D Electro-Hydraulic Systems o 0 Weldlng o STEWARD ENGINE DECK D Assistant Cook Utility 0 Cook and Baker o Chief Cook D Chief Steward D Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree D Certificate Programs ADULT EDUCATION DEPARTMENT 0 Adult Basic Education (ABE) D High School Equivalency Program (GED) 0 Developmental Studies (DVS) D 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 yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received . VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE _ _ _ _ _ _ _ _ _ __ __ __ RETURN COMPLETED APPLICATION TO: .................,..~:;::;.a;;:m-.......\ --.....-.-.-••-••~~~~?-!~ •••••••••••••••::.:~~~:~~-~:~~.:~.n.~;.~:~~-~-~?::.~~~?.~:~:;!~!.~~:'!.~~~~~~-~-~~~-~~:~ March 1988 I LOG I 15 �Area Vice Presidents' Report East Coast by V.P. Leon Hall I have been involved in the maritime industry for nearly 50 years now, and rarely have I seen it in such a state of turmoil. In every port along the East Coasi, tug and barge workers have to battle an anti-labor bias in the NLRB. They are not alone: this is a trend that affects all transportation workers. Workers at Eastern Airlines are gearing up for a possible strike sometime this summer. This administration has allowed Frank Lorenzo to strip that once-proud carrier of its most lucrative assets. Things have become so bad that people are afraid to fly Eastern. Maritime companies like SONAT Marine pioneered this kind of behavior years earlier when they stripped the lucrative Green fleet (IOT) of its most lucrative contracts, equipment and workers. We in the maritime industry make a mistake when we view ourselves as some isolated industry. What happens to seamen soon happens to workers in other sectors of the American economy. Under the old rules of the game, pre-deregulation and pre-Reagan, consumers did not have to worry if their plane would reach its final destination in one piece. Tug and barge workers did not have to worry about their pension rights and safety. This is no longer the case. There is a new spirit in this country. After seven years of bashing Washington D.C., people are beginning to realize that the federal government can play a useful role in protecting the common good. Regulation is not necessarily a bad thing. Timely government action can make quite a difference. We in the SIU are working on a grassroots level to protect the interests of our members. As I reported in my column, SIUNA Vice President Jack Caffey is working through the New York State Fed to develop state programs for retired workers. The purpose of this is to take up some of the slack left by cuts in the federal budget. The SIU has done some revolutionary work in this area. Any retired member who qualifies can move to the Seafarers Harry Lundeberg School of Seamanship. In New York, where rents can reach $1,000 a month for a studio apartment, this is an important benefit. Make no mistake about it: life can become hell for an older person, especially in New York where drugs and crime are a daily part of life. This is behind our decision to relocate our Brooklyn hall to Jersey City. We are scheduled to move there before the end of this year. The Brooklyn hall was only three blocks away from a methadone clinic. 16 I LOG I March 1988 Many of our members were being harassed and even attacked. One of our members was murdered. The new hall will be in a relatively crime-free area. More important, it is within easy access of the Jersey docks and is on the PATH line. The Brooklyn hall has been my home for nearly 30 years. It will be hard to leave. But we have to think about the safety of our membership. The new hall will be cheaper to run, which means that we will have more resources to spend on membership services. closely with such regionally based organizations as the Great Lakes Task Force on important long-term projects to help the maritime industry up here. We have been monitoring an interim congressional report: the Great Lakes Connecting Channels and Harbor Study, which was completed by the Detroit District of the U.S. Army Corps of Engineers in 1985. The interim report recommended that a large replacement lock be constructed in the North Canal at the St. Mary's Falls Canal in Sault Ste. Marie, Mich. on the site of the existing Davis and Sabin locks. The report is under review at the Office of Chief Engineers in Washington, D.C. The Soo locks are a vital link in the shipments of iron ore, coal, grain and other bulk commodities between Lake Superior and the rest of the Great Lakes-St. Lawrence Seaway Navigation System. Any administration serious about improving the economy of the Great Lakes region would have to come up with a plan to renovate these locks. Great Lakes by V.P. Mike Sacco O ne of maritime's great pleasures is fit-out on the Great Lakes. It's a gradual process. Winter starts to recede; the ice begins to melt. Pretty soon, our members are scraping, painting and doing all sorts of things to get the Great Lakes fleet ready for action. So far , 17 vessels have already been fitted-out. That includes four vessels owned by American Steamship Company, one by Medusa Cement and one by Inland Lakes Management. In its own way, fit-out is a beautiful sight. Instead of flowers and trees coming back to life after a long winter's sleep, you have a resurrection of the basic components of America's mighty industrial machine'. ships, dredging equipment, skilled maritime workers. The only sad thing about this year's fit-out is the state of the Great Lakes fleet: there has been a large decline in the number of American-flag vessels up here. Less than 3 percent of the commerce carried between Canada and the United States is carried on American-flag vessels. Part of the decline of the Americanflag merchant marine can be tied to a general deterioration of the St. Lawrence Seaway and the various locks and channels up here. The Reagan administration has tried to tie any improvements in the infrastructure up here to the imposition of user fees. But we in the SIU have argued that this would make the Great Lakes maritime industry less competitive. The SIU has been working with our allies on Capitol Hill to do something about the decline of this vital industry. On March 17, we will be attending a special meeting of the Commission on Merchant Marine and Defense, where Dr. Alan Cameron, the executive director of the group, will discuss how the commission's findings and recommendations relate specifically to the Great Lakes maritime industry. In addition, we have been working Gulf Coast by V.P. Joe Sarco S HIPPING in the Gulf has rebounded a bit from last year. There has been an across-the-board improvement in all segments of the maritime industry. SIU members have garnered a share of this new work, thanks to the military contracts we have been able to pick up. In addition, we have been working hard to maintain the work that we already have. Our contract with Crescent Ship Docking is set to expire in April. We will be meeting with the company in a few weeks to iron out a new contract. Corpus Christi has been chosen as the home port for the Navy battleship Lexington. One of our companies, G&H Ship Docking, helped dock the battleship when it reached port. We have been actively involved in Super Tuesday. Texas is one of the most valued prizes: whoever wins here has a good shot at gaining the nomination. Two candidates for the Democratic nomination spoke at our Union hall. Thanks to the active involvement of this Union, SIU members had a chance to meet Richard Gephardt and Jesse Jackson. We received substantial media coverage. CBS News correspondant Leslie Stahl was at our Union hall, and so were other major t. v. reporters. Both Jackson and Gephardt talked about the failure of the Reagan administration to fashion a coherent policy on trade. Both were dynamic; both were well-informed. We've also had contact with the Dukakis campaign and have been involved in numerous statewide elections. Paul Hall, the late president of this Union, said it best when he said, "Politics is Porkchops." For seamen, there can be no true job security without grassroots action. West Coast by V. P. George McCartney T HE maritime industry is one of the most competitive in the world. Rivalries are a daily fact of our existence. Behind the colorlul sea stories, the graceful pictures of historic ships and the romantic allure of the ocean is a dog-eat-dog world that knows only one thing: the bottom line. It's the kind of industry where American companies can wax poetic about patriotism and democracy, and then reflag their vessels overseas in dictatorships like Panama to avoid paying American taxes or meeting American wage and safety standards. And it's also the kind of industry where long-standing relationships can evaporate overnight if there's a chance to make a quick buck: witness this Union's experiences with SONAT Marine. After U.S. Lines filed for bankruptcy last year, the surviving American-flag companies wasted no time in bidding for that company's 12 econships. Sea-Land, an SIU-contracted company, recently was awarded those vessels. As a result, it became the largest surviving American-flag carrier, and our members gained 144 new jobs. Even in its most stable periods, maritime is boom and bust. This, too, has a way of exacerbating differences. When you know that cold times are ahead, then it's hard not to look out for number one. Not all· of the beefs and rivalries have produced bad results. Our own Union, the A&G District, was born out of the rivalry that existed between the Sailors Union of the Pacific and the National Maritime Union. The SUP was an AFL union, the NMU a CIO one. In many of our early organizing beefs, we had to go head-on against the NMU. This was true in the forties with Isthmian and it continued throughout the fifties with the American Coal and other such beefs. Yet despite their intense rivalries, the major maritime unions often were able to overcome their differences and work towards a common goal. The most outstanding example of this came in 1959 when SIU President Paul Hall and NMU President Joe Curran established the International Maritime Workers Union in order to sign up workers onboard flag-of-convenience ships. (Continued on Page 21.) �Safeguard Your Shipping Rights .J;:j \ , ~ /" '1 .J ... ~-J'_J.-=:::. .D- - 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. DUES 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. KNOW YOUR RIGHT KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA· TIONS. Copies of the SIU constitution are available in Fl ANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership 's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Member!> of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. 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. T.he 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 KNOW YOUR RIGHTS all Union halls. All members should obtain copies of this 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 hy any methods such as dealing with charges. trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discriminated against because of race, creed, color. sex and national or geographic origin. If any .. memher feels that he is denied the equal right to which he is entitled. he should notify Union headquarters. 11111111m11lft1111111n1111111111111111n1111111n11111un1111111111111111111111111111111111111111111111111 patrolman or other Union offbal. in your opinion. fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsihility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU 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. ln 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 heen required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All 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 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. aml. 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 infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Autb Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. March 1988ILOGI 17 �Cape Ducato Participates in Team Spirit 88 by Bob Borden, PAO, MSCPAC Inactive for almost two years while laid up at a berth in Los Angeles, the M/V Cape Ducato was broken out of the Ready Reserve Force (RRF) in late February to participate in the annual Team Spirit exercise staged in Korea. Among other objectives, the exercise stresses the U. S. commitment to the defense of the Republic of South Korea against external aggression. Sealift has traditionally played a strong role in Team Spirit since the exercise first began in 1976, and several MSC ships will participate in the event this year. The Cape Ducato, though, is the only ship from the RRF to be tested in Team Spirit 88. For the past 21 months, the 680-foot vessel hasn't left the harbor in Los Angeles. She's sat idle at her berth, sealed off and dehumidified to minimize deterioration. Under a contract with the Maritime Administration, Barber Ship Management, lnc.-the former oper- ator of the Cape Ducato--has had a two-man maintenance team go aboard the ship five days a week to make daily rounds, check the dehumidifying equipment and assist government regulatory bodies with inspections. But daily checks on idle won't necessarily guarantee that they are ready to go on short notice. "That"s why I was amazed we got the Cape Ducato going so well," said the master of the ship, Capt. Charles T. Shaw, after the vessel returned from a successful 24-hour sea trial. ''Two years of inactivity for a ship can be harmful. A modem ship is a very complicated piece of machinery. It" s unusual if you can even get a ship underway in five days when it hasn't been used for such a long period of time." Not only was the Cape Ducato set to sail after five days; she was also fully crewed and loaded with subsistence items and spare parts for her 75day role with the Team Spirit exercise. The ship easily took on her initial Team Spirit cargo of 250 trucks, tractors, tankers and containers the day before she set sail on her Pacific voyage. ''It was like a circus when we broke her out,'' said Capt. Shaw, a veteran of several exercises with Military Sealift Command. "The ship was crawling with shipyard workers unsealing the vessel. We were trying to get dishes washed so we could eat our first meal. It was a madhouse but we got the ship out on time. We always do it on time." With a little bit of help from their friends, of course. In this case, the friend is the ship's agent for Marad, Barber Ship Management, Inc., of New York. Barber has a contract with Marad 1 18 I LOG I March 1988 The MN Cape Ducato on berth at Terminal Island, Los Angeles, for her initial loadout of Team Spirit 88 cargo. to maintain nine RO/RO ships in the RRF. In most cases, the two members of the maintenance teams that are assigned to each of the nine Marad ships will be part of the ship's crew when the vessels are broken out for exercises. "They know the ship and they'll be responsible for subsequent operations of the vessel," says Barber's operations manager, Kevin P. McMonagle. ''The officers are experienced with these particular ships and their knowledge is invaluable when the ships are brought into service for Military Sealift Command.'' The company also gives more responsibility to the crew to run the ship. The navigator, for example, orders all charts and publications for his job. The third mate is responsible for ordering all medical supplies and safety equipment. "We back the master and chief engineer in the decisions they make and the actions they take,'' says McMonagle. "We support them as much as they support us in the office. The whole operation is a team effort to give Military Sealift Command a satisfactory product they can use.'' Barber also keeps a number of con- sultants around to train American ship engineers on the intricacies of the foreign-built diesel engines that power the vessels. Among the nine ships Barber manages for Marad, there are three different classes of vessels-and even within a class, the ships are unique. ''The people at Barber are very good at this," says Capt. Shaw. "They've built up a team that has really brought our engineers up to speed on all aspects of the ships. There's something to be said about the people who, despite ship differences and short timeframes, manage to get the vessel ready." How ready the ships crew will be in the future worries McMonagle. Despite all the training his company offers, he says it's hard to keep a steady corps of knowledgeable officers for the ships because RRF ships are used so seldom. "We've been lucky in the past," he says. "We can't always guarantee, though, that we'll be able to keep experienced persons sailing aboard these ships. There's a shortage of qualified diesel engineers in this country. We 're trying our best to keep our American crews trained and we've done a good job so far. I just hope we can keep them in the future." [Note: the unlicensed crew aboard this ship are SIU members.] Profile of a Mariner: Lorenzo Ligon If you're an MSCPAC storekeeper and you like a challenge, Lorenzo Ligon thinks you'd probably love the USNS Higgins. "This is a great ship to be on for someone in supply,'' says the yeoman-storekeeper. "We've had to start from scratch to build up our own supply system. It seems like everyone on the ship has their special supply needs right now.'' Born and raised in Mobile, Ala., Ligon was a political science major at Grambling College in Louisiana for three years before he left school to enlist in the Navy in 1972. He spent the next six years in the Navy as a ship's serviceman aboard a fleet oiler, an ammunition ship and a cruiser. "It was a love-hate relationship when I was in the Navy," recalls Ligon, now 36. "Looking back, though, I really enjoyed it. It was a ball. I made six back-to-back Mediterranean cruises in the six years I was in the Navy." It was the sea life and travel that eventually led Ligon to MSCPAC. Now, sometimes to his regret, he can't break the habit of going to sea. "I wish I could get it out of my blood but I can't," he admits. "Even when I'm home for a while, I start thinking about the sea. I guess I just love it. I like the idea than I can get away." Initially a utilityman with MSCPAC for two years, Ligon made the transfer to YN-SK in 1982, then served a oneyear tour aboard the supply ship USNS Spica. "I think all YN-SKs should spend some time on that ship," says Ligon. "Spica's supply department is completely Navy, so it's an enlightening experience. We worked side-byside with the Navy supply people. I had to think like a Navy storekeeper, not as an MSC storekeeper.'' Aboard the Higgins, Ligon is together with supply personnel he worked with before aboard other MSCPAC ships. "I've been with the supply officer about a year now and that's been a great experience. The group of guys I'm with now have all been together before. You need a strong team on these ships and we all get along with each other and work together well.'' And the ship itself? "I enjoy it. It's better than anything else we have in the fleet right now," says Ligon. "I think it's going to be a good ship to ride. And I believe a lot of store- Lorenzo Ligon, yeoman/storekeeper keepers will want to be on this ship in the future.'' As far as his own future is concerned, Ligon has mixed feelings. He wants to keep sailing, but he also wants to go back to college for one year to complete his undergraduate degree. "It's a confusing situation, I know," said Ligon, trying to put his thoughts in order. ''I guess something will work out. I just don't want to go through life saying, 'I wish I would have'." �MSCPAC Shore Staffers Go to Sea by Bob Borden, PAO, MSCPAC For a few days in January, 11 MSCPAC shore personnel got a taste oflife at sea when they rode the USNS Mercy from Oakland to Portland, Ore., where the ship is undergoing a 71-day yard period at Northwest Marine Iron Works. The group departed the vessel with wobbly legs but firm convictions that the brief voyage will help them do their shore jobs better. "Everyone aboard ship has been courteous, helpful and nice," said Rita McNally of the comptroller's office, who, like most of her fellow workers, had never been to sea. "Now that we've seen how the other half lives, it's easier to understand their problems and frustrations.'' "The trip's given me some insights on what is required to properly man the positions aboard ship," said Tony Haro, head of the MSCPAC marine placement and receiving branch ... You can't help but be impressed with the quality of seamanship, ship handling and support services we've seen on the Mercy." The idea of sending supply, comptroller and personnel department employees aboard the Mercy on her coastal voyage to Portland originated with the ship's master, Capt. Richard Hosey, who wanted the shore staff to learn first-hand what it's like to work aboard a ship at sea. "Sometimes, the people ashore doing the detailing of mariners to ships are not familiar with the jobs those mariners will be doing aboard vessels," said Hosey after the Mercy was berthed in Portland. "It's important that they see the consequence of their actions.'' During a tour of the Mercy's engineering spaces, First Assistant Engineer Joe Watts led the group on a watch route that is normally followed by a junior third engineer. Climbing up and down stairways over a wide area, the shore group visited only three of the six service areas that are checked by the junior engineer before they stopped to catch their breath. There was a lesson to be learned here and Watts told the visitors what it was. ''A man can be fit for duty,'' he said slowly, ''but not fit for duty aboard this ship. When you're on watch, you've got to be able to climb normal ladders and vertical ladders. You can't fake your way out of this job." Linda Jones, a personnel staffing assistant who places unlicensed engineers aboard MSCPAC ships, got the message. "The stairs and ladders on the Mercy are difficult to climb," said Jones , relaxing in the crew's lounge. AB Bob Escue was at the helm when MSCPAC staff personnel took a tour of the USNS Mercy's bridge. "If an unlicensed engineer isn't prepared to do what we just went through, I wouldn't send the person to this ship." As the last of the 11 shore personnel departed his ship, Capt. Hosey hoped their brief voyage wouldn't be their last. "Every time an MSCPAC ship goes up and down the West Coast, we should try to include some shore staff on the trip," he suggested. "When they get out of their environment and see us in ours, the experience will help them support the fleet much better.'' USNS Regulus To Return in May Tolliver Is a Vet-At Last A military truck is hoisted aboard the USNS Regulus during Team Spirit loading activities at Tacoma, Wash. The Regulus is one of two Fast Sealift ships crewed by SIU members to participate in the annual exercise staged in Korea. The ships will return to the United States in May to discharge Team Spirit cargo before heading back to the East and Gulf coasts. Alertness is the K_ey to Vessel Safety Tolliver with his seaman's papers: the long wait is over. by Bob Borden, PAO, MSCPAC It's been a long wait-more than 40 years-but Theodore Tolliver is finally going to be recognized for his U. S. merchant marine service during World War II. When the Secretary of the Air Force recently signed a document approving World War II merchant mariners for Veterans Administration benefits, Tolliver, an able seaman with MSCPAC, learned he was eligible to receive a discharge certificate from the Armed Foces and any benefits he deserved by virtue of his maritime war service. Tolliver was 16 when he joined the merchant marine in 1943. After at- tending a maritime school on Catalina Island off the coast of Southern California, he headed for the Pacific war theatre aboard a converted tanker. By the time the war ended two years later. Tolliver had served aboard merchant ships that were hunted by submarines, shelled by surface warships and attacked by ,enemy airplanes. ''So many of the fellows I went to sea with gave up their lives aboard the merchant ships," recalled Tolliver, 61. "The merchant ships were the backbone of the supply effort to win the war. The people who served on them deserve their overdue recognition.'' Merchant ships and their vital cargo were prize targets during World War II. More than 6,000 American merchant seamen died during the war, and their casualty rate is believed to equal that of the Marine Corps. There were about 200,000 U .S. merchant mariners during World War II and most of them came under the control of the War Shipping Administration, which in effect nationalized America's merchant fleet. Merchant mariners were dispatched to combat zones where they fired weapons and gathered intelligence. Yet, despite their impressive record during the war, they were not treated as servicemen. When the conflict ended, the civilian mariners were not entitled to any postwar benefits given to those who served in the armed forces. In his files, Tolliver has copies of letters he and a former shipmate wrote to congressmen and senators seeking their assistance to recognize the contributions of World War II mariners while both men served aboard USNS Taluga several years ago. It was a struggle to achieve the recognition but Tolliver was pleased when the recent decision by the Secretary of the Air Force was announced. •'I doubt if there are that many mariners who are still around today who will benefit from this,'' said Tolliver. "It's too late for me to enjoy most of the benefits the veterans received. But for most of us, all we wanted was the recognition due us for the service we performed for our country. I'm not bitter. I'm actually pleased it finally happened. ljust wish it didn't have to take 40 years to do it." March 1988/LOG/19 �LNG ARIES (Energy Transportation Corp.), January 24-Chairman Robert Schwarz, Secretary Doyle E. Cornelius, Educational Director Paul Olson, Deck Delegate Eugene Bousson, Engine Delegate Brenda Murray-Dye, Steward Delegate Henry Daniels. No beefs or disputed OT reported. There is $250.11 in the ship's fund. The chairman discussed the importance of upgrading at Piney Point and of contributing to SPAD. On Jan. 24, Capt. Daniel Spence conducted services for Joel K. Lodor, a former OS. Brother Lodor served onboard the LNG Aries from May 1982 to Nov. 1982. At the request of his parents, Mr. and Mrs. Mike Lodor of Maryland, his ashes were committed to the sea. A vote of thanks was given to the steward department for a job well done this voyage. COURIER (Ocean Carriers), February 14-Chairman A. Pinkham, Secretary A. Spingat, Educational Director W. Hescip, Deck Delegate Joseph Mercier, Engine Delegate Terrance Reed, Steward Delegate Jerome Jordan. No beefs or disputed OT. Everything is running smoothly aboard the Courier. Members would still like information on war zone bonuses. This vessel is on a run from Kuwait to pick up oil to refuel our Navy ships. It was the first American tanker with a full American crew to pass through the Persian Gulf since the war started in that area. "Everybody is hoping that we will go on another run for a change." A vote of thanks was given to the steward department for a job well done. GUS DARNELL (Ocean Carriers), January 2-Chairman William Lough, Secretary James Price, Education Director Ross Hardy. No beefs or disputed OT. This is voyage 30-31-32 for the Gus Darnell, and payoff will be in Bahrain upon arrival. The bosun thanked the steward department for a job well done. He advised members not to let jobs hang on the board just because a ship is not going where you want to go. "A job is a job, pay is pay." He also stressed the importance of donating to SPAD. The bosun said it was a good, safe trip to Antarctica and back to Bahrain-a very interesting voyage. "In the Persian Gulf we saw the Bahrain and United States Navy go into action. we don't get a. war bonus, but we do get hazardous duty pay of $4 a day per war. We went all over southeastern Australia. Several of us rented cars and even an airplaM, and we were all well received. Antarctica was a place we'll never forget. Going through the packed ice was awesome. We did get around somewhat, but nobody made it to the South Pole, unfortunately. The trip home was in heavy seas. We lost our foremast in the furious fifties. The captain made a video of the trip, and all hands will get a copy of a memorable trip." OMI MISSOURI (OMI Corp.), January 31-Chairman Carl Francum, Secretary Jonathan White, Engine Delegate C. Jefferson, Steward Delegate David Bond. No beefs or disputed OT in the deck and steward departments. In the engine department, however, it appears that the engineers are doing QMED's work at night without asking the QMEDs if they wanted to work overtime. QMEDs were advised to write down the times that work is being done by the engineers, and this will be given to the patrolman at payoff. Some members of the crew suggested that the pension increase each year or that an annual cost of living adjustment be added. Next port: Tampa, Fla. OVERSEAS ALASKA (Maritime Overseas), February 21-Chairman John Furr, Secretary Carl Woodward. No beefs or disputed OT reported. A sad note: Raymondo Gomez, DEU, was lost at sea while working on deck. A search continued all day but was futile. The captain stated that an investigation will be conducted upon arrival in port. Payoff will also occur at that 20 I LOG I March 1988 time, but the ship will not be cleared until the investigation has been completed. A monetary collection is being taken from the officers and the crew. It will be mailed to Gomez's widow in memory of a shipmate and fellow seaman. OVERSEAS HARRIETTE (Maritime Overseas Corp.), January 24-Chairman Leon T. Jekot, Secretary E. Hoitt, Deck Delegate John Roe, Engine Delegate Walter Fey, Steward Delegate Gregory Keene. No beefs or disputed OT reported. Minutes of the last meeting (Dec. 13, 1987) were read and accepted without any alterations. The chairman announced a possible layup, but said that no details were as yet available. He also noted that there is no definite section in the new contract about awaiting transit. The Overseas Harriette awaited transit for three days with no shore leave. There was launch service on a regular basis to all other ships in the vicinity, but none for the Harriette. The secretary has all Union forms available at this time gate William Cribbs. Everything is running smoothly with no beefs or disputed OT. Bosun McCollom spoke to the members about the advantages of taking courses at Piney Point to upgrade their QMED status. He also suggested taking the sea.lift training since "that is where the jobs are going to be." As more and more ships leave the industry, other military ships are coming in. Brother Velandra reports that several good men are leaving for vacation after this trip and expressed the hope that they will return. "Brother Alicea in the steward department will be hard to replace." Capt. T. Brown came down and gave a talk to the members on the proposed new food plan Sea-Land is starting. A newsletter will be sent to all Sea-Land Ships, keeping them informed about the situations as they arise. "Mr. E. Young states he has not seen such a happy ship as this in a long time. His belly smiles all the time, and the key word in all departments is cooperation. Let's keep things going as they are and bring Brother Young back again." Next port: Port Everglades, Fla. SPIRIT OF TEXAS (Sea.hawk Management), February 5-Chairman Bert Hanback, Secretary Paul Stubblefield. Some disputed OT was reported in both the deck and engine departments. A message was The S.S. Marymar, one ofsix converted c.4 class troopships of the SIU-contracted Calmar Steamship Co., is seen here as she completed sea trials on the Chesapeake Bay in the late 1940s. Calmar is gone, and so are ratings such as carpenter, watertender, evaporator maintenance, deck maintenance and plumber. and has offered to help fill them out for any member in need of assistance. It was requested that the LOG go back to including photographs in its "final departures" section. Most seamen recognize another seaman by face, not always by name. Another request made was that members be compensated for extra work done on watch, other than their regular duties. Members would also like to have the Union look into the matter of the crew's TV antenna or lack thereof. Chief Cook Terry White commends the crew for being so cooperative. And a vote of thanks was given to the steward department for a job well done "even though the department is running short." sent to Houston requesting a patrolman for the payoff to answer additional items regarding overtime and work performed by the deck department. A vote of thanks was given to the steward department for a job well done. "Other than rain, sun, rain, sun and other conditions, the trip was not too awfully bad. Good harmony and cooperation existed among the crew for the entire trip. It was definitely a trip to be remem· bered ... It is always nice for a trip to end, whether good or bad." A motion was made to put pictures of the final departures and retired brothers and sisters back in the LOG. "You can remember faces, but not the names." LNG TAURUS (Energy Transportation Corp.), January 24--Chairman Robert J. Callahan, Secretary Robert H. Forshee, Deck Delegate Robbyson H. Suy, Engine Delegate Kevin W. Conklin, Steward Delegate Francis E. Ostendarp. No beefs or disputed OT reported. There is $955 in the ship's fund. Capt. Sjokvist addressed the membership in order to explain the new W-4 forms. The captain is getting off this trip and took this opportunity to thank the SIU crew for their efficient and professional work. He was given a hearty round of applause. The bosun then went over the new contract and expressed his appreciation for the efforts that went into it on the part of the Union officers. He also stressed the importance of contributing to SPAD and to the benefits of upgrading your skills at Piney Point. A sincere vote of thanks was given to the steward department for the excellent food and the homey feeling during the holidays. Next port: Bontang, Indonesia. ULTRASEA (American Maritime Trans.), January 25-Chairman Robert R. Newby, Secretary E. Hagger. Some disputed OT was reported in all three departments pertaining to the Martin Luther King holiday. There is $74 in the ship's fund. A new VCR was purchased with money from the fund. The chairman said it was a very good trip. The educational director advised all eligible members to upgrade their skills at Piney Point. A motion was made and seconded that employees be sent home at company expense when there is a death in their immediate family. Also requested for the crew was a new ice box for the messhall. A vote of thanks was given to the steward for "the best of food and the holiday spread, and for the birthday party and birthday cakes." Official ships minutes also were received from the following vessels: BEAVER STATE 1st LT. J. LUMMUS INGER MATEJ KOCAIC OVERSEAS CHICAGO PANAMA PONCE PFC EUGENE A. OBREGON PVT HARRY FISHER Monthly Membership M~etings SEA·LAND TRADER (Sea-Land Service), January 1~hairman Anthony J. Palino, Secretary James A. Jones, Educational Director Dan Kinghorn. There is $350 in the ship's treasury. The chairman noted that the Sea-Land Trader is supposed to be automated, "but it is not, yet." While the number of crewmembers is right for an automated ship, there are some problems. There is no refrigerator/freezer, only one coffee maker for two messhalls, no VCR for the crew and not enough keys onboard for the lounge and messhalls. A microwave oven and meat slicer are needed as well. There were also some problems regarding the lack of stores following a brief lay-up. It was believed that the food in the cafeteria in Kaohsiung, Taiwan, where the crew had to eat while in port, was not up to Western standards. And members had to pay for their own food with their own money. A vote of praise was given to the steward department. Next port: Long Beach, Calif. SEA-LAND VENTURE (Sea-Land Service), January 31-Chairman John McCollom, Secretary David W. Velandra, Deck Delegate Tommy Joe Pell, Engine Dele- RANGER SEA-LAND ECONOMY SEA-LAND ENDURANCE SEA-LAND EXPRESS SEA-LAND PACIFIC SEA-LAND PRODUCER STUYVESANT USNS ASSERTIVE Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, April 4 ..................... 10:30 a.m. New York ............... Tuesday, April 5 ..................... 10:30 a.m. Philadelphia .............. Wednesday, April 6 .................. 10:30 a.m. Baltimore ................ Thursday, April 7 .................... 10:30 a.m. Norfolk ................. Thursday, April 7 .................... 10:30 a.m. Jacksonville .............. Thursday, April 7 .................... 10:30 a.m. Algonac ................. Friday, April 8 ...................... 10:30 a.m. Houston ................. Monday, April 11 .................... 10:30 a.m. New Orleans ............. Tuesday, April 12 .................... 10:30 a.m. Mobile .................. Wednesday, April 13 .................. 10:30 a.m. San Francisco ............ Thursday, April 14 ................... 10:30 a.m. Wilmington .......... ,c • • • Monday, April 18 .................... 10: 30 a. m. Seattle .................. Friday, April 22 ...................... 10:30a.m. San Juan ................ Thursday, April 7 .................... 10:30 a.m. St. Louis ................ Friday, April 15 ...................... 10:30 a.m. Honolulu ................ Thursday, April 14 ................... 10:30 a.m. Duluth .................. Wednesday, April 13 .................. 10:30 a.m. Jersey City ............... Wednesday, April 20 .................. 10:30 a.m. New Bedford ............. Tuesday, April 19 .................... 10:30 a.m. �Vice Presidents (Continued from Page 16.) Much has been made of the personal rivalries of the various maritime heads-Joe Curran vs. Paul Hall, Harry Lundeberg vs. Harry Bridges. But behind most of these rivalries lay one thing: job security for their members. The rivalry between Harry Lundebert and Harry Bridges was legendary. Yet in a sense, much of the bad feeling between the two was a result of conflicting jurisdictional claims between seamen and longshoremen. The rivalry between longshoremen and deckhands dates back more than 100 years. There were countless disputes over which group of workers had jurisidiction over the loading and unloading of cargo. There were even divisions among deckhands who sailed onboard schooners and steamships. While the SUP dates its existence to 1885, it didn't take its modern name until 1892, when the Coast Seamen's Union and the Steamshipmen's Union merged into one organization. Technological advances and the demise of the schooner vessel rendered their differences moot. Early maritime unions were created along regional and craft lines. Increasingly, however, jurisdictional disputes in the maritime industry have arisen between licensed and unlicensed seamen. In the '50s and early '60s, for example, the NMU created the Brotherhood of Marine Officers. The SIUAGLIWD supported the MM&P and National-MEBA in their dispute against the NMU. Our members even walked picket lines on their behalf. The maritime industry is a little like the Middle East: today' s friend may be tomorrow's enemy. During the Vietnam War, the SIU and District 1 were at loggerheads over an apprentice engineer's rating that District 1 wanted to have placed onboard their vessels. We forced Delta to have these ratings removed; in the process , we protected the job security of our key personnel in the engine room , mainly the QMEDs. Still, no matter how intricate or byzantine relations between the various maritime organizations may get, it is impossible to write a history about the industry without mentioning them all . There would .be no Harry Lundeberg without Harry Bridges , and no Paul Hall without Joe Curran. The SIU-AGLIWD , for example, owes its existence to the generous support that SUP officials like Harry Lundeberg and Morris Weisberger gave us during our early years. West Coast seamen like Bill Armstrong, Ed Turner, Joe Goren and Whitey Seacrest hit the bricks in many of our most important beefs. Turner, who headed the Marine Cooks and Stewards, even engineered a merger between his organization and the A&G District. Of course the help was always reciprocal. In October 1950, when the West Coast Longshoremen' s union launched an attack against the Sailor's Union of the Pacific, the SIU-AGLIWD stood behind the SUP 100 percent. And after the Marine Cooks and Stewards were ousted from the CIO for being dominated by the Communist Party, the SIU-AGLIWD supported the SUP' s drive to sign the MCS as an SIUNA affiliate. Harry Lundeberg and Ed Turner led the drive for the SIUNA, and the MCS was restored to democratic control. Government Services by V.P. Buck Mercer M ERCHANT seamen who plied their trade during World War II and were fortunate enough to have lived through the rigors of that conflict, have finally and at long last been granted veterans' status. Not only does this apply to commercial sailors but also to those who sailed with the Army Transport Service and the Naval Transport Service. Of course, there are certain procedures that must be accomplished before gaining veterans• status and they are outlined on page three of the LOG (February 1988). The reason for this article is to alert MSCPAC marine personnel who qualify for veterans' benefits and note that it will make a difference where your employment with MSCPAC is concerned. Whether or not all veterans' benefits will be accorded is not yet known, but they could include (I) 5point veterans preference, (2) Retention rights, (3) Tenure group, (4) Medical care, (5) Guaranteed home loans, (6) Burial benefit, and the protection of the Merit Systems Protection Board (MSPB). Of particular importance is the fact that those who do qualify will be entitled to the services of the MSPB. This means that under the appeal procedure an adverse action would be heard by the MSPB rather than the same agency that brought the adverse action. On Jan. 13, 1988, a meeting with Fleet Preservation Servicers (FPS) was held on site at the Reserve Fleet at Suisun Bay, Calif., at which a number of issues were discussed that needed resolution. On Feb. 5, 1988, a meeting with management was scheduled with Fleet Superintendent Walter Jaffee to discuss and resolve complaints that had been voiced at the meeting with FPS on Jan. 13. In attendance at the meeting were SIU Representative Raleigh G. Minix , Asst. SIU Fleet Representative Toes Moala, who furnished valuable input regarding fleet morale and on-site working conditions, and SIU Representative Roy "Buck" Mercer. The meeting was constructive and all complaints were discussed and resolved. Management has already made a major improvement to the parking area which is much appreciated by the crew. FMC Chief Appointed Edward J. Philbin was appointed acting chairman of the Federal Maritime Commission last month. Philbin replaces Edward V. Hickey who died in January. Philbin, an FMC commissioner, previously held the post of Deputy Assistant Secretary for Reserve Affairs at the Department of Defense. He also was a law professor at San Diego State University. ------Deaths-----The SIU has been notified of the deaths of the following members and pensioners. Chester Anti Ladislas Baldonade Edward Brown Harry Burton Leslie Bryant Jr. Roger Coleman Laurence Mays Lowell M. Moody Edward Murphy Juan Wilfredo Pagan Leslie E. Roberts Tito Ross John Smith Fred 0. Sullins Charles Connell David Donovan Paul Dunbar Leroy V. Hansen Thomas Joynes Randy Kusminski Laurence McCullough James McLamore Carlos artinez Clarence Maudrie Ted Wilkosh Edward J. Wright ou Missing Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: 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 --~---------------------------~---------------~------------Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT HOME ADDRESS Social Security No. Phone No. ( Area Code Your Full Name Apt. or Box# Street Book Number O SIU City D UIW State D 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 mailings. This address should remain In the Union file unless otherwise changed by me personally. (Signed)----------------- -----------------------------------------------------------~ March 1988 I LOG I 21 �CL -Company/Lakes l -Lakes NP Directory of Ports Dispatchers Report for Great Lakes -Non PrioritY FEB. 1-29, 1988 "TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President **REGISTERED ON BEACH All Groups Class CL Class L Class NP Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President DECK DEPARTMENT Algonac ................... Port Algonac ................... 0 6 0 5 0 0 35 2 ENGINE DEPARTMENT 0 0 0 27 0 0 10 0 0 49 8 0 0 121 11 0 16 0 Port 0 George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President STEWARD DEPARTMENT Algonac ................... 0 Port 0 0 HEADQUARTERS ENTRY DEPARTMENT Algonac ................... 0 15 6 0 Totals All Departments ........ 0 42 9 0 0 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 *"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. 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 FEBRUARY 1-29, 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 ................. 37 3 7 6 4 8 1 7 6 3 TOTAL SHIPPED All Groups Class A Class B Class C 2 0 0 3 4 34 2 3 9 9 34 8 6 30 17 36 22 31 6 10 10 10 7 1 8 3 11 2 3 0 7 0 1 0 2 0 2 2 15 20 20 29 12 7 31 45 2 223 12 23 239 5 86 0 Port New York ............... Philadelphia ...... ........ Baltimore ............... Norfolk ................. Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco .. .. ......... Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ... ... .......... St. Louis ................ Pinet Point .............. Tota s ................. 24 1 6 4 8 5 0 1 3 2 17 5 19 13 21 6 4 15 0 6 6 3 5 1 13 3 0 3 15 2 0 2 0 1 0 1 0 6 1 2 0 11 2 0 0 28 1 3 4 3 23 18 16 11 13 4 5 159 52 26 19 0 4 151 19 5 1 14 0 0 1 0 0 1 4 7 Pon New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville ........ . . ... . San Francisco ......... .... Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. 2 1 2 1 10 15 8 0 42 12 19 2 5 9 0 2 146 4 3 6 1 7 0 21 2 0 6 58 0 1 0 3 1 0 0 19 0 0 1 28 Port New York .............. . Philadelphia .............. Baltimore ............... Norfolk .... ............. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ............... . . Puerto Rico .............. Honolulu ..... ........... Houston ................ St. Louis ................ Piney Point .............. Totals ................. 102 164 214 Totals All Departments .... .. 646 360 313 18 0 13 4 7 4 3 8 3 22 15 4 2 10 8 3 6 0 0 4 4 9 10 7 13 4 72 8 0 5 2 4 1 7 5 0 2 51 7 12 10 2 7 0 0 0 1 1 7 6 8 72 559 2 0 0 11 1 0 0 21 STEWARD DEPARTMENT 3 1 0 0 0 1 4 5 1 0 1 5 25 4 16 3 9 8 0 2 113 39 ENGINE DEPARTMENT 5 1 0 0 2 0 4 1 1 0 7 1 4 0 4 4 1 10 1 150 67 9 10 3 2 1 2 2 20 5 19 3 0 DECK DEPARTMENT 8 2 1 0 2 0 8 4 2 2 9 5 6 3 6 9 5 7 4 1 2 0 6 4 6 1 0 0 2 1 2 1 3 0 12 0 0 5 32 0 0 1 0 2 0 3 1 0 0 13 1 0 4 26 ENTRY DEPARTMENT 11 3 1 1 5 0 4 2 4 0 9 11 4 5 13 3 7 1 6 1 4 0 63 100 1 3 0 0 2 0 127 137 277 223 Tr~ Relies 10 2 1 2 1 12 4 11 6 6 2 12 2 0 0 71 7 0 0 2 0 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 91 2 11 22 7 69 56 63 31 62 29 6 56 0 0 15 2 9 7 6 8 16 14 11 8 1 10 4 0 2 505 113 49 2 11 9 6 9 0 1 7 3 11 2 1 0 2 5 2 4 10 4 5 0 7 1 0 1 44 , 2 0 0 0 2 3 0 48 35 35 18 42 13 29 311 82 26 7 9 0 3 1 0 3 0 1 6 4 5 33 2 4 3 7 35 18 81 22 36 3 5 88 2 0 6 20 0 0 0 5 8 1 0 0 0 1 2 0 2 3 0 5 32 0 3 10 8 6 6 2 14 2 0 6 8 10 2 8 0 33 4 0 7 123 272 88 0 0 0 0 0 0 0 0 0 47 30 4 8 3 7 11 9 4 32 9 68 21 9 24 14 26 18 24 6 0 0 0 0 0 38 0 0 0 0 6 19 7 18 82 15 0 279 280 223 1,367 563 2 2 5 2 2 0 8 1 0 1 0 2 0 0 0 3 0 0 1 22 0 0 0 29 12 2 2 5 8 31 6 33 11 8 0 178 5 0 1 302 401 *"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 February was down from the month of January. A total of 1,282 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,282 jobs shipped, 559 jobs or about 44 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 223 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 7,022 jobs have been shipped. 22 I LOG I March 1988 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 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 JACKSO VILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEA S, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. . 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Letters To The Bditor Was a Rational " • • • The Injustice Crime ... " Recently veterans rights were approved for the merchant marine of World War II, and I wish to commend the SIU, the greatest union on earth, for the long fight against opposition like the American Legion. Few Americans have knowledge of our role in the war. The injustice was a national crime against American seamen who were 100 percent volunteers. In 1942 and 1943 our Navy was limited and we sailed many times without an escort. We slept with our clothes on never knowing when we would be torpeodoed. On every ship we were assigned to a gun station. One ship I will never forget is the SIU Liberty ship the Paul Hamilton. I bid for a job on that ship in the New York hall in 1944, but lost out. I was in the same convoy with the Paul Hamilton off Algiers on April 20, 1944. The record should show that the SS Paul Hamilton suffered the worst disaster of any merchant ship in World War IL An ammunition ship with 604 American troops aboard, plus a merchant crew and a Naval armed guard, the Paul Hamilton was sunk by a German plane. There were no survivors. The bombs touched 01! the ammunition it wa.a carrying. I Viewed thls sad event while aboard the SB Joshua, Ba.rtlett. OUr starbo d guns fired at the German pla.n.e which sank the Paul amilton. But a British gunboat, the Colombo, running near our stern brought it down. My point in bringing this up is that our sm brothers who went down with the ship were at their assigned gun stations. Remember the American Legion called our men draft dodgers, when most of their members had to be drafted and escorted to ca.mp. President Franklin D. Roosevelt said "Damn the torpedoes" because he knew the real men would deliver. Due to inJuries aboard ship, I had to retire in 1955, costing me thouaanas of dollars 1n medical bills. The VA hospital is now a blessing. Peter Salvo McKeesport, Pa. Book #24342 "Cal Tanner and I Were Shipmates • • • ,, I have read with great interest the articles in the LOG about the beginning of the SIU and its progress. Being a charter member, I would naturally want to know one's opinion on the history of our union. Leaving the Navy I joined the ISU. Cal Tanner and I were shipmates on an old Hog Island Delta Line ship when the ISU went under. Cal left for Tampa, I stayed in New Orleans. Delta Lines and Waterman Steam Ship Companies assured us that as long as we could crew their ships, they would recognize us and their contract with the ISU. We had. a tough go, the NMU was breathing down our neck, making it hard for any seaman not belonging to their union. You could look for a. dumping if caught by their beef squad leaving or returning to their ship. We were losing men every day. Some quit sailing but the majority went over to the NMU. We were still using our ISU books, but we knew we had to have a name to give us a little recognition. We got together with the Longshoremen in New Orleans and asked them to let us call our Union the ILA. They agreed and this took some of the pressure off us. Our Brothers on the East Coast were holding their own, and things were looking better when we got the word that if we could raise the money, Harry Lundeberg and the SUP would get us a charter. Years later when I was a New York patrolman I was sent to Washington with John Hawk, the secretary treasurer. In the hotel dining room on the morning we were leaving to return to New York, I asked Harry, "When you agreed to get the SIU a charter, did you honestly believe that handful of seamen with their few ships could raise the money?" His answer and I quote, "There never was a doubt in my mind that bunch of guys like these who were fighting for their livelihood would fail." It was hard, and as I look back today I wonder what kept the men fighting when it was so easy to just walk into any NMU hall, throw your ISU book on the counter and get a NMU work permit. But they hung on. AB the ships paid off, the men were asked to give what they could afford, wasn't a hell of a. lot with the wages $72.50 and $62.60 and under. But at last that day arrived after being ISU, ILA (which was never officially recognized) and the Eastern & Gulf Sailors Association, we had a union and a charter. Now we had to start organizing. There were a lot of good men who helped to get the charter, but it seemed that they were forgotten when the officials were sent to administer our new union. Men were sent from the West Coast to run the ports. Men some of us had never heard of. Like M. Biggs who was sent to New Orleans as representative. He signed the first agreement with Delta Line and Waterman and one hell of a job he did. The overtime agreement called for the overtime to start one hour after the seaman was called night or day. Watches could be broken on arrival and set one hour before sa.ili.ng. There was a lot of other clauses that were all for the company. When some of us beefed and asked Biggs why our aggreement was so much different than the SUP, he said, ''You see the SIU is a three department union so we had to give some things in some of the departments to get some things in other departments." Now I could not see where that made sense and told him so. He lasted one year in New Orleans, never went back to the coast, went to Florida, got in the real estate business. The shipping rules were all in favor of the mother union. The SUP had the same shipping rights in our hall as we did, but we did not have this right on their ships. If a job wasn't taken on the third call an SIU man could take it, but had to get off at the end of the voyage or payoff. AB you stated in your report, in 1944 Paul Hall came along. And things started to change. Any man who worked for Paul will tell you he lived every day for the SID. Many a night the lights burned late on Beaver Street. There would be a memo on the Patrolman's Board on the third floor at least three times a week. All patrolmen not on a payoff remained after the hall closed for a meeting. As you stated, Paul organized a close-knit team and seamen who you named would have followed him anywhere, over a cliff if he had asked. You said it mildly; they would have followed him to hell if needed. The reason Paul had the respect of the men who went down the line with him was that he would never ask a man to do something he wouldn't do. He couldn't stand excuses for something that should have been done, and expected the elected officials to see that the SIU came first and every seaman got first class representation. Fraternally yours, L.S. Johnny Johnston Brandon, 118 IT 1$ DUMB •• GET ~ELP! KICK THE DRU6 HABIT/ CONTACT YOUR PORT AGENT OR YOUR UNION. IF YOU SNIFF /T. .. IF YOU SMOKE IT ••• IF YOU 5H007 IT •• ~ March 1988 I LOG I 23 �We had a tough go, the NMU was breathing down our neck, making it hard for any seaman not belonging to their union. You could look for a dumping if caught by their beef squad leaving or returning to ·L etters To The Editor "• • • The Injustice Was a National Crime ... " Recently veterans rights were approved for the merchant marine of World War II, and I wish to commend the SIU, the greatest union on earth, for the long fight against opposition like the American Legion. Few Americans have knowledge of our role in the war. The injustice was a national crime against American seamen who were 100 percent volunteers. In 1942 and 1943 our Navy was limited a.nd we sailed many times without an escort. We slept with our clothes on never knowing when we would be torpeodoed. On evecy ship we were assigned to a gun station. One ship I Will never forget is the SIU Liberty ship the Paul Hamilton. I bid for a job on that ship in the New York hall in 1944, but lost out. I was in the same convoy With the Paul Hamilton off Algiers on April 20, 1944. The record should show that the SS Paul Hamilton suffered the worst disaster of any meroha.nt ship in World War IL An ammunition ship with 504 American troops aboard, plus a merchant crew and a Naval armed guard, the Paul Hamilton was sunk by a German plane. There were no survivors. The bombs touched o"ff the ammunition it wa.a carrying. I Viewed this sad event while aboard the SS Joshua Ba.rtlett. Our starboard guns fired at the German plane which sank the Paul amilton. But a British gunboat, the Colombo, running near our stern brought it down. My point in bringing this up is that our SIU brothers who went down With the ship were at their assigned gun stations. Remember the American Legion called our men draft dodgers, when most of their members had to be drafted and escorted to camp. President Franklin D. Roosevelt said "Damn the torpedoes" because he knew the real men would deliver. to inJuries aboard ship, I had to retire in 1955, costing me thousands of dollars in medical bills. The VA hospital is now a blessing. Peter Salvo McKeesport, Pa. Book #24342 "Cal Tanner and I Were Shipmates • • • I have read with great interest the articles in the LOG about the beg1nn1ng of the SID and its progress. Being a charter member, I would naturally want to know one's opinion on the histocy of our union. Leaving the Navy I joined the ISU. Cal Tanner and I were shipmates on an old Hog Island Delta Line ship when the ISU went under. Cal lefi for Tampa, I stayed in New Orleans. Delta Lines and Waterman Steam Ship Companies assured us that as long as we could crew their ships, they would recognize us and their contract with the ISU. their ship. We were losing men every day. Some quit sailing but the majority went over to the NMU. We were still using our ISU books, but we knew we had to have a name to give us a little recognition. We got together With the Longshoremen in New Orleans and asked them to let us call our Union the ILA. They agreed and this took some of the pressure off us. Our Brothers on the East Coast were holding their own, and things were looking better when we got the word that if we could raise the money, Harcy Lundeberg and the SUP would get us a charter. Years later when I was a New York patrolman I was sent to Washington with John Hawk, the secretary treasurer. In the hotel dining room on the morning we were leaving to return to New York, I asked Harcy, "When you agreed to get the SIU a charter, did you honestly believe that handful of seamen with their few ships could raise the money?" His answer a.nd I quote, "There never was a doubt in my mind that bunch of guys like these who were fighting for their livelihood would fail." It was hard, and as I look back today I wonder what kept the men fighting when it was so easy to just walk into any NMU hall, throw your !SU book on the counter and get a NMU work permit. But they hung on. As the ships paid off, the men were asked to give what they could afford, wasn't a hell of a lot with the wages $72.50 and $52.50 and under. But at last that day arrived after being ISU, ILA (which was never officially recognized) and the Eastern & Gulf Sailors Association, we had a union and a charter. Now we had to start organizing. There were a lot of good men who helped to get the charter, but it seemed that they were forgotten when the officials were sent to administer our new union. Men were sent from the West Coast to run the ports. Men some of us had never heard of. Like M. Biggs who was sent to New Orleans as representative. He signed the first agreement with Delta Line and Waterman and one hell of a job he did. The overtime agreement called for the overtime to start one hour a.tter the seaman was called night or day. Watches could be broken on arrival and set one hour before sailing. There was a lot of other clauses that were all for the company. When some of us beefed and asked Biggs why our aggreement was so much different than the SUP, he said, "You see the SIU is a three department union so we had to give some things in some of the departments to get some things in other departments." Now I could not see where that made sense and told him so. He lasted one year in New Orleans, never went back to the coast, went to Florida, got in the rea.l estate business. The shipping rules were all in favor of the mother union. The SUP had the same shipping rights in our hall as we did, but we did not have this right on their ships. If a job wasn't taken on the third call an SID man could take it, but had to get off at the end of the voyage or payoff. AB you stated in your report, in 1944 Paul Hall came along. And things started to change. Any man who worked for Paul Will tell you he lived every day for the SID. Many a night the lights burned late on Beaver Street. There would be a memo on the Patrolmen's Board on the third floor at least three times a week. All patrolmen not on a payoff remained after the hall closed for a meeting. As you stated, Paul organized a close-knit team and seamen who you named would have followed him anywhere, over a cliff if he had asked. You said it mildly; they would have followed him to hell if needed. The reason Paul had the respect of the men who went down the line with him was that he would never ask a man to do something he wouldn't do. He couldn't stand excuses for something that should have been done, and expected the elected officials to see that the SIU came first and evecy seaman got first class representation. Fraternally yours, L.S. Johnny Johnston Brandon, MS IT 1$ DUMB •• GET ~ELP! K CKTHE ORU6 HABIT/ CONTACT YOUR PORT AGENT OR YOUR UNION. IF YOU SNIFF /T. .. II=' YOU S'MOKE IT ... IF YOU 5H007 IT ••• March 1988 I LOG I 23 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1988 Description An account of the resource HEADLINES SIU APPEALS TO STATE ON TANKER CREW WAIVER MARIITME PROGRAMS REMAIN AT LAST YEAR’S LEVEL MANNING STANDARDS EXAMINED BY MARITIME PANEL SIU STUDIES WAYS TO IMPROVE SHIPPING AND REGISTRATION COMMITTEE APPROVES BILL TO BEEF UP FISHING BOAT SAFETY SIU WINS BIG SHARE OF RRF CONTRACTS- 42 SHIPS MARITIME TRADES DEPARTMENT SETS ’88 LEGISTLATIVE GOALS ELECTION YEAR 1988 THE NATIONAL ECONOMY DOMESTIC CRUISE INDUSTRY SHIPBUILDING INDUSTRY INTERNATIONAL TRADE INTERNATIONAL AFFAIRS SEAFARER FINDS HIS CALLING AWAY FROM THE SEA ‘JOE AX’ TURNS 80 IN NEW ORLEANS JUSTICE FOR MERCHANT SEAMEN KING OF THE CONVOYS ONE OF OUR GALLANT SHIPS CAPE DUCATO PARTICIPATES IN TEAM SPIRIT 88 PROFILE OF A MARINER: LORENZO LIGON MSCPAC SHORE STAFFERS GO TO SEA USNS REGULUS TO RETURN IN MAY ALERTNESS IS THE KEY TO VESSEL SAFETY FMC CHIEF APPOINTED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 3 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/46a2cdff3d90406b505f0ba73fee9fca.pdf be82392b794c7ed9dead1caa8b999483 PDF Text Text 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 �m~~-«:. ~~m:=fa::;·::·,;·:-::=--~ml;::o~~"~·~~·"-~g·:~·";t1~l'!!!:m1!:m:~~I ... ... ~~~ n New i ~·: fu /fo hargeA redge .; 1 ; 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 The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource 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 Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 2 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/ba2532ac70b5014475a648d7760ab466.pdf 3437d8fc630e133c068d22615330edd3 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. so, No. I January 1988 U.S. Ships Must Have U.S. Crews Kuwait Loophole Closed by New Citizenship Law Legislation which would strengthen American citizenship requirements onboard U.S.-flag vessels and promote the American fishing industry has been signed into law. The legislation, H.R. 2598, marked an important victory for the maritime industry. ''This and getting the maritime industry exempted from the provisions of the Canadian Free Trade Agreement have to be considered the high points of the year,'' said Legislative Director Frank Pecquex. The legislation (its official title is the Commercial Fishing Anti-Reflagging Act of 1987) would prohibit foreign- built fishing vessels from being redocumented under the American registry. It also would require owners of U.S. fishing vessels to build or rebuild in U.S. shipyards. Most important to fishermen and seamen, however, is that the bill would require vessels registered in the United States to be manned by American seamen. This would extend to all vessels in the American-flag merchant marine, not just to fishing boats. The U.S. -manning provisions contained in the bill would go a long way toward closing loopholes in existing laws which made it possible for 11 SIU's New Overseas Joyce Page 5 Kuwaiti ships redocumented under the American flag to be manned by foreign crews. By reflagging these vessels, the administration opened up a potentially dangerous loophole in the law. The administration contended that since the 11 Kuwaiti tankers were crewed overseas and had not yet hit an American port, existing manning requirements mandating that threequarters of the crew be American citizens or resident aliens could be waived. Of course, the law allowing the waiver was written in the 19th century, long before the advent of air travel. But while technology had changed, the law remained on the books. The problem with the interpretation was that there exist certain kinds of American-flag activity where the vessels do not necessarily have to hit an American port. And through bitter, first-hand experience, the maritime industry has learned that where loopholes exist, they will be exploited. Under the terms of the legislation, the government still retains flexibility in waiving citizenship requirements. Yet the chances that manning requirements would be routinely flouted have diminished greatly as a result of this legislation. H.R. 2598 actually improves upon existing law by requiring 100 percent of the licensed crew and 75 percent of the unlicensed crew to be American citizens or resident aliens. In addition, it requires that a majority interest of the ownership in U .S.-flag fishing vessels be composed of American citizens. The legislation held the promise of creating several hundred American jobs in the Pacific Coast fishing industry. In addition, there was some speculation in Washington, D.C. that American crews would be recruited for the 11 Kuwaiti tankers. "If that happens," said one SIU official, "then it would be a matter of available skilled mariners capable of crewing these vessels. And that's where our training program in Piney Point and our attempts to build a large manpower pool would give us an advantage." Passage of the legislation marked one more instance where the maritime industry was able to mount a united front. It had been able to mount a united lobbying effort on the Canadian Free Trade issue, and it is attempting to do the same thing in regards to legislation on the Arctic National Wild Refuge oil issue. "In the past, congressional critics of the maritime industry have complained about the industry's inability to rise above the collective differences of its constituents," said Frank Drozak, president of the Seafarers International Union. "The industry's backto-back wins on Canada Free Trade and H.R. 2598 may mark a turning point in our efforts on Capitol Hill.'' WW II Seamen Win Vets Case New Drug Rules Ready The Coast Guard issued a final rule, effective Jan. 13, 1988, setting standards and establishing rules designed to monitor and control alcohol and drug use in both commercial and recreational vessels. For the past two years, various groups-including the SIU-have worked with the Coast Guard to establish the new guidelines. Originally the rules included two provisions the Union strongly opposed-the responsibility of other crewmembers to inform on intoxicated persons or lose their seamen's papers and to report to the ship's master their own prescription drug use. Both of these provisions were deleted from the final rule. Also, the original proposal did not include provisions for rehabilitation. That is now included. Following are some of the guidelines of the new rule. • application to all crewmembers, whether on duty or not, since each crewmember has safety-related responsibilities, including emergency duties; • prohibition from assuming duties within four hours of consuming alcohol; • establishment of .04 percent blood alcohol concentration, similar to standards adopted by the Federal Aviation Administration and the Federal Railroad Administration; • determination of intoxication based on personal observation or chemical test by a law enforcement officer or a marine employer; The Defense Department has granted World War II U.S. Merchant seamen who sailed between Dec. 7, 1941 and August 15, 1945 veterans' status. The ruling came Jan. 20 as the LOG went to press. The action ends an eight-year court struggle and 43-year fight for merchant seamen who served during the war. There is no current estimate of how many American merchant sailor could benefit by the ruling. Several years ago the government estimated about 90,000 of the more than 250,000 seamen who served were still alive. "The honor and recognition these men deserve is so, so long overdue. They sailed, they fought and they died, just like other American servicemen," said SIU president Frank Drozak. Last year a federal judge ordered the government to reconsider its original denial of veterans' status, saying it had acted arbitrarily in denying veterans' status. An attorney for the three seamen who brought the court case said the surviving merchant sailors could be eligible for medical care, loans and pensions through the Veterans Administration. At presstime application forms were being sent to SIU ports for eligible seamen. Contact your port agent for details. The next issue of the LOG will carry a full report on the case. • refusal to submit to a chemical test request by a law enforcement officer based on reasonable cause is admissable in evidence in any administrative proceeding and the individual will be presumed to be intoxicatedif individual refuses the marine employer's request, evidence of the refusal is admissible in evidence in any (Continued on Page 21.) �President's Report by Frank Drozak Last year, like every other one under the Reagan administration, was difficult for the maritime industry and the men and women who make their living at sea, and on the Lakes and nvers. But just when it seemed as if 1987 was going to be chalked up as another year of dismal decline, the sun broke through. In less than two months-thanks to a lot of hard work by people in this Union and other parts of the maritime community-we achieved significant victories: The removal of the maritime provisions from the Canadian Free Trade Agreement, and the new U.S. citizen manning requirements for U.S.-flag vessels, were the biggest wins for us since the 1985 farm bill. The odd thing about both those issues was that once again the maritime community was forced to take on the administration. In the past, some administrations ignored us or didn't understand us, but seldom did they attack us. It's a sad commentary when the maritime industry, including workers, shipowners and shipbuilders, have to band together to fend off attacks and avoid crippling cutbacks. During the past several years we have seen government support for maritime stripped to the bone. Yet at the same time most military planners agreed with our warnings about the decline of the U.S.-flag private merchant fleet. It's no secret that our sealift capabilities are inadequate and that they will continue to shrink. If only a handful of maritime unions or ship operators were saying that, then some might think it was only selfish special interests that were motivating the industry. But that is not the case. Congressmen and senators of both parties have called for a strengthening of the U.S. merchant fleet. A special presidencomm1ss1on tially-appointed warned of the dire consequences to our military posture ifthe U.S.-flagfleet was allowed to shrink any further. Planners in the Pentagon have expressed concern. Despite the reasoned warnings from experts in global military planning, the response from the administration was to allow 11 U.S.-flag (on paper only) tankers sail without U.S. crews and to haul what was left of the maritime industry up to the sacrificial altar in so-called free trade talks with Canada. Very simply, if they had opened up America's Jones Act trade to other countries, we would have been finished. Our victories on those two issues do show that we have a pretty fair amount of support outside the White House. Political pressure from Capitol Hill was instrumental on both issues. We need more friends. We need more people who understand the importance of the merchant marine. We have the chance this-yearto put somebody in the White House who won't turn his back on the U.S.-flag merchant marine. We want the chance to put men and women in the House and Senate who will see that a private, American merchant fleet is an asset to this country. As the year goes on, we will begin examining the presidential candidates and those running for House and Senate seats. We will give our support when they give us a commitment. The SIU will need the help of every member in this election year. Our SPAD donations are one of our biggest weapons. It really does mean job security. As the campaigns gear up, we also will need volunteers in every port for political work. So be ready to donate your time, and continue to contribute to SPAD. You will be helping yourself and your union. Not all of our battles are political. Last year, like so many years, we fought to find work for our membership. While a lot of people in this industry cry and moan about the declining merchant fleet, they don't do much. The SIU has been providing experienced and trained people for hundreds of jobs under military contracts. The SIU has gained more than 1,000 military jobs. We win that work because we have the people who can do that work. A Seafarer's job has changed so much in the past several years. It will continue to do so. As you have read in a series of articles on manning trends, your work will be different in the years to come. That is why the SIU and the Seafarers Harry Lundeberg School stress training and skills. We are trying to stay a step ahead of the industry. Last year hundreds of you took advantage of the courses at the school and it paid off. In the years to come those new skills will protect your job security. Last year was a significant year for the Seafarers Maritime Union. I know the SMU has generated some controversy throughout the maritime community, and even within the SIU. But to put it bluntly, the SMU means jobs and that's our business. Seafarers now have a much better chance of climbing through ranks and improving themselves because of the SMU. No one is ever going to force anyone to sail SMU, but those who do will be helping themselves. Through the years, the SIU has been very active in the international labor movement. We have been very supportive of the International Transport Workers Federation (ITF). As many of you know, merchant seamen from many countries sail under horrible conditions. The ITF and the SIU want to correct that. Last year the SIU joined several other organizations in helping the crew of a Greek-flag ship, the Skyranger, win back pay and correct unsanitary and unsafe conditions on their ship. We will continue to get involved. The SIU wants to raise the standards for all seafarers. * * A~ * Finally, I want to thank each and every one of you for the support you have given me and the SIU during the past year. I always know I can count on the membership of this Union to come together and work together when things need to get done. We would not have been nearly as successful without the unity you all bring to the SIU. We will ·need that kind of bond for the upcoming year and for years after. We want to remain the leading maritime union in this country. c Pull cation of e Seafarers n emat on Un on of orth Ame ca At c G • La es and In and Waters District Ja uary 988 * Vo 50 o 1 -r.IO Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I January 1988 <9 " 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. �Lessons from Canada Trade Pact Unified Maritime Industry Was Key in Victory " Sometimes it seems as if the people in this industry wait until they get their backs pushed against the wall before they come together and fight back." That's what one maritime insider said after an almost six-month battle to keep the U.S. merchant marine from being gored by the recently signed U.S./Canada Free Trade Agreement. When word leaked out late last spring that trade negotiators from both countries were willing to open almost all of America's maritime programs to Canadian ship operators, shock, then outrage, spread throughout the community. But like the 1985 cargo preference battle over the farm bill, maritime unions, ship operators, shipbuilders, politicians and just about anyone remotely connected to the industry put aside their normal differences to save their backsides-which once again were firmly pressed to the wall. What spurred them to action was the possible sight of the Canadian maple leaf flag fluttering from the stems of tankers steaming south from Valdez with Alaskan oil-north from Norfolk with coal to Boston--0r pushing barges of grain down the Mississippi River. Sen. John Breaux At the time, negotiators were considering a "North American Jones Act." The cornerstone for the U.S.flag domestic fleet is the Jones Act, which reserves all coastwide trading for U .S.-flag ships. Because Jones Act ship operators receive no subsidy, the act is the only support they receive from the government. If the coastwide trade had been opened to Canadians, maritime leaders were convinced they would be unable to compete. Canada has several more programs to help its ship operators than the U.S. does. Construction subsidies, tax breaks, and the right to employ low cost non-Canadian crewmembers give the Canadians a large cost advantage. An example is found on the Great Lakes where U.S. ships carry only about 5 percent of the cross trade between the two countries. Three other factors were frightening U.S. interests. The first was the proposal on the table to open up any future expansion of U.S. promotional programs, such as cargo preference or operating subsidies, to Canadian ships. In effect, that would have shut out U .S.-ftag ships because of the cost factor. The second was the recent decision by the Reagan administration to allow the reflagging of 11 Kuwaiti tankers without a U.S. crew aboard. There were fears that action could set a precedent allowing U.S.-flag ships to sail with few, if any, Americans aboard. Finally, under the terms of trade, navigation and friendship treaties that the U.S. has with 37 other nations, the door would have been opened for those countries' participation in the same trade. At the SIUNA convention in August, SIU President Frank Drozak and SIU of Canada President Roman Gralewicz began to lay the groundwork to bring maritime together on both sides of the border to fight the proposals. Private maritime interests began to come together. More than 120 maritime unions, ship operators, builders and other groups formed a coalition to begin pressuring the Reagan administration. The goal was simple-remove all the maritime proposals from the trade agreement. While the goal was simple, the battle was not. Because the proposed treaty was under so-called "fast track" authority , whatever was eventually agreed to by the negotiators could only be voted on by the Senate as a whole packagenot section by section. At the time, it seemed unlikely the entire agreement, which enjoyed a fair amount of support for its other areas, could be blocked because of its maritime provisions. But, with maritime allie on Capitol Hill and the unusually united maritime industry applying pressure, there was some hope that the maritime provisions could be blocked. A letter by the coalition, grown to 200 organizations, to every senator and representative helped line up support. ''This agreement trades away the maritime industry for advantages in other commercial sectors . . . that bear no relation to national defense, and it gives no assurance whatsoever that Canadian vessels and shipyards will fulfill U.S. defense requirements,'' the coalition wrote. An appeal to President Reagan and Canadian Prime Minister Brian Mulroney went out from the SIU's Drozak and SIU of Canada's Gralewicz. The two labor leaders warned of the dire consequences to both countries' national security if the maritime sections of the agreement were kept. "The critical problem [dwindling sealift for defense] will grow more serious if U.S. and Canadian maritime policies are sacrificed. This decline in the maritime industry's ability to serve as a national security asset is not limited to the United States. Canadianflag operators also have been crippled by a similar lack of support by government agencies and presently are unable to meet Canada's sealift needs. ''The framework of a free trade agreement is not the proper forum to fashion well-crafted maritime policies adequate to fulfill changing national requirements," the two wrote. On the House side of Capitol Hill, If U.S. Jones Act trade had been opened to the Canadians, American takers like the American Republic would more than likely have been tied up for good. Coastwise and river trade would have suffered too. Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee, began gathering support from members in an effort to prevent the administration from going ahead with their dangerous maritime action. But despite the coalition's urging Rep. Walter B. Jones and the SIU's activity, word came that the final trade agreement contained the maritime sections all feared. That did not stop efforts to halt approval of those sections. Jones was able to gather the majority of representatives in a resolution to remove the issues from the final treaty. While only the Senate would vote on the final agreement, such massive House opposition was felt by the White House. In the Senate, which must ratify all treaties, a majority of senators had signed on with Sen. John Breaux (DLa.), chairman of the Senate Merchant Marine Subcommittee, in a resolution opposing the maritime provisions. In addition, an effort was under way to open the proposed agreement to a debate on the maritime sections. The Senate Rules Committee backed Breaux and the House Rules Committee expressed similar concerns. The White House feared if the agreement was opened, opposition to other portions of the agreement could bog down ratification. In December, word finally came from the negotiating table. The two sides had met again and revised the agreement. The maritime proposals were eliminated. "Over the past months, we've had to mount what can only be called an educational campaign to the those who see the maritime industry as only ships," Jones said. The campaign worked because of the strong leadership from the SIU, other maritime unions and companies and the maritime industry's allies on Capitol Hill. The united front presented by all involved was enough to make the White House back down, according to The New York Times. "Mr. Breaux's objection had to be met because with the powerful maritime industry behind him, he could have opened up the bill," the Times reported in a piece on the agreement. ''Maybe we can learn a lesson here,'' Drozak said. "If we bring all our resources together we have a much better chance of winning than when all of us are going in different directions. The 1985 farm bill and now this treaty are great examples of what a unified maritime industry can do." The treaty was signed in early January and is expected to be voted on by the Senate by midyear. January 1988 I LOG I 3 �Manning Trends-Crews Shrink, Duties Change This is the third in a series of commentaries on evolving concepts of manning and shipboard productivity. Last month we examined the 1971 "Stanwick Report" and its impact on today's radically different manning requirements. In this article we will take a look at a study that was made during the mid-1980s which resulted in some startlingly new shipboard manning concepts. Early in 1985, a study program was begun under a cooperative agreement between the U.S. Maritime Administration and Pacific Gulf Marine Inc. to examine new watchstanding and ''maintenance department" concepts. Participating in the 19-month-long study were the U.S. Coast Guard, the Seafarers International Union, and District 2 Marine Engineers Beneficial Association/American Maritime The SIU-contracted American Eagle was the site of a manning efficiency study. Senate Backs /LO Actions The Senate Foreign Relations Committee gave its approval to two longpending conventions of the International Labor Organization, a first step toward ratification by the Senate, which last adopted an ILO standard in 1946. The full Senate is expected to take up the measures in January. ILO Convention 144, which requires consultation on ILO matters at least once a year by the government, worker and employer groups of each country, was approved in a 15-3 vote. Convention 147, which requires nations to set minimum labor standards for seagoing ships under their jurisdiction, was passed unanimously. ILO conventions are treaties establishing minimum world standards for working conditions and worker rights. They are shaped by government, worker and employer delegates under the ILO's unique tripartite structure and are submitted to member nations for ratification only after a two-thirds vote of an ILO conference. The United States has one of the worst ratification records of the more than 120 nations that belong to the ILO. It has ratified just seven of the 162 conventions-one minor procedural standard and the six maritime conventions. AFL-CIO President Lane Kirkland in testimony last October urged rati- fication of the two conventions, and noted that the United States has been complying with Convention 144 through its participation in the regular ILO meetings held since the measure was adopted by the United Nations agency in 1976. Kirkland endorsed the concern expressed by President Reagan when he submitted the two conventions to the Senate for ratification. Reagan wrote, "We are vulnerable to criticism when we seek to take others to task for failing to adhere to instruments we ourselves have not ratified.'' At that same hearing, SIU testimony urged ratification of Convention 147, stressing that even minimal standards would provide protection ''from unscrupulous shipowners who engage seafarers from countries with subsistence economies at very low wage rates.'' Ratification of the maritime convention would be "a first step in a long journey'' to eradicate crew abuse and lack of safety standards, the union said. The convention requires enforcement of maritime laws or regulations covering safety standards, including competency, hours of work and manning, along with standards for social security protections and shipboard conditions of employment and living arrangements for crew members. Sea-Land Buys 5 New Ships Sea-Land has purchased five former United States Lines ships and has been given permission to scrap six World War II-vintage vessels. The new ships will be used on a West Coast, Hawaii, Asia run. They represent a 42 percent increase in the line's cargo capacity in the Pacific. The former USL ships (the company declared bankruptcy in 1986) are not 4 I LOG I January 1988 the giant econoships which can carry 4,258 TEU s. Those ships have been purchased by a group of banks at bankruptcy auctions. They may be leased soon according to industry insiders. The six Sea-Land ships set for scrapping are: the Boston, Galveston, Philadelphia, Pittsburgh, San Pedro and St. Louis. Officers. The purpose of the project was to explore ways to improve the productivity of U .S.-flag merchant ships ''through organizational, procedural and manpower improvements both ashore and at sea." Although not stated, it was a continuation of and an update of the "Stanwick Report" which was published 15 years earlier. Like the ''Stanwick Report,'' the conclusions of this study called for basic changes in the use of manpower at sea. This project took it a step further: some of the proposed changes were to be tested and monitored at sea with the cooperation of SIU and MEBA-District 2. Early in 1985, during a total of 30 voyage days aboard the Ml V American Eagle and the M/V American Condor, a consultant group observed and evaluated the activities and efficiency of the crews in their traditional three-department, three-watch systems. From its survey, the project team proposed a reorganized manning structure to include a "maintenance department'' consisting of seven unlicensed dayworkers from the deck, engine and steward departments who would be routinely responsible for shipwide maintenance duties, under the supervision of the chief engineer. Under this system, three ABs would stand normal at-sea navigation watches, while three other ABs, together with two QMEDs, one general utility/deck-engine and one steward assistant would form the maintenance crew. Both shoreside management and shipboard maintenance were to be evaluated for efficiency. The report concluded that one of the keys to more efficient shipboard maintenance was ''cross-departmental utilization of personnel,'' which was one of the basic proposals of the ''Stanwick Report.'' Training was emphasized as crucial to the success of any reorganized manning system. This would involve upgrading and training so that unlicensed crewmembers could work in a cross-departmental structure. It would also require shipboard training for both licensed and unlicensed personnel to prepare them for expanded management and supervisory responsibilities. The project team which undertook this study-Pacific Gulf, MARAD and the Coast Guardmet often in Washington, D.C. and at Pacific Gulf headquarters in New Orleans through late 1986. They reviewed and evaluated a number of surveys of on-shore management and administrative policies as well as shipboard work habits. Both SIU and MEBA-District 2 were consulted and kept advised of the project and its interim conclusions. Earlier, in December 1985, a meeting was held at SIU headquarters in Camp Springs, Md. during which Pacific Gulf and MARAD sought the formal approval of SIU and MEBA-District 2 for implementation of the maintenance department concept on a trial basis aboard the MN American Eagle and the MN American Condor. A wide range of manning issues were discussed. These included setting up a permanent job program, setting guidelines for training and upgrading, cross-utilization of unlicensed crew, rotating ABs between deck and maintenance departments, and establishing procedures for advancement to higher positions through experience and training. While the unions were favorable to the overall proposals for manning reorganization on the two PGM vessels ''as an experiment,'' approval was withheld pending the outcome of U.S. Coast Guard hearings on manning regulations which could have an impact on manning throughout the industry. Meanwhile, the project group studied the manning structures of foreign-flag ships and concluded that the use of ''general purpose crews'' was becoming the accepted practice throughout the maritime world. * * * In February 1987, a final report on ''Shipboard Productivity Methods" was issued by the U.S. Department of Transportation. It is a three-volume work examining in great detail ship productivity, ship operations, manpower, training, productivity methods, ship/shore work/maintenance systems and personnel organization. The bottom line? The maritime industry as we knew it even 10 years ago no longer exists. Technical and 9perational changes have overtaken most of maritime labor despite the stubborn resistance of some of maritime labor's leadership. What was predicted in the "Stanwick Report" 17 years ago is already here: smaller and bettertrained crews, cross-utilization of manpower, and emphasis on underway maintenance of ships, their structures, equipment and systems. It is a tribute not only to the leadership, but especially to the membership of the SIU that we have been open and responsive to these changes. . SUPPORT SPAD �First Run for Overseas Joyce SIU's New Car Carrier Makes Stop in Houston On the inside it looks like a massive parking garage and from the outside, well ... The Overseas Joyce (Maritime Overseas) will never be mistaken for a sleek liner, but this 635-foot vessel is a thing of beauty to the SIU. It is the first U .S.-flag and SIU-crewed car carrier to call in the U.S. The Joyce, with a 12-man crew, can carry 5,300 cars and may be the first of several U.S. ships taking part in the lucrative Japan to U.S. auto trade. The Joyce is scheduled to make 60-day round trips from Japan to Gulf and East Coast ports. When the Overseas Joyce docked in Houston, it was the first time a SIU-contracted ship carried Japanese cars to America. SIU Vice President Red Campbell (left) and Martime Overseas Port Captain Johnson observe the hydraulic deck lift on the Joyce. Reports are that the three-man steward department is working well. Pictured above are Chief Cook Travis Crow, Steward Robert Firth and SA Mostafa Mostafa. Campbell, Bosun R. Bradford and Houston Port Agent Dean Corgey take a break on deck. Here are Bosun Bradford and SIU VP Joe Sacco on deck. Corgey (left) and members of the Joyce's deck department. January 1988 I LOG I 5 �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. profiles Sen. Harry Reid Rep. Jim Jontz S T EN. Harry Reid (D-N ev.) represents a state whose economy is heavily dependent on gambling and tourism but whose politics are rooted in conservative traditions and philosophy. The junior senator from Nevada was born and raised in that state. In 1959 he received an associate degree in science from Southern Utah State College, and two years later earned a bachelor of science degree from Utah State University. Reid also studied at the George Washington School of Law where he received his law degree in 1964. He was admitted to the Nevada State Bar in 1963-one year before graduation. Sen. Reid's political career began immediately upon graduation from law school, first as Henderson City Attorney and then as a member of the Southern Nevada Memorial Hospital Board of Trustees. He expanded his involvement into state government when he served in the Nevada Assembly. In 1970 Reid, then only 29 years old, was elected to a four-year term as the youngest lieutenant governor in Nevada history. In 1974, a strong Democratic year, Reid opposed Paul Laxalt in a run for the U.S. Senate. The Reid-Laxalt race was conducted under the shadow of Watergate. But in spite of that, Laxalt scored a narrow victory (625 votes). In 1975 Reid sought to rebound with a campaign for mayor of Las Vegas, but again he lost by a narrow margin. Redistricting in 1981 created a House seat for Las Vegas separate from the rest of Nevada, and Reid announced his congressional campaign earlywinning strong support from party regulars, labor, and business and professional groups. He faced Peggy Cavnar, Sen. Harry Reid a former state assemblywoman and won with 58 percent of the vote. In a 1984 rematch, Reid again won, this time with the advantage of incumbency. As a member of the U.S. House of Representatives from the first district of Nevada, Reid served on the Committee on Science and Technology and on the Select Committee on Aging. He was the first Nevadan in nearly l 00 years to hold membership on the Committee on Foreign Affairs. Reid also served as a Regional Whip during his two terms in Congress. In 1986 Reid was elected to represent Nevada in the U.S. Senate. Here he serves on the Appropriations Committee, the Environment and Public Works Committee and the Special Committee on Aging. As a senator in the lOOth Congress, Reid is a member of the Helsinki Commission, the United States Air Force Academy Board of Visitors, the Arms Control and Foreign Policy Caucus, the Environmental and Energy Study Conference and the California Democratic Congressional Delegation. Nominations Invited for Seamanship Trophy Nominations will be accepted beginning Jan. 1 for the 1988 American Merchant Marine Seamanship Trophy. The trophy is awarded-though not necessarily every year-on behalf of the maritime industry to U.S. citizens for deeds which exemplify the highest traditions of seamanship and maritime skills demonstrated in the immediate past calendar year. The trophy was last given in 1986 to Capt. James E. Bise and the crew of the integrated tug-barge Baltimore for their rescue of survivors of two foundering vessels in hurricane conditions. Nominees for the 1988 Seamanship Trophy must be individual U.S. citizens who have performed feats of distinguished seamanship while aboard a civilian-crewed U .S.-flag vessel, yacht or other small craft during calendar year 1988. ''Distinguished seamanship,'' as de6 I LOG I January 1988 fined by the Select Committee, comprises an act representing the highest standards of professional competence at sea in the presence of extreme peril to life and/or property, or under adverse and severe weather conditions. Nominations should include the following information: Name of the candidate; vessel and owner; and date, time, place of incident and weather conditions. If possible, an abstract or photocopy of the ship's log, eyewitness reports, Coast Guard reports, newspapers accounts and other pertinent supporting documents should accompany the nomination. All nominations for the 1988 award must be received by March l, 1988. They should be addressed to: Rear Adm. Paul L. Krinsky American Merchant Marine Seamanship Trophy U.S. Merchant Marine Academy Kings Point, N. Y. 11024-1699 HE fifth district of Indiana, in the northwest part of the state, extends most of the way across northern Indiana from the suburbs of Gary to the factory town of Marion and the much smaller town of North Manchester. It includes distinct political worlds that share one common element-they vote Republican. That is, until Jim Jontz (D-Ind.) came along. At the age of 22, just a year after graduating from Indiana University, Jontz was elected to the Indiana House of Representatives by beating its majority leader by two votes. He won re-election to the House four times, always from Republican districts, and then beat the odds again when he won a seat in the Indiana State Senate in 1984. The issues he focused on dealt with environmental protection, health concerns, utility reform and "people issues' '-children, the elderly, the disabled. The Democrat from Brookston also compiled one of the best attendance records in the history of the Indiana General Assembly, never missing a day of legislative service in 12 years and missing only three out of more than 6,500 recorded votes from 1976 through 1984. With the retirement of Republican Rep. Elwood "Bud" Hillis in 1986, Jim Jontz became the first Democrat to represent Indiana's 5th district since 1960. The aggressive politician said the secret of his winning in Republican areas is preaching a philosophy of helping the average citizen. And he practices what he preaches by return- Rep. Jim Jontz ing to his district as often as possible, holding town meetings and participating in a weekly phone session where he takes calls from constituents "to maintain direct contact with the district." Jontz is the only Indiana congressman on the House Agriculture Committee which he sought because of the vast farming areas in his district. He also serves on the House Education and Labor Committee and the House Committee on Veterans Affairs. Rep. Jontz joined with 28 of his colleagues in cosponsoring H.R. 1425, the Family Farm Act of 1987. He is also involved in legislation to improve the GI Bill of Rights. Jontz called passage of the permanent peacetime GI Bill an important accomplishment, but said "there are a number of ways the program can be improved to insure that additional qualified individuals choose to participate.'' -----Personals----Craig Haelson Olive Oil is my girl. Sincerely, Popeye. P .S. Please eat your spinach. Benjamin Porter Anyone knowing the whereabouts of Benjamin Porter, who sailed as a galleyman onboard the SS Walter Rice in 1978, please contact Todd Johnson, 6054 Laurel St., Apt. B, New Orleans, La. 70118. Thomas I. Walker Please contact Mrs. Pauley. In Florida, call 1-800-342-2074. Outside Florida, call 1-904-398-4600. ~aymond Grant Please contact Cynthia re. your daughter Porchia. Tel. 1-212-6278509. Pay Off on Spirit of Texas The crew of the Spirit of Texas paid off in New Orleans recently. They are (1. to r.) ABS. Wagerik, AB Wayne Pigsers, AB A. Lanes, Chief Cook G. Triguaro, AB Tommy Benton, QMED C. Langley, SIU Patrolman Nick Celona, Wiper D. Lovejoy, QMED G. Madroa and Bosun Burt "Blackie" Hamback. �1987 Busy Political Year brings SIU Major Victories on Candian Trade and U.S. Crews 1987, the seventh year of the Reagan administration, was marked once again by efforts to hold our ground in the face of continuing anti-maritime actions. While politics played a major role in the SIU's activity last year (see the Washington Report, page 24), people, events and ships made the news. Following is a look at 1987 from the pages of the Seafarers LOG. Trade is put at the top of the SIU' s legislative agenda for the year. Joining other unions and groups in an effort to establish , fair trade policies and reduce the $170 billion trade deficit, SIU President Frank Drozak says, ''U.S. maritime has suffered from a variety of unfair trade restrictions . . . which virtually shut out U.S.-flag vessels in foreign trade. We have to eliminate these unfair foreign trade practices.'' Other important legislative areas include U.S.-flag participation in the auto carriage trade , protection of Alaskan oil export ban, subsidy reform and other areas. JANUARY The first hint of what's in store for the maritime industry comes from the figures in the Reagan budget. Most maritime programs are frozen at pre- from the Interstate Commerce Commission. The move puts together SeaLand' s 47 ships with CSX's railroads, barge lines and trucking companies. After years ofleading the fight against alcoholism, the SIU's Alcoholic Rehabilitation Center adds the curse of drug abuse to its treatments. The Addictions Rehabilitation Center ''maintains our tradition of Seafarers helping Seafarers," Drozak says. An Atlantic storm claims 21 lives when a Filipino ship capsizes off Cape AB Jay Thomas sailed on the Pollux (Bay Tankers) during Operation Reforger '87. AFL-CIO President Lane Kirkland (right) presents SIU President Frank Drozak with the George Meany Memorial at the SIUNA convention. vious levels or slightly reduced. One bright spot, money to pay increased P.L. 480 cargo costs is included following the previous year's agreement to raise the U.S. -flag share of that cargo. One major difference on Capitol Hill as the New Year starts, the Democrats take control of the Senate as the 1OOth session begins. After 40 years of service to the maritime labor movement, SIU Executive Vice President Ed Turner retires. . . Hearings begin on a December explosion in Piney Point at the Steuart Petroleum depot which killed four men, including SIU tankerman Glen Ponder . . . The Japanese announce plans to test new crewless ships. The robot ships wowd be manned only when near shore, when small crews would be helicoptered to the ships . . . Details of late December accidents which claimed the lives of 30 British, Icelandic and Greek sailors are reported. One ship ran aground in clear weather, while heavy seas were blamed in the other two sinkings . . . The ashes of Frank Go mar, 81, former MC&S assistant secretary/treasurer, are scattered east of Oahu Jan. 3. FEBRUARY A federal judge rules that the CDS payback program, which the SIU strongly opposed, is unlawful. The Department of Transportation began the program to allow subsidized tankers into the domestic Alaskan oil trade. Warned that more than a dozen tankers and 800 seamen would be out of work, the DOT went ahead anyway. The judge gives the DOT until June 15 to revise the program. SIU Executive Vice President Ed Turner retired last year. May, N .J. and an American fishing boat sinks off the North Carolina coast. A daring rescue attempt by a U.S. Navy submarine saves one man from the freighter, but is called off when the sub comes close to swamping in the heavy seas. SIU civil service mariners crew the first of two new hospital ships, the (Continued on Page 8.) Charles B. Heyman is named new counsel for the SIU. He replaces Howard Schulman who retired ... Dr. Joseph A. San Filippo is appointed SIU Medical Director ... Longtime LOG staffer Ray Bourdius retires and returns to his beloved New York . . . United States Lines, which declared bankruptcy in late 1986, announces plans to sell some of its ships in hopes of returning to business. MARCH A House bill to reserve a percentage of the $10 billion a year auto import trade for U.S. -flag ships picks up Democratic and Republican support. ''While the U.S. public pays for that cost, the U .S.-flag fleet is shut out of the market. This will give us a fair shot at the business," Drozak says. In Bal Harbour, Fla., the Maritime Trades Department (MTD) forges an ''Agenda for Progress'' which calls for national commitment in the area of health care, education, training and jobs for American workers. "It is imperative that our fourth arm of defense, the U.S.-flag merchant marine, be injected with new life and vigor,'' an MTD statement reads. Three presidential candidatesRichard Gephardt, Gary Hart and Joe Eiden-address the meeting. Resolutions covering the Jones Act, national defense and the merchant marine, Great Lakes maritime industry, shipbuilding, fishing and other areas, pass with overwhelming support of the delegates. The merger between Sea-Land, the largest SIU-contracted company, and the massive transportation conglomerate CSX Corp. receives approval DEU Jim August (left) and messman Charles Bryant get a chance for a little oneon-one during the Gus Darnell's (Ocean Ships) run to the South Pole. January 1988 I LOG I 7 �1987 (Continued from Page 7.) USNS Mercy, as it sails on a fourmonth training and humanitarian mission. Steve Leslie, longtime ally of the SIU and president of Local 25 of the Operating Engineers, dies in New Jersey. He was an MTD executive board charter member and MTD vice president. AB Larry Stogner sailed on the Sea-Land Galveston's last run. The Galveston was built in 1944. APRIL The U.S.-flag share of P.L. 480 cargo jumps to 70 percent under a compromise worked out in the 1985 farm bill. Several trade and maritime bills move out of committee in the House and Senate, including bills which would penalize countries for shipping practices which discriminate against U.S.-flag carriers and one which would require bilateral trade agreements with some nations. It's spring on the Great Lakes as the annual tradition of fitout begins. Hundreds of Lakers get dozens of large ore, cement and other carriers ready for another season. "We may well witness the demise of the U.S. -flag merchant fleet and the nation's ability to deliver the required sealift in wartime . . . the key is cargo. Given cargo, our U.S. merchant marine will rebuild iteself,'' SIU President Frank Drozak tells the presidentially-appointed Commision on Merchant Marine and Defense. The commission listens to representatives from several maritime labor unions as it continues hearings on the merchant marine and its ability, or inability, to meet national defense needs. All witnesses agree that the shrinking fleet and dwindling manpower pool pose serious problems if a national emergency should occur. Drozak also called for strong en8 I LOG I January 1988 forcement of the Jones Act, its extension to 200 miles offshore, stiffer cargo preference enforcement, tax incentives and several other items. Optimisim dwindles as a June 15 deadline approaches for a new contract between the SIU and the American Maritime Association. Both standard freightship and tanker agreements expire June 15. Demanding substantial rollbacks, the AMA' s stance results in the membership's approval of a strike if no agreement can be reached. The State Department and the Coast Guard announce a plan to reflag 11 Kuwaiti tankers under the U.S. flag, but with only an American captain aboard each ship. The SIU says the action is "contrary to the intent of Congress and dangerous to our national security." U.S. maritime law requires that 75 percent of the unlicensed crew and I00 percent of the licensed officers be U.S. citizens. An obscure, 100-year-old loophole in the law is used by the government to justify its plans. Two active Seafarers and four dependents win $55 ,000 in scholarships as the result of the Charlie Logan Scholarship program. The Department of Transportation issues new rules, which include provisions for CDS paybacks on oil tankers. Earlier a federal judge ordered the new regulations after the SIU and other groups argued that CDS paybacks are contrary to maritime law. Maritime turns its efforts to Capitol Hill where the DOT appropriations bill prohibits the department from using any of its money for the payback scheme. A House-passed trade bill contains several SIU-backed sections, including automobile carriage, Alaskan oil export restrictions, unfair shipping practices. The administration takes a strong stand against granting veterans' status to World War II seamen. The next day Reagan issues an annual Maritime Day proclamation praising merchant seamen's sacrifice in wars. "Pretty words and medals are nice, but to deny veterans' status to old seamen one day and then praise their bravery and mourn their deaths the next, smacks of either ignorance or hypocrisy,'' an editorial in the LOG states. JUNE Armed with a strike vote, SIU negotiators meet with AMA represen- When the Filipino crew of the Greek-flag ship Skyranger struck over lack of fresh water, adequate food, poor safety conditions and unpaid wages, the SIU and other unions involved in the International Transport Workers Federation went to bat for the crew. The conditions were corrected. On the Pollux, the SIU steward department kept the crew well fed. The department includes Chief Steward Marvin St. George, Chief Cook Ike John, Third Cook Howard Ward, GSU Ralph Palmer and BR April Martin. �- - - ............ ---------------------~---~----------------------- panies to pay U.S. taxes. Cynical hypocrisy at work. Free trade talks between the U.S. and Canada begin to concern U.S. maritime groups. Word leaks out that the Jones Act will be opened to Canadian ship operators. Several other key maritime laws are reported "on the table'' between negotiators for the two countries. The SIU holds its annual Sealift Conference at Piney Point. The problems and red tape of the Request for Proposal process (RFP) draws heated response from participants. Some companies interested in bidding for government ship work spend $50,000 to $600,000 just to prepare the bids and come away empty handed thanks to unclear and changing regulations. The process is so complicated, the RFPs so detailed, SIU Vice President Red Campbell quips, "I don't need to own barbells. I pick up RFPs to stay in shape." The National Maritime Union celebrates its 50th birthday ... ILA President Teddy Gleason retires. He began working on the New York City docks in 1915 and was ILA president for 24 years ... E. B. McAuley, who held several important SIU posts from 1946 until his retirement, dies. He was 63. maintaining the international' s record of protecting the job security of its members. The SIU and the SIU of Canada appeal to the president and the Candian prime minister to remove all maritime issues from the free trade talks between the two countries. SIU's Frank Drozak and SIU of Canada's Roman Gralewicz tell the two leaders that the AUGUST tatives and hammer out a new threeyear contract. After months of standing pat on giveback demands, the AMA backs down. "We retained our work jurisdiction, which is extremely important. On top of that we got the same 2 percent per year wage increase the officers got, and the vacation remains the same,·· SIU Vice President Red Campbell says. The administration slows down its efforts to refiag Kuwaiti tankers and provide them with U.S. Navy protection. Serious opposition from various groups mounts. The Journal of Commerce opposes the action in a stronglyworded editorial and the International Transport Workers Federation condemns the move. More than $2 million in back pay and benefits is awarded to 27 SIU boatmen. A federa1 judge upholds the NLRB' s decision that the Baltimore towing company, Baker-Whiteley, tried to circumvent its contract with the SIU by establishing a new company and tossing the 27 boatmen out of work. JULY In an unusual display of maritime unity, leaders of several unions appear before the House Merchant Marine Subcommittee to testify against the Kuwaiti tanker reftagging. The SIU, the NMU, MM&P, MEBA-2 and the Radio Officers Union testify against the reftagging and lack of crew citizenship requirements. While the reftagging debate goes on, leaders of a run-away-flag group of shippers (Federation of American Controlled Shipping) pleads for U.S. Navy protection in the Middle East. Claiming they pay U.S. taxes, the group says it deserves the protection. At the same time, F ACS is asking Congress to overturn last year's tax reform bill which requires the com- A federal judge in Washington rules the U.S. government was wrong in denying veterans' benefits to World War II merchant seamen. The judge said the Civilian/Military Service review Board did not follow its own guidelines in denying the benefits. He did not order the government to grant benefits but asked both sides in the case to work out an agreement, if possible. SIU President Frank Drozak urges the government to offer ''genuine U.S. tankers with U.S. crews" to Kuwait or any other Mid-East country to charter. Kuwait continues to refiag its ships one-by-one with only a U.S. captain. More than 120 maritime companies and groups (including the SIU) write to every member of the House and Senate urging that maritime issues be taken off the table in U. S ./Canada trade negotiations. The issues would open almost all U.S. maritime markets to Canadian ship operators. On the Hill, 213 House and Senate members cosponsor resolutions to keep maritime out of any agreement. A new operating subsidy plan submitted by the administration draws luke warm response from industry . . . The National Transportation Safety Board rules that an Oct. 28, 1986 explosion aboard the Ogden Yukon was the result of several safety problems. The blast killed four crewmen, including one SIU member . . . Boy Scouts from 13 states spend two weeks at Piney Point as guests of the SIU and MTD. When the OM/ Columbia tied up in Los Angeles, AB Robert Pagan had a chance to visit with his wife Lee. maritime industries of both countries are ''being needlessly placed in jeopardy." The NMU and MEBA-1 announce they have made plans to merge into one union. The new union will have a licensed and unlicensed division. About a year prior to the announcement, the SIU and NMU held a series of merger talks that eventually broke off. I. W. Abel, a founder and former president of the United Steelworkers of America, dies. The son of a blacksmith, he served three terms as president ... Civil rights activitist Bayard Rustin, 75, dies in New York. His life was a "commitment to peace, human dignity and social justice," AFL-CIO President Lane Kirkland says. (Continued on Page 10.) SEPTEMBER Launch pilot John Zeroes was busy last year in the Norfolk-Newport News area, working for the SIU-contracted Virginia Launch Service. Three hundred delegates from the SIUNA's 18 affiliated unions meet in Piney Point for their Triennial Convention. The representatives of 80,000 workers vote to study restructuring the SIUNA with the goal of streamlining operations, reducing costs and SIU Port Agent Kennett Mangram boards the Sea-Land Express for a pay-off in Elizabeth, N.J. January 1988 I LOG I 9 �87 (Continued from Page 9.) OCTOB R Morris Weisberger, one of the last links to the early U.S. seamen's movement, dies in California. He was 80. Weisberger began sailing with the SUP in 1926. He replaced the legendary Harry Lundeberg as leader of the SUP in 1957. The Reagan administration announces that it has completed a free trade agreement with Canada. Despite strong opposition from the maritime industry and both political parties, the tentative agreement opens U.S. maritime programs to Canada. If approved, Canadians could take part in any future expansion of U.S. maritime promotional programs, including the Jones Act, P.L. 480 cargo and others. Both the House and Senate are ready to fight the maritime portions of the treaty. The first SIU-crewed car carrier sails from Japan to the U .S. The Overseas Joyce carries 5,300 Toyotas and will call on Baltimore, New York and Boston during its 60-day round trip. In a hearing before the Senate Foreign Relations Committee, the SIU, along with several other organizations , urges Congress to adopt International Labor Organization resolutions to protect merchant seamen worldwide. The resolutions would set minimum standards and mainly benefit third world sailors. In Norfolk, Baltimore and Philadelphia, 300 SIU boatmen for McAllister Brothers Towing and Curtis Bay take to the picket line when contract talks stall in all three cities. NOVEMBER The Commission on Merchant Marine and Defense issues its first ''findings'' report after a series of hearings. Not surprisingly, it notes that if the decline of the U.S.-ftag merchant fleet and the skilled manpower pool continues, the U.S. will not be able to meet its sealift defense needs. ''A major government effort is urgently required, indeed overdue,'' the report says. The Maritime Trades Department holds its biennial convention in Florida. MTD and SIU President Frank Drozak appoints a special committee to develop a unified legislative program '"which will effectively confront the common problems that affect all workers in American industry today.'' The strike against McAllister and Curtis Bay towing companies continues. Rallies and picket activity in Norfolk, Baltimore and Philadelphia increase. After 43 years of service , the Sea- Land Galveston, a World War II vintage C-4, makes her last run from Alaska. DECE B R After months of pressure, the administration backs down and removes all maritime provisions from a free trade agreement with Canada. With the majority of senators and representatives lined up against the proposal and the possibility of holding up the entire agreement, negotiators from both sides finally back down. Delegates from the Seafarers Maritime Union hold their first convention. The new top-to-bottom union ''represents a real opportunity,'' says SIU President Frank Drozak. Contracts with Curtis Bay Towing Co. in Baltimore and Philadelphia are reached, but Boatmen in Baltimore refuse to return to work, and in Philadelphia they file suit against the Union. The strike against McAllister continues. Ken Hudspeth worked the rivers last year aboard the Joey Choti.n (Orgulf). ~~:/;:. : SIU Vice President George McCartney represented the SIU during Maritime Day services aboard the Jeremia.h O'Brien in San Francisco. Marad Administrator John Gaughan and SIU lobbyist Liz DeMato confer during a break at a House hearing. Seafarers in Honolulu volunteered their services to move the historic schooner the Falls of Clyde. The ship is 109 years old and the last four-masted square-rigged merchant ship afloat. Richmond Collins (left), relief chief cook, and Chief Cook Bradford Mack were aboard the Thompson Pass last year. Algonac Port Agent Jack Allen (center) checks books and clinic cards during the Great Lakes fitout. SIU boatmen aboard the tug Arthur S were called on to help in salvage efforts after the Pacbaroness, a Liberian ore freighter, was struck in collision. But the damage was so severe, the Pacbaroness went down off the coast of California. 10 I LOG I January 1988 QMED James "Tidewater" Tyson" shipped out last year aboard the Stonewall Jackson. �f.'·'.- =·-;.., ..·.";.:":·:.-:·.... ·.:..:.· ·''·,- .,.;;;,,. . .. . L-~~ Pensioners The SIU-crewed Admiral Semmes (Crescent Towing) went into dry dock in Mobile, Ala. recently for a few repairs. At the left are Engineer Clyde Graves and Patrolman Jeff Libby on the stern of the Semmes. Below, yard workers paint and scrape the tug. Union Sweets for ' Union Valentines • ...._,, Union Label and Service Tradea Depertment, Af'L-C:IO ;j~ •'harge/dredgel Dry Docked in Mobile More than 100 professional tugboat crewmen remain on strike against Curtis Bay Towing of Virginia and McAllister Brothers in the port of Norfolk. "We'd love to see this thing settled. But that would take some honest, good-faith bargaining. We have yet to see that from either company,'' said SIU President Frank Drozak. The striking boatmen walked off the job in Norfolk last October when both companies refused to bargain in good faith with the SIU. The companies' demands for massive concessions and their refusal to bargain over the terms of the contracts caused the strike, Drozak said. Various unfair labor practice and bad faith bargaining charges have been filed by the SIU with the National Labor Relations Board . But the NLRB has not issued any decisions on those charges. ...•··.·.···= :·•. ~m'¢:::~~~=~ 1 tug/tow '~ es Norfolk Beef Continues-No Word From NLRB ~~: The following Inland members have retired on pension: Baltimore Edward A. Kokoszka Tony Rossi Houston Joseph C. Kilpatrick Jacksonville George M. Davis Sr. Callie Landrum New Orleans Bryant J. LeBlanc Sr. Norfolk David H. Gibbs Elmer E. Miller William L. Owens Philadelphia James Clark Roger A. Gares Walter L. Schroeder St. Louis Ed Smith Dispatchers Report for Inland Waters DECEMBER 1-31, 1987 Port New York ..... . . ..... . .. ......... . Philadelphia ... . .. .. . ... . . .. .. ..... Baltimore ..... .. ..... .. .......... . Norfolk .. . . . .... . . . . ... ......... . Mobile .. . ... . .. .. . ... . . . . . ... . .. . New Orleans .. . . ... . . .. .... .... . .. . Jacksonville .. . . . ... .. .. .... . .. . .. . San Frar.~isco ... ........ .......... . Wilmington ... . .. . .. . . . .. .. . . . .... . Seattle ..................... . .... . Puerto Rico . .... . .. . .............. Houston ... . . ... . . .. ....... . ..... . Algonac ........ . . . .... . ... . ...... St. Louis . ...... . .............. . .. Piney Point ................. . .... .. Totals ...... . . . .. . ............ . . . Port New York .. . ...................... Philadelphia ... .. .. .. ... . ..... . .... Baltimore . ... ..... . ... ... .... . ... . Norfolk . ... . . .. . ................. Mobile .... ... .. . ...... . ....... . . . New Orleans . . ................ . . . . . Jacksonville . . . .. ... .. . . . .. ... ..... San Francisco ................ . ..... Wilmington .. . ..... ... .. . .. . . . ... .. Seattle . . . ...... . . .... . .... . . ... .. Puerto Rico .. ... ...... . ... . . .. . ... Houston . . ...... . .... . ..... .. .... . Algonac .. . ... .... .. ... ... . . ... . . . St. Louis . . . .... . . . . . ............ . Piney Point ........................ Totals .. . . .. ...... .. . .. ... . . . . .. . *TOTAL REGISTERED All Groups Class A Class 8 Class C 0 1 6 38 0 2 4 0 5 0 0 2 19 0 0 77 0 0 0 16 0 0 1 0 1 0 0 2 10 0 0 30 0 2 0 11 0 1 1 0 2 0 0 1 13 0 0 31 0 0 0 4 0 1 0 0 0 0 0 1 8 0 0 14 0 4 0 0 0 0 4 0 15 0 0 3 0 0 0 DECK DEPARTMENT 0 0 0 0 6 0 4 36 0 0 2 0 1 0 0 0 8 19 0 0 0 0 2 1 1 3 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 0 7 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 3 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 26 1 Port New York ............. . ..... . ..... Philadelphia ....................... Baltimore . . .... . ........ . . . . .. .... Norfolk . .. ....... . . .. .. . . . . . ... . . Mobile . . ........ . ... . .. . . . ....... New Orleans ....... . ............... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........ . ............... Seattle . .. .. .. . ........ . ..... . .... Puerto Rico . . ... .. . . ... .... . ...... Houston ....... . ... . . . ... ... ... . . . Algonac .. . ... .. ... . .... . . .. . . .. . . St. Louis . . ..... . ................. Piney Point ........... . ............ Totals .... . ... . . . .. ... . .. .. . . .. .. 20 10 1 Totals All Departments ........ . ....... 127 55 28 0 0 0 10 0 0 2 0 0 0 0 0 8 0 0 0 0 0 1 0 1 1 0 0 0 0 0 7 0 0 TOTAL SHIPPED All Groups Class A Class 8 Class C 58 10 25 0 0 0 0 0 0 0 5 0 18 0 0 4 0 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 4 68 0 0 3 0 46 0 0 3 28 1 0 0 0 0 21 0 1 1 0 11 0 0 0 16 4 0 0 0 0 0 0 1 0 0 0 0 0 3 0 3 1 27 153 54 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21 0 0 0 0 28 0 0 2 22 0 0 0 0 0 12 0 2 0 0 4 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 73 27 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 2 0 37 0 0 0 7 0 0 0 8 0 1 0 0 20 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 5 1 0 56 36 73 26 27 282 117 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 . January 1988 I LOG I 11 �Area Vice Presidents' Report by V.P. Leon Hall T HE SIU was in the forefront in the battle to enact H.R. 2598, which was recently signed into law by President Reagan. It is a badly needed first step in the formulation of a national policy to promote the American fishing industry. The legislation will have an immediate impact on West Coast fishing. In addition, by tightening up American manning and ownership requirements, it will improve the job security of fishermen back East. Three years ago, the SIU was able to reorganize a large portion of the New Bedford fishermen, who were represented by the Teamsters. Among other things, we promised to make the formulation of a national fishing policy a top priority of our organization, and to improve conditions in the region. It has been a hard three years, but we have lived up to our word. In 1986 we called a strike against the Seafood Producers Association. Like many other labor disputes, the matter finally wound up in the courts. Over the past month or so we have been narrowing some of our differences with that organization, and are going over some final proposals they submitted. We still have to resolve our problems with the independents, and with the Teamsters, who are in control of the old Atlantic Fishermen's pension and welfare funds. Henry Francois, the port agent in New Bedford, is an experienced fisherman with strong ties to the industry and the community. He played an invaluable role in the organizing drive. As a former boatowner, he knows firsthand the problems facing the industry. Our legislative department in Washington is monitoring legislation concerning liability insurance and vessel safety, both of which are serious problems in this region. Finding a common position that is acceptable to fishermen, boatowners, seafood processors and the insurance industry has so far been impossible, but we are working closely with such people as Gerry Studds to see if it can't be done. The issues confronting the fishing industry are part of a larger problem of survival facing all maritime-related industries in this nation. We've been willing to work on many different levels-in New Bedford, the West Coast, Geneva (where the ILO convenes) and in the halls of Congress to make things better for our members. It has been a tough struggle to reach this point, and to some people, the pace is disheartening. But there is no alternative to solidarity, hard work and patience. 12 I LOG I January 1988 0 by V.P. Joe Sacco R Campbell and I paid a visit to the Overseas Joyce when she stopped off in Houston a short while ago. The vessel received considerable attention in the press because it was carrying the first shipment of Toyotas ever to be transported from Japan to the Gulf of Mexico on board a U.S. flag vessel. The vessel, which is owned by OSG Car Carriers, Inc., received considerable praise from industry experts and from the SIU crew. The exterior of the vessel couldn't be uglier: with its pushed-in sides, it brings to mind a bulldog's face. But the inside is something else: it comes as close to perfection as you can get. The interior is designed to maximize productivity. Everything is where it should be: if a QMED or an AB has to reach for a tool, it is on the wall, within easy access. The 625-foot vessel, capable of carrying up to 5,300 vehicles , would probably not have been registered under the American flag if this Union and other organizations in the maritime industry had not worked long and hard to draw attention to the discrimination that exists in the lucrative auto carrier trade between the United States and Japan. Quite frankly, the Japanese government was trying to throw a bone to the Americans in order to stave off further legislation. We are willing to take the bone, which means jobs for our members, but we are still working hard to see that more is done in this area. The administration, however, is quite content with the bone. That is one reason why we have emphasized our political action program. On one level, at least, the depression in the maritime industry is a political problem. We have an administration in power that just doesn't think it has to promote the maritime industry. But maritime is important to the Japanese, and to the Koreans, who are fast becoming one of the world's leading economic powers. Both nations view shipping as an integral part of their distribution and marketing networks. Yet standing onboard the Japanesemade, Japanese-designed Overseas Joyce, I had to admit that unfair trade is only part of the problem. The people who designed and built this ship are committed to excellence. They refuse to accept second-rate standards. If Americans are to compete against a country like this, then they are going to have to develop new habits. Luckily, this is one Union that emphasizes training and upgrading. We ED do it even though some of our shipowners forget what they are selling: service. Companies like McAllister and Curtis Bay are willing to put inexperienced, unskilled crews onboard their multi-million dollar investments. In effect, they are betting that shippers don't care about the quality of service they receive. In the short run this will look good on the ledger. But in the long run it will produce drastically lowered safety standards in the transportation industry, which will inevitably result in a loss of consumer confidence. This is what happened in the airline industry, and it is happening in the tug and barge industry as well. Yet there are other companies which plan for the long run. They know that maximum efficiency can only be achieved in an atmosphere of trust and honesty. For in the final analysis, why should workers upgrade their skills if they don't have a stake in a company, if they know at the first possible moment management will renege on its commitments? There just isn't any place for shoddiness in today's maritime industry, not in the quality of training, the attitude of the workers or in the ethics of management. Government Se ice by V. P. Buck Mercer V OLUMES of important information have been written about the dangers to one's health caused by drugs and alcohol. In addition, there have been, and are ongoing programs sponsored by government, management and labor that are designed to help employees return to a productive drugfree or alcohol-free life. While the problem is nationwide, our concern is for American seamen in general and MSCPAC seamen in particular. The SIU does not condone the use of drugs by its members at any time. Nor does the SIU excuse the use of alcohol aboard ship. The fact that shipboard work is hazardous, to say the least, and that safety is always a paramount issue is reason enough for management as well as labor to eliminate the problem. When a sailor is spaced-out on drugs or gassed-up on booze while on duty, he/she is definitely a menace and a threat to the remainder of the crew. The professional seamen go aboard ship to do a job and do not want to work or live alongside a shipmate who has no regard for personal safety or proper shipboard decorum. There is an opportunity for MSCPAC marine employees who are addicted to drugs or alcohol to clean up their act. MSCPAC has in place the Civilian Employee Assistance Program (CEAP) designed to help their employees with a variety of problems-drugs and alcohol included. Any or all MSCPAC seamen with these problems should take full advantage of this program for the survival of their health and their job. It is a known fact that drugs and alcohol are all too often found aboard MSCPAC ships. Why wait until the ax falls and you lose your job before you seek help. DO IT NOW. s by V. P. George McCartney I last month's column, I gave a brief rundown on the early history of the maritime industry. By 1950, the SIU-AGLIWD had become a leading voice on the waterfront. This marked quite a turnaround. Until Paul Hall came along in 1944, the East Coast had been the weak link in the AFL seamen's movement. The West Coast and the Great Lakes had long been centers oflabor activity. The first permanent maritime union, the Marine Engineers Beneficial Association, was formed on the Great Lakes in 1875. The West Coast, meanwhile, produced such outstanding leaders as Andrew Furuseth and ''the two Harry's'' -Harry Lundeberg and Harry Bridges. East Coast seamen did not have that kind of tradition. Competition from the railroads and such maritime powers as Germany and the United Kingdom had a depressing effect on wages and working conditions. Shipowners in this region were fairly successful in capitalizing on their employees' differences (i.e., exploiting racial tensions). Conditions for East Coast seamen, like those of all maritime workers, deteriorated-· markedly after World War I. Throughoutthe'20sand'30s,fringe groups like the Wobblies and the Communists were able to cultivate substantial followings on the waterfront by handing out food and second-hand clothes to down-and-out sailors. They often held social ''gatherings'' within short distances of the waterfront. One such group, the Communistdominated Marine Workers Industrial Union, played an important role in the development of the modern maritime industry. When disaffection with the now-defunct International Seamen's Union reached a peak, it provided a focal point for many East Coast seamen. It wasn't until Joe Curran called a sitdown strike on the SS California in 1936 that the East Coast maritime industry produced a labor leader of national stature. Within a year, Curran was able to build a national seamen's (Continued on Page 17.) N �sea-Land seminar: Better Meat for the Fleet! very important first"; that's how Jim Mann, Sea-Land's fleet commissary administrator, described the three-day port stewards seminar held at Piney Point Dec. 2-4, 1987. Mr. Mann organized the meeting to bring together vessel managers, port stewards, captains and marine managers in order to discuss a number of topics which, in the end, will upgrade the quality of food on Sea-Land's ships, while still maintaining cost efficiency. With captains, managers and others in attendance, in addition to the port stewards, Mr. Mann hoped to give management a better understanding of the problems which the port stewards face. Mr. Mann's association with the SHLSS goes back to 1972 when he graduated from the steward department. As an upgrader, he eventually became a chief steward, and during this time put in seven years sea time. With the help of a Charlie Logan A scholarship awarded by the SIU, Mr. Mann sent himself through a hotel and restaurant administration program at Cornell University. It was through Cornell that he invited Professor Stephen Mutkoski to give a major presentation at the seminar on meat science and management. Presentations also were given by representatives of the George A. Hormel Co. and the Del Pero Mondon Meat Co. Other subjects discussed were management aboard ship, computer applications, yield and quality concept in food services, cost monitoring, purchasing function and the competitive bid system. Mr. Mann spoke enthusiastically about Sea-Land's recent reorganization in upper management. He stated that Sea-Land's new parent corporation, CSX, is dedicated to accentuating teamwork, to being more peopleoriented and less authoritarian. This new openness and willingness to lis- .. :::· · {:ft:•~ Seminar participants listen attentively as Professor Stephen Mutkoski (standing) of Cornell University lectures about cost analysis on brand specification of beef, pork, veal and lamb. On the far right is Jim Mann, seminar organizer and Sea-Land's fleet commissary administrator. ten, Jim feels, will go far in helping Sea-Land to operate more efficiently. The SHLSS will use the conference's directives as guidelines in training chief stewards in up-to-date methods, ideas, and menu-planning, with a long-term·goal of producing an entirely new steward training manual. SIU official Carl Peth offered use of the SHLSS's fine video taping facility to produce training videos on the new methods discussed. Reflecting on the successful threeday conference, Jim Mann felt a great sense of accomplishment and satisfaction in bringing together representatives from such diverse groups-labor, management and educators, and having them work together for the benefit of all concerned. fl~J) Classification Information The QMED-Any Rating course is 12 weeks long. The subject breakdown is: Weeks 1,2 Generals/Pumpman Weeks 3,4 Machinist Weeks 5,6,7,8 - Electrician/Deck Engineer Weeks 9, 10 Refrigeration Weeks 11, 12 Junior Engineer THE TEN (10) SPECIALTY COURSES ARE: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Automation-4 wks. Marine Electrical Maint.-10 wks. Variable Speed D.C. Drives-6 wks. Refrigeration Systems Maint. & Op.-6 wks. Welding-4 wks. Pumproom Maint & Operations-7 wks. Diesel Engine Technology-6 wks. Hydraulics-4 wks. Electro-Hydraulics-6 wks. Refrigerated Container Adv. Maint.-6 wks. THE CLASSIFICATION STEPS ARE: 1. 4th Class QMED--SHLSS QMED certificate or Coast Guard QMEDAny Rating 2. 3rd Class QMED--QMED with 2 or 3 SHLSS specialty courses 3. 2nd Class QMED--QMED with 4 or 5 SHLSS specialty courses 4. 1st Class QMED--QMED with 6 or more SHLSS specialty courses ADDITIONAL INFORMATION: 1. All SHLSS specialty course certificates will be retroactive to the dates obtained. Example: If a member completed a class in 1977, it will count. 2. No more than two (2) specialty courses can be taken consecutively. A member needs "onthe-job" experience to go along with the theory. 3. A test for certification will be given, if the member can show evidence of a class (es) taken elsewhere. 4. Any member with an Engineer's License will be classified as a 1st Class QMED. 5. Any member with more than two (2) years of discharges from a day workingjob will be able to take a practical test in lieu of the specialty course. Example: A member with three (3) years Chief Pumpman discharges can take the Pumproom Maintenance and Operations test, instead of the course. If he/she passes the test, he/she will receive the certificate. January 1988 I LOG I 13 �SHLSS comings & Goings Visitors Retired Bidding farewell to the happy retiree, SHLSS Vice President Ken Conklin presents a plaque to Laymond Tucker, recognizing his 12 years as culinary director at SHLSS. Guests from St. Mary's Nursing Home enjoyed a festive day at SHLSS-including a holiday dinner and Christmas presents. The end of 1987 saw the retirement of Abe Easter, ship handling simulator manager. Here he is being presented with a plaque by SHLSS Vice President Ken Conklin for his 11 years of service. SHLSS course Graduates HARRY LUNDEBERG LIFEBOAT ..... ___ ----;:::z;,,., 42~ :::.-~ Lifeboat Class #419 (Nov. 1987): Thomas Foulke, Enoch Elliott, Grant Lureman, Eric Rodgers, Brett Lammers, James Clifton, Timothy Jasmin, Terrence Rose, Michael Askins, Eric Johnson, Wardell Brown, Carmine Barbati, Todd Diaz, Scott Horn, James Williams, Anthony Amendolia. Celestial Navigation (Dec. 3, 1987): Front row (I. to r.) Miguel A. Rodriguez, Cheryl Burgess (computer operator, simulator building). Second row (I. to r.): Jim Brown (instructor), Christopher Fennell, Francis Adams, B. Murphy. ''-----...:::.... .. Lifeboat Class #420 (Nov. 23, 1987): First row (I. to r.) Aaron Aragon, Margaret Reidsema, Vikki Van Buren, James Gannon, Mark W. Dumas, Noel Lau, Roy Rivera. Second row (I. to r.): Zachary Ridgley, John Rodgers, Adam Robbs, Erick Kelynack, Glenn Tate, Oscar Lopez. QMED (Dec. 7, 1987): First row, kneeling (I. tor.) Charlie K. Umali, Gebar Ogbe, Tony Ripoll, Chris Doyle, Bob Hamil. Second row (I. tor.) John Coates, Cary Pratts, Joe Michel, Ben Conway, Jans Kogler, Ahmed Ahmed, Lowell Miller. Third row: Willie Howard, N. Nate, T. McArdle, Aldo Santiago, Bruce Wayne, Bernie Hutching, Ron Haines, Val Carpi. Radar Clas (Dec. 15, 1987): Front row (I. to r.) Milan Fehir, Robert Wiles, Herb Cowant, Ed Boyer. Second row: Jim Brown (instructor), Carlton Richardson, Jeffrey R. Simenstad. ~­ ~ Upgrader Lifeboat (Dec. 23, 1987): Ben Cusic, left, (instructor) and Robert Art Parker. 14 I LOG I January 1988 Electro-Hydraulic Course (Dec. 17, 1987): Front row (I. tor.) Tony Mohammed, EMl Ray Jenkins. Second row (I. to r.) Robert Caldwell, UTl Dennis (Chic) Brown, Dan Mitchell. Radar Renewal (Dec. 7, 1987): Carson Jordon (left) and Atho Gugliotta. �1988 p ra Course Schedu e ! Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry February - June 1988 The following is the current course schedule for February 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Eduration courses; All Department ,courses and Recertification Programs. // Inland Boatmen and deep sea Seafarers who are preparing to upgrade i ! are advised to enroll for class as early as ~ble. Although every effort will "' be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Steward Upgrading Courses Check-In Date Course Adult Education Courses Check-In Completion Course Date 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: High School Equivalency (GED) February 29 May 2 July 5 August 29 October 31 April 11 June 13 August 15 October 10 December 12 Adult Basic Education (ABE) & English as a Second Language (ESL) February 29 May 2 July 5 August 29 October 31 April.9 June 10 August13 October 7 December 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April11 April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course February 15 June 6 March 4 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. 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)* 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 *All students in the Steward Program will have 2 weeks of Sealift familiarization at the end of their regular course. Deck Upgrading Courses Check-In Date Course 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 Naviga ion February 29 June 27 April 1 July 29 Radar April4 April15 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) Third Mate & Original Second Mate April 18 Lifeboat February 8 February 19 Mareh7 Mareh18 April4 April 15 May 2 May 13 June 10 May 30 June 27 July 1 Open-ended (Contact Admissions Office for starting dale) Sealift Operations & Maint. LNG - Self Study Safety Course June 24 (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon completion of course must take Sealift Operations & Maintenance. Engine Upgrading Courses Course QMED *Sealift Operations & Maint. Pumproom Maint. & Operations *Sealift Operations & Maint. Pumproom Maint. & Operations *Sea lift Operations & Ma int. Refrigerated Containers-Advanced Mainl *Sealift Operations & Maint. Variable Speed DC Drives * Sealift Operations & Maint. Welding Sealift Operations & Maint. Welding *Sealift Operations & Maint. Diesel Engine Technology *Sealift Operations & Maint. Electro-Hydraulic Systems *Sealift Operations & Maint. Hydraulics * Sealift Operations & Maint. Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Check-In Completion Date Date April 4 June 23 July 5 July 15 March 11 February 1 March 14 March 25 April 29 March 21 May 13 May2 April 1 February 22 April 4 April 15 March 14 April 22 April 25 May6 March 14 April 8 April 22 April 11 April 18 May 13 May27 May 16 April 18 May 27 June 10 May30 June 17 May9 July 1 June 20 July 1 June 6 July 5 July 15 Open-ended (Contact Admissions Office for Starting Date) *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. January 1988 I LOG I 15 �Apply Now-for an SHLSS Upgrading Course ········································································································································~ Seat are rs Harry Lundeberg School of Seamanship Upgrading Application If the following information is not filled out completely your application will not be processed. Book#_ _ _ _ _ Seniority_ _ _ _ _ Department _ _ _ __ Social Security# Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Endorsement(s) or License(s) Now Held ______"_J _ _ _' _' - - - - - - - - - - - - - - - - - - - - - - - - - - - Are you a graduate of the SHLSS Trainee Program: D Yes . Trainee Program: From _______ to (dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training ___________ Primary Language Spoken - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed ENGINE DECK D AB/Seallft D Towboat Operator Inland D Celestial Navigation D Master Inspected Towing Vessel D 1st Class Piiot (organized self study) D Third Mate D Radar Observer Unlimited ALL DEPARTMENTS D Welding O Llfeboatman (Must be taken with another course) No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD D FOWT D QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrlcal Maintenance O Pumproom Maintenance & Operation D Automation O Refrigeration Systems Maintenance & Operations O Diesel Engine Technology 0 Assistant Engineer/Chief Engineer Un Inspected Motor Vessel O Orglnal 3rd/2nd Assistant Engineer Steam or Motor 0 Refrigerated Containers Advanced Maintenance D Hydraulics O Electro-Hydraulic Systems D Assistant Cook Utlllty D Cook and Baker 0 Chief Cook D Chief Steward D Towboat Inland Cook COLLEGE PROGRAM O Associates In Arts Degree D Certificate Programs ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) O High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) O ABE/ESL Lifeboat Preparation You must list, or supply evidence of, sufficient time to qualify yourself for the course(s) you are requesting. A COPY of your clinic card must be submitted with this application. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ _ _ DATE _ _ _ _ _ _ _ _ _ _ _ _ __ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 16 I LOG I January 1988 �(Continued from Page 12.) organization that spanned the entire country and represented unlicensed seamen in all three departments: steward, deck and engine. It was a remarkable achievement. The NMU that Joe Curran founded had many things to commend it. It was in the forefront in the fight for racial equality. It was successful in signing up large numbers of previously unorganized seamen. Curran himself was a dynamic figure who inspired confidence and loyalty. In retrospect, the NMU had one insurmountable flaw which would not be resolved until 1949. Many of its officials-Jack Lawrenson, Blackie Meyers, Ferdinand Smith-were members of the Communist party. So were the first few editors of its newspaper and a substantial portion of its staff. Harry Lundeberg, head of the SUP and the founder of the A&G District, believed very strongly that any Communist presence on the waterfront would spell trouble for American seamen. He felt ·that once an economic recovery began, ''big business'' would try to regain the political clout it had lost by trying to discredit the entire labor movement just because a small number of its members and officials were affiliated with the Communist party. This was exactly what happen d. Even before the end orld War II, American b · ssmen were trying to pa· a trade unionists with a red brush. This, of course, was just the opposite of the truth; by providing workers with a mechanism for effective political action, organized labor had bolstered democracy in this country at a time when it was facing one of its most serious challenges-the breakdown of the capitalist market sy tern. Of the two major national labor organizations, the American Federation of Labor was by far the most vigorous in its opposition to Communist participation in the trade union movement. Some of the language used by APL leaders verged on red-baiting. Still, the left-leaning CIO unions (of which the NMU was one) gave as good as they got. While the West Coast Sailors and the SIU LOG may have labelled Curran, Harry Bridges and John L. Lewis "Communist stooges," the NMU Pilot referred to Lundeberg as a "goon." Even if their rhetoric was excessive, I believe that APL leaders like Lundeberg and George Meany saw right to the heart of an important historical fact. If the labor movement was to remain a viable force in America, it had to be like Caesar's wife, above reproach, especially on this one issue. During the '20s, American business, which was riding high on a temporary wave of speculatory prosperity, had beaten the labor movement into the ground by raising the spector of a "Bolshevik Revolution" in this country. Given half a chance, AFL leaders believed that management would use this "issue" to divert attention from substandard wages, benefits and working conditions. Anti-communism in America declined in the wake of the stock market crash. Communism even achieved a Area Vice Presidents' Report certain aura of fashionability after Russia and the United States joined forces to defeat a common enemy, Nazi Germany. But once the war ended, and American and Russian troops found themselves staring at each other in the center of Europe, the political climate started to change. Labor's opponents made good use of these developments. By playing on the public's growing fear of Communism and a widespread irritation over the spate of post-war strikes, "big business'' was able to persuade Congress to enact the Taft-Hartley Act of 1947. Taft-Hartley was a disastrous piece of legislation whose effects are still being felt today. During recent years, tug and barge companies have used provisions in the act, especially those dealing with secondary boycotts and supervisory personnel, to break unions. The writing on the wall, which had seemed so clear to APL leaders like Lundeberg and Meany from the beginning, began to appear to Joe Curran around 1946 when he started to take tentative steps to distance himself from the Communists who dominated his executive council. Curran and the party engaged in a delicate three-year minuet which ended in a political free-for-all at the NMU's 1949 convention. In a dramatic showdown, the delegates voted to expel the Communists from the NMU. While the amendment failed to receive the necessary two-thirds vote to make the expulsion official, the power of the Communist-backed faction was effectively destroyed. Over the next few years, hundreds of card-carrying members of the Communist party were driven from the NMU. Some were hard-core organizers: others, political innocents who had been caught up in the tide of history. Many had been with the NMU from the start and had no life outside the union they helped build. The NMU was able to weather this period because it had a near-lock on the lucrative passenger vessel industry. Still, this internal power struggle certainly made things easier for the A&G District, which had grown by leaps and bounds after Paul Hall took control. Paul Hall was elected port agent of New York in 1944. He consolidated his position within the A&G by successfully bringing such companies as Isthmian and Cities Service under the SIU banner. Most people in the industry had assumed both were impossible to organize, though many had tried. During those drives, Hall assembled a close-knit ''team,'' the first of many. This diverse group of people-seamen such as Lindsey Williams, Sonny Simmons, Al Kerr, Cal Tanner, Bull Shepherd and Joe Algina, and staffmembers like Herb Brand, Rose Siegel and Sy Miller-would have followed him anywhere, over a cliff if he had asked. In his youth, Hall had been an amateur boxer. He was also a Civil War buff who, in his spare time, read accounts of Robert E. Lee's military exploits. Like many other great leaders, Hall felt free to borrow from the ideas of his competitors. He emulated the NMU in the areas where it was strongestsocialjustice, political action-and tried to learn from its mistakes. Much has been written and spoken about the genius of Paul Hall, but he once told me that he lived by one principle alone: never make a commitment you can't keep; never desert a friend in his hour of need. At times, the principle was impossible to live up to, but Hall did. It occasionally resulted in bad press (though usually not; Murray Kempton, this country's leading labor journalist, referred to Hall's ''outrageous'' but "glorious" principle in a moving tribute written after Hall died in 1980). The most famous example of this occurred when Watergate was nearing its tragic conclusion. Hall was the only member of the Executive Council of the AFL-CIO to vote against impeaching Richard Nixon. Why? Because Nixon was responsible for passage of the most important maritime bill of the post-war era, the Merchant Marine Act of 1970. During Watergate, Richard Nixon experienced first-hand something everyone on the waterfront already knew. Anyone who threw his lot with Paul Hall or the SIU could count on Hall's support. Like all great strategies, this one rested on a simple premise: no matter who you are, or how powerful you may become, there comes a time in everyone's life when you need a friend who just can't be scared off. Great La e ver V.P. Mike Sacco I recently came across a few historical documents: government pamphlets that were distributed during World War II, as well as a magazine edited in 1944 by SIU historian John Bunker. Leafing through the magazine, The SIU At War, I soon came across a familiar name: Rex Dickey. As many of you old-timers out there know, Rex Dickey was a long-time SIU official who worked out of the port of Baltimore. He was a friend of mine. He died last year. Dickey, like many other SIU members of his generation, served in World War II. A ship that he sailed on was hit by a Nazi torpedo. Bunker wrote about Dickey's harrowing ordeal in the magazine I came across. "After trying without success to unshackle two P. T. boats,'' wrote Bunker, ''[Rex Dickey and his shipmates] had to jump into the sea." Bunker quoted Dickey at length. "We didn't have far to swim [to get to the raft]," said Dickey, "but ... we were soaked clear through. The water was cold and the wind made us feel like cakes of ice .. "It took a lot of energy just to hang onto the raft. Some of those seas would smash us like a ton of bricks. Often they'd hit us when we were not expecting it and nearly throw us off.'' "[Dickey and the other survivors] were ... thirsty," wrote Bunker, "but the water beakers had either broken from the pounding or from rot and there was no water. When it sprinkled a little during the day [the men] caught some rain drops on an oar and licked the water with their tongues. There were rations on the raft but they didn't dare eat for fear of becoming more thirsty.'' Ultimately, Rex Dickey and his shipmates were rescued. They were the lucky ones. Thousands of seamen died; only the U.S. Marines had a higher casualty rate. Despite their sacrifices, most American seamen who served during World War II have been denied veterans' status, even through 14 other nonmilitary groups have been accorded that honor. Last July, a federal judge overturned a ruling by the Department of Defense which denied veterans' status to American seamen who served in World War II. He said that the DOD used arbitrary and irrelevant guidelines in reaching its decision. A final resolution of that case is still pending. (See page 1.) Right after I looked over John Bunker's book, I glanced at a pamphlet put out by the U.S. Maritime Service during· World War II. Though carefully preserved, it was starting to yellow. It read as follows: "The U.S. Maritime Service is a training organization administered for the U.S. Maritime Commission by the U.S. Coast Guard. To meet the pressing and increasing need for trained _ seamen in the American Merchant Marine, the Maritime Service is expanding its training program and now offers to young men of good character, who are eligible, a special course in training with pay to fit them for a career at sea . . . A high standard of discipline will be maintained. "Enrollment in the Maritime Service Commission is for seven months as apprentice seamen at $21 a month ... The training course will normally include two months at a training station and four months aboard a training ship. ''Men who desire to take advantage of this opportunity to receive training should submit their applications to: U.S. Maritime Service, Washington, D.C." Ads such as this one played an important role in determining the history of the SIU. Many of our most dedicated members, people like SIU V. P. Red Campbell and Lou Cirignano, a former instructor at Piney Point and now a member of the Passaic, N.J. School Board, entered the Union by chance. During the war, they were assigned to SIU-contracted vessels upon completion of their training in centers run by the Maritime Serv(Continued on Page 23.) .. January 1988ILOGI11 �AMERICAN EAGLE (Pacific Gulf Marine), November 22-Chairman S. Krawczynski, Secretary N. Johnson. Some disputed rate time was reported in the steward department. The ship is sch~duled to pay off in Bayonne, N.J. and move on to Charleston, S.C. before heading back to Holland. A motion was made for the Union to reduce the age of retirement from 65 to 62 to be in line with the retirement age for Social Security. Next port: Bayonne, N.J. BORINQUEN (Puerto Rico Marine), December 6--Chairman Benaia Berberena, Secretary Cassie B. Carter, Educational Director A. Quinn, Steward Delegate Joseph P. Simonetti. No disputed OT, but clarification is needed in the engine department regarding a day's pay. Rumor has it that the Borinquen will lay up in the Jacksonville, Fla. shipyard Dec. 22, but no definite word has been given. Everybody is doing a good job aboard ship, especially with the reduction in crew. A vote of thanks was given to the steward department for a job well done and for a great Thanksgiving Day dinner. Next port: Elizabeth, N.J . MY COURIER (Ocean Carriers), November 1S-Chairman P. Pinkham, Secretary Rudolph Spingat, Educational Director Markus Serl is, Deck Delegate Vance Sanderson, Steward Delegate Albert Westbrook. No beefs or disputed OT reported. The steward assistant was taken off ship at the last minute for medical reasons, and it was not possible to replace him. So the steward department sailed short for 39 days-and was given a vote of thanks for all the hard work they put in. Of note is the fact that the MV Courier was the first American tanker to pass through the Persian Gulf in the last seven years. Next port: Bahrain (with expected payoff in Kuwait). INGER (Sea-Lift Inc.), November 15Chairman Stanley J. Jandora, Secretary Robert S. Hess. No disputed OT reported but the deck department has requested rate clarification from the boarding patrolman. Members were advised to get all supplies at this time because no slop chest will be ordered due to high prices. Fans and cots have been ordered, and a repairman is expected to come aboard in Hawaii to fix the air conditioning. The secretary informed members about the upgrading opportunities at Piney Point and urged that they take advantage of the educational courses. He also reminded crewmembers that he has all forms (dental, medical, vacation, etc.). The bosun asked everyone to check portholes for leakage. Next port: Hawaii. LAWRENCE H. GIANELLA (Ocean Ships Inc.), November 2-Chairman Pete Hulsebosch, Secretary Dana Paradise, Educational Director Mark Ruhl, Engine Delegate Earl Owens, Steward Delegate Walter L. Mosley, Deck Delegate David Clements. No beefs or disputed OT. There is $17 in the ship's fund. Twenty dollars was spent to purchase two basketballs for the ship, and an arrival pool was suggested to help build the fund. The chairman urged all members with enough time to upgrade. "Our Union school has much to offer, so take advantage of it." The secretary reminded crewmembers that all applications are available from him. Everyone should also be sure that the Union has their correct address. All departments appear to be running smoothly. The shelves which were requested at the last meeting for the laundry rooms have been installed, and there are no complaints to speak of. A vote of thanks was given to the steward department for a job well done. Next port: Japan. PANAMA (Sea-Land), November 16---Chairman Paul Turner, Secretary Jonny Cruz, Deck Delegate Malip Osman, Engine Delegate Gary Doyen, Steward Delegate Dimas Rodriguez. No beefs or disputed OT reported. The chief mate is entrusted 18 I LOG I January 1988 with the ship's movie fund money. The Panama will lay up in December. The chairman discussed the fact that shipping is still going downhill. In order to prepare yourself for whatever job comes up, he stressed the importance of upgrading at Piney Point. "This way, whatever comes, you will be ready." The secretary said that he was in Piney Point during the summer and was impressed with the way the school has grown. There are many more programs available that can help you be secure in your future-especially the drug and alcohol rehabilitation center. The educational director urged members to help support SPAD. It not only helps get people in office who are sympathetic to the maritime industry but it also helps in getting better safety laws passed. A vote of thanks was given to the steward department for making the trip a good one-especially at meal hours. The steward, in turn, thanked the crew for helping keep the ship clean. Next port: Elizabeth, N.J. An Expression of Thanks We want to express our thanks to Captain and Mrs. Benjamin Moore and to the entire crew of the MN Aurora. on voyage #24 for their help and kindness when I had a stroke aboard the ship while in port in Haifa, Israel. Yours very sincerely, Seafarer and Mrs. Aden Ezell Jr. Mobile, .Ala. PAUL BUCK (Ocean Ships Inc.), November 3~hairman Richard Parrish, Secretary Kris Hopkins, Educational Director Frederick C. Harris, Deck Delegate Robert H. Clifford, Engine Delegate Kelly L. Mayo, Steward Delegate Curtis Brodnax. No disputed OT. There is $232 in the ship's fund, and arrival pools have had 100 percent participation. The company has been notified that the Paul Buck will need a patrolman at payoff. The pumpman stressed the importance of upgrading at Piney Point. He explained how the school is one of the best maritime training facilities in the country and that all eligible members should take advantage of it. "It is there for everyone's gain. " The crew feels they should be able to register or reclaim their jobs in any SIU port. A question was also raised as to whether QMEDs will receive additional money with the dropping of the 2nd · assistant engineer. Another item brought up was either to see a decrease in the SIU dues or have the wages brought up to present-day pay scales. The ship's chairman asked everyone to please letter all tapes as you use them as to the type of movie it is (C =comedy, H =horror, etc.). A vote of thanks was given to the steward department for "the fine chow and pleasantness all the way around." One minute of silence was observed in memory of our departed brothers and sisters. "The crew of the Paul Buck wishes all of their brothers and sisters a very Merry Christmas and a Happy New Year." Next port: New York. PFC EUGENE A. OBREGON (Waterman), December 12-Chairman Henry Bouganim, Secretary Paul L. Hunt. No beefs reported. The bosun thanked the crew for the hard work performed during the voyage and for leaving an extra clean ship for the relief crew. He reminded all members of the benefits of upgrading their skills at Piney Point. The secretary gave his thanks to the crew and officers for all their cooperation during the voyage. "Things seem to go much smoother when everyone works together. " A collection was taken up for Mr. Lowe, chief cook on the 2nd Lt. John P. Bobo, who died in the hospital in Roosevelt Roads, P.R. He will be missed by all, "and our sympathy goes to his family." Crewmembers aboard the Obregon also write; "We would like to have it noted that all ships in our squadron feel sorrow for the loss of Mr. Lowe. He was a friend to all of his shipmates and will be greatly missed by those who knew him and worked with him. " A vote of thanks was given to the steward department for the good food. Next Port: Panama City. STAR OF TEXAS (Seahawk Management), December 6--Chairman Gene Paschall, Secretary E. Dale, Educational Director Paul L. Painter. No beefs or disputed OT reported. The chairman noted that it has been a very good trip, thanks to the cooperation of all members. Everyone was asked to clean their rooms for the next crewmember and to return all dirty linen. A motion was made to have all vacation time count toward retirement (and retirement only). This motion will be sent to Vice President "Red" Campbell and the Negotiating Committee. A vote of thanks was given to the steward department for a job well done, especially for the delicious Thanksgiving Day dinner. Next port: Philadelphia, Pa. CHARLESTON (Apex Marine), December 18-Chairman C. J. Spielmann, Secretary Rudy De Boissiere, Educational Director C. G. Hall. No beefs or disputed OT. The chairman reminded all crewmembers to see the Union patrolman at payoff. He also stressed the importance of contributing to SPAD. "Our jobs are at stake." The educational director noted that it's important for members to upgrade. "Go to Piney Point and get in on everything that's new. Don't be left behind." A vote of thanks was given to the bosun and deck gang for cleaning up the ship, and a special vote of thanks went to Chief Steward Rudy De Boissiere and Chief Cook Darryl Goggins for "the best in feeding of all the SIU ships." The engine department also got a vote of thanks for being "the best in the SIU." The crew of the Charleston wishes the whole ship a very Merry Christmas and a Happy New Year. "And to our Union president, vice presidents, officers, staff and the LOG: God bless you all." One minute of silence was observed in memory of our departed brothers and sisters. Next port: Providence, aboard the Virgo, according to the chairman, with the exception of Thomas Brooks who signed off in Bontang because of an injury to his foot. The crewmembers aboard wish him a speedy recovery. The educational director encouraged everyone who wants to upgrade at Piney Point to submit an application when they have the required sea time. He also reminded all those who are not familiar with LNG vessels that there are video tapes onboard provided by the company. The steward department thanked the deck department for washing the evening dishes, and a vote of thanks was given to the steward department for a job well done. "The crewmembers whould like to wish the Union officials a Merry Christmas and prosperous New Year." OVERSEAS ALICE (Maritime Overseas), December 6--Chairman Steve Copeland, Secretary C. Loper Jr., Educational Director M.W. Roberson, Steward Delegate Jim Hatfield. No beefs, although some disputed OT was reported in the deck department. There is $150 in the ship's treasury. The chairman took up a collection for the victims of typhoon Nina. By making a small donation, "it will let our host country and the military know that we as members of the SIU have compassion for those who are more unfortunate." The secretary thanked the crew for their help in taking care of the new equipment aboard ship. And the educational director asked that the crew help bring any unsafe problems to his attention. "With your help we can keep this a safe ship." A vote of thanks was given to the steward department for a job well done. " Keep up the good work." One minute of silence was stood in memory of our departed brothers and sisters. Next port: Subic Bay, P.I. Official ships minutes also were received from the following vessels: ALTAIR LNG AQUARIUS BEAVER STATE 1ST l T. JACK LUMMUS OMI CHARGER OMI COLUMBIA PFC WILLIAM 8. BAUGH PONCE PRIDE OF TEXAS PUERTO RICO SEA-LAND DEVELOPER SEA-LAID ECONOMY SEA-WO EXPLORER SEA-LAID EXPRESS SEA-W I NOVATOR EA·WD LEADER SEA·LAID MARINER SEA-LAID PACER SAN JUAN STONEWALL JACKSON SUGARISLAJIDER A.I. LNG VIRGO (Energy Transportation Corp.), December 13-Chairman B.K. Nuchols, Secretary David Pappas, Educational Director M.B. Goins, Deck Delegate B.B. Darley, Engine Delegate I.E. Salomons, Steward Delegate U. Nurdjaja. No beefs or disputed OT. Due to the success of the pilot pool, there is now $177 in the ship's fund. Everything is running smoothly Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, February 8 .......... .. ...... 10:30 a.m. New York ............... Tuesday, February 9 ................ . . 10:30 a.m. Philadelphia . . ....... .. ... Wednesday, February 10 .............. 10:30 a.m. Baltimore . . ..... . ........ Thursday, February 11 . . ....... . ...... 10:30 a.m. Norfolk .. . .............. Thursday , February 11 . . ....... . .. . ... 10:30 a.m. Jacksonville .............. Thursday , February 11 ...... . ......... 10:30 a.m. Algonac ................. Friday, February 12 ... . ....... .. ..... 10:30 a.m. Houston .......... . ...... Tuesday, February 16 .. . .............. 10:30 a.m. New Orleans ............. Tuesday, February 16 .. . .... .. ........ 10:30 a.m. Mobile .................. Wednesday, February 17 ....... . ...... 10:30 a.m. San Francisco ............ Thursday, February 18 . . .............. 10:30 a.m. Wilmington ...... . ....... Monday, February 22 ................. 10:30 a.m. Seattle . ................. Friday, February 26 ........... . ...... 10:30 a.m. San Juan ............ . ... Thursday, February 11 . . ...... .... .... 10:30 a.m. St. Louis ................ Friday, February 19 ....... . .......... 10:30 a.m. Honolulu ................ Thursday , February 18 .... .. ... . ...... 10:30 a.m. Duluth . .... . ............ Wednesday, February 17 ....... . ... . .. 10:30 a.m. Jersey City ............... Wednesday, February 24 ....... . ...... 10:30 a.m. New Bedford . . ...........Tuesday , February 23 .......... . .. . ... 10:30 a.m. �Green Wave Carries Space Wings by Bob Borden, PAO, MSCPAC Sometime in the early 1990s, a space shuttle now known as Orbiter Vehicle (OV) 105 will blast off from Florida's Cape Canaveral and travel at a speed of 17 ,500 miles per hour high above the earth on a scientific mission for the United States. At the present time, however, the unnamed spacecraft is simply a conglomeration of sophiscated parts waiting to be assembled by engineers and technicians at the Rockwell International Corp. in Palmdale, Calif. Rockwell is the prime contractor to build the space shuttle aircraft for NASA. One of the most important sections for OV 105 arrived in Southern California Dec. 21 aboard the Military Sealift Command chartered ship, MV Green Wave. Carefully packaged in separate steel mesh containers mea wide uring 59-feet long and 28were the aircraft .;h wings, multi· ems made by the Grummillion d erospace Corp. in Bethpage, N.Y. \ billion space telescope built by Lockheed Corp. will be put aboard the Green Wave in Oakland for the voyage to Kennedy Space Center in Florida where it will eventually be lifted into a 373-mile orbit above the earth. ''In terms of the general cargo we normally carry on here, there's nothing like the space items to get you all stirred up," said the Green Wave's enthusiastic master, Capt. Peter Stalkus. "It's exciting to know that when these items are in space, we played a small role in helping them get there.'' The last time MSC transported such wings was in 1982 when the chartered ship Transcolumbia delivered them to Los Angeles for the space shuttle Discovery. The MSC-chartered ship, the Green Wave, unloads space shuttle wings in the port of Los Angeles, Calif. USNS Andrew J. Higgens Joins MSCPAC Fleet A few hours after the ship arrived on berth in Los Angeles, a barge crane carefully hoisted the first 50,000-pound crate from the Green Wave and gently placed it on a specially-built truck dolly positioned on the pier. After the se ing was off the ship, Rock- well transpo officials waited un- til late in the evening t a convoy escorted by the California way Patrol to Palmdale about 100 miles northeast of Los Angeles. ''The sea and highway trips are the most delicate p~ rt of the operation," said Dennis Glaze, manager of Rockwell's traffic and transportation division. ''The wings work fine when you're traveling in space, but they're not used to being transported by ships or trucks.'' Glaze praised the Green Wave's role with the space wings, noting that months of careful planning went as scheduled. ''This ship has really simplified the movement of the wings,'' said Glaze, pointing to the vessel's 80foot hydraulic hatch which easily accepted the load taken on in Bayonne, N .J. "It only takes a few minutes to open the holds to begin operations and to secure them when you're done. We're very happy with the ship." Ever since the MSC-chartered ship came to the attention of NASA officials, space agency personnel have kept in contact with MSC. The shuttle's wings were the first space items carried by the Green Wave-but they won't be the last. In May, the Green Wave has been selected to transport the single most expensive item ever carried aboard an MSC ship. The $1.5 The USNS Andrew J. Higgens (TAO 190) is the latest acquisition to the MSCPAC nucleus fleet. Of new construction, the Higgens was recently completed at Avondale Shipyard in New Orleans and can boast of all the latest technology in loading and discharging her underway liquid cargo. Crewmembers aboard the Higgens are pleased with the fine single quarters-as well as recreation, lounge areas and beautiful mess facilities. There is, however, some apprehension about the small store rooms and laundry facilities. The Higgens has a total of 96 crewmembers and officers in addition to a military department of one officer and 20 enlisted men. The new vessel is undergoing a shakedown phase before being deployed on her assigned mission. January 1988 I LOG I 19 �Going for the Big one on the Assertive On a recent voyage aboard the USNS Asserrive, the fish were biting. But at one point, crewmembers caught a little more than they barga~ned for-a fishing net became caught in the prop, and the task of breaking loose was not an easy one. Thanks to Chief Steward Kimberly Allen for sending us these photos. Helping pull the fishing net from the prop involved team effort. From the left are Jim Morgan, AB; Mike Bautista, steward assistant; Kirk Paulo, OS; Bill Silva, engine utility, and Tom Addison, bosun. ~~H~Jf ~ii~ "The albacore are running," said Third Mate Scott Carter (left) who believed he had the winning catch, but Al Garry, RCA tech, reveals the prime catch of the trip. " Waiting for the big one" are Tom Addison, bosun, and Mike Deluze, OS. Aboard the SS Ponce During a fire boat drill aboard the SS Ponce (Puerto Rico Marine) are Paulino Flores, bosun; Angel L. Soto, DEU; Algarin Gregorio, AB; Jose M. Gorge, MSS; Kenneth Blair, AB, and Stephen Bulford, AB. 20 I LOG I January 1988 And what happens to all these tasty morsels? They're prepared by Chief Steward Kimberly Allen for a delicious feast. �New Drug Rules (Continued from Page 1.) administrative proceeding [however, wi11 not be presumed to be intoxicated]; • marine employer's determination of reasonable cause should be based on the observation of two persons, when practicable; • consumption of a legal prescription or non-prescription drug is permissible as long as it does not cause intoxication; • personnel entitled to seek rehabilitation prior to being subject to a proceeding to suspend or revoke license, certificate of registry or merchant mariner's documents; and • liable to a civil penalty to the U.S. government of not more than $1,000 or fined not more than $5 ,000, imprisoned for not more than one year, or both. Pensioners The following SIU members have retired on pension: DEEP SEA Houston Frank A. Nigro Mobile Terrill G. Clark Hubert H. House Henry W. Roberts William J. Tarrant New Orleans Alex Alexander GREAT LAKES Sylvester Monardo New York Algonac Frank Adkins John F. Higgins Joseph R. Turner Brooklyn Norfolk Timothy H . Burke Clarence M. Houchins Jack E. Long Kenneth R. Winters Philadelphia Edward F. Garrity San Francisco William A. Barnes Carl G. Tebell Deaths The SIU has been notified of the deaths of the following members. Roger A. Andrulis Casado Antonio (Gloucester Fisherman) Leon Krawcyk Stanley Lechowitz Jr. Fahar Maswarat Olle E. Johannisson Jasper C. Storms (Inland) Frederick Tonucie Santurce Jose Cubano Joe Spak Seattle Salvator J. Alpedo Thomas A. Martineau Wilmington Arne Bockman THE BOOZER; I ONE DRINK /6' I I TCJO MANy; ANO A 7HOLl8ANO DRINKS ARE NOT ?#OU'6h' <SET HELP I TO f' TODAY CVNTACT YOUR PORT AGENT OR YOUR UNl()N AT P/NeYPP/NT. DO/Tf , KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return 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 OUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this 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 hy any methods such as dealing with charges. trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes provision for safeguarding the membership's money an ·on finances. The constitution requires a detailed audit by Public Accountants every three months, which are to be su . d to the membership by the Secretary-Treasurer. A quarte nance committee of rank and file members, elected by the e ership , makes examination each quarter of the finances of t e Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. 0 EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed. color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111m111 1111111n1111111n1111111nuuu1111111111n11111111111111111t1111111111111u1111111111n1111 patrolman or other Union official. in your opinion. fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU 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 headquarters. SEAFARERS POLITICAL ACTIVITY DONATION --SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received ~ecause of force. job discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SP AD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he bas been denied his constitutional right of access to Union records or infonnatioo, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Autb Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. January 1988 I LOG I 21 �Cl L NP -Company/lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes DEC. 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac ................... 0 9 TOTAL SHIPPED All Groups Class CL Class L Class NP 3 DECK DEPARTMENT 0 23 17 0 8 0 0 4 0 Port Algonac ................... 0 7 2 ENGINE DEPARTMENT 17 0 8 Port Algonac ................... 0 5 2 STEWARD DEPARTMENT 0 2 9 0 6 2 9 ENTRY DEPARTMENT 0 0 0 0 8 6 26 8 Port Algonac ................... 5 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 Class CL Class l Class NP Totals All Departments ........ 26 16 49 0 27 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. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTl MORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea DECEMBER 1-31, 1987 *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 ..... . ... .. .... . . 70 2 11 14 14 49 37 41 30 49 33 8 50 0 0 15 5 6 4 4 4 9 19 9 9 2 9 9 0 3 4 1 0 8 4 4 4 20 7 4 0 5 3 0 2 TOTAL SHIPPED All Groups Class A Class B Class C 49 6 8 9 10 32 17 28 19 37 17 3 28 0 0 DECK DEPARTMENT 11 4 3 1 6 0 4 7 5 4 7 3 8 1 11 13 6 6 4 6 2 0 14 5 5 2 0 0 1 2 ENGINE DEPARTMENT 7 1 0 0 2 0 4 0 5 0 4 1 1 1 6 9 5 2 8 0 0 0 3 10 5 t 0 0 0 0 408 107 66 263 33 3 3 12 6 26 9 0 4 4 4 8 8 10 5 1 2 0 0 1 0 1 3 14 0 0 0 8 10 3 0 0 1 0 1 19 3 8 6 5 16 10 21 12 21 8 3 16 0 1 25 35 18 32 15 4 28 0 0 10 89 52 240 74 33 149 16 2 5 4 10 17 13 46 11 26 6 7 17 0 1 6 1 2 1 2 0 9 7 1 9 0 18 1 0 1 0 0 0 3 0 0 3 10 2 1 1 27 2 0 0 18 0 1 1 9 15 6 28 9 15 3 3 7 0 0 STEWARD DEPARTMENT 3 0 1 0 1 0 0 1 0 0 0 1 5 0 5 8 0 3 11 1 0 0 17 26 0 0 0 0 1 0 10 0 2 5 0 11 3 19 8 14 5 3 9 0 0 ENTRY DEPARTMENT 13 6 2 1 4 0 2 4 1 2 5 7 3 4 10 20 10 3 16 2 6 0 76 127 3 2 0 0 1 0 181 58 49 115 Port New York .. . ............ Philadelphia ... . ......... . Baltimore . . .. . .......... Norfolk . ........ . . . . . .. . Mobile ... . .. .. . ... . . ... New Orleans ............. Jacksonville .. . ... . . . . . . . . San Francisco . . . . ... ..... . Wilmington .... . . . .. . .... Seattle . .. .. .. . .. .. .... . Puerto Rico . . . . . ... ...... Honolulu .. .. ... . . .. ... . . Houston ... . .... . . .. . ... St. Louis ..... . .· ...... .. . Piney Point ... . ... .. ..... Totals .. ... . .. . ........ 174 212 230 89 Totals All Departments .. ... . 1,003 451 378 616 24 4 2 7 2 18 9 36 13 30 13 4 12 0 0 17 3 8 7 4 17 7 13 14 20 7 81 10 0 4 10 1 0 5 8 14 8 29 9 4 0 135 6 0 1 50 43 25 41 152 178 334 296 Trip Reliefs 17 1 4 3 1 10 7 8 9 10 3 5 11 0 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 91 3 13 28 14 64 54 63 34 63 30 8 64 0 1 90 530 11 1 3 0 0 4 4 2 6 9 4 6 55 4 6 11 7 6 46 34 21 37 16 6 38 0 1 10 0 0 16 4 6 7 3 6 14 14 6 4 2 14 10 0 5 111 5 1 3 7 5 8 11 9 5 6 1 12 1 0 3 3 1 0 4 0 5 5 11 6 3 0 1 2 0 0 41 2 1 0 2 0 2 2 8 2 0 0 2 1 0 1 60 328 77 23 3 0 0 0 1 10 2 11 6 15 1 57 1 0 0 29 2 9 5 4 23 24 70 17 37 6 9 27 0 1 8 0 2 2 2 0 8 15 3 4 1 24 1 0 2 0 0 2 0 1 5 9 2 0 1 24 3 0 0 0 107 263 72 47 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 52 5 4 8 4 33 17 60 18 48 16 5 18 0 0 28 7 8 21 10 30 16 23 15 27 10 102 13 0 4 9 2 0 10 7 31 8 29 14 9 3 147 4 0 2 0 288 314 275 257 1,409 574 386 *" Total Registered " means the number of men who actually reg istered 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 December was up from the month of November. A total of 1,503 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,503 jobs shipped, 616 jobs or about 41 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 257 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6,627 jobs have been shipped. 22 I LOG I January 1988 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 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 (904) JERSEY CITY, N.J. 99 Montgomery (201) St. 32206 353-0987 St. 07302 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Editorial The Lost Fleet Those of us in the maritime industry frequently complain that most of the nation does not understand the need or the purpose of a strong, U .S.-flag, private merchant fleet. The following editorial from the San Francisco Chronicle shows that at least someone outside the industry is paying attention. Letters To The Editor 'It's There When You Need It ... ' I have been a member of the SIU for more than 42 years. I haven't had to use the Welfare Plan very much over those years. But in May of this year, I had to have a complete hip replacement. The Plan took care of all the bills with no problems at all, for which I am very grateful. Thanks so much for all the help. James C. Oliver La Porte, Texas 'In Sympathy . . .' In response to the printing in the November issue of the LOG of "The Ship's Cat: Final Dispatch," I would like to convey my sympathies to the M/V Ranger. You see, I was an OS aboard the Ranger at the time. .After a two-month stint in Diego Garcia, I cared for the white cat we brought aboard from the atoll. In our first port o'call (Greec ad an affair with a black tom and consequently six ki were born in the midship locker. Only one survived, w · ook care of. .After losing the white mother in Carter . ., it's good to hear that after three years she was still ard. And it was really tragic to hear of how she met her death in the unfamiliar surroundings of a street in Subic Bay, Philippines. I'm sure she just froze in the middle of the road, unaware or unaccustomed to that hunk of steel bearing down on her. By printing these articles in the LOG, it shows that the Union and us seamen have a heart. Good-bye, Howard; you'll be missed. I would also like to convey my sympathies to the family of Willy Lee Smith (chief cook) whom we lost at sea enroute to Greece. He'll be in a ers and thoughts every day-a great shipmate. Bosun Charles J. Spielmann IT Charleston Area Vice Presidents' (Continued from Page 17.) ices Commission. It was a matter of fate: they could have just as easily been assigned to SUP- or NMU-contracted vessels. While they were in these centers, these "apprentice seamen" were under the supervision of U.S. Navy and Coast Guard officials. Cirignano' s experiences during the war were not uncommon. His first assignment was onboard a ship which had just come in from London. After leaving Brooklyn, the vessel went straight to Europe where it became part of a convoy providing strategic sealift to our armed forces during the invasion of Normandy. Cirignano and his shipmates, who included SIU Vice President Red Campbell and Marty Breithoff, the late port official from Houston, sailed for seven straight months without any letup. Many members of the crew were like Cirignano: impressionable teenagers right out of high school who found themselves in the position of being one Nazi torpedo away from death. And unlike their counterparts eport in the Army, they were unarmed and virtually defenseless. Ironically, shortly after the federal judge ruled against the Department of Defense, the American Legion (over the objections of some of its local chapters) said that it would lobby against granting American seamen veterans' status if asked to take a position. One veteran was so angry at this that he wrote a letter to the editor of a newsletter published by the Texas Chapter of the American Legion. After stating that he owed his life to seamen who transported supplies and ammunition overseas during World War II, he made the following observation: not every veteran of World War II saw action. Many were stationed in the States or behind the lines. Yet every seaman who sailed was a potential victim of Nazi U-boats. After the war, seamen like Rex Dickey and Marty Breithoff were ineligible to receive the benefits that the government ladled out to the veterans: educational benefits under the G.I. bill, generous pensions (if he worked It is not all that long ago that big white freighters with a seahorse-shaped "S" on their funnels used to arrive regularly under the Golden Gate Bridge from exotic ports . They were vessels of the States Steamship Company returning to their home port of San Francisco. They could be found along the waterfront not far from vessels whose funnels were distinguished by the California bear, the symbol of the fleet of Pacific Far East Lines. Both fleets are mere memories now. We bring up the disappearance of familiar funnels because our memory has been jolted by a recent report by the President's Commission on Merchant Marine and Defense. It is a sobering report that prompts much more than nostalgia. In effect, this devastating document says, the United States has ceased to be a power of great consequence on the merchant sea lanes of the world. PFEL and States Steamship are only two of the casualties of the last two decades. We cite them because they were once of substantial importance to the local economy. In 1970, the commission reports, States operated 13 vessels; it went bankrupt in 1978. Also in 1970, PFEL operated 13 ve sels. But eight years later, it also had been placed in receivership and is no longer operating. The two local companies were by no means isolated examples of what has happened to the American merchant marine. In 1970, a fleet of 434 commercial vessels operated under the American flag in foreign freight (nontanker) trade. Today, that figure has shrunk to 92 vessels operated by major companies. The sea-going workforce has shown similar decline. In 1970, more than 69,000 Americans were employed filling 34,000 sailing billets Gobs). Today, the commission said, some 29,000 seamen compete for about 11,000 billets. The commission draws an obvious conclusion: it right, a veteran could accumulate two pensions), free medical attention at V .A. hospitals. Seamen received no recognition of the contributions they had made to the war effort. And when they reached retirement age, the period of life when they needed medical attention the most, the government closed the USPHS hospital system without making any kind of attempt to find out if seamen who served in World War II would have some kind of medical coverage. The bottom line to all this, as it always is in the United States, is power. Veterans number in the tens of millions; seamen, in the tens of thousands. At this very moment, there is talk of creating a new cabinet department Ships withdrawn from the ready reserve or ships newly constructed will be useless unless skilled, experienced deck officers, engine-room personnel, radio operators and seamen of a number of other demanding skills are available to take those ships to sea. Recent developments have worsened this situation as viewed from a national-security point of view. In the last six years alone, the number of active U.S. mariners has declined by some 40 percent, the commission said. And approximately 50 percent of the mariners who remain are 50 years of age or older. Skills are disappearing as this workforce ages. This is particularly true of the skills required to operate some of the vessels, similarly showing signs of age, that make up the bulk of the reserve fleet. The manpower problem is compounded at both ends of the age spectrum. Entry of young people, those 20 to 25 years old, is down by 80 percent since 1980. Shipbuilding is also in decline: By the end of this year, U.S. shipyards will not have a single commercial vessel under construction. * * * From a defense point of view, the outlook is bleak. By the turn of the century, says the president's commission, the United States "will not be able to meet the requirements of its national security.'' The country has a proud merchant marine tradition. For more than two centuries, American ships have been familiar in the ports of the world. The tradition is a proud one, from the clipper ships sailing to China to the Liberty ships which played such an important role in World War II. But today, the commission reports, American ships carry only about 4 percent '* of the nation's foreign commerce. The commission has drawn a grim picture, a sobering picture, which we think cries out for attention and, of course, for additional resources. Northern Californians, quite obviously, have a special interest in the future of the merchant marine-if the nation is to h·a ve one. If it does not have a future , it will be at the nation's peril. of Veterans Affairs. Privately, almost everyone on Capitol Hill thinks it is a bad idea. But they are supporting it publicly because it is good politics. What bothers me about all this is the hypocrisy. The American Legion says veterans deserve preferential treatment (i.e., a separate cabinet position) because of the sacrifices they made on behalf of this country. Yet what about the courage and sacrifices of seamen like Rex Dickey, Red Campbell, Marty Breithoff'? Rex Dickey and Marty Breithoff are now dead: it's too late to honor their sacrifices. But Lou Cirignano, Red Campbell and thousands of other seamen are still living. They dodged Nazi torpedos so that this country could remain free. When do they get the recognition that's due them? January 1988 I LOG I 23 ... �Seafarers International Union of North America, AFL-CIO EDITOR'S NOTE: Max Hall, LOG associate editor and Washington columnist, takes a look at 1987 and the politics and legislation which affected the maritime industry. by Max Hall For both maritime and the country, 1987 proved to be one of the strangest years on record. It was as if someone had turned out the lights in a crowded auditorium and yelled "fire!" No one was seriously hurt by the ensuing chaos, but then again, neither was anyone helped. There was a lot of activity in 1987, but after all was said and done, there was no real movement. The stock market rose to dizzying heights, crashed and then recovered some. The same thing happened to the Reagan administration, except in reverse. Its political standing reached a low point during the Iran-Contra hearings. Yet once Admiral Poindexter said that the buck stopped with him, the administration was able to minimize the political damage. And even if Reagan no longer was the "Great Communicator,'' he could still pull an occasional rabbit out of his political hat, like the INF treaty he and Russian leader Mikhail S. Gorbachev signed at the end of the year to limit intermediate nuclear weapons. Time for Tough Choices .. More than anything, 1987 was the year that the band stopped playing and Americans began to realize that they had to make some hard choices concerning their political and economic future. It was also the year that some nasty long-term trends started to affect those Americans in positions of power. It was one thing to write about or engineer a corporate takeover, it was another thing to lose your job as a result of one, as a growing number of people on Wall Street and in the media found out (CBS News fired 200 members of its staff). Congress tried to add a bit of stability to the year by repeating its longestablished pattern of waiting until the final minutes of the session to pass an authorizations bill and by putting off action on important issues such as trade reform and meaningful deficit reduction. To be fair, it was not really the fault of Congress. Congress, as we were constantly reminded during this 200th anniversary year of the American Constitution, was more than just 535 talented, ambitious but all-toohuman legislators; it was "we the people." The real trouble was with the 230 million flag-waving, God-fearing Americans who wanted a resolution to the vexing problems facing this country, but who were perfectly content to leave it up to someone else to make the sacrifices that were needed to restore competitiveness to America. 24 I LOG I January 1988 January 1988 Maritime on Defensive The SIU' s legislative staff produced some brilliant victories during the year concerning the Canadian Free Trade Agreement and citizenship requirements onboard American-flag vessels. Yet Frank Pecquex, the dean of the department, pretty much summed up the feeling of everyone when he said that he felt oddly let down. Most of the Union's time was spent putting out fires that others, mainly the administration, had set. With the industry always on the defensive, there was precious little time left over to fashion a coherent legislative program that would stimulate shipping. The most frustrating part was that while the administration wouldn't do anything to help the industry, it still had the power to inflict damage. Too Little, Too Late The state of the industry remained a major cause of alarm, but there was little agreement on what should be done to turn things around. The industry-labor as well as management--could not come up with a united stand on what to do about replacing the subsidy liner program, though there was widespread agreement on the merits of the administration's program. This could be summed up in four words: too little, too late. The administration had procrastinated on this issue, even though the number of American-flag ships continued to decline at a rate of 5 to 10 percent a year. The industry was still reeling from the effects of U.S. Lines' decision to file for bankruptcy the year before. Meanwhile, it had to cope with farreaching changes that were transforming its very essence. Maritime became less of a separate industry and more of a cog in an increasingly interdependent transportation network. Intermodalism became the industry's new buzz-word as companies like Sea-Land and APL wed their port facilities to their rail and trucking lines. Military Work Grows With the decline of the commercial sector, those committed to survival had to concentrate their efforts on signing up military work contracted out to private companies. The SIU led the way with 58 new vessels representing 700 new jobs. Yet even in this area, which many people felt represented the industry's one hope for survival, things were complicated by the way that the Military Sealift Command (MSC) conducted its Request for Proposal (RFP) process. Concern among industry experts reached a crisis level after the MSC put out an RFP on a hospital ship, only to declare itself the low bidder. Legislative, Administrative and Regulatory Happenings As Marine Transport Lines (MTL), an NMU-contracted company, noted iri its appeal of the award, the MSC had used questionable methods in determining its costs. For one thing, said MTL, the MSC was the only bidder not to include cost projections for the captain's billet. MSC said if private companies wanted to include the cost of that in their bid, fine, but they weren't required to do so. MTL said that MSC did not bother making this vital piece of information available to the public. "Why would we increase our cost projections if we didn't have to?" asked one industry official, who noted that it took several years to prepare a bid and that the cost of doing so sometimes approached $600,000. No Help from Reagan Maritime's experiences with the hospital ship bid was just one example of why iqdustry officials had trouble believing that the administration was truly serious about doing anything to revive the American-flag merchant marine. There was a widespread perception that the administration wasn't being on the up-and-up, and that it wouldn't be terribly concerned if the industry were to quietly expire. Throughout the year, there were numerous occasions for the administration to assert its commitment to the industry, but it failed to do so. The most obvious chance occurred when the first half of the long-awaited report of the Merchant Marine/Defense Commission was finally released. It stated that the national security of the United States was being jeopardized by the unrelenting deterioration of the American-flag merchant marine. In other words, the hundreds of billions of dollars that the country was spending on the defense budget would be wasted unless this country had a reliable way of transporting its troops and ammunition overseas. Oops, Wrong War Former National Security Advisor Zbigniew Brzezinski alluded to this development on the Today Show. He pointed to a recently released study which stated that the United States had prepared itself for the wrong war. Brzezinski said that the major threat to the United States was not a nuclear attack by the Russians, but from regional conflicts involving countries like Iran and Nicaragua. Our conventional military capability, he said, would be the determining factor in an altercation with one of these countries, and it had been allowed to deteriorate. The Department of Defense had to relearn an important lesson about conventional weaponry when the United States became entangled in the Persian Gulf War. Despite this nation's costly and sophisticated naval equipment, the Navy was initially unable to offer protection to 11 reflagged Kuwaiti tankers because it did not have a minesweeper. Rubber BoatS The sight of Iranian revolutionaries holding the American Navy at bay with rubber boats and World War II vintage bombs did little to instill confidence in this nation's military buildup and helped to put the recently-negotiated INF Treaty in its proper perspective. The Persian Gulf War also underscored the institutional struggle between the executive and legislative branches (which has made resolution of many national problems all but impossible) by producing a heated debate over the proper interpretation of the War Powers Act. The maritime industry took no stand on this issue, leaving it to the administration and Congress to iron out their differences. Yet it was quite vocal in its hostility to the administration's decision to waive citizenship requirements onboard these vessels. This concern produced something rare in the industry: unity. By the end of the year, the maritime industry was able to persuade Congress to enact legislation closing up this loophole (H.R. 2598). Rep. Mario Biaggi (D-N.Y.) was instrumental in the initial stage of the fight to establish citizenship requirements. For many people in the industry one of the most telling point in the year came after Congress passed H.R. 2598. Representatives from the State Department and Department of Defense noted that this would upset the "deal we made with the Kuwaitis." Earlier that year, after the reflagging had been announced, a bitter and angry House Merchant Marine Committee had questioned administration officials about this very issue. It was told that ''no consideration'' had been made of t!ie economic impact of the reflagging. The administration had merely pointed out existing loopholes in the law, they said, and it was up to the Kuwaitis and the chartering company to decide what they would do about them. If there was any good news, it was that the war in the Persian Gulf never reached a crisis point, though at several times during the year it threatened to do so. That was not the case with the trade deficit, which continued to set record highs. Even though Congress and the administration had promised to make trade their "number one priority," no trade bill was passed. At the end of the year, the new Japanese prime minister paid a visit to the United States. Like Yasu Nakasone, his immediate predecessor, he promised action to open up Japanese markets to American goods. But the Americans had to be patient, he said. To many people, it sounded pretty much like the same old song. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1988 Description An account of the resource HEADLINES KUWAIT LOOPHOLE CLOSED BY NEW CITIZENSHIP LAW NEW DRUG RULES READY WWII SEAMEN WIN VETS CASE UNIFIED MARITIME INDUSTRY WAS KEY IN VICTORY MANNING TRENDS-CREWS SHRINK, DUTIES CHANGE SENATE BACKS ILO ACTIONS SEA-LAND BUYS 5 NEW SHIPS SIU’S NEW CAR CARRIER MAKES STOP IN HOUSTON NOMINATIONS INVITED FOR SEAMANSHIP TROPHY 1987 BUSY POLITICAL YEAR BRINGS SIU MAJOR VICTORIES ON CANADIAN TRADE AND U.S. CREWS SEA-LAND SEMINAR: BETTER MEAT FOR THE FLEET! GREEN WAVE CARRIES SPACE WINGS USNS ANDREW J. HIGGENS JOINS SPCPAC FLEET GOING FOR THE BIG ONE ON THE ASSERTIVE THE SIU IN WASHINGTON MARITIME ON DEFENSIVE TOO LITTLE, TOO LATE NO HELP FROM REAGAN RUBBER BOATS MILITARY WORK GROWS OOPS, WRONG WAR Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1988 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 50, No. 1 1988 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f3d6f92ff007d6820ae1d448fc9811ce.pdf 91a6d4ecbfea49e75a4ce8036c959fc7 PDF Text Text Official Publication of the Seafarers International Union• Atlantic,Gull,LakesandlnlandWatersDistrict•AFL·CIO Vol.49,No.12December 1987 �President's Report by Frank Drozak It's time to do a little explaining. It's time to explain to you that sometimes as president of the entire SIU, I have to make decisions that some of you won't like. In a perfect world, labor and management would sit down at the table and give a little, take a little. Somewhere along the line, both sides would find a common ground which would keep the company profitable and the workers well paid and protected. It's not a perfect world. If it were, we wouldn't have had to face the situation we did with Curtis Bay Towing Co. The situation has been getting a lot of attention inside and outside the SIU. I'd like to take this time and try to explain why some things have happened. The SIU is not just inland deckhands, APL steward departments, TAGOS crews or QMEDs on Sea-Land ships. Though if you're part of one of those groups, that might certainly seem to be the most important aspect of the Union. But we 're also all the men and women on the beach who haven't worked in months. We're the folks who are approaching retirement age after decades of long work. We 're the people on pension. We're a lot of people who have to count on the strength of the entire SIU to protect the benefits and security of each of us. When we began negotiations with Curtis Bay for contracts in Philadelphia, Baltimore and Norfolk this past summer, we knew it wouldn't be easy. We knew eventually we would have to make some concessions. We told them we were willing to help the company through its financial troubles so that, in the long run, Curtis Bay would stay in business and we would stay on the job. When the membership in those three ports saw the final offer from the company, they said "shove it." I don't blame them. Over the years, through their professionalism and the SIU' s representation, tugboat jobs in those ports were some of the best paying blue-collar jobs in the country. Almost anybody would balk at taking pay and benefit cuts that could reduce your income by 50 percent. The membership voted to strike, and I supported that action. We felt that the skills and talents these people had could not easily be replaced. We believed the company could not operate efficiently and profitably without SIU crews. Well, a strike isn't the weapon it used to be. Though we had support from many other unions, legally we could not shut down the entire port as we could in the past. If we had done some of the things we wanted, we would have put the entire SIU in jeopardy-open to multi-million dollar lines today. In fairness, as hard as it is to admit, some cross picket lines out of desperation, simply to work. In the past, when companies used scabs to replace strikers, they were usually let go after the strike was settled. But again, recent court and NLRB rulings have given strikebreakers certain seniority and preferential hiring rights if they are brought in as replacements. Management can now threaten to replace striking union members. And even if a contract is reached, there is no guarantee strikers will get their jobs back. We were on strike, and Curtis Bay was running all their boats and making money. We got no help from the Coast Guard when we reported safety and licensing violations. We knew we would get no help from the NLRB. So where were we? In deep trouble. Unexpectedly, in early November, Curtis Bay delivered an ultimatum to its Norfolk crews. Come back to work or be fired, permanently replaced. The membership in Norfolk said no, and Curtis Bay stuck to its guns and fired the lot of them. Fifty-six people out of work. They said they would make the same demand in the other ports. In addition, if Curtis Bay followed through on its threat to replace the striking SIU members, it could have " ... Since 1981, court and NLRB rulings have made traditional picket line activities illegal. Strikers have actually been assessed damage for name calling ... for having too many people on a picket line ... '' lawsuits that could bankrupt us. Since 1981, court and NLRB rulings have made traditional picket line activities illegal. Strikers have actually been assessed damages for name-calling, for trying to block entrances or for having too many people on a picket line. Not only are union members liable for damages, but unions themselves can be fined hundreds of thousands of dollars. Step-by-step, this administration has weakened unions' rights. In better times, experienced crews are hard to find because they are working. But the heavy depression in the inland industry has thrown thousands of tugboat crews out of work. Curtis Bay knew that. Within days they had crews, mainly from the Gulf. People aren't afraid to cross picket placed their pensions in jeopardy. In effect, their action would have been a withdrawal from the pension plan and our people could have lost their past service credits. The Union's Executive Board decided we had to end the situation. We were losing. It happens. I did not want anyone else to lose their jobs. Also, these ports are important to the SIU. I did not want the Union to lose its presence in those ports. I wanted to do what was best for all the individuals involved and for the Union as a whole. As a union, the SIU had to maintain its presence in those ports. If you pack up and leave, it's doubly hard to reestablish yourself. Just ask any union which has lost a foothold in an industry. From the United Mine Workers to the Meat Packers-if you let your December 1987 jobs become non-union, very seldom do you get a chance to win them back. That's why, with the Board's approval, I entered negotiations with Curtis Bay. It was time to get people back to work, accept our losses and be there to fight another day. I wanted it over quickly. We were able to make some substantial improvements on their last offer. But more importantly, we retained those jobs on those boats. In hindsight, maybe we could have done it differently. But that's now water under the bridge. I decided that it was time to stop the losses. In the long run, it would be better for the members and for the Union to return to work. I acted under the authority granted me in the SIU Constitution to negotiate and sign contracts. It was my decision, and it is my responsibility. When the membership in Baltimore refused to return to work, they lost their jobs. That is sad, very sad. Just like I had to make a decision for the good of the Union, they had to make theirs. I think they were wrong. But I understand the emotion of the situation. In Philadelphia, the membership returned to work, but in their disappointment they filed suit against the Union. *** The aftermath of a strike can be bitter. This one is. Boatmen in two ports lost their jobs. Suits and NLRB complaints have been filed against the Union. There is name calling and finger-pointing. I want to stress that it is not just the SIU that has had to face these tough fights. Until the anti-union climate, fed by seven years of the Reagan administration, changes, until we as trade unionists are allowed to fight on equal footing with companies, every strike will be difficult. But our first weapon is something no court or president can take away from us: We must maintain a solid core ofunity and jobs. In the end, the buck stops at my desk. I made the decision to end the strike and sign a contract. We still maintain SIU jobs on those boats in Philadelphia and Baltimore. In Norfolk we have problems, but we are not finished there. It's simple. We got beat. I hope that during the next few weeks our members wh~ are upset and unhappy will realize that the SIU will be around to fight again. I hope that they will be part of it. Let's put it behind us, learn from it and get on with the job of building a union-together. Off1c1al Pu cat on of the Sea arers In emat onal Union ol orth Ar.-er ca nt c Gu f La es and I land Waters 01stnct Vo 49 o 12 AFL-CIO Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Carla Tomaszewski Contributing Editor 2 I LOG I December 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG. 5201 Auth Way, Camp Springs, Md . 20746. �Maritime Unity Provides Pressure U.S./Canada Trade Pact Deletes Maritime Threat The American maritime industry won what may be its most important victory in years when U.S. and Canadian trade negotiators removed all maritime provisions from a new Free Trade Area Agreement (FTA). The action came after months of continued pressure in what observers called ''a rare show of maritime unity." Earlier drafts of the FT A would have opened up almost every U.S. maritime program-from the Jones Act to subsidies to cargo preference-to Canadian ship operators. ''This is wonderful news,'' said SIU President Frank Drozak. "We were sitting there with a gun pointed at our heads. There was a very real possibility that ifthe maritime sections were not removed, the entire U.S.-flag industry would have been destroyed." Under the earlier proposals, Canadian shippers would have been allowed to participate in any expansion of U.S. maritime promotional programs. For example, if the Jones Act were expanded, that would be open to the Canadians. If new subsidies or cargo preference programs were enacted, those would have been fair game. While sentiment in the maritime industry had been running against proposed maritime agreements in the FTA for more than two years, the industry (labor, management and other groups) didn't come together until this summer. That was when it became clear that unless some action was taken, U .S.~flag ships were at high risk. The Maritime Industry Coalition on the U.S. Canada Free Trade Area Agreement was formed by more than 200 organizations. The coalition, along with almost 300 senators and representatives opposed to the deal began a massive education and lobbying effort. "Over the past months we have had to mount what can only be called an educational campaign to explain the maritime industry to those who see only ships," said Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee. In the House, Jones introduced a resolution calling for the removal of maritime issues from the agreement. It gathered 245 cosponsors. In the Senate, Sen. John Breaux (D-La.) introduced a similar measure which won several dozen cosponsors. The coalition sent several letters to politicians and others outlining why the agreement would hurt the maritime industry. It also expressed concerns to the administration and its trade experts. The two issues most heavily stressed by FTA opponents were that the headto-head competition between U.S. and Canadian ship operators would be unfair because of the heavily subsidized Canadian industry, and the defense role of the U.S. -flag fleet. ''The Canadians have an overwhelming competitive advantage because of the Canadian exchange rate, government health and pension ben- Marad Keeps RRF Authority Marad has won the right to maintain its control of the 86-ship Ready Reserve Fleet. · The agency had been involved in a dispute with the Military Sealift Command over the RRF. The future of its role as manager of the reserve fleet of merchant ships, including the 80-plus vessels in the Navy's high-readiness Ready Reserve All Ribbin' Aside . .. Leonard Earl Johnson, longtime SIU steward department member, won a spicy honor earlier this year when he was named a judge for the Chicago Tribune Ribfest 87. Johnson, from New Orleans, is currently sailing on the MN William Button. When not sailing, he works as a photographer, and his pictures have frequently appeared in galleries around the country and in the LOG. Fleet, was at stake in the Senate, but the agency won out. The action involved a decision by the Senate Appropriations Committee to turn back a Navy-inspired effort to complete a takeover of the Ready Reserve Fleet function. The committee assigned to Marad, beginning next fiscal year, the roughly $80 million needed to keep that fleet in readiness, rather than having the Navy reimburse Marad for its efforts. The committee did express concern that the costs of maintaining the fleet "are excessive," a Navy contention. But the committee suggested that because both Marad and Navy have been involved, there has been little incentive to cut costs. It is expected that the committee's report will conclude that "the merging of the financial and administrative responsibilities will provide such an incentive.'' With the support of an appropriations subcommittee, the Navy also had pressed for manning the fleet's ships with naval reservists rather than civilian merchant crews. The full committee decided to direct the Navy to submit by May 1 a feasibility study on a plan giving the Naval Reserve responsibility. The committee said the study must ''include steps to recruit the entire private-sector merchant manpower pool into the Naval Reserve, and that the manpower pool continue to be efits, faster depreciation tax schedules for vessels and numerous other forms of aid such as interest-free loans, grants and assistance for new facilities and equipment. If Canadian-flag vessels are allowed to penetrate future markets in U.S. domestic waterborne commerce, U .S.-flag vessel operations will entirely disappear,'' the coalition wrote. In addition to the competitive advantages the Canadians have, Canadian ships already carry about 90 percent of the bilateral trade on the Great Lakes. That country's Parliament is in the process oi tightening Canadian coastwise laws also. FT A opponents also pointed out that if the trade pact were approved with maritime provisions, other nations could be granted the same rights under Most Favored Nations trading pacts. ''The establishment of the Free Trade Area Agreement with Canada sets an extremely dangerous precedent that may result in the total collapse of the domestic U .S.-flag fleet. Other U.S. trading partners have the right, under existing treaties, to demand the same benefits granted to Canada. The combined political pressure of these nations, coupled with the benefits granted to Canada, could lead to the eventual demise of the U.S. merchant marine,'' the coalition wrote. In addition, Drozak pointed out in letters to congressional members that maritime provisions in the proposed pact could have a disastrous effect on the nation's defense posture. Both the "President's National Security Strategy", issued earlier this year, and the Merchant Marine Commission on Defense and National Security pointed to an alarming decrease in the number of ships, especially the number of qualified crewmembers in the U.S. merchant marine. ''Allowing Canadian operators to compete in America's domestic and reserved trades will decrease the demand for American seafarers and will only exacerbate this trend, damaging U.S. defense capabilities," Drozak said. It was the defense issue that seemed to gather more support for treaty opponents. "We believe that a strong merchant marine and a national sealift capability are absolutely vital to our national defense. This is not some hackneyed sentiment. It expresses a sense of alarm over the decline of the U.S.-flag merchant marine and our ability to fulfill the responsibilities of a great power," Jones and Breaux wrote in a letter to The Journal of Commerce. ''You simply do not make national security part of a trade agreement,'' they added. Breaux called the removal of the maritime provisions "a substantial victory . . . and a reiteration of the long standing position of this government to maintain its promotional programs that strengthen the merchant marine for its national defense role." First SMU Convention Delegates to the first convention of the Seafarers Maritime Union met at District 2' s training school in Dania, Fla. Nov: 24 and 25 to lay the foundation for a strong, new union to meet the challenges and opportunities of a changing maritime industry. ''The formation of the Seafarers Maritime Union marks a new beginning," said Frank Drozak, the newly-elected president of the SMU. "While there have been other topto-bottom organizations, this is the first time that licensed and unlicensed seamen have come together under one roof on equal terms." Also elected to office along with Drozak were Executive Vice President I Secretary - Treasurer Ray McKay and Vice Presidents Jerry Joseph and Red Campbell. Delegates to the convention reviewed the events that led to the formation of the new union, the most important of which has been the deterioration of the commercial sector. ''The maritime industry as we knew it is dead," said Ray McKay. "Many large commercial operators used to the maximum extent practicable." Civilian mariners will continue, through Marad' s general agency ar- still in business have made it known that they are thinking of reflagging." Developments over the past year have reinforced this trend. These include the inability of Congress to reform the liner subsidy program, events in the Persian Gulf, formation of top-to-bottom organizations by MEBA-1 and MM&P and the recent stock market crash, which has threatened. to dry up the few remaining sources of domestic capital for ship construction. On a more positive note, the delegates heard about the considerable progress that had been made in the areas of organizing, legal, servicing, manpower, training and new SMU benefit plans. ''This union represents a real opportunity for unlicensed seamen who like to think ahead, and who understand that the only new work being created in the maritime industry today is on military support vessels," Drozak said. Both Drozak and McKay stressed that SMU contracts will not supplant existing SIU or D-2 contracts. rangements with private operators, to man such vessels when activated until Congress evaluates the requested Navy plan, the committee added. December 1987 I LOG I 3 �Maritime Unity Provides Pressure U.S./Canada Trade Pact Deletes Maritime Threat The American maritime industry won what may be its most important victory in years when U.S. and Canadian trade negotiators removed all maritime provisions from a new Free Trade Area Agreement (FTA). The action came after months of continued pressure in what observers called ''a rare show of maritime unity.'' Earlier drafts of the FTA would have opened up almost every U.S. maritime program-from the Jones Act to subsidies to cargo preference-to Canadian ship operators. "This is wonderful news," said SIU President Frank Drozak. "We were sitting there with a gun pointed at our heads. There was a very real possibility that if the maritime sections were not removed, the entire U .S.-flag industry would have been destroyed." Under the earlier proposals, Canadian shippers would have been allowed to participate in any expansion of U.S. maritime promotional programs. For example, if the Jones Act were expanded, that would be open to the Canadians. If new subsidies or cargo preference programs were enacted, those would have been fair game. While sentiment in the maritime industry had been running against proposed maritime agreements in the FTA for more than two years, the industry (labor, management and other groups) didn't come together until this summer. That was when it became clear that unless some action was taken, U.S.-flag ships were at high risk. The Maritime Industry Coalition on the U.S. Canada Free Trade Area Agreement was formed by more than 200 organizations. The coalition, along with almost 300 senators and representatives opposed to the deal began a massive education and lobbying effort. ''Over the past months we have had to mount what can only be called an educational campaign to explain the maritime industry to those who see only ships," said Rep. Walter B. Jones (D-N. C.), chairman of the House Merchant Marine and Fisheries Committee. In the House, Jones introduced a resolution calling for the removal of maritime issues from the agreement. It gathered 245 cosponsors. In the Senate, Sen. John Breaux (D-La.) introduced a similar measure which won several dozen cosponsors. The coalition sent several letters to politicians and others outlining why the agreement would hurt the maritime industry. It also expressed concerns to the administration and its trade experts. The two issues most heavily stressed by FTA opponents were that the headto-head competition between U.S. and Canadian ship operators would be unfair because of the heavily subsidized Canadian industry, and the defense role of the U .S.-flag fleet. ''The Canadians have an overwhelming competitive advantage because of the Canadian exchange rate, government health and pension ben- Marad Keeps RRF Authority Marad has won the right to maintain its control of the 86-ship Ready Reserve Fleet. · The agency had been involved in a dispute with the Military Sealift Command over the RRF. The future of its role as manager of the reserve fleet of merchant ships, including the 80-plus vessels in the Navy's high-readiness Ready Reserve All Ribbin' Aside. Leonard Earl Johnson, longtime SIU steward department member, won a spicy honor earlier this year when he was named a judge for the Chicago Tribune Ribfest 87. Johnson, from New Orleans, is currently sailing on the MN William Button. When not sailing, he works as a photographer, and his pictures have frequently appeared in galleries around the country and in the LOG. Fleet, was at stake in the Senate, but the agency won out. The action involved a decision by the Senate Appropriations Committee to tum back a Navy-inspired effort to complete a takeover of the Ready Reserve Fleet function. The committee assigned to Marad, beginning next fiscal year, the roughly $80 million needed to keep that fleet in readiness, rather than having the Navy reimburse Marad for its efforts. The committee did express concern that the costs of maintaining the fleet "are excessive," a Navy contention. But the committee suggested that because both Marad and Navy have been involved, there has been little incentive to cut costs. It is expected that the committee's report will conclude that ''the merging of the financial and administrative responsibilities will provide such an incentive.'' With the support of an appropriations subcommittee, the Navy also had pressed for manning the fleet's ships with naval reservists rather than civilian merchant crews. The full committee decided to direct the Navy to submit by May 1 a feasibility study on a plan giving the Naval Reserve responsibility. The committee said the study must "include steps to recruit the entire private-sector merchant manpower pool into the Naval Reserve, and that the manpower pool continue to be efits, faster depreciation tax schedules for vessels and numerous other forms of aid such as interest-free loans, grants and assistance for new facilities and equipment. If Canadian-flag vessels are allowed to penetrate future markets in U.S. domestic waterborne commerce, U .S.-flag vessel operations will entirely disappear,'' the coalition wrote. In addition to the competitive advantages the Canadians have, Canadian ships already carry about 90 percent of the bilateral trade on the Great Lakes. That country's Parliament is in the process ot tightening Canadian coastwise laws also. FTA opponents also pointed out that if the trade pact were approved with maritime provisions, other nations could be granted the same rights under Most Favored Nations trading pacts. ''The establishment of the Free Trade Area Agreement with Canada sets an extremely dangerous precedent that may result in the total collapse of the domestic U.S.-flag fleet. Other U.S. trading partners have the right, under existing treaties, to demand the same benefits granted to Canada. The combined political pressure of these nations, coupled with the benefits granted to Canada, could lead to the eventual demise of the U.S. merchant marine,'' the coalition wrote. In addition, Drozak pointed out in letters to congressional members that maritime provisions in the proposed pact could have a disastrous effect on the nation's defense posture. Both the "President's National Security Strategy", issued earlier this year, and the Merchant Marine Commission on Defense and National Security pointed to an alarming decrease in the number of ships, especially the number of qualified crewmembers in the U.S. merchant marine. ''Allowing Canadian operators to compete in America's domestic and reserved trades will decrease the demand for American seafarers and will only exacerbate this trend, damaging U.S. defense capabilities," Drozak said. It was the defense issue that seemed to gather more support for treaty opponents. ''We believe that a strong merchant marine and a national sealift capability are absolutely vital to our national defense. This is not some hackneyed sentiment. It expresses a sense of alarm over the decline of the U.S.-flag merchant marine and our ability to fulfill the responsibilities of a great power," Jones and Breaux wrote in a letter to The Journal of Commerce. "You simply do not make national security part of a trade agreement,'' they added. Breaux called the removal of the maritime provisions "a substantial victory . . . and a reiteration of the long standing position of this government to maintain its promotional programs that strengthen the merchant marine for its national defense role." First SMU Convention Delegates to the first convention of the Seafarers Maritime Union met at District 2' s training school in Dania, Fla. Nov: 24 and 25 to lay the foundation for a strong, new union to meet the challenges and opportunities of a changing maritime industry. ''The formation of the Seafarers Maritime Union marks a new beginning," said Frank Drozak, the newly-elected president of the SMU. "While there have been other topto-bottom organizations, this is the first time that licensed and unlicensed seamen have come together under one roof on equal terms." Also elected to office along with Drozak were Executive Vice President I Secretary - Treasurer Ray McKay and Vice Presidents Jerry Joseph and Red Campbell. Delegates to the convention reviewed the events that led to the formation of the new union, the most important of which has been the deterioration of the commercial sector. ''The maritime industry as we knew it is dead," said Ray McKay. ''Many large commercial operators used to the maximum extent practicable.'' Civilian mariners will continue, through Marad's general agency ar- still in business have made it known that they are thinking of reflagging. '' Developments over the past year have reinforced this trend. These include the inability of Congress to reform the liner subsidy program, events in the Persian Gulf, formation of top-to-bottom organizations by MEBA-1 and MM&P and the recent stock market crash, which has threatened. to dry up the few remaining sources of domestic capital for ship construction. On a more positive note, the delegates heard about the considerable progress that had been made in the areas of organizing, legal, servicing, manpower, training and new SMU benefit plans. ''This union represents a real opportunity for unlicensed seamen who like to think ahead, and who understand that the only new work being created in the maritime industry today is on military support vessels," Drozak said. Both Drozak and McKay stressed that SMU contracts will not supplant existing SIU or D-2 contracts. rangements with private operators, to man such vessels when activated until Congress evaluates the requested Navy plan, the committee added. December 1987 I LOG I 3 �A 1971 Predictwnfor Today The Stanwick Report: Manning Revolution This is the second in a series of commentaries on the evolving conditions in the U.S. maritime industry. We began last month with a report from President Drozak on the decline of America's industrial base, and the loss of focus on the need for a strong U.S. maritime capability, particularly during the seven years of the Reagan administration. * * * I N December 1971 a report was issued which proposed radical changes in manning requirements for U .S.-flag merchant ships. The report was prepared by the Stanwick Corporation at the request of the U.S. Maritime Administration's office of research and development and the U.S. Coast Guard's office of merchant marine safety. The purpose of the report was "to determine crew skills, manning, and training requirements to provide safe, efficient and economical operation of U .S.-ftag merchant ships;, in the near future (10 years). The bottom line of that report was that ''it is possible to operate present ships safely and efficiently with approximately 50 percent of present (1971) manning, i.e., present manning as required by union agreement or company policy.'' To put this report into perspective, manning scales under SIU Standard Agreements at that time called for 34 unlicensed crewmembers on standard dry cargo vessels, and crews of from 28 to 34 aboard tankers. While it is not possible to assess what direct influence the Stanwick Report has had on the changes that have taken place in manning requirements and training of merchant seamen, the fact is that many of that report's conclusions have come to pass, and some more of them are imminent. Here are excerpts of the "principal findings" of that section of the report dealing with Manning and Skill Requirements: • ''. . . Present manning and skills of modern cargo vessels do not match the functional requirements of high-speed, fast-turnaround operations; highly automated engineering plants, or sophisticated electronic equipment.'' • ''In general there is a shortage of personnel adequately skilled in the operation and maintenance of the more complex systems, and an excess of personnel with little or no technical skills. With minor changes in equipment and procedures, cross-utilization of personnel, upgrading of skills, and transfer of some functions ashore, it is possible to operate present (1971) ships safely and efficiently with approximately 50 percent of present manning ... '' • ·'Systems and equipment expected to be installed in ships during the next 10 years will be significantly more complex, sophisticated and automated than at present ... Such ships and systems, designed to be operated by smaller crews, require personnel with a high degree of technical skill and operating proficiency ... '' • "In general, engineering personnel are inadequately trained in the operation and maintenance of control systems for centralized control engineering plants, and in effective preventative maintenance ... '' • ''Much routine engineering preventative maintenance could be performed by shoreside personnel during in-port stays ... " • ''There are extensive duplications and overlaps of functions, as well as excessive idle time among members of the steward's department. Many functions performed by stewards aboard ship could be performed more efficiently and effectively ashore.'' • ''The present rigid shipboard departmental organization and restrictive work rules prevent effective use of available manpower. Crossutilization of personnel is one means to obtain more efficient use of shipboard personnel.'' (It is interesting to note that in the Nov. 1987 issue of FAIRPLAY, a respected maritime journal published in Great Britain, it was reported that a recent research study on Technology and Manning for Safe Ship Operations concluded that one of the most important manning issues to be addressed is ''Role Flexibility: the need to move away from the traditional departmental and rank divisions.") * * * The Stanwick Report addressed two integrally related aspects of manning: skills and training requirements, and implementation problems. The S.S. Steel Age was one of 14 break-bulk ships operated by Isthmian Steamship Co. in the 1940s and 1950s with an unlicensed SIU crew of 31 Seafarers. Isthmian is gone, and so are the "stick ships" and the ratings that were needed to sail and maintain them. Manning Scales/1968 Tanker (55,000 DWT) (30 Unlicensed) Dry Cargo/C-3 (34 Unlicensed) Bosun Carpenter Deck Maintenance (2) Able Seamen (6) Ordinary Seamen (3) Chief Electrician Second Electrician Engine Utility (2) Oilers (3) Firemen/ Watertenders (3) Wipers (2) Bosun AB Maintenance Able Seamen (6) Ordinary Seamen (3) Chief Cook Galley Utility Crew Pantry Saloon Pantry Chief Pumpman (2) Second Pumpman/ Engine Maint. Oilers (3) Firemen/ Watertenders (3) Wipers (2) Steward Steward Chief Steward Cook & Baker Crew Me~ Saloon Mess Engine Deck Engine Deck Chief Steward Cook/Baker Crew Mess Pantry Utility Chief Cook Galley Utility Saloon Mess BR BR It was in this skills section of the report that the most revolutionary manning concepts were put forth. A "new" unlicensed rating of Quartermaster would require training to operate radar, perform simple navigational functions, operate automated bridge helmsman's station, and related advanced technology bridge duties. Messmen would be required to act as linehandlers and bow lookout, and to learn and become proficient in nautical terminology, life-saving and firefighting apparatus and equipment procedures. Utilitymen, who would be upgraded messmen or other basic entry ratings, would be trained to act as lookout/helmsman, and would be required to have all able seaman and messman skills. In the engineroom, two "new" classifications are proposed: unlicensed engineer and maintenance technician. These seafarers would work wherever required to do engineering housekeeping and to perform preventative maintenance and repairs of marine mechanical, electrical, hydraulic and pneumatic equipment. The report observed that training would, of course, be a key requirement for implementing the proposed manning changes. The report called for an industry-wide approach to identify the training needs of the future and to coordinate training programs. The report said: ''The new skills and ratings proposed will require the establishment of new courses and curricula, as well as new licensing and certificating requirements by the U.S. Coast Guard." * * * Much of what was suggested in that report 16 years ago was anticipated by the Seafarers International Union. The emphasis on training and upgrading began 20 years ago with the establishment of the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. New courses to keep our membership abreast of technological advances were developed. The courses are being constantly evaluated, modified and improved to insure that our members are the most competently-trained seafarers anywhere. And, we are looking to the future to insure the continued job security of this membership. In the real world, jobs are changing, technology is advancing, new skills and new approaches are needed. More about this next month. December 1987 I LOG I 5 �Area Vice Presidents' Report Gulf Coast by V.P. Joe Sacco D ESPITE the upheaval in the tug and barge industry, we were able to negotiate a contract with Moran Towing which included increases in wages and benefits. A special vote of thanks to Dean Corgey for the role he played in these negotiations. Negotiations are presently under way for the following companies: Dixie Carriers, Orgulf and Delta Queen. Things look especially good for the Delta Queen. Shipping has picked up a bit in the Houston area. This is welcome news, especially since the near-depression in the oil industry has caused severe dislocations up and down the East Coast. The slowdown in the domestic oil industry has thrown a lot of non-union seamen out of work. They've travelled as far north as Baltimore and Delaware to get jobs for wages far below what is normally paid union members. This has given companies like McAllister and Curtis Bay an added weapon in their efforts to break tug and barge unions. Some of these nonunion people are even holed up in crimp joints in Lousiana. On a brighter note: I went with Dean Corgey and Vice President Red Campbell to inspect the Overseas Joyce, the new auto carrier which just made its maiden voyage. It is an incredible vessel. And the only reason we have it is because of the work that our Washington staff has done in exposing unfair trade. Toward the end of last month, I attended the first convention of the Seafarers Maritime Union. It was an historic occasion. For seamen who are interested in making a career onboard military vessels, SMU represents an important breakthrough. Not only do seamen sailing aboard these vessels have improved job security, but they can use the opportunity to get a license. is the instrument that governs wages, hours, working conditions and a host of other rules and regulations that apply to marine personnel. After religiously following their bible (CMPI) for lo these many years , MSCPAC and MSC Washington, D.C. have now begun to interpret their bible in their favor, regardless as to what is written. For instance, William H. Smith, SIU ship's chairman aboard the USNS Passumpsic, submitted a Premium Pay Dispute Claim in behalf of the entire crew, when they and a U.S. Navy ship's crew were confined to their ships for three days in Fremantle, Australia, by the Battle Group Commander. CMPI states in part, "Liberty may be restricted without premium pay where unsafe conditions exist,'' and outlines other restrictions where individuals are concerned. CMPI also states that the master will deny liberty without premium pay when Competent Port Authorities order the restriction of the crew. The argument here is whether a Battle Group Commander is competent port authority. COMSC Washington, D.C. concurs in the fact that a Battle Group Commander may be considered a competent port authority and then covers its tracks by going on to say that the CMPI is a guideline and, as such, may not encompass all situations. Therefore, what is already in the written text is open for wide interpretation. The final chapter of this story has not been written because the SIU intends to appeal to a higher authority. I must say that Bill Smith, ship's chairman, did an exceptional job in presenting his case. As if the federal government had not already confused the retirement issue for eligible federal and postal employees by advising and inviting them to switch from the Civil Service Retirement System to the Federal Employees Retirement System, the employees under CSRS are further confused by Alternative Forms of Annuities (AFA) for eligible CSRS employees who retire after June 5, 1986, with certain exceptions. The Federal Personnel Manual letter which explains the AFA in its entirety is printed in the Government Services Section of this month's LOG. Those members under the CSRS who are thinking of retiring soon should give careful study and consideration to the article. Government Services Great Lakes by V.P. Buck Mercer by V.P. Mike Sacco T HE Military Sealift Command has always faithfully followed the authority of their Civilian Marine Personnel Instruction book (CMPI), which 6 I LOG I December 1987 N ow that the Great Lakes shipping industry has all but shut down for the winter months, it is time to take stock of 1987. It was a difficult year for maritime workers, with one exception. And that exception is crucial, because it marks the single most important victory in the maritime industry since 1985, when the SIU and other maritime unions were able to save the Cargo Preference Act of 1954. Thanks to the hard work of such grassroots organizations as the Maritime Trades Department and the Great Lakes Task Force, the maritime provisions of the Canadian Free Trade Agreement have been dropped. I've discussed this issue at length in my previous columns. If you want to know all the details, just turn to the lead story in this paper. But the most important thing to remember is that we have been able to save the maritime industry from extinction. Since it took office seven years ago, the Reagan administration has dismantled or cut funding for every single maritime promotional program on the books. Yet what it was proposing in the Canadian Free Trade Agreement was something different. Things may be bad now, but if the agreement had been ratified with the maritime provisions intact, the maritime industry would have lost something more important than any one program. It would would have lost all hope for the future. Hope is what kept us going in the early days of this Union, and it is what keeps us going today. Our absolute belief that we can ultimately improve the wages and working conditions of our members is what has enabled us to make the difficult choices about staying alive. Simply put, this Union is not willing to die. We believe that if we keep our members informed, if we communicate, then we can avoid what happened to the NMU. And the record is strong in this regard. By not relying on one company to provide the totality of our members' job security, or to put it differently, by not putting all our eggs in one basket, we are in a good position to weather out this storm. The record bears us out. I and other officials of this Union have often repeated these numbers: during a time when the maritime industry has declined by more than one-third, the SIU has been able to sign up 58 new vessels representing more than 700 new jobs. Let me repeat it-58 new vessels, 700 new jobs. And not just any jobs, but jobs that will enable out members to upgrade into licensed positions. Jobs with futures. It is true that jobs onboard military vessels do not pay as much as SeaLand vessels. But anyone who wants to make a career in the maritime industry has to realize that there is no real future in commercial work. In order to remain competitive, Sea-Land is going to have to modernize its fleet. Every new vessel that it is able to build (and it is not certain that it can or will build new vessels under the American flag) means that two or three existing ships will be put out of business. I know it is hard for many of our members to think about the maritime industry in these terms. And if I were shipping on a Sea-Land vessel today, I guess that I would be reluctant to go after this military work. Sea-Land jobs seem secure. They pay well. You don't have to take the time to upgrade. Why bother? Let me put it another way. No one likes to think about his own death. But any married man or woman knows that if you don't think about it, if you don't buy life insurance and plan for your family's future, then you are a fool. By the same token, the maritime industry is sick, maybe terminal, and we have to think about the future. Your future. ~ East Coast by V.P. Leon Hall B ALTIMORE, Philadelphia and Norfolk, three of our leading East Coast ports, were recently rocked by bitter strikes. President Drozak discusses the issues in detail in this month's President's Report. The problems that we have experienced with McAllister and Curtis Bay are part of a larger problem which threatens all labor unions and, I believe, the entire American economy. For one thing, a growing number of companies are trying to sabotage the labor laws of this country. They have hired high-priced labor lawyers to muck up negotiations. In effect, these people are being paid millions of dollars to make sure that the process does not work. It no longer is possible for American labor unions to get a fair hearing at the NLRB. At the bottom, this is a political issue. At the very least, American workers have to elect an administration that is not willing to let the NLRB become a mouthpiece for American conglomerates. This breakdown in managementlabor relations first became apparent in 1978 when a number of transportation companies, including American Commercial Barge Lines and Texas Air, started to challenge the whole concept of hiring halls. Deregulation had created a new climate in the transportation industry. · So did the rise in the number .of hostile takeovers. More and more, companies, hardpressed for cash, saw pension funds as potential company assets. By breaking the unions (be they maritime, rail, trucking or air), they would be able to establish their own single-employer pension plans, which were far less secure than multi-employer union plans. For instance, several thousand single-employer plans filed for bankruptcy between 1975 and 1978. During that same time, not one multi-employer plan went under. For SIU members, these issues did not reach a critical point until 1984, when SONAT Marine unilaterally declared the captains, chief engineers, mates and barge captains under con(Continued on Page 20.) �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. profiles Rep. Louise Slaughter Sen. Bob Graham T F he 30th district of New York includes the northwestern quarter of Rochester and a portion of the city east of the Genesee River. It is from this predominantly Republican area that Louise M. Slaughter (D-N.Y.) upset a one-term incumbent in her race for the U.S. House of Representatives. Slaughter was one of only five challengers, nationwide, to defeat an incumbent in 1986, and the only woman to do so. A native of Harlan County, Ky., the congresswoman holds a B. S. in bacteriology and an M.S. in public health from the University of Kentucky. One of her first political encounters was leading a neighborhood environmental fight to save a stand of rare native trees of environmental significance. Her interest in this sparked her political career. In 1975 Slaughter ran for the Monroe County Legislature, defeating a multiterm incumbent, and was easily reelected in 1977. While a member of the County Legislature, she also served as the regional coordinator for the Department of State under then-Secretary of State Mario Cuomo. In 1978 she managed Cuomo' s upstate campaign for lieutenant governor and, after a successful race , coordinated the e ·e ant vem r' upstate regional office. Congresswoman Slaughter ran for the New York State Assembly's 130th District in 1982 and was re-elected in 1984 with 55 percent of the vote, once again upsetting an incumbent. During her terms in the state assembly, Slaughter generated legislation on a number of issues. She was the chair of the subcommittee on Enterpreneurship, Employee Ownership and Family Owned Business. She sponsored legislation that cut excess regulation of small business and was the prime sponsor of the sunshine law on liability insurance. She also chaired the Committee of Overcrowding in New York's detention facilities and Rep. Louise Slaughter was a strong advocate of senior citizens. Slaughter, presently the only woman in the New York congressional delegation, has already made her mark in the lOOth Congress. She is one of three freshmen who have been appointed to a Majority Whip at Large position by the House leadership. Members of the Whip organization work closely with the Speaker of the House and the Majority Whip to establish legislative priorities and to build support among their colleagues. Slaughter was instrumental in supporting legislation to address the seriously deteriorating service that airline passengers have been encountering. The bill requires the Department of Transportation to publish a monthly report outlining each airline 's performance record, including information on delayed flights, lost or damaged luggage, canceled flights, overbookings and other passenger complaints. She also co-sponsored a bill that significantly strengthens taxpayer assistance resources within the Internal Revenue Service and introduced a bill that would help many older Americans throughout the country. Congresswoman Slaughter sits on the Public Works and Transportation Committee and is a member of the Governmental Operations Committee. She also has been appointed by the Speaker of the House to the Select Committee on Aging. lorida, the nation's fifth most populous state, has been skillful in promoting itself as a mainland paradise-and its booming growth rate testifies to that. Retirees, high-tech manufacturers, the phosphate mining industry, Hispanics, citrus agribusinesses, the tourism industry, boosters of the fast-growing cities and the defenders of the rural Panhandle all bid for influence in a state where roughly 300,000 new residents are added each year. Sen. Bob Graham (D-Fla.) knows about Florida firsthand, having served in the Florida House of Representatives, the Florida Senate and then as 38th governor of the state. Graham comes from a family of Florida pioneers and gr~duated from Miami High School. He received a bachelor's degree from the University of Florida and a doctor of law degree from Harvard Law School. The senator was elected to the Florida House of Representatives in 1966 and to the Florida Senate in 1970. As a legislator, Graham was a pioneer in support for improved education and authored or helped write almost all of the state's current environmental laws. He also focused on more adequate services for the elderly and community health programs. As governor of Florida, Graham showed strong leadership in times of unprecedented crises such as the massive Cuban-Haitian influx of 1980. Enforcement of the law was a priority for the governor. He focused on Sen. Bob Graham the need to reduce the overall crime rate and to provide additional resources throughout the criminal justice system. And because of the state's unique vulnerability to illegal drug smuggling and immigration, he advocated a strong federal role in fighting crime in Florida. Elected to the governorship in 1978 and re-elected in 1982, Graham was ineligible to seek re-election in 1986. Instead, he challenged GOP Sen. Paula Hawkins for a U.S. Senate seat-and won. In the Senate, Graham co-sponsored the Graham-Wirth bill (S.1891) Nov. 20, dealing with the financial services oversight commission. Of special interest to SIU members is the fact that the senator serves on the Veterans Affairs Committee and could be a strong ally for us there. He also is on the Banking, Housing and Urban Affairs Committee and the Environment and Public Works Committee. Onboard the USNS Wyman Washington Report (Continued from Page 24.) Cash Transfer Congress and the administration are once again examining certain aspects of this nation's cargo preference laws. The Maritime Administration is considering cutting subsidy payments to U.S.-flag vessels that haul cargo purchased by foreign governments using cash grants provided under the U.S. foreign aid program. Marad' s announcement came nearly one month after the House adopted an amendment offered by Rep. Robert Torricelli (D-N .J .), which would require countries receiving U.S. financial aid to purchase U.S. products and to apply U.S.-flag preference rules for half of those shipments. While the SIU lobbied very hard for passage of the Torricelli amendment, the amendment was weakened when agricultural commodities were exempted from its provisions. Debasement of this nation's cargo preference laws has been a problem with the present administration, as it has looked for ways around existing laws. For example, Marad has a policy against paying subsidies on U.S. government-generated cargoes which by law must be moved on U.S.-flag vessels. The SIU steward department onboard the Wyman (T-AGS 34) is " ... proud of the work we do," said Chief Steward Mark Skidmore. Pictured above (I. to r.) somewhere near the equator in the Pacific are: (back row) SIA Jimmie Cooper, Cook/Baker Rock Young, SIA Bill Beir, SIA George Tatum and SIA Michael Pooler; (front row) Chief Cook Jesus Laxamana, 3rd Cook Alum Mak, SIA Greg Connite and SIA Simerjo Arana. December 1987 I LOG I 7 �SIU Crews New Commuter Ferry Service One of the brightest spots on New York's glittering skyline is ARCORP, the newly-organized SIU company which carries commuters from Weehauken, N.J. to Manhattan. ARCORP revives an old conceptcommuter ferries-and makes it profitable, thanks to the hard work and dedication of its SIU crews. The company is doing so well that it was recently written up in The Journal of Commerce. "From 110 passengers the first day, the (new) line has grown to more than 2,500 a day," said the Journal. Instead of having to pay for parking (which in New York can run $20 a day) or riding to Manhattan in a crowded bus, commuters can ride in comfort and experience one of the world's truly beautiful sights: the New York City skyline. "I don't know what I did before this service opened," said one commuter. "Suffer, I guess." ARCORP has revived the ferry business in the New York area. ~ Hank Rostek was with the SIU from the beginning. He provides customers with information about monthly commuting rates. SIU shore gang member John Alberti, left, greets Phil Treboe. Hey good looking! Where'd you get the shades? Earl Sandwick commands the ferry! 8 I LOG I December 1987 Three good SIU members: Bob Alburtis, Bill Curran and Bob Tovay. Phil Treboe unlashes the gate after a pleasant and quick commute across the Hudson. �Baltimore and Philly Contracts Signed Curtis Bay Boatmen Strikes End in Two Ports A bitter six-week strike against Curtis Bay Towing in Baltimore and Philadelphia came to an end late last month. But its after-shocks are still rumbling through the ports and the SIU. In Baltimore, strikers refused to return to work under a contract negotiated by the Union in their behalf. When they did not return to work, they were permanently replaced. They then filed an NLRB complaint against the SIU. In Philadelphia, striking boatmen did return to their jobs under a contract hammered out by the Union and the company. But they, too, filed suit against the Union. The strike against Curtis Bay continues in Norfolk. But last month the company issued an unexpected ultimatum to the strikers there: "Return to work or be permanently replaced." The surprise demand was turned down, and the company kept its word-the 56 strikers lost their jobs. "It is clear that under the present circumstances, continued strike activity will not accomplish any of our goals,'' wrote SIU Vice President Angus "Red" Campbell in a letter to Curtis Bay strikers in Baltimore. In all three ports, Curtis Bay continued to operate its tugs during the strike with scab crews, mostly unemployed boatmen from the depressed Gulf Coast. In addition, legal restrictions prevented any organized attempts to shut down entire ports. The Coast Guard did little to respond to safety and licensing complaints. After replacing its Norfolk workers, Curtis Bay threatened to do the same in the other ports. ''Taking all of this into account, the Executive Board of the Seafarers International Union, AGLIWD, directed the top officers of the Union to attempt to re-open negotiations in hope of resolving the existing dispute. This was done and the Union was able to negotiate an agreement that is substantially better than the company's last offer. In an effort to preserve the remaining union jobs in this industry and in the best interests of the membership of this Union, the Executive Board decided that this agreement should be signed," Campbell wrote. Under the provisions of the SIU Constitution, such action is valid. But the striking boatmen in Baltimore were unhappy with the contract and upset with the action. They refused to return to work and forfeited their jobs. ''This was not an easy decision to make," SIU President Frank Drozak said. ''But to put it simply, we were getting beaten. In order to preserve our presence in those ports and to keep union jobs on those boats, I did what was necessary and negotiated and signed a contract in the best interests of the Union and the membership," he said. Drozak said he understood the disappointment felt by the striking boatmen, but he hoped that situation could be resolved. In the meantime, crews for McAllister Brothers Towing in those ports remained on strike awaiting action from the NLRB on the Union's unfair labor practice charges. In a related development in Philadelphia and Baltimore, the SIU filed an NLRB complaint against Curtis Bay over the status of captains and docking pilots. The company claims they are supervisory personnel and not covered by the contract. The Union contends they are members of the bargaining unit. In Memoriam The foil owing Inland members passed away this year. FEBRUARY David C. Beab ey APRIL William L. Caulk Roy A. Schmidt MAY Joseph F. Flynn Luther 0. Harris Joseph R. Pearson JUNE Curl T. Banks William Blanchard Thomas Hingle William P. O'Oonoghue Victor M. Ortiz Blain S. Rowe John Viera Elbert Welch JULY Herbert M. Bernhard Andrew Carich Harry J. Farnsworth AUGUST Arcadio Alverado SEPTEMBER Raymond J. Cocek Kenneth Rowland OCTOBER Joseph Hebert Elias W. Landrum Herbert V. Olson Donald J. Schulingkamp John G. Sheppard Dispatchers Report for Inland Waters NOVEMBER 1-30, 1987 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 ........................... Port New York ..................... ... . Philadelphia Baltimore ......................... Norfolk ......... . ...... . . ....... . Mobile ........................... New Orleans . . . . . . . . . . . . . . . . . . . . . . . Jacksonville .... .......... .... . ... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington .................. .... .. Seattle ........................... Puerto Rico ..... ..... . ... ........ . Houston ... .... .... ... .. .......... Algonac .... ... ..... . ... .... .. .... St. Louis ................ ... ..... . Piney Point .................... .... Totals ..... .... ... ............... • NOVEMBER John B. August Charles C. Miller Sr. John Rowe The following Great Lakes members have p~ away. Peter J. Brisick Guy Herbert Jeffrey A. Derricks Patrick J. Moran John Palmer Angelo Simone Robert W. Smith Paul Stepan Gloucester Fishermen Joseph Viator *TOTAL REGISTERED All Groups Class A Class B Class C • 0 0 I I 0 I I 0 0 0 I I 0 ff O O I O t O Totals All Departments ......... ....... 0 0 6 55 1 1 0 2 0 0 0 12 0 0 77 0 0 0 18 0 0 0 0 0 14 0 1 0 7 0 0 0 6 3 0 31 0 0 0 8 0 0 0 3 0 0 0 0 0 18 17 4 0 0 0 2 1 28 0 0 55 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 24 11 0 0 0 0 0 0 0 0 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 17 0 0 10 0 0 0 0 0 0 0 0 118 52 28 4 1 0 0 0 4 DECK DEPARTMENT 0 0 0 0 6 0 28 10 1 0 1 0 NOT AVAILABLE 0 0 13 0 0 0 0 0 3 0 0 0 0 0 0 0 6 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 0 7 31 ENGINE DEPARTMENT 0 0 0 0 0 0 9 5 0 0 1 0 NOT AVAILABLE 0 0 0 0 0 0 0 0 0 0 6 2 0 0 0 0 15 8 STEWARD DEPARTMENT 0 0 0 0 0 0 8 3 0 0 0 0 NOT AVAILABLE 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 10 5 80 44 0 0 0 0 0 0 0 15 0 0 5 0 0 0 **REGISTERED ON BEACH All Groups Class A Class 8 Class C 0 0 4 69 1 2 0 48 0 0 2 21 2 0 0 0 0 27 0 0 0 15 0 0 3 11 4 0 20 149 60 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 28 0 0 0 21 0 0 1 17 18 0 1 0 0 0 0 0 0 0 0 0 0 3 0 4 2 9 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 1 0 5 2 0 0 67 33 3 0 0 0 0 0 0 0 0 0 0 0 0 8 0 0 18 0 1 0 41 49 0 0 0 0 0 0 0 0 0 20 257 142 12 0 0 0 0 0 0 0 0 0 29 0 0 0 4 0 0 0 27 0 0 0 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. December 1987 I LOG I 9 �A 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 Seatare rs 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. 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 Seafare rs 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 10 I LOG I December 1987 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 Seatare rs 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. 94 701 , 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. �coast ouarct Licensin ~~. . . .~r.'" A New Vear Brings New Regulations by Carla Tomaszewski he U.S. Coast Guard has announced its most sweeping licensing rules revisions in 40 years. The rule-changing process took six years, involving 30 public meetings around the country which elicited over 13,000 comments. By revising the licensing rules and the deck and engine license structure, the Coast Guard aims to simplify the entire licensing procedure and make it easier for mariners to move from one industry to another within the marine field as their careers evelop. Over I 00 licenses previously offered have been reduced to 46. T The most notable change to the Coast Guard's licensing system is to the license structure itself. Upper level licenses have undergone the least amount of change. However, no longer is there a provision for an original second mate or second assistant engineer's license. Additionally, beginning Oct. 1, 1988, completion of an approved radar observer course and qualifications as an able seaman are required to obtain a master or mate license with a tonnage of above 200 gross tons. The lower level deck licenses have had all trade restrictions removed, and are now limited only as to grade, waters and tonnage. Two grades are available, master or mate. The waters available are; oceans, near coastal (200 miles off shore), Great Lakes and inland, or inland. The lower level engineer licenses available are: chief engineer (limited oceans), chief engineer (limited nearcoastal), assistant engineer (limited oceans), designated duty engineer (DDE) of any horsepower, DDE of not more than 4,000 hp., and DDE of not more than 1,000 hp. Provision has been made in the regulations for a mariner to pursue a career path from a limited to an unlimited license. Eliminated are licenses as master, mate, or engineer of uninspected vessels, however, these licenses are retained for those grades on uninspected fishing industry vessels. Licenses for oceans or near coastal service have been divided into three gross tonnage ranges; 1600, 500, or not more than 200. Licenses for Great Lakes and inland service have been divided into two gross tonnage ranges; 1600, and not more than 200. Those licenses of not more than 200 gross tons are granted in 50-ton increments based upon the qualifying service. In addition, the licenses as operator or second class operator of uninspected towing vessels, and operator of uninspected small passenger vessels have been retained. There are five routes provided for the operator of uninspected towing vessels (OUJ'V). They are oceans (domestic), near-coastal, Great Lakes and inland, Western Rivers, or limited local area. The oceans (domestic) route would permit service between Alaska, Hawaii, Puerto Rico, and the Continental U.S. An individual holding a license as OUTV, oceans will be permitted to retain that license upon renewal, but is encouraged to obtain a master oceans not more than 200 gross tons license to avoid potential difficulties when calling at foreign ports. Beginning Oct. I, 1988, individuals using military sea service to qualify for a license will be required to satisfy --. the recency requirements, i.e., three months service within the last three years. In summation, the Coast Guard has accomplished a number of goals with this revision of the licensing regulations. The regulations themselves are simplified, making them easier for the mariner to read and understand. Extensive use of tables and flow diagrams make it easier to determine license requirements, examination subjects, and available career patterns. The new regulations make provision for technological advances in the marine field. For example, provision is made for designated duty engineers who would serve on automated vessels which do not require a continually manned engine room. Finally, the regulations have been brought into compliance with internationally recognized standards. By using a licensing system which meets the standards of the International Convention on the Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, the qualifications of U.S. mariners will be readily accepted when operating in a foreign nation's waters. December 1987 I LOG I 11 �Helpful Hints When Renewing Your License 1. The process of renewing your license can be completed by mail. There is no need to come to our office. Call the Regional Examination Center (REC) at USCG Marine Safety Office Baltimore, Md. (301-962-5140) and ask that the appropriate renewal packet be sent to you. 2. Dealing with the application: a) After you complete the blocks dealing with your license, criminal, and narcotics records, initial the blocks by your corresponding answers. b) Sign the application in the block where it states that you certify that all the information you gave on the application is true, etc. c) Notarize the application upon completion. 3. You must submit proof that you are a U.S. citizen, if it is not already indicated on your license. An original or notarized copy of one of the following forms of identification will suffice: a) b) c) d) e) Birth Certificate U.S. Passport Certificate of Naturalization Baptismal Certificate Any other method listed in 46 CFR 10.02-5 (c) 4. Physical requirements: a) Pilots need a complete physical. b) All other license holders need to submit the following statement in writing, sign it, and have it notarized: "I have no known physical incapacity that would prevent me from performing my duties at sea.'' 5. After you complete a color vision test, ensure the doctor lists your name, the test results, and the test used on an official form or the doctor's letterhead paper. 6. Recency requirements: a) All license holders must give evidence, such as a discharge or letter from an employer, of having worked in the marine industry for some period within the last three years. b) Pilots need a signed and notarized statement that they have made at least one round trip on each route of their license in the last 60 months; or they have reviewed the appropriate navigation charts, Coast Pilots, Tide and Current Tables, Local No- U.S. Department of Transportation United States Coast Guard RATINC ELICIBILITY: FIREMAN/WATERTENDER, OILER (FOWT) Eligibility All applicants for endorsement as fireman/watertender and oiler must have discharges showing six (6) months seatime as wiper. Any graduate of the Seafarers Harry Lundeberg School entry rating program at Piney Point can qualify after three (3) months seatime as wiper. QUALIFIED MEMBER OF THE ENGINE DEPARTMENT (QMED) Eligibility All applicants must hold an endorsement as FOWT and have a minimum of six months seatime in a rating, i.e., 6 months Fireman or 6 months Oiler time. THIRD ASSISTANT ENGINEER AND ORIGINAL SECOND ASSISTANT ENGINEER STEAM OR MOTOR Eligibility All applicants must have three (3) years seatime in the engine department of motor or steam vessels one-third of this required service may have been on steam vessels; two (2) years and six (6) months of which must have been as a qualified member of the engine department, one (I) year and six (6) months of which must have been as Oiler or Junior Engineer on motor vessels. To be eligible for the Original Second Assistant Engineer license, applicants must have five (5) years of service in the engine department, three (3) years of which must be watchstanding. 12 I LOG I December 1987 tices to Mariners, etc., for their specific pilotage routes, within 90 days preceding the period for renewals. ··:-. .. ,,., ,. · 7. 46 CFR 157.20-32 requires anyone who operates an inspected vessel over 300 gross tons to have a current radar endorsement on his/her license. You can obtain this endorsement by submitting proof to the REC of having passed a Coast Guard approved radar course. ~NOTlrE uc~nsed Mates · lJ ro & Engineers Effective Dec. I, 1987, new Coast Guard regulations go into effect regarding license renewal. -In order to renew a license, the applicant will be requested to: present evidence of at least one year of sea service during the past five years; OR pass a comprehensive open-book exercise covering the general subject matter required of the license; OR complete an approved refresher training course-; OR present evidence of employment in a closely related industry for three of the last five years. -The license holder must present a valid certificate of completion of a CPR course. -Applicant must take a physical or have had one within the past three years; OR -All applicants for an original license will be required to submit evidence of having completed an approved first aid course. Also, effective October 1, 1988, evidence of completion of an approved firefighting course will be required for all original licenses, upgrade of licenses, and license renewals. For those persons needing to certify or recertify in CPR, the SHLSS will schedule CPR classes during the year to satisfy those needs. Also, a firefighting course will be made available next year to meet the Oct. 1, 1988 deadline. NOTE: The third/second mate and engineers courses include CPR, firefighting and first aid in the course schedule. Name Soc. Sec. # _ _ __ _ _ Address Phone # _ _ _ _ _ _ __ License held _ _ _ _ _ _ _ _ _ _ _ _ Date of issue _ _ _ _ __ Course needed: CPR D First aid D Firefighting * Send completed form to Admissions Dept.-SHLSS, Piney Point, MD. 20674. D �our Canadian Brothers & Sisters at Piney Point™ .... In November, Canadian SIU officials visited the SHLSS Manpower Office. They are (I. tor.) Roman Gralewicz(Pres., SIU Canada), Richard Thomasson (STI), Alana Willcocky (Data Processing CLC & STI), Ken Conklin (SHLSS Commandant), George Miller (V.P. Canadian Lake Carriers) . .... Canadian Machinists Left to Right: Roger Marquis, Andrey Vlasov, Gary Coady. 2nd Row: Rene Cardin, Ray C. Rideout, Dilbabar Singh. .... Canadian Stewards L to R Front Row: Louise Letourneau, Judy Maxwell, Alexander Edwards, John Dunn-Hill.2nd Row: Paula Smith, Louise Karlsbad, Sue Bissonnette. 3rd Row: Douglas Eaton, Marion MacDonald, Jim King, Catherine Suligoj. <111111 Canadian AB's Left to Right, Front Row: Robert J. Robb, Samuel J. Potter, David Specht, Claude Brosseau. 2nd Row: Lawrence A. Keating, D. Allen Gunderson, Ernest Rose, Laurie Simm, Claude Durand. SHLSSCourseO~duates ~ '4@12;i1·~ Diesel Engine Deck 11/18/87 From front Left to Right: Alfredo Gonzalez, Randy McKinzie, Michael Weaver, Eric Malzkuhn, Ralph Thomas, Larry Clement, Alberto Aquiar, Rene Vazquez, Rene Rosario, Richard Risbeck. Able Seamen 10/22/87 1st Row L to R: Luther Wells, Jose Caballero, Rudy Cox, Dean Chappas, Martin Rosen. 2nd Row: Andrew Pierros, Mark Griffin, Abdul Hamiel, Larry R. Viola, Regina Ewing, G.T. MilaboJr., Stephen Johnson, Woodrow Shelton, Jake Karaczynski (Instructor). 3rd Row: Steve Baker, Kerry Wright, Karl Williamson, Laurence Milier, Jack Ullyot II. Lifeboat 10/24/87 L to R: Patrick Briggs, Noreen Sullivan, Christie Etie, Cara J. Stinson, James A. Thomas, Silvestre Bonzolan. 2nd Row: Ben Cusic (Instructor), Al Carpenter, Mari Lasagna-Short, Jerome A. Johnson, Scott Nelson, J.P. Murray, Dana Naze. Sealift 11/10/87 Front Row L to R: Shawn Murray, Dean Chappas, Larry R. Viola. 2nd Row L to R: Donna Jean Clemons, Laurence Miller, Jose Caballero, Martin Rosen, Steve Baker, Harry Alonzi (Instructor), Stephen Johnson. Sealift 10/30/87 L to R 1st Row: Alex M. Lee, Karreem Allah, Susan Ponti, Ida Prange. 2nd Row L to R: Steve DuPre, Kerry Wright, Mike Curtis, Harry Alonzi (Instructor). Bosun Recert. 10/29/87 1st Row L to R: Larry Kunc, Luis Perez, Terry Murphy, Steve Parr. 2nd Row: Mark Davis, Joseph Moore, Shawn Evans, Elex Cary, William Dawson. Recertified Stewards 11/18/87 1st Row L to R: Larry Lightfoot, Joe Johnson, Maunakea Wilson. 2nd Row: Jose Rivera, Aubrey Gething, Jose "Pepe" Bayani, Gerald McEwen, Dave Cunningham, Willie Harris. Not shown: Doyle Cornelius. Lifeboat 11/23/87 L to R: Ben Cusic (Instructor), Paul Skaar, Tony Miles. Towboat Operators Class 10/22/87 1st Row L to R: John Biegalski, Preston Bertrand, Mark Ross. 2nd Row: David Abell, JohnD. Kolwe, Skip Walsh, Tim Brown (Instructor). ./·- December 1987 I LOG I 13 �1 Upgr di Course Schedule Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry January - June 1988 The following is the current course schedule for January 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as pomble. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Adult Education Courses Check-In Completion Course Date 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: High School Equivalency (GED) January 4 February 29 May 2 July 5 August 29 October 31 February 15 April 11 June 13 August 15 October 10 December 12 Adult Basic Education (ABE) & English as a Second Language (ESL) January 4 February 29 May2 July 5 August 29 October 31 February 12 Aprll9 June 10 August 13 October 7 December 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) April 11 April 15 (Offered prior to the Third Mate & Original Second Mates Course) ABE/ESL Lifeboat Preparation Course ..... February 15 June 6 The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Steward Upgrading Courses Check-In Date Course Completion Date Assistant Cook Open-ended (Contact Admissions Office tor starting date)* Cook and Baker Open-ended (Contact Admissions Office tor 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 Seallft tamlllarlzation at the end of their regular course. Deck Upgrading Courses Course Check-In Date Completion Date Towboat Operator January 4 February 26 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 February 29 June 27 April 1 July 29 Radar Aprll4 April15 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) Third Mate & Original Second Mate April 18 Lifeboat January 11 February 8 Seallft Operations & Malnt. LNG - Self Study Safety Course June 24 January 22 February 19 Ma~h7 Maroh18 Aprll4 April15 May2 May13 May30 June10 June 27 July 1 Open-ended (Contact Admissions Office for starting date) (This course is not ottered as a separate course, but may be taken while attending any of the regularly scheduled courses.) *Upon completion of course must take Seallft Operations & Maintenance. 14 I LOG I December 1987 March 4 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 January 11 March 21 May 23 August 8 October 17 Completion Date March 4 May 13 July 15 September 30 December 9 Engine Upgrading Courses Course Conveyorman QMED *Sealift Operations & Maint. QMED *Sea lift Operations & Ma int. Marine Electrical Maint. * Sealift Operations & Maint. Refrtgeration Systems Malnt. & Operatiol as *Sea lift Operations & Maint. Pumproom Maint. & Operations * Sealift Operations & Maint. Pumproom Malnt. & Operations *Sealift Operations & Maint. Refrigerated Containers-Advn:ed Mainl *Sealift Operations & Maint. Variable Speed DC Drives * Sealift Operations & Maint. Welding Sealift Operations & Maint. Welding •Sea lift Operations & Maint. Diesel Engine Technology *Sealift Operations & Maint. Electro-Hydraulic Systems *Sealift Operations & Maint. Hydraulics *Sealift Operations & Maint. Check-In Date January 4 January 4 March 28 April 4 July 5 January 4 February 29 January ·11 February 22 February 1 March 14 March 21 May2 February 22 April 4 March 14 April 25 March 14 April 11 April 18 May 16 April 18 May 30 May 9 June 20 June 6 July 5 Completion Date January 29 March 24 April 8 June 23 July 15 February 26 March 11 February 19 March 4 March 11 March 25 April 29 May 13 April 1 April 15 April 22 May6 April 8 April 22 May 13 May27 May 27 June 10 June 17 July 1 July 1 July 15 •All students in the Engine Department wlll have 2 weeks of Seallft Familiarization at the end of their regular course. �ii----------.. . . ---------,....,-...---...--------~~------ - - - Apply Now for an SH LSS Upgrading Course .......................................................................................................................................... Seat are rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) Date of Birth (Middle) Address Mo./Day/Year (Street) (City) (State) Deep Sea Member D Telephone (Zip Code) tnland Waters Member 0 (Area Code) Lakes Member D Pacific D If the following information is not filled out completely your application will not be processed. Book#_ _ _ _ __ Seniority______ Department _ _ _ _ __ Social Security# Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Veteran of U.S. Armed Forces D Yes D No Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _______ to (dates attended) No 0 (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training _ _ _ _ _ __ ____ Primary Language Spoken _ _ _ _ _ _ _ _ _ __ I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK ENGINE 0 AB/Seallft D Towboat Operator Inland D Celestial Navigation o Master Inspected Towing Vessel o 1st Class Piiot (organized self study) D Third Mate 0 Radar Observer Unlimited D FOWT D QMED-Any Rating 0 Variable Speed DC Drive Systems o D 0 D ALL DEPARTMENTS O Welding O O D Lifeboatmen (Must be taken with another course) 0 D No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD 0 D (Marine Electronics) Marine Electrical Maintenance Pumproom Maintenance fr Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engine Technology Assistant Engineer/Chief Engineer Un Inspected Motor Vessel Orglnal 3rd/2nd Assistant Engineer Steam or Motor Ref rlgerated Containers Advanced Maintenance Hydraulics Electro-Hydraulic Systems D Assistant Cook Utility D Cook and Baker o Chief Cook 0 Chief Steward 0 Towboat Inland Cook COLLEGE PROGRAM D Associates In Arts Degree D Certificate Programs ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) 0 ABE/ESL lifeboat Preparation You must list, or supply evidence of, sufficient time to qualify yourself for the course(s) you are requesting. A COPY of your clinic card must be submitted with this application. The Admissions Office WILL NOT schedule until this is received. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~---~---DATE~~~~~-~~~~~~----­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 December 1987 I LOG I 15 - �Alternative Forms of Annuities All members under the Civil Service Retirement System who are thinking of retiring soon should give careful study and consideration to this section of the Federal Personnel Manual which explains the alternative forms of annuities in its entirety. A. INTRODUCTION 1. The Federal Employees' Retirement System Act of 1986 includes a significant amendment to the retirement law which applies to certain employees who retire under the Civil Service Retirement System (CSRS). Those employees can now elect, when they retire, to withdraw their retirement contributions and receive a reduced annuity (including a survivorship option), instead of the annuity which they would otherwise receive. 2. This letter explains how this new provision, entitled "Alternative Forms of Annuities" (AFA), will work. Agencies must counsel those current employees who are eligible to elect the new benefits. Employees who have already retired, and who are eligible to elect AFA, will be contacted by OPM. B. ELIGIBILITY I. Employees who retire under any provision of CSRS, except disability, and whose annuity entitlement commences after June 5, 1986 may elect AFA, with the following exceptions: a. An employee who, at time of retirement, has a former spouse who is entitled by court order to a survivor annuity or a portion of the employee's annuity may not elect AFA, regardless of when the marriage ended. b. A married employee may not elect AF A unless the employee's spouse spe- cifically consents to the election . 2. OPM may waive the spousal consent requirement if the employee can presenta. a judicial determination that the whereabouts of the current spouse are unknown; or b. affidavits from the employee and two other persons acquainted with the spouse, at least one of whom is not related to the employee, stating that the current spouse's whereabouts cannot be determined and detailing all efforts to locate the spouse. Secondary evidence such as copies of the employee's separately filed tax returns should also be submitted; or c. a judicial determination that spousal consent is not required based on exceptional circumstances. C. SURVIVOR BENEFITS I. Employees who elect AF A are eligible to make the ame survivor elections as those who do not. 2. The same post-retirement rights and obligations (ir,cluding court-ordered former spouse benefits when a marriage ends after retirement) apply to those who elect AF A as to those who do not. 3. The amounts of survivor annuity payable to widows, widowers, former spouses, children, and insurable interest designees will be exactly the same as those payable to survivors of employees who do not elect AFA. D. COMPUTATION OF THE ALTERNATIVE FORM OF ANNUITY 1. Employees who elect AF A will re- ceivea. payment of their lump-sum credit consisting of all unrefunded retirement deductions, service credit deposits, and interest on any unrefunded deductions and deposits made before 1957; and b. a monthly benefit. 2. The monthly benefit is derived by first computing the monthly rate that would have been payable, including all applicable reductions, had the employee not elected AF A, and then reducing that rate by an amount equal to the employee's lump-sum credit divided by an actuarial factor for the employee's attained age (in full years) at the time of retirement. (See attachment for table of factors.) 3. Example: An employee is age 62 at the time of retirement and has a total lumpsum credit of $20,000. Assume the employee's beginning rate of annuity would be $1,000 a month if AFA is not elected. If the employee elects AFA, that beginning rate would be $895 a month, calculated as follows: a. $20,000 divided by b. 191.7 (from factor table), equals c. $105 (rounded up), subtracted from $1,000, equals d. $895 Note: All COLA's subsequent to retirement are applied to the AF A-reduced rate. E. AGENCY COUNSELING I. Each employee who is eligible to elect AFA will be notified by OPM after retirement of the exact benefits payable if AFA is elected, so that the employee can make a fully-informed decision before OPM completes adjudication. It is not necessary for the employee to indicate a choice on the application for retirement. Agencies Northwest Marine Iron Works Awarded New Navy Contract Northwest Marine Iron Works of Portland, Ore., was awarded a firm, fixedprice contract totaling $5,498,890 on Dec. 1. The U.S. Navy contract is for the drydocking and overhaul of the USNS Observation Island, a Military Sealift Command missile range instrumentation ship. The work on the Observation Island will be performed at the contractor's drydock in Portland. The work to be done on the ship is general ship maintenance and repair to operational components and equipment and will also include modifications to the living quarters. The contract performance period is 52 calendar days beginning Jan. 6 and ending Feb. 28, 1988. 16 I LOG I December 1987 should anticipate, however, that employees who are planning for retirement will want estimates of the amount they can expect if they elect AFA. 2. For employees whose entire civilian service (without breaks) has been with the current employing agency, that agency will have a complete record of retirement deductions for use in estimating the AF A benefit. 3. Employees who have made service credit deposits or who have retirement deductions for service prior to that at the current employing agency should be asked to furnish the approximate amounts of those deposits or deductions from personal records, if possible, for use in estimating the AF A rate. Estimates can also be made on the basis of the employee's earnings history. 4. OPM does not provide pre-retirement annuity estimates. Since retiring employees eligible for the AFA will receive a specific notice of the availability of the lump-sum credit and the AF A which they may elect, employees should not write OPM for this information in advance of retirement. OPM is not in a position to provide this service in addition to processing normal retirement workloads. Present Value Factors Present Present value of value of Age at a monthly Age at a monthly retirement annuity retirement annuity 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 346.2 339.9 333.5 327.0 320.3 312.0 303.0 292.5 283.9 277.0 269.0 261.9 256.0 249.4 243.l 236.0 229.2 222.9 216.7 210.1 204.6 199.6 191.7 185.2 178.1 171.3 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 164.6 158.8 152.7 146.4 140.8 134.6 129.5 123.7 118.1 111.6 107.1 102.5 96.5 90.3 84.7 80.0 76.0 72.4 69.2 66.1 62.3 58.7 55.2 51.9 48.7 Adoption for the USNS Mercy Four hundred members of the Oakland (Calif.) Council of the U.S. Navy League are the proud parents of the USNS Mercy, the MSCPAC hospital ship. The vessel was "adopted" by the Council in November during brief ceremonies aboard the Mercy with more than 100 persons in attendance. Capt. William T. Dannheim, COMSCPAC, welcomed the Navy League group and others to the ship and spoke briefly about the ship's impressive humanitarian voyage to the Philippines earlier this year. "You've picked a great ship to adopt," he told the crowd assembled in the ship's officers mess. "The Mercy has done a tremendous job to support U.S. Allies in the Third World. Now that the ship's back home, I know she '11 receive great support from the Navy League." Council President John Giblin presented the ship with a plaque noting the "adoption" of the hospital ship and a handsome nautical clock. The gifts were accepted on behalf of the ship by Capt. Richard Hosey, master of the Mercy. The USNS Mercy joins a string of other ships and commands which have been adopted by the Oakland Council over the past few years. The Navy League is a civilian organization which supports a strong Navy, Marine Corps, Coast Guard and Merchant Marine. MSC Gets 2nd Hospital Ship The second Navy hospital ship, USNS Comfort (T-AH 20), was accepted Dec. 1 by the Military Sealift Command from National Steel and Shipbuilding Company (NASSCO) in San Diego, Calif. The primary mission of the USNS Comfort, a converted 90,000 DWT tanker, will be to provide full medical support to the Defense Department's Rapid Deployment Joint Task Force. It will be part of Military Sealift Command's Strategic Sealift Force. As a secondary mission, the 894-foot Comfort will provide full hospital service to other government agencies involved in disaster relief. The Comfort will be manned and operated by MSC civilian mariners. The ship will also have a Naval medical contingent on board to operate the 1,000-bed, 12-operating-room medical treatment facility. The Comfort will remain in San Diego for a post delivery availability which includes outfitting before she begins her transit, early next year, to her layberth in Baltimore, Md. No shakedown cruise has been scheduled. Vice Admiral Walter T. Piotti, Jr., Commander, Military Sealift Command, observed that the new ships offer American military forces a new kind of quick and responsive medical care. "These ships are big, mobile, fast and flexible," the admiral noted. "They have the response capability to provide quick and efficient medical care in support of amphibious task forces and forward deployed elements of the Marine Corps, Army, Air Force and Navy. "If called up, these ships will be able to supply the medical care necessary to support our fighting men in even the most remote areas of the world," he said. �- - - -- - -- - - - - - - - - - - Help A Friend Deal With Alcoholism and Drugs I I J ( would~ ~ Addicts don't have friends. Because a friend 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 steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, Md. .--------------------------------....._ I Addictions Rehabilitation Center : I am interested in attending a six-week program at the Addictions : Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept l 1 1 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'll be showing him that the first step back to recovery is only an arm's length away. I I anywhere except at The Center. : I Name · · · · · · · · · · · · · · · · · · · · · · · · '° • · · . . . . . . Book No. · ............ · J I Address ........................................................ . I (Street or RFD) (City) (State) (Zip) 1 Telephone No. I 1 lI 1I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 '-------------------------··--------------------------------December 1987 I LOG I 17 - �e IP li ill1<&, ll 1 The following deepsea memhers have passed away. DECEMBER 1986 Knut R. Eliasson JANUARY Rufino G. Camantigue William C. Daniels Leon R. Drylewicz Eli Elison Harvey M. Lee Gerald K. Lima Manuel Lopez James Stuart FEBRUARY Charles G. Haymond Francis A. Lord Jr. Jerry W. Trayer -'-. MARCH Eufemio C. Agbayani Hollis W. Beazley Gibson H. Coker Edward E. Douglas Christopher McBrien Michael Piskun Joseph H. Riley APRIL Ernesto Apac Joseph L. Cabezas Laura M. DeLucca Harry E. Dorer Anthony L. lanno William F. King Wai Ding Lee Melvin F. Libby Edward Lombardi Grant Andrew MacGregor Frank M. Mangubat Joseph A. Sanchez Bud Sidney Tauber MAY Benjamin Argumedo Abraham Carmoega James Clark George M. Dacken Raymond Diaz Emilio M. Fernandez Paul E. Garland Algernon W. Hutcherson Benjamin Laureano Alfredo Morell Robert G. Pattee Pedro R. Penelas Sidney Sokolic Joseph Somyak Wilbert Wentling Hugh Williams Sylvester Zygarowski JUNE Anthony Amendolia Victor Aviles William Bilger Raymond J. Blake Edward J. Boles Larry Bunnell Robert R. Coles James Convery Nicholas DeLoscantos Vincente H. Garcia Augustus R. Hickey Stefan Kadziola Robert L. Kinchen John F. Lee Frederick E. Lillard Louis Martoncsek Joseph J. McAndrews Thomas 0. McRary Herbert Muncie Frank J. O'Malley Hernando E. Pascual Raymond C. Pierce Eldridge J. Rainer Howard E. Rode Clyde Smith George B. Thurmer Alphonse M. Tolentino Ernvel F. Zeller KNOW YOUR RIGHTS JULY Genaro Bonefont Vidette Clearman Vincent deLosa Bartolome Del Valle Anthony J. DiBartolomes Ronald C. Durant Chariloas Emertziades John R. Galvin Ned Hinson William A. Jordan John Miller Michael P. Montemayor Curtis E. Nelson John H. O'Rawe Edward Polise Thomas T. Pradere Nathan Shapiro George Steele Walter C. Summersett Leroy C. Swiger Dock D. Wong Nee Lim Wong AUGUST George J. Campbell Demetrio Daynot Joseph E. Hannon John H. KeUy Herman Miller William H. Miller Timothy J. Noecker Charles Pafford Leo M. Praza Reginald A. Preston Hong Quan Julian B. Royston August Sakevich George E. Swindell Samuel A. Tate Louis D. Williams Anthony J. Zaleski SEPTEMBER Robert L. Beale Joe "Blackie" Busalacki Vincent E. Kane Neal L. Kunze Harold A. Lowmann Secundino Santorio OCTOBER Paul F. Arthofer George A. Burch Clarence F. Burrowes Jake Cobb Yew Lim Lee Robert C. Meloy Hubert B. O'Brien Newton Paine Gus Skendelas Frank A. Tilton Dudley T. Whitacker NOVEMBER Hubert F. Arnett Leroy Malone R.E. Smith Chester L. Sommers Truman Tustaire Theodore H. Wright Pensioners The following SIU members have retired on pension: The following Inland members have retired on pension: DEEP SEA Algonac John D. Lackey, deckhand Baltimore Joseph L. Krause, mate Brooklyn Thomas F. Calby (Railroad Marine) Norfolk Robert E. Fountain, TB Willard M. White, ch. engineer Santurce, P.R. Vicente Burgos , cook Algonac William H. Newhouse, bosun Baltimore Robert M. Moore Brooklyn Anargyros Korizis, AB Ralph T. Moore Houston Lloyd F. Akin, AB Mayo J. Mundine KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. T_h e proper address for this is: Angus "Red" Campbell Chairman, &Afare~ Appeals Board 5201 Autb 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 December 1987 - KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should ohtain copies of this 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 constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be suhmitted to the membership by the Secretary·T reasurer. 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. John W. Rielly, steward/baker Mobile Ragnar 0. Andersen, FOWT Warren D. Kaweck, ch. elect. New Orleans Harry B. Hastings, port steward Wallace J. Pratts, stw. utility Joseph D. Richoux, AB Norfolk Ollie Purdy, messman Kenneth R. Winters St. Louis William Hughes, wheelsman San Francisco Curry De Vaughn, cook/baker Giles L. Glendenning, janitor Seattle Richard C. Ranly, 3rd engineer Albert J. Van Dyke, AB Harold E. Welch, ch. elect. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discriminated against because of race, creed, color. sex and national or geographic origin . If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 111111t1m111n11111unu11111n1111111nu11111n1111111111111111n1111111111111111nu11111n1111111111111 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 t'he Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which coosists 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 he made without supplying a receipt, or if a memher is required to make a payment and is given an official receipt. but feels that he should not have heen required to make such payment. this should immediately he reported to Union headquarters. SEAF AKERS 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 ·t hreat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ to Union reconls or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746 . . �AMERICAN EAGLE (Pacific Gulf Marine), October 25-Chairman Stanley Krawczynski, Secretary Neville Johnson. No beefs or disputed OT, although the steward department would like a clarification as to whether they're entitled to one hour weekly for cleaning of quarters. The American Eagle was involved in U.S. Army exercises in Turkey, and is returning from a 47-day voyage there, carrying 12 Army Gls both ways. The ship will pay off in Savannah, Ga. and will then lay up at dock (but will keep the crew for about a week). bers who use the exercise room should secure the equipment when they are finished. A vote of thanks was given to the engine department for keeping the galley equipment in working condition. A vote of thanks also was given to the steward department for a job well done. One minute of silence was observed in memory of our departed brothers and sisters-and in memory of Bayard Rustin, who paid his dues as a true laborman, and E.B. McCauley, another veteran who will be missed. Next port: Arun, Indonesia. LNG CAPRICORN (Energy Transportation Corp.), October 25-Chairman Don Rood, Secretary S. Wagner, Educational Director George Lindsay, Deck Delegate Francis Smith, Engine Delegate Ole Mortensen, Steward Delegate Richard Worobey. No beefs or disputed OT reported. There is $1 ,075 in the ship's fund. Some of the money will go toward the purchase of video cassettes and some will buy the popcorn machines now on order. Theeducational director urged crewmembers to upgrade their skills at SHLSS if they have the required seatime. A communication from Vice President "Red" Campbell was received concerning the handling of food at the salad bar. Proper utensils are provided and should be used. A motion was made to have the Stars and Stripes newspaper delivered to the ship. The money for the subscription will be paid out of the ship's fund. The motion passed unanimously. The bosun asked crewmembers to limit all calls while in port to 15 minutes since time there is limited. He also stated that the ship is clean, and he urged all hands to help keep it that way. A new softball field has been built in Arun, Indonesia. Crewmembers are looking forward to playing on it on their next trip there. Next port: Bontang. OVERSEAS ALICE (Maritime Overseas), October 25-Chairman Christopher Lopiccolo, Secretary R. Hanson, Educational Director M.W. Roberson, Deck Delegate Russell Haynes, Steward Delegate Jim Hatfield. No beefs or disputed OT reported. The chairman talked about the new contract changes with Maritime Overseas. He also explained the permanent job status for all eligible crewmembers on the Overseas Alice and the Overseas Vivian. A request was made by permanent SIU rnembers who live in Olongapo (Subic Bay), Philippines, to find an alternative solution to flying back to the States to reregister for their jobs in order to comply with the shipping rules. They would like the reply to be sent to the ship's chairman in Subic Bay. The crew also suggested setting up a ship's fund in order to pay for telex messages to and from headquarters and for a television antenna for the crew's lounge. CONSTITUTION (American Hawaii Cruises), October 23--Chainnan Sil Ablaza Jr., Secretary David Nian. No disputed OT. There is $9,374.03 in the ship's fund. The chairman introducM Tom Fay, SIU port agent in Honolulu. He also reported that the wet-dock schedule for the Constitution will be from Dec. 12-19 in the port of Honolulu. The Independence will be in dry-dock in Portland, Ore. He stressed the need for crewmembers to pay more attention to the care of their rooms as many rooms were found unacceptable during a recent inspection. A request was made tha.t a.II wet-dock information be given to members by Nov. 19 to allow ample time to secure accommodations shoreside and to inform all departments as to which members would be required to work during the wet-dock period. Mr. Fay then gave a report, informing the crew of the need to increase Union membership to staff additional ships now being readied, including the Matsonia. LNG LIBRA (Energy Transportation Corp.), November 15-Chairman M.B. Woods, Secretary J. Gibbons, Educational Director TR VanPelt No beefs or disputed OT. There is $134 in the SIU fund and $501.60 in the ship's fund. Mr. Rielly of ETC and an SIU rep were onboard to discuss the new contract agreement for the next three years. They also inspected the sleeping quarters which previously had been found to be in poor conditions. Mattresses were ordered in May 1987 but have yet to be delivered. The bosun reminded all hands to read the LOG to keep up·to·date on the condition of the U.S. merchant marine. He also noted that 1987 is coming to a close and that he and his crew wish to send their thanks to President Frank Drozak and all the SIU officials for a job well done in keeping jobs flowing for the members. "Seasons greetings to all." The educational director stressed the good practice of thinking "SAFETY" at all times. It was suggested that during meals there be no smoking. Also, all those crewmem- \ OVERSEAS JUN'E_AU (Maritime Overseas), October 4-Ch~man Errol Pak, Secretary Norman Johnson, Educational Director James Fair. No disput~T. There is still no action on the loss of e 1800 and 1300 launch service, leaving tti steward department stranded onboard. They would Ike to see it reinstated so they can go ashore to the hall and pay their dues, make phone calls, etc. The chairman noted that shipping is good for the SIU with the military jobs. "It's nice to see our SPAD dollars at work." He urged all members to take full advantage of the upgrading courses at Piney Point-especially the new sealift courses which will come in handy down the road. The ship appears to be having some problems getting poultry items from MOS and hopes to have it resolved this time in port. A motion was made to simplify the OT rates by adopting two rates of OT instead of about 11 . This will be referred to the Contract Department for study. Another request was for lounge chairs for the entire unlicensed department, not just the pumpman, bosun and steward. And new easy chairs are needed in the crew rec room. On its last voyage, the Overseas Juneau played host to the winner of the Propeller Club essay contest whose prize included one round trip voyage. retary Glenn C. Bamman, Educational Director Engine Delegate Melvin Layner, Deck Delegate M.Tewes, Steward Delegate Pedro Mena. No beefs or disputed OT. There is no money in the ship's fund at present, but an arrival pool should generate enough money for lobster tails and movies. The chairman reported a smooth trip with few hassles and a happy crew. The secretary spoke of sticking together through hard times, and working for those politicians in the upcoming elections who will support the maritime industry. The educational director stressed the importance of upgrading job skills at Piney Point to maintain job security. A unanimous vote of thanks was given to the steward department for a job well done, for meals of superior quality and for keeping a clean vessel. Next port: Elizabeth, N.J. SGT MATEJ KOCAK (WatermanMSC), November 8--Chairman Bill Kratsas, Secretary Lee de Parlier, Educational Director Ronnie Herian, Deck Delegate Larry D. Mccants, Steward Delegate Earl N. Gray, Sr. No disputed OT. The chairman and the steward both attended the triennial SIU convention in August and brought back information which they distributed to the members. The chairman also mentioned the new film about the SIU, "On My Watch," which will soon be available to all ships. The secretary reported that the Sgt Matej Kocak weathered a "killer storm" in midOctober with wind gusts of up to 110 mph off the coast of France. This storm was the strongest to hit the English Channel since records were kept (1705). "If you've ever heard the expression 'the barometer fell off the chart,' this is a good example." No videotapes of the headquarters meeting have been received aboard ship. But UNREP films have been shown as the vessel will undergo another UNREP off the Carolina Capes Nov. 9. Next port: Morehead City, N.C. USNS WYMAN (T-AGS 34), LSC Marine, Inc., November 8-Chairman George A. Schuj, Secretary (Purser) Al Sansom, Educational Director/Engine Delegate Aaron E. Thompson, Deck Delegate David C. Bickford, Steward Delegate George A. Tatum. No beefs or disputed OT reported. There is $185 in the ship's fund. A vote to hold another arrival pool with the proceeds to go to the ship's fund was vetoed. In response to a query from the USNS Wyman, the SIU is looking into whether an official holiday (Veteran's Day in this case) is payable under the LSC/SIU contract on sea time. Also requiring clarification is whether personal expenses (travel and living) incurred in attending the firefighting/ Official ships minutes also were received from the following ves· sels: ADONIS AMBASSADOR ASPEN BAY RIDGE COVE LEADER CPL LOUIS J. HAUGE JR. MT. VERNON VICTORY OAKLAND QMI MISSOURI PANAMA SAN JUAN SEA-LAND AVENTURER SEA-LAID DEVELOPER SEA-WO EXPLORER SEA-LAND FREEDOM SEA-WDINIOVATOR SEA-LAND LEADER SEA·LAND PIONNER STAR OF TEXAS THOMPSON PASS USNS PREVAIL (T·AGOS 8) Personals Tommy (Red) Bolton Please contact your old shipmate Mike (Red) Darley at (904) 2350993 or write to P.O. Box 4244, Panama City Beach, Fla. 32407. Jack Thommen Please get in touch with your brother, Popeye, at (301) 488-1956. Monthly Membership Mee.t ings Deep Sea Port SAM HOUSTON (Waterman), October 10-Chairman H. Leake, Secretary G.T. Aquino, Educational Director P. Walker, Engine Delegate L. Christmas. No beefs or disputed OT. There is no formal treasurer, but the captain is holding all monies collected, almost enough to purchase a VCR and some blank tapes. The bosun reported that everything is running smoothly except for the fact that no mail has been received from headquarters. He will check into this matter and will also report on the condition of one crewmember who was taken off ill as soon as he finds out anything. The steward has a tape on sanitary pro· cedures to show to his department It was recommended that Waterman be advised of the poor service they are getting from the company leasing the VCRs. Two machines in a row have not been in operating condition, and the movies provided are the same ones from a previous trip. Next port New York. damage control school is reimbursable to members. It was noted that LSC vacation requests are in the purser's office. An effort to upgrade the ship's reference library is under way, especially study guides for 11pgrading skills. QMED Thompson also encouraged all crewmembers to take advantage of the classes at SHLSS in Piney Point. Steward Assistant George Tatus was congratulated on his good job performance over the past six months as steward delegate. George goes on a well deserved three-month vacation. And the 4 x 8 watch (all departments) deserves a "job well done" for keeping the messroom clean and picked up. Date Lakes, Inland Waters Piney Point .............. Monday, January 4 ................... 10:30 a.m. New York ............... Tuesday, January 5 ................... 10:30 a.m. Philadelphia .............. Wednesday, January 6 ................ 10:30 a.m. Baltimore . . ..... . .. . ..... Thursday , January 7 .................. 10:30 a.m. Norfolk ................. Thursday, January 7 .................. 10:30 a.m. Jacksonville .............. Thursday, January 7 .................. 10:30 a.m. Algonac ... . ............. Friday, January 8 .................... 10:30 a.m. Houston ................. Monday, January 11 .................. 10:30 a.m. New Orleans . ....... .. ... Tuesday, January 12 ....... . .......... 10:30 a.m. Mobile ... . ... .. ......... Wednesday, January 13 ............... 10:30 a.m. San Francisco ............ Thursday, January 14 ................. 10:30 a.m. Wilmington .. . .. ..... . ... Tuesday, January 19 .................. 10:30 a.m. Seattle .................. Friday, January 22 ................... 10:30 a.m. San Juan .. . ............. Thursday , January 7 ......... . ..... .. . 10:30 a.m. St. Louis ................ Friday, January 15 ................... 10:30 a.m. Honolulu ................ Thursday, January 14 ................. 10:30 a.m. Duluth .................. Wednesday, January 13 ............... 10:30 a.m. Jersey City ............... Wednesday, January 20 ............... 10:30 a.m. New Bedford ............. Tuesday, January 19 .................. 10:30 a.m. SEA-LAND EXPRESS (Sea-Land), November 1-Chairman Carlton Hall, Sec- December 1987 I LOG I 19 - �(Continued from Page 6.) tract to be supervisory personnel, and therefore ineligible for protection under the labor laws of this country. By doing this, the company tried to intimidate the licensed people in its operations and drive a wedge between licensed and unlicensed seamen. Most important, SONAT wanted to drag the process on as long as possible in order to wear down the resistance ofits employees. By doing this , SONAT and other companies that chose this route changed the entire structure of management-labor relations that had existed since the end of World War II. The focus was not on productivity; it was on obtaining short-term gains. Stock market prices would then rise to artificially high levels. Under those conditions, a smart arbitrageur would make a killing by stripping a company of its assets and selling short. By restructuring labor-management relations along these lines, companies - said that they wanted to make their operations "more flexible." In the long run, however, they will be doing just the opposite. It has become crystal clear to union members and their officials that you have to get everything down in writing. Or else. rd like to thank the officials and members who were involved in the Curtis Bay beef. Even though things haven't worked out as we planned, ultimately, I believe, they will. Yet it will take patience and communication. More than that, it will take unity. This is a new era of labor-management relations, and in a sense, we're all finding our way. The situation in today's labor management relations conjures up images of the early civil rights movement. Workers in the transportation sector, like black Americans before the Civil Rights Act of 1964, are being denied their rights. They cannot get a fair hearing. American conglomerates want to transform us into second-class citizens, but we won't let them, not as - long as we understand the issues and keep "our eyes on the prize." West Coast by V. P. George McCartney T HOSE of you who have been following my ~olumn over the past kw months know that 1988 will mark the 50th anniversary of the SIUAGLIWD. It has been an honor for me to be part of that history. I often think about the men and women who helped form this Union. Their sacrifices and courage made everything we now enjoy possible. So much has happened during these past 50 years. The maritime industry has changed beyond rerngnition. At our inception, few people believed that there could ever be such things as ports without water (there now is one, in Front Royal, Va.); ships without 20 I LOG I December 1987 Area Vice Presidents' Report crews (the Japanese and West Germans are experimenting with this concept), or U.S. ships without American seamen (the Kuwaiti reflagging). Despite these developments, I believe that the essential character of the SIU remains the same. What makes us unique, I believe, is our continued ability to adapt to change, to understand what the long-term trends are and to act on them. In a sense, we have come full circle. We were born in the aftermath of one stock market crash; in order to survive, we will have to cope with the effects of another one. As the record demonstrates, job security for seamen (indeed, for all American workers) depends on five things: communication, education, solidarity, political action and organizing. If we fall short in any one of these areas, then management will control the supply of labor, and we will have no say in determining our wages, benefits and working conditions. Many of the issues that confront us today have their origins in our early history. Accordingly, what follows is a brief chronology of events from the Stock Market Crash of 1929 to the Korean War, by which time the basic structure of this Union had been formed. 1929: Seamen were far removed from the mainstream of American society. Many were uneducated; most were underpaid. All had to endure harsh and unsafe working conditions. The stock market crash of 1929 didn't cause these conditions, but it did exacerbate them. The waterfront was in the process of being radicalized. The absence of a strong union to counter the appalling conditions in the maritime industry created opportunities for the Wobblies, the Communist Party and organized crime. 1932: The American people turned to Franklin Delano Roosevelt to lead them out of the Great Depression. The economy's collapse transformed the nature of American politics. Among other things. it brought the labor movement from the margins of American political life to center stage. 1934: A longshoremen's strike engulfed the West Coast maritime industry. The 39-day strike marked a turning point for maritime workers, whose power had been weakened by decreased membership rolls, a worsening economic situation and a bitter defeat during the 1921 maritime strike. By closing down the port of San Francisco, seamen and longshoremen were able to win substantial gains in benefits and wages. Also, by bringing a new generation of labor leaders like Harry Lundeberg and Harry Bridges into prominence, the strike marked the beginning of the end of the International Seamen's Union. 1935: A pivotal year for the labor movement. The labor movement was split into two warring factions when Mine Workers President John L. Lewis left the American Federation of Labor to form a new organization (the Congress of Industrial Organizations). Lewis was an advocate of industrial · trade unionism; AFL President William Green objected to Lewis's demands that the AFL set up a separate industrial department. Also in· that year, Congress passed the Wagner Act, which established the National Labor Relations Board. This important piece of legislation made it possible for organized labor to sign up new workers on a mass scale. 1936: Political conditions in Europe continue to deteriorate. Discontent in the maritime industry heats up. Joe Curran leads a sit-down strike on the SS California. Congress passes the Merchant Marine Act of 1936, which established a system of subsidies and promotions that helped revitalize the American-flag merchant marine in time for World War II. 1937: The NMU receives a charter from the CIO. The AFL requests the resignation of the ISU's officers. An executive committee consisting of AFL President William Green, ILA President Joe Ryan and Holt Ross looks into forming an AFL Seamen's international. Green requests the help of STJP Secretary-Treasurer Harry Lunrieberg, who sends Morris Weisberger to New York to establish an A&G District. In December, Robert Chapdelaine is named interim head of it. 1938: Andrew Furuseth, the grand old man of the modern seamen's movement, dies. Though the union he helped found, the ISU, is in tatters, his legislative accomplishments (the Seamen's Act of 1915) will live on. On Oct. 15, at a convention in Houston, the AFL issues a charter to the Seafarers International Union of North America. Both the international and the A&G District are born. 1939: W~rld War II breaks out. After 10 long years in the dark, the American economy is set to take off. SIU crews start walking off ships in order to obtain War Bonuses. 1941: Though America is still neutral, the S.S. Robin Moor, a Robin Line vessel, becomes the first SIUcontracted vessel to be sunk by the Germans. The SIU and other maritime unions demand action on the War Bonus issue. The National Defense Mediation Board finally recommends a system of War Risk Bonuses. The J apanese attack Pearl Harbor, and America is dragged into World War II. 1942: The Battle of the Atlantic begins. In July, SIU seamen risk their lives to keep Russia supplied during the Murmansk Run. 1943: Paul Hall walks off his last ship. He becomes a dispatcher at the Baltimore hall. 1944: Thousands of SIU seamen (including SIU V .P. Red Campbell) take part in the invasion of Normandy. 1945: World War II ends. The United States is the only industrialized nation with a full-functioning economy. It has no economic competitors, and only one serious military challenger, the Soviet Union. Demand for American shipping dramatically decreases. Paul Hall is named head of the A&G' s organizing department. 1946: A busy year for the SIU. In August, Lundeberg establishes the Maritime Trade Council, the forerunner of the Maritime Trades Department of the AFL-CIO. Congress passes the Ship Sales Act of 1946, under which hundreds of vessels are sold to foreign companies and governments at nominal sums. The SIU holds an organizing convention which lays the foundation for the successful Isthmian and Cities Service campaigns. The Union unveils its first training and upgrading program. In September, there is a general maritime strike, which was spurred on by actions taken by the National Wage Stabilization Board. 1947: In retrospect, a disastrous year for maritime labor. Congress passes the Taft-Hartley Act. Among other things, it contains provisions on secondary boycotts and supervisory personnel which would form the basis of anti-union activity during the 1980s. The military formulates the '' Effective U.S. Control Doctrine" which states that American security interests can be protected in part by Americanowned vessels documented under flagof-convenience registries. War risk insurance is granted to these vessels, which prompts a mass exodus of American ships overseas. In a sense, the mass exodus of American shipping would serve as a prototype for something that would occur on a larger scale 40 years later all throughout the industrial sector. 1948: A banner year for the SIU. The SIU of Canada is established. We win the Isthmian campaign, which was maritime labor's most important organizing drive of the post World War II era. The SIU gains national attention by supporting workers in the Wall Street Strike (film-maker Stanley Kubrick gets his start by filming a documentary on the SIU's role in the incident). The SIU stands up to organized crime by providing support to the International Ladies' Garment Workers Union. 1949: The SIU establishes the Brotherhod of Marine Engineers (BME), the forerunner of District 2MEBA. Until this time, NationalMEBA had been routinely throwing work to the CIO-affiliated National Maritime Union, depriving SIU members of hundreds of potential jobs and upgrading opportunities. The SIU saves the Canadian maritime industry from Communist control in the famous "Battle of Halifax." The Marine Allied Workers Division, the industrial sector of the SIU, is established. At a bitterly-divided convention, NMU President Joe Curran effectively drives the Communists from his union. (Murray Kempton, this country's greatest labor journalist, wrote that the NMU had been ''the crown jewel of the Communist Party.'') SIU President Paul Hall hires Ray Murdoch and lobbyist Phil Carlip to set up a Washington office. 1950: The SIU wins another major organizing drive: Cities Service. The Korean War breaks out, giving smaller, unsubsidized SIU operators the chance to thrive and prosper. The Union is well-positioned to begin a long and successful campaign to improve wages, benefits and working conditions, as well as to become the leading voice of maritime labor. �CL L . NP Directory of Ports -Company/Lakes -Lakes Dispatchers Report for Great Lakes -Non Priority NOV. 1-30, 1987 Port Algonac .................. . Class L Class NP 11 0 All Groups All Groups All Groups Class CL Class CL Class L Class NP Class CL DECK DEPARTMENT 14 0 42 Class L Class NP 4 0 15 5 0 7 3 STEWARD DEPARTMENT 8 a 0 8 7 ENTRY DEPARTMENT 0 0 0 0 23 14 53 20 5 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 TOTAL SHIPPED *TOTAL REGISTERED ENGINE DEPARTMENT Port Algonac ........... ·....... . 0 9 Port Algonac ... . .. . . ... .. .. ... . a 4 Port Algonac . . . . . . . . . . . . . . . . . . . 0 0 9 23 Totals All Departments. . . . . . . . o 33 16 O 73 20 O *"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 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea NOVEMBER 1-30, 1987 *TOTAL REGISTERED All Groups Class A Class 8 Class C Port New York ............... Philadelphia .............. Baltimore ............... Norfolk .......... . . .... . Mobile .... .. ........... New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco. . . . . . . . . . . . . Wilmington . ........ ..... Seattle . . ........... .. .. Puerto Rico .. .. ... .. ..... Honolulu .. ...... .. .... .. Houston .. ... ........... St. Louis ...... . . . . . . . . . Piner: Point .............. Tota s ........ ......... 35 4 5 21 13 26 25 43 22 35 15 4 28 0 1 277 11 3 3 4 6 5 10 8 6 6 2 18 5 0 4 91 5 0 1 3 2 5 1 15 7 3 0 3 1 0 2 48 Tntals ..... ............ 33 1 8 6 10 21 23 23 10 24 8 4 35 0 2 208 5 1 3 7 7 3 5 7 7 4 0 8 4 0 3 64 Totals .. ... - - . - . - - - - - .. 17 0 5 1 6 2 4 11 10 0 2 2 2 37 13 17 3 7 10 0 1 1 79 8 12 26 17 55 45 57 4 58 10 29 22 28 18 36 9 6 27 0 3 247 25 1 7 5 19 14 16 9 20 9 1 25 0 1 156 0 9 9 2 5 0 29 0 0 1 138 59 20 1 1 5 23 3 0 0 0 2 1 12 3 0 0 23 0 4 229 Totals All Departments ...... 743 409 341 9 30 10 17 4 3 10 0 0 7 8 9 13 6 14 6 82 6 0 8 7 4 157 0 0 1 14 4 15 3 4 13 1 0 8 0 195 g 10 4 1 0 5 2 120 , 3 11 5 24 1 42 Port New York .. . ..... . ...... Philadelphia .. ....... . .... Baltimore ............... Norfolk .... . ...... ... ... Mobile ... . . . . . . . - . - - . . New Orleans ....... . . . ... Jacksonville ....... ... .... San Francisco ............. Wilmington .............. Seanle . . ........... . ... Puerto Rico . . . . . . . . . . . . . . Honolulu .. . ............. Houston .. . .. .. .... ... .. St. Louis .. Piney Point .............. Tot1tl$ ................. 10 0 2 3 2 12 0 1 101 0 3 24 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 4 0 1 2 3 3 0 2 2 0 0 1 0 6 2 3 2 0 0 5 1 0 0 22 0 5 1 0 3 0 DECK DEPARTMENT 13 2 2 0 1 1 12 3 2 3 4 8 4 0 17 9 6 5 43 1 4 11 Port New York .... . .. .. . .. ... Philadelphia .... .......... Baltimore ............... Norfolk ..... .• .......... Mobile ................. New Orleans ... . ......... Jacksonville ...... . .. ..... San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu .......... ...... Houston ................ St. Louis ............. . .. Piney Point .......... ... . DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 Trip Reliefs Port r ............... Philadelphia .. ............ Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco . .. .......... Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston .... . . .. ... .. ... St. Louis ................ Piney Point . . . . . . . . . . . . . . **REGISTERED ON BEACH All Groups Class A Class 8 Class C TOTAL SHIPPED All Groups Class A Class 8 Class C 6 0 12 7 0 3 86 2 0 5 1 0 2 44 ENGINE DEPARTMENT 4 1 1 0 4 0 4 0 5 0 6 4 2 2 4 2 7 0 4 0 1 0 7 9 3 1 0 0 1 0 55 17 STEWARD DEPARTMENT 6 0 2 3 1 0 3 3 4 1 5 0 29 0 0 0 57 0 0 0 0 0 0 9 0 0 0 24 0 0 0 33 ENTRY DEPARTMENT 17 4 1 0 2 0 2 1 4 5 10 7 3 4 8 2 13 3 12 7 3 8 0 0 9 8 12 2 85 7 0 14 2 4 1 136 0 0 0 2 3 10 7 0 1 29 24 5 55 0 1 19 4 8 6 5 8 17 7 3 5 4 17 6 0 4 5 5 6 5 7 0 0 1 0 0 42 471 113 38 4 0 1 0 0 5 2 3 4 6 53 5 11 10 8 39 43 23 15 35 2 1 0 1 0 2 2 5 4 4 0 6 1 0 0 28 0 2 10 4 3 0 0 35 7 38 0 2 299 5 1 1 11 7 5 5 7 5 3 0 6 3 0 11 70 2 0 35 6 0 0 1 2 0 12 3 9 0 105 6 0 0 140 1 7 2 7 30 19 64 18 30 6 8 21 0 1 249 0 0 0 0 0 0 0 42 0 0 0 0 0 0 0 17 0 5 6 10 3 29 11 60 38 10 5 18 0 1 0 2 3 1 1 5 2 10 1 5 15 3 8 1 24 2 0 6 77 30 7 4 19 10 22 18 25 14 26 11 87 8 0 3 0 0 0 3 1 0 17 1 0 1 41 7 3 0 15 3 33 5 30 12 10 3 140 2 0 1 82 2 166 172 0 255 284 264 586 364 266 217 1,274 544 371 '"'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 November was up from the month of October. A total of 1,433 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,433 jobs shipped, 586 jobs or about 40 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 217 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6,370 jobs have been shipped. HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. " 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 51 O N. Broad Ave . 90744 (213) 549-4000 December 1987 I LOG I 21 �Trade Unionists Rally Behind United Negro College Fund Trade unionsts will join in a nationwide rally to provide increased educational opportunities to some 45 ,000 young people, many from union families, through the United Negro College Fund (UNCF) telethon. This year's UNCF "Lou Rawls Parade of Stars'' telethon will be on Dec. 26. A galaxy of stars will be featured in this seven-hour spectacular to raise money for the UNCF. As in the past, affiliated unions are encouraging their members to watch the telethon and assist in fund-raising efforts. While AFL-CIO support for the UNCF has always been strong, this year a special committee, the AFL-CIO United Negro College Fund Committee, chaired by SEID President John Sweeney, has been appointed to coordinate labor involvement in fund-raising and promotional activities. Other members of the committee include Associate Actors and Artistes of American President Frederick Headquarters Has New Chief O'Neal, UAW President Owen Bieber, ILGWU President Jay Mazur, CWA President Morton Bahr, Federation of Professional Athletes President Gene Upshaw, AFSCME President Gerald McEntee, AFf President Al Shanker, AFGE Women's Department Director Barbara Hutchinson and UFCW President William Wynn. "The United Negro College Fund is a cause worthy of our most vigorous effort,'' said SIU President Frank Drozak. ''The goal of the labor movement is the advancement of workers of this generation and the next-a goal we cannot achieve unless workers have access to quality education.'' The UNCF provides funding for its 44 predominantly black colleges and universities. All institutions are private and fully-accredited. Funding for the UNCF's member schools continue to be a growing concern for all UNCF supporters. Each year, the 44 UN CF colleges must raise 60 percent of their operating budgets while only 33 percent of the average annual budget is covered by tuition. Recognizing this concern, the AFLCIO adopted a resolution at its October 1987 biennial convention supporting the United Negro College Fund and asking its affiliates to publicize, support and aid in the fund-raising efforts of the UN CF. Kathy Horn, administrative assistant to SIU President Frank Drozak, was recently promoted to Chief Petty Officer in the Naval Reserves. Among her other Navy duties, she helped process the paperwork for the survivors of the S.S. Stark. i g e t ?• We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Old-Timers earner SIU & UIW of N.A. ------------------~------------------~--------~------------Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT HOME ADDRESS Social Security No. Phone No. ( ) Area Code Your Full Name Apt. or Box II Street D SIU City 0 UIW State 0 Pensioner ZIP Other _ _ _ _ _ _ __ Book Number UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - Holiday greetings from Pensioner Reino 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)----------------- ------------------------------~-~~------------~~--~~-------~ 22 I LOG I December 1987 - J. Pelaso (P-8) of Vallejo, Calif. Once again, Pelaso has been doing quite a bit of fishing, including these two sturgeon (25 and 60 lbs.). "I wish to say hello to all my old shipmates. I hope everyone has a Merry Christmas and that the New Year will be good to all my friends." �c ---- -~-~ --·-- 'Boosting Player Morale . . . ' The players and staff of the National Football League Players Association, an affiliate of the Federation of Professional Athletes, AFLCIO, extend our heartfelt thanks to you and your membership for your support of our struggle to gain fair treatment on the job from the owners of the National Football League monopoly. Your experience and practical advice on the picket line were a big help. Your public and private statements of support were a big boost to player morale. Most importantly, your membership, and members of other unions, responded by the thousands to help us fill picket lines and rallies at practice and game sites. This union and its membership will always be grateful that you were there when the NFL monopoly had so many of the press and the public aligned against the players.... Letters To The Editor Fraternally Gene Upshaw Executive Director :Rational Football League Players Assodation SIU members joined striking members of the Washington Redskins on the picket line at RFK stadium during the NFLPA strike. 'WW II's Gianella . ' Perhaps some would be interested to know that Mr. Gianella was the radio operator of the SS PRUSA, a Lykes Bros. ship which was torpedoed by the Jap sub I -172 on Dec. 19, 1941. He went down with the ship. He was awarded the Merchant Marine Distinguished Service Medal posthoumously by President Roosevelt. The following is the citation: "For heroism beyond the line of duty. The ship in which he served was in mid-Pacific when struck by an enemy torpedo. The explosion blew through the after decks; the engine and dynamos were completely wrecked; and it was apparent that the ship would remain afloat only a few minutes. Orders were given to prepare to abandon ship and instructions sent to the radio operator to send an SOS. The officer who delivered the message found Gianella already engaged in rigging an emergency set. Lifeboats were lowered away and the Master then sent orders to Gianella to abandon ship. But the radio operator had not been able to get his message through. Realizing that upon him rested all hope for the rescue of his shipmates, the pull of duty was too strong to overcome. Gianella refused to leave his post and chose to face certain death in his stark devotion to duty." We, as merchant seamen, should never forget those terrible losses American seamen suffered in World War II. Those of your membership sailing today could find themselves in the same position at any time. I shall continue to remind the American public of the role of the U.S. merchant marine in World War II at evecy opportunity that presents itself. If there are any questions anyone has relating to ships or personnel involved in WW II, I would be more than willing to answer. Thank you for sending the LOG to me. I appreciate it. • • In reading your article about the SS Lawrence H. Gia.nella, on page Sincerely, Arthur B.. Moore Hallowell, Maine 11 of the SIU LOG October 1987 ed1tion 1 I was wondering 1f the membership realized who Lawrence Gianella was. nd Society's attitudes toward drug and alcohol abuse have changed greatly since our Union opened up the Addictions Rehabilitation Center in Valley Lee, Md. Ten years ago, many people considered drugs to be chic. Now, just about everyone recognizes them for what they are: killers. Today, Americans are being urged to "Just Say No" to drugs • Of en and alcohol. Unfortunately, millions of alcoholics and drug-abusers can't even admit that they have a problem. So for our members out there who have~ drug or an alcohol problem and won't admit it, I urge you to just say "Yes"to say "Yes, I have a problem with drugs or alcohol, and I need help." Over the past IO years, hundreds of your fellow Seafarers have done • I a just that. They've signed up for the Union's Addictions Rehabilitation Program. Thanks to the expert help of the staff down there, these SIU members now lead useful and productive lives. For all alcoholics and drug-abusers, recovery begins when they stop denying that they have a problem. There's an old AA saying-a person has to hit bottom before ?• they can reach out for help. For those of you who are sick and tired of the problems that alcohol and drug abuse are causing, contact your port agent or call the ARC in Valley Lee, Md. For those of you who haven't reached your bottom, don't worry, you will. Because once you start abusing drugs and alcohol, there's nowhere to go but down. TODAY./ DO IT TODAY/I l<ICK THE DRUG MABIT/ CONTACT VOUR PORT A6ENT, OR YOUR 'UNION AT PINEY POINT./ DO \T NOW. -" December 1987 I LOG I 23 �Seafarers International Union of North America, AFL-CIO Washington Report After seven years of complex and sometimes contentious talks between U.S. and Soviet negotiators in Geneva, Switzerland, Ronald Reagan and Mikhail Gorbachev finally signed an agreement to limit intermediate nuclear weapons. Supporters and critics of the INF Treaty both agree that this will increase pressure for America and Western Europe to build up their conventional forces. Part of that conventional capability will be in the area of sealift, where America is badly deficient. The maritime industry, which provides the bulk of America's sealift support, was given a reprieve of sorts when American and Canadian officials announced that the transportation provisions had been dropped from the final version of the Canadian Free Trade Agreement. Canadian Free Trade Agreement A united maritime industry won its biggest victory since the Cargo Preference Compromise of 1985 when U.S. and Canadian officials announced that maritime would be excluded from the final provisions of the Canadian Free Trade Agreement. 'Tm too superstitious to break out the champagne," said one industry official, "but this marks a great day for the maritime industry ." According to news accounts, maritime was ''dropped from the pad in response to fier~e response from maritime interests in both countries. " Reagan and Canadian Prime Minister Brian Mulroney signed the agreement Od. 3. When news of the agreement began to leak out , more than 200 maritime groups formed a ~oaJition to get the industry excluded . Opposition from Canadian seamen was just as intense. SIU of Canada President Roman Gralewiczjoined Frank Drozak, his American counterpart. in writing a letter to Mulroney and Reagan which said , "We believe that any free trade agreement which alters current maritime policies is unwise, unjust and unfair." "Things (in the maritime industry) may be bad now," said SIU V.P. Mike Sacco, who's in charge of the Union's Great Lakes region, "but if the agreement had been ratified with the maritime provisions intact, the maritime industry would have lost something more important than any one program. It would have lost all hope for the future." Free Trade and All Gatt The recent stock market crash has dimmed chances for early passage of the Omnibus Trade Bill, according to Sen. Lloyd Bentsen (D-Texas) and other leading members of Congress. Congress will probably focus its attention on resolving sticky budgetary issues before adjourning for Christmas later this month. Last month' s trade deficit eased somewhat as the dollar took a plunge on the world money markets, thereby making American goods and services more competitive. Many leading economists are saying that a lower dollar is at best only part of the solution to America• s trade crisis. If the dollar falls too 24 I LOG I December 1987 December 1987 Legislative, Administrative and Regulatory Happenings far too fast then there will be great instability in the world marketplace. One solution to the present crisis is increased use of bilateral trade agreements. That was the suggestion offered by Rep. Richard Gephardt (D-Mo.) in the latest presidential debate. Meanwhile, U.S. Trade Representative Clayton Yeutter was predicting that the latest round of international trade talks ''could yield tangible results as early as the end of next year." The GATT negotiations had played a major role in uniting the often-fragmented maritime industry. The concern was this: if maritime was included in a Free Trade Agreement with Canada, and such an agreement was later ratified at the General Agreement on Tariffs and Trade talks, then all future improvements in U.S. promotional programs would have been open to third world shipping. Liner Subsidy Reform There is general agreement among industry officials that it will be impossible to improve conditions in the maritime industry without some kind of reform of the Operating Differential Subsidy program. Earlier this year, the administration finally got around to presenting Congress with its ideas for such a program. By that time, however, operating subsidies were already starting to expire. Reaction to the administration's plan was cool, especially since the administration made no bones about it desire to put a cap on costs. Several other plans have been floating around Congress. While reform of the subsidy program is a life-and-death issue to most companies, most have different interests to protect. Aside from a general dissatisfaction with the level of benefits being offered under the administration's plan, there has been no agreement among American-flag operators on what should be done. The Senate Commerce Committee is soliciting comments on two pieces of legislation dealing with this issue. Because of its heavy workload and the complexity of the issues involved, it has extended the period of comment to Jan. 15, 1988. While the SIU is not wed to any one approach, it would like to see the issue resolved as soon as possible and in such a way to serve the interests of all American-flag operators. Shipbuilding Capability Despite the important role that shipbuilding plays in the defense and economy of this nation, absolutely no progress has been made toward forging the comprehensive, fair and workable national shipbuilding and maritime program that is so urgently needed. That was the assessment of SIU Legislative Director Frank Pecquex when he testified before the House Subcommittee on Merchant Marine and Fisheries Dec. 8. The subcommittee had called a hearing to receive input from industry officials in light of the report that the Commission on Merchant Marine and Defense recently released. Among other things, the report stated that the precipitous decline in this country's maritime and shipbuilding industrial base poses a serious security threat. The decline of this nation's shipbuilding industry can only be curtailed, said Pecquex, if we take the following corrective actions: * Establish a clear requirement for shipbuilding capability for U.S. national security; * Curtail U.S. government contracts with foreign companies, both for supplies and research and development, which last year amounted to $9 billion; * Broaden the requirements of the Jones Act to cover all maritime activity within the 200-mile Exclusive Economic Zone; * Initiate a government-sponsored buildand-charter program that would direct the government to build vessels to be chartered to commercial operators in peacetime, but would be subject to Navy recall during emergencies; * Fully fund the Title XI ship construction loan and mortgage insurance program, which is the last remaining substantial shipbuilding support program; * Enforce and expand regulations requiring that Navy ship repair work be performed in U.S. shipyards; and * Replace sealift tankers serving the Navy's point-to-point oil requirements, whose capacity has been reduced by current regulations requiring a segregated ballast system. Tax Correction Act One of the major accomplishments of the 99th Congress was passage of a comprehensive tax reform bill . Despite considerable pressure from special interest groups, most members of Congress have been loathe to make many changes in the legislation (i.e. , change tax rates). They have preferred instead to look at legislation that would change a few marginal details. Maritime has learned the hard way that any change in the tax laws can have critical consequences for the American-flag merchant marine. Unfortunately, the present budget deficit has sent Congress back to the books looking for ways to increase revenues. The SIU and other maritime groups were fortunate to have included in the House version of the Tax Corrections Act language which would restore full deductibility for meals furnished on commercial vessels. "This is a big victory for our membership," said Pecquex. Promoting U.S. Coal The SIU has joined a coalition of maritime and energy organizations which supports passage of H.R. 3579, the 1988 Defense Appropriations Act. Among other things, the bill would mandate the purchase of U.S. coal for American military installations.in Western Europe. In addition to the SIU, the coalition, which is known as the Defense Energy Council, includes such diverse organizations as the American Maritime Officers Association , The United Mineworkers of America, the Transportation Institute, National Marine Engineers' Beneficial Association, Rail Labor Executive Association, the Falcon Shipping Group, the International Association of Machinists, and others. While the House Full Committee has completed action on this issue, the Senate is still studying it. (Continued on page 7.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1987 Description An account of the resource HEADLINES U.S./CANADA TRADE PACT DELETES MARITIME THREAT MARAD KEEPS RRF AUTHORITY FIRST SMU CONVENTION THE STANWICK REPORT: MANNING REVOLUTION SIU CREWS NEW COMMUTER FERRY SERVICE CURTIS BAY BOATMEN STRIKES END IN TWO PORTS COAST GUARD LICENSING A NEW YEAR BRINGS NEW REGULATIONS MSC GETS 2ND HOSPTIAL SHIP NORTHWEST MARINE IRON WORKS AWARDS NEW NAVY CONTRACT TRADE UNIONISTS RALLY BEHIND UNITED NEGRO COLLEGE FUND THE SIU IN WASHINGTON CANADIAN FREE TRADE AGREEMENT LINER SUBSIDY REFORM TAX CORRECTION ACT FREE TRADE AND ALL GATT SHIPBUILDING CAPABILITY PROMOTING U.S. COAL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 12 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/427c975260aec00c5b61d66e26af899b.pdf 01c174fa767ac019ac85173ee5864aad PDF Text Text .***** .?' :~-* * --- •i ~~f I Gmcial Publication ol the Seafarers International Union • Atlantic, Gull, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 11November198? A Need for Healthy Merchant Fleet Defense Report Finds 'Alarming' Sealift Decline The United States has barely enough ships or crews to meet military sealift requirements today. And it's only going to get worse. The only way to remedy that is to maintain a healthy, private U.S. merchant marine, according to a recently released report by the presidentiallyappointed Commission on Merchant Marine and Defense. The seven-member panel, which conducted hearings and research throughout this year, presented its 24 ''findings'' to President Reagan earlier this month. The commission's purpose is to study U.S. military sealift needs, to determine if those needs can be met and to Salvage Effort Fails See Page 7 recommend ways to meet those requirements. ''The principal significance of the commission's findings is that there is a clear and growing danger to the national security in the deteriorating condition of America's maritime industries. The United States simply cannot consider itself secure, much less the leader of the Free World, without reversing the decline of the maritime industrial base," wrote former Sen. Jeremiah Denton, commission chairman, in a letter to Reagan. Denton said that after meeting with the president for 10 minutes, Reagan said ''he would do what he could.'' SIU President Frank Drozak said the findings ''came as no surprise to anyone who has followed the maritime industry for the past years. We have pointed out the national security problems due to a declining fleet for years, all the maritime industry has. Maybe because this commission was appointed by the president it will have a little more clout in policy making decisions, maybe not." While the merchant marine has shrunk quite a bit in the past decade or more, since the Reagan administration came to office the decline has accelerated. Since 1981 the administration ended ship construction subsidies, placed a moratorium on operating subsidies, opposed expansion of cargo preference and boosted the buildup of a reserve force run by the Navy. The commission stated repeatedly in its report that a private U.S. merchant fleet is the best way to maintain security. One of the major problems of the reserve fleet is a lack of adequate manpower to crew those ships. In a single theater sealift operation, the commission predicted a shortfall of 12,500 seamen by the year 2000. ''Of course there will be a lack of crews, because there is a lack of jobs today. Where are these people going to get their training and earn their livelihoods," Drozak asked. "A major government effort is urgently required, indeed overdue," to build the merchant fleet to a level where it can meet national security needs, the report said. ''There is no more militarily efficient, cost-effective and reliable way to provide the majority of the military sealift requirement now and in the future than through an active United States-flag merchant marine," the commission found. The commission is due to report recommendations to the president by the end of this year. Following is the list of 24 findings the commission reported. 1. The commission has found clear and growing danger to the national security in the deteriorating condition of America's maritime industry. The United States cannot consider its own interests or freedoms secure, much less retain a position of leadership in the Free World, without reversing the decline of the maritime industries of this nation, which would de- (Continued on Page 10.) Manning Conference More than three dozen labor, industry and government maritime leaders gathered at the Merchant Marine Academy to exchange ideas on innovative manning systems for the U.S. merchant marine. SIU President Frank Drozak said effective manning systems should be the objective and that competitive manning does not mean simply slashing crew sizes. He also noted that the U.S. merchant fleet serves two purposes, commercial, and as a national security asset. The requirements of the roles are not always compatible. A series of articles beginning next month will examine the questions and trends of future manning, innovations and crew training for the U.S. merchant marine. The conference established five committees to study the following areas. 1. Effective Use of Current Manning-Chaired by Arthur Haskell 2. U.S. Legislative and Regulatory Reform-Co-chaired by Frank Iarossi, Frank Drozak and Admiral William Kime 3. Multiple Unions-Chaired by Stephen Schmidt 4. Cargo Opportunities-Chaired by Robert Elsensohn 5. Ship of the Future-Co-chaired by Richard Soper and Jordan Truchan Evan Bayh, secretary of state of Indiana and son of former Sen. Birch Bayh, told the Maritime Trades Department convention that it is time to "revitalize" politics by electing men and women who share the concerns of working people around the country. For complete coverage of the convention, see pages 3-6. Inside: Special Report by Drozak Page 2 Unity Key in Inland Beefs P.R.O.M. at SHLSS? Pages 12 & 13 Last Run for Galveston Pages 15-19 Page 30 �---~------------------· ---- -- - A SPECIAL REPORT TO THE MEMBERSHIP Since its beginning in 1938, the Seafarers International Union has had one overwhelming priority: the job security of our membership. Anyone who's been around maritime for any length of time knows that the industry is like a roller coaster. It's either boom or bust, and nothing in between. Either there are too many ships or not enough. Companies come and go. And when they go, they're gone forever. Many of our younger members think that they can count on one company-Sea-Land, APL, Waterman-to take care of their job security. Well, the maritime industry just doesn't work that way. It never has. Just ask any old-timer about Isthmian or Cities Service, two SIU companies that no longer exist. Of course, this kind of thinking is not confined to our younger members. There were plenty of NMU seamen who thought that they could always rely on U.S. Lines, which was known as the Rolls Royce of the American-flag merchant marine. But to the surprise of almost no one in the maritime industry, U.S. Lines filed for bankruptcy last year. The difference between the SIU and most other maritime unions is that we are willing to give our members the hard facts so that we can work together to protect their job security. We've found from experience that it doesn't pay to sugarcoat the facts. The truth of the matter is that the maritime industry today is experiencing rough times. Things have never been worse. Since 1980, seamen, like millions of other industrial workers, have seen their jobs exported overseas. It is no longer possible for anyone to talk about "business as usual." Some unions believe that it's enough to sit back and complain about conditions in the industry. We don't happen to agree with them. While we didn't cause the present decline in the industry (unlike the NMU or District 1, we didn't give money to help elect the Reagan administration which has gutted every single maritime program on the books), we feel that we owe it to our members to confront these conditions in the best way that we can. The strongest and most committed unions in America are looking at non-traditional ways of protecting the job security of their members. Examples of this are the contracts that the United Auto workers recently negotiated with General Motors and Ford. Rather than demand large wage increases or Some German and Japanese shipping companies are experimenting with ships that have even smaller crews. Manning cuts have come mainly in the unlicensed berths. · That is not to say that unlicensed seamen have to go the way of the dinosaur. In the past, the SIU has pioneered new concepts like the QMED rating which have created new jobs for our members. And we can do it again. The decline of America's merchant marine is part of a larger decline in this country's industrial base. During the past few years, while some segments of the American economy have been doing quite well, industries like auto, steel and maritime have experienced sharp declines. While Wall Street was awash in paper profits, once prosperous communities in the middle west insist on inflexible work rules, negotiators for the UAW concentrated on pinning down job security for their members. Auto workers went along with this approach because they were aware of conditions in the auto industry. Conditions in maritime are as bad or worse than those in the domestic auto industry. If you don't believe it, then here are a few of the facts. In 1980 there were more than 600 vessels documented under the American registry. Today, there are fewer than 360 in the active deepsea fleet. The number of deep-sea billets has dropped from 18,000 in 1980 to 12,000 today. Jobs on our rivers and in the harbors are down 30 percent. "We began to make changes . . • to prepare for the 21st century" America's fleet is one of the oldest in the world. The average age of an American vessel is more than 25 years. In order for the Americanftag merchant marine to survive, new vessels will have to be built. Yet because of the promotional cuts that the Reagan administration has made over the past six years, there is no guarantee that the new vessels needed to keep this industry afloat will be built. On Nov. 9, 1987, for the first time in the entire history of the maritime industry, not one new merchant vessel was being built in an American shipyard. Yet for argument's sake, let's assume that new vessels will be built, if not in an American shipyard, then in a foreign one (which is the preference of the administration and even some other unions). Thanks to technological advances in the industry, each new vessel that is built will replace two or three active ones. So even if the operational end of the industry is able to modernize and adapt to new conditions, the number of active deep-sea jobs will continue to drop. Automation means that fewer seamen are needed to keep a vessel running. Twenty years ago, most ships had 48-man crews. Now they can run with 21 people. The Norwegians are running ships with crews of 18, top to bottom. America's next round of new ships will probably be crewed by less than 21 men, and they will be all purpose crews at that. ovem r 1987 became impoverished overnight as American companies relocated their factories overseas to take advantage of low wages, minimum safety standards and non-existent taxes. Now that the stock market has crashed, and this country faces a recession, these conditions, as bad as they are, are going to get worse, not better. The maritime industry is a capital intensive industry. In order to build and operate ships, you need lots of money. Unfortunately, the stock market crash threatens to drive foreign investors away and dry up domestic sources of capital. For the past few years, the SIU has taken a lot of heat for our relentless drive to sign up new military vessels. We began to make changes, and to prepare for the 21st century. We apologize to no one for the actions we have taken to ensure the job security of our membership in the years to come. We've had the guts to face the truth: These military vessels represent the only new jobs being created in the maritime industry. Even the most innovative, best-run commercial companies have experienced sharp declines. At a time when the maritime industry has shrunk by more than one-third, we have been able to sign up 70 new vessels representing 1,300 jobs. We were able to get these jobs even though licensed unions like District . 1-MEBA and the MM&P had set up top-to-bottom organizations (Continued on Page 3.) Off Pub! on of e Seafarers International Un!Oll of rth Amenca Atlantic Gulf, Lakes and I nd Waters District, n..r.o Vol. 49, No 11 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I November 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union , Atlantic, Gulf , lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs , Md. 20746, Tel. 8990675. Second-class postage paid at M.S .C. Prince Georges, Md . 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way , Camp Springs , Md. 20746. �·-~- "·\ Maritime Trades Department President Frank Drozak opens the MTD's convention with a stinging attack on the "devastating economic policies of the Reagan administration," and with a call for "a new unity of purpose within maritime labor.'' End of 'Disastrous' Reagan ~ra Nears MTD Maps United Program to Rebuild U.S. Shipping, Shipbuilding Industries AFL-CIO Maritime Trades Department President Frank Drozak appointed a special committee to develop a unified legislative program ''which will effectively confront the common problems that affect all workers in American industry today." That action was taken during the biennial convention of the Maritime Trades Department held last month in Miami Beach. Despite continued assaults on the maritime industry and on the rights of American workers everywhere, the delegates expressed optimism that the effective end of the Reagan era, the enhanced role of the Congress and a new sense of unity within America's labor movement can put the U.S. maritime and shipbuilding industries on the road to recovery. Drozak made clear in remarks to the delegates and in the appointment of the special committee that the department is concerned at the closing of shipyards and the loss of shipbuilding capacity as well as the decline in ships genuinely entitled to fly the American flag. AFL-CI 0 Secretary/Treasurer Thomas R. D9nahue addressed both issues in a speech to the convention. The United States foolishly scuttled its once-great merchant fleet and shut down its shipyards, Donahue noted. It al- lowed other countries to deliver its goods "and collect the wages and profits that once belonged to Americans.'' Now ''the chickens have come home to roost'' for those who argued that the United States can depend on the ships of other countries, he said. "Having sold the ships, they have now been reduced to selling the flag itself in order to get other countries' tankers through the mine fields of the Persian Gulf.'' A convention resolution protested the reflagging policy and pointed out that under-used U.S. tankers, genuinely entitled to fly the American flag, are available for Persian Gulf service. It said all vessels under the American flag should comply with safety requirements and have U.S. crews. Drozak took the lead in a sharply critical convention discussion of the maritime '' giveaway" provisions of the proposed free trade agreement between the United States and Canada. The president of the Seafarers said the pact is strongly opposed by union members on both sides of the border. As the unions affected see it, laws and bilateral agreements that the United States and Canada have enacted to keep their merchant fleets afloat are threatened by provisions that will allow low-wage nations to take over trade routes served by U.S. and Canadian vessels. Drozak termed the treaty proposal ''a calculated attempt by free trade ideologues to systematically dismantle the maritime industries of both nations.'' Runaway shipping, sailing under so-called flags of convenience, is causing unemployment in all of the world's traditional maritime nations, a convention report declared. In both ships and tonnage, the fleets of North America, Western Europe and Japan have diminished substantially while open-registry shipping continues to grow. One bright spot, the report cited, was the long-overdue closing of a U.S. tax loophole that had enabled American citizens and U.S. companies to (Continued on Page 5.) A SPECIAL REPORT TO THE MEMBERSHIP (Continued from Page 2.) which bypassed unlicensed hiring halls. These licensed organizations were willing to use strangers off the street rather than provide employment opportunities for members of the SIU, the NMU, the Marine Firemen or the Sailors Union. · Some of our members didn't want to take these jobs because they said that they didn't pay as well as comparable jobs onboard Sea-Land vessels. But the number of Sea-Land vessels has been declining every year. Ten years ago, the company had more than 50 vessels registered under the American flag. Now it has about 30. Moreover, some of Sea-Land's top management people have threatened to reflag if Congress and the administration can't come up with a plan to restructure the liner subsidy program. It is now 10 months into the lOOth session of Congress, and no one-not the administration, the industry or Congress-has been able to come up with a liner subsidy plan that meets everyone's expectations. You put two and two together. Maritime' s decline has been exacerbated by the Reagan administration. Not content with the cuts it has made in federal funding for maritime, Reagan now wants to hock the industry's future. The administration recently signed a free trade agreement with Canada. If the maritime industry is not somehow excluded from the provisions of this agreement, then Canadian shipping firms, which enjoy a competitive advantage because of Canadian promotional programs, exchange rates and tax rates, will be able to compete for any new work generated by changes in this country's promotional laws. But worse, so will other countries. This won't help Canada or the United States, but it will allow third-world nations to compete unfairly against both the U.S. and Canada. In effect, this would freeze commercial work at its present, depressed levels. So you see, that is why military work is so important. Because the fact of the matter is that this country needs some kind of merchant fleet, whether it depends on military or commercial work for its survival. And every generation of Americans has had to learn the hard way that this country needs an American-flag merchant marine capable of meeting this nation's sealift needs. Twice before in this century, the American maritime industry was allowed to deteriorate to the point of near-extinction. And twice before, the American people were forced to confront the issue head on. The American people are beginning to wake up to the fact that the hundreds of billions of dollars that they've spent beefing up the defense budget will be useless unless they have a reliable way of transporting troops and supplies overseas. And that's where we come in. We're Americans, and we're seamen. We're not some hired hands-We can be counted on m an emergency. The companies that we work for did not reflag their operations overseas. They've demonstrated their commitment to this country in the only ways that count-by paying taxes, by adhering to internationally guaranteed health and safety standards, and by employing American workers. So you see, there is a future for this industry. The trick is to hang on long enough to cash in. The old ways are gone. We have to deal with the realities of today. In the short-term, that means making hard decisions about remaining competitive. With the help of this membership, we intend to do it. November 1987 I LOG I 3 �A New Maritime Agenda TD Is United for ction Maritime Policy In the past 10 years, there has been a 31 percent decline in the active commercial oceangoing U.S. -flag fleet. The reduction in the number of U.S.-flag vessels has been accompanied by a sharp decline in the number of shipboard jobs. The Navy has indicated that there is now a critical shortage of trained mariners, a shortage that will continue to grow. Unlike America, other developed countries that depend on a strong merchant fleet have ensured that their merchant fleets expand. Many countries reserve 100 percent of commercial cargo for national-flag vessels. France reserves 66 percent of oil imports and 40 percent of coal imports for French-flag vessels. Indonesia requires 45 percent of all cargoes to be carried on Indonesianflag vessels. Additionally, the United Nations Conference on Trade and Development Code recommends reserving 40 percent of international commercial cargo for the national-flag line. America has no similar provisions; as a result, U.S.-flag vessels carry less than 4 percent of America's waterborne international trade. Coupled with the lack of support for the U.S.-flag fleet in international commerce is a failure to support U.S. operators with financial assistance. One important program which has assisted American liner companies competing against low-cost foreign carriers in America's international commerce is the operating differential subsidy program. Beginning with this administration, no new subsidy contracts have been authorized. During this same time, some of the rules governing existing operating subsidies have been changed unilaterally by the federal bureaucracy. However, none of the changes has yielded significant benefits for the entire fleet. This ad hoc approach to an important program has resulted in an inconsistent and ineffective policy, and is witnessed by the loss of one-half of America's liner companies since the early 1970s. There is now a critical need for the renewal of an operating-subsidy program to encourage the long-term revitalization of the U .S.-flag fleet. President Reagan's failure to fund the construction differential subsidy program in 1981 and subsequent years represented the beginning of the end for a viable domestic shipyard mobilization base. It is clear that America's present maritime policy is failing because of changes in international trade and cutbacks in support programs for the U.S. maritime industry. This failure must be reversed quickly, and a comprehensive and well-balanced maritime policy must be implemented. Such a policy would guarantee America's national security, and would allow the maritime industry to again make substantial contributions to the national economy. AFL-CIO Legislative Director Robert McGlotten urged delegates representing 43 national labor organizations to "present a united front" in seeking congressional support for programs which will protect the job security of their members. 4 I LOG I November 1987 AFL-CIO Secretary-Treasurer Thomas R. Donahue charged that the U.S. "foolishly scuttled its once great merchant marine and shut down its shipyards,'' and he lamented that our once great maritime nation is "reduced to selling the flag itself in order to get other countries' tankers through the mine fields of the Persian Gulf." The Jones Act American cabotage policy is as old as the United States. The Jones Act provides cost effective domestic transportation for shippers and productive employment for hundreds of thousands of U.S. workers. In addition, the Jones Act fleet and seafaring workforce provide an indispensable national security asset vital to U.S. interests. The MTD supports U.S. domestic maritime policy and any efforts to strengthen or expand its coverage while vigorously opposing any intrusion into our domestic trades. U.S.-Canada Free Trade The trading relationship between the United States and Canada is the largest in the world. Their bilateral merchandise trade in 1985 totaled $125 billion, compared to $88 billion between the United States and Japan. President Ronald Reagan and Prime Minister Brian Mulroney agreed, in March 1985, "to give the highest priority to finding mutually acceptable means to reduce and eliminate existing barriers to trade in order to secure and facilitate trade and investment flows.'' Currently, both nations are involved in the closed negotiations of what is referred to as the U.S.-Canada Free Trade Area Agreement (FTA). The outcome of this bilateral negotiation may significantly affect future multilateral talks in terms of both its overall prospects for success and on key individual issues such as rules governing trade in services and government procurement practices. Furthermore, the combination of the two markets will have a significant impact on the labor forces in ooth countries. In particular, the maritime industries in both the U.S. and Canada will suffer if maritime services are included in the free trade negotiations. The Maritime Trades Department, AFL-CIO, believes that both U.S. and Canadian maritime policies and promotional programs serve national security and domestic commerce needs and should not be a matter of international negotiation. Existing maritime policies and promotional programs were implemented to serve national interests and do not impinge on the rights of other nations to act similarly in their own interests. Therefore, current or future maritime policies and programs should not be considered as impediments to international commerce nor subject to free trade negotiations. The possible compromise of both nations' maritime policies and programs could prove extremely detrimental to existing operations. U .S.-flag and Canadian-flag vessel operators have invested substantial sums of money and time into the maritime industry under the assumption that their business environment would remain relatively stable regarding the legality of operations. Therefore, the MTD believes that a free trade agreement between the United States and Canada that includes maritime services would work only to disrupt current maritime operations on both sides of the border and result in a negative impact on U.S. and Canadian maritime industries. �MTD Plans to Rebuild U.S. Shipping, Shipbuilding (Continued from Page 3.) establish foreign corporations to register ships in tax-free havens such as Panama and Liberia, thus paying no taxes to any country. Delegates acted on dozens of resolutions submitted by the department's 43 affiliated unions and 30 port maritime councils. The thrust of the policy statements was reflected in a call on Congress and the executive branch to assure that Americanflag carriers transport a significant share of the international commerce developed by the American economy, and to restore programs necessary for the survival of shipyards. The 200 delegates unanimously reelected the MTD's top officers-Drozak, Vice President William F. Zenga and Executive Secretary!freasurer Jean lngrao. International Trade The Great Lakes Maritime Industry There are a wide variety of unfair trade practices restricting the access of U.S.-flag carriers to international cargo. These practices take a number of forms including regulatory schemes, state-owned and operated fleets and the refusal of companies in some countries to use U.S.-flag vessels for the carriage of imports or exports. As a result of the failure to secure cargo, U.S. seafaring jobs are lost. Unfortunately, the U.S. government has failed to provide the assistance necessary to prevent those jobs from being lost. The Maritime Trades Department supports efforts to strengthen America's trade laws governing international shipping, and asserts that denial of worker rights in international shipping should constitute an unfair trade practice. The Great Lakes/St. Lawrence Seaway system represents a significant natural resource that facilitates efficient waterborne commerce and provides numerous maritime employment opportunities. Despite the appearance of an upswing in Great Lakes cargo movements, many problems still exist. The MTD supports all efforts to increase U .S.-flag service by reducing steel imports and expanding exports from the Great Lakes region. Additionally, the MTD believes the United States and Canada should work to minimize and, when necessary, equitably apply all user fees on the Great Lakes/St. Lawrence Seaway to encourage continued and increasing growth in the area. Flags of Convenience The proliferation of opportunistic flags of convenience has led to the wholesale abandonment of national-flag fleets by traditional maritime nations. Such actions have accelerated the already rapid decline in vessels and reliable, qualified crews available to the Western Alliance in a time of crisis. The U.S. government continues to accord reciprocal tax or other privileges to nations which, through flags of convenience and other tax havens, deny the U.S. legitimate tax revenues. The MTD urges the U.S. government to refrain from granting reciprocal tax or other privileges to flags-of-convenience registries, which use these registries as tax havens. The MTD calls upon the government not to turn the Stars and Stripes into an opportunistic, dishonorable .flag of convenience. Citizenship Requirements for U.S.-Flag Vessels SIU of Canada President Roman Gralewicz, left, and SIU Vice President Mike Sacco were concerned about the impact of the maritime provisions in the proposed U.S./Canada Free Trade pact. Insurance Crisis in the Fishing Industry One of the most serious problems facing the U.S. · fishing industry is the availability, affordability and adequacy of fishing vessel insurance. Consequently, in the event of an accident and without adequate coverage, owners or operators of vessels are left with the prospect of losing everything they own, and injured seamen aboard such vessels may not be adequately compensated for injuries incurred. Management and investment policies of insurance companies in tandem with the high casualty rate in the fishing industry resulting from an ·absence of stringent safety standards combine to substantially contribute to the ongoing crisis. The MTD urges enactment of legislation which will address the safety problem plaguing the fishing industry, with an eye toward reducing the incidents of accidents and, in tum, lowering premiums for insurance coverage. The administration, in allowing the reflagging of Kuwaiti vessels, effectively ignored longstanding maritime law~ and policies that require U.S. citizen crews on U.S.-ftag vessels. The administration's refusal to adequately enforce existing laws on citizenship manning requires legislation to insure U.S. citizens on U .S.-flag vessels. Therefore, the MTD resolves that the laws should be amended to require that U.S. citizens comprise the crew on U.S.-flag vessels. UNCTAD and Bilaterals The cargo available in international shipping is becoming increasingly controlled through bilateral agreements in accordance with the UNCTAD Code of Conduct for Liner Conferences and cargo reservation schemes. The Reagan administration opposes agreements which would provide cargo to U .S.-ftag carriers and has failed to enter into meaningful bilateral agreements. The MTD believes that legislation should be enacted which would require the administration to enter into meaningful bilateral agreements. (Continued on Page 6.) November 1987 I LOG I 5 �~New Maritime Agenda Port and Inland Waterways Development The passage of the Water Resources and Port Development Act of 1987 is the first legislation of its kind in over 15 years, authorizing the rehabilitation of the nation's waterways. The Act authorizes construction of 262 Army Corps of Engineer projects and contains a federal/non-federal cost sharing formula. These projects, totaling over $16 billion, offer enormous employment opportunities. The MTD urges the Congress to quickly appropriate the monies for these projects and eliminate the double taxation problem that originates from the collection of user fees. Offshore/Onshore Activities The exploration and development of our nation's offshore energy resources is a significant industry that is anticipated to expand in the coming years. The MTD, in conjunction with the general presidents' offshoreonshore fabrication and construction unions council chaired by President Frank Drozak, is of the position that any economic benefits resulting from offshore exploration and development projects should be reserved for U.S. citizens. As such, this resolution supports the establishment of a domestic built and crewed requirement for all oil and gas exploration and development projects. Government-Impelled Cargo Since the enactment of the Military Transport Act of 1904 and the Cargo Preference Act of 1954, these cargo promotion policies have come under attack by federal agency personnel and various exporting industries which choose to view this policy in a very narrow sense. In recent years these attacks have been stepped up and have required the constant attention of maritime operators and seagoing unions to insure that the industry receives its fair share of the cargoes to which it is entitled. The maritime community has had to battle agriculture interests and most recently the defense agencies. The Maritime Trades Department opposes any attempts to circumvent the cargo reservation statutes. We support positive efforts to clarify and expand cargo reservation policies. Deregulation of the Maritime Industry Deregulation of the maritime industry under the Reagan administration has meant a policy of abandonment, an end to most of the federal promotional programs. The damage to the industry by this approach is clear. Since Jan. 1, 1987, the privately owned active oceangoing fleet has dropped by nearly one-third, the Great Lakes fleet is 29 percent smaller, and oceangoing shipboard jobs have dropped by 44 percent. Instead of getting out of the shipping business, the government has been forced to get deeper into it through the acquisition and maintenance of vessels in the Ready Reserve Force. The Maritime Trades Department calls on the administration and the Congress to review maritime policy as part of a comprehensive approach-one that has as its objective a merchant fleet capable of meeting commercial and defense needs. Shipbuilding The MTD urges the administration to abandon its misguided policies which have substantially contributed to the depressed condition of the domestic shipbuilding industry. The MTD urges the administration to support extension of the Jones Act to the 200-mile Exclusive Economic Zone ; a government-sponsored build-and-charter program; fully fund the Title XI ship construction loan and mortgage insurance program; and expand regulations requiring Navy ship repair work be performed in U.S. shipyards. 6 I LOG I November 1987 Civil Rights Despite the progress attained since the passage of the Civil Rights Act of 1964 toward racial justice and social unity, efforts to halt and reverse the gains acquired in the areas of equal opportunity in jobs, housing and education have surfaced. Through the narrow interpretation and subsequent weakening of civil rights laws and regulations, budgetary limitations, cutbacks on social programs, and appointments to key agency and judicial positions of conservative nominees, the Reagan administration has contributed to the tide of renewed discriminatory practices in housing, employment and education in this country as well as the diminution of workers' rights. The MTD reaffirms its commitment to all Americans whose civil rights have been placed on the back burner during the last six years of the Reagan administration of equal opportunity in every phase of American life for all our citizens . Veterans' Benefits During World War II, the U.S. Merchant Marine suffered proportionately greater casualties than any uniformed group except the Marine Corps. Despite this, there has been no G.I. bill, no honors, and no recognition for their sacrifices. The MTD applauds a recent U.S. District Court ruling criticizing the Department of Defense Civilian/Military Review Board's denial of veterans' status to World War II merchant seamen. The MTD supports legislation to provide merchant seamen who have risked their lives for the welfare of this country with the veterans' benefits they deserve. Reflagging of Kuwaiti Tankers The reflagging of Kuwaiti tankers is a questionable strategy that was handled in a questionable manner. Despite the availability of U .S.-flag tankers and crews, chartering these vessels was disregarded. During the process of reflagging the Kuwaiti vessels, important safety and inspection requirements were waived. The U.S. government has also allowed the Kuwaitis to ignore longstanding laws and policies that require U.S. citizens on U.S.-ftag vessels. The MTD objects to reftagging vessels to the U.S.-ftag that have not complied with established safety and inspection requirements and that are not 100 percent crewed with U.S. citizens. The MTD supports full compliance with U.S. maritime law and urges the U.S. government to require the use of U.S. vessels by Kuwait. Reflagging Fish Processing Vessels To assure continued access to the lucrativ~ U.S. fisheries., foreign interests are seeking to reftag their processing vessels under the American flag. Certain loopholes exist in current law which permit this reftagging to occur, detrimentally impacting U.S. fishing interests in the trades and thwarting th~ full Americanization of commercial fishing, processing and marketing of the available fishery resources within the 200-mile Exclusive Economic Zone of the United States. The MTD urges immediate congressional action to close these loopholes, impeding foreign interests from their reflagging efforts and restricting a preferential allocation for U.S. fishery resources exclusively to U.S. processors and harvesters , as envisioned by the Magnuson Act. AFL-CIO Acts on MTD Agenda The AFL-CIO , meeting in convention last month following the Maritime Trades Department convention, adopted as its own a number of the resolutions which were acted on by the 200 delegates attending the MTD biennial meeting. Prime among those AFL-CIO actions were strong resolutions attacking the Kuwaiti tanker refiagging, and calling for a positive U.S. Maritime policy. �SIU Tug on the Scene Foggy Collision Sinks Liberian Ore Freighter The crew of the Crowley tug Arthur S came upon the kind of scene all Seafarers dread. About 15 miles from California's Point Conception, a Liberian ore freighter was settling from the stem. The 564-foot Pacbaroness had collided with the auto carrier Atlantic Wing in dense fog early Sept. 21. No injuries were reported from either ship, and the Atlantic Wing was able to make it to port under her own power, with a large gash in her bow. The Arthur S, captained by W.F. Hunter, arrived on the scene about 8:30 a.m. as the Pacbaroness was listing about 15 degrees with the stem awash on the starboard side. During the morning some crewmembers of the damaged ship remained aboard, sealing hatches above the waterline in an effort to keep her afloat. The last of crew abandoned the ship a little after noon. The hope had been that the Pacbaroness could be towed and saved, so the SIU crew put a line to the ship and began towing. By then, Capt. Masters said, the Pacbaronness' stem and number five hatch was under water, and the ship was sinking at about a foot an hour. Finally after three hours of towing, and with the ship sinking rapidly, the Arthur S slipped the tow line and watched the Pacbaroness sink under 3,000 feet of water. These dramatic pictures were submitted by SIU member Mike Cresci. Arthur S. crewmembers work the double braided 8" line before bringing the Pacbaroness under tow. The tug Arthur S. with the Pacbaroness under tow. November 1987 I LOG I 7 �Opposition Mounts to U.S./Canada Trade Pact Opposition to the Canadian Free Trade Agreement signed by U.S. President Ronald Reagan and Canadian Prime Minister Brian Mulroney on Oct. 4 has brought about the seemingly impossible: unity in the maritime industry. A coalition of more than 200 maritime unions and businesses has come together under one umbrella organization, the Maritime Coalition on the U.S.-Canadian Free Trade Agree. ment. These organizations have put aside their differences because they believe that the Canadian Free Trade Agreement threatens the survival of the American-flag merchant marine. In a letter to the Reagan administration and Congress, the coalition said, 'This agreement trades away the maritime industry for advantages in other commercial sectors, such as financial transactions, that bear no relation to national defense, and it gives no assurance whatsoever that Canadian vessels and shipyards will fulfill U.S. defense requirements when needed." The coalition is seeking to have the maritime industry exempt from the provisions of the Canadian Free Trade Agreement, much like aviation is. The coalition berated the agree- ment's "grandfather" clause, which would keep existing maritime programs and Jones Act restrictions, but would include the Canadians in new or amended programs. Given the current exchange rates and the Canadians' generous maritime subsidies, this would be "disastrous" for the maritime industry. "[This] will bring all future maritime programs to a halt and dry up financing in every segment of our industry.'' Other provisions in the Canadian Free Trade agreement were opposed. According to the coalition, a provision granting 50,000 barrels of Alaskan oil to Canada ''would diminish our tanker fleet. [This] flies in the face of intense and longstanding congressional opposition to Alaskan oil exports." The provisions concerning Alaskan oil make no sense whatsoever, said the coalition, because America has to import 40 percent of its oil and Canada is self-sufficient in that area. Another provision that bothers the coalition members is the agreement's mechanism for annual review and future 'rollbacks' of existing programs. ''This,'' said the coalition members, "may even jeopardize maritime promotional programs now in existence and would leave all maritime programs Work as Art Joe Vliek of Mentor, Ohio, who sails the Great Lakes, recently boarded the MN Belle River as a temporary wiper. To keep busy in his spare time, Joe painted a picture of the 1,000-footer on the wall in the paint locker. Here is the artist and his work. entirely in the hands of U.S. trade negotiators and the U.S.-Canada Free Trade commission ... Congress and responsible executive branch departments will, in effect, become mere spectators, able to observe but unable to act.'' Opposition to the Canadian Free Trade Agreement goes far beyond the confines of the maritime industry. Opposition to the Free Trade Agreement in Canada is intense and growing. According to a poll, only 49 percent of the Canadian public favors such a treaty, down from 75 percent a year ago. While the issue has aroused much less notice in this country than in Canada where it is front page news, there are signs that opposition to the agreement is growing. In addition to the maritime industry, opposition to the Canadian FTA has been strongest in the energy producing areas of the Midwest and the West. Sen. Kent Conrad (D-N.D.) said he could not support the agreement "unless it is amended to give better treatment to North Dakota and other states rich in natural resources." Sen. Wendell Ford (D-Ky.) also indicated that he would not be able to support the treaty if he finds that it is harmful to coal industry interests. SIU President Frank Drozak has spoken out at great length on this issue. In addition to sending letters to the various members of Congress, he talked about this issue at both the New York Port Council Dinner and the Maritime Trades Department Convention last month. "The agreement," he said, "would deprive elected officials in both countries of the right to formulate maritime policies appropriate to meet industrial and national security demands of the future." One of the biggest threats, said Drozak, is that the Canadian Free Trade Agreement would be used as a model for the upcoming GAIT talks. If that happens, then Canadian and American seamen would find therr jobs exported overseas because "the United States and Canada are signatories to multilateral and bilateral trade compacts and are obligated to provide most favored nation status to numerous third world countries.'' "Canadian seamen don't want this agreement any more than we do,'' said Drozak, who earlier this year issued a joint letter with SIU of Canada President Roman Gralewicz urging that maritime be exempt from the Free Trade Agreement. Vets' Case Postponed After more than 40 years and a court decision declaring the government had erre.d in not granting veterans' status to World War II merchant seamen, survivors will have to wait a few more weeks to find out what will be done in their case. The judge in the recent successful court decision became ill before he could rule on the government's process for redressing its action in denying benefits. Federal appeals court Judge Louis Oberdorfer had ordered the government to provide a timetable for a rehearing of the merchant seamen's case. The case involved two groups of seamen. The first was the seamen who participated in invasions during the war. The judge's ruling indicated that those seamen had a very strong claim to veterans' status. There was some speculation that Oberdorfer might have ordered the government to grant those merchant sailors veterans' status. The second set of seamen were those who sailed in war zones but did not take part in any invasions. A rehearing of their case was expected. The secretary of the Air Force is the head of the Civilian/Military Service Review Board which has the power to grant veterans' status to civilian workers who participated in wars. That board denied the claims of both invasion and war zone seamen. However, it has granted benefits to a wide range of other workers, including telephone operators and dieticiari·s. The judge said that the invasion force seamen met the qualifications for veterans' status and that the other group did not receive a fair hearing because the review board's guidelines were not followed. No date has been set for another meeting between the case's participants. DON'T DRIFT INTO OBLIVION WITM BOOZE I GET HELP!! CONTACT YOUR PORT AGENT OR YOUR UNION AT PINEY POINT 8 I LOG I November 1987 �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Sen. Barbara Mikulski Elton Gallegly B C ARBARA Mikulski (D-Md.) is a woman of "firsts." The first democratic woman to hold a Senate seat not previously held by her husband, the first Democratic woman ever to have served in both Houses of Congress, and the first woman ever to win a statewide election in Maryland, Sen. Mikulski was elected to the Senate in November 1986, winning 61 percent of the vote against her Republican challenger. After being sworn in on Jan. 6, 1987, Mikulski became the 16th woman to serve in the Senate. Born in a Polish neighborhood of East Baltimore, Mikulski trained as a social worker at Mount St. Agnes College in Baltimore and the U niversity of Maryland. Following school, she went to work for Associated Catholic Charities and then the Baltimore Department of Social Services. By 1966, Mikulski was an assistant chief of community organizing for the city social services department , working on a plan to decentralize welfare programs. As a social worker, she gradually was drawn to the civil rights movement and a fight over efforts to desegregate Baltimore neighborhoods. But her first political battle came in 1968 when the city of Baltimore announced plans to locate a 16lane highway through the city's historic Fells Point neighborhood. She got involved in the efforts to stop the proposed highway and soon became one of its key leaders and spokespersons. By 1970, the anti-road forces had won their fight, and Mikulski announced her candidacy for the Baltimore City Council. In her five years on the Council, Mikulski was known as an effective representative of the people. In 1976 she entered the race for the U.S. House of Representatives where she remained for 10 years. During her House terms, she served on Rep. Sen. Barbara Mikulski the Merchant Marine and Fisheries Committee, working on legislation that would affect the port of Baltimore. She also left her mark on many important pieces of legislation, including funding of shelters for battered spouses, funding for the deep dredging of the Baltimore harbor to make it internationally competitive, and amendments to an anti-terrorism bill which improved passenger safety on the high seas. In 1985 she announced her intention to run for the U.S. Senate seat being vacated by retiring Senator Charles McC. Mathias Jr., stating that it was an opportunity to "do more good for more people.'' And she has already made a start. Mikulski urged President Reagan to pass the Water Quality Act, and she introduced legislation which will keep thousands of American couples from forced poverty if the husband or wife is placed in a nursing home for longterm care. As a freshman senator, Mikulski' s assignments include the prestigious Appropriations Committee, the Labor and Human Resources Committee, the Environment and Public Works Committee and the Small Business Committee. A force to reckon with in the Senate, Barbara Mikulski has, however, never lost sight of her roots. Rep. Jim Bates (D-Calif.) told the MTD convention that he was "embarrassed and ashamed of what this country has let happen" to the U.S.-ftag merchant marine. ALIFORNIA's 21st district, a collection of far-removed Los Angeles suburbs encompassing northwestern Los Angeles County and eastern Ventura County is the kind of territory where the Republican candidate with the strongest conservative credentials normally wins. Elton Gallegly (R-Calif.) was such a candidate. His election to the lOOth Congress on Nov. 4, 1986, came with 68 percent of the popular vote from this region. Gallegly was born in Huntington Park and was raised in the southcentral suburbs of Los Angeles. After attending Los Angeles State College (now Cal State LA) in the 1960s, he worked hard to become a successful businessman and real estate broker. Gallegly's initiation into public life came in 1979 with his decision to run for the Simi Valley City Council. Following his election that August, he was then chosen by his Council colleagues to serve two terms as mayor, a position he held from April 1980 to November 1986. During his tenure as mayor, Gallegly maintained the city's tradition of low taxes (Simi Valley remains one of only 35 cities in California without a general-fund property tax). Over the cour e of his 6V2 years as mayor, he worked to expand the city's police depart- Rep. Elton Gallegly ment, build and equip a new senior citizens' center and city hall, and purchase a fleet of buses for local rapid transit. Through his efforts, Simi Valley gained more than 10,000 privatesector jobs from 1980 to 1986. Prior to his election to the U.S. House of Representatives, Gallegly also served as vice chairman and later chairman of the Ventura (Calif.) County Association of Governments, a group whose task it is to coordinate the work oflocal municipalities and county government. Rep. Gallegly was named to serve as vice chairman of the California Republican Delegation in the House. As a representatives, he serves on the Interior and Insular Affairs Committee and on the Small Business Committee. Addressing the issue of reftagging Kuwaiti tankers, Sen. John Breaux (D-La.) told the convention, ''I support freedom of the .high seas. But I do not support foreign oil from a foreign country, going in a foreign ship that's foreign crewed, that's selling it to a foreign country to be used by foreign citizens. That's not an American policy." November 1987 I LOG I 9 �Defense Report Finds 'Alarming' Sealift Decline (Continued from Page 1.) pend so heavily in a protracted war upon adequate use of oceans for its military defense and for its economic survival. 2. The commission has addressed itself to defense aspects alone, but in its studies and analyses has come unavoidably to recognize that, although the maritime defense implications are urgent, the decline of the maritime industries is part of a more general problem as the United States shifts increasingly from an industrial toward a services based economy. The commission concludes that the United States government has not yet adequately assessed the developing and massive defense implications of the shift. 3. The commissioners, at this point, unanimously agree that major governmental effort is urgently required, indeed overdue, to revise our national objectives, policies, and commitments in order to reverse the decline of the maritime industries. 4. During recent years, substantial questions have been raised in some official quarters about whether the United States flag merchant marine still fulfills an essential defense role. The commission finds that, as a matter of fact, the maritime industries, including the merchant marine, are and will be for the foreseeable future an essential component of America's national security capability for the transportation of cargo and personnel for national defense purposes. The United States flag merchant marine is an essentia.l direct military asset because, to meet the sealift requirements of the national strategy in time of war or national emergency, many or most privately-owned, commercial, United States-flag merchant ships and their American crews would of necessity be used for military sealift purposes and integrated directly into the national military command structure. Similarly, the shipbuilding and repair industry and its associated shipyard suppliers are and will continue to be an essential national mobilization resource. 5. There is today insufficient strategic sealift, both ships and trained personnel, for the United States, using only its own resources as required by defense planning assumptions, to execute a major deployment in a contingency operation in a single distant theater such as Southwest Asia. Without decisive action, the situation will worsen substantially by the year 2000. 6. Based on its study and analysis, the commission has concluded that there is no more militarily efficient, cost effective, and reliable way to provide the majority of the military sealift requirement now and in the future than through an active United Statesflag merchant marine. The ships should be militarily useful and operating, engaged in peacetime in carrying commercial cargo, and manned by United States crews. 7. The maritime industries have been in a state of decline for many years, but the rate of decline is now incresing at an ala.rming rate. Some of the largest ship operators, shipyards, and shipyard suppliers have gone out of business, and most of those that remain face serious financial hardship. The commission's analysis shows that, unless actions are taken to reverse the downward trend, the number of merchant ships and seamen will be reduced by one-half by the year 2000. Similarly, the shipbuilding and repair industry will continue to shrink and will be almost totally dependent on Navy work for its very existence. 8. The precipitous decline in the size of the United States merchant marine has been paralleled by a similar decline in the size of the merchant fleets of some of our most important allies, particularly those in Europe, upon whom we have planned to rely for provision of sealift to support United States forces that would be engaged in their theaters. 9. Maintaining the shipbuilding and repair segment of the industrial base required to sustain a protracted general war is essential to deterring or winning such a war. The base of shipyards and repair facilities, and their industrial suppliers, is currently inadequate in that sense and is continuing to deteriorate at an alarmingly progressive rate. 10 I LOG I November 1987 10. As with other industries vital to the national defense, the government should provide an environment free of artificial, non-economic, or discriminatory obstacles that impair the ability of American maritime businesses to compete on a fair basis, both among themselves and with their foreign competitors, and to have the opportunity to earn a profit. 11. Much of the challenge for effective actions to reverse the decline of the American maritime industries lies with the industries themselves. 12. Congress and the Executive Branch have enacted and implemented procurement policies that have emphasized bid price rather than value, with uncceptably harmful effects for both the merchant marine and the shipbuilding and repair industries in the form of the erosion of industrial capacity and capability, some losses in our traditional lead in technological and service innovation, and growing dependence on foreign sources of goods and services. 13. If the privately-owned merchant fleet is to be of a size and composition to fill the requirements of the national strategy, commercial operators must be able to acquire vessels on terms that do not impair their ability to compete in the commercial trade, and must have access to cargo on fair economic terms without being disadvantaged by unfair or non-economic policies and practices. 14. "Free trade" in reality does not exist today because of the prevalence of discrimination and protectionism in internatinal commerce, sometimes involving our closest trading partners and sometimes in violation of the spirit and letter of existing agreements. The United States government has not done as much as it could to deal with that situation by efforts to provide American flag ship operators with free access to international markets through all means, including international trade negotiations. 15. In today's international business environment, United States ship operators inherently have higher operating costs than many of their foreign competitors. If American operators are to be able to compete in terms of price, some form of the Operational Differential Subsidy (ODS) program or some other measure to address some or all of the difference appears essential. 16. Continuation of and strict adherence to existing statutory programs to reserve cargo for United States flag carriers, including the Military Cargo Preference Act of 1904, the Cargo Preference Act of 1954, and the Jones Act, are essentia.l. However important those programs are, reliance on them alone will not provide sufficient cargo to support a United States-flag merchant marine and a shipbuilding and repair industry of the size and composition needed for national defense. 17. To ensure the availa.bility of sufficient trained personnel to man sealift ships in time of war or national emergency, there is a need to support and preserve the capability to train licensed and unlicensed personnel in the government, state, and industry-la.bor training facilities. 18. The total colla.pse of commercial ship construction has been a major factor in the decline of United States shipbuilding capability. Government construction alone, mostly Navy and concentrated in a small number of shipyards, is insufficient to maintain a diversified shipbuilding and repair industry, including shipyard suppliers, sufficient to meet mobilization requirements in time of war or national emergency. 19. The United States has become alarmingly dependent upon foreign sources of critical equipment, ranging from major propulsion system components to precision bearings, for Navy as well as for commercial ships. In some cases, the newest, most technologically advanced, and most important Navy weapons systems rely upon foreign manufactured components. 20. The decline of the maritime industries has been continuous over the long term in spite of a number and variety of "business as usual" fixes and marginal adjustments. Heroic measures will be necessary if the decline is to be reversed and the industries restored to the minimum capacity projected by the Department of Defense and the Department of Transportation as necessary to fulfill the requirements of our current national policy. 21. In the past, many government programs have addressed only parts of the problem. The situation is now so bad that coordinated action is essential. To provide for the national security, to avoid wasting private and public funds, and to address the situation effectively, government leadership is required to ensure the earli~st possible active, serious, and constructive public and private cooperation among government, business, and labor to make the United States merchant marine more productive and competitive in world trade. 22. No government policy or system of government assistance should guarantee a profit to the maritime industries or to any other industries, but the opportunity should be available. In a capitalistic economy, profit is the driving force that is essential for an expanding and improving commercial merchant marine, equipped with modern and efficient ships, and for a healthy shipbuilding industry capable of competing effectively in world markets. 23. The rapidly deteriorating situation cannot be addressed without real costs in terms of national resources allocated to pay for the defense aspects of the maritime industries. Any successful course of action will have costs; the challenge is to develop and implement policies that meet the requirements in the most cost-effective manner possible. 24. The needed affirmation and restatement of our national maritime policy should include seven major points: • The United States must develop the sealift resources it needs to meet its national defense requirements and to ensure its economic security during times of war or national emergency. • The United States must take the measures necessary to ensure an adequacy of ships and seamen and of sufficient shipbuilding and repair capability to meet the requirements. • There should be a balance between the active commercial fleet and inactive reserve forces, but pla.ns and policies must emphasize active sealift capabilities. • Reserve sealift forces ideally should include only those highly specialized ships with unique military capabilities that cannot be provided from commercial sources. • Although United States policy is to rely on allied shipping to meet that part of its strategic requirement committed to the support of our established alliances, nonetheless the United States must be prepared to "go it alone" if required in geographic areas not covered by those alliance commitments. • The shipbuilding mobilization base must be maintained to ensure that the demands of the national strategy can be met. • New initia.tives requiring expenditures of federal funds for the maritime industries should be justified by and directed toward the acquiring and maintaining of sufficient sealift and shipyard capability to meet defense and economic support requirements in time of war or national emergency, and the costs of those expenditures should be borne by the nation as a whole. Sea-Land and NMU's Wall Receive AOTOS Awards One steamship company and a union president were awarded the annual of the Ocean Sea Award earlier this month. It was the first time a company had been picked to receive the maritime honor. NMU President Shannon Wall was cited for his years of service to both his union and to the maritime industry as a whole. Sea-Land won its award for being the American-flag carrier which pioneered containerization in the international trade. The awards were presented at a charity dinner with the proceeds going to the United Seamen's Service. A~miral Weisberger Laid to Rest Pallbearers carry former SUP President Morris Weisberger's casket following funeral services. Weisberger, a maritime labor pioneer, died Sept. 27 (see Oct. LOG). He was buried at the Sailors Uni9n of the Pacific plot at Olivet Memorial Park in Colma, Calif. Pallbearers are SUP President Paul Dempster, Jack Ryan, Gunnar Lundeberg, SIU vice presidents George McCartney and Buck Mercer, and Brandy Tynan. �Area Vice Presidents' Great Lakes by V.P. Mike Sacco No group of people follows the weather more closely than Great Lakes seamen. Once the cold weather comes, shipping up here grinds to a halt. The recent cold spell has been a disappointment to seamen. So too have port development projects. After a promising start, the number of government-generated projects has tapered off. The big news up here has been and continues to be the Canadian Free Trade Agreement. This is because Great Lakes seamen know first-hand what opening up American shipping to Canadian interests can do. American vessels carry less than 5 percent of all ocean-borne-cargo between American and Canadian ports. Canadian subsidies and a favorable exchange rate give Canadian shipping companies an insurmountable edge. The only good news up here on this issue has been the intense opposition that the treaty has aroused in Canada itself. Anyone who wants to know why Americans run huge trade deficits might want to consider the amount of publicity that the Canadian Free Trade Agreement has received in both countries. In Canada, the issue is front page news. In the United States, which stands to lose as much as Canada, if not more, the issue has elicited little more than a yawn. For more information on this issue, tum to page 8. change to FERS. For employees afloat and ashore at MSCPAC, the figures are even more dismal. Unless there is a last minute rush in MSCP AC to change over, PERS must do with the pitiful few (fewer than 10) who have made the big decision to switch. There are two major reasons why PERS has not been successful in their recruitment efforts: mistrust and misunderstanding. Mistrust because many of the civil service elder statesmen do not trust the present administration and feel that benefits under CSRS will be eroded under FERS. They have observed how the administration has toyed with Social Security benefits, and they know that FERS and Social Security are tied together. Misunderstanding and confusion because the government's Office of Personnel Management (OPM) has not allowed enough time for employees to digest all of the material that has been sent or explained to them, mostly through videotapes. This has resulted in confusion among the rank and filenot only with MSCPAC personnel, but employees in all other government agencies as well. While retirement benefits under FERS may prove advantageous for federal and postal employees in the long run, and this is the consensus in and around Washington, D.C., until federal and postal employees can absorb all the material that has been thrown at them in a relatively short time, the Federal Employees Retirement System will fail miserably. One can assume, however, that as more information is learned about FERS, eligible federal and postal employees will have the option to switch retirement plans during an open season period. enough to have strong support in Congress. The maritime caucus is one of the strongest and most effective on Capitol Hill. Yet every time that we try to pass a promotional program to help the maritime industry, the administration just steps in and vetoes the legislation. The Reagan administration has rewritten all the rules on what to expect from government. When I started out in the maritime industry, it was not unusual for the labor officials and shipping executive to bemoan the lack of concrete action by Washington. The Reagan administration changed that. Instead of neglecting the maritime industry, they've actively tried to dismantle it. This is the first administration which has failed to implement existing cargo preference laws. It has gutted every single maritime program on the books. And on top of everything, it has demonstrated an outright hostility to the needs of the working people. Political action is the only way that we will be able to save this industry. The upcoming presidential election offers us our last, best hope for turning things around. It is no longer enough to upgrade your shipping skills. Any seaman who wants to protect his job security should register to vote, become active in the Union's grassroots activities and donate to SPAD. .x k.::. East Coast by V.P. Leon Hall I Gulf Coast by V.P. Joe Sacco H ~·:El Government Services by V.P. Buck Mercer T HE option for all eligible federal and postal employees is fast running out for changing their retirement plan from the Civil Service Retirement System (CSRS) to Federal Employees Retirement System (FERS). The deadline date has been set for Dec. 31, 1987; however, there have been few eligible federal or postal workers who have made the important decision to change plans. The latest figures show that less than 1 percent of all eligible federal and postal employees have decided to Re~ort OUSTON has long been the largest port in the country. But you couldn't tell that by the number of American-flag vessels that come in and out of here. Not that shipping is bad. Far from it. There's lots of inland and military work for our membership. But to tell the truth, there isn't much commercial work down here. And what little that we have is destined to get smaller. Given the amount of cargo that comes in and out of Houston, I find this a downright shame. Yet the only way that this sorry state of affairs is going to change is if we elect an administration which shares our commitment to the maritime industry. During the past six years, maritime has learned the hard way that it isn't T was a busy month on the East Coast. SIU members picketed McAllister and Curtis Bay tugs in Baltimore, Norfolk and Delaware. Both the Union and the companies were playing hardball. More than 100 union members from other labor organizations supported the SIU at a demonstration at Baltimore's Rec. Pier. SIU President Frank Drozak wrote a letter to the Coast Guard complaining about safety conditions onboard McAllister tugs. He cited reports of groundings, and the inexperience of the scab crews which are manning the tugs. In Washington, a coalition of maritime organizations have banded together to protest the Canadian Free Trade Agreement. Drozak spoke about this issue at the annual New York Port Council dinner. The dinner was a huge success, thanks to the hard work of Michelle Nardo and other SIU employees who helped plan it. The dinner was held Oct. 17. Two days later, Oct. 19, the stock market suffered the largest decline in its his- tory. In one afternoon, the value of all the stocks on the Dow Jones had dropped by one trillion dollars. The head of the New York Stock Exchange said that the 508 point drop in the market was the "closest that he wanted to come to an economic meltdown.'' The market recovered slightly over the next two weeks, but a sense of urgency hung over New York and the rest of the country. In a way, it was hard to feel sorry for the same group of people who have championed hostile takeover bids and junk bonds. Millions of working people, including thousands of SIU members on the rivers and inland waters, have had their pensions and benefits threatened as a result of these questionable economic practices. Unfortunately, we 're all in the same boat. The fact of the matter is that most stock market declines are followed by recessions. And this was a crash, not just a downturn. The televised accounts of the crash were chilling. No one who saw the faces of the brokers-the pained expressions, the utter sense of disbelief-will have any doubt about the way history will ultimately judge Reaganomics. One final note: I'd like to comment on a new and innovative company that the SIU recently signed up. It's called ARCO RP. As many of our members know, the New York maritime industry has been experiencing difficult times. Sea-Land is the last major operator to be stationed in the metropolitan area, and it has threatened to reflag if action isn't taken on reforming the liner subsidy program. One of the few areas of growth has been in auto ferries. Earlier this year, the SIU signed up a new company, ARCO RP. Things are going so well for the new company that it was recently written up in The Journal of Commerce. Alluding to the growing use of ferries along the Hudson River, the article said, "One ferry service exceeding expectations is operated by ARCO RP. ''From 110 passengers the first day, the [new] line has grown to more than 2,500 a day." West Coast by V. P. George McCartney I had to fly back East last month to attend two important functions. My first stop was Manhattan for the New York Port Council's annual dinnerdance. I then went on to Miami, where the Maritime Trades Department was holding its convention. For the past seven years, the New York Port Council has handed out the Paul Hall Award of Merit. The award is given to ''that individual whd has made significant contributions to the (Continued on Page 21.) November 1987 I LOG I 11 �.. ... i Strike Enters Sixth Week Boatmen, Families, Other Unions Man Tugboat Picket Unes Scab crews on Cutris Bay and McAllister Brothers tugs continued to "whack" ships and damage equipment in Norfolk, Philadelphia and Baltimore as a three port, two-company strike entered its sixth week. In the meantime, the 500 striking boatmen received picket help from their families and support from other unions in the three cities. The captain of the M/V Ocean Princess (Ocean Cruise Lines) sent a letter to Curtis Bay's Philadelphia office complaining of the poor handling by one of the tugs sent to assist in docking. "Please be advised," he wrote, "that whilst alongside Penn's Landing pier ... your tug Cape May coming to make fast at starboard quarter, hit my ship creating a considerable dent on the shellplate." In other ports, local politicians expressed fears that scab-crewed tugs posed dangers to their ports, especially when handling toxic or dangerous materials. When a massive snow storm hit parts of the East Coast in early November, the tugs in Baltimore tied up, rather than face work in conditions SIU boatmen have safely handled for years. Four-year-old Simone Garayoa accompanied her parents Mark (right) and Cynthia Garayoa to the Union unity rally in Baltimore last month. Garayoa is a chief engineer for Curtis Bay. In Norfolk, wives of the strikers staged a protest at McAllister's downtown office and at Curtis Bay's dockside operations. More than three dozen wives participated. In Philadelphia, several wives manned a daily informational picket line in front of Curtis Bay's headquarters. In Baltimore, strikers and their families rallied at the city's World Trade Center and gathered thousands of signatures from Baltimore residents on petitions requesting that the companies return to bargaining and to replace th scab crews. The docking of the Queen Elizabeth II in Baltimore became the scene of a floating picket when two boat-loads of striking SIU members shadowed, from a safe distance, the docking of the huge liner. One Curtis Bay tug barely escaped damage when it was slowly moving between the ship and the pier. As the LOG went to press, the National Labor Relations Board had not acted on several unfair labor practice charges filed against McAllister fot\failure to bargain in good faith. Negotiations had not resumed with Curtis Bay. Striking boatmen from all three ports and both towing companies gathered at Baltimore's Maritime Exchange for picket duty last month. Members of more than two dozen unions In Norfolk, dozens of wives of the striking boatmen picketed McAllister's offices. 12 I LOG I November 1987 joined in the Baltimore rally. �. Near the McAllister docks in Norfolk wives joined their striking husbands shouting questions at newly hired security guards and scabs. ~ lo Philadelphia, Sharon Rafferty (center) hands a leaflet to a passerby in front of Curtis Bay's headquarters. With her is Nancy Weiner. The women and others picketed the company's offices nearly every day at lunchtime. With help from the Metropolitan Baltimore Council of AFL-CIO Unions more than 200 working men and women joined striking SIU members in a solidarity rally. .., When the Queen Elizabeth II called on Baltimore during the strike, SIU boatmen manned picket boats and shadowed the docking operation. In Philadelphia, Sidney Faucett and An- thony Hughes man the hand-made picket shed at Curtis Bay. It's never too young to start a good union education as this young girl finds out. SIU reps and leaders of other unions spoke to the crowd at the Baltimore rally. "The Seafarers are a reasonable union that will work with a company for the betterment of the port . . . but they are determined not to work in regressive, unsafe conditions," Ernie Grecco, President of the Baltimore Council of AFL-CIO Unions told the crowd. November 1987 I LOG I 13 �New Pensioners The following SIU members have retired on pension: DEEP SEA Algonac N arch Krzywda, 3rd mate Joseph Rollins, 2nd cook Joseph A. Wilkes, AB Phillip Williams, engineman Baltimore Steve Kolina, chief cook William F. O'Brien Edward P. Sinush, GSU Brooklyn Santiago Arroyo, chief cook Richard Chamberlin, QMED Carroll P. Dwyer Michael Haukland, steward William G. Rogers, AB Houston Miguel Aguirre, cook/baker Frank J. Cunningham, AB John M. Daigle Sr., asst chief cook Nathaniel P. Davis Amado E. Diaz, OS Jimmie L. Jackson, cook NMC Calls It Quits The National Maritime Council, once an influential maritime labor and industry coalition, has folded. At one time the NMC enjoyed the direct support of Marad , hundreds of companies and most maritime labor unions. In 1978 its ties to Marad were cut. Last year the unions left the organization. The NMC was formed in 1971 to promote U .S.-flag shipping by trying to bring the various maritime groups together under one umbrella. The decision to end the NMC was ''taken because of a marked loss of broad support and a sharp decline in the number of viable American carriers ," said NMC President William B. Kelly. When the NMC was formed there were 12 U.S.-flag subsidized carriers. Today there are four. Theodore Graham Jr. Donald M. King, 3rd cook Guillermo Martinez, steward asst. Napoleon Rivas, OMV Jacksonville Peter L. Christopher John E. Floyd, AB/bosun Mobile Wesley H. Foster, bosun New Orleans Anthony Benedict, steward asst. Horace Mayeux Norfolk Kenneth Gahagan, bosun Clyde W. Marriner, AB Philadelphia Casimir Bogucki, AB San Francisco Wayne M. Evans, GSU William H. MacArthur, AB Dionisio T. Muyco, chief cook Seattle Kenneth H. Girvan GREAT LAKES Harold D. Barragan John D. Lackey ATLANTIC FISHERMEN Michael Orlando The following Inland members have retired on pension: Cleveland Donald R. Jaegle, deckhand Jacksonville Frank W. Robinson, AB Norfolk John Becker, deckhand Bruce E. Knight, mate Philadelphia Christian Frederickson, oiler DOT and Labor Posts Picked Two cabinet posts which could have an impact on the SIU and the labor movement have been filled by President Reagan, subject to congressional approval. Ann Dore McLaughlin has been nominated to take over the Department of Labor. Former Labor Secretary Bill Brock resigned to head up Sen. Robert Dole's (R-Kan.) campaign for the presidency. McLaughlin has held a number of posts in government, mainly in the communications field. Her last job in the administration was as undersecretary of the interior. Though she has a lack of labor experience, the AFL-CIO has indicated it will not oppose her appointment. Last month Reagan nominated James H. Burnley to become secretary of transportation. He will be replacing Elizabeth Dole who also is working for Robert Dole's presidential bid. Burnley has served as deputy secretary of transportation since 1983. Dispatchers Report for Inland Waters OCTOBER 1-31, 1987 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ..... . ... . .... . ......... Philadelphia ........... ~ .... . .. . .. Baltimore .. . ..... . ............... Norfolk .. .... ... . ............. . . Mobile . . ........................ New Orleans ................ . .... . Jacksonville ................. . .. .. San Francisco . . . . . . . . . . . . . . . . . . . . . Wilmington ...... . .......... . ..... Seattle .......................... Puerto Rico . ................ . .... Houston ........................ . Algonac ......................... St. Louis ......... . ........... . .. Piney Point ...... . . . ... .. ... .... . . Totals . . . . . . .... . .. .. ... . .. . . .. . . . . . . . . . . . . . . . . . 0 0 0 6 0 12 0 0 5 0 3 0 0 0 0 6 0 13 0 0 3 4 1 0 8 0 1 0 48 0 2 0 0 5 0 0 7 16 2 0 86 0 28 0 28 Port New York . . . ................... . . Philadelphia ..... .. ....... . ....... Baltimore .................... . ... Norfolk ................. . .... . .. Mobile ....... . .................. New Orleans .............. . ....... Jacksonville ........ .. .... . ....... San Francisco .. . ....... . .......... Wilmington . .. .. . . ..... . .......... Seattle ...... . ................... Puerto Rico ...................... Houston ......... . ............... Algonac .. . . ... . ............... . . St. Louis . . ...................... Piney Point ............. . ......... Totals . .. . .... . .. . .......... . .. . . . . . . . . . . . . . . . . . 0 0 0 0 20 0 0 0 6 0 2 0 0 0 0 0 3 8 0 0 0 0 0 0 0 0 0 0 31 0 0 0 0 7 0 0 15 0 0 0 0 1 0 2 0 0 0 0 12 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 2 0 1 0 0 0 3 0 0 0 0 0 1 0 0 0 1 Port New York . . . .. . ..... ...... . ...... Philadelphia . .. . . ..... . . . . .. ..... . Baltimore . ...... .... . ........ . ... Norfolk .. .... . .. . . .. . ........... Mobile .. . . .. . .... . .. . . ... ...... . New Orleans ... .. ... ... .. ........ . Jacksonville . . . . . . . . . . . . . . . . . . . . . . San Francisco . . .. ....... .. . ... .. .. Wilmington . ... .. . . ..... . .... . .. . . Seattle ......... . . . .. . ... . . .... .. Puerto Rico .... .. ...... .. . . ...... Houston .......... .. ...... ... . . .. Algonac .. ....... . .. .. ........ . . . St. Louis . . . . .......... .. ........ Piney Point .. . . .. ... . . ... . .... . ... Totals .... . . . . . . ... . . ........... THANK YOU FOR NOT SERVING MARVAL/ROCCO #P-18 TURKEY FOR YOUR HOLIDAY DINING. ·~ 2 , 14 I LOG I November 1987 Support SPAD . . . . . . . . . . . . . . . . 0 0 15 Totals All Departments .. . ... .. ....... . 132 3 0 2 9 0 3 52 33 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 0 NOT AVAILABLE 6 0 35 8 0 1 0 0 24 0 0 3 12 1 0 82 0 0 1 0 25 0 0 2 3 0 0 39 ENGINE DEPARTMENT 0 0 NOT AVAILABLE 0 0 6 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 65 1 1 0 0 0 0 0 4 0 0 0 0 4 0 2 0 10 45 141 0 25 0 0 4 0 13 0 0 3 5 1 0 51 0 0 0 0 0 0 0 0 2 13 0 0 0 15 0 2 0 0 9 0 0 0 0 0 0 1 0 25 0 0 0 0 18 0 0 2 0 38 0 0 4 0 1 0 0 49 0 30 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5 0 6 0 6 0 0 15 0 1 0 18 0 0 0 5 0 0 29 0 0 0 0 0 0 1 0 0 0 0 25 0 1 53 228 106 12 0 0 0 1 0 102 0 58 0 0 0 3 0 0 STEWARD DEPARTMENT 0 0 NOT AVAILABLE 0 0 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 1 0 1 0 0 6 4 0 2 0 0 1 7 0 0 6 0 45 0 0 7 15 2 1 0 0 0 0 0 0 1 0 1 0 14 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 0 1 3 0 0 2 0 5 0 0 0 2 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 . �Cetting Ready for the P.R.0.M.* very day the consumption of oil around the world-increases, and with this increase comes a greater demand for tankships and skilled pumpmen. However, with new technologies and automation onboard tankships, the best pumpmen may find themselves competing for jobs. Just as the tanks hip has developed and changed since the first load of oil crossed the Atlantic in 1886, so has the pumpman. He has adapted to the vast and rapid changes in the tanker E Pump Room Operations & Maintenance*-Course Outline 1. Introduction 2. Tanker Design and Construction types of tankers changes in tanker design VLCC's ULCC's 3. How Oil is Measured units of measure gauging gross barrels net barrels 4. Cargo Piping Systems direct pipeline system learning the cargo system VLCC system S. Loading before loading starting cargo removing list stress 6. Discharging Cargo pre-transfer check-off the pumpman discharging procedures 7. Planning the Load load lines loading plan and calculations loading to final draft 8. Ballasting the need for ballast clean ballast segregated ballast tanks deballasting 9. Tank Cleaning why clean tanks methods and equipment line, pump and bottom flushes 10. Fire Prevention what is fire the elements extinguishing agents and equipment prevention versus cure 11. Preventing Pollution what causes pollution what to do if you have a spill laws governing pollution control 12. Inert Gas Systems basic IG system IG systems and components precautions know your ship 13. Valves types of valves valve care and maintenance automatic controlled valves 14. Pumps types of pumps care and maintenance of pumps pump bearings and lubrication troubleshooting pump problems 15. Precision Tools calipers dial indicators outside micrometer inside micrometer depth micrometer 16. Packing and Seals types of packing mechanical seals 17. Hydraulics pumps systems controllers care of hydraulic systems 18. Lathe construction maintenance safety industry. The pumpmen of today have found, through training and education, that they may be better equipped to meet the challenges of the industry and competition for jobs. It is through development and change in the industry that the Pumproom Maintenance and Operations Course has evolved and can help you meet the demands in the pumpman field head on. Guiding the students in this newly-designed course will be Jim Shaffer, formerly an instructor at SHLSS in 1978 who left in 1981 to work as a boiler plant foreman at the Patuxent River Naval Air Station. After a few years, he got tired of doing a job that he didn't enjoy. Jim found out that being in the classroom and teaching was what he loved most, and so he has returned, reinvigorated and enthusiastically planning to welcome his first students on Feb. 1, 1988 for a six-week course. Jim's professional background is extensive, having worked in the stationary and marine engineering field for 27 years, the first 14 of which were spent in the Navy. One of his jobs there was an "oil king"the man responsible for loading supplies and refueling ships at sea. He traveled all around the world on a variety of ships from aircraft carriers to refrigeration ships. After the Navy, he at- tended Jones College in Nor- folk, Va. and earned a Management and Administration degree in their Veterans' Degree Program. From there, he became operations manager at an oil terminal in Norfolk, loading all sorts of liquid products. Handling problems posed by a variety of materials required imaginative solutions. Railcars filled with hardened animal tallow had to be heated overnight with steam before they could be unloaded. Another shipment, this time of liquid latex, challenged Jim's ingenuity, because it resisted being unloaded by clogging every pump he tried using. Finally, Jim rigged up a system whereby he could force the latex out of the tank with high pressure frvm the outside. From fetid liquid fish solubles to delightful Kentucky bourbon, Jim handled it all! Jim considers his main field to be boiler technician, in which he is certified for feedwater test and treatment (boilers require critically balanced water quality for proper operation). In addition, he is a technician in gasfree engineering-knowing how to monitor, measure and handle oxygen levels and explosive gases in tanks and enclosed spaces. In training upgraders as pumpmen, Jim wants to stress the safety aspect of their jobs and go ''overboard'' on learning all there is to know about the (Continued on Page 16.) 19. Lathe tools accessories 20. Grinders grinder wheels dressing grinder wheels operation and safety 21. Grinder grinding, lathe facing tools grinding, lathe turning tools 22. Lathe set up work facing turning cutting threads knurling 23. Lathe Skills class project SHLSS student practicing his lathe skills. November 1987 I LOG I 15 �·Effective Dec. 1, 1987, new Coast Guard regulations go into effect regarding License renewal. -In order to renew a license, the applicant will be requested to: present evidence of at least one year of sea service during the past five years; or pass a comprehensive open-book exercise covering the general subject matter required of the license; or complete an approved refresher training course; or present evidence of employment in a closely related industry for three of the last five years. -The license holder must present a vaiid certificate of completion of a CPR course. -Applicant must take a physical or have had one within the past three years. Also, effective October 1, 1988, evidence of completion of an approved firefighting course will be required for all original licenses, upgrade of licenses, and license renewals. For those persons needing to certify or recertify in CPR, the SHLSS will schedule CPR classes during the year to satisfy those needs. Also, a firefighting course will be made available next year to meet the Oct. 1, 1988 deadline. NOTE: The third/second mate and engineers courses include CPR, firefighting and first aid in the course schedule. Name Soc. Sec. # _ _ _ _ __ Address Phone # _ _ _ _ _ _ __ License held _ _ _ _ _ _ _ _ _ _ _ _ Date of issue _ _ _ _ __ Instructor Jim Shaffer (center) explains the operation of a lathe to two SHLSS students. (Continued from Page 15.) the updating and restructuring of the entire automation program. The first three weeks of the course will cover such topics as tanker construction, cargoes, Coast Guard regulations, pipe systems, valves, pumps and loading problems, and much more. The next three weeks deals with hands-on shop work, such as precision tools, pump repair and alignment, packing types, bearings and lubricating safe and proper lathe set up and operation. Each student will use lathe skills to make a class project. ships they'll be on. Of course, hands-on experience is always the most desirable, and he hopes to use the school's tank barge as a practical training ground for application of classroom-acquired knowledge. In hoping that his enthusiasm as a teacher will rub off on his students, Jim states that, "We can cover all aspects of the pump man's job so that students will go out of here motivated to do a safe and responsible job.'' After establishing the P.R.O.M. course, Jim's next major project will be PineyP in Course needed: CPR D First aid D * More comprehensive information will be published in the Dec. issue of the LOG oes nte "The best!", "Wonderful", "Just can't compare!"; to a man, these were the type of enthusiastic comments given by the group of electricians and able seamen from Canada about their course of study here at SHLSS. These Canadian upgraders are the very first group of many to come, who will be receiving training at Piney Point. Their month-long stay ended October 9. Having returned to Canada, they'll be shipping out with newly polished skills to apply on their new jobs. Our Canadian broth- T Canadian Electricians, October 1987Left to right, front row: Jeffrey Dawson, George Moulton, Fred Bauersfeld, Warren Anderson, Tim Hallewell; back row: John Grove, Helmet Fiesel, Joseph Weber (obscured), Robert Wilson, Thomas Shaw, Jack Parcel (instructor), David McCormack. I ers were as impressed with the quality of instruction as the instructors were with the enthusiasm and intelligence of their students. Ed Boyer who guided the AB's, commented that this was probably ''the best class I've had in 14 years of training seamen. I'd be very happy if our American seamen performed as well.'' The electricians, led in study by Jack Parcel, all praised their teacher highly for his thorough knowledge of his subject and his effective teaching methods. Electrician Thomas Shaw T Canadian ABs, October 1987-Left to right, front row: Pat Slattery, Phil Popovich, Howard Strowbridge, Bob Smith, Eric Kehoe; back row: Howard Tulk, Ed Boyer (instructor), Henry Mullins, Melvin Martin, Harold Caines, Norman Bryan, Henderson Scott, Paul McGean, Denis Ferland. . .. 16 I LOG I November 1987 Firefighting D said, "Even though several of us have many years of experience, we · still found ourselves learning new and better ways of doing things from Jack." Even out of the classroom, the Canadians made as positive impression on all who came ill contact with them. Sindy Davis, a trainee from Class #416 Deck and Engine, had nothing but praise for these men. On their free time, a number of the Canadians shared their own hardearned knowledge by helping the trainees in learning knot-work and in their other course work in the library. Summing up the feelings of all, Phil Popovich from Nova Scotia said, "I enjoyed the courses here totally. Before, I was afraid to admit that I didn't know how to do something. Now, when Igo back on the job, I will feel a lot more confident in my work." �- SHLSS course Graduates Norman Armstrong, Robert Baskin, Andrew Berfein, Timothy Charez, Alonzo Cyprian Jr., Eric Fullmer, Daniel Hecker, Preston Lauffer, Pablo Luciano, Carlos Marcial Villabla, Bruce Morgan, Thomas Route, Ben Cusic (instructor). Jeffrey Amendolia, Peter Atkinson, Rober Baptiste, Tony Cheesebrew, Dean Ahtujuan, Jarrod Cunakoo, William Harris, Aaron Kamil, Willie Lindsey, Eric Manley, Ralph Neal, David Partridge, Ivan Passapera, Orab Presley, Marcus Terry, Robert Thompson III, Charles Touzet, Tony Tudury, John Tweedel, Jake Karaczynski (instructor). Sealift Class (Sept. 10}--Left to right, front row: Salvador Baclayon Jr., Alexander Stankiewicz, Janet Snow, Harry Alongi (instructor), Tracy Blanich, Ralph McKee, Willy DeLeon; 2nd row: Stephanie Smith, Scott Opsahl, Nancy Manni, Travis Crow, Guido Santiago, Robert Brown, Richard Wilson, Donald Williams, Ken Couture, Cutler Wells, William Cooper. Lifeboat Class (Sept. 23)-Left to right: Jake Karaczynski (instructor), Nancy Manni, Toni Kiwior, Michael Curtis, Lori Fencl, Johnny Cruz, Ida Prange, Roy Syring, Tracy Blanich, Richard Cotton, Shari Smithson. FOWT (Sept. 21}-Left to right, front row: Bill Foley (instructor), John Chinn, J.P. Murray, Lee Laffitte, Alvin Hom; back row: Kevin Samuels, Steve Du Pre, F.P. Jaworski. Recertified Stewards (Sept. 1}-Left to right, front row: Ernest Haitt Jr., Edward Kilford, Williams Stralley, Richard Gramble; back row: Paul Calimer, Harry Lively, John Alamar, Ken Rosiek, Melvin Morgan. Reefer Class-Left to right, front row: Michael Murphy, Rudy Salvaggio; back row: Eric Malzkuhn (instructor), Alberto Aguiar, Richard Risbeck, Charles Gallagher. Lifeboat Class (Sept. 5}-Left to right: E.C. Ammons, Rafael Suris, Willie Deleson (kneeling), Stephanie Smith, Roy Matteson, Salvador Baclayon Jr., Ben Cusic (instructor). Marine Electrical Maintenance Class (Sept. l}-Left to right: Kenneth Couture and Alexander Stankiewicz. -· November 1987 I LOG I 17 �1988 pgr ding Co rse Schedu e Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry January - June 1988 The following is the current course schedule for January 1988 - June 1988 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as posmble. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Steward Upgrading Courses Check-In Date Course Assistant Cook Completion Date 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 Seallft familiarization at the end of their regular course. Engine Upgrading Courses Course Conveyorman Check-In Date January 4 Completion Date January 29 QMED *Sealift Operations & Maint. January 4 March 28 March 24 April 8 June 30 July 15 February 26 March 11 February 19 March 4 March 11 March 25 April 29 May 13 April 1 April 15 April 22 May6 April 8 April 22 May 13 May27 May 27 June 10 June 17 July 1 July 1 July 15 QMED *Sealift Operations & Maint. Aprll 11 July 5 Marine Electrical Malnt. January 4 • Sealift Operations & Maint. February 29 Refrigeration Systems Malnt. & Operatiol as January 11 February 22 *Sealift Operations & Maint. Pumproom Maint. & Operations February 1 March 14 *Sea lift Operations & Maint. March 21 Pumproom Maint. & Operations *Sealift Operations & Maint. May2 Refrigerated Containers-Advanced Maint. February 22 * Sealift Operations & Maint. April 4 Variable Speed DC Drives March 14 April 25 •Sea lift Operations & Maint. Welding March 14 April 11 Sealift Operations & Maint. Welding April 18 May 16 • Sealift Operations & Maint. Diesel Engine Technology April 18 •Sea lift Operations & Maint. May30 Electro-Hydraulic Systems May 9 *Sealift Operations & Maint. June 20 Hydraulics June 6 •Sea lift Operations & Maint. July 5 *All students in the Engine Department will have 2 weeks of Sealift Familiarization at the end of their regular course. College Programs Scheduled for 1988 Check-In Date Course Associates in Arts or Certificate Program January 11 March 21 May 23 August 8 October 17 Completion Date March 4 May 13 July 15 September 30 December 9 Deck Upgrading Courses Course Check-In Date Completion Date Towboat Operator January 4 February 26 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 February 29 April 1 Radar April4 April 15 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions Office for starting date.) Radar Recertification Open-ended, 1 day (Contact Admissions Office for starting date) Third Mate & Original Second Mate April 18 Lifeboat January 11 January 22 February 19 February 8 March 18 March 7 April 4 April 15 May 13 May 2 May 30 June 10 June 27 July 1 Open-ended (Contact Admissions Office for starting date) Sealift Operations & Maint. LNG - ·- Self Study Safety Course UPDATE OF on or SSH BOOK# Mailing Address srnEET: _ _ _ _ _ _ _ _ _ _ _ _ __ CITY: _ _ _ _ _ _ _ _ _ _ _ _ _ __ STATE; _ _ _ _ _ _ _ _ ZIP CODE _ __ Date You Received QMED: _ _ _ _ _ _ _ _ _ __ June 24 (This course is not offered as a separate course, but may be taken while attending any of the regularly scheduled courses.) SPECIALTY COURSES COMPLETED: Name of Course & Date: 1. _ _ _ _ _ _ _ __ 2. 3. - - - - - - - - 4. 6. _ _ _ _ _ _ __ 5. - - - - - - - ?. _ _ _ _ _ _ _ _ __ If you are a Class I, QMED, have you applied to SHLSS to sit for your 3rd Asst. Engineers License? If so, date: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ DAY *Upon completion of course must take Sealift Operations & Maintenance. 18 I LOG I November 1987 o I of MONTH YEAR �Upgrading Course Apply Now for an SH LSS ...............................•...........•.........•...••............................•••••.•••..••.••...••.•...•...••..••...•.•....... , Seat are rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) Date of Birth (Middle) Address Mo./DaylYear (Street) (City) (State) Deep Sea Member D Telephone (Zip Code) Inland Waters Member D Lakes Member (Area Code) o Pacific D If the following imformation is not filled out completely your application will not be processed. Book#_ _ _ _ _ Seniority_ _ _ _ _ Department,_ _ _ __ Social Security# Veteran of U.S. Armed Forces D Yes D No Home P o r t - - - - - - - - - - - - - - - - Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _ _ _ _ _ _ to No D (if yes, fill in below) Last grade of schooling completed, _ _ _ __ (dates attended) Have you attended any SHLSS Upgrading Courses: O Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: 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 ENGINE O AB/Seallft D Towboat Operator Inland D Celeatlal Navigation O MHter ln•pected Towing Vessel 0 1•t CleH Piiot O Third Mete D Radar Observer Unllmlted D Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. 0 FOWT D QMED-Any Rating D Variable Speed DC Drive Syatema (Marine Electronlcs) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Ref rlgeratlon Syatema Maintenance & Operation• o DleHI Engine Technology D Aulstent Engineer/Chief Engineer Motor Veasel D Orglnal 3rd/2nd Asslatent Engineer Steam or Motor D Ref rlgerated Containers Advanced Maintenance D Hydraulics D Electro·Hydraullc Systems STEWARD O O D D D Aaalatant Cook Utlllty Cook and Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS 0 Welding O Llfeboetman ADULT EDUCATION DEPARTMENT O Adult Saale Education (ABE) O High School Equlvelency Program (GED) D Developmental Studies (DYS) D English es a Second Language (ESL) D ABEJESL Lifeboat Preparation COLLEGE PROGRAM o Assocletea In Arts Degree D Nautical Science Certificate You must list, or supply evidence of, sufficient time to qualify yourself for the course(s) you are requesting. VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ _ _ DATE _ _ _ _ _ _ _ _ _ _ _ _ __ RETURN COMPLETED APPLICATION TO: - November 1987 I LOG I 19 - �- A Cooperative Effort Fire Drill Held Aboard USNS Mercy by Bob Borden, PAO, MSCPAC - The quiet of a peaceful Sunday morning was broken Nov. 1 when fire trucks with sirens blaring roared into Naval Supply Center Oakland to put out a simulated fire aboard the USNS Mercy (T-AH 19). The drill was part of ''Operation Mercy,' ' a hypothetical pierside marine casualty exercise sponsored by the Coast Guard Marine Safety Office in San Francisco and the Oakland Fire Department. In the planning stages for about a year, the exercise was finetuned after the MSC hospital ship was selected as the platform to conduct the drill which provided local Navy and civilian fire fighting departments the opportunity to work together to perform emergency evolutions aboard ship. In the incident scenario, the Mercy was preparing to leave Oakland when, in the process of firing up the propulsion system, the ship's boiler was flooded with too much fuel. The excess fuel ignited, causing an explosion in the engine room which diasbled fire pumps and electrical generators. The explosion also ruptured a salt water cooling system in the auxiliary machinery space, resulting in flooding and a potential stability problem for the ship. For good measure, exercise coordinators threw in additional situations which required immediate response, including an oil spill, water pressure problems, an adjacent warehouse filled with hazardous materials, and a reporter who was knocked overboard into the water. For more than two hours, firemen aboard the Mercy battled the simulated fire in the engine room while others performed search and rescue and provided first aid to burn casualties. Ashore, the pier which berthed the USNS Mercy was filled with more than a dozen fire trucks and special Coast Guard equipment used to dewater the flooded auxiliary machinery space. At sea, fireboats from Oakland, San Francisco and Treasure Island helped supply additional water to fight the blaze aboard ship. Smoke bombs and smoke generators, along with volunteer casualties smeared with charcoal and red dye, helped create a disastrous atmosphere aboard the Mercy as weary firefighters with oxygen bottles strapped to their backs trudged across the decks and deep into interior spaces of the hospital ship. ''The exercise showed us we can expect a very difficult situation if we assist in fighting a fire aboard ship," Retirement for Chief Cook In ceremonies last July, Isaiah H. Young Oeft) receives a certificate of retirement from Capt. William T. Dannheim, MSCPAC commander. Young, who sailed as a chief cook, .._ retired after 33 years of service. 20 I LOG I November 1987 - Firefighters from cities in the Bay Area participated in the fire drill aboard the USNS Mercy. A "casualty" is ~isted by some of the firemen aboard the hospital ship. said Battalion Chief Andrew M. Stark of the Oakland Fire Department. ''Fires that are deep into interior spaces aboard ship limit your access to fight them. The heat buildup is tremendous, and the smoke and heat conditions can be horrendous. Then there are the problems with manpower. You need to rotate your manpower effectively to contain shipboard fires." Still, the chief was satisfied. "As far as tactics and strategy' it went very well. The response was excellent," said Stark. "We tested just about every aspect we could under these conditions and it all worked." First Assistant Engineer Joseph Watts of the Mercy, who worked with the Coast Guard and local fire departments on the exercise, assisted the firemen in locating fire stations on the ship and guided them to areas where simulated fires were burning. ''This is an important drill because it requires outside coordination in fighting a fire that's beyond the capabilities of our small crew aboard ship," said Watts. On weekends after 5 p.m. until 8 a.m. the following morning, only a security guard and a night engineer are aboard the ship while it's in reduced operating status in Oakland. Participating fire departments in the first drill of its kind at the Naval Supply Center included civilian units from Oakland, Alameda, Richmond, Emeryville and San Francisco, along with Navy firemen from NSC Oakland, NAS Alameda and Treasure Island. The Southern Alameda County Chapter of the Red Cross and a private ambulance company also participated in the drill. The Oakland Fire Department, in cooperation with the Navy, expects to produce a videotape training film based upon the "Operation Mercy" exercise. �Aboard the USNS Mispillion When Navy combatant ships of the U.S. Seventh Fleet get thirsty in the waters of the Western Pacific, they usually head for the closest MSC oiler they can find. Forward deployed in that area of the world are the MSC fleet oilers Mispillion, Hassayampa, Navasota, Passumpsic and Ponchatoula. These veteran ships, some almost 40 years old, are key elements of MSC's Naval Fleet Auxiliary Force. But without skilled mariners to crew them, the ships mean nothing. Well trained, dedicated and thoroughly professional, the civil service crews of MSC fleet oilers are known throughout the world for their expertise in underway replenishments (UNREPS). Steaming side-by-side with customer ships, MSC oilers provide them with fuel, JP-5 aviation gasoline, lubricants and other provisions. Thanks to Thomas Lopez of the Mispillion's steward department for these photos. - • Cargo Mate Pat Nueter signals a Mispillion crewmember while perched atop the · ship's deck machinery. ABs Ali (right) and Chester Bernard keep a close watch on UNREP operations aboard the Mispillion. (Continued from Page 11.) maritime industry, labor movement or port of New York." This year's winner was Jack Sheinkman. As president of the Amalgamated Clothing and Textile Workers Union, Sheinkman has spoken out about the danger that unfair foreign trade poses to the workers of this country. This is an important issue to West Coast seamen. While ports like Seattle and Wilmington are bursting at the seams with foreign-made goods, job opportunities for American seamen are declining rapidly. Almost all of the imports are carried on foreign-flag vessels. The Paul Hall Award was named after former SIU president Paul Hall. In my last column I referred to the Isthmian campaign, which was one of his crowning achievements. Demand for American shipping was at an all-time high during World War II. The number of U.S. vessels topped 5,000 in 1945. Yet anyone with vision could see that this state of affairs could not long continue. Once World War II ended, the demand for American shipping would inevitably contract. Because of this, the A&G District made organizing its top priority. In 1945, Hall, who was the Union's director of organizing, embarked on a three-year campaign to sign up Isthmian, one of the largest unorganized shipping companies. Its parent company was U.S. Steel. Isthmian was eyed by all the major maritime unions. The NMU had in- Area Vice Presidents' Report vested large sums of money in trying to bring the company under its banner. Hall had one advantage: he was able to put together a unified organizing team. A devoted student of the Civil War, he transformed the entire New York hall into a war-room. The target? 125 vessels. The enemy? The NMU and Isthmian. As historian John Bunker wrote in his history of the SIU, ''The Isthmian drive was a classic example of success through planning . . . teamwork . . . sweat and guts. "It was successful because scores of SIU men pitched in to help. They rode Isthmian ships . . . brought in pledge cards . . . defied NMU goons . . . walked picket lines . . . spent many hours at desks, typewriters , and mimeograph machines.'' The key to success was unity. SIU seamen stuck together to support the campaign because they knew that in the long run their job security depended upon organizing this company and others like it. Hundreds of SIU sailors, accustomed to high-paying jobs on union ships, flooded the Isthmian halls to take jobs onboard Isthmian vessels. Why? So that when it came time to vote, they could cast their ballots for the SIU. The large increases in wages, benefits and working conditions that we were able to obtain in the 1950s would not have been possible without the short-term sacrifices of SIU members during the Isthmian campaign. Today, qualified SIU seamen who take jobs onboard military-contracted vessels are performing a similar function. By taking these jobs and upgrading their skills, they are making sure that the 58 new military vessels that the Union has signed up since 1984 stay under the SIU banner. It's important that they do. Because another lesson the SIU learned from Isthmian is that you can't always count on commercial work. Isthmian is no longer in business. Neither are other legendary shipping companies like U.S. Lines or MooreMcCormack. Many of our members are counting on Sea-Land and other commercial work to be around forever , but it's not likely. The only new work that is being generated today is onboard military vessels. There are good jobs, even if they pay less than your average Sea-Land run. More important, they will be around for a long time. SIU members who sail these vessels will be strengthening the Union, just like their counterparts in the Isthmian beef. Moreover, they will be protecting their own job security. As bad as things are in the maritime industry today, they are going to get worse, not better. One APL official told me off the record that he wouldn't be surprised to see the American-flag vessel decline to fewer than 200 vessels within a year or so. Think about it: the Americanflag merchant marine, which had de-..., dined by more than one-third since 1980, will probably decline by more than a half within the next few years. The vessels that remain will require fewer, more technically-trained seamen. Next year, the SIU will be celebrating its 50th anniversary. The maritime industry"° that existed at the end of World War II no longer exists. I make no great claims about being able to read the future. There is, however, one prediction that I feel safe making: the world will continue to change. Either we adapt to those changes, or we cease to exist as an industry or as a union. PROlECT LIFE AND LIMB November 1987 I LOG I 21 �Onboard the M/V Ranger At Diego Garcia Chief Cook Lau Philip and Chief Steward Linasan Roger are ready in the galley. Part of the Ranger's deck crew poses for a minute. Left to right are Bosun Jerry Borucki, AB Darya Marbrook and AB Charles Bortz. AB Charles Bortz keeps busy on a sunny day scaling a tank top on the MN Ranger. Bosun Jerry Borucki looks over AB Juan Toro's shoulder. AB Juan Toro (standing) and AB Nelson Dorado take a little break. Photos submitted by Jerry Borucki. AB Juan Toro at the anchor windlass. 22 I LOG I November 1987 All work and no play makes the deck department a dull gang. �~---eguard You Ship • gRigh I \ j~ ! ~/' ·-i I., ~--....J-~ 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. - DUES 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. I KNO KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and sel}iority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Board by certified mail. return receipt requested . T_h e 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 IGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this 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 a all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finance . 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. YOU EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU . These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discrimi nated against because of race, creed. color. sex and national or geographic origin . If any memher feels that he is denied the equal rights to which.-he is entitled. he should notify Union headquarters. 11111n1u111in1111n1111111111n1111111111111111111111111n111111111111111111111111111111111111111111111111 patrolman or other Union offi :::ial. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU 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 ~ttempts to require any such payment be made without supplying a receipt. or if a member is required to make a payment arid 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 headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution 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 by certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. H 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 access to Union records or information, be should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return n;ceipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. November 1987 I LOG I 23 - .. �, he Ship's Cat Final Dispatch By Charles A. Bortz ONCEIVED in Greece, born in the Gulf of Mexico, abandoned by his mother in Carteret, N .J. Howard, the MN Ranger's official mascot and ship's cat, was done to death by a truck in Subic Bay last February. Like so many of his shipmates, Howard was in confident command while his paws had contact with a ship's deck, but was ill-equipped to face the temptations and dangers of the shore. Indeed, he was six months old before he was ever allowed to discover the shore. That was in Namsos, Nor- way , where-after much heated debate among the crew-he was permitted his first venture on land. Howard sniffed the unfamiliar smells, eyed the unfamiliar sights, and stood stock still in the middle of the road while a delivery van bore down on him (an ominous portent). He then turned tail and scurried back up the gangway to the safety of the ship. That caution would have assured him a longer life if he had not discovered something else during his next shore leave in Algeria-the female of the species. After that he was always the first one down the gangway andnot infrequently-the last one back . . . sometimes carried aboard by the scruff of the neck. True sailor that he was, Howard sampled the port's delights whever he happened to be. Marseilles, Rotterdam, Sasebo or Bahrain-it was all one to a seagoing tomcat. On more than one occasion, he straggled back with missing tufts of hair, signs of an encounter with a turf-conscious local tom or a dockyard mongrel. The next day, though, he was back on the job-climbing ladders after a loft-bound A.B., walking carelessly along the outside of the hull's fish plate, Qarence Fred Burrowes, 71, died Oct. 6. He was born in Barbados, West Indies and was a resident of New York and Prichard, Ala. Brother Burrowes joined the SIU in 1948 ,.. and retired in 1979. He sailed in the steward department. Seafarer Burrowes is survived by his wife, Juanita; three sons, Leander, Freddie Michael (Pamela) Burrowes and Seafarer Charles J. Kirksey, III; one daughter, Gloria K. (Cordell) Burks; three grandchildren, Courtney Burrowes, Corey and Kaylah Burks; mother, Mrs. Malta Burrowes and sister, Ila Austin of Mt. Vernon, N. Y. Internment was at Pine Crest Cemetery, Mobile, Ala. (This is the final installment in the brief saga of the Ship's Cat, as given to us by Charles A. Bortz of Hellertown, Pa. The cat's mother first appeared in the July '84 LOG, and Howard had a cameo spot in 1986 when he was billeted by a shipyard-bound crew in a cat motel. Howard is much missed aboard the Ranger. Bortz said they looked around Diego Garcia for a replacement but couldn't find one with Howard's qualities. probably just as well-as the Ranger is headed for the Persian Gulf.) C Retire to Piney Point The Seafarers Welfare and Pension Plans cover a wide range of benefits. We'd like to remind those of you who are on pension, or planning to retire, that we have a program/or pensioner housing. There are a limited number of rooms available for this program, so room and board at the Harry Lundeberg School of Seamanship's training and recreation center is granted to eligible pensioners on a first-come , first-served basis. To qualify for this benefit, a pensioner must be receiving a normal, regular early normal, or disability pension from the Seafarers Pension Plan and receive monthly Social Security benefits. You must be able to pass a pre-admission physical examination at a Seafarers Welfare Plan Clinic or with a Seafarers Welfare Plan contracted physician or facility . After admission, you will be asked to submit to and pass a periodic physical examination (at least once a year), to maintain eligibility. The contribution for room and board at the school will be two-thirds of your Seafarers Pension plus your Social Security pension. Your spouse is included in this benefit. If you should die, and he/she is entitled to a Seafarers Pension Plan Survivor's Pension, your spouse can remain at the school under the same terms and conditions. If it becomes necessary for you to enter a nursing home, the welfare plan would pay the allowable benefit to the nursing home facility; therefore, your spouse would have to make other living arrangements, or pay the costs of room and board at the school. Application forms can be obtained by contacting the Seafarers Claims Department at headquarters. startling a drowsy lookout by rubbing up against his leg at a midnight hour. Captain Home, his first skipper, said that he was always extremely wary about crossing roads. In Subic, however, there was rumor of a particularly alluring ball offluffjust the other side of the highway, and . . . Actually it was Captain Halbeck who picked him up from the road, and it was Captain Halbeck who buried him. A day out of the Philippines, the Ranger's official log entry reads: "1800. Committed the body of "Howard the Cat," the ship's mascot, to the deep in a dignified ceremony in the presence of the crew on the stem. Sounded one long blast.'' Howard didn't quite make it to his fourth birthday, but while he lived, he lived fully. He was a good shipmate. He'll be missed. Charles W. Spence, 61, of Corpus Christi, Texas died Sept. 17. He joined the Union in 1959 and sailed in the deck department. Brother Spence is survived by his wife Consuelo. He was buried at Memory Gardens in Corpus Christi. Union in 1952. Boatman Thomas is survived by his son George M. Thomas Jr. and his daughter Patricia T. Arthur. He was buried at North River Methodist Church Cemetery in Beaufort, N.C. Allen R. Ferrel, 54, of Alexandria, Va. died Oct. 13. He joined the Union in 1968 and sailed in the steward department. He is survived by his wife Evelyn. Delbert E. Shields, 70, of Athens, Ohio, died Oct. 10. Brother Shields is survived by his sister Gladys Wilson. He was buried at Nye Cemetery in Chauncey, Ohio. George Murray Thomas, 83, of Carteret, N .C. died Sept. 7. He joined the John Joseph Silver, 79, of Placerville, Calif., died Sept. 13. He joined the SIU-merged Marine Cooks and Stewards Union in 1941. He is survived by a daughter, Regina Schrader. Brother Silver was buried at Mt. Vernon Memorial Park in Fair Oaks, Calif. Henry Piedvache, 67, of San Francisco, died Aug. 10. Brother Piedvache sailed in the steward department. He is survived by his sister Madeline F. Ferreira. His ashes were scattered at sea. * \ BUY UHIOH I0 * 24 I LOG I November 1987 - UNION Union Label •nd Service Trades Deputment, AFL-CIO MADE �ADONIS (Apex Marine), September 20-Chairman B.G. Williams, Secretary Tobe Dansley Jr., Educational Director E. Figueroa. No beefs or disputed OT. Members were advised by the chairman and by the educational director to take advantage of the upgrading opportunities available at Piney Point. There are always jobs for those who are qualified. The importance of contributing to SPAD was also stressed. The secretary added a word of thanks to Vice President "Red" Campbell for a job well done on the new contracts. And the steward department was given a vote of thanks for their good work. Next port: Texas City, Texas. SIU member Raymond Diaz was given a burial at sea June 9from aboard the Sea-Land Pioneer. LNG GEMINI (Energy Transportation Corp.), September 27-Chairman Glen Miller, Secretary Harold Markowitz, Educational Director Tyler Womack, Deck Dele u ene A. Bousson. No beefs or disputed OT. There is $152 in the ship's fund. SIU Rep Carl Peth was aboard the Gemini in Nagoya, Japan recently to explain the changes in the contract. The crew voted unanimously to accept the new contract, and the bosun thanked the Union negotiators for increasing the wages of Ordinary Seamen now that they have been put on day work. The steward reminded everyone of the importance of donating to SPAD. He also urged members to write their local senators or congressmen about issues affecting the maritime industry. The educational director posted maps and local subway information in the crew lounge. to help make traveling in Japan a little easier. A vote of thanks was given to the steward department for the good food. Of interest to the LOG: "S/A Viveca Echeverio spotted four people floating in the water one day after leaving Arun. She reported the sighting to the bridge, and the ship was turned around to take a closer look. Four fishermen whose boat had capsized in a storm were picked up. They had been floating for two days. The four fishermen were dropped off in Singapore." Next ports: Tobata, Japan and Arun, Indonesia. GOLDEN MONARCH (Apex Marine), October 4-Chairman Joseph Zeloy, Secretary E.M. Douroudous, Educational Director A. Alexakis. No disputed OT or beefs, although it was noted that the third mate is doing the AB dayman's work on deck. The galley will stay open at night due to the fact that there is no water facility in the messhall. So all hands were asked to help keep the galley clean at all times. Some members still do not have keys for their rooms. Other items in need of attention: the dryer is out of order and the potable water has been extremely rusty since leaving Jacksonville. A vote of thanks was given to the steward department for a job well done. Next port: St. Lucia. LNG LEO (Energy Transportation Corp.), September 16--Chairman Luther V. Myrez, Secretary H. Jones Jr., Educational Director James A. Carnell, Deck Delegate Charles H. Kahl, Engine Delegate Keith J. Amos, Steward Delegate Albert A. Fretta. No beefs or disputed OT. There is $223 in the ship's fund and $40 in the communications fund. New movies came aboard this trip. Some of the better ones will be recorded on blank tapes. The Leo is expected to go into the shipyard Oct. 28 and will be laid up for about 18 days. Members were reminded to follow safety procedures when working on deck as well as any place aboard ship. The chairman stressed the importance of donating to SPAD. He also advised crewmembers to read the LOG to keep up on current events of the Union. SIU Rep Carl Peth was present at this meeting. He spoke to the members about the new contract and answered all their questions. A vote of thanks was given to Carl Peth for his hard work. Members were reminded not to play loud music, slam doors or smoke in the messhall during meal hours. "Respect your shipmates." The steward department was given a vote of thanks, especially to the chief cook, for all the good dishes. Next ports: Arun, Indonesia and Tobata, Japan. OMI CHAMPION (OMI), October 4Chairman M. Beeching, Secretary R. Fluker. No beefs or disputed OT. The ship will pay off Oct. 5 in Long Beach, Calif. Each member should check with the patrolman before leaving ship. The next trip will run from Hawaii to Alaska to California. The secretary noted that times are changing in the maritime field and that each member should help the Union with these changes by upgrading. "Don't let jobs hang on the board just because the ship is not going where you want to go. A job is a job (money is money). That's what we work for." A special vote of thanks was given to the steward department from the crew and officers for the excellent meals and service. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Long Beach, Calif. OMI LEADER (OMI), October 2Chairman Frank Smith, Secretary Paul Stubblefield, Educational Director C. Durden, Deck Delegate Michael Manon, Engine Delegate Jimmy Gradon, Steward Delegate Jack Hart. No beefs or disputed OT; however, one item to be brought up with the patrolman concerned the breaking of sea watches in port while handling cargo. Payoff should be on the West Coast on or about Oct. 5. The Leader will then go into the shipyard for approximately 35 to 40 days. If it turns out to be fewer than 30 days, the crew may reclaim their jobs. It was a fairly smooth trip-hot, but otherwise OK. All hands were reminded to strip their linen before leaving and to clean up their rooms. The steward department received a vote of thanks for their fine job. Next port: Singapore. PONCE (Puerto Rico Marine), October 5-Chairman Angel R. Camacho, Secretary R. Maldonado, Educational Director William Turner. No beefs or disputed OT. The Ponce will pay off in San Juan and will then lay up for an estimated threeweek repair period. A vote of thanks was given to the steward department for the good food and service. Members observed a minute of silence in memory of our departed brothers and sisters. Next port: San Juan, P.R. PFC DEWAYNE T. WILLIAMS (AMSEA), September 27-Chairman Mark Trepp, Secretary Donald Spangle, Educational Director Milton Sabin, Deck Delegate Howard F. Hare, Engine Delegate Paul D. Hanley, Steward Delegate Janet E. Price. No beefs or disputed OT reported. There is $400 in the ship's fund. With the arrival in Guam, an additional $100 will be added from the pilot pool. One question was raised as to the policy concerning the ship's elevator. Why are only engineers allowed to use it? This will be brought to the captain's attention. The chairman noted that this has been a good crew all around. He is ready for vacation and hopes to see some familiar faces when he returns. The secretary stressed the importance of returning to SHLSS for upgrading as often as possible. He also spoke of the need for SPAD contributions by stating, "Keep in mind that these AMSEA ships were made possible by SIU and our contributions to SPAD." The educational director reiterated the importance of taking advantage of the educational opportunities available to SIU members at the Lundeberg School. 'Think ahead and make the most of the Union's programs." It appears that AMSEA, SeaLand and Ocean Carrier ships are calling in Guam-and a suggestion was made that a Union hall be opened there. A point was raised concerning crewmembers traveling to the ship who are stranded on Guam due to bad weather, etc. These members are not being P?id, and this creates a hardship for Seafarers and their families. A vote of thanks was given to the steward department-"by far the best in the fleet!" Next port: Guam. and magnifying glass so that ABs can steer more easily. Otherwise, he said, everything is running smoothly. He also stressed the importance of contributing to SPAD. A vote of thanks was given to the steward department for a job well done. Next port: t=lizabeth, N.J. RANGER (Ocean Carriers), October 3-Chairman Jerry Borucki, Secretary R.D. Linasan, Educational Director Tom Hogan. The Ranger sailed shorthanded for one month with no AB and more than one month with no QMED. Despite that, there were no beefs or disputed OT. "We've got a good crew." The educational director reported that many crewmembers are now familiar with underway refueling, thanks to the SIU's training in sealift operations and maintenance. And the food is good-filet mignon twice a month and fresh red snapper! Members aboard the Ranger give some advice to other Seafarers heading for Diego Garcia: "Make sure to bring your fishing equipment-it's a good place for fishing." A vote of thanks was given to the steward department for the work they've done and for "preparing the best food in the fleet." The bosun also impressed upon everyone the importance of contributing to SPAD. "Thanks to SPAD and to all members who support it so that our Union offices can create new jobs for all of us. So don't delay. Sign up now." Next ports: Diego Garcia and Bahrain. SEA-LAND PIONEER (Sea-Land), September 20-Chairman Calvin James, Secretary Joseph P. Emidy, Educational Director Jerry Dellinger. No disputed OT. The chairman asked for donations for the Seamen's Church for delivering books to the ship. Everything is in order and running fine, according to the secretary, and the educational director urged all eligible members to take advantage of the upgrading courses offered at SHLSS. A number of movies are available in the ship's library. Crewmembers were asked to return each movie when they're through. The steward thanked the deck and engine departments for keeping the messhall and lounge clean. And a vote of thanks was given to the steward department for a job well done. Next port: Elizabeth, N.J. SEA·LAND DEVELOPER (Sea-Land), September 27-Chairman Bobby L. Riddick, Secretary E. Vazquez, Educational Director M. Donlon. No beefs or disputed OT. There is $80 in the ship's fund. A letter was received from headquarters explaining the pension plan. The letter was posted for all members to read. The chairman mentioned that some improvements are needed to the lights on the gyro compass SEA·LAND LIBERATOR (Sea-Land), September 20-Chairman A.J. Eckert, Secretary C.M. Modellas, Educational Director E. Fahie. No beefs or disputed OT. Everything is going smoothly, according to the chairman. Payoff will take place in Oakland, Calif. upon arrival. One QMED missed the ship in Kaohsiung, Taiwan, and a replacement came aboard in Kobe, Japan. The bosun reminded all crewmembers to read the new contract and familiarize themselves with it. The captain made an inspection Aug. 16 at sea and commented that the ship is very clean. He was satisfied with the officers' and crews' messhalls and passageways and praised the steward utility for having done his job well. Next port: Long Beach, Calif. Official ships minutes also were received from the following vessels: ALTAIR LNG AQUARIUS FALCON PRINCESS GALVESTON OAKLAND OVERSEAS BOSTON SAii JUAN SEA-LAND ADVENTURER SEA-LAND FREEDOM SEA-WO LARK SEA-WID LEGION SEA-WID MARKETER SEA-WID PACER SEA·WID VENTURE SPIRIT OF TEXAS SUGARISl.AllDER - Monthly Membership Me~tings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, December 7 ................. 10:30 a.m. New York ............... Tuesday, December 8 ................. 10:30 a.m. Philadelphia .............. Wednesday, December 9 .............. 10:30 a.m. Baltimore ................ Thursday, December 10 ............... 10:30 a.m. Norfolk ................. Thursday, December 10 ............... 10:30 a.m. Jacksonville .............. Thursday, December 10 ............... 10:30 a.m. Algonac ................. Friday, December 11 ................. 10:30 a.m. Houston ................. Monday, December 14 ................ 10:30 a.m. New Orleans ............. Tuesday, December 15 ................ 10:30 a.m. Mobile .................. Wednesday, December 16.............. 10:30 a.m. San Francisco ............ Thursday, December 17 ............... 10:30 a.m. Wilmington .............. Monday, December 21 ................ 10:30 a.m. Seattle .................. Monday, December 28 ................ 10:30 a.m. San Juan ................ Thursday, December IO ............... 10:30 a.m. St. Louis ................ Friday, December 18 ................. 10:30 a.m. Honolulu ................ Thursday, December 17 ............... 10:30 a.m. Duluth .................. Wednesday, December 16.............. 10:30 a.m. Jersey City ............... Wednesday, December 23 .............. 10:30 a.m. New Bedford ............. Tuesday, December 22 ................ 10:30 a.m. November 1987 I LOG I 25 - �Help A Friend Deal With Alcoholism and Drugs I I I l would~ ~ Addicts don't have friends. Because a friend 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 steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, 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'll be showing him that the first step back to recovery is only an arm's length away. I~-------------------------------~ . 1 I I l Addictions Rehabilitation Center I am interested in attending a six-week program at the Addictions Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name ..................... . .. , .......... Book No .............. . Address ..................... . .................................. . (Street or RFD) (City) (State) (Zip) Telephone No. Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 '--------------------------·--------------------------------26 I LOG I November 1987 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes OCT. 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac ............ . ...... 0 20 5 DECK DEPARTMENT 0 23 2 0 29 0 7 2 ENGINE DEPARTMENT 19 0 4 0 10 0 6 0 0 8 ENTRY DEPARTMENT 0 0 0 0 35 16 82 23 Port Algonac ............... . ... Port Frank Drozak, President Joe OIGlorglo, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George Mccartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP 5 STEWARD DEPARTMENT Algonac ................. . . 0 Port Algonac . . . . . . . . . . . . . . . . . . . 0 16 12 4 Totals All Depanments. . . . . . . . o 49 20 o 46 6 o *"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. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea OCTOBER 1-31, 1987 *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 ... . .. . ...... . .. Piner: Point . . . . . . . . . . . . . . Tota s . .. ... ... .. . . .... New York .... . ...... . ... Philadelphia . . . . . . . . . . . . . . Baltimore ............... Norfolk ................. Mobile . .. ......... . .. .. New Orleans . . . . . . . . . . . . . Jacksonville .• . ....•.....• San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu . ....... ... .. .. . Houston . ......... . ..... St. Louis .. . . ..... . .... .. PineY: Point ... . ... .. . .... Tota s .... ..... ........ 51 7 7 10 7 31 35 33 15 37 13 8 28 0 2 284 33 5 5 4 2 26 28 14 11 21 6 7 13 0 a 175 13 3 6 9 1 1 10 11 3 4 2 14 9 0 4 90 1 1 3 5 2 4 2 2 4 9 2 9 6 0 6 56 1 1 0 3 1 1 5 9 4 4 1 7 4 0 1 42 0 1 0 0 0 0 0 3 3 1 0 11 1 0 0 20 Port New York ...... . ........ Philadelphia ........... . .. Baltimore . . ... ... .. . .... Norfolk ............... .. Mobile .. . ........... .. . New Orleans . . . . . . . . . . . . . Jacksonville .............. San Francisco . . . .. ........ Wilmington . ..... . ..... .. Seattle .. .... . . .... . ... . Puerto Rico ... . .... ... . . . Honolulu ............ . ... Houston . . ... ...... . .... St. Louis . .. . ... .... ... .. Piner: Point ....... . ... .. . Tota s . ...... . ......... 17 1 0 5 2 19 7 29 10 26 6 5 18 0 3 2 0 2 3 0 0 3 5 2 7 1 18 0 0 6 0 1 0 0 0 0 1 8 0 1 0 19 1 0 0 148 49 31 19 1 4 6 19 4 4 10 4 13 10 19 9 19 3 79 8 0 3 2 3 0 6 2 13 3 16 3 6 0 117 2 0 0 TOTAL SHIPPED All Groups Class A Class B Class 45 2 8 14 2 24 34 24 9 31 17 7 20 0 1 238 20 2 5 5 2 19 20 12 11 19 11 4 11 0 0 141 131 204 173 99 Totals All Departments .. . ... 738 399 266 600 2 DECK DEPARTMENT 1 5 2 1 3 0 2 8 1 1 3 3 6 4 10 8 3 4 7 1 2 1 8 7 7 3 0 0 0 1 8 1 0 3 1 4 4 3 5 5 0 13 6 65 37 ENGINE DEPARTMENT 2 0 1 0 5 0 4 0 1 0 4 1 2 0 4 1 3 1 8 2 10 7 0 1 54 1 0 10 2 0 0 16 STEWARD DEPARTMENT 16 4 0 1 1 0 1 0 0 7 3 0 1 0 0 11 0 0 10 4 0 29 0 4 8 4 0 22 4 0 3 0 0 2 30 23 8 0 0 0 0 0 3 1 0 122 51 27 Port New York .... . .... ...... Philadelphia . . . . ...... . ... Baltimore . ..... .. . .... . . Norfolk ...... . ..... . . . .. Mobile ... . . .... ... . .... New Orleans ... .... .... .. Jacksonville . . . . . . . . . . . . . . San Francisco .. . ..... .. ... Wilmington .. ... .... . .... Seattle . ... . ...... . . .... Puerto Rico . . .... .. .... .. Honolulu .......... . . . .. . Houston . . ........ ... .. . St. Louis ... ....... .... .. Piney Point .......... ... . Totals ... ... . ..... .. . . . 18 8 21 3 22 13 5 9 0 0 c Trip Reliefs 8 0 0 1 0 10 5 24 3 17 11 9 11 0 0 ENTRY DEPARTMENT 16 4 1 1 2 0 9 2 0 1 6 11 6 3 6 5 3 1 14 1 5 0 95 150 6 1 0 0 1 0 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 96 5 11 23 19 60 50 52 30 64 18 7 57 0 4 22 7 7 14 3 11 15 13 5 4 3 11 6 0 5 2 2 0 4 0 4 5 9 4 8 0 1 1 0 1 53 496 126 41 9 0 0 0 0 3 2 60 7 11 12 4 40 38 21 6 2 1 7 5 12 3 4 6 6 0 1 1 1 0 0 1 5 8 3 1 3 3 0 6 0 0 0 13 36 7 4 34 0 2 5 1 0 9 27 289 67 4 2 0 3 34 6 2 3 4 1 0 4 1 6 4 3 0 85 4 0 0 1 4 2 5 34 14 62 12 35 6 7 25 0 2 1 7 11 1 9 1 18 2 0 9 116 243 75 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 42 6 5 14 4 33 8 54 17 36 13 8 16 0 1 31 8 6 11 9 26 20 21 22 28 11 86 12 0 9 6 0 8 0 0 0 34 0 1 0 2 1 6 2 11 1 1 0 17 1 0 0 43 9 2 0 15 4 33 6 29 14 8 0 118 4 0 2 170 180 0 257 300 244 340 260 196 1,285 568 362 *"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 October was up from the month of September. A total of 1,396 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,396 jobs shipped, 600 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 196 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 6, 153 jobs have been shipped. DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 _ (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 November 1987 I LOG I 27 - �t I I l 1 I I SIU Legislative Director Frank Pecquex reported on the "hold-the-line" efforts of MTD affiliates during the Reagan union-busting years, and suggested that a new day could be dawning for maritime, shipbuilding, and the many related industries as Reagan's sun begins to set. f i I I MEBA-2 Great Lakes Executive Vice President Mel Pelfrey, left, and Airline Pilots President Henry A. Duffy were active participants at the convention. I Marine Engineers District 2 were represented at the convention by Jack Brady, Gordon Spenser and Michael McKay. Are You Missi National Marine Engineers President C.E. Gene DeFries is an executive board member of the Mare ep .Imp We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. Robert Georgine, pr · t of the AFL-CIO Building Trades De ment, promised the continued sup' port of his organization toward MTD's goal of rebuilding America's aritime industry. ail? If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. -----~---------------------~-----------------------~-------- HOME ADDRESS Date: _ _ _ _ _ _ _ __ PLEASE PRINT Social Security No. Phone No. ( ) Area Code Your Full Name City Apt. or Box# Street Book Number - 0 SIU 0 UIW State 0 Pensioner ZIP Other------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - Thia will be my permanent address for all official Union mailings. This address ahould remain In the Union file unleaa otherwise changed by me personally. (Signed)-~~~-~--~-~~~~~ ~ ---------------~--~~-~-----~----~---~------------~~--------~ 28 I LOG I November 1987 - FOR A BETTER YEAR AND BETTER FUTURE FOR ALL AMERICANS BUY AMERICAN AND LOOK FOR THE UNION LABEL Personals Sven Regner Anyone knowing the whereabouts of Sven Regner, please contact his nephew, George J. Anderson, 22576 Lanyard St., Boca Raton, Fla. 33428. Edward Kostango It's very important that you contact Lyda at (516) 584-8973 as soon as possible. �November 1987 I LOG I 29 - �"She was a Good Ship" After 43 Years, Galveston Ties Up for Last Time Its first cargo was American Gl's and its last was containers for Alaska. In the 43 years between its first and last trips the Galveston (Sea-Land) carried millions of tons of goods and hundreds of Seafarers. She was laid up in Tacoma, Wash. last month and is headed for the scrapyard. Built in 1944 as a C-4 troop transport, the Galveston ended her sailing on the ''Salmon Run'' between Tacoma, Anchorage and Kodiak Island, Alaska. Chief Electrician Michael Bagely submitted these pictures from the Galveston's final run. ''She was a good ship, and I was sad to see her go.'' Sea-Land Galveston Chief Cook Bill Bryley bas learned to do a goOd job on 43-year-old stoves. AB Inus Otter shows off his seamanship skills. Bosun J. W. Allen secures the anchor. AB Larry Stogner always pulls his own weight. 30 I LOG I November 1987 OS Larry Mills is ready to lend a band. Part-time messman, but full-time comedian, Gary Loftin serves up ribs. �·L etter To The Editor 'Grateful SIU Pensioner . . . ' Just a line to say that I thank you for my pension. I am now working at the First Baptist Church of Kingsland [Texas] part-time. I have no insurance except workmen's compensation which only covers accidents. I am really grateful for having been an active member of the SID for 36 years. I also thank the welfare plan for paying my medical bills for the past two years. If I can ever do anything to help the Union to further the cause of better shippping for my SID brothers in any way, do not fail to call or write me. Thank you again. I remain, Jimmie L. Jackson Kingsland, Texas Washington Report (Continued from Page 32.) What this does, in effect, is to freeze the American maritime industry at its present level and dry up the remaining few sources of domestic capital. Since Canadian operators enjoy favorable exchange rates and substantial subsidies, they would have an insurmountable edge in obtaining any new work that is opened up by changes in American romotional laws. The prospect of this has brought about the seemingly impossible: unity in the maritime industry. More than 200 maritime organizations av joined forces to decry the agreement. Many of these organizations have never agreed on anything in their lives. In a letter to all members of the House and the Senate, the Maritime Industry Coalition, as the 200 maritime groups call themselves, said that unless maritime issues are removed from the Free Trade Agreement, that agreement .. will be disastrous for our industry." Noting that the airline industry was exempt from the agreement, the coalition said, .. The agreement trades away the maritime industry for advantages in other commercial sectors . . . that bear no relation to national defenses, and it gives no assurances whatsoever that Canadian vessels and shipyards will fulfill U.S. defense requirements when needed." For a full discussion of this issue, see page 8. William Brock William Brock, who restored the Department of Labor's credibility after stepping in to replace Ray Donavan, has announced that he is leaving the federal government to head Bob Dole's presidential campaign. Anne Dore McLaughlin has been named to replace Brock, who sought to build bridges between organized labor and the ideologically charged Reagan administration. Given the ideological bent of the Reagan administration, Brock was not always successful. Yet he was applauded for his highwire act. At a minimum, he restored a modicum of confidence in OSHA and the EPA after that confidence had been destroyed by right-wing ideologues who headed those departments during the early years of the Reagan presidency. "If Mrs. McLaughlin is confirmed by the Senate," said The Baltimore Sun, "she will face an array of union-backed legislation: trade, workplace safety, notification of plant closings, minimum wage increases, parental leave. At this point, the fate of the legislation lies with Congress: the ultimate question is whether the president will veto much of it and if so, whether there will be enough support on Capitol Hill to sustain the overrides." The Last Ship Nov. 9 marked a new era in the history of the maritime indu try. For the first time ever no merchant vessel was being built in an American shipyard. ''U.S. shipbuilders regard Nov. 9 as a black their industry," wrote The Journal of day Commerce. "On that day, the last merchant vessel under construction or on order in U.S. yards will be delivered to Sea-Land Service Inc. by Bay Shipbuilding Co., Sturgeon Bay, Wis." Given the decline in the commercial domestic fleet, Reagan administration officials have predicted that American shipyards would be able to rely on Navy shipbuilding and repair orders. Yet the present budget crisis has raised a spector of uncertainty over this plan. "Aggravating the situation," said the Journal, quoting John J. Stocker, president of the Shipbuilders Association, ''were uncertainties . . . caused by the government itself.'' These questions include ''whether or not the export of Alaskan oil will be allowed, the extent to which construction subsidies will be allowed to be repaid in return for domestic trading privil~ges and the impact of the recently negotiated U .S.-Canada Free Trade Agreement." The SIU has strongly opposed the export of Alaskan oil, the payback of construction subsidies and the maritime provisions of the U.S.-Canadian Free Trade Agreement. for Insurance Crisis In an effort to solve the insurance liability crisis which has plagued the American fishing industry, three subcommittees of the House Merchant Marine and Fisheries Committees have approved a bill to provide no-fault benefits for temporarily injured fishermen. The legislation eliminates the $500,000 limit on claims for temporary injury which was included in a similar bill that was defeated in the last session of Congress. The bill creates a compensation system for fishermen who suffer ''temporary injury.'' Under the terms of the legislation, vessel owners must provide compensation to seamen with temporary injuries within 14 days in order to win protection against lawsuits written into the bill. According to The Journal of Commerce, few people are satisfied with the bill. Yet everyone is willing to give a little on this issue because of the crisis situation in the industry. A ep. GI nn Anderson (D-Calif.) said, under the present situation more than 90 percent of the fishing vessels in his district do not carry insurance. "Therefore, there is no one around to pay the bills for work injuries sustained by fishermen," he said. Safety Standards in the Fishing Industry One of the leading causes of the liability insurance crisis in the fishing industry has been the lack of adequate and verifiable safety standards. Therefore, the SIU has supported congressional and executive moves to improve those standards. Last month, SIU President Frank Drozak wrote a letter to the Coast Guard expressing his support for the agency's proposed rule to require uninspected fishing, fish processing and fish tending vessels operating on the high seas to carry Emergency Position Indicating Radio Beacons, or EPIRBS. The rule is included in a section of the Coast Guard Authorizations Act of 1986. Tax Correction Act One year after Congress passed the historic Tax Reform Bill of 1986, attempts have been made to amend the legislation. Given the present budgetary crisis, such moves were perhaps inevitable. The SIU has worked hard to retain the 100 percent deductibility of meals during shipboard conventions in the House versions of the tax bill. "We expect to see full floor consideration of the bill before Congress adjourns at the end of its sess · n this year," said SIU Director of Legislation Frank Pecquex. - November 1987 I LOG/ 31 • �Seafarers International Union of North America, AFL-CIO Washington Report During the past month and a half, Washington has been hit by a number of nasty surprises, some man-made, others natural. Mother Nature's surprise was the record 16inch snowfall that fell on Veteran's Day. It took everyone, including the meteorologists, by urprise. Another unexpected event wa& the October 19 stock market crash, which erased $1 trillion worth of paper profits in one hectic trading session. Black Monday, as the crash was called, was largely man-made, the result of six years of back-to-back trade and budget deficits. The unexpected snow drifts melted within two days, as the weather in Washington took a 180-degree turn and returned to Indian Summer levels. No such luck is expected with the. trade and budget deficits, though the Reagan administration is still hoping. Bended Knees: Part One The stock market crash took almost everyone by surprise. Still, a few analysts were sufficiently worried before the event to call on President Reagan and the American people to reevaluate their priorities. One of the most perceptive criticisms of Reaganomics was written by former Commerce Secretary Peter Peterson. In an article entitled "The Morning After," which hit the newsstands several days before the crash, Petersen noted that America ''could not stand tall on bended knees.'' Petersen compared the situation of the United States today to that of Great Britain in the 1950s. That country's ability to run an independent foreign policy was severely compromised because it was heavily dependent on foreign (American) capital. During the Suez Canal crisis, President Dwight D. Eisenhower forced the British to back down by threatening to stop supporting the British pound on the international money markets. The same thing, said Petersen, could happen to America today. The Washington Post made a similar observation. "Six years of free spending and heavy borrowing under the Reagan administration have brought an historic shift of financial control from this country to its new creditorsand financial control is political power. ''The markets-that vast, restless collection of investors, traders and speculators-are now the monitors of American economic policy, meting out swift and sure punishment of politicians' backsliding.'' Bended Knees: Part Two .. America can't operate a fully-independent foreign policy if it is in hock to foreign investors; it also can't run one if it is unable to transport its troops and supplies overseas. This country's lack of a credible sealift capability was cited in the recently released report by the presidentially-appointed Commission on Merchant Marine and Defense. The seven-member panel, which ha conducted hearings and research throughout this year, stated repeatedly that a private U.S. merchant fleet is the best way to maintain this country's sealift capability . 32 I LOG I November 1987 • November 1987 Legislative , Administrative and Regulatory Happenings Predicting that the American-flag merchant marine will "decline by one-half" by the year 2000 and that there would be ''a severe manpower shortage of skilled workers,'' the study stated that "heroic measures will be necessary if the decline is to be reversed ... The situation is now so bad that coordinated action is essential. "Free trade in reality does not exist," stated the report. ·'If American operators are to be able to compete in terms of price, some form of the Operating Differential Subsidy (ODS) program or some other measure to address some or all of the difference appears essential.'' For a more detailed discussion of this report, please turn to page 1. Liner Reform Subsidies The report from the Commission on Merchant Marine and Defense was eagerly awaited by the maritime industry, which viewed it as a way to spur the administration to act on a matter affecting the survival of the Americanflag merchant marine: reform ofthis country's liner subsidy program. "Since it took office in January 1981," said The Journal of Commerce, "The Reagan administration has made clear it opposes subsidies, abhors government intrusion, prefers to let the competitive marketplace make the decisions, and isn't willing to see any more money be spent for maritime subsidies than now.'' Last year, the operating subsidies that had propped up many of this nation's remaining shipping companies started to expire. Industry experts predicted dire consequences if action weren't taken. Nothing was done. At the end of last year, U.S. Lines, known as the "flagship fleet of the American merchant marine,'' filed for bankruptcy. ''A number of factors contributed to the bankruptcy, ' ' said SIU Legislative Director Frank Pecquex. "The failure of Congress and the administration to come up with a liner subsidy reform program certainly didn't help.'' After much delay, the administration finally submitted to Congress the details of its liner subsidy program. But many people in the maritime industry and on Capitol Hill feel that it doesn't go far enough in addressing the industry's problems. That is where the report comes in. "The hope is," reports The Journal of Commerce, ''that once President Reagan is confronted with . . . alarming facts regarding the merchant fleet and its inability to perform an adequate defense emergency role, he may change his mind." Trade Bill The Omnibus Trade Bill "continues to languish in the massive House-Senate conference," reports The Journal of Commerce. The bill, which seeks to restore balance in America's trading relationship with other countries, is perceived as having been jeopardized by the Oct. 19 stock market crash. For one thing, the stock market crash underscores the fact that the United States has become heavily dependent on foreign investors to finance the huge trade and budget deficits. According to The Washington Post, "The extraordinarily heavy new dependence on foreign governments' support is diminishing this country's freedom of action ... The final stages of the trade bill may not be, as Congress supposes, negotiations with the White House to avoid a presidential veto, but rather negotiations with Japan and Europe to avoid a financial veto. As most people know, running up your debts leads to a loss of control over your own affairs.'' Canada Free Trade: Part One Opposition is building in Congress and in Canada to the Canadian Free Trade Agreement signed by President Reagan and Canadian Prime Minister Brian Mulroney. In Canada, the trade agreement is front page news. There is widespread dissatisfaction with the agreement on economic and cultural grounds. While the agreement will probably be approved by the Canadian Parliament because of the large Conservative majority there, public opinion polls how that support for a U.S.Canadian pact has dro from 75 percent to 49 percent today. Opposition has been particularly 1 e among Canadian labor unions and e ergy concerns. The accord also needs the acquiescence of a majority of the 10 provinces. The governments of Ontario, Manitoba and ri c dward are opposed to the agreement. Ontario's premier is also critical of the pact, although he hasn't yet indicated if he will oppose it. Canada Free Trade: Part T While the U.S. -Canada Free Trade Agreement has received much less publicity_south of the border, a coalition of industry associations is expressing concern about the pact's possible ramifications. Several congressmen have indicated that they intend to vote against the trade agreement. Their opposition to the bill is due to a variety of reasons. Some of the most vehement congressional opponents of the Canadian bill come from energy states. Sen. Kent Conrad (D-N.D.) said he could not support the trade agreement ''unless it is amended to give better treatment to North Dakota and other states rich in natural resources.'' Sen. Wendell Ford (D-Ky.) also indicated that he would not be able to support the treaty if it is harmful to coal industry interests. Canadian Free Trade: Part Three Some of the most vehement criticism of the Canadian Free Trade Agreement has come from the maritime industry, which perceives its existence threatened by the proposed agreement. As reported in this and other issues of the LOG, the pact would seriously weaken the Jones Act and allow Canadian shipping companies to compete for any new work created by changes in the promotional laws of this country. (Continued on Page 31.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1987 Description An account of the resource HEADLINES DEFENSE REPORT FINDS ‘ALARMING’ SEALIFT DECLINE A SPECIAL REPORT TO THE MEMBERSHIP MTD MAPS UNITED PROGRAM TO REBUILD U.S. SHIPPING, SHIPBUIDLING INDUSTRIES MTD IS UNITED FOR ACTION FOGGY COLLISION SINKS LIBERIAN ORE FREIGHTER OPPOSITION MOUNTS TO U.S./CANADA TRADE PACT VETS’ CASE POSTPONED STRIKE ENTERS SIXTH WEEK BOATMEN, FAMILIES, OTHER UNIONS MAN TUGBOAT PICKET LINES DOT AND LABOR POSTS PICKED NMC CALLS IT QUITS GETTING READY FOR THE P.R.O.M. PINEY POINT GOES INTERNATIONAL FIRE DRILL HELD ABOARD USNS MERCY ABOARD THE USNS MISPILLION ONBOARD THE M/V RANGER AT DIEGO GARCIA AFTER 43 YEARS, GALVESTON TIES UP FOR LAST TIME WASHINGTON REPORT THE LAST SHIP SAFETY STANDARDS IN THE FISHING INDUSTRY TAX CORRECTION ACT INSURANCE CRISIS WILLIAM BROCK BENDED KNEES: PART ONE LINER REFORM SUBSIDIES CANANDA FREE TRADE: PART ONE CANADA FREE TRADE: PART TWO BENDED KNEES: PART TWO TRADE BILLCANADIAN FREE TRADE: PART THREE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 11 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3ca80edab21d714d2bda5980696434c7.pdf 1db9e2a363a0d582bf4f58a2bd1e9bc7 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 10 October 1987 Industry Gears for Tough Senate Fight U.S.!Canada Pact Threatens Maritime Community The Reagan administration once again has ·put the U.S. maritime industry in jeopardy, thanks to the recently negotiated U. S ./Canada free trade agreement. If approved as is, it would open any future promotional programs, perhaps even the Jones Act to Canadian and other foreign flags. Already the majority of senators and House members have lined up against the maritime provisions in the proposed treaty. Under the terms of the agreement , current U.S. programs such as P.L. 480 and military cargo preference will remain reserved for U.S.-flag operations. But if there is any future expansion of those programs, or any new promotional activity, Canadian inter- ests would be eligible to bid on the cargo. There is also concern that if the Jones Act is expanded, for example, to include all shipping activities within a 200-mile limit of the U.S. coast , those shipping activities would be open to foreign competition. That competition would not be simply Canadian. Under the terms of the friendship, commerce and navigation treaties that we have with 37 other nations, countries which have most favored nation standing also would be eligible to participate in those trades , according to the Department of Transportation. "Just when you think there is nothing else that can happen to the U.S. maritime industry, this administration hammers you with something new,'' said SIU President Frank Drozak. "In some respects it's a Catch-22. Any new program to help the U.S. merchant marine will really end up helping the Canadians or other nations, but the only way to help the U.S.-flag fleet is with new programs. That doesn't make a lot of sense, " Drozak added. In late August, Drozak and Roman Gralewicz, president of the SIU of Canada, sent letters to Reagan and Canadian Prime Minister Brian Mulroney requesting that all maritime issues be removed from the negotiations. The problems of national security and commercial considerations were cited. It also was pointed out that experts on the maritime industry were not included on the negotiating teams. ''Please rest assured that this matter is receiving careful attention at the highest levels of the administration,'' Peter 0. Murphy, the chief U.S. negotiator responded in a Sept. 15 letter to Drozak. "If that [the trade pact] is indicative of 'careful attention' we're in trouble," Drozak said. In addition to opening up promotional and Jones Act trade, the proposed agreement has opened a door to exporting Alaskan North Slope oil. Under terms of the deal, up to 50,000 barrels of oil a day may be exported to Canada from Alaska. The agree(Continued on Page 3.) Maritime Labor Pioneer Went to Sea in 1926 Morris Weisberger, Former SUP President, Dies Morris Weisberger, who succeeded the legendary Harry Lundeberg as head of the Sailor's Union of the Pacific, died last month. He was 80 years old. Weisberger guided the SUP during one of its most difficult periods. He assumed the helm of the union in 1957, just when containerization and automation were forcing severe reductions in crew sizes, especially in the deck department. Weisberger is widely credited with preserving the integrity of the SUP's pension and welfare plans during a time of retrenchment for the industry. He was a leading figure in the trade union movement especially on the West Coast. He was vice president of the California Labor Federation, AFLCIO, in San Francisco from 1957 until his retirement in 1978. Two months before his death, the California State Assembly passed a resolution honoring his 80th birthday. Weisberger was one of the last living links to the early seamen's movement. He started sailing in 1926 when the SUP was still an autonomous affiliate of the now-defunct International Seamen's Union. As an SUP rep, he met Andrew Furuseth, the grand old man FOC Crew Wins N.Y. Fight Page 4 of the modern seamen's movement. Weisberger worked tirelessly on behalf of the Maritime Trades Department of the AFL-CIO. He was president of the MTD port council of San Francisco Bay and Vicinity from 1959 to 1983, and considered the grassroots political work he did for that organization one of his most important contributions to the maritime industry. A vocal opponent of the flag-ofconvenience fleets which helped decimate the American-flag merchant marine, Weisberger was the United States' labor delegate and adviser to the International Labor Organization in Geneva, Switzerland and also to various international conferences on safety and life at sea. He served on numerous commissions aimed at revitalizing the port of San Francisco. He was appointed a member of the board of the Pilot Commissioners for the bays of San Francisco, San Pablo and Suisun by Gov. Ronald Reagan in 1971 ; re-appointed to that post by Gov. Edmund G. Brown in 1976, and served as president of Morris Weisberger that organization from 1973 until his death. "Few men or women have made their journeys through life and left the significant and lasting impact Morris has," said SIU President Frank Dro(Continued on Page 3.) Inside: Page 6 McAllister, Curtis Bay Beefs Page 9 Seafarers Excel for Military Pages 11-14 New T-5 Visits SHLSS Pages 16 & 17 Government Services Division Page 18 LNG Crews Ratify New Contract �Pres·dent's Report by Frank Drozak The United States and Canada have signed a Free Trade Agreement. If reports in The Journal of Commerce and other papers are correct, then the Reagan administration has hammered yet another nail into the coffin of the American-flag merchant marine. The agreement still has to be ratified by the Senate. Few details are known, but those that have been made public do not bode well for the maritime industry. The Journal of Commerce reports that ''Canadian carriers would be included in future changes in U.S. laws applying to domestic trades, cargo preference and similar water carrierrelated activities.'· That means that if the SIU and other maritime unions are successful in getting Congress to strengthen the application of this nation's cargo preference laws, then Canadian shipping firms will have equal access to those jobs. What this does, of course, is to create one more disincentive for businessmen to invest money in the American-flag merchant marine. The uncertainty caused by this proposed change in the Jones Act may scare off the few remaining sources of capital for maritime, which is a capital-intensive industry. It also sets a dangerous precedent. This will be the first time that the 67year-old Jones Act will be substantially weakened, and it will invite more such attacks. The final agreement could have been worse if the American maritime industry had not displayed a united front on this matter. The Reagan administration made no secret that it considered the maritime industry little more than a bargaining chip. As reported in the August-September issue of The American Engineer, "U.S. trade representatives at the so-called free trade talks [had] been considering a Canadian proposal to open up the protected trade to Canadian-flag vessels ... If the proposal [weren't] so dangerous, not only to our fleet but to our national defense sealift, it would [have been] laughable." This from an organization which twice supported the same Ronald Reagan who is pushing hard for the sell-out "free trade" deal. I am not in the habit of quoting The American Marine Engineer. It is, after all, the official publication of District 1 of the Marine Engineers Beneficial Association. Over the years, the SIU and District 1 have had our differences. still we have worked together on programs which affect all of our membership. Unfortunately, District I has repeatedly tried to infringe upon the jurisdictional rights of our members in the engine room, and we've fought them every inch of the way. Still, the paper accurately summed up the danger that the Canadian Free Trade Agreement posed to the job security of all American seamen, licensed and unlicensed. Then sadly, it then went on to make the following point: "The NMU and District 1-MEBA, more than any other maritime union, are strong and effective; able to maintain their gains, while protecting their members against threats facing their jobs and the industry." That's where their arguments get a little bit cloudy. What is there to say about two organizations which supported President Reagan for election, not once but twice? It's all well and good to complain about the decline of the American-flag merchant marine. When the ceiling is caving in, it's hard not to whine a little bit. But please, let's have a little humility. How can the NMU and District 1 make grandiose claims when they've actually given money to help elect that same administration which has systematically destroyed the American-flag merchant marine and reduced job opportunities for their members? Both District 1 and the NMU supported President Reagan for re-election in 1984 after his administration had taken the following steps: • Denied merchant seamen World War II benefits. • Eliminated Public Health Hospital coverage for merchant seamen. • Dismantled the Construction Differential Subsidy program. • Opposed extension of the Operating Differential Subsidy program. • Tried to dismantle the Capital Construction Fund. • Refused to consider enactment of the UN CTAD Code or implementation of bilateral trade agreements. And it is still going on. Earlier this year, the administration waived American manning and safety standards when it reflagged 11 Kuwaiti tankers. By the way, the NMU and District 1 are the same two organizations which have criticized our organization for forming the Seafarers Maritime Union. "Panicked by declining cargoes and vessels,'' The American Engineer writes, "[some unions] have signed 'sweetheart' deals with companies, offering drastic wage benefits and work rule concessions out of their own members' pockets.'' The fact is that unlicensed seamen face two very serious threats to their job security. The most obvious one comes from the decline of the American-flag merchant marine. As everyone knows, there are fewer ships and few jobs. Yet that is only half of the story. Over the past few years, licensed unions like District 1 and the MM&P have tried to protect their self interests by infringing upon the rights of unlicensed seamen. In other words, they want to protect their own generous system of wages and benefits (an average licensed officer makes more than a U.S. senator or congressman) by putting you and other unlicensed seamen on the unemployment line. They may make pious references to maritime unity, but their actions make such unity impossible. Long before there was a SMU, the MM&P and District 1 had formed topto-bottom organizations. They bypassed both SIU and NMU hiring halls to get their crews. Both the MM&P and District 1 were willing to drag people off the street rather than put accredited seamen from the SIU, SUP, MFOW and the NMU onboard their vessels. Moreover, there has been a disturbing pattern of licensed officers October 1987 performing duties covered under the unlicensed labor-management agreements. The SIU-AGLIWD will be celebrating its 50th anniversary next year. It was born during the golden age of the American shipping industry, when the American-flag merchant marine rose out of the ashes of the Great Depression to help the United States win its "Great War Against Fascism." Maritime leaders like Harry Lundeberg, Paul Hall, Morris Weisberger and Joe Curran may have had their personal and political differences, but they were no fools. In their different ways, they fought to preserve the job security of unlicensed seamen. They had no other bottom line. Conditions in the industry are getting worse, and it is not possible to keep on with business as usual. To do so will mean throwing in the towel. At the end of 1986, U.S. Lines, the largest U.S.-flag shipping company then in existence and the NMU' s largest source of jobs, went under. They filed for bankruptcy under Chapter 11 of the bankruptcy code. During the past 20 years, the trends in the maritime industry have been unmistakable. Few ships. More automation. Smaller crews. Other unlicensed unions have been content to complain about these trends, but from what I see they don't have any kind of plan to protect their members' job security and benefits. Licensed unions like District 1 and the MM&P have their own way of coping, and that is to cut unlicensed seamen completely out of the picture. By the end of last year, top-tobottom licensed operations formed by MM&P and MEBA-District 1 had reached the point where they could have become an institutionalized part of the maritime industry. Their existence posed a serious challenge to the job security of all unlicensed seamen. Faced with these threats to the job security of our membership, the SIU and District 2 formed an organization to compete for the new business, most of which is being created in the military sector. The SIU and District 2 were able to compete against Top Gallant and PASS for new business, most of which is being created in the military sector. SMU was not set up to compete with existing . SIU or MEBA 2 companies. It was chartered to go after work that neither union had or work that had Off1c al Pub calJO:i of e Seafarers lntemat1ona Umon of North Amer ca Atlant c G I La es and I land Waters 01stnct AFL-CIO (Continued on Page 7 .) Vol 49 N:> 10 Executive Board Frank Drozak President ~'' 2 I LOG I October 987 Secretary Joe Sacco Mike Sacco Leon Hall Editor Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Max Hall Joe DiGiorgio Vice President Charles Svenson Managing Editor Associate Editor Angus "Red" Campbell Deborah Greene Associate Editor 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 addit1ona1 mailing offices. POSTMASTER: Send address changes to the LOG 5201 Auth Way, Camp Springs, Md . 20746. �Weisberger Leaves Legacy of Labor Victories (Continued from Page 1.) zak. "From the time he first shipped out as a 19-year-old ordinary in 1926 until the time he stepped down as Sailors Union of the Pacific president/ secretary-treasurer in 1978, he was constantly fighting to better the lot of seamen and of working men and women ashore.'' As New York port agent for the SUP from 1939 to 1957. Weisberger played an important role in many of the A&G Di')trict's early organiLing drives, including Isthmian and Cities Service. ·' Paul relied heavily on Morris ~ j udgment and contacts in those early eefs," said Rose Hall, widow of former SIU President Paul Hall. "Morris Weisberger was extremely intelligent, and had an imposing knowledge of the maritime industry,'' said Herb Brand, chairman of the board of the Transportation Institute. "He and Paul were a study in contrasts, but they made a hell of a team." Born in Cleveland, Ohio on August IO, 1907, Morris Weisberger first went to sea as an Ordinary Seaman in 1926. The power of the maritime unions had been curtailed by the ill-fated strike of 1921. Shipping markets were severely depressed. The maritime industry was then a hotbed of ideological controversy. The Wobblies and Communists tried to win the hearts and minds of seamen, who were among the most-exploited groups of workers. They tried to fill a vacuum filled by the decline of the IS U. Weisberger was an able-bodied seaman on the Morro Castle, a passenger vessel which burned off the New Jersey Coast in 1934. He learned firsthand the tragedies that could occur if adequate safety precautions were not maintained. "During the federal inquiry into the disaster," wrote historian Stephen Schwartz in his book on the I OOth anniversary of the Sailor's Union of the Pacific, ''the Pacific Seamen demanded to know how a fire could make such progress without a report to the bridge, why no attempt was made to beach the ship, why the S.O.S. signal had been delayed ... ·' In 1936, Weisberger became a business representative for the Sailor's Union of the Pacific. He serviced the ports of Brooklyn, Honolulu and New Orleans. He became an official at an historic time in the union's development. The longshoremen' s strike of 1934 had reinvigorated the seamen' · movement. SUP Secretary-Trea urer Harry Lundeberg became a major force in maritime labor by ·tanding up to Victor Olander and the people who had captured control of the Internat10nal Seamen 's Union in the twilight of Andrew Furuseth 's long and distinguished career. The Great Depression had ushered in a new era' of militancy for maritime labor. In 1936, Joe Curran, who later founded the National Maritime Union, staged a sitdown strike on the SS California. Within two years the ISU was to die an unmourned death. It was replaced by two unlicensed seamen's unions, the National Maritime character.'' One of the most dramatic moments of Weisberger's 21-year term in office came in 1962 when the Sailor's Union of the Pacific called a strike against the Pacific Maritime Association. The 1962 strike went on for a month and was suspended after President John F. Kennedy imposed an 80-day truce on the union and the shipowners. Known for his acerbic wit, Weis- Morris Weisberger served almost 20 years as the SUP's New York Port Agent, from 1939 to 1957. Union and the Seafarers International Union of North America. In 1939 Weisberger was elected the SUP port agent for New York. He served in that capacity until March 1957, when he was unanimously elected to the post of secretary-treasurer to fill the position left vacant by the death of Harry Lundeberg. During World War II, Weisberger was instrumental in helping the SUP crew a great number of merchant ships with capable and experienced seamen. According to historian Schwartz, Weisberger ''distinguished himself . . . by going to the highest levels of the U.S. military" to argue against the internment of 40 SUP members of Japanese ancestry. "The authorities finally acceded, and all the SUP men of Japanese ancestry were released and permitted to sail in the Atlantic theater." Weisberger was a delegate to the first convention of the Seafarers International Union of North America, which was held in 1944. A decade later, he supported Paul Hall's efforts to clean up the New York waterfront in the ILA-AFL beef. Upon the death of Harry Lundeberg in 1957, Wei berger was unanimously elected to fill the top post in the SUP. Addressing the SUP membership after the election. Weisberger aid, "Thi is a grave responsibility to which you have elected me. I do not con ider this so much an honor as it L a solemn respon ibility and a duty of the highest berger was a popular figure in the maritime industry. Upon his retirement in 1978, the West Coast Sailor made the following point: "Morris Weisberger made a significant contribution to the development of the Sailors Union of the Pacific, and while he has consented to stand by to assist and counsel the incoming administration, he will be sorely missed in the difficult days ahead." His career spanned nearly the entire spectrum of the modern seamen's movement. Speaking at the lOOth anniversary of the Sailor's Union of the Pacific in 1985, he made the following observations about the union he had once led: "An event like this gives us oldtimers a terrific excuse to ramble on about how far we've come, to congratulate ourselves, to reminisce a little about the bad old days, and to recall the struggles which got us to where we are. We started out on a pile of lumber down at the pier, and here we are at the Fairmont Hotel. We're entitled to crow a little. We earned it. ·'It is also a time for us to look back and try to see what it all meant. What was the single most important contribution the SUP made in these last 100 years? Some would argue for Andrew Furn eth and his incredible legislative record. which effectively released the American ailor from centuries of peonage and set the standard for maritime worker all over the world. ew Car Carrier At the end of October, 12 Seafarer · will mark a first for the SIU. They will hel p deliver Japanese cars to the States on a U .S.-ftag hip. The crew will fly to Japan to man the Overseas Joyce (Maritime Over- ea ). The 60-day round trip, at a peed of 18.5 knot , will take the ship from Japan to Bo ton, New York and Balt1more. The Joyce carries 5.300 Toyotas. It was built e pecially for the trade and will be operated on a I 0year charter by Maritime Over ea:. The engineroom officers will be members of MEBA, District I and the deck officers are employee of the company. The 585-foot Joyce is expected to arrive on the U.S. East Coast in late ~ovember with it first load of cars. ''Others would point to the strikes of the 1930s which made the West Coast into union country, and unionized not only the waterfront but made possible the unionization of so many other workers. Others would look at World War II, and the truly heroic record of the members of the SUP during the war for democracy, as the outstanding achievement of these last 100 years. I won't argue it one way or another. All these achievements deserve the strongest possible recognition. "But let'~ add to that list of outstanding achievements the creation and the continued defense of the Sailors' hiring hall. The hiring hall was a trade union answer to favoritism. corruption and violence on the waterfront. It was a unique method of expressing the solidanty of workers and their refusal to be played off against one another as they had been since time immemorial. "Harry Lundeberg deserves to be remembered for many things, but if you ask me, Harry's defense of the hiring hall , against the Copeland Fink Book first enacted into law in 1936, against the Maritime Commission's so-called ·recruitment and manning office' of the World War II years, and finally, against the anti-hiring hall provisions of the Taft-Hartley Act-these efforts stand right in there among the great achievements of this union. That the hiring hall today remains the cornerstone of our union is a tribute to Harry Lundeberg and all who worked with him on these issues." Weisberger is survived by his wife, Ann, and two children, Eugene and Ruth. U.S./Canada Pact (Continued from Page 1.) ment calls for those exports to be shipped on U.S. bottoms. But there is some concern that if that cap was increased, the extra oil could be open to Canadian ships or ships of most favored nations. Congressional reaction to the maritime provisions has been intense. ''Generally a trade agreement, no matter who it is with or how important it is, must not impinge on U.S. national security interests. The transportation annex to this agreement violates this agreement. If they consider this a compromise, they are full of baloney,'' said Rep. Walter Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee. Jones was the sponsor of a House resolution, with more than 240 coponsors, asking that maritime issues be removed from the talks. A similar Senate measure gained the support of 56 senators. Currently there are attempts to find a way to remove the maritime provisions from the agreement. Normally under the authority of the so-called ••fast track" rule, the entire package must be approved by the Senate and House. But only the whole package can be voted on; congressional members are not allowed to approve one section or reject another. There is an effort under way to allow the Senate and House to vote on the maritime c:;ections separately. October 1987 1 LOG I 3 �SIU Part of Coalition that Helped Skyranger Crew Example of FOC Seamen's Plight Fifty or 60 years ago, the conditions and cruelties that the Filipino crew of the Skyranger had to endure this summer, were almost standard on U.S .flag ships before a strong maritime labor movement gelled. The captain of the ship refused to take on or make enough fresh water for everyday needs. The crew collected rain water from the boat deck for their laundry and showers. But the discharge from the ship's stack contaminated the water with oil and sulphuric soot, and several crewmembers broke out in painful rashes. Milk and bread were reserved for the three Greek officers on the ship while the 15 unlicensed crewmembers were served third rate, poor quality food. No citrus fruits or juices were available for the crew. With only a few sets of silverware and dishes aboard, the crew was forced to eat in shifts or to grab handfuls of rice. When the captain was in a good mood (seldom according to crewmembers), he would send the officers' leftovers to the crew's mess. The owners of the Skyranger , a Greek company that registered this ship in Cyprus , used a Greek manning agency (BSR) from Cyprus to hire crew from other countries such as the Philippines. The men were required to sign blank "contracts" and stationery. Later the blanks were filled in by the local Filipino manning agency with wages, benefits and terms such as length and conditions of employment. These "contracts" were then sub- mitted to the Philippine Overseas Employment Administration to obtain official Philippine government approval of being not less than the minimum of the ILO (International Labor Organization). Astonishingly, the POEA stamped their approval of $170 for monthly base wages for ABs and oilers with an additional 30 percent of this base wage ($51.00) for an extra 120 hours of overtime per month that the crewmember had to work before any hope of additional overtime money, and none was paid. The ILO minimum wages for ABs and oilers is $276.00 per month plus daily overtime of $2.05 per hour and $3.68 per hour on weekends, plus leave/vacation compensation of $11.04 per month. The captain refused to carry toilet paper and lacked seats on the toilets , as the captain explained this was a healthier way to avoid transmitting AIDS by washing with the toilet' s seawater after flushing! He pointed out that some Greek ships have simple holes in the deck with foot pads on the sides. The crew finally took the matter. into their own hands and got their own toilet paper. The liferafts hadn't been inspected in 11 years according to the ship's records, admitted the captain; this company acquired the ship in January. The crew complained that the lifeboats were never tested again after it took them three hours of continuous, hard cranking by hand to simply raise each lifeboat during January, so they hoped the lifeboats could be lowered if nee- S , dministration, Back ILO Maritime Standards It was an unusual coalition. Representatives from several maritime unions, the State Department , the Labor Department and various business associations were all on the same side of a maritime issue for once. The issue, aired at a Senate Committee on Foreign Relations hearing earlier this month . was the International Labor Organization (ILO ) convention 147 , which ets up certain minimum standards onboard merchant ships. If those standard were enforced, the crew of the Skyranf?er (see accompanying story) and of hundreds of other flag-of-convenience (FOC) ships could be protected from the unfair and unsafe conditions under which many are forced to labor. ''The SIU believes that every human being employed in a shipboard capacity deserves the highest standards of safety and working environment ... All too often we read about the inhumane conditions aboard substandard vessels. In many cases, life aboard these vessels is an exercise in cruelty. Filthy living conditions, inadequate diet, grueling physical labor, little pay and lax safety standards, which are unacceptable to any advanced civilization, are often commonplace aboard these vessels," SIU Legislative Director Frank Pecquex testified. 4 I LOG I October 1987 The seafarers who would benefit most from the ILO convention would mainly be third-world seamen sailing FOC vessels. Seafarers from the more advanced nations are already protected by their own countries ' labor laws and strong union support. Pecquex also noted that the enforcement of minimum safety and life standards would improve overall safety at ea . "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," he said. Statistics bear out the fact that most at-sea accidents, loss of life and injuries occur on FOC ships with little or no crew restrictions or safety and training enforcement. One of the key provisions for enforcement of the standards in the ILO convention is port control. That gives the country in which a substandard vessel from another nation calls on, some enforcement powers. The main areas covered in the convention are manning requirements, safety training. medical care, diet and social security provision s. The Reagan administration has recommended the adoption of the convention Edd Morris (center), the Union's ITF rep, was part of a multi-union and concerned organization group which helped the Skyranger crew win their strike for basic living and safety standards on the Greek-flag ship. essary and not be ''frozen.'' For those reasons and others , crewmembers on the Skyranger wrote to the SIU earlier this summer and asked for help. They got it, notjust from the SIU. But help came from a coalition of American labor and service groups who are trying to tum up the heat on flag-of-convenience (FOC) owners and trying to improve the lives and working conditions of seamen who are suffering the same indignities American seamen did decades ago. When the Skyranger tied up in New York, Edd Morris, the Union's ITF rep, and representatives from more than half a dozen groups were ready. ''They had a pretty lengthy list of complaints and wanted to settle them with the company. They went on a "work-to-rule" strike, sort of a slowdown. But when the company refused to negotiate, they went on a full strike. They took a lot of risks," Morris said. While the crew took a lot of risks , they were lucky in some respects because several unions and other organizations have strengthened their stand against FOC shipowners . The cooperation with the ILO, the International Transport Workers Federation (ITF) and American organizations is an attempt to both better the lives of seamen around the world and in some respects to show Americans what "cheaper" foreign competition really means. Morris said that when the Skyranger went on strike, members of the ILA and the Operating Engineers (crane operators) refused to move cargo off the ship. The port police and immigration office made sure the U.S. laws weren't unjustly applied. In addition, an ITF inspector from the NMU (Spiro Varras) joined the effort with participation of their legal staff to help the crew. This was a unified action incorporating broad legal cooperation, pooling skills and experiences of attorneys from the SIU, NMU, plus the ITF attorney in Manila and their Manhattan office, as well as the ILA. The Seamen's Rights Center in Port Newark was instrumental , too , with Director Barbara Crafton being personally involved. He said that besides the crew signing the blank contracts for the manning agent, the crew discovered that the manning agency was skimming 20 percent off the top of the allotments the crew had sent home every month. While the unions and the Seamen's Rights Center (an arm of the Seamen's Church Institute) were pressuring the shipowners and others for the back pay and to remedy the deplorable working conditions, the crew got in touch with the Philippine consulate in New York and the embassy in Washington. They proved little help. "All they did was come aboard and chastize the crew for causing such a problem. But that's somewhat typical. Most governments don't do much in situations like that. If the governments helped out, these ILO scales and shipping regulations are approved by the UN, maybe something could be done," Morris said. Some countries , the Scandanavian countries, Italy, Australia, Israel and some others with strong labor movements , crack down on ships and conditions like the Skyranger' s , but not many, Morris said. Even the U .S. Coast Guard which had more than two weeks to inspect the ship when it was tied up , did not know inspecton was requested. Eventually, the Skyranger story turned out to have a happy ending. The company forwarded $21 ,000 in back and· rightfully due pay to the crew . It agreed to meet ILO tandards. It replaced the captain who had run the ship with an unfair and iron hand. The new captain is " a very decent" guy, Morris said. There are two major reasons the SIU has become more heavily involved in cases like this , Morris said. The first is the most obvious: thousands of sailors from around the world face similiar and worse conditions and need help. The second is that if more and more ships and crews are brought to higher standards, even though nowhere close to American and European standards, the gap between the cost of U .S.-ftag shipping and FOC shipping will dwindle. The FOC shipping companies and governments supplying seamen for the FOC trade like to threaten such seamen that the ITF affiliated unions are only seeking to raise the crew costs (Continued on Page 10.) �Area Vice Presidents' Report West Coast by V.P. George McCartney I was saddened to learn of the death of Morris Weisberger, who took over the helm of the Sailor's Union of the Pacific after the death of the legendary Harry Lundeberg. Morris was one of the last surviving links to the early days of the modern seamen's movement, and he will be missed. It was an honor for me to serve as one of his pallbearers. After all, Morris played an important role in many of this Union's early organizing drives. As I noted in my last column, the Isthmian and Cities Services organizing drives put this Union on the map. As New York port agent for the SUP, Morris provided the fledgling A&G District with valuable advice and contacts. He developed a strong working relationship with Paul Hall. Despite their different styles, the two were a dynamic team. The two men couldn't have been more different. Hall, a spell-binding orator from Alabama, had an imposing physical presence. Weisberger, who hailed from Cleveland, was known for his cautious nature, his acerbic wit and his almost encyclopedic knowledge of the maritime industry. There were two truly remarkable things about the Isthmian and Cities Service campaigns. For one thing, a handful of rag-tag sailOfS were able to take on the world's biggest oil companies and win. In addition, these wins came at a time when the rest of the labor movement was suffering setbacks in signing up new members. Congress had passed the Taft-Hartley Act in 1947, which made it much more difficult for unions to organize new workers. One more thing: there are reports that the historic S.S. Monterey will be returning to active service. The famous passenger liner will begin a regular schedule of seven-night cruises through the Hawaiian Islands. The ship will be manned top-tobottom by an MM&P crew. As President Drozak notes elsewhere in this issue, top-to-bottom crews were in existence long before there was a SMU. Former SUP head Harry Lundeberg experimented with top-to-bottom SUP crews in the 1950s. But nothing came of the idea until a few years ago, when licensed unions like the MM&P and District 1-MEBA sought to establish top-to-bottom organizations like PASS and Top Gallant. PASS and Top Gallant were an effort on the part of licensed unions to protect the job security of their members by bypassing unlicensed hiring halls. When President Drozak formed SMU last year, these organizations were on the verge of becoming an institutionalized part of the maritime industry. Had Drozak failed to deal with this phenomenon, then the job security of all unlicensed seamen would have been severely compromised. History is full of surprises. Few seamen in World War II would have predicted that the A&G District would one day become the largest unlicensed seamen's union. Yet the fact that we were an AFL union helped us tremendously, and so did our structure: unlike other AFL maritime unions, we organized seamen along industrywide lines. In a sense, the A&G District was an historical accident. In 1945 we were the runt of maritime labor. By 1950 we had become a power on the waterfront. The NMU's internal problems, which I discussed in my last column, made it possible for us to survive and prosper. The very structure of Top Gallant and PASS, top-to-bottom unions formed by the licensed officers unions, would have given their companies a competitive edge over those which employed unlicensed seamen. SMU evens the playing field. The most important thing about history is that it often serves as a guide to the present, if you let it. discuss our objection to Section 7 of that document. We pointed out that the present procedure was and is causing a serious hardship on our members as well as the deviation from prevailing maritime practice. We further cited the unfairness of the policy and pointed out several instances where our members who were MSCPAC marine employees were stranded in the continental U.S. as well as foreign countries with no funds to bail out. It was a lengthy and productive meeting, and management understood our complaint. However, by necessity, the decision will have to be made in Washington, D.C., and it will be a while before we learn the decision. Workers gained an important point of leverage in the maritime industry when ''checkerboard'' (desegregated) crews were introduced onboard Americanflag vessels because seamen could then mount a truly united front. Many people view the NFL players strike as a symbolic test of organized labor's strength, much the same way that the PATCO strike was perceived at the start of the Reagan administration. Organized labor is coming off a big win with the Bork nomination. Winning the NFL football players strike would send out a powerful message that organized labor is back. Nineteen eighty-eight will be an important election year. Seamen, more than most other workers, have suffered greatly at the hands of the Reagan administration. Now, more than ever, it is important to get politically involved. That means registering to vote, donating to SPAD. And yes, until that football strike is settled, it means turning off the t. v. on Sundays. There may be hundreds of different labor unions, but when it comes down to it, we all sink or swim together. Gulf Coast by V.P. Joe Sacco T Government Services Division by V. P. Buck Mercer I N the September issue of the LOG, I discussed two items of concern to MSCPAC marine personnel, one of which has finally come to pass. That is, the 3.5 percent increase on wages due since April 1, 1985, has-at lastbeen paid. The other matter was that of travel expense money for the MSCPAC mariner when he or she is required to join a ship in other than the home port. Remember, the present MSC procedure calls for the mariner to pay travel expenses out of his or her own pocket, then submit a travel claim to the ship's purser or master, then wait weeks, or even months, to recover reimbursement of the money spent to travel on behalf of the government. The SIU believes this procedure to be a glaring inequity and should be rectified. We have taken steps to do just that. The SIU directed a letter to CO MSC Washington, D.C., via the local MSCPAC, taking exception to Section 7, ''Travel Claims and Advances'' of their Civilian Marine Personnel Instruction 4650 which encompasses all the rules and regulations from A to Z governing all civilian marine employees of the U.S. Navy. In addition, we met with MSCPAC management to HE SIU was able to reach an agreement with G&H Towing Company. I'd like to thank the members of the negotiating committee for the fine work they did in helping us get a contract. We're also getting ready for upcoming negotiations with the Delta Queen Steamboat Company and the Orgulf Energy Transport Company. We're looking forward to a united and solid membership. These and other negotiations that I've been in make me even more aware just how important unions are. Unfortunately, a large portion of the American public doesn't understand the issues involved. They don't know the truth about unions. For instance, I was greatly disappointed to find out that 40,000 fans attended the Dallas Cowboys opener the other day. The American public asks a lot from its football starspeople idolize them, expect them to be role models, live vicariously through their achievements. And yet, these same fans will go to a game played by scabs. Many people just can't get past the fact that some football players get paid a lot of money. Yet the issues involved are the same as for other unions. Management will try to persuade the public that the workers involved are overpaid and undeserving of support. It's the same trick they used in the P ATCO strike and with the pilots of Eastern Airlines. And yes, with seamen. Management's primary objective is to divide the working people. In the 1950s, Southern populists who opposed segregation tried to point out that working class whites suffered great economic harm from segregation because management could play one group of workers against another. East Coast by V.P. Leon Hall F IFTY-THREE senators have announced that they intend to vote against the confirmation of Robert Bork to the Supreme Court. This marks an important victory for organized labor and civil rights groups. Despite efforts by the White House to paint Judge Bork as a moderate, New Right and fundamental religious groups viewed the Bork appointment as a way of drastically rewriting Supreme Court rulings on civil rights and privacy. While liberal groups geared up for the fight, it was the failure of Judge Bork and the administration to persuade moderates like Arlen Spector, Richard Shelby and William Coleman which doomed the nomination. Conservative groups have protested that the confirmation hearings have unduly ''politicized'' the confirmation process. Yet liberal and labor group were only copying techniques perfected by the New Right. One reason why opposition to the Bork nomination was so fierce was that the American people finally woke up to the fact that many of their rights are decided in courts. To give one example of what I am talking about: workers would be much better off if they did not have to contend with the conservative, anti-labor appointments that President Reagan has made to the National Labor Relations Board. Emboldened by these appointments, business groups have had a field day making hash of workers' (Continued on Page 10.) October 1987 I LOG I 5 �r>W·"'-' InIan ews -.m"""'· ---~--· 1 tug/to ~ I~ harge/dredge I ":"·~:·: -~:; ;: : ·: : : :·=· ~s:.: : ~: :-:; :;:'"m: ;:;:;:;~=: ;:~if:r:f:E)J:j:;f mt;i;~ i · More than 250 SIU Boatmen at Curtis Bay and McAllister Brothers towing companies remain 100 percent solid on the picket lines in Baltimore, Norfolk and Philadelphia. They have been on strike since early this month. The strike against McAllister (owners of Baker/Whiteley Towing in Baltimore) began Sept. 30 after the company refused to bargain in good faith for its operations in the three ports. The SIU has filed unfair labor practice charges against McAllister. The Curtis Bay picketing began after a short contract extension expired Oct. 3, and negotiators from both sides were unable to reach an agreement. However, talks between the Union and Curtis Bay are continuing. The walkout came on the heels of outrageous contract concessions demanded by McAllister. ''They want to roll back wages 20 years,'' said SIU President Frank Drozak. Some of the demands, rejected out of hand by the membership, included: • Manning reductions by as much as 50 percent; • Elimination of the 8-hour day and hourly wage rate; • Institution of a 24-hour day and daily wage rate which could work our to as low as $3 .50 per hour; • Elimination of overtime; • No holidays; • No vacation. ''The 8-hour day has been around for a century, and the last time I checked even the Right-To-Work committee gives their employees holidays and vacations. McAllister must have wanted to start a strike so they could try to bust the Union. Well the SIU will be in those ports long after McAllister goes belly-up, if that's what it takes," Drozak said. One McAllister captain in Norfolk said, "I think the company's offer is an insult and a slap in the face. I've spent 17 years here, and when I think of the years I spent to obtain my licenses and the expertise needed to run these boats in some almost impossible positions and learning what it takes to move ships in and out of every pier in Hampton Roads, I just can't believe what they want.'' In Norfolk, striking SIU Boatmen have continually manned picket lines at both Curtis Bay and McAllister operations since the strike began. Late reports from all three ports indicate the scab crews have been having trouble operating safely. They are banging ships and piers and damaging their equipment. In addition, the companies are having to allot much more time for docking operations because the crews are slow and inexperienced. Pictured above in Norfolk are (I. to r .) R.L. Ainsley, Port Agent Jim Martin, Bennie Dize, Eddy Brinn, Randy Cutworth and Billy Williams. DOCKING PILOTS We Are in This Together October 21, 1987 Dear Member: The SIU is 100 percent behind yoµ in our strike against McAllister and Curtis Bay. As president of this Union, I will not allow a few well-heeled company lawyers to dictate the working conditions of our membership. I have committed the entire resources of the SIU to this struggle. We are in this strike for the duration, and with your full commitment we will prevail. McAllister and Curtis Bay have sent us a message-they want to bust the SIU. The shallow arguments their lawyers have used are irrelevant; their motivation is greed, pure and simple. It is time for the SIU to send them our response; this Union will not be broken. These companies want us to crawl back to work for 1960's wages. This is the 1980s, not the 1960s. Their executives would not work for 1960's wages. The companies would not reduce their tariffs tq 1960's levels. Yet when it comes to the crews that man their tugs, they want to roll the clock back 25 years. This is ridiculous, and we will not tolerate it. We are a reasonable Union and we represent reasonable men and women. In hard times we have sat down with many an operator and negotiated an agreement that keeps them in business and keeps us working. We can do that with reasonable companies. However, in this case, these companies are not interested in a reasonable agreement. It's time for a little education. These companies have forgotten that they need you. This industry needs people of your integrity, knowledge, experience and skill. These companies need you back on their tugs. This Union is pledged to an all-out effort, using every legal means available to successfully resolve this strike. We are in this together, and together we cannot be defeated-not here, not now, not ever. Fraternally, Frank Drozak President 6 I LOG I October 1987 Many SIU tug crewmen are also docking pilots in the three ports. Their work as docking pilots is independent from their jobs onboard the tugs. But in all three cities, pilots who are also SIU members have refused work as docking masters for either company. Some of the probl'ems reported show how their skills are sorely missed. In all three ports striking SIU members reported that the scab crews were having a hard time handling the powerful tug boats. One pier was hit so hard by a tug in Philadelphia that sparks were visible. Another tug slammed into the Packer Ave. pier and then narrowly avoided hitting a U.S. Navy ship. In Norfolk there have been several reported groundings by the scab crews. One tug had its railings knocked down and another threw her stern into the pilings at Town Point Park, according to reports . As one striker pointed out "They're having these problems in ideal weather." So far the Coast Guard has refused to investigate the reports. But the SIU has sent letters to the Coast Guard commanders in all three areas asking for investigations into McAllister's operations, particularly its safety shortcomings. "Many of the new crews are inexperienced in their work. In addition, the majority of docking pilots currently in use are neither properly licensed to perform the necessary functions of a pilot nor are they qualified to adequately dock vessels. This has and continues to create an extremely dangerous situation,'' Drozak said in the letters. Dangerous and toxic cargoes move in and out of all three ports, and accidents involving those materials could be disastrous to the cities and their citizens. Even docking ships with safe cargo is an exact and dangerous operation, and the errors of inexperienced crews could lead to civilian injuries and the disruption of port operations. Drozak warned that if these boats are allowed to continue to operate without qualified crews and pilots, losses are bound to occur. He asked for immediate Coast Guard investigations. AFL-CIO SUPPORT As the strike continued, the AFLCIO and its local councils in the three ports threw their support to the striking Seafarers. A rally in Baltimore with hundreds of labor supporters was scheduled for Oct. 21 in front of Curtis Bay headquarters. "I know you've been there for everybody else, the Steelworkers, the Machinists-now we will be there for you,'' said Ernie Greco of the Metro Baltimore AFL-CIO. Baltimore City Council John Schaeffer (an SIU member during World War II) said McAllister demands ''. . . paint a typical picture of union busting. I stand ready to help in any way." �gineers who want to take over the jobs of QMEDs and DEMACs. True unity comes only when there is mutual respect for the rights of all parties involved. (Continued from Page 2.) been lost to foreign shipping interests. It provides our newer members with good job opportunities and a very real opportunity for career advancement. Wages for unlicensed seamen working for SMU-contracted companies are better or equal than those for NMU seamen working onboard similar vessels. That's a fact. In addition, SMU provides SIU members with the following benefits: e It provides a member with the chance to go from wiper to engineer, or from Ordinary Seaman to captain with no change of union. e It protects your job security from those who would like to destroy all maritime unions. e e It allows new work to be obtained which new companies would have no chance of getting under existing maritime contracts. It replaces jobs lost in other areas. ... New Pensioners The following Inland members have retired on pension: Baltimore Harold W. Thompson, captain Houston James S. Bacon, captain James Brunell, engineman Sibi J. LeBlanc, deckhand Homer G. Warren St. Louis Harold D. Barragan, deckhand SMU was the first instance of a licensed and unlicensed maritime union working out a formal arrangement to protect the interests of their members. It was made possible by the close working relationship between the SIU and District 2, which has spanned several decades. It is a full partnership in every sense of the word. The about-to-be-merged NMU and District 1 may try to make a similar claim, but you have to wonder. There is nothing in the recent history of District 1 which would lead one to suspect that unlicensed seamen, especially in the engineroom, will have much of a future in a new organization which includes an association of en- A MATTER OF STRENGTH Dispatchers Report for Inland Waters SEPTEMBER 1-30, 1987 *TOTAL REGISTERED All Groups Class A Class 8 Class C Port New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile .......................... . New Orleans ...................... . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle . .... ... .................. . Puerto Rico ...................... . Houston . ....... ..... .... ....... . . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals .......................... . 0 2 6 32 1 0 2 0 3 0 0 3 10 0 1 60 0 0 0 12 0 0 2 0 2 0 0 4 2 0 0 22 0 1 0 DECK DEPARTMENT 0 0 0 0 6 0 0 0 0 0 35 7 0 0 0 4 0 26 0 0 3 0 5 0 39 . 0 0 1 0 20 0 0 2 11 1 0 76 0 0 1 0 29 0 0 3 3 2 0 45 0 0 2 0 34 0 0 4 0 0 Port 0 **REGISTERED ON BEACH All Groups Class A Class e Class C 0 2 4 35 1 2 1 0 1 0 0 0 0 2 0 0 0 0 10 0 0 1 0 0 34 0 5 0 0 0 0 0 3 4 0 6 11 1 1 4 0 8 0 2 0 40 98 25 15 0 0 0 10 0 0 1 0 0 0 8 0 0 0 0 8 0 0 0 2 0 0 18 0 0 0 0 0 0 0 ENGINE DEPARTMENT New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk . .. . .. ................... . Mobile .......................... . New Orleans ...................... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ..................... . . . Seattle .......................... . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . Houston ......................... . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals .................... .... .. . Port New York ........................ Philadelphia ...................... Baltimore ........................ Norfolk ......................... Mobile .......................... New Orleans ...................... Jacksonville . . . . . . . . . . . . . . . . . . . . . . San Francisco . .................... Wilmington ....................... Seattle ....... .................. . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . Houston ......................... Algonac ......................... St. Louis . .. ..................... Piney Point ....................... Totals .......................... TOTAL SHIPPED All Groups Class A Class e Class C 0 0 0 15 0 0 1 0 0 0 0 0 1 0 0 0 6 0 0 0 0 4 0 0 0 22 0 0 0 7 0 12 . . . . . . . . . . . . . . . . 0 0 0 15 0 0 0 0 7 0 0 0 0 0 0 0 2 1 0 18 2 0 0 0 0 0 1 0 0 Totals All Departments ............... . 100 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 4 0 0 0 6 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 13 0 0 0 0 0 0 4 0 0 0 0 11 STEWARD DEPARTMENT 0 0 0 17 0 0 2 12 0 0 0 0 42 0 0 0 0 0 1) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 18 0 0 0 0 36 0 0 0 3 0 0 57 0 0 0 0 0 10 0 0 5 0 0 1 0 0 0 0 0 1 1 0 8 0 0 0 15 0 1 0 5 0 0 14 0 0 0 0 0 0 0 1 2 0 0 17 1 0 28 0 0 0 2 0 0 46 2 0 0 0 0 0 0 1 0 3 44 48 106 64 42 197 89 18 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 7 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. I I DONT BEUGEDI • 1' IF YOUI/AYE AD~UG PA>OllJ.£M I ue-1p1s I AVAILABl.E. . CONTACT YOURP"RT AGENT OR PINEY/ POINT • October 1987 I LOG I 7 s. �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Rep. Tim Johnson James A. Hayes A A FOURTH generation South Dakotan, Congressman Tim Johnson (D-S.D.) was elected to Congress in November 1986 with nearly 60 percent of the vote. Johnson is a graduate of the Vermillion (S.D.) High School and earned a bachelor of arts degree from the University of South Dakota, where he was awarded the Phi Beta Kappa academic honor. He also holds a master of arts degree from that university in political science. He later studied at Michigan State University in the post graduate political science program, and earned a law degree (J .D.) from the University of South Dakota in 1975. In the early '70s, Rep. Johnson worked as budget adviser to the Michigan State Senate Appropriations Committee and began private law practice in Vermillion in 1975. Ten years later he was Clay County Deputy State's Attorney. He was elected to the South Dakota State House of Representatives in 1978 and was re-elected in 1980. When a 1980 reapportionment left a state Senate seat open, he ran for the state Senate and was elected in 1982 and ran unopposed in the election two years later. In the South Dakota legislature, Johnson served on the Joint Appropriations Committee and the Senate Judiciary Committee. He was the ranking Senate Democrat on the Appropriations Committee and was regarded as a leading spokesman for his party on budget issues in the legislature. The congressman earned a reputation for effectiveness and influence in the legislature. He received the first annual Billie Sutton Award for Legislative Achievement from the South Dakota Democratic Party, and was Rep. Tim Johnson named the Outstanding Citizen of Vermillion in 1983, the same year the South Dakota Education Association presented him its "Friend of Education" Award. After election to the U.S. Congress as South Dakota's only member of the House of Representatives, Johnson was named to serve on the Committee on Agri{;ulture and the Committee on Veterans Affairs. The congressman has come out with some strong viewpoints on the defense of this country. ''The balance that we must seek in our defense spending,'' he writes in a defense position paper, "is to ensure that we are strong enough that we don't invite military adventures from our adversaries, yet not spend so much that we cannot fund our real human needs." He believes that the Reagan administration's defense requests often exceed what is actually needed and that it also has misplaced some of its priorities as to where the money should go. But while he is often critical of large outlays for certain defense projects, Johnson does believe that more money needs to be spent in certain areas, particularly in military readiness. "If we cannot respond to problems in the world in a quick and effective manner, then we are certainly not doing ourselves or countries that rely on us any service.'' LIFETIME resident of Lafayette, La., Congressman James A. "Jimmy" Hayes (D-La.) was elected to the U.S. House of Representatives, lOOth Congress, on Nov. 4, 1986 with 57 percent of the vote from his seventh district. He was graduated from Lafayette High School and went on to earn a B. S. in political science from the University of Southwestern Louisiana and a law degree (J.D.) from Tulane University School of Law. Admitted to the Louisiana State Bar in 1970, the congressman became a practicing attorney at law, representing primarily business, real estate and banking interests, and was associated with several law firms prior to taking a position as commissioner of Financial Institutions for the state of Louisiana. He served as a member of the Louisiana Farm Market Commission and was assistant district attorney in the parishes of Lafayette, Acadia and Vermilion (the first, third and fourth largest of the nine parishes contained in the seventh district) for nine years. As assistant district attorney, Hayes maintained a slightly better than 96 percent conviction rate. He helped redraft and rewrite the Louisiana Banking Code in its entirety, and in- Rep. Jimmy Hayes dependently drafted regulations to implement Louisiana securities law. Both laws were passed by the Louisiana legislature and have been praised by national organizations. As commissioner of Financial Institutions, his office always maintained a balanced budget and, in fact, returned $7.5 million in the two years of his service. In the U.S. Congress, Hayes was appointed to the U.S. House Committee on Public Works and Transportation and will serve on the subcommittees of Economic Development and Water Resources. He also was appointed to the U.S. House Committee on Science, Space and Technology and will serve on the subcommittees of Space Science and Applications; Science, Research and Technology; and Transportation, Aviation and Materials. Kuwait Charters U.S. Tanker After reftagging 11 of its own tankers under the Stars and Stripes, the government of Kuwait has come to terms with Marad to charter an American tanker, the 265,000 DWT Maryland. By chartering the Maryland, owned by Marad, U.S. law concerning crewing will apply. All officers must be U.S. citizens, and 75 percent of the unlicensed crew must be Americans. The reftagged Kuwaiti tankers only carry an American master. The reflagged tankers are receiving U.S. Navy protection in the Persian Gulf where attacks on shipping by both Iran and Iraq have increased during the past several weeks. In addition, more and more mines have been found near the shipping lanes. When those ships were first reflagged, it caused a storm of protest. The U.S. government waived crewing requirements, claiming a 100-year-old law allowed the tankers to carry only a U.S. captain. Since that time, several bills have been introduced in Congress to correct that situation, including one which would require that all ships reflagged U.S. carry 100 percent American unlicensed crews. There is some expectation that Kuwait will charter other idle U.S. ships. Glenagle Shipping Management (Houston) will operate the ship and make crewing arrangements. -----Personals----Help Needed If anyone knows the whereabouts of the wife or son of former Seafarer Ray William Sweeney, please get in touch with Clarence E. Free, 12459 Yancy, Houston, Texas 77015; tel. (713) 453-1693. The SIU was well-represented at a recent meeting of the East Baltimore Citizens Committee. The committee, created by Maryland Gov. William Donald Schaefer, keeps the lines of communication open between government and citizens. Pictured above are William Zenga of the Operating Engineers, Local 25, Marine Division; SIU Rep. Frank Paladino; Gov. Schaefer; Baltimore Port Agent Bob Pomerlane, and Ed Harrington of the Operating Engineers, Local 25, Marine Division. 8 I LOG I October 1987 Paul Pallas An old shipmate would like to get in touch with you. Please write to Clinton A. McMullen, 2 Alfred Rd., Kingston Township, Wyoming, Penn. 18644. Dave Marie, the cabbie in Savannah (Dec. 1981), would like to hear from you. Call her at (913) 3399511 or write: 8415 W. 108th St., #B, Overland Park, Kansas 66210. �Presenting their beautiful culinary confection to the birthday girl are members of the Bonnyman's steward department: Walter Johnson, crew mess; Mohamed Abdelfattah, 3rd cook; Patricia Port, saloon mess; John Hanrahan, chief cook, and Brian Gross chief steward. Birthday Aboard the Bonnvman The M/V 1st Lt. Alex Bonnyman (Maersk) recently spent a couple of weeks in the port of Bayonne, N.J. It was a convenient time for the ship's second mate, John A. Denton, to visit with his family. He writes: "I would like to thank Chief Steward Brian Gross and his staff for the gracious way my family was treated when visiting the vessel. My daughter had a birthday while on the vessel, and the steward department gave her a birthday party she will never forget. "The cake that the steward baked could not have been equalled by the finest bakers ashore.'' And thanks to Alfredo De Luise for sending us the photos commemorating that special day. Second Mate John A. Denton with his daughter. ----Pacer Goose 87 Resupply Mission Is A Success-----. Commendations for a job well done were given to masters, officers and crew of the M/V Samuel L. Cobb and the M/V Lawrence H. Gianella (Ocean Ships, Inc.) for their participation in Exercise Pacer Goose 87. The voyages to Thule and Sondre Strom, Greenland, were part of the annual resupply of petroleum product cargoes to the U.S. Air Force and NATO Arctic region bases there-and are vitally important to the security interests of the U.S. The NAVGRAM document from U.S. Navy Captain T.P. McGuire to the ships is reprinted at right. TO: MIV Samuel L. Cobb MIV Lawrence H. Gianella FROM: Capt. T.P. McGuire SUBJ: Exercise Pacer Goose 87 Support 1. You and your crew are commended for your professionalism, adept seamanship and shiphandling proficiency demonstrated during operations under adverse weather conditions in support of the Pacer Goose 87 resupply mission. • I 2. The professionalism and positive attitude of the officers and crew of the MIV Samuel L. Cobb and the MIV Lawrence H. Gianella made extremely difficult cargo discharge operations seem routine. i 3. It is noted that ice and weather conditions encountered this past season were the worst on record and that expert seamanship to handle the difficult maneuvering conditions was required. The accomplishment of your vital mission was in keeping with the highest traditions of the Military Sealift Command. 4. Well done. October 1987/LOG/ 9 �Rare Victory for Oppressed Crew (Continued from Page 4.) on FOC ships so that when the wages approach that of the developed nations, crews would no longer be gotten from the evolving nations. Arrogantly, shipping and P&I insurance companies flatly ask such crews, "Do you think a Greek shipowner would hire anyone other than a Greek or other Europeans if the crew cost was the same?" Even the Philippine consuls agreed, adding that "the number of jobs being lost to other countries, like Sri Lanka and Pakistan, is due to the increase of ITF action and contracts of FOC ships with Filipino seamen; thus, take what you can get and don't make any trouble!" "In some ways it's helping to create that 'level playing field' and stopping the 'slave ships'. "Morris said. "It is refreshing that just recently the marine insurance companies are finally reaching a similar conclusion by more cautiously insuring FOC ships from countries like Cyprus, Gibraltar and Panama due to their bad records with losses twice to triple that of other nations. This might be just another twist of the screw to extract higher insurance premiums, but maybe they are acting responsibly for a change." VICE PRESIDENTS' REPORT (Continued from Page 5.) rights. Workers in the maritime and transportation sectors have been particularly hard hit. Six years ago, getting a contract was a relatively routine matter. Now, union representatives find themselves tied up for months and years at a time in the courts fighting greedy owners. The latest example of this is McAllister and Curtis Bay. SIU members are currently striking these two tug companies which have asked for substantial and unconscionable give-backs. The workers in these companies have stood united against the companies. Scab workers now manning the vessels have run their vessels aground and have proven generally unreliable. SIU Joins NFL Players on the Picket Une Washington Redskin's center Russ Grimm autographs a picket sign for Diane Coleman and Tammy Padgett, SIU headquarters workers who joined the Skins and some 20,000 other union members and supporters outside Robert F. Kennedy Stadium in Washington, D.C. The massive demonstration was held the first week scab games were played during the National Football League Players Association Strike. At RFK, NFPLA supporters almost outnumbered the people inside, where the normally sold-out stadium (159 games in a row) was only halffull. After 24 days on strike, the players ended their walkout and filed an anti-trust suit against the owners. It's important to remember that the rights of our SIU brothers and sisters in these companies will ultimately be decided upon in the courts. The next president will have a chance to undo the harm caused by President Reagan's appointments to the National Labor Relations Board. GREAT LAKES by V.P. Mike Sacco T HE SIU won its strike against the Champion Auto Ferry Company which runs a ferry service between Algonac and Harsen's Island. The Union represents the pilots and deckhands on these vessels. I'd like to give a vote of thanks to SIU Rep Byron Kelley who handled the negotiations, and to the members themselves who stood united. Michigan House Bill H.R. 4474, also known as the Sailor's State Tax Reform Bill, would relieve Michigan seamen of the burden of filing income tax returns on a quarterly basis. Unfortunately, this much-needed bill has run Finance Committee Completes Work at Headquarters The Union's quarterly finance committee spent seVeral days at headquarters last month as they went over the SIU's expenses. Pictured above are Chief Electrician Red Harris, AB Ray Fernandez, Chief Steward Wheeler M. Washington, QMED and committee chairman Tom Doran, Chief Steward Michael Calhoun and Chief Steward Alexander P. Reyer. 10 I LOG I October 1987 into a little bit of a snag. The governor and the legislature are at loggerheads over the bill's wording. SIU Field Rep Larry Querry, who testified on behalf of the SIU earlier this year, is monitoring the bill's progress. Great Lakes seamen have been following the Canadian Free Trade talks with great concern. Local newspapers have reported favorably on the pact, but there has been little, if any, mention of the maritime industry, which stands to lose a great deal if the pact is enacted in its present form. At best, the pact would freeze support to the maritime industry at its present, depressed levels. Canadian operators would be able to compete for any new work generated by changes in cargo preference laws. Given the generous system of subsidies that Canadian operators enjoy, this would give Canadian shipping interests an almost insurmountable edge for this new work. Michigan is one of the target states for the 1988 primaries. It is a caucus state, which means that the March 26 primary date will be an important test of the candidates' organizational strengths. So far, at least, the Republicans have been garnering most of the publicity. The Michigan party has been torn between the moderates, who tend to support Vice President George Bush, and the evangelicals, who have demonstrated a surprising ability to organize. On the Democratic side, organized labor will play a critical role in determining the winner. Michigan is one of the most heavily organized states in the country. To give you an indication of how strong labor is here, the Detroit Lions failed to attract more than 5,000 people to the stadium during the first week of the NFL players strike. Michiganders like their football, but not if it's played by scabs. �Piney Point Visited by New T-5 Tanker he day was bright and sunny and the gusty winds whipped up small whitecaps on the Potomac River as the contingent of visitors from SHLSS made its way to the end of Steuart Petroleum's long concrete pier at Piney Point. Waiting to receive them was the U.S. merchant fleet's newest T-5 tanker, the Lawrence H. G ianella, noisily unloading its cargo of highly explosive jet fuel. On September 23, an eager group of SHLSS trainees and school representatives were treated to an impressive tour aboard the tanker. Built in Tampa, Florida and weighing in at a hefty 30,000 gross tons, this modern ship will be plying the waters up and down the Atlantic coast under a JP4 Military Sealift Command Time Charter 2MS contract for the next five years. The jet fuel being unloaded this day was brought up from Beaumont, Texas, stored in government-rented tanks on shore and eventually transported to power the jets at Andrews Air Force Base. T and manned by a crew of 3 5. Obviously proud of their modern, wellmaimained vessel, several crew members took turns showing their guests the entire workings of the ship from the top of the bridge, through the galley and the spacious private crew quarters down into the lowest level of the engine room where the noise level reached the 90 decibel range. One tour leader, Third Mate Pat Burke, was a 1978 graduate of the SHLSS. He was obviously delighted with being able to host visitors from his old school and to explain the many intricate workings of the bridge with its state-of-theart CAS (Collision Avoidance System). Captain Sheen was especially gracious, welcoming the visitors into ...... SHLSS trainees board the Lawrence H. Gianella. his office and volunteering as much information about the ship's operations as possible. He explained that in addition to trips from Houston, .Beaumont, and Key West, they are looking forward to making a possible December run down to Antarctica. Orders are generally given one trip ahead; however, that can change at any time, depending on the needs of the military. In executing its primary duty of transporting jet fuel for the Air Force, the Lawrence H. Gianella becomes a part of the Naval Reporting System. In order to ensure a quick response in case of national emergency, the Navy is very particular in requiring the reportage of the tanker's positioning and scheduling at all times. This information is The Lawrence H. Gianella is owned by Ocean Ships, Inc. (Houston, TX), captained by Master Robert Sheen, relayed through a network of satellites positioned around the globe. At one point, during a regularlyscheduled run, the bridge got a sudden call to help its sister ship, the Paul Buck, to refuel at sea. Being a government-contracted vessel, the G ianella is also involved in a federal program which designates it as a reporting agent in search of stolen boats or boats used for criminal intent-(drug smuggling). Naturally, all of this involvement with the government generates an enormous amount of paperwork for captain and crew; something which they view as a necessary evil. It's all a part of being our nation's Fourth Arm ofDefense--the U.S. Merchant Marine which now, more than ever, is relying on government work to help sustain the industry. • At left is Piney Point Port Agent Al Raymond with SHLSS trainees being shown around by Bosun Al Caulder, on the right. ~ SIU/SHLSS Manpower Coordinator Bart Rogers (right) and QMED Bob Cauldwell inspect the powerful engine of the Lawrence H. Gianella . • SHLSS Vice President Ken Conklin presents Captain Robert Sheen with a souvenir SHLSS/SIU cap. • Third mate Pat Burke on the bridge of the T-5 tanker Lau•rence H. Gianella with visitor Chris Tennyson inspecting the CAS (Collision Avoidance System) radar. October 1987 I LOG I 11 �Earn Your College Degree at Piney Point! M embers of the SIU sailing in the deck or engine departments can earn a two-year associate in arts degree by attending classes at the Seafarers Harry Lundeberg School of Seamanship. Degrees in Nautical Science Technology or Marine Engineering Technology can be earned by combining credits from upgrading classes with credits earned in general education classes (math, English, science, etc.). The degree programs are approved by the Maryland State Board for Higher Education. The program is designed so that students can come to school for an eight-week session of the college general education courses. During that time, students take two to three courses in subjects such as physical science, college mathematics, sociology, composition, psychology, etc. The choice of courses is up to the student and is based on his or her particular needs and interests. Students return to Piney Point for courses when their schedules allow so that they can complete the number of courses needed to earn the degree. Most students are able ro complete the our First success ... On July 31, 1987, the SHLSS graduated its first student to receive an Associate in Arts degree through its own in-house program, Jonathan Dierenfeld from Seattle, Wash. He originally graduated from the SHLSS as a trainee in 1975. Shipping out of Seattle at four-month intervals, Mr. Dierenfeld used his time between jobs to go to school and most recently has been sailing on a small freighter out of Alaska. He found out about the SIU and the SHLSS in a round-about way. While in Montana, he picked up a hitchhiker who wanted to be in the merchant marine since he was a boy. This young man told Dierenfeld all about the SIU and got him to thinking that this might be the life for him also. After traveling around to numerous port cities, he ended up in Baltimore where he was given an application to the SHLSS. Graduating in 197 5, he returned in 1977 and got his ABook. About a year ago Dierenfeld began taking college freshman math, English composition and literature, and Industrial Psychology for his AA degree here at the SHLSS. He would very much like to see the program's continued ALL MEMBERS: If you have a deep sea deck or engine license please fill out the below coupon and mail it with a xerox copy of your license to: Manpower Coordinator S.H.L.S.S. Piney Point, Maryland, 20674 FIRST LAST MIDDLE MAILING A D D R E S S : - - - - - - - - - - - - - - HOME PHONE: _ __ AREA CODE general education requirements for the degree in three to four eightweek sessions. Some students have attended one, two or even three sessions in a year's period. The schedule for college program sessions appears in the LOG each month on the same page as the upgrading schedule. Seafarers are encouraged to take advantage of this great educational opportunity. For more information about the college programs, contact the Seafarers Harry Lundeberg School of Seamanship, College Programs Office. growth and emphasis on quality education, and he encourages other SIU members to take advantage of the program. Mr. Dierenfeld waxes philosophical when reflecting on his educational experience in his "Message to the Next .Watch": One reason for the failure of many is the fact that they insist on manipulating A cooking Lesson!? riginally from Detroit and now living in San Diego, seaman Nick Nagy, who enrolled at SHLSS recently as a third mate student, has obtained his U.S. Coast Guard licensing. After first coming to SHLSS in 1981 for the Mates Program and later for the Recertified Bosuns, Nagy began studying on his own to work toward his goal of becoming a licensed seaman. He found that his independent study, however, was rather haphazard and lacked direction. Also, it was difficult for him to fit his studies into his daily schedule of working and supporting his wife and four children. Nagy finally decided that the only way he could adequately prepare for his licensing test would be to return to the SHLSS. The struc- 0 BOOK NO: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ TYPE & CLASS OF YOUR LICENSE: _ _ _ _ _ _ _ __ When would you be available to ship on your license if a job opportunity was available? DATE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ~ 12 I LOG I October 1987 reality co conform to personal perception rather than seeing things objectively. Let's accept each other for what we are and appreciate what each of us has to offer. This is not to say that we should lie back and do nothing with ourselves, for learning is a lifelong process. It starts with dedicating ourselves to understanding the laws of the universe. Once we obtain an understanding of these natural laws of existence, we arrive at the essence of spirituality and peace. Third mate Nick Nagy tured course of study, along with highly dedicated teachers and a full-time learning atmosphere, all worked together to help Nagy concentrate totally on his work. He credits hard work and lots of "after-hours" attention given by his instructors for his success in passing his licensing exam. He sums up his learning experience at SHLSS this way: "Learning the material here is just like someone teaching you how to cook. You can be given all the ingredients to a recipe, but the only way you are going to get a tasty meal is to take that recipe and try it out yourself. Here at the school, the instructors give us all the information we need to do the job right. It's up to the student to take that information and actually take the initiative to apply it." �Steward .Upgrading Courses 987 Upgrading Course Schedule Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry October 1987 - December 1987 The following is the current course schedule for October 1987 December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as po~ble. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SW Representatives in all ports will assist members in filling out the application. Course Check-In Date Completion Date Assistant Cook *Sealift Operations & Maint. October 14 November 30 November 27 December 24 Assistant Cook • Sealift Operations & Maint. November 25 January 11 January 8 February 5 Cook and Baker • Sealift Operations & Maint. October 14 December 14 December 11 January 8 Chief Cook *Sealift Operations & Maint. October 28 December 28 December 25 January 22 Chief Steward •Sea lift Operations & Maint. October 28 December 28 December 25 January 22 Adult Education Courses Check-In Completion Date Date Course For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) November 2 December 14 Adult Basic Education (ABE) & English as a Second Language November 2 December 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. College Programs Engine Upgrading Courses Course Fireman/Watertend r, "ler • Sealift Operations & Maint. Electro-Hydraulic Systems *Sealift Operations & Maint. Diesel Engineer - Regular • Sealift Operations & Maint. Check-In Date October 12 December 7 November 9 December 21 October 12 November 23 Check-In Date October 26 Course Associates in Arts Completion Date December 4 December 31 December 18 January 15 November 20 December 12 Completion Date December 18 College Program Sessions Schedule for 1988 January 11 March 21 May 23 August 8 October 17 March 4 May 13 July 15 September 30 December 9 UPDATE OF Honor Roll of QMED's Deck Upgrading Courses Course Check-In Date Completion Date Celestial Navigation November 2 December 4 Radar Observer December 7 December 12 Radar Observer (Renewal) Open ended course, however, must notify SH LSS before entering this course. LAST FIRST SSH 1v1IDDLE BOOK# Mailing Address sTREET: _ _ _ _ _ _ _ _ _ _ _ _ __ CITY: _ _ _ _ _ _ _ _ _ _ _ _ _ __ Inland Deck Shiphandling Simulator October 12 Check-In Date November 2 Date You Received QMED: _ _ _ _ _ _ _ _ _ __ SPECIALTY COURSES COMPLETED: October 16 Recertification Programs Course Steward Recertification STATE: _ _ _ _ _ _ _ _ _ ZIP CODE _ __ Completion Date December 7 Name of Course & Date: 1. _ _ _ _ _ _ _ _ __ 2. 3. - - - - - - - - 4. 5. - - - - - - - - 6. 7. - ------- If you are a Class I, QMED, have you applied to SHLSS to sit for your 3rd Asst. Engineers License? If so, date: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ DAY MONTH YEAR October 1987 I LOG I 13 �Apply Now for an SHLSS Upgrading Course . ·•••••••••••••••••••••••••••••••··••········•·············•·•··········•········•················••·················•······•·····•······•• . I I _Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) Date of Birth (Middle) Address Mo./Day/Year (Street) (City) (State) Deep Sea Member D Telephone (Zip Code) Inland Waters Member D (Area Code) Lakes Member D Pacific D If the following imformation is not filled out completely your application will not be processed. Book#______ Seniority______ Oepartment_ _ _ _ __ Social Security# Veteran of U.S. Armed Forces 0 Yes 0 Home Port _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ No Endorsement(s} or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes No D (if yes, fill in below) Trainee Program: From _______ to Last grade of schooling completed _ _ _ __ (dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D ~ CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s} Checked Below or Indicated Here if Not Listed DECK D D O D D 0 D D ENGINE AB/Seallft Towboat Operator Inland Celestial Navigation Master Inspected Towing Vessel 1st Class Piiot Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. STEWARD 0 FOWT 0 QMED-Any Rating O Variable Speed DC Drive Systems (Marine Electronics) o Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Ref rlgeratlon Systems Maintenance & Operations D Diesel Engine Technology D Assistant Engineer/Chief Engineer Motor Vessel D Orglnal 3rd/2nd Assistant Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance O Hydraulics O Electro-Hydraulic Systems D D O O O Assistant Cook Utlllty Cook and Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS O Welding 0 Llfeboatman ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) O High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) O ABE/ESL Lifeboat Preparation COLLEGE PROGRAM o Associates In Arts Degree D Nautical Science Certificate You must list, or supply evidence of, sufficient time to qualify yourself for the course(s) you are requesting. VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE~~~~~~~~~~~~~~- RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ..-.-..-........................................................................................................................... ......... ~- Rev 10187 14 I LOG I October 1987 ~-- .....\ ~ �APL Crews Don't Go Hungry SIU Stewards Feed the Presidents APL's President Garfield in San Francisco. Chief Cook S. Ghani (left) and Steward/Baker S. G. Wong keep an eye on a large roast. APL's President Monroe made its regular San Francisco call recently and Patrolman Gentry Moore made the ship. Pictured above are (I. tor.) Chief Steward Floyd King, Chief Cook Robinson Crusoe Moore, Jake Dusich, APL's asst. food steward, and an MFOW crewmember. SIU Patrolman Gentry Moore (left) has a chance to help the SIU steward department onboard APL's President Garfield catch up on the latest Union news. They are (I. to r.) Samuel Smith, assistant cook; S. G. Wong, steward/baker, and Chief Cook S. Ghani. Steward/Baker S. G. Wong serves 'em sunnyside up. October 1987 I LOG I 15 - �Burial at Sea for Senior Bosun by Bob Borden, PAO, MSCPAC Relatives, friends and former shipmates of Marty Collins gathered aboard the yacht Pacific Spirit in late September to pay their last respects to the senior bosun of MSCPAC. Collins died of heart complications Sept. 18 in Oakland. Known as a strict, no-nonsense mariner aboard ship, he was also remembered as a kind-hearted man ashore who was everybody's friend. Collins, a naturalized American who was born in Nova Scotia, spent almost 44 years sailing with the U.S. government, first as an AB with the Army Transportation Service and later as a bosun with MSTS when it was created in 1949. During World War II, he was wounded in the leg bringing troops to Normandy and was aboard ships in the North Atlantic that were torpedoed by enemy submarines. "Marty once told me that when he died, he wanted to be cremated and have his ashes tossed into the sea from the last ship he served aboard," said Irene Hall, Collins' close acquaintance over the past several years. Collins' final hip was the USNS Mercy, currently in Oakland, Calif. undergoing industrial work. The hospital ship isn't expected to move from its present berth until January, so Hall made plans with a local organization to have Collins' cremated remains put into the sea beyond the Golden Gate Bridge in San Francisco. About 75 persons were aboard the yacht, including five children of the veteran bosun, when it set sail from Berkeley Sept. 27 for Collins' final voyage. ' 'He was a good bosun , real hardcore, but a fair man ,' ' 'aid Collins' longtime friend, AB Edward Palmer, who first met Collins in t 965 on the USNS Arnold. "'There's nothing clo er than a shipmate, and I'm not afraid to say I wept when I heard Marty died. " Capt. Tom Savoie, the senior MSCPAC representative at the memorial service for Collins, spoke briefly to the mourners before Collin ' ashes were put into the Pacific. "I didn't know him personally but I am kin to him, for we are brothers of the sea," said Savoie. "'I understand the hardships Marty must have suffered and the years he spent separated from his loved ones. But the sea has its compensations, and it's a good, productive life. ''It's evident he never regretted going to sea, since his last wish was to be joined with her after his death. On behalf of all mariners who have ever sailed a ship, we honor him and commend his spirit to God.'' Commander Mike Ramming, a chaplain affiliated with an MSCPAC reserve unit, conducted the memorial service. As the friends and relatives of Collins walked along the starboard side of the yacht outside of the Golden Gate Bridge, they tossed single carnations and wreaths into the sea in tribute to the senior bosun ofMSCPAC. His former shipmates said it was the kind of service Marty would have enjoyed. MSCPAC Stays On Course j• :·:. ::.:·.~::. •• : ~: , ~·<:::_ ·-:~ MSCPAC AB Barry "Porpoise" Smith, the sailor's artist, recently completed a tour aboard the USNS Mercy and was placed back in the pool awaiting reassignment. He spent his shore time creating two impressive posters for MSCPAC, items which are popular in the fleet, ashore and in the maritime community. Smith also completed work on a series of prints which captured the spirit of the Mercy's recent humanitarian cruise to the Philippines. Prints from that series are being reproduced and sent to the various multiservice commands which were represented on the hospital ship during her deployment. 16 I LOG I October 1987 Mourners at the memorial service for Bosun Marty Collins toss flowers into the sea in tribute to the former MSPAC mariner as his ashes are committed to the Pacific. Containerization Exists in MSC by Bob Borden, PAO, MSCPAC When containerization of cargo first began back in the 1950s, many shipping companies believed it was the greatest advancement in shipping since the invention of the steamship. Given the economics of commercial shipping today, container vans are practically synonymous with private shipping. If you don't have them, you're unlikely to get much business. It comes as a surprise to some, then, when they learn that MSC-a government organization-maintains a sizeable fleet of dry cargo and reefer vans, just like its commercial counterparts. In a dusty lot across the street from the main gate of N SC Oakland, MSCPAC leases three acres of land from Naval Supply Center Oakland to survey, repair and stock parts for containers which eventually make their way up and down the West Coast and across the Pacific. ''The vans get a lot of use either on the highway or aboard ship," says George Holland, the only person in MCPAC with the title of container specialist. Holland oversees van repair work performed by four employees of the Navy's Public Works Center. Of the 600 MSCPAC containers, only about 50 are in Oakland, according to Holland. The remainder are in Port Hueneme, Honolulu, and Subic Bay, with some aboard MSCPAC controlled and chartered ships. "We've even loaned some to the Coast Guard and the Marine Corps," said Holland, a 12-year employee of the command. A neighbor of MSCPAC on the other side of Building 310, the Navy Resale and Services Support Office, frequently uses 20-foot containers and fills them with Navy exchange items which are then shipped to stores throughout the Pacific. On other occasions, the versatile vans have been used as tool and supply storage bins for ships undergoing repair work , and they've been spruced up to house shipping displays at public transportation functions. Years ago, MSC leased vans from a commercial firm but then discovered it was more cost effective to own the containers. Still, they aren't exactly (Continued on next page.) �Small Business Is Good Business by Bob Borden, PAO, MSCPAC The U.S. government is the largest purchaser of goods and services in the world. MSC, for its part, helped the government maintain that distinction in fical year 1986 with expenditures totalling over $1.8 billion. At a recent small business workshop at MSCPAC attended by 25 employees who deal with purchasing and contracts, Small Business Adminstration (SBA) representatives urged the command to make sure small and minority-owned businesses get their fair share of the MSC procurement pie. Regional SBA representatives told assembled employees about some of the basic programs within the SBA procurement division and how their organization communicates with the Department of Defense. "One of the reasons we encourage agencies to set aside procurement awards is to stimulate and increase the number of small businesses that could possibly bid on government contracts," said Robert S. Paccione, an assistant regional administrator with the SBA in San Francisco. "By doing this, we can stimulate the industrial base and hopefully increase the total number of sources for the government in different areas." In general, Paccione says American small businesses do get a fair percentage of government work primarily through subcontracts. He estimates about 40 percent of government sub- contract awards go to small businesses, with 20 percent of prime contracts going to smaller firms. "The primary purpose of the SBA in setaside awards is to try and stimulate the number of awards to small businesses," he says. "We're always trying to increase that percentage.'' Last year, 28 MSC contracts totalling $51.4 million were awarded to small business firms, including one on behalf of the Army for the construction of four Logistic Support Vessels at a firm fixed price of $41 million. COMSC's Diane Mukitarian , an SBA specialist who helped coordinate the MSCPAC conference with deputy EEO officer John Tate, would like to see more awards going to such firms in the future. "It's not only important that the small businesses get their fair proportion of DOD business, it's a statutory requirement,'' she emphasized. ''We're just playing our part and contributing to the Navy's overall contribution to the DOD program which is meant to ensure small businesses get a share of defense dollars.'' DOD also has contracting goals for minorities and is aiming for 5 percent of DOD contract funds in the next two fiscal years to be awarded to business firms owned and controlled by socially and economically disadvantaged individuals. To assist contracting officers to locate small and minority firms in their area, the SBA has established a program called PASS (Procurement Automated Source System) to assist small businesses to compete for government procurement opportunities. PASS is a national automated directory of small suppliers of goods and services. It lists profiles of almost 150,000 companies, including over 26,000 minority-owned and 27 ,000 women-owned firms. MSCPAC's John Tate, who carries the formidable title of Deputy for Small Disadvantaged and Women-Owned Businesses, has been busy in the San Francisco Bay Area trying to get the Containerization (Continued from Page 16.) cheap. A 20-foot reefer van, for example, can cost up to $23 ,000. Maintenance work usually runs around $2,000 per van, according to Holland. Most of the repair work involves fork lift damage to container sides, or replacement of bottom rails which bend when they slide on the deck vf a ship. A part of his job. Holland inspects every van when it's returned to his yard. He's also required to recertify containers for use every two years. "I've got more than enough work to keep me busy for some time to come,'' says Holland. Though MSCPAC has some 35-foot vans, it doesn't have any 40-foot containers, a size generally considered the industry standard. Several years ago , however, MSC acquired 3,000 of the larger vans as part of the SL-7 KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return 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 procurement package when the command bought eight of the former container ships from Sea-Land. Those containers have since been sold or dispersed to military bases in the U.S. and abroad. "Our vans may be smaller than the commercial containers but that doesn't mean they're lightweights" claims Holland. At a length of 20 feet, eight feet wide and just over eight feet high, an aluminum and plywood van can carry a gross weight of 44,800 pounds. ''If the door will shut,'' says Holland, ''the chances are pretty good the cargo inside can be moved." Bruce Stallings, a cargo specialist with the transportation office in Building 310, keeps track of MSCPAC van movements through message traffic. Eventually, says Stallings, the container transactions will be monitored by computer. YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this 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 constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and• separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. word out about MSCPAC and the procurement opportunities available from the command. Over the past few months, he and his staff have participated in small business fairs, held workshops for a black business exchange and attended an Hispanic business conference. ''MSCPAC is doing extremely well at the present time in the procurement area and we're seeing a greater proportion of business now done with smaller firms," notes Tate, who always likes to remind listeners that 98 percent of all companies in the U.S. are small firms. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi· nated against because of race, creed, color. sex and national or geographic origin . If any member feels that he is denied the equal rights to whiCh he is entitled. he should notify Union headquarters. patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no 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 i 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 headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. job discrimination, financial reprisal, or threat of such conduct. or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied bis constitutional right of ~ to Union records or information, be should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. October 1987 I LOG I 17 �LNG Crews Ratify New ConUactForEightShips Seafarers aboard the eight Energy Transportation Inc. LNG ships overwhelmingly ratified a new three-year pact last month in a series of shipboard meetings. Each of the distinctive ships carries an unlicensed crew of 19 on their runs from Indonesia to Japan. The SIU first crewed the ships in 1977 when the company won a 20-year contract to supply natural gas to Japanese utilities. Indications are the company may win an extension of the contract which still has 10 years to run. SIU Rep. Carl Peth traveled to the Far East to explain the contract to the crews. In addition to maintaining the manning scales aboard the eight ships, the new contract calls for annual 2 percent wage increases. Also, ordinary seamen onboard the ships received an extra 13 percent increase to overcome their re-rating to day worker status. In the galley of the LNG Gemini are (I. to r.) SA Samuel Concepcion, Steward/Baker Harold Markowitz, AB Bert Gillis, Chief Cook Michael Ruggiero and SA Monica Kohs. LNG carriers are familiar to about everyone thanks to the distinctive tanks like these aboard the LNG Aquarius. Part of the crew of the LNG Capricorn waits to start a meeting to go over the new three-year contract. Four members of the Gemini's deck and engine departments meet in the lounge to discuss the new contract. They are (I. to r.) Wiper John Hoskins, QMED Barry Harris, AB Mohamed Rawi and OS Michael Strickland. Onboard the LNG Taurus are (I. tor.) QMED Tom Maga, Bosun Fred Pheler, Steward/Baker Robert Adams and AB Al Pickford. Onboard the LNG Leo the Ship's Committee meets in the lounge. Standing are QMED James Carnell (left) and QMED Keith Amos, sitting (I. to r.) are AB Charles Kahl, Bosun Luther Myrex, Steward/Baker Henry Jones and SIU Rep. Carl Peth. 18 I LOG I October 1987 �D~aest of Sh~ps Neet~nas AMERICAN EAGLE (Pacific Gulf Marine), September &-Chairman S. Kranczynzk, Secretary Neville Johnson Jr. No disputed OT was reported, although there was some problem noted in the steward department that the master is keeping track of the steward overtime (which is the steward/baker's duty). There is $15 in the ship's fund. Crewmembers feel they need better clarification of the contract. A motion was made to reduce normal retirement to 62 years of age with ·the necessary sea time of 5,4 75 days. This would coincide with social security and also would be in line with the boatmen and Great Lakes tug members. The motion was directed to Vice President "Red" Campbell. It appears that the American Eagle is being observed! "About three days out of Rotterdam, a helicopter circled our vessel about three times, shone a search light and made very good observations. It never did make radio contact with the bridge. The trip before, an armed pirate boat observed this vessel. " Next port and port of payoff: Savannah, Ga. FALCON PRINCESS (Seahawk Management), September 13-Secretary Royce D. Bozeman, Educational Director D.E. Guajardo. Some disputed OT was reported in the engine department; otherwise everything is running pretty smoothly. Two chief cooks onboard the Falcon Princess both got off for medical reasons, leaving the vessel without a chief cook for 36 days. Some problems were noted with regard to working gear. A new ice maker is needed as well as a new washer and dryer. "This has been a pretty good trip, considering the run-Sudan. " The steward department was given a vote of thanks for the fine job they did cooking without a chief cook. Next port: Boston, Mass. 1 ST LT. JACK LUMMUS (AM SEA), Chairman Luke Meadows, Secretary Bill Bragg, Educational Director J. McCraine. No beefs or disputed OT. There is $86 in the ship's fund. A vote was taken to send flowers to the commodore's father who is in the hospital. All voted in favor. Also brought up was the question of security guards roaming the vessel. A suggestion was made to report to the bridge when the guards are seen wandering in places other than the mess hall or gangway post. It was also suggested that the crew launch no longer be used to transport ship's stores. A vote of thanks went to the steward department and the Navy staff for the great beach party. Next port: Guam. LNG GEMINI (Energy Transportation Corp.), August 16-Chairman Glen Miller, Deck Delegate Eugene Bousson, Engine Delegate Mark Freeman.Steward Delegate Mike Ruggiero, Secretary Harold Markowitz. No beefs or disputed OT were reported. There is $272 in the ship's fund. The bosun reported that there have been no problems and that the captain has noted that everything is running smoothly. He talked about the OS being underpaid. Now that they are on day work, he believes that their base wages and OT rates should be increased in the new contract. The steward asked everyone to help keep the lounge clean and to return all glasses and coffee cups when finished with them. The educational director reported that he has posted a map of Japan in the crew lounge. He also posted a local map of Nagoya with subway routes and various points of interest. The crew asked about the possibility of having the cabinets removed from the crew lounge and more chairs or a couch added so as to provide enough seating for everyone. Next ports: Bontang, Indonesia and Tobata, Japan. GOLDEN ENDEAVOR (American Maritime), August 30-Chairman R.L. Schwander, Secretary E. Tinsley. Some disputed OT was reported in the deck department, and the engine department has a problem about working overtime. These problems will be taken up with the patrolman. This special meeting was called to clarify some misunderstandings aboard ship. A motion was made for the engineers or mates not to padlock the engine room doors or any other doors while on the vessel. The steward department was given a vote of thanks for a job "very, very well done. It was 100 percent better than last trip." Next port: New York. PUERTO RICO (Puerto Rico Marine) , September 6-Chairman A. Trikoglou, Secretary J.R. Colls, Educational Director W. Stevens, Deck Delegate J. Papamanolis, Engine Delegate A.H. Nelson, Steward Delegate R. Cosme. Some disputed OT was reported in the engine department. The ship will spend five days in Baltimore next week. The bosun will check with the boarding patrolman at that time about some of the problems aboard ship, and payoff will be as soon as some of the beefs have been taken care of. A vote of thanks was given to the steward department for the fine job. SEA·LAND ECONOMY (Sea-Land), August 30--Chairman J.C. Brooks, Secretary H. Scypes, Educational Director Jose D. Hipolito, Deck Delegate R. Steele. No beefs or disputed OT. There is $106 in the movie fund. Two men got off in England. One was taken to the hospital. The other, the bosun, had to fly home to attend to his Monthly Membership Meetings Deep Sea Lakes, Inland Waters Date Port Piney Point .............. Monday, November 2 ................. 10:30 a.m. New York ............... Tuesday, November 3 ................. 10:30 a.m. Philadelphia .............. Wednesday, November 4 .............. 10:30 a.m. Baltimore ................ Thursday, November 5 ................ 10:30 a.m. Norfolk ................. Thursday, November 5 ................ 10:30 a.m. Jacksonville .............. Thursday, November 5 ................ 10:30 a.m. Algonac ................. Friday, November 6 .................. 10:30 a.m. Houston ................. Monday, November 9 ................. 10:30 a.m. New Orleans ............. Tuesday, November 10 ................ 10:30 a.m. Mobile .................. Thursday, November 12 ............... 10:30 a.m. San Francisco ............ Thursday, November 12 ............... 10:30 a.m. Wilmington .............. Monday, November 16 ................ 10:30 a.m. Seattle ........... ....... Friday, November 20 ................. 10:30 a.m. San Juan ................ Thursday, November 5 ................ 10:30 a.m. St. Louis .... ............ Friday, November 13 ................. 10:30 a.m. Honolulu ................ Thursday, November 12 ............... 10:30 a.m. Duluth .................. Thursday, November 12 ............... 10:30 a.m. Jersey City ............... Wednesday, November 18 ............. 10:30 a.m. New Bedford ............. Tuesday, November 17 ................ 10:30 a.m. wife who just had a heart attack. The crewmembers took up a donation for the bosun's wife and sent flowers and a getwell card. The replacements for these two are supposed to join the ship in Port Everglades. At that time the chairman will also check with the boarding patrolman about OT in the steward department. A vote of thanks was given to the steward department for "a good four-man feeder." One minute of silence was observed in memory of our departed brothers and sisters. Next port: Port Everglades, Fla. STAR OF TEXAS (Seahawk Management), September 19-Chairman B. Cronan, Secretary I. Fletcher, Educational Director D. Jekot. Everything is running smoothly with no beefs or disputed OT. The ship will anchor on arrival in Philadelphia and await docking orders. Payoff will take place on arrival. The chairman asked all eligible members to take advantage of the upgrading facilities at Piney Point. He also urged everyone to participate in the SIU's political activities by supporting SPAD. The steward department was given a vote of thanks for a job well done. Next port: Philadelphia, Pa. STONEWALL JACKSON (Waterman), September 6-Chairman C.T. Lineberry, Secretary C. Rooks, Educational Director C.E. Hemby, Deck Delgate Donald M. Hood, Engine Delegate Jose Ortiz. Some disputed hours were reported in the steward department and will be taken up with the patrolman at payoff. The bosun announced that the ship would pay off in Newport News, Va. and that all members getting off should leave their keys with the bosun or chief steward so that the new men can get their room keys. All departing members should also remember to strip their bunks and take all clean linen back to the linen locker. The educational director noted that one safety tape was shown this trip. The bosun spent $85 of his own money for tapes, so everyone was asked to put some money into the movie fund to pay him back. There are now plenty of movies on the ship for entertainment. A suggestion was made to have launch service every hour instead of every two hours in all U.S. and overseas ports. One minute of silence was observed in memory of our departed brothers and sisters. Next Port: Norfolk, Va. Official ships minutes also were received from the following vessels: BALTIMORE BEAVER STATE CHARLESTON 1ST LT. B. LOPEZ GALVESTON INDEPENDENCE LO G BEACH MOKU PAHU OMI COLUMBIA OMI MISSOURI OVERSEAS HARR~mE PONCE SEA-LAND ADVENTURER SEA-LAND ANCHORAGE SEA·WD EXPRESS SEA-LAND INDEPENDENCE SEA·WD INNOVATOR SEA-WO LEADER SEA-WO PRODUCER THOMPSON PASS USNS ALGOL WESTWARD VENTURE PAJtAMA ------Sprucing Up the Long Beach Ir AB Juan Quing "Picasso" Passapera, works on the SeaLand logo. Paulino Flores, bosun aboard the Long Beach, supervises his gang, ''the best deck department I've ever worked with." Aboard the SS Long Beach (Sea-Land Service), crew. members Daniel Hanbury, Felix Santiago and Carlos Passapera paint the stack as the vessel heads into Elizabeth, N.J. for payoff. October 1987 I LOG / 19 �CL -Company/Lakes l -lakes NP -Non Priority Directory of Ports Dispatchers Report for Great Lakes SEPT. 1-30, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP 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 Class CL Class L Class NP DECK DEPARTMENT Port Algonac .. . .. .. . ... . . ..... . 0 27 3 0 7 3 0 3 0 0 11 33 0 18 4 0 10 2 0 2 0 0 37 11 67 17 ENGINE DEPARTMENT Port Algonac ............... . ... 0 4 11 STEWARD DEPARTMENT Port Algonac .......... . ........ 5 0 0 HEADQUARTERS ENTRY DEPARTMENT Port 0 Algonac ................... 0 15 35 0 0 72 21 49 15 Totals All Departments ........ 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. 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea SEPTEMBER 1-30, 1987 *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 ... . ............. 53 1 10 15 12 37 38 31 21 38 14 6 46 0 2 324 12 3 6 12 2 12 13 12 7 9 3 7 8 0 2 108 3 1 0 3 1 3 4 15 3 7 0 0 0 0 1 41 1 1 0 1 0 0 3 7 1 3 0 7 1· 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 264 5 2 4 7 3 10 2 7 3 9 0 11 2 0 5 70 25 162 21 1 3 4 6 14 16 33 9 23 5 5 11 0 7 5 0 2 5 2 2 6 5 4 7 0 22 2 0 10 0 0 0 1 0 3 0 6 0 2 0 24 1 0 0 17 0 4 2 7 9 10 29 7 20 6 2 9 0 5 158 72 37 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco. . . . . . . . . . . . . Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. 139 198 191 Totals All Departments ...... 824 448 294 19 5 1 7 1 13 5 32 8 19 6 10 12 0 1 20 3 6 7 6 12 9 11 12 18 4 75 7 0 8 11 1 0 8 4 16 3 20 9 4 0 110 3 0 2 75 127 645 0 1 5 1 7 4 5 5 8 5 5 7 0 0 62 93 1 18 27 19 65 52 50 28 62 25 6 57 0 3 506 16 7 3 10 4 14 17 13 6 8 4 8 2 0 1 113 1 2 0 4 2 5 5 14 9 7 0 1 0 0 1 51 31 304 72 34 STEWARD DEPARTMENT 1 0 0 0 1 0 0 0 2 0 2 0 6 0 6 2 0 0 2 2 0 0 17 26 1 0 0 0 5 0 7 0 1 5 0 5 3 13 0 3 1 58 2 0 0 37 2 5 5 5 31 17 68 13 33 3 4 19 0 3 10 3 1 5 2 1 9 9 4 10 0 31 3 0 9 0 0 0 2 1 6 1 10 1 0 0 21 0 0 1 15 1 2 6 2 10 5 11 9 12 2 7 10 0 0 92 28 9 **REGISTERED ON BEACH All Groups Class A Class B Class C ENGINE DEPARTMENT 5 0 2 1 1 0 1 6 1 0 5 1 3 1 2 5 4 0 6 0 2 0 13 2 1 2 0 0 1 0 12 53 20 1 6 9 6 20 20 17 7 18 4 7 27 0 0 28 2 8 14 6 24 26 17 7 24 6 5 34 0 2 203 DECK DEPARTMENT 2 3 2 0 0 6 1 5 3 1 5 4 5 1 6 13 9 1 3 6 1 0 1 10 12 0 0 0 2 1 46 3 5 14 4 31 23 23 21 35 12 7 40 0 0 Trip Reliefs 42 31 ENTRY DEPARTMENT 15 6 1 2 1 2 4 5 5 0 4 6 3 3 17 8 7 9 13 3 3 0 67 109 2 6 0 0 1 0 144 158 314 229 6 1 0 4 0 3 4 2 1 4 0 4 2 0 0 60 3 12 14 7 43 34 21 17 38 13 3 36 0 3 98 245 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 37 5 2 10 2 30 7 71 18 36 14 9 19 0 1 9 3 4 5 5 14 3 8 6 7 0 7 2 0 4 1 0 1 0 0 3 6 7 2 6 0 7 1 0 0 97 43 36 7 4 12 6 21 17 15 21 25 14 113 12 0 18 13 0 0 13 5 41 7 24 16 5 0 173 3 0 7 0 261 321 305 191 1,316 608 433 *"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 September was down from the month of August. A total of 1,379 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,379 jobs shipped, 645 jobs or about 47 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 191 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5,957 jobs have been shipped. 20 I LOG I October 1987 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-11 00 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 ( 4) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 �Help A Friend Deal With Alcoholism and rugs I i l . . would~ ~ Addicts don't have friends. Because a friend 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 steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, 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. ~-------------------------------~ ; Addictions Rehabilitation Center : I I t I am interested in attending a six-week program at the Addictions Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name .......................... .......... Book No .............. . Address ........................................................ . (Street or RFD) (City) (State) (Zip) Telephone No. Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 "----------------------------------------------------------October 1987 I LOG I 21 -· �o1 P~~ASSOCIATES If«. ~tf~CfQ Labor's Views ~SS ASsa:..iATES /l'(C ~o~ct<! "THE ONLY THING GOOD ABOUT 'FREE TR ADE' IS THAT IMPORTED DOG FOOD IS CHEAPER!" SIU Member Retires After 4 Years 1'Hl5 PL.AC£ 15 'JUST F"./NE EXCE:PT FOR. ALL THE OE8RIS F<.OATIN6 AROUND UP lttERE/ Are OU a Missi QI We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. -----------------------------------------------------------HOME ADDRESS Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT Social Security No. Phone No. ( Your Full Name Area Code Apt. or Box# Street O City SIU O UIW State O Pensioner ZIP Other _ _ _ _ _ _ __ Juan Otero, who s · port of New York as an as t steward, has retired after more than 40 years in the industry. Upon retiring, Otero praised the SIU and Frank Drozak for protecting his job security. " Juan is a very strong union man,'' said New York Port Agent Kermett Mangram. ''It' s members li him who have built this organization." When Otero, 62, joined the Union in 1947, the SIU was just establishing itself nationally. When he retired more than 40 years later, the A&G was a power on the waterfront. The maritime industry he had joined had been transformed beyond recognition. Seamen now enjoy benefits equal or superior to their counterparts on land. When Otero joined the Union, things were different. For one thing, seamen had no pension plan. But gradually , through the hard work and support of people like Otero, the Union was able to build a life for its members , one benefit, one ship at a time . The result is this: a secure retirement. Many of the companies that Otero worked for-legendary names like Isthmian , Moore McCormack and Alcoa-no longer exist. " Juan lived through all the wars, " said Mangram , " o he understands that there is one thing that never changes in the maritime industry . Nothing ever stays the same , and you have to plan for the future .'' Book Number UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - This will be my permanent address for all official Union mailings. This address should remain In the Union file unless otherwise changed by me personally. (S i g n e d ) - - - - - - - - - - - - - - - - - -----------------------------------------------------------~ 22 I LOG I October 1987 New Pensioners and Final Departures will appear in the next issue of the LOG. �11 '~ E~~ession of Thanks . .. ' I want to express my thanks to the Seafarers. The insurance coverage has come through so many times for us .... Respectfully, Imorene Cocek Wimberley, Texas Letters To The 'Preventing a Hardship ... ' I am writing to thank the Seafarers International Union for taking care of the doctors' and hospital bills I accumulated while I was sick. I don't know how we would have managed. Having surgery four times in two months would have really been a hardship for us. Thanks a million and God bless your organization. Editor Yours very sincerely, Mrs. Eugene Hall Washington Court House, Ohio 'A Positive Scouting Experience ... ' I wish to apologize for my delayed response. Since returning to St. Louis, I've had to work daily at Ted Drews and simultaneously catch up on my overgrown lawn jobs. I hope you understand. The trip was both interesting and educational, fun and relaxing. I had a splendid time. I met many other adolescents my age and enjoyed their company. By the end of the two weeks, we were best of friends. They were a great bunch and I'll miss them. While staying at the Harry Lundeberg School, I had the privilege of learning about the SIU and AFL-CIO. I had never really heard much about unions, with the exception of what was on the news, which is usually negative. Through the SIU I was able to experience the positive side of unions. I learned how unions fight for each individual's personal rights. From my point of view, I see the unions as a vital and important institution of the United States. The ideas and principles they are based on are honorable and powerful. When I look back on those two weeks, all I can do is smile. They were fun-filled and simply marvelous. The facilities we were given access to were superb. I took advantage of all that was offered and enjoyed it all thoroughly. I wish to express my deepest gratitude for arranging and financing what I feel were two of the best weeks of my life. I really enjoyed it. I welcomed the rest and relaxation and was intrigued by the interesting and thorough education. 'Comfort in the LOG . .. ' The family of William Norman Montgomery all read the LOG each month. We were looking through the August issue and found a most perfect and comforting poem ( "En Voyage" by John E. Floyd). Captain Montgomery at that time was so ill. We found the poem a blessing to read. We loved it so much that we chose to have our pastor read the poem at the funeral. It was so perfect for his illness, job and time. Everyone in the family loves the poem. Thanks so much for sharing this with us. God Bless, Cathryn Montgomery V. Bae Conner N. Jean Mager 'Off to a Good Start . . . ' I would like to express my sincere appreciation to your insurance company. Although this is our first claim, our matters have been taken care of very promptly and efficiently. Any questions that we have had were answered politely with ''understandable explanations." Thank you once again! Job well done! With heartfelt thanks, Art Mees Jr. St. Louis, Mo. Sincerely, Lauren Kemp Orange, Texas Washington Report (Continued from Page 24.) Decline of Merchant Fleet Top sealift officials in the Navy expressed grave concern about the "precipitous" decline in the American-flag merchant marine, reports The Journal of Commerce. ''In the Persian Gulf," writes the Journal, ''the United States could find itself in a conventional fight with extremely long supply lines and no guarantees of help from European and Asian allies." Jonathan Kaskin, director of the Navy's sealift division, says that the best solution to this country's sealift needs is a revitalized maritime industry. A potentially critical problem is the present stand-off between the administration and the industry over operating subsidies. "Many existing subsidy contracts will expire in the next several years," writes the Journal. "The Reagan administration has indicated that it will renew and extend the program only if there are limits to its cost. ·'The industry and unions which it employs do not like the suggestions offered thus by the administration and are pressing for a more generous program . ''Some threaten to take their fleet to another ship registry so the y can build ne w vessel s in foreign yard s and emplo) foreig n crews. The article ends by asking the following question: How available and reliable are the merchant fleets of allied nations and ships owned by U.S. corporations but registered abroad? "In a European war," writes the Journal, "the Navy probably could depend on having the hundreds of militarily useful ships in the European fleets at its disposal. In conflicts elsewhere, however, the Europeans may not be as reliable.'' Fishing Vessels The House has voted 404-0 to continue for one year a program that reimburses U.S. fishermen for losses of their catches, fines and up to half of their gross incomes when they are seized or detained by foreign countries. The reimbursements cover cases in which the detention is found inconsistent with international law. Liner Subsidy Reform Rep . Robert W. Davis (R-Mich. ), the ranking Republican on the House Merchant Marine and Fisheries Committee . has introduced a bil that would extend operating subsidies. The legislation, H.R. 3297, would limit the amount of the subsidies. At the same time, jt would make those subsidies available to all U.S.-flag liner companies and allow recipients greater flexibility. The bill differs from recent legislation introduced in that it would not permit the acquisition of lower cost foreign-built vessels. "I cannot," said Davis, "bring myself ... to abandon our domestic shipbuilding base.'' That domestic shipbuilding base has declined even further. Earlier this month, Todd Shipyards, one of the few remaining American shipyards, filed for protection from its credi · tors under Chapter 11 of the bankruptcy code. SCA The Senate defeated two amendments that would have effectively killed the Davis-Bacon and Service Contracts Acts. The amendments, introduced by Sen. Phil Gramm (R-Texas), were similar to bills offered in the last session of Congress. Both the SCA and the Davis-Bacon Act protect the federal government from driving wage rates below community standards. In particular, the Service Contract Act protects the poorest and most vulnerable groups in the labor force from exploitation. October 1987 I LOG I 23 �Seafarers International Union of North America, AFL-CIO Washington Report The winter chill set in a bit early this year. The temperature dropped nearly 30 degrees overnight as Washingtonians reached for their cold medicine and handkerchiefs. Relief is not yet in sight. A person couldn't even stay home on Sunday afternoon and enjoy the Redskins, who were on strike along with the rest of the NFL players. Twenty-seven thousand dedicated fans, including 60 SIU members and headquarters workers, braved the cold to protest scab football at RFK stadium. Persian Gulf Events in the Persian Gulf heated up in direct proportion to the drop in Washington' temperature. As the LOG was going to pres , U.S. helicopters had just sunk three Iranian gunboats in the Per ian Gulf. Earlier in the month, the Japanese sailors union had considered a re olution to keep out of the Persian Gulf. American seamen, wh·o had played a pivotal role in every American conflict from the War of Independence to Vietnam, remained on the sidelines. The Chesapeake Corporation, which operates the 11 reftagged Kuwaiti tankers, announced that it was chartering an Americanflag vessel, the Maryland. Meanwhile, a numberof politicians, including Sen. Lowell Weicker (R-Conn.) and Rep. Les Aspin (D-Wash.), caJled upon the administration to invoke the War Powers Act. National Maritime Union While members of the National Maritime Union were voting on a proposed merger with District 1-MEBA, officials of the NMU announced the sale of the Joe Curran Annex, which sits on the corner of Ninth Ave. and Seventeenth St. in Manhattan. For years, the Joe Curran Annex has served as the headquarters building of the NMU. The sale of the building was yet one more visible demonstration of the decline of this nation's maritime industry. Canada Free Trade Iranian gunboats were not the only ones to suffer a direct hit last month. Six minutes before their deadline was up, American and Canadian trade negotiators announced that they had reached an agreement. The details of the agreement leaked out slowly. It soon became clear that the maritime industry has suffered yet another blow to its integrity. The Journal of Commerce reported that .. Canadian carriers would be included in future changes in U.S. laws applying to domestic trades, cargo preference and similar water carrier-related activities." Thi means that if the SIU and other maritime unions are successful in getting Congres to strengthen thi nation's cargo preference law , then Canadian shipping firm will have equal access to tho e jobs. In light of the generous sub idie · that the Canadians give their maritime industry. American shipping companie~ will be at a decided disadvantage. 24 ' LOG October 1987 October 1987 Legislative, Administrative and Regulatory Happenings If the Canada Free Trade Agreement is approved in it present form, it will be the first time that the 67-year-old Jones Act will have been seriously weakened. The real danger, say many experts, is that the agreement will be used as a model in the upcoming GA TT talks. For more details, turn to the story on page 1. Trade At the start of the lOOth Congress, the SIU legislative staff and many important Democratic politicians said that eradicating unfair trade would be their top priority. Within months, both the Senate and the House had passed their respective versions of a trade bill. A Nov. 1 deadline has been announced for the selection of conferees to a joint SenateHouse Committee to resolve the differences in the two bills. Still, the main obstacle remains the administration, which opposes both bills. In related developments, negotiators from the United States and Mexico were getting ready to come up with a trade agreement. Few people expected it to be anywhere near as comprehensive as the one negotiated between the United States and Canada. Representatives from the AFL-CIO testified before Congress on the matter of unfair trade. AFL-CIO Legislative Director Robert McGlotten said that a trade bill "was vital" to ensure this nation' industrial base. Chief AFLCIO economist Rudy Oswald said that much of this nation's trade deficit was caused by American companies "outsourcing" components. We should, said 0 wald, be trying to improve living standards in other countries, not cutting our own. In yet another blow to the maritime industry, the State Department announced that it would cut its maritime attaches abroad. Budget The development marks a big victory for organized labor and civil rights groups which had lobbied heavily against Bork's nomination. Even moderates and some conservatives were disturbed by Bork's interpretation of the Fourteenth Amendment, which they viewed as being overly restrictive. In order to be confirmed, Bork needs the support of conservative Southern Democrats in the Senate. He received practically none. Some traced this development to two trends: the growing influence of black voters in the South and a reluctance on the part of Southerners of all political persuasions to reopen old racial wounds. ILO Convention The United States hould ratify the most recent ILO Convention concerning minimum standards on merchant ships, said SIU Legislative Director Frank Pecquex at a recent Senate Foreign Relations Committee hearing. "The SIU believes that every human being employed in a · oard capacity deserves the highest standards of and working environment," said Pecquex. ' rofession that conservatively suffers between on two thousand fatalities and tens of thou ands of serious injuries worldwide each year, it is evident that those high standards are not being applied universally." The SIU was not alone in making this request. A broad spectrum of maritime and labor officials, including AFL-CIO President Lane Kirkland, asked that the U.S. end it isolation from other nations in the area of human rights. "ILO conventions are treaties establishing minimum world standards for working conditions and worker rights,'' wrote the AFL-CIO News. "They are shaped by government, worker and employer delegates under the ILO's unique tripartite structure, and are submitted to member nations for ratification only after a two-thirds vote of an ILO conference." For more information on this story, see page 4. Economic indicators remained mixed. The unemployment rate dropped below 6 percent for the first time in nearly a decade. At the same time, interests rates were rising, the trade deficit remained unacceptably high and the stock market suffered the largest one-day decline in its history. Meanwhile, this year's budget process got bogged down in recriminations between the White House and Capitol Hill. President Reagan announced his opposition to any kind of tax increase. He also signed into law ''GrammRudman II," which mandates across-the-board cuts in the budget in case certain budgetary goals are not met. Legislation should be enacted to ensure that this country has a large enough commercial fleet and enough skilled mariners to protect its sealift needs, said the delegates to the annual forum of the National Defense Transportation Association. The NDTA, which has 76 chapters worldwide, has been a forum for all sectors of the defense-transportation for the past 50 years. It is headed by Rear Adm. Norman C. Venzke, U.S. Coast Guard, retired. Bork DOT to Get New Head Fifty-three senator announced that they intend to vote against the confirmation of Robert Bork to the Supreme Court. A of pre time, rumor are circulating around Capitol Hill that the administration i quietly looking at other candidate to fill the vacancy left by retiring Supreme Court Ju tice Lewi F. Powell . The Reagan administration has announced that it intends to name James Burnley as head of the Department of Transportation. If approved, he will fill the vacancy left by Elizabeth Dole, who left to work full-time on her husband' campaign for the presidency. Defense Transportation Forum (Continued on Page 23.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1987 Description An account of the resource HEADLINES U.S./CANADA PACT THREATENS MARITIME COMMUNITY MORRIS WEISBERGER, FORMER SUP PRESIDENT, DIES FOC CREW WINS N.Y. FIGHT SEAFARERS CREW NEW CAR CARRIER SKYRANGER CREW EXAMPLE OF FOC SEAMEN’S PLIGHT SIU ADMINISTRATION, BACK ILO MARITIME STANDARDS MCALLISTER, CURTIS BAY STRIKE BUILDS PRESSURE KUWAIT CHARTERS U.S. TANKER PACER GOOSE 87 RESUPPLY MISSION IS A SUCCESS SIU JOINS NFL PLAYERS ON THE PICKET LINE PINEY POINT VISITED BY NEW T-5 TANKER BURIAL AT SEA FOR SENIOR BOSUN CONTAINERIZATION EXISTS IN MSC SMALL BUSINESS IS GOOD BUSINESS LNG CREWS RATIFY NEW CONTRACT FOR EIGHT SHIPS THE SIU IN WASHINGTON PERSIAN GULF TRADE ILO CONVENTION NATIONAL MARITIME UNION CANADA FREE TRADE BUDGET DEFENSE TRANSPORTATION FORUM DOT TO GET NEW HEAD BORK Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 10 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/74aad7fd2f4a44f996fb996b531bfa13.pdf 8d47ebf83e8cf9789ded08e47c7706b3 PDF Text Text Official Publication of the Seafarers International Union • Atlantic, GuH, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 9 September 198? Special Convention Report-Pages 13-24 Delegates Approve SIUNA Restructuring Study The shape of the 80,000 member SIUNA may change during the next few years. Delegates to the recent Triennial Convention agreed to study restructuring the Union in an attempt to meet the challenges facing the Union as the 20th Century draws to a close. Throughout the three-day convention, delegates and speaker angrily denounced the lack of any meaningful American maritime policy. The continued shrinkage, especially since 1980, of the U .S.-flag merchant marine drew fire as did the reflagging of 11 Kuwaiti tankers. The issue of the new Seafarers Maritime Union was openly debated. Resolutions covering health care, veterans' benefits, Great Lakes shipping and the U.S. fishing industry problems were passed. Complete coverage of the convention begins on page 13. Trade Talks Threaten Maritime Unions Want Maritime Removed from Table The leaders of the SIUN A and the SIU of Canada have turned up the heat on U.S. and Canadian trade negotiators in an attempt to protect the maritime industry of both countries. The two union presidents warned U.S. President Ronald Reagan and Canadian Prime Minister Brian Mulroney that American and Canadian maritime programs are being ''needlessly placed. in jeopardy'' by the two countries' rush to complete a Free Trade Agreement. In a letter to the two heads of state, Frank Drozak, president of the Seafarers International Union of North America, and Roman Gralewicz, president of the Seafarers International Union of Canada, urged that maritime issues be removed from the current trade negotiations. Negotiators from the U.S. and Canada have been meeting for several months in an attempt to hammer out a so-called "Free Trade Agreement" (FTA). Proposals made during the talks Inside: Civil Rights Leader Bayard Rustin Dies Page 3 NMU-MEBA Announce Merger Plans Page 3 S/U's Pollux Ready for Reforger Government Services Division SHLSS Pages 6 & 7 Pages 1O & 11 Pages 25-28 would dismantle several long-standing maritime programs of both countries. The two union presidents said "the complex nature of the maritime ind us- See Page 4 for Full Text of Letters try and its relationship to the ecurity of both nations is neither fully undertood nor appreciated by those charged with negotiating the agreement. Those with proper expertise to gauge the implications of altering existing policy are unfortunately removed from the process." Drozak and Gralewicz noted that the Commission on Merchant Marine and Defense (established by H.R. 1289) and the General Accounting Office (GAO) are undertaking studie on how the U .S.-flag meets, or does not meet, its national security obligations. In addition, ''there is a dangerous lack of consultation with the legislative branche of both governments regarding the nature of maritime provisions" in the FTA proposals, the pair wrote. Currently, there are several congressional efforts to develop new maritime initiatives, and tho e could be compromised by the ''indiscriminate intermingling of U.S. and Canadian maritime policies which have been proposed in the FT A talks. Reagan's own "Presidential Report on National Security" cites both the decline in the size of the U.S. merchant fleet and.the lack of an adequate supply of trained mariner to man reserve fleet ships as a serious problem which would "impede our ability to adequately project and sustain forces by strategic sealift. '' If a trade agreement dismantles current maritime programs, those national security problems cited in the president's report would grow even larger, warned the two union leaders. ''The nations of North America must have maritime policie suitable to meet economic, industrial and national security demands ... the framework of a Free Trade Agreement is not the proper forum to fashion well-crafted maritime policies," the union presi- dents said. In addition to the letters to the president and prime minister, the SI UNA passed a resolution at its justcompleted convention opposing the inclusion of maritime policy questions in the FT A talks. �President's Report by Frank Drozak I N order to better represent the members of this Union, I have to devote a large portion of time just to keep track of developments in the maritime industry. Changes in the industry have been so rapid and farreaching that after a while you tend to take change for granted. Yet even I had to sit up and take notice about a story that appeared in a recent issue of the Washington Times. The port of Baltimore is in a life-ordeath struggle to survive. Ports up and down the East Coast are trying to grab a piece of the action. Baltimore's main competition is expected to come from Front Royal, a small town in Northern Virginia. This wouldn't be so unusual except for one small fact-Front Royal is landlocked. The nearest river is miles away. Welcome to the 1980s, where you don't even need water to build a competitive port. Rapid technological changes (and in the case of Front Royal, the gradual shift to intermodal operations) are altering the face of the maritime industry. Baltimore's port facilities generate 60,000 jobs and hundreds of millions in revenue. City and state officials had one of two choices. They could complain bitterly about a world which doesn't seem to make sense, or they could make some hard choices and remain competitive. They chose to live. I am relaying this story to you because I find the SIU in a similar position. Some days I wake up and can't believe the changes that are occurring in the American maritime industry. Yet I don't have the luxury of doing nothing: the job security of too many people is at stake. Actually, the idea of a port without water doesn't seem so strange once you've been exposed to the promotional policies of the Reagan administration. Over the past six years, an administration committed to increasing the defense budget by hundreds of billions of dollars has either eliminated or cut funding for every single maritime promotional program on the books. In the process, it has brought the American-flag merchant marine to the point of near-extinction, thereby depriving the United States of a credible sealift capability. Without a reliable method of trans- porting troops and weapons overseas, they become little more than expensive decorations for the annual Veteran's Day Parade. In an ironic twist of fate, the most defense-minded administration of the post-wai: period has failed to grasp the most basic tenet of strategic planning. If there's a war, you have to be able to get to it. Otherwise, you lose. American-flag shipping companies have to go head-on against foreign competitors who are heavily and sometimes totally subsidized. Many foreign markets are closed to these American businessmen. In order to help American-flag companies stay in business, all maritime unions have had to accept severe manning reductions. Most of these reductions have been in the unlicensed berths. If that weren't enough, licensed unions, fearful of their own continued existence, have tried to infringe upon the jurisdictional rights of unlicensed seamen. Onboard numerous vessels, licensed officers have attempted to perform work outside their jurisdiction. Even more serious, the MM&P and District 1-MEBA have formed top-tobottom unions like PASS which threaten the benefits and job security of unlicensed seamen. The troubled state of the maritime industry puts a special burden on today's officials. I often have to remind myself that I did not create these conditions. But because I take my responsibilities as a union president very seriously, I have to confront them. So briefly, over the past few years, I took the following steps to protect the job security of the people I have been elected to represent: 1. I beefed up this Union's grassroots political action program. Since maritime is the most heavily regulated industry in the United States, it is no exaggeration to say that a seaman's job security depends on political action. Given the ideological bent of the present administration, we've done pretty well in this area. We played a leading role in securing a ban on the export of Alaskan oil, and in helping maritime and agriculture reach a compromise to restructure the P.L. 480 Program. This has saved thousands of jobs for American seamen. Moreover, I take pride in the fact that the SIU has never supported President Reagan for election. After all, how can you criticize the policies of the present administration if you helped elect it, not once, but twice? 2. I made an iron-clad commitment to education. Most industry experts agree that future job security for American seamen will depend on the quality of their skills and training. In this respect, I believe that SIU members take a back seat to no one. Our facilities at the SHLSS are the finest of their kind. They're so good that the Army and Navy use them to train personnel in sealift support functions. 3. I put all companies and unions on notice that we would not stand for any infringement of our members' rights. Starting with ACBL and Eastern Airlines in the early '80s, companies in the transportation sector have tried to abridge the rights of the people who work for them. We at the SIU have been willing to go to any lengths to protect the job security of our members. We may not win every fight, but we have at least put everyone on notice that there will be a price to pay for taking on the SIU. In addition, I have not hesitated to file Article XX charges against other unions that have infringed on the jurisdictional rights of our members. 4. I made an all-out effort to sign up new jobs for our members. Any union that relies on the work it now has to provide job security for its membership is not facing facts. There is no guarantee that companies relying solely on commercial or cargo preference work will be around five or 10 years from now. This includes Sea-Land and APL. After all, who would ever have predicted that U .S. Lines would go out of business? But it did. For the past three years, it has been apparent to everyone in the industry that the only new work being generated is in the military sector. During a period when the American-flag merchant marine has declined by more than one-third, the SIU has been able to secure military contracts for the operation of 65 ships producing more than 1,000 jobs for the membership, which offset declines in other areas. 5. Again I called for maritime unity. Ever since the break-up of the old ISU in the late 1930s, maritime unions have talked about the need to merge. Yet for a variety of reasons, such a merger never came about. Last year, I sent a letter to the heads of all the maritime unions and AFLSeptember 1987 CIO President Lane Kirkland asking for all maritime unions to enter into merger talks. The NMU responded to the letter, and merger discussions were entered into. Merger talks broke down over the structure of the proposed union. While the merger talks were being conducted, the MM&P and District 1MEBA continued infringing upon the jurisdictional rights of our members. A new union created by District 1, PASS, gathered momentum. And conditions in the industry continued to deteriorate. By the end of the year, U.S. Lines, the largest existing U.S.flag company, had gone out of business. Meanwhile, the number of vessels in the American-flag merchant marine had reached an all-time low. Crew sizes were small and getting smaller. And licensed unions like District 1 and the MM&P had apparently decided to protect their long-term security by stealing jobs away from unlicensed seamen. Rather than do nothing, I approached District 2 President Ray McKay about forming the Seafarers Maritime Union (SMU). SMU enables us to compete for jobs in the military sector and in new business. By signing up this kind of work, we accomplish several goals. We replace jobs in other areas. We protect the pension and welfare benefits of our middle-aged members, even if they don't choose to ship on these military vessels. And more important, we give the younger members a chance to make a living at sea. Members who ship on top-tobottom SIU District 2 ships have the chance to advance from entry levels to licensed jobs in rapid time. The formation of the SMU has been criticized by other maritime unions. And yet, their jurisdictional raids and their failure to seriously consider the possibility of a merger were the very things that gave birth to it. The close working relationship that exists between District 2 and the SIU, which is based on a mutual respect for the rights of both licensed and unlicensed seamen, is the defining spirit of the new organization. It is no accident that shortly after we reached this historic agreement, the NMU and District 1 announced plans to merge their two organizations-a here-before unheard of prospect. I wish the two unions well. I also believe that their decision to merge along the lines of the SMU is proof that the step that Ray McKay and I took was the right one. Off c1al Pubhcat1on of t e Sea1arers Internal onal Umon of orth Amenca. ant c, Gulf, La es and Inland Waters District, FL..f;IO Vol 49, o 9 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Angus " Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vic e President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 01 60-2047) 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. �Bayard Rustin, Civil Rights, Labor Activist, Dead at 75 Bayard Rustin, the staunch labor supporter and civil rights activist who played a major role in organizing the 1963 March on Washington for Jobs and Freedom, died in New York of cardiac arrest folJowing an emergency appendectomy. He was 75. At his death, Rustin was co-chairman, along with Steelworkers Vice President Leon Lynch, of the laborsupported A. Philip Randolph Institute. He also was president of the institute's educational fund. In a letter to Randolph Institute President Norman Hill, AFL-CIO President Lane Kirkland and Secretary-Treasurer Thomas R. Donahue said ''a giant has passed from our midst.'' Rustin's life was "a commitment to peace, human dignity and social justice . . . a monument to the struggle for decency and civility,'' the federation leaders said. From his hometown area in West Chester, Pa., where he was born March 17, 1912, Rustin acquired two lifelong pursuits-his ardent dedication to Quaker pacifism and to civil rights. The latter was born when he was refused service in a restaurant in Media, Pa., where he had gone as a member of his high school football team. His strong belief in nonviolence led to his serving 28 months in prison as a conscientious objector during World War II and to his association with Dr. Martin Luther King Jr. with whom he helped organize the Montgomery, Ala., bus boycott in the 1950s and the Southern Christian Leadership Conference. As a leader of the Congress of Racial Equality, Rustin participated in the first Freedom Ride through the South to protest segregation in 1947. He was arrested six times on the trip, and his newspaper articles about the 22 days he spent on a North Carolina chain gang led to the end of the practice in that state. Rustin is best known outside of labor for his key role in organizing the 1963 March on Washington. He assisted A. Philip Randolph, the president of the Sleeping Car Porters who was chairman of the march committee. The march by 300,000 people led to the passage of the 1964 civil rights legislation. Rustin proved a true friend of workers on and off the picket line. When garbage workers represented by the State, County and Municipal Employees struck in Memphis in 1968, Rustin raised $100,000 to help them. After King was assassinated during the strike, he organized a mass march in his honor. Still on the picket line in 1984, he was arrested after leading a peaceful demonstration in support of the pay equity strike at Yale University by Hotel Employees and Restaurant Employees locals. Although Rustin's strong belief in coalition building, both national and international, led to criticism Bayard Rustin in many quarters, it brought applause from labor. In 1976, he explained to an Electrical, Radio and Machine Workers-now the Electronic Workers-convention that the problem had shifted from race to class. ''The economic and social programs that will solve the problems for all America's poor can be found in only one place, and that is in the economic and social program of the American trade union movement," Rustin said. Hi advocacy of worldwide human right led to his leadership of the Free Indian Committee after World War II, and he was arrested several times for protests at the British Embassy in Washington. In the early 1950s, he helped found the Committee for Support of South Gulf Ship Attacks Rise Air and speedboat attack against ships in the Persian Gulf have increased dramatically during the past few weeks as Iran and Iraq resumed fighting in the area. But despite attacks on dozen of ships of various flags, none of the reflagged Kuwaiti oil and gas tanker sailing with U.S. Navy escorts has been hit. In Washington there were indications that Kuwait might charter one or two laid-up U .S.-flag tanker to ail alongside its reflagged fleet. Speculation centered around the 12-year-old Maryland and New York, both 264,000 DWT ships which Marad was foreclosing on. If those ships are chartered, they would be required to crew up with U.S. seamen, 100 percent licensed and 75 percent unlicensed. The 11 reflagged ships presently carry only an American master. Amerian maritime unions and other industry groups have protested the lack of U.S. crews on the reflagged ships (see August and July LOGs). Through a loose interpretation and a loophole in U.S. law, the administration allowed Kuwait to man the U .S.-flag ships with crews of any nationality. On Capitol Hill, a bill to require that in the future all U .S.-flag ships carry a 100 percent American crew is expected to pass the Hou e. Also the Senate is on record with a re olution calling for the examination of the U.S. reftagging policy. There is little indication that Congress will force a change in the status of the I I reftagged ships. African Resistance. Later, he traveled to Thailand to draw attention to the suffering of Cambodian refugees and to Poland to meet with Lech Walesa in support of Solidarnosc. Rustin also served as chairman of the executive committee of the Leadership Conference on Civil Rights and vice chairman of the International Rescue Committee. In I980 he received the AFL-CIO's highest honor, the Murray-GreenMeany Award. NMU, MEBA-1 to Merge The National Maritime Union and MEBA-District 1 have signed an agreement to merge their two seafaring unions. The agreement must be ratified by the memberships of both unions before April 1, 1988. The merger agreement calls for the integration of all assets and liabilities of the two unions and for the eventual combination of the various benefit plans, according to a story in the NMU Pilot. The NMU will merge into District No. I-Pacific Coast Division of MEBA. The new union will be called District 1-MEBA/NMU of the National Marine Engineers' Beneficial Association (AFL-CIO). The union will have a licensed division and an unlicensed division. Both divisions will be respon ible for their own collective bargaining agreements, hiring practices and other business. About a year ago the NMU and the SIU held talks about a possible merger of the two unlicensed unions, but no agreement could be reached. SIU President Frank Drozak (left) made America's trade problems the main topic of discussion at a recent White House meeting with Vice President George Bush (center). Also attending the meeting was former U.S. Lines owner John McMullen, currently the owner of the Houston Astros baseball team and chief executive officer of McMullen Industries. September 1987 I LOG I 3 �Full Text of Drozak-Gralewicz Letter Reagan and Mulroney Urged to Protect Maritime Policy August 27, 1987 President Ronald W. Reagan The White House Washington, D.C. 20500 Dear Mr. President. We are writing to you and Prime Minister Mulroney to express our deep concern over the maritime aspects of the current negotiations directed toward the establishment of a U.S.Canada Free Trade Agreement. As you are aware, the high level of trade between our two nations is one of the strongest bonds in our long history of close and friendly relations. Yet, efforts by negotiators on both sides serve to weaken that bond by undermining current and future maritime policy in both countries. From our perspective, the complex nature of the maritime industry in both its international and domestic components and their relationship to the security of both nations is neither understood not fully appreciated by those charged with negotiating the agreement. Those with the proper expertise to gauge the implications of altering existing policy are unfortunately removed from the process. Currently, the national security implications of existing maritime policy on the U.S. side is being examined by the Commission on the Merchant Marine and Defense which, under legislative mandate, will offer policy recommendations designed to enhance the U.S.-flag fleet's ability to fulfill its national security obligations. The General Accounting Office is also undertaking a similar study. Those efforts may be in vain if, in the rush to finalize a Free Trade Agreement, both nations' maritime programs are needlessly placed in jeopardy without apparent benefit to either. Also, there is a dangerous lack of consultation with the legislative branches of both governments regarding the nature of maritime provisions, and in the case of Canada, insufficient sampling of industry views. At this time several congressional committees are developing maritime initiatives which would be compromised by an indiscriminate intermingling of U.S. and Canadian maritime policies. Such government action may serve in the minds of many to substitute for the adoption of comprehensive maritime policy initiatives needed to improve the merchant fleet of each country. In the process, the security of both nations will be undermined. Supporters of the U.S. merchant marine have been encouraged by the sober realism expressed in the first ever Presidential Report on National Security released in January 1987. Among the report's critical observations about the national security importance of a viable merchant marine was: "the continuing decline of the U.S. merchant marine and U.S.-flag commercial shipping assets is a matter of concern. This problem is compounded by the decline of the U.S. flag fleet which results in a reduction of the seagoing workforce to man all our U .S.-flag vessels as well as ships of the Ready Reserve Force, the National Defense Reserve Fleet and any effective U.S. controlled ships which might need recrewing. The lack of merchant mariners in the near term could impede our ability adequately to project and sustain forces by strategic sealift. '' The critical problem described in that passage will grow more serious if U.S. and Canadian maritime policies are sacrificed in a well-intentioned but counterproductive effort to reach a Free Trade Agreement. This decline in the maritime industry's ability to serve as a national security asset is not limited to the United States. Canadian-flag operators also have been crippled by a similar lack of support by government agencies and presently are unable to meet Canada's sealift needs. Recent action to facilitate the transfer of foreign-owned vessels to United States registry is particularly disturbing to Canadian maritime interests since U.S.-ftag ships with low cost, thirdworld crews would become eligible to operate in Canada's shipping trades. Setting aside the wisdom of maintaining an American presence in the Persian Gulf, one is left with the reality that U .S.-flag vessels will no longer serve as a beneficial role model for improving international mantune standards. Recent actions have established the precedent of U.S. -registry as a vehicle for the circumvention of standards which U.S. maritime interests, in both the public and private sectors, have long and forcefully advocated. The nations of North America must have maritime policies suitable to meet the economic, industrial and national security demands which will be placed on our two countries. Suitable maritime policies will not be achieved, however, if our respective fleets are permanently handicapped by the current negotiations. The framework of a Free Trade Agreement is not the proper forum to fashion well-crafted maritime policies adequate to fulfill changing national requirements which will evolve in the future. Our respective maritime policies will be laid bare to the demands of third nations which will certainly seek similar concessions as those envisioned by the proposed agreement, and may be empowered to do so by existing treaty. Even if the United States and Canada would not be required by existing treaty to extend reciprocal privileges to our other trading partners, the dire state of international shipping will drive their governments to seek access to our respective trades. In addition, the climate for future investment will be diminished. Operators who have made substantial investments, in assets under the expectation of continuity in policy, will find their financial base seriously eroded. We believe that any free trade proposal which alters the current maritime policies of either nation is unwise, unjust and unacceptable. Therefore, we respectfully urge you to instruct your trade negotiators to remove all elements of the proposed Free Trade Agreement, which have an impact on maritime policy, from the negotiating process. Sincerely, Frank Drozak President Seafarers International Union of North America Roman Gralewicz President Seafarers International Union of Canada I. W. Abel, Former President of Steelworkers, Dies I. W. Abel, a founder of the Steelworkers and USW A president from 1965 to 1977, died of cancer .at his home. He was 78. AFL-CIO President Lane Kirkland called Abel ''a giant of the American labor movement, an inspiring and trustworthy leader and a generous and constructive spirit who never stopped trying to make America work a little better for all." USWA President Lynn R. Williams said Abel ''was not only a life-long and dedicated trade unionist who helped forge landmark improvements in the lot of working people, he was also a compassionate human being who strove to improve the total society in which we live." "He was a visionary who recognized, decades before the notion became fashionable, that workers, employers, and the public each have a stake in the others' wellbeing," Williams said. Born Iorwith Wilbur Abel in Magnolia, Ohio, on Aug. 11, 1908, Abel was the son of a blacksmith and clay worker. In 1925, he took a foundry 4 I LOG I September 1987 job in the American Sheet and Tin Mill Works in Canton, then moved on to other nearby steelworks. Before the Depression, Abel said in an interview, "youjust moved around pretty much at will. There were times, depending on the work, when we'd make $12 or $14 a day, hourly scale about 75 cents." But as work dwindled during the Depression, Abel took a job in a brickyard firing a kiln at 16 cents an hour. ''That miserable job helped straighten out my social thinking and pointed me in the direction I was to travel the rest of my life," he said. "The Depression taught me that a strong labor movement was necessary to protect workers and give them a measure of dignity and security." After getting a job at the Timken Roller Bearing Co., Abel joined the CIO in 1936. He became active in the Steel Workers Organizing Committee (SWOC) and helped organize Local 1123. He served in the top offices of the local and remained a dues-paying member of the local for the rest of his life. In 1937 Abel participated in the "Little Steel" strike against companies which refused to follow SWOC's pact with U.S. Steel and some 100 other steel producers. The strike climaxed with the "Memorial Day Massacre" in which 10 strikers were killed and 80 wounded when police opened fire at a rally at the Republic Steel plant in South Chicago. Philip Murray, the founder and president of SWOC and its successor, the USWA, appointed Abel as a SWOC staff representative. When the USWA was formally organized, Abel was elected director of District 27 in Ohio in 1942. After Murray's death in 1952, Abel was elected secretary-treasurer, a post he held until 1965, when he won a bitter and close contest with the incumbent, David J. McDonald. During Abel's three-term presidency, the USWA grew from 1 million members to 1.4 million. In 1973 Abel signed the historic Experimental Negotiating Agreement, covering 300,000 workers with the top 10 steel producers. The pact provided a "no strike" promise during 1974 contract talks to keep steelmakers from stockpiling foreign steel in anticipation of a strike, then laying·· off workers, as they previously had done. Abel served on the AFL-CIO Executive Council from 1965 to 1977 and as a member of the federation's Committee on Political Education, president of the AFL-CIO Industrial Union Dept., and a delegate to the International Labor Organization. One of his proudest achievements, according to Abel, was his successful push for federal protection for employee pensions. He also campaigned in Washington for federal workplace safety and health legislation. A staunch supporter of the civil rights movement, Abel was named to President Lyndon Johnson's Advisory Commission on Civil Disorders-also called the Kerner Commission-which strongly criticized civil rights progress in the wake of black community riots in 1966 and 1967. Abel is survived by his wife Martha and two daughters. His first wife, Bernice, died in 1982. �Area Vice Presidents' Report West Coast by V. P. George McCartney M ANY of our oldtimers out here were extremely pleased by the front page of last month's LOG. I am of course referring to the following headline: "World War II Seamen May Gain Vets Status." There are, no doubt, other issues which are more important to the longterm survival of the American-flag merchant marine (i.e., the failure of the present administration to implement existing cargo preference laws). Yet no other issue evokes such an emotional response as this one, and for good reason. Merchant seamen suffered the second highest casualty rate in World War II. Yet since 1977, 14 other groups have been granted veterans' status while most merchant seamen have had their petitions denied. Most seamen who served in World War II are proud of the role they played in protecting their country. Yet the veterans' benefits issue goes deeper than that. World War II defined a whole generation of Americans. It had a galvanizing effect on the maritime industry, and was the final step in a process that had been under way since the 1934 Longshoremen's Strike. Before World War II, there really was no such thing as a brotherhood of the sea. Most seamen lived in the margins of American society. They were abused at sea and at loose ends on land. They were kept in servitude by their own ignorance and the harsh conditions of their isolated, self-contained world whose parameters were defined by the crimps, the shipowners and the cold, merciless sea. Like many other labor organizations, maritime unions grew rapidly during the war. Trade unions had to walk a fine line between protecting their members' living standards and supporting the war effort. By all accounts, the unlicensed maritime unions maintained that balance. Thanks to the efforts of American seamen, the Battle of the North Atlantic-the battle to keep England supplied-was won. As John Bunker, former head of the SIU's Historical Research Department, wrote, ''No ship was held up for lack of an SIU crew.'' World War II transformed America into the richest country in the world. This enabled maritime unions like the SIU and the NMU to organize new companies and raise their members' standard of living. During the war, American maritime unions were successful in repelling attacks on their hiring halls. In addition, they were able to get the government to agree to a War Bonus Program for their members. At the start of the war, the A&G District was the runt of maritime labor. As I have reported in earlier columns, Harry Lundeberg had laid a strong foundation for the new district. Still, the A&G lagged far behind the National MaritiJlle Union and the West Coast maritime unions in terms of jobs and ships. Paul Hall was elected head of the A&G District in 1944. He understood that the maritime industry would inevitably contract after the war ended. He therefore made organizing new members his top priority. In a sense, he was in the right place at the right time. The (then) much larger NMU was just becoming embroiled in an internal dispute which would pit NMU President Joe Curran against the Communists who dominated that union's bureaucracy. The NMU referred to those divisions in a special 50th anniversary issue of the Pilot. They were not resolved until the union's 1949 convention, in a bitter, winner-take-all showdown. Murray Kempton, the dean of Americanjournalists, wrote about the problems that the NMU experienced after the war in Part of Our Time, his seminal work on Communism in America. Kempton noted that while Joe Curran and the Communists who controlled the NMU's bureaucracy were caught up in a life-or-death struggle for control of that union's soul, a ''reformed and renewed AFL Seamen's Union" was able to win numerous organizing drives, the most important by far being Isthmian. For it was the Isthmian drive which transformed the A&G District from the stepchild of maritime labor into a power on the waterfront. Now, military work accounts for 40 percent of all jobs available to SIU seamen, and the percentage is rising. While the rest of the maritime industry has declined by more than onethird since 1981, the SIU has been able to sign up 58 new vessels generating more than 700 new jobs. Commercial giants like U.S. Lines have gone out of business , and others like Sea-Land have threatened to reflag. New companies like Barber Steamship Company are the hope for our future. You see , we have to adapt to changing times. If we don't, then our middleaged members will be left without a pension, and our younger members will be forced to leave the industry. And that won't be good for anyone: the Union, the members or the country. The present administration's approach to the maritime industry just doesn't makes sense to me. It should be encouraging unions like the SIU to maintain an adequately sized pool of skilled mariners. Yet all the gains that we have made have come despite the government, not because of it. Next year's elections offer hope to American seamen, and indeed to all workers who have been shut out of the political process over the past six years. That is why we in the Gulf region have been active on a grassroots level. If we can turn out the vote, then we can protect our future. It's just that simple. requires mariners to supply their own expense money when traveling to their assigned ships, wherever that ship might be located. If the mariner has no ready cash, he or she is issued a cash advance for travel which is then deducted from the first paycheck the mariner receives after joining the ship. In order to retrieve this travel money, a travel claim must be submitted to the home port if the ship returns, or the home port must approve the claim in order for payment to be made by any other naval facility. The ship's purser is not authorized to liquidate travel claims. Why? Pursers are authorized to issue return cash settlements when a crewmember is leaving the ship and returning to home port. Under the present system, it sometimes takes months for a mariner to recover travel monies that have been expended on behalf of the agency. It is the position of the SIU that as long as mariners are required to travel to ships for the benefit of MSC, MSC should advance travel expense money, just as they do when mariners depart ships after their tour of duty. The ship's master or purser could liquidate the claim , and the mariner would not be required to wait months to collect his or her travel money. Great Lakes by V.P. Mike Sacco ! Government Services Division by V. P. Buck Mercer T Gulf Coast by V.P. Joe Sacco T HINGS have been pretty busy in the Gulf. As I reported in last month's column, we reached an agreement with Radcliff Materials. We're presently in negotiations with G&H Towing and Moran Towing. I just came back from the SIUN A Triennial Convention. It was a productive meeting. Education and political activity were stressed at the convention; in today's day and age, job security is something that can't be taken for granted. Conventions like this one are a time to take stock. It is amazing how much the maritime industry has changed since the last SIONA Convention in 1984. Back then, the Union was just getting its military program into gear. WO items affecting MSCPAC mariners are noteworthy this month and, although neither has come to pass, both have already been the basis for widespread conversation. The first item, long overdue, is the matter of retroactive money on wages of 3 1/2 percent due all non-officer marine personnel for the period April 1, 1985 through May 15, 1986. It comes to about $2.5 million. Although the MSCPAC comptroller, CDR Richard Odegaard, was recently lauded as the ''Manager of the Year" by the San Francisco Chapter of the American Society of Military Comptrollers for his accomplishments at MSCPAC over the past 16 months, payment of this retroactive roll was not one of them. This money which has been due and payable since May 1986 will finally be paid sometime this month. The second issue is that of travel expense money. Presently, MSCPAC attended the SIUNA Triennial Convention back East last month, where the delegates from 18 autonomous unions set a steady course for the next five years. A good friend of ours from Ohio, Rep. Edward Feighan, addressed the convention. He spoke out about the administration's ill-advised decision to reflag the 1 I J<.uwaiti tankers, the decline of this country's merchant marine and a recent court ruling on World War II veterans' benefits. One remark that .Feighan made stuck with me throughout the convention. He said that without the Americanflag merchant marine, the United States "wouldn't have won World War II . . . or fed ... Europe after the war ... or maintained American liberty." We need more people like him in Congress. The delegates adopted resolutions dealing with issues of importance to Great Lakes seamen. These issues included the free trade talks between the United States and Canada, which are reaching a critical stage; the inhibiting effects of a user fee passed last year, and the need for both the United States and Canada to modernize the St. Lawrence Seaway, the lifeblood of Great Lakes shipping. (Continued on Page 8.) September 1987 I LOG I 5 �When Seafarers aboard the USNS Pollux tied up at Dundalk's Marine Terminal in Baltimore last month, they saw hundreds of Army-green trucks, jeeps and other vehicles waiting dockside. The Pollux, one of the eight Fast Sealift Ships (former SL-7s) operated by the MSC, was taking part in Operation Reforger '87 which was taking some 3,900 pieces of equipment to Rotterdam to outfit 35,000 troops in this massive annual exercise. The Pollux had already picked up a partial load in Beaumont, Texas and steamed to Baltimore for the rest of her cargo. The 946-foot ship, with a top speed of 33 knots, was one of four SIU-contracted ships in the exercise. The others were the USNS Algol, USNS Capella and the M IV American Eagle. Those vessels loaded at Beaumont and Galveston, Texas. AB Jay Thomas Chief Electrician Jerry Payne and Wiper C.L. Cilverio. OMU Hughs Wood and Third Engineer Robert Egan. Capt. Robert Brownell, who came up through the foc'sle, and Bosun Gene Weaver. 6 I LOG I September 1987 A longshoreman drives one of the hundreds of Army vehicles loaded in Baltimore. The various decks in the Pollux are connected by ramps, like a floating parking garage. �USNS Pollux A truck is lifted aboard the Pollux. A longshoreman lashes down a truck which was lifted aboard the Pollux. While most vehicles are loaded via a roll-on-roll-off ramp, some are stored on deck in sea sheds. Bosun Gene Weaver (center) poses with part of his deck crew, ABs Brian Ballard (left) and Jay Thomas. MPs and Coast Guard Shore Patrolmen kept unauthorized visitors from near the loading operations. AB Brian Ballard The Pollux's steward department includes Chief Steward Marvin St. George, Chief Cook Ike John, Third Cook Howard Ward, GSU Ralph Palmer, and BR April Martin. September 1987 I LOG I 7 �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Cong. Liz Patterson Cong. David Price C E ONGRESSWOMAN Elizabeth J. "Liz" Patterson (D-S.C.) represents the fourth district of South Carolina. Greenville County, the nucleus of the fourth district, is the most populous and industrialized county in the state and a showpiece of the New South. The city of Greenville developed as a center of the textile industry after the Civil War, and its still bustles with mills, clothing manufacturers and textile machinery producers. Patterson's election in 1986 was the South Carolina Democratic Party's biggest success of the year, regaining a seat held by a Republican for the last eight years. Born into a political family (Patterson's father, Olin D. Johnston, was a U.S. senator and governor), she served on the Spartanburg County Council in 1975 and 1976. A 1961 graduate of Columbia College with a bachelor's degree in English, Patterson later attended graduate school at the University of South Carolina in Columbia. Prior to her election to the House of Representatives, the congresswoman served seven years in the South Carolina State Senate where she was active in tightening up the state's criminal code and broadening Cong. Liz Patterson child protection laws. She served on the Education, Finance, Medical Affairs and Rules committees. She was also chairman of the Governor's Task Force on Hunger and Nutrition, and the Task Force on Prescription Drug Abuse. As a freshman representative, Patterson is a member of the Banking, Finance and Urban Affairs Committee and the Veterans' Affairs Committee. She has also been appointed to the Select Committee on Hunger. Outside the political arena, Cong. Patterson has worked for the Peace Corps in its public affairs division, for VISTA, and as Head Start coordinator of the South Carolina Office of Economic Opportunity. e e re (Continued from Page 5.) Thanks to some increased grain shipments, shipping has been up this year. And so has dredging. Aside from one provision authorizing a harbor maintenance tax, last year's Port Development Act has been beneficial to the industry up here. We expect a sharp increase in the number of dredging projects. A recurring theme throughout the convention was the anti-labor, antimaritime attitude of the present administration. Years ago, when the National Labor Relations Board was less ideologically conservative, it was much easier to protect the rights of our members. Still, we haven't done badly up here on the Great Lakes. We've been able to reach contracts with the following companies: Dunbar and Sullivan, Falcon Marine, Great Lakes Dredging and Dock, Great Lakes Towing, Johnson Brothers, Luedtke Engineering, Zenith Dredging, and B&B Dredging, to mention just a few. And no matter how much things change, getting a good contract is still the most important thing a union can do. 8 I LOG I September 1987 East Coast By V.P. Leon Hall L AST month's LOG contained a supplement on the 20th anniversary of the Seafarers Harry Lunde berg School of Seamanship. As someone who has seen the school grow from a deserted Navy base into a leading center for maritime training and vocational education, the pictures and story evoked a special feeling. Much of this Union's history is tied up in that school. People I knew and worked with-members, officials, educators and staffmember --dedicated their lives so that it could be a success. Some of those people are still sailing. Others are dead or retired. But they all had one thing in common; they all contributed in making SHLSS the vi- LECTED to the 1OOth Congress on Nov. 4, 1986, David E. Price (D-N .C.) represents the fourth district of North Carolina, an area in which universities are the major sources of jobs as well as the cultural centers of the state. Price attended Mars Hill Jr. College and subsequently received a Morehead Scholarship to the University of North Carolina, where he earned his BA in math and history in 1961. He received both a Bachelor of Divinity degree and a Ph.D. in political science from Yale University, where he taught until accepting a professorship of political science and public policy at Duke University in 1973. Price's political career has included service as chairman of the North Carolina Democratic Party from 1983-84 and as executive director from 197980. In 1981-82 he served as staff director for the Commission on Presidential Nomination (Hunt Commission) for the Democratic National Committee. He was a delegate to the 1984 Democratic National Convention where he served on the Rules Committee, and he remains a member of the Democratic National Committee. He previously worked in Congress, from 1963-67 as a legislative aide to the late Senator E.L. Bartlett (DAlaska). As a freshman representative, the congressman currently serves on three committees: the Committee on Banking, Finance and Urban Affairs, the Committee on Science, Space and Technology, and the Committee on Small Business. The author of numerous articles and of three books (Bringing Back the Parties, The Commerce Committees, and Who Makes the Laws?), Cong. Price has strong views on arms control. He stated that each of the previous four administrations has been aware that it is in our country's interest to abide by existing arms control treaties. He was a cosponsor of Rep. Schroeder and Gephardt's Mutual Nuclear Warhead Testing Moratorium which gives the White House 90 days to begin negotiations of a comprehensive test ban in Geneva and then denies funding for further American tests in excess of I kiloton (providing the Soviet Union observes an identical moratorium), and he voted for Rep. Dicks' amendment to the Defense Authorization Bill which prohibits the use of 1988 funds for deployment of maintenance of any weapon that violates the numerical sublimits set by the SALT II Treaty, unless the president certifies that the Soviet Union has exceeded these sublimits. able institution that it is today. While the SHLSS is part of this Union'_s past, it is most definitely a key to its future. In the rapidly changing world of the. maritime industry, training and education are becoming ever more important. In blunt terms, new members who fail to upgrade their skills can no longer count on remaining employed. Today's trainees will never know the suffering and deprivation that earlier generations of seamen had to experience. But in one respect, today's maritime industry is even harsher and more unforgiving than ever before. Competition for jobs is becoming increasingly more difficult, and any union official who tells you differently is lying. Any union that fails to invest a large part of its time and enegy into educating and training its membership is just not doing its job properly. And what is tru~ for the maritime industry is true for the country as a whole. Any plan to make America more competitive is doomed to failure unless it sets concrete goals for education and training. Unbelievably, President Reagan has submitted to Congress a budget that slashes aid to education. Secretary of Education William Bennett may have gone to college, but the country as a whole would have better off if he had gone to sea. Bennett would then understand the importance of education. Cong. David Price �If ~~~:r~t~==~===::.:r:~=~~~::::::::::~:.::~:::.w:::~-:.~1%w.:;.~~~:E:~-r::::t:t.~. ~~ ... ... : tug/tow I 1ha ge/dre ge ~: L, . . . ·we.~ ,·.,~;·;1 e ·.:·.c;. . '· ••.••-m;;,.;;..,,•• ··'"'""""°·"; In Wilmington, SIU Boatmen Man the Forts In Wilmington, N.C., SIU Inland members crew the tugs of Cape Fear Towing in that busy port city. Pictured above are the crews of the tugs. In Memoriam Andrew Carcich, 88, died July 7. Born in Yugoslavia and a resident of Astoria, Queens, N. Y., Brother Carcich joined the Union in 1963. He sailed in the deck department as a mate. He began sailing in 1939 for the Erie Lackawanna Railroad. Seafarer Carcich is survived by his wife, Mary. Burial was at St. Raymond's Cemetery in the Bronx, N.Y. William Patrick O'Donoghue, 71, died June 22 following a heart attack. Born in Kentucky and a resident of Hardinsburg, Ky., Brother O'Donoghue joined the Union in 1969. He sailed as a first mate for Orgulf Towing. Burial was at St. Romuald Cemetery in Hardinsburg. New Pensioners The following Inland members have retired on pension: Houston Lloyd G. Armantrout Jesse C. Moore Elias Romero New Orleans Silvain Boudoin Joseph L. Ledet Philadelphia Charles V. Bedell Thomas H. Maronski The Fort Fisher is one of the company's tugboats, all named for forts. Dispatchers Report for Inland Waters AUGUST 1-31, 1987 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 .......................... . 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 ... . ....... .... . *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 7 6 35 1 1 4 0 1 0 0 0 10 1 0 66 0 0 0 14 0 0 1 0 3 0 0 3 1 2 0 24 0 0 0 0 0 0 7 0 29 0 0 4 0 2 0 42 0 3 6 53 0 0 1 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 21 0 39 0 62 0 0 0 0 0 0 16 0 0 94 2 1 0 53 0 3 0 67 3 2 2 0 4 4 40 1 1 3 0 11 0 0 3 10 1 0 78 0 0 0 0 14 0 0 0 0 0 0 0 1 0 9 0 0 7 4 4 0 39 7 0 1 0 0 4 0 15 0 27 ENGINE DEPARTMENT 0 0 0 13 0 0 1 0 0 0 0 1 8 0 0 23 0 0 0 9 0 0 0 0 0 0 0 2 4 0 0 15 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 3 0 0 0 9 0 0 0 0 0 4 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 18 0 0 0 0 1 7 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 15 0 0 0 7 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 10 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 28 0 0 9 0 0 0 0 1 0 10 0 0 1 0 0 0 0 0 3 0 0 0 15 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 17 0 0 0 5 0 0 0 0 0 0 0 0 1 0 0 6 0 0 2 0 0 0 0 0 0 2 106 45 47 0 1 0 12 0 0 1 0 0 0 0 0 2 1 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 1 0 0 1 0 10 5 122 71 0 0 2 0 0 0 0 0 0 1 0 0 0 0 1 0 2 0 15 17 2 69 121 65 29 *"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. September 1987 I LOG I 9 �USNS Mercy Master Honored by Bob Borden, PAO, MSCPAC Capt. Richard B. Hosey was recently honored for his achievements with the Military Sealift Command in ceremonies aboard the USNS Mercy where he's currently serving as master. Capt. William T. Dannheim, CQMSCPAC, presented the veteran master with a' 'Certificate of Achievement for Sustained Superior Performance,'' along with a $5,000 check. ''You have displayed extraordinary competence, inspirational leadership, impeccable judgment and the highest sense of personal honor and integrity throughout your career with the Military Sealift Command,'' said Commodore Dannheim in presenting the award to Capt. Hosey. ''Your efforts as a master and as a senior manager ashore have resulted in highly significant improvements in the ability of this command to meet its strategic mission." During a career which spans 35 years with MSCPAC, Capt. Hosey has served as master on 21 different ships. He also served ashore for five years at MSCPAC headquarters as port captain and assistant chief of staff for fleet operations. "Captain Hosey's tour on the Mercy is certainly one of the high points in a distinguished career," said Commodore Dannheim. "The humanitarian cruise to the Philippines and the Southwest Pacific was an extremely high visibility assignment and was carried out in a manner which reflected credit upon the command. Capt. Hosey was the right choice for an exceedingly challenging assignment.'' During the Mercy's cruise, the ship made stops at seven Philippine port cities and three island republics in the Southwest Pacific. In addition to providing medical assistance to over 62,000 persons, the ship routinely hosted senior defense and state department officials, as well as various foreign dignitaries. In brief remarks, Capt. Hosey recounted his cruise aboard the USNS Mercy. "No master can take on the responsibility associated with a ship such as the Mercy,'' said Hosey, "without a fine crew, and I was lucky enough to get good help. You need good people for these types of assignments and we had them on the Mercy." A resident of the Bay Area, Capt. Hosey took a we11-deserved vacation in mid-August. He'll rejoin the ship in late September and remain as master of the vessel through the end of a postshakedown availability which commences in January 1988. American Cormorant Chartered American Automar, Inc. of Washington, D.C., was awarded a firm fixedprice contract for the time charter of the M/V American Cormorant, a U.S.- flag semi-submersible heavy equipment lift vessel. The contract period is for 17 months with two additional 17-month options. Delivery is projected to be between Nov. 25 1987 and Jan. 25, 1988. The M/V American Cormorant will function as a part of the United States Navy's Afloat Prepositioning Force. As such, the Cormorant will be used for prepositioning, transportation and safe stowage of essential war materials that will be used by U.S. forces deployed to forward sites in a contingency. ----A Thoughtful Gift--- At the SIUNA Convention, SIU Vice President Roy "Buck" Mercer (right) presents President Frank Drozak with a portrait painting of him by Leonardo Salcedo. Salcedo, a retired MSTU/SIU member, resides in the Olongapo, Philippine Island area. 10 I LOG I September 1987 Capt. Richard B. Hosey, left, is presented with a "Certificate of Achievement for Sustained Superior Performance" by Capt. William T. Dannheim. Capt. Don Smith, Dead at 54 Capt. Don Smith, an 18-year veteran of MSCPAC, suffered a heart attack Aug. 11 in San Diego aboard the USNS Navajo and died just before he was to turn the ship back over to the ship's permanent master, Capt. Phil Rosten. Capt. Smith was 54. A native of Richmond, Calif., and a 1953 graduate of the California Maritime Academy, Sm~th served two years on active duty with the Navy and received an honorable discharge as a lieutenant (junior grade) in 1955. He sailed commercially for four years, then joined MSTSPAC in 1959. Smith remained with the organization until 1968, sailing mainly on troop ships. He left the command that year to pend the next decade working in the offshore drilling industry, including a tint as first mate and ma ter of the Howard Hughes ship , Glomar Explorer. Smith returned to MSCPAC in 1978 as a first mate and was sailing as master a year later aboard the USNS Ute. Over the- past several years , Capt. Smith served as master of seven MSCPAC vessels. He was skipper of the first MSCPAC TAGOS ship, the USNS Contender, and was master aboard the USNS Indomitable (T-AGOS 7) in July 1986 when the vessel rescued six shipwrecked sailors in the Pacific Ocean. When MSCPAC was given administrative control of the USNS Point Loma last September, Capt. Smith served as the ship's new master until his temporary assignment aboard the USNS Navajo. ''Those of you who served with Capt. Smith," said Capt. W. T. Dannheim in an Aug. 12 message to all MSCP AC ships, ''know that he was an outstanding mariner who will be sorely missed, personally and professionally, by the command.'' Capt. Smith is survived by his wife, Eloise, a resident of Honolulu, Hawaii. USNS Comfort Dedicated in San Diego The second Navy hospital ship, the USNS Comfort (T-AH 20), was dedicated Aug. 15 at National Steel and Shipbuilding Company (NASSCO) in San Diego, Calif. The primary mission of the USNS Comfort, a converted 90,000 DWT tanker, will be to provide full medical upport to the Defense Department's Rapid Deployment Joint Task Force. It will be part of Military Sealift Command' Strategic Sealift Force. As a secondary mi sion, the 894-foot Comfort will provide full hospital service to other government agencies involved in disaster relief. The Comfort will be manned and operated by MSC civilian mariners. The ship will also have a Naval medical contingent on board. The Comfort will be homeported in Baltimore, Md. �USNS SPICA'S Special Delivery The USNS Spica, an MSCPAC logistics ship deployed in the Western Pacific, delivered about 300 tons of materials to rebuild shattered communities on four Micronesian Islands which were declared a disaster area earlier this year by President Reagan. The Spica delivered plywood, concrete mix , prefabricated boards and nails to Fals, Fallalop, Fassaral and Mogmog, smashed by a tropical storm in January. Safety and Health Training After Reagan's declaration, funds from the Federal Emergency Management Agency bought the goods. With Helicopter Detachment 5 from Guam, the Spica carried them to the islands located 350 miles southwest of Guam. Because there are not deep water ports around the islands, two CH-46 Sea Knight helicopters made 200 ship-toshore airlifts. The islands are part of the state of Yap, one of the four federated states of Micronesia. If you don't lift and load the right way-and if you fail to adhere to basic safety precautions in a warehouse-you're likely to become a job injury statistic. To make sure that doesn't happen at MSCPAC, Safety Specialist Alvin Humphrey, right, recently conducted 16 hours of occupational safety and health training to command warehouse employees. Topics included in the course were hazardous material handling, back injury prevention, and sight and hearing conservation. Proudly displaying their certificates of training are (I. to r.) D. Almonte, Herb Barker, Tony Gonzales, Bob Lopez, A. Vasquez, Dave Camacho and Tony Garcia. Procedure Change at MSCPAC MSCPAC Commander, Capt. William T. Dannheim, left, congratulates AB Robert Snyder on his retirement after 43 years of combined government service. Snyder received a plaque from the secretary of the Navy in ceremonies held recently at MSC PAC headquarters in Oakland, Calif. KNOW YOUR RIGHTS A change in procedure for marine employees who are awaiting shipboard assignment at MSCPAC will require that mariners in the MSCPAC Marine Placement and Receiving Branch (POOL) avail themselves at NSC, Building #310 for eight hours each day from 0800-1200, 1230-1630 Monday through Friday. For the past 25 years, mariners who were assigned to the POOL were allowed to leave a little early in order to beat the traffic. Also, it gave members of the MSCPAC staff an opportunity to get out on time, which is KNOW YOUR RIGHTS 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 you; 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 While ths change will ensure an eight-hour day for mariners, it will also require an MSCPAC staff employee to remain on duty to check the mariners out. The SIU will meet with MSCPAC management on this change and keep the membership informed on the outcome. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All memhers should obtain copies of this 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 ohligation by any methods such a · dealing with charges. trials, etc., as well as all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Member5 of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. generally 1600 hours. All of a sudden, some MSCPAC efficiency expert has convinced the "Powers That Be" to extend quitting time for mariners who are idling their time away. EQUAL RIGHTS. All members are guaranteed equal rights in employment and a 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 memher feels that he i'i denied the equal rights to wh.ich he is entitled. he should notify Union headquarters. 11111111111111n1111111n1111111111111111n11111111111111111111111111111111un1111111111111111111111111111111 patrolman or other Union official, in your opinion, fails to protect your contract rights pr-0perly, 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 al. o refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional port . The responsihility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this respon ibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unle s an official Union receipt is given for ame. 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 headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD i a separate segregated fund. Its proceed are u ed to further its object and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD support and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. job discrimination, financial repri al. 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 ahove improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp_Springs, Md. 20746. September 1987 I LOG I 11 �Dliaest of Ships Meetlinas ADONIS (Apex Marine), August 29Chairman B.G. Williams, Secretary Tobe Dansley Jr., Educational Director E. Figueroa. Everything is running smoothly with no beefs or disputed OT reported. The chairman expressed his thanks on behalf of the crew to President Drozak and all the vice presidents for "hanging tough on the new contract talks" and "for saving our few jobs that we do have left in the engine room. " He also encouraged all eligible members to attend upgrading courses at Piney Point. The secretary echoed his feelings, stating that he was glad to see President Drozak fighting the reflagging of the Kuwaiti tankers because "before you know it, we as American seamen won't have any ships left to man." He also stressed the importance of contributing to SPAD. The steward department was given a vote of thanks for a job well done. Next port: Texas City, Texas. ARCHON (Apex Marine), August 16Chairman A. Campbell, Secretary E. Vieira, Steward Delegate Henry Armstrong Jr. No beefs or disputed OT reported. The chairman noted that a telex was received last trip from headquarters informing the Archon that negotiations on the new contract were still under way. The vessel is expected to arrive in port for a payoff within three days if all goes well. A recommendation was made that all persons eating in the crew messhall who are not crewmembers be seated at a separate table in order to make sure there is available seating for crewmembers when they wish to eat. LAWRENCE H. GIANNELLA (Ocean Ships), August 22-Chairman A. Caulder, Secretary Kris Hopkins, Deck Delegate D. A. Clement, Engine Delegate Robert H. Caldwell, Steward Delegate Leon Butler. Some disputed OT was reported in the steward department. A letter was received from headquarters concerning 60-day reliefs. There is also a question as to why relief officers are received foreign but not crew. Next port: Eagle Point, N.J. PFC EUGENE A. OBREGON (V-14/ TC) (Waterman SS Corp./MSC), August ?-Chairman Bill Kratsas, Secretary Lee De Parlier, Educational Director Ronnie Harian. No disputed OT reported. All beefs will be taken up with the boarding patrolman. Charles Clausen, Union rep from Piney Point, held a special ship's meeting relating to OJT credit for UNREP experience as well as the adjustment of transportation time. Brother Clausen also talked about the SMU, and the crew response was favorable. The membership seemed pleased with his representation. The educational director noted that films have been shown covering CPR, UNREP and other MSC activities. He does, in addition, request tapes of the monthly headquarters meetings which could be shared by a number of ships. One suggestion made was that headquarters review the onboard training for accreditation for UNREP endorsement. The vessel has had four UNREPs, and crewmembers feel they are fully qualified for endorsement and suggest the Union train members who have not been exposed to UNREP. The crew also has had more than 200 helicopter operations with "well done" by the Navy. "It shows that hands-on experience works." A collection was taken up for flowers for New Orleans Port Captain Traylor's wife's funeral. They were dispatched with condolences. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Las Palmas, Canary Islands. ROBERT E. LEE (Watennan SS Corp.), August 4-Chairman John W. Kelsoe, Secretary B. Guarino, Educational Director R. Griffin, Deck Delegate Michael Stephen Pell, Engine Delegate C.M. King Jr., Steward Delegate Ramon Jackson. No beefs or disputed OT. One man was taken off ship in Singapore. His replacement is expected to board the vessel in the Suez Canal. The bosun suggested that everyone read the LOG to keep up-to-date on the state of the Union and of the maritime industry. He also stressed the importance of SPAD donations. A suggestion was made that a new rule be established requiring SIU members to test for AIDS when taking their yearly physical exams. A vote of thanks was given to the steward department for a job well done. One minute Port Date Piney Point .............. Monday, October 5 ...... . . . . ... ...... 10:30 New York ............... Tuesday, October 6 ................. . . 10:30 Philadelphia .............. Wednesday, Oct<?ber 7 ....... .... ..... I0:30 Baltimore ................ Thursday. October 8 .................. 10:30 Norfolk ................. Thursday. October 8 ........... . ...... 10:30 Jacksonville .............. Thursday, October 8 . .. ............... 10:30 Algonac ................. Friday, October 9 .................... 10:30 Houston ................. Tuesday, October 13 .................. I0:30 New Orleans ............. Tuesday, October 13 .................. 10:30 Mobile .................. Wednesday, October 14 ............... 10:30 San Francisco ............ Thursday, October 15 ................. 10:30 Wilmington .............. Monday, October 19 .................. 10:30 Seattle .................. Friday, October 23 ................... 10:30 San Juan ................ Thursday. October 8 .................. 10:30 St. Louis ................ Friday, October 16 ................... 10:30 Honolulu ................ Thursday, October 15 .. ............... 10:30 Duluth .................. Wednesday, October 14 ............... 10:30 Jersey City ............... Wednesday, October 21 ............... 10:30 New Bedford ............. Tuesday, October 20 .................. 10:30 of silence was observed in memory of our departed brothers and sisters. Next ports: New York and Norfolk, Va. SAM HOUSTON (Waterman SS Corp.), August 9-Chairman H. Leake, Secretary G.T. Aquino, Educational Director P. Walker. No beefs or disputed OT. The ship's fund was used to purchase a new VCR for the crew's use to tape movies. The bosun read all communications received from headquarters. He also stressed the need for more seafarers to upgrade their skills so that the Union can always have qualified men and women to fill available shipboard jobs. The steward talked about the upcoming national election and stressed the need to try and elect candidates who are for a strong maritime policy. He said to get out and work to support your candidates. "Collectively we are a strong force and should be recognized and treated as such." The steward thanked the crew for helping keep the messroom and pantry clean and wished everyone a good trip and safe voyage. The crew, in turn, gave a unanimous vote of thanks to the steward and his department for a job well done, especially the fine menus. One minute of silence was stood in memory of our departed brothers and STAR OF TEXAS (Seahawk Management), August 15--Chairman W. Cronan, Secretary l.R. Fletcher, Educational Director M. Cole, Deck Delegate Lewis Madara, Engine Delegate Michael J. Coyle. No disputed OT. The chairman noted that it has been a very smooth voyage. Payoff will take place Aug . 17 in Norfolk, Va. At that time the question of pay for four crewmembers in lieu of time off will be referred to the patrolman. Everyone was asked to participate in the political activities of the Union and also to take advantage of the upgrading opportunities at Piney Point. The toasters will be repaired while in port, and the VCR will be replaced at that time as well. A vote of thanks was given to the steward department for a job well done. Next port: Norfolk, Va. Official ships minutes also were received from the following vessels: OVERSEAS BOSTON PHILADELPHIA SEA-LAND LEADER SEA-LAND PRODUCER SPIRIT OF TEXAS The Manulani (Matson) in the port of Honolulu. 12 I LOG I September 1987 a.m. a.m. a.m. a.m. a.m. a.m. a.m. a. m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. sisters. Next ports: Alexandria, Egypt and Newport News, Va. Sailing into Honolulu The SIU-contracted T -AGOS vessel USNS Assertive was recently photographed in the Honolulu shipyard. Deep Sea Lakes, Inland Waters The Charles L. Brown ties up at the pier in Honolulu. �SIUNA Looks to Future with Hope and New Programs Drozak Proposes New Structure To Meet Challenges of 1990s fb:·.,: : : : :, -: SIUNA President Frank Drozak opened the convention with a call for "a new effort" to meet the challenges of the 1990s and beyond. AFL-CIO President Lane Kirkland 'There Will Always Be a Need For a Strong Labor Moveinent' After thanking the SIU for its strong support and outlining recent AFL-CIO victories involving the air traffic controllers and Coors Beer. Lane Kirkland launched into a spirited defense of the labor movement and the American-flag merchant marine. Kirkland summed up the entire tone of the convention when he addressed the administration's decision to reflag 11 Kuwaiti tankers. ··we are not just reflagging ships in the Persian Gulf," he said, .. we are reflagging the American economy.'' At the close of his speech, Kirkland presented SIUNA President Frank Drozak with a replica of a bust of George Meany. The original bust had been commissioned for the recentlyopened archives at the George Meany Center in Silver Spring, Md. Following are excerpts from Kirkland's address to the convention: .. What labor's detractors never seem to understand is that there will always be a need for unions to give a voice to workers' aspirations and to defend and advance their standard of living. 'The shortage of good jobs, the rise of unfair foreign competition, the illconceived rush to deregulation, the deterioration of our infrastructure, and the emergence of a predatory class of corporate raiders who leave their victims debt-ridden shells of their former selves-all of these forces today threaten the American standard of living. "In the 1986 elections, which changed control of the U.S. Senate, we served notice that union votes and volunteers are still a force to be reckoned with. ••In this session of Congress, labor has done a lot to protect the rights of workers, but our most important legislative success has come on the issue of trade, where we not only got a bill with teeth in it through the House, but we also won provisions in the Senate on plant-closings. 'The trade deficit is just one more piece of evidence in the indictment against the current administration's mismanagement of the federal government ... Having taken on a staggering load of debt, the executive branch has no plan except to sell off the family silver and cut back on services to the people. "We are not just reflagging ships in the Persian Gulf, we are reflagging the American economy. It is a sad day (Continued on Page 14.) Piney Point, Md. . . . Faced with a growing crisis in America's maritime and industrial sectors, delegates to the 1987 Triennial Convention of the Seafarers International Union of North America took steps that will lead to the restructuring of the 49-year-old trade union to meet the challenges of today's economic realities. Acting on the unanimous recommendation of the SIUN A Executive Board, the delegates voted to form a special committee which would examine the international' s present structure with the specific goal of streamlining operations, reducing costs and maintaining the international' s unblemished record of protecting the job security of its members. In discussing the proposed restructuring, SIUN A President Frank Drozak noted the many changes that have engulfed the American economy and the world marketplace, and the "remarkable ability" of "the SIUNA specifically, and much of the labor movement generally . . . to adapt as the circumstances warrant.'' The special committee is scheduled to present its findings before Aug. 31, 1988, after which time a special convention will be called to vote on its recommendations. The special committee will be chaired by SIUN A President Frank Drozak and will include Secretary-Treasurer Joseph DiGiorgio and the following SIUNA vice presidents: Henry "Whitey,., Disley, Paul Dempster, Nicanor Rios, George Beltz, Jack Tarantino, Gilbert Gauthier, Roman Gralewicz, Mike Sacco, Mark Coles and Roy "Buck" Mercer. The 300 delegates who attended the convention represented 80,000 workers from 18 affiliated unions. They met to assess the developments that have occurred since the last convention, and to come up with a five-year program to promote the job security of their members. The delegates expressed confidence in the strong leadership provided by SIUNA President Frank Drozak and Secretary-Treasurer Joseph DiGiorgio by re-electing them by acclamation. It was Drozak' s second full term and DiGiorgio's sixth. Re-elected unanimously to the SIUNA Executive Board were Vice Presidents Robert Abata, George Beltz, Jack Caffey, Mark Coles, Paul Dempster, Henry "Whitey" Disley, Steve Edney, John Fay, Gilbert Gauthier, Roman Gralewicz, Conrado Hernandez, Roy "Buck" Mercer, George McCartney, Nicanor Rios, Michael Sacco and Jack Tarantino. Also elected at the convention were two new vice presidents, Augie Tellez and Don Anderson. Reftagging the U.S. Speaking on the third and final day of the convention, AFL-CIO President Lane Kirkland summed up the mood of the delegates when he castigated the administration's decision to re flag 11 Kuwaiti tankers. "The administration is not just reflagging ships in the Persian Gulf," said Kirkland, "it is reflagging the American economy.'' The delegates acted on 60 resolutions covering a wide range of issues, including three which are currently the focus of the SIUNA's legislative efforts: the reflagging of the 11 Kuwaiti tankers; the ongoing free trade discussions between the United States and Canada, and this nation's growing trade deficit. Repeated references were made to the conservative, anti-labor mood that has dominated this country over the past three years and the threats that have arisen to the viability of maritime and other basic American industries. Drozak stressed in his keynote address that 1988 will be an election year and that organized labor could make a comeback if union members made a special effort to become politically involved. Many of the guest speakers who addressed the convention noted that the political climate in this country was already changing, and that the time was ripe for labor and maritime to play an important role in setting this nation's social and economic agenda. SMU Reports Progress Representatives from the newlyformed Seafarers Maritime Union sent delegates to the convention. Reporting on the progress of the new affiliate, Jerry Joseph said that SMU gives licensed and unlicensed seamen a chance to protect their job security. ''The new union is a joint effort between District 2-MEBA and the SIUAGLIWD. It now represents seamen on five vessels . . . and expects to grow considerably." The report submitted by Joseph was accepted by a near-unanimous vote of the convention, with only delegates from the Sailors Union of the Pacific dissenting. New Film Previewed AFL-CIO President Lane Kirkland deplored the reflagging of Kuwait ships, and the rise of unfair foreign competition. One of the high points of the convention occurred at the end of the second day, when the delegates saw the premiere of a new film. (Continued on Page 14.) September 1987ILOGI13 �Drozak Accepts Meany Meinorial Bendey Points Out "30 Years of AFL-CIO President Lane Kirkland presented SI UN A President Frank Drozak with a bust of George Meany. The original was created by Bob Burke, who is one of this nation's most eminent sculptors. The work wa commissioned by the AFL-CIO to commemorate the opening of the George Meany Archives, which opened recently at the AFLCIO 's Labor Study Center in Silver Spring, Md. Tl's Henry Says: Government Is Missing Partner In introducing James Henry to the delegates, SIUNA President Frank Drozak said that Henry and the organization he heads, the Transportation Institute, were living proof ''that when it comes to promoting the maritime industry, management and labor can put aside their differences." base . . . We need to en ure skilled manpower for the next century. Brol~en Delegates to the SIUNA Convention gave Helen Bentley (R-Md.) a standing ovation when she entered the hall. They were aware of her long support of the maritime industry. As a reporter on The Baltimore Sun, she was one of the country's leading maritime journalists. Named Federal Maritime Commissioner during the Nixon administration, she fought for enactment of promotional programs which led directly to the construction of nearly 100 American-flag vessels. She looks on her tour of duty in the Nixon administration with pride, e pecially since it was ' 'the only administration since the end of World War II to do anything constructive for the American-flag merchant marine." A Republican, Bentley was elected to the House of Representatives from a heavily Democratic district in Baltimore on the strength of her wellknown commitment to the maritime industry. She has achieved a solid record of accomplishments during her first four years in Congress, especially in the area of cargo preference and fair trade. Earlier this year, she was singled out by The Baltimore Sun for her tireless efforts on behalf of the port of Baltimore. Following are excerpts from her remarks to the convention: ''It felt good to walk into this room and see these signs calling for fair trade and renewal of the maritime industry. They represent a lot of what I've been fighting for these past two- Pronllses" and-a-half years in Congress and before. "I've been here a long time ... Thirty-seven years ago when I started to cover congressional hearings in D. C., the story was the same: the lament of the decline of the American-flag merchant marine. "When I was elected to Congress in 1984, I was not surprised to hear the same refrain . . . ''We need a national maritime policy" ... "Maritime is facing the worst depression of the post war era. There's been 30 years of broken promises by five administrations. Only one did something, and that was the administration in which I served, the Nixon administration. It did not give us cargo, but it gave us ships. It was the only one since World War II to take us seriously. "We've had 11 new tankers added to the U.S. flag, but that's not good. The U.S. has become a flag of convenience. ''Cargo is at the heart of our maritime program. I've led the fight on cargo preference laws. I thought that we should get some cargoes due to us by law. "I've studied the cargo preference violations. The most disturbing thing is the attitude of certain bureaucrats. I am astonished by their indifference. Their animosity toward the maritime industry . . . is so entrenched as to be almost institutional in nature. "I've often said that we need a U.S. desk at the State Department.'' Thanking Henry for the work he has done on behalf of the industry, and congratulating him on his recent appointment as president of the Transportation Institute, Drozak stressed that the future of the maritime industry would be decided in the halls of Congress and in the offices of the federal agencies. Following are excerpts from Henry's address to the convention: Management, labor and government: we need all three. Lose one element and an industry's health declines. In maritime, one element is missing: government. Contrary to popular belief, the administration ha a maritime program-it is to put maritime completely out of business and put American seamen on the beach. We need to look to the future. We in maritime need to call the shots ... on this nation's maritime policy. There are answers to our shrinking maritime Rep. Helen Bentley told delegates that "Maritime is facing the worst depression in more than 30 years." At left is SIUNA Secretary-Treasurer Joe DiGiorgio, and at right is Legislative Director Frank Pecquex. SIUNA Looks to the Future James L. Henry U.S. Needs Strong Labor Movelllent (Continued from Page 13.) indeed when the Stars and Stripe has become a flag of convenience. "It is not as if there are no American ships or seamen to do the job. More than 40 tankers in our own fleet are available to transport oil from Kuwait-and their crews are the best trained mariners in the world becau e many of them would have come from the Harry Lundeberg School. 'The administration has pent billions of dollars on exotic weaponry, but they are leaving us without the ships to carry men and guns and tanks to the trouble spots of the real world. "The U.S. has lost more than 160 14 I LOG I September 1987 ships ince President Reagan as urned office ... The Soviet fleet' 7 ,000 ves els rank second to Liberia. But unlike Liberia, many of tho e Soviet ships can easily be converted to military u e. ''As the election year of 1988 approache , we have a golden opportunity to help bring about a ba ic change in our national cour e. To that end, we have launched our Democracy at Work project. ''As long as this country remains a democracy, we intend to see that labor's votes are counted, that labor's voice is heard, and that labor's views are heeded.'' (Continued from Page 13.) Entitled On Our Watch, the 55minute film was a moving synopsis of the history of the maritime industry from the early fight for civil rights to the industry's current life-and-death truggle to stay afloat in an era of government cutbacks and foreign competition. The film is now being edited and will be made available to promote the economic and legislative goals of our Union. Taken as a whole, survival was the unofficial theme of the convention. In hundreds of different way , the delegates and peakers at the convention were asking the same question: How do labor unions protect the job security of their membership in an era of increasing foreign competition? "A we search for creative, flexible re ponses to the challenges of today and tomorrow," said Drozak, "we must never lo e sight of the values and traditions on which our Labor Movement was built . . . We gain strength from our unity of purpose and the application of democratic trade union principles." The 1987 SIUNA Convention, held at the Seafarers Harry Lundeberg School in Piney Point, Md., came at an historic time in the history of the maritime industry. This year marks the 50th anniverary of the NMU; 1988 will mark the 50th anniversary of the SIUNA. As if to underscore that point, the pictures of Harry Lundeberg, Paul Hall and Andrew Furuseth gazed down upon the delegates as they pondered a course of action for the coming years. Delegates voted to amend the SIUNA Constitution and to hold conventions every five years instead of every three years. The next SIUNA Convention will be held in 1992. �Free Trade Talks, Canada Pact is No Place For Maritillle Issues The 1987 Triennial Convention of the SIUNA gave the leaders of two major maritime unions in the United States and Canada a chance to fashion ajoint statement on the proposed U.S.Canada Free Trade Pact. Frank Drozak, president of the SIUNA, and Roman Gralewicz, president of the SIU of Canada, issued letters to U.S. President Ronald Reagan and Canadian Prime Minister Brian Mulroney stating that American and Canadian programs are being "needlessly placed in jeopardy'' by the two countries' rush to complete a free trade agreement. In their letters, Drozak and Gralewicz urged that maritime issues be removed from current trade negotiations. "The complex nature of the maritime industry,'' said the two labor leaders, "and its relationship -to the security of both nations and the collective security of the western alliance, is neither understood nor appreciated by those charged with negotiating the agreement. Referring to the failure of both the Mulroney and Reagan administrations to ask for input from the representatives of their respective maritime industries, Drozak and Gralewicz said, ''Those with proper expertise to gauge the implications of altering existing policy are unfortunately removed from the process." D-2's Joseph Explains SMU Will GrowProvide Opportunity For All Seafarers Jerry Joseph, a vice-president of District 2-Marine Engineers Beneficial Association, is also an official of the new Seafarers Maritime Union. He presented SMU' s committee report to the SIUNA Convention. Following are excerpts from his remarks. "Late last year, the SIU-AGLIWD issued a charter to the Seafarers Maritime Union, the SMU, which is the result of a cooperative joint effort between the SIU and District 2-MEBA. "SMU is designed to meet the challenges of the ever-facing job opportunities in our maritime industry, and to guarantee that the SIU and District 2 will continue as an active participant in the U.S. industry. "Presently, SMU represents all shipboard seafarers working aboard five deep-sea vessels and 28 inland water vessels. SMU expects that in the months to come the number will grow. "SMU was conceived in good faith and is a joint effort to revitalize job opportunities on a long-term basis to members of our community. It preserves the jobs that each partner holds for its members while building a competitive work force. "SMU will not enter into any agreement with anyone which will cause existing SIU or District 2 contracted companies to be non-competitive. SMU is making possible long talked-about concepts such as the opportunity for unlicensed seamen to become officers SIUNA Frank Drozak opens convention with a call for "a new organization to meet new challenges." From left are Jean Ingrao, executive secretary-treasurer of the AFL-CIO Maritime Trades Department; Drozak; SIUNA General Counsel Howard Schulman; SIUNA Secretary-Treasurer Joe DiGiorgio and Legislative Director Frank Pecquex. Drozak Ready for Grassroots Action Trade Bill and 88 Election Top SIU Priorities SIUN A President Frank Drozak focused on issues that affect job security while chairing the 1987 Triennial SIUNA Convention. Discussing the decline of both the American-flag merchant marine and this country's industrial base, President Drozak pledged to intensify his efforts to secure a trade bill that would reverse the drain of American economy. ''Trade is shaping up as the single most important issue of the IOOth Congress," he said. Drozak detailed the reflagging of the 11 Kuwaiti tankers, the ongoing free trade talks between the United States and Canada and the importance of political activity. He praised the SIUNA's grassroots political efforts and said, "In 1988, I hope that we in the Labor Movement can select and support a candidate who believes in our ideas." While Drozak said that the new political climate and the upcoming elections offered hope for some kind of economic renewal, he did not pull his punches about the problems that the working people of thi country still face. In maritime, for instance, most American-flag companies are in "a life-and-death struggle for survival," he said. An important topic of discussion at the convention was the formation of a new SIUN A affiliate, the Seafarers Maritime Union (SMU). Drozak emphasized that SMU offered unlicensed seamen a "very real opportunity" to protect their job security. The two determining factors in the formation of SMU, he said, were the promotional cutbacks authorized by the Reagan administration, which have jeopardized the very existence of an American-flag merchant marine, and the attacks that the licensed unions have made on the jurisdictional rights of unlicensed unions. "Is it not right for us to make an attempt to protect our own jurisdiction?" asked Drozak. The SIUAGLIWD was forced to respond to ongoing efforts by the MM&P and District 1-MEBA to form their own top-to-bottom organizations. If the SIU- AGLIWD did not respond, he said, then the job security of its membership would have been compromised, if not lost entirely. As for criticism of SMU by other unlicensed organizations, Drozak had these things to ay. "We believe that you have to look at what has happened in the industry. Since 1960, unlicensed seamen have had to bear the brunt of manning reductions and wage cutbacks. ''Is that fair?'' he asked as he noted the growing disparity between licensed and unlicensed wages. What SMU does, said Drozak, is to give unlicensed seamen a chance to make a meaningful career in the maritime industry, with the opportunity to go all the way to the top. Now that manning reductions have reduced job opportunities for all seamen, this is an important consideration. Ake Selander and Frank Drozak discuss problems of "open registries." '• Jerry Joseph without changing unions and without losing benefits. It also provides permanent jobs for all ratings, which stabilizes the work force. ''During our brief history there have been numerous shipboard promotions from unlicensed to licensed positions. SMU has its own constitution, shipping rules and all other assets of a bona fide labor organization. "Our contract provides permanent jobs ... I feel strongly that SMU is the right way to go to preserve for the SIU that which is theirs and for District 2 that which is theirs." ITF Fights Open Flags Ake Selander, assistant general secretary, International Transport Workers Federation, has dedicated his life to improving the working conditions of seamen worldwide. He views open-flag registries as a threat to that security and has lobbied against them. In addition, he has led the international fight against the reflagging of the 11 Kuwaiti tankers. Following are excerpts from his address to the convemion: "The SIU has always been held in good terms at the ITF . . . You are known for your leaders-Paul Hall, Bull Shephard, and now Frank Drozak ''There has been a tremendous growth in the flag-of-convenience fleets ... Not only do they not honor the flag, they mock it ... ''Texaco has a Liberian-flagged vessel carrying oil for Iran . . . and there are Swedish-owned but foreign-flagged companies carrying goods to South Africa even though Sweden forbids it. "The picture is dismal for all maritime companies . . . The bottom line is this: We in the ITF need you and you need us." September 1987 I LOG I 15 �cenes from t (Left to right) John Crivello, Walter Smith, Patricia Smith, Phyllis Orlando, Mike Orlando, Terry Hoinsky, and Clem Pasquarella (Terry's nephew). The culinary staff at the Seafarers Harry them crewmembers on the S.S. Independen job in serving the nearly 300 delegates and Thomasson, Hedley Harnum, Roman (From left) Betty Smith, Margaret Slay, James Slay, and waitress Linda Wathen. Fisherman's Union: (From left) Jack and Mrs. Tarantino, Jo Hoinsky, and Mike Bono. ,:~... ~,. United Industrial Workers: (From left) Edward Dale, Delbert Zwolle, David Morgan, Amos Peters and Cuthbert Jones, with waitress Sharon Eglinton. 16 I LOG I September 1987 Behind-the-Scenes-Team-That-Made-the-Convention-Run: (Fro Brown, Edwin Schmidt, Maria Schmidt, and Marna Wattenb �0 • ventw Kathleen Adams and Tom Doran. Lundeberg School of Seamanship, many of ce and S.S. Constitution, did an outstanding ~uests who attended the SIUNA Convention. n and Josephine Crivello, Mike and Phyllis Orlando, Terry "~.. lit~\ Headquarters and New York were represented by (from left) Tom Soresi, "Red" Campbell, Marie Campbell, Kathy Horn, and Eddie Doruth. left) Jean lngrao, Joanne Herrlein, Einar Petursson, Frances rg. Headquarters Staff: (From left) Augie Tellez, Keri Knight, Mike Neumann, Joyce Sanford, Brian Doherty, and Deborah Porter. September 1987 I LOG I 17 -...... �- -..... Rep. Ed Feighan Tells Delegates Mike Sacco Explains SIU Has Clout on Capitol Hill Lack of Cargo Hurts Inland One of the labor's closest friends in Congress, Rep. Edward Feighan (DOhio) has been a leading supporter of the American-flag merchant marine. Praising the SIU for its hard work and leadership, Feighan gave a brief rundown on the issues that confront the maritime industry. Here are some excerpts from his address: ''Thanks to the work of people like Frank Drozak, Marianne Rogers, and my hometown SIU representative, Marty Vittardi, the Seafarers have been heard in the halls of Congress. Make no mistake about it: Congress stands behind the Seafarers. ''Congratulations on the recent ruling of the U.S. District Court regarding World War II benefits . . . Without a strong and brave merchant marine, we wouldn't have won World War SIUNA Vice President Mike Sacco delivered the report on the Inland Boatmen's Organization and Grievance Committee. What follow are highlights from his report. "Since our last triennial convention, the inland tug and barge indu try has weathered through a recession of profound dimensions. Many factors have contributed to this decline. However, they all share a common denominator-lack of cargo. "Despite the general downturn in the industry, our Union has grown to protect our membership. One example of this success is the Louisiana-based Orgulf Transport Company which increased the number of its vessel from three to 19 since the last convention. Crescent Towing has also expanded, and the SIU banner can now be seen in Pensacola, Fla. , where Admiral Towing provides services for the U.S. Navy. "In addition to aggressively seizing the opportunity to expand , the SIU has fought to preserve existing markets. When ... Radcliff Materials was challenged by environmental interests in an attempt to suspend their shell dredging permits in Louisiana and Alabama, the SIU successfully marshalled its forces at the state level to preserve the dredging permits. "Despite all our uccesses, this Union still has to fight to protect our legal right against ome anti-union tug operators. SIUNA Vice President Augustin Tellez reports to the convention on the state of the SIU's A&G District. Tellez, who was elected vice president at the convention, is located in the Camp Springs' headquarters building when he is not on the road directing the Union's servicing teams, and meeting with members of the Seafarers Maritime Union. Congressman Feighan poses with Frank Drozak following his address to the convention. II ... or ... have fed a starving Europe after the War ... or have been a leader of the Free World. "Today's threats are more subtle than the ones we faced in World War II , but the long-term effects may be just as severe. I don' t have to tell you about the harm that unfair foreign competition visits on American workers and their families. ' 'This week negotiators from the U.S. and Canada are itting down to draft a free trade agreement, and their re ults must be submitted to Congress by Oct. 5 ... Even though my district on the shores of Lake Erie is one of the few areas of the country that actually has a trade surplus with Canada ... I'm not willing to support an agreement that sells the Seafarers down the river. ''A Free Trade Pact sounds like a neighborly idea, but in practice it would decimate our own Jones Act fleet and give Canadian shippers unprecedented access to our $10 billion domestic maritime market ... Once the free trade agreement is put on the table, all of our current maritime programs could be put into serious jeopardy.'' New V.P. Anderson Reports Fishing Industry Faces Crisis The SIUN A represents workers from a wide range of industries, from seamen and dockside workers to sugar workers, professionals and service and industrial employees. Maritime is not the only industry to suffer since the last SIUNA Convention. Another such industry is the fishing and fish cannery industry. Don Anderson 18 I LOG I September 1987 Don Anderson, port agent in Wilmington, Calif., and a newly-elected SIUNA vice president, read the committee report on the fishing and fish cannery industry. Here are some excerpts: "There has been a ubstantial decline in the Pacific tuna industry since our last convention. Thousands of skilled American workers have been di placed ... "In New Bedford, the SIUNA was forced into a strike action in 1985. The Union was able to sign up 60 percent of the fishing vessels ... and activities continue." But many problems confront U.S. fishermen .... "Canadian fish are flooding the market, and the auction house in New Bedford is inadequate. American fish products are required by law to undergo two fish inspections, but foreign-caught fish are not. "We need congressional action to correct the many problems we face: unequal tuna tariffs, loopholes which allow foreign fish processing ves els in the American trade, prohibitive liability insurance rates, and the high accident rate onboard American-flag vessels." Mike Sacco "Our battle are not restricted to the courts. The SIU is fighting in the halls of Congress in regards to a number of issues including the imposition of user fees for Coa t Guard services. " The SIU was also involved in the fight to get the Water Resources Development Act of 1986 signed into law. (And) like the deep-sea industry, mililtary work is a vital element to our survival. "The SIU has devoted substantial resources to in ure that we 'II continue to be able to supply properly trained seamen to the branches of the military." Rep. Joe Gaydos Calls Fleet "Small and Inadequate" Rep. Joseph Gaydos (D-Pa.) devoted much of his address to the convention to analyzing the nation's growing trade deficits and the disastrous effect they are having on basic American industries. A leading member of the Congressional Steel Caucus, Gaydos aid that maritime and steel are f&cing similar problems: closed markets, heavily subsidized foreign competitors, an indifferent administration. A close friend of the SIUN A, he said that the administration needs to reaffirm its support of the 1936 Merchant Marine Act. He admoni hed the administration for its refiagging of the 11 Kuwaiti tankers, and said that maritime must be taken off the bargaining table at the free trade negotiations between the United States and Canada. Following are excerpts from his speech: "In 1976 there were 450,000 teel jobs and 22, 700 maritime jobs. In 1987, there were only 120,000 steel jobs and 14,300 maritime jobs ... "The number of ships has declined from 521 just six years ago to 364 today ... Part of the decline i due to unfair trade. Part is also due to our failure to come up with a comprehenive industrial program ... "Forty-five countrie reserve cargo ... Our major trading partners have subsidies , tax advantages, protective measures .... "There are at least a dozen maritime bills before Congress this session . . . Many in the House just don't understand the link between strong, ba ic industries and American defense ... ' 'The administrationjust doesn't understand the importance of the merchant marine ... or the 1936 Merchant Marine Act ... Our small, inadequate merchant fleet is not capable of sustaining us in time of war." President Drozak ponders the remarks of Congressman Gaydos. �". . . It is a sad day indeed when the Stars and Stripes has become a flag of convenrence . . . " Lane Kirkland Barber's ohert Pouch 'SIU Is Connnitted to Professionalisin' In introducing Robert Pouch , president of Barber Steamship Line, SIUNA President Drozak said that the young executive " brings new blood to maritime in the United States.'' As president Barber Steamship Lines . Pouch represents one of the few bu 'nessmen willing to invest new money into the American-flag merchant marine. That may be due to the fact that he is something of an anomaly in today's busines world: he has actually worked onboard a vessel, which gives him a commitment that many of today's corporate executives do not have. Pouch explored the present condition of the American-flag merchant marine in a thoughtful, considered address to the convention. "What we [at Barber Steamship] have done over the last two years," he said, "is to de11elop a new entry into the American-flag shipping industry. Following are excerpts from his remarks: "If we are going to be in it for the fight to be successful , we have got to get rid of what I call stereotyped views of shipping, and I have seen it in mangement . . . in . . . board of directors ... in investors. [And] I have seen it in government ... in bankers . . . and even shareholders. That is ... in my experience having been a seafarer and having had to persuade people to invest large sums of money in shipping, is that everyone ... looks at the ship as the whole package. " I just want to tell you that Barber Ship Management has a different approach. Our system has been built on the assumption that our people are the true products that we have to offer in the marketplace. "In today's very competitive environment, our product is based on professionalism and an efficient squared-away operation ... Our customers appreciate good performance, and that is exactly what we're going to give them. ''This . . . policy really requires that every single person in our system, whether they work afloat or ashore, is aware of and understands these objectives. "People are really at the heart of our system and I can really see and I can feel the SIU' s commitment to training, to education and to professionalism. It must have taken an enormous amount of planning and energy for people like Paul Hall, Earl Shephard, Frank Mongelli and Paul and Frank Drozak to bring the Harry Lundeberg School here from a dream into reality. ' ' Robert ouch, president of Barber Steamship Line, praised SIU's "commitment to training, to education, to professionalism." Melvin ff. Pelfrey, MEBA District 2 executive vice president for the Great Lakes, talks with Minnesota Attorney General Hubert H. Humphrey III following Humphrey's address to the convention. - Hubert H. Humphrey III "The Blaine for MaritL"llle's Decline Does Not Rest With The \lrorkers" The current attorney general for the state of Minnesota, Hubert H. Humphrey III carries a distinguished family name. His father was one of this country's leading voices for progressive reform. If the SIU has its way , the Senate will once again include the distinguished Humphrey name among its r ter of member . In hi peech at the SIUNA Convention, Humphrey announced he was going to run for the Senate next year and addressed his strong belief that the American people have begun to realize the important role that the federal government can play in promoting the common good. What follows are excerpts from his address: ''The Seafarers Union has for decades been one of the most politically active unions in this country. Your leaders have not only ably represented workers in the maritime industry, but you've also done more than anyone else could have to help working people throughout this country. ''After six-and-a-half long years, the American people are starting to realize that the current administration is both intellectually and morally bankrupt. I think we could also say financially they are not doing too well either, whether it's debt or a deficit or trade imbalance that unfortunately seems to be setting records all too often. ''They talk about national defense and American jobs. But then they set up shell corporations so they reftag Kuwaiti tankers without putting American seamen onboard or complying with American regulations. And they talk about democracy while they run a secret government in the White House basement, accountable to no one ... "Thirty years ago, U .S.-flag vessels tran ported 60 perent of this nation's foreign commerce. Now , today they carry less than 5 percent. " The SIU has led the way in reducing labor costs in the American shipping industry and has done more of its share to eliminate the unnecessary manning requirements to make the ships run in an efficient manner as possible. The blame for maritime' s decline does not rest with the workers. It rests with an administration that does not care about working people. "I say that our national security depends on a strong national economy-and a strong national economy based on well-trained, fully paid, fully employed working people. "What it really comes down to is, we've got to rebuild America. We've got to start putting our money back into something that returns something back to us . . . If you want to talk about being competitive and being productive, you'd better be able to get the product to where it's supposed to be delivered, whether it's on the ships or whether it's on the roads." Newly-elected officers and executive board of SIUNA take their oaths of office to begin their new five-year terms of office. The new officers are Frank Drozak, president; Joseph DiGiorgio, secretary-treasurc:c; and Vice Presidents Robert Abata, Don Anderson, George Beltz, Jack Caffey, Mark Coles, Paul Dempster, Henry Disley, Steve Edney, John Fa • Gilbert Gauthier, Roman Gralewicz, Conrado Hernandez, Roy "Buck" Mercer, George McCartney, Nicanor Rios, Michael Sacco, Jack Tarantino and Augustin Tellez. September 1987 I LOG I 19 �SIUNA Adopts Resolutions to Protect Workers Maritime Policy - The delegates to the convention support the enactment of programs to provide for an efficient and modem merchant fleet capable of meeting America's economic and security needs. These needs include an adequate pool of welltrained men and women who can be employed on commercial vessels and who will be available to assist the armed services in time of war or national emergency. National policies should be enacted that will ensure that American-flag carriers transport a significant share of the international commerce generated by the American economy. Therefore, the delegates to the convention will push vigorously for development and adoption of a comprehensive, long-range maritime policy. Any such policy shall include a reform of the subsidy program under which the merchant fleet operates, especially since no new subsidies have been authorized. Since the present administration took power, the American-flag merchant marine has declined precipitously. There is now a critical need for the renewal of the operating subsidy program to encourage the long-term revitalization of the U .S.-flag fleet. It is clear that America's present maritime policy is failing because of changes in international trade and cutbacks in subsidy programs for U.S. operators. The United States is being deprived of the resources that it needs to remain a viable power-oil, steel, a basic manufacturing capability, commercial shipping. If these national assets are critical to us in times of war, should thi country not have some kind of minimum resource in times of peace? The delegates therefore will work toward the enactment of a comprehensive national industrial policy which will ensure that this country maintains it economic viability. The Jones Act Since 1920, the Jones Act has been the foundation of domestic maritime policy. For 67 years, the U.S.-flag, Jones Act fleet has provided reliable, costeffective, waterborne transport for a wide range of carriers while simultaneously providing essential national security benefits. According to the Joint Chiefs of Staff, the majority of militarily-useful tankers in the U.S. merchant marine sail in the coastwise trades. Despite this fact, the domestic cargo trades are continually threatened by those who would gut the Jones Act. Legislation has been introduced in Congress to repeal or weaken the Jones Act. Federal agencies often fail to implement the law. Accordingly, the 1987 Triennial Convention of the SIUNA urges Congress and the administration to forcefully reaffirm the integrity of the Jones Act and move expeditiously to close any and all loopholes, and to avoid unwarranted interpretation which will allow evasion of the Act. Reflagging of Kuwaiti Tankers Although the interests of the United States in the Persian Gulf are vital to the nation's security, and protection of neutral shipping is an important goal, the methods adopted to protect the flow of Kuwaiti oil are questionable. Important safety and inspection requirements were waived for the Kuwaiti tankers. In addition, in authorizing the reflagging of the Kuwaiti tankers, the administration ignored longstanding laws and policies that require U.S. citizen crews on U.S. flag-vessels. The willingness to ignore the requirements for flying the U.S. flag by the administration will certainly cause serious safety and national security problems in the future. Accordingly, the delegates to the 1987 SIUNA Triennial Convention object to the reflagging of the 11 Kuwaiti tankers. Ken Conklin, vice president of the Seafarers Harry Lundeberg School of Seamanship, welcomed delegates to the convention. Health Care For nearly 30 years this country endeavored to make quality, affordable health care a reality for every American. In recent years, however, Americans have witnessed the steady erosion in much of this progress. Severe budgetary contraints instituted by the Reagan administration have crippled these health programs, as has an increasing resistance on the part of many employers to provide health care benefits to employees. Another problem currently facing Americans is the escalating costs of medical care. At a time when 37 million Americans have no health care coverage, this is very serious indeed. This country is in need of major changes in its health care system. The delegates to this convention strongly support measures for the restoration of coverage for those who have lost Medicaid and Medicare eligibility due to budget cuts; requirements that employers, as a condition of doing business, provide a minimum package of specified health care benefits to all workers and their dependents; cost containment measures which would provide acrossthe-board health care controls, and catastrophic health care protection which includes long-term care for the chronically ill-until such time as the enactment of a universal comprehensive national health insurance becomes a realty. Veterans' Benefits National Economy and Industrial Policy During the past several years, the U.S. economy has experienced record trade deficits, an unprecedented string of budget deficits, unemployment rates stuck at historically high levels during a period of expansion, and wave after wave of mergers, hostile take-overs and manipulation of the financial markets. This kink of economic turmoil has been accelerated by a national economic policy of nonintervention by federal policy makers. The result has been an abdication of responsibility for the long-term survival of our economy. The contributions made by merchant seamen to the national defense of this country cannot be overstated, especially during World War II, when merchant seamen suffered the second highest casualty rate of all U.S. service forces. Despite this, there has been no G.I. Bill, no honors and little recognition of their sacrifices. Once again, legislation has been introduced in the Congress which would be a significant step toward correcting this inequity. The delegates wholeheartedly support these efforts to provide merchant seamen who have risked their lives for the welfare of this country with veterans' benefits to which they are so deserving. U.S. Canada Free Trade SIUNA Legislative Director Frank Pecquex urges delegates to study the problems and to support the legislative goals of their Union. 20 I LOG I September 1987 The trading relationship between the United States and Canada is the largest in the world. Both nations currently are involved in the closed negotiations of what is referred to as the U.S.-Canada Free Trade Agreement (FTA). The treaty is being negotiated pursuant to "fast track" authority, meaning that once the president signs it, the Senate may then either approve or disapprove it without any changes. Negotiations are reaching a critical stage. The disturbing possibility exists that maritime is being placed on the table as a bargaining chip. The SIUNA believes that U.S. maritime policies and promotional programs serve national security and domestic transportation needs, and that the laws of neither country should be jeopardized. The delegates to this convention, who represent workers in both Canada and the U.S., call on the removal of maritime promotional programs from the bargaining table of the Canadian Free Trade Agreement. �SIUNA Accepts Challenges of 1990's and Beyond Great Lakes Maritime Industry The Great Lakes/St. Lawrence Seaway System, which extends 2,400 miles into the heartland of the continent, represents a significant yet underutilized re ource to our nation's maritime policy. AJthough prospects for the Great Lakes/Seaway System appear to be on the up wing due to increasing grain shipments, the Great Lakes maritime industry has historically suffered from declines in cargo tonnage, a diminished Great Lakes fleet, reduced maritime employment opportunitie and ever increasing user fees. Moreover, this water is rapidly becoming dominated by foreign-flag vessels. The delegates to this convention urge the adminstration to increase U.S.flag vessel service and employm~nt opportunities on the Great Lakes and St. Lawrence Seaway System by reducing imports and expanding exports on U.S.-flag vessels. They also urge the governments of Canada and the United States to puruse all measure that will reduce costs to users of the Great Lakes/ St. Lawrence Seaway System in order to enhance the attractiveness and usage of that system, or to refrain from enacting laws or implementing policies that will not divert cargo and ships to foreign ports. Arctic National Wildlife Refuge Decreasing U.S. production and increasing demand is allowing the Organization of Petroleum Exporting Countries (OPEC) to recapture control of American oil markets. If this occurs, American consumers are like to experience sharply rising prices and possible supply disruptions. To avoid this, the United States should continue to take steps to become energy independent. An important step in achieving energy independence is to encourage domestic exploration. The Department of the Interior has estimated that perhaps 9.2 billion barrels of recoverable oil lie below the Arctic National Wildlife Refuge (ANWR), and that this area is America's best chance for a major oil find. In addition, allowing development of the ANWR will be particularly beneficial for the national economy and the American-flag merchant marine, whose vessels will carry the oil to the lower 48 in case it is found. Accordingly, the delegates to this convention believe that achieving energy independence is an important goal. They urge Congress to take swift action to develop this oil, and to reserve all crude for domestic use to be carried on American-flag vessels. lnternation ra e The changes in international trade over the past decade have altered nearly every area of the economy. During the past 10 years, America has gone from a country with annual trade surpluses to a country with trade deficits that increase every year. As a result, America has become the largest debtor nation in the world. Maritime and many other American industries have declined as a result of a trade policy which prevents them from competing in a fair marketplace. There are a wide variety of international shipping practices that prevent U.S. flag vessels from competing. These practices include licensing regulations, technical restrictions, government control of commercial cargoes, government ownership and operation of vessels, and the abuse of cheap labor in unsafe and unacceptable working conditions. In addition to these problems, a number of foreign companies refuse to utilize American-flag carriers. An example of this is the refusal of Japanese and Korean automobile companies to widely use U.S.-flag vessels in the transportation of automobiles from Japan and Korea to American markets. It has been proven that U .S.-flag vessels can offer competitive service and competitive prices, but the auto exporting companies still refuse to use U.S.flag vessels for the transportation of automobiles. In addition to these barriers, many fleets operate with minimally trained d' Father Charles Mussey, pastor of St. George's Catholic Church in Valley Lee, Md., delivered the opening prayer as the convention began. At right is SIUNA Secretary-Treasurer Joe DiGiorgio, and in center is SIUNA General Council Howard Schulman. crews that operate in conditions which fail to meet the standards set by the International Transport Workers' Federation and the International Labor Organization. Trade adjustment is clearly necessary to assist workers in those industries which have suffered from unfair foreign competition. The delegates to this convention support efforts to strengthen America's trade laws, especially as they pertain to shipping. Organizing: the Challenge of the Future At the 1955 AFL-CIO merger convention, delegates said that "Organizing the unorganized is the major unfinished task of the American labor movement.'' Given the decline of union membership as a percentage of the total American workforce, this concept is even more important today than it was in 1955. If the labor movement fails to increase its share of the total American workforce, then it will inevitably suffer a decline in influence and will be less able to protect the rights of its members. Delegates to the 1987 Triennial Convention therefore strongly urge all SIUN A affiliates to increase their efforts to organize the unorganized so that their members and ultimately all American workers will be afforded decent wages, decent working conditions, individual opportunity, dignity and advancement in the years and decades ahead. Organized labor has played a leading role in securing civil rights laws for the people of this country. Over the past six years, labor has watched with alarm as the Reagan administration has tried to halt and reverse the gains attained in this area since passage of the Civil Rights Act of 1964. Given organized labor's commitment to equal rights, the delegates to this convention reaffirm their commitment to progressive programs which create jobs and promote fair housing, equal employment opportunities and affirmative action. They urge Congress to enact the Civil Rights Restoration Act reversing the 1984 Supreme Court decision stating than an educational institution can still receive federal funds even though one of its departments engages in discrimination. They support enactment of the Fair Housing Amendments Act of 1987 ensuring freedom of choice in housing. They reaffirm their commitment to work closely with allies in the civil rights movement , through the Leadership Conference on Civil Rights, on legislative measure to ensure equal opportunity for all Americans. They pledge to work with the AFL-CIO Civil Rights Department and to continue to strengthen coalitions with civil rights organizations such as the NAACP, the National Urban League, the A. Philip Randolph Insitute, the Coalition of Black Trade Unionists, and the revitalized Southern Regional Council. Insurance cr·sis in the Fishi g Industry I West Coast SIUNA delegates got together in the hallway for a chat during a break in the proceedings. From left are Gunnar Lundberg, Sailors Union of the Pacific; SIUNA President Frank Drozak; Marine Firemen President "Whitey" Disley; Ed Mooney, SIU A&G, and SUP President Paul Dempster. One of the most serious problems facing the U.S. fishing industry is the lack ofavailable, affordable and adequate fishing vessel insurance. Dramatic changes in the coverage of such insurance have caused a crisis for the domestic fishing industry. The owners of many American-flag vessels have been left with the prospect of shutting down operations altogether, or operating without adequate msurance. A combination of factors has fueled the crisis. These factors include economic cycles that have adversely affected both the insurance and fishing industries; the indirect consequences of questionable fisheries management policies ; large increases in the number of legal actions and court awards, as well as the poor safety record of the commercial fishing fleets. Given the importance of the domestic fishing industry , the delegates to this convention support legislative initiatives which will mandate readily available, accessible and routinely serviced safety equipment for all fishing vessels. In addition, the delegates pledge to work with Congress and appropriate federal agencies and the fishing industry to formulate and implement a comprehensive program to enhance safety in the industry, bring the cost of insurance to affordable levels and provide fair compensation for injured seamen. September 1987 I LOG I 21 �... . MEBA, District 2 Secretary-Treasurer Michael McKay pledged the continued support of his organization to the organizing programs of SIUNA affiliates. SIU and D-2 "It's Quite a Relationship" - Michael McKay spoke on behalf of the president of District 2, Ray McKay, who was unable to attend the SIUNA Convention. "For the more than 30 years that Ray has been in office," he said, "The SIU and District 2 have been almost as one. Say one, you mean both. It's quite a relationship." McKay expressed the anger that he and other labor and industry officials feel at the reflagging of the Kuwaiti tankers. "It's a sham and a shame that the government can take anti- quated laws that were passed at the tum of the century and interpret them any way that they please. It's a shame that the man in the White House is 180 degrees off course," he said. "It's a continuous battle," said McKay, referring to the decline of the Great Lakes shipping industry and to the never-ending attacks on the integrity of the Jones Act. That is why, he said, District 2 and the SIU "have worked so hard together in Washington ... and at the bargaining table." "Buck" Mercer reports on the status of Government Services shipping. Mercer Praises MTSU-SIU Merger Delivering the Committee Report for the SIU's Government Services Division, SIUNA Vice President Roy "Buck" Mercer talked about the 1982 merger between the SIU-AGLIWD and the Military Sea Transport Union and the positive effect it has on the job security of the members. Following are excerpts from his remarks: ''The merger between the SIUAG LIWD and the MSTU has served to protect jobs for the entire membership of our organization, including our Government Services Division membership. As a result of the merger, the SIU today stands as the premier seafaring union for government contracted maritime services. "Currently, the Military Sealift Command is continuing to contract out to the commercial sector for marine related services. Many of these activities are being performed by Government Services Division membership, and as such will be of considerable value in insuring that the majority of these contracts will be awarded to SIU contracted operators. "The Government Services Division of the SIU looks forward to the future with confidence.'' SIUNA General Counsel Howard Schulman reports on changes in law with regard to organizing and servicing our membership. Schulman, who retires this year, will stay on as a consultant. Schulman Retires After 25 Years As has been the case for the past 25 years, Howard Schulman, SIUNA general counsel, addressed the SIUNA delegates on legal matters affecting the international and its various affiliated unions. As general counsel for the SIUNA, and as one of this nation's top labor lawyers, Schulman leaves behind an important legacy as he retires. Among other things, he is widely credited with protecting the jurisidictional job rights of unlicensed seamen, preserving the Union's political action program and making sure that the SIUNA meets the standards set forth in the voluminous, confusing and constantly-changing body of labor laws. · ~· >ik:J::: SIU of Canada President Roman Gralewicz talked of the recently-negotiated agreement for Canadian Great Lakes sailors. U.S. -Canadian Interests Tied It was a busy convention for the delegates from the SIU of Canada. SIU of Canada President Roman Gralewicz met with SIUNA President Frank Drozak during the convention. They issued a joint letter asking U.S. President Ronald Reagan and Canadian Prime Minister Brian Mulroney to respect the integrity of both the Jones Act and the Canadian Shipping Act. The Canadian shipping industry, like its American counterpart, has experienced a sharp decline in recent years. Canadian shipping companies have reftagged under flag-of-convenience registries, forcing the SIU of Canada to explore new ways of protecting the job security of its members. For one thing, the union has devised an innovative job-sharing program. It has also beefed up its training facilities and made a renewed commitment to organize workers in the service and industrial sectors. The Canadian government has not helped these problems. In addition to holding the free trade talks with the United States, it has unfairly subsidized other modes of transportation at the expense of the Canadian maritime industry. The result is that Great Lakes cargo that used to be shipped on Canadian-flag vessels is now transported via rail or truck. Great Lakes Jobs May Jump Joe Sacco, vice president of the SIUAGLIWD, presented the committee report of the Industrial and Transportation Workers' Organization and Grievance Committee, which outlined the challenges that have been posed by today's anti-labor political climate. 22 I LOG I September 1987 UIW Vice President Brian Doherty gave a report on the gains that his affiliate has made since the last convention. New members have been organized in the service sector, and membership services have been improved, said Doherty. Presenting the Report of the Great Lakes Organization and Grievance Committee, SIU Port Agent Byron Kelley noted the decline of shipping on the Great Lakes. "Since our last convention, the Great Lakes fleet has suffered declines in ship numbers, tonnage and employment," Kelly said. "Iron ore accounts for the largest percentage of bulk cargo movements on the Greak Lakes, and iron ore tonnage reached its second lowest total since the 1930s. There is one hopeful sign, however. After more than a decade of congressional debate , the president signed into law the Water Resources Act of 1986 to improve the domestic waterways, including the Lakes. This long awaited action is expected to break a logjam in water transportation projects. Employment opportunities on the Great Lakes, especially in the dredging trades, should increase as projects are started." Byron Kelley �SIUNA • omm1ttees eet to Chart Course '\T.·· A FISHERMEN & FISH CANNERY WORKERS: Jack Tarantino, chairman; Don Anderson, Walter Smith, John Crivello, Jack Caffey, Theresa Hoinsky, Patricia Smith, John Fay. Speaking to the convention on behalf of Gov. William Donald Schaefer, Maryland Attorney General Joseph Curran said: "The history and prosperity of Maryland and the Port of Baltimore have always been intertwined with the maritime industry.'' Maryland Proud Speaking on a o himself and Maryland Governor William Donald Schaefer, Md. Attorney General Joseph Curran said, "We in Maryland are proud of being the place of residence for both SIU eadquarters and the Harry Lundeberg School.'' He devoted the bulk of his address to telling the delegates that he and the governor share the Union's concern on fair trade. "Governor Schaefer knows that American workers do good RESOLUTIONS: George McCartney, chairman; Nicanor Rios, Angus Campbell, Dino Fire, Thomas Walsh, Joseph Abato Jr., Hedley Harnum, Dean Corgey, Ray Singletary. House SIU work." He referred to the governor's actions in regards to the Seakirk facility as being proof that the Schaefer administration was willing to take concrete and verifiable steps to deal with the fair trade is ue on a grassroots level. ''I want you to know that you reside in a state where the governor and his cabinet share your concern about the American-flag merchant marine and about buying American,'' he said. CONSTITUTION & LEGAL: Angus Campbell, chairman; Michael Sacco, Brian Doherty, Jack Ryan, Henry Disley, Joseph DiGiorgio, John Tolliver, Michael Orlando. Rep. James Quillen U.S. Flag Fleet Is "Absolutely Necessary" A veteran of World War II who depended on merchant vessels to bring him back to the United States after his tour of duty was up, Rep. James Quillen (R-Tenn.) has been a strong and consistent defender of the American-flag merchant marine during his 25-year career in the House of Representatives. Following are excerpts from his address: "Over the past 15 years, America's merchant marine has gone downhill ... The trend is to whittle away at the merchant marine and industry as a whole ... We've said, 'We don't need you' to our American-flag merchant marine . . . "I believe that the American-flag merchant fleet is absolutely necessary ... We will find out that we don't have a credible fourth arm of defense unless Congress takes some action to build up our sealift capability . . . ''You in the SIU have worked your hearts out [to keep people informed of the issues] ... Yet look at what's happened in the Persian Gulf. Kuwaiti vessels are flying the American flag without an American crew . . . The administration used a 100-year-old provision to circumvent the law . . . That's wrong: those vessels should be manned by American citizens. "Instead of going forward, we are going backward. There is not enough emphasis paid to building up the American-flag merchant marine.'' AUDITING: Roman Gralewicz, chairman; John Fay, Joseph DiGiorgio, Leo Bonser, Tom Walsh, John Crivello, Roger Desjardins, Walter Smith, Leon Hall, Paul Dempster, Henry Disley, George McCartney. CIVIL RIGHTS: Roy "Buck" Mercer, chairman; Thomas Glidewell, Joseph Abata Jr., Raleigh Minix, Joseph DiGiorgio, John Battles, Ed Turner, Angel Hernandez, Kermett Mangram. September 1987 I LOG I 23 �SIU A elegates and Lea ers All Tooli. Active Part Marine Firemen President "Whitey" Disley reports on the problems and goals of West Coast unions. SUP Representative Jack Ryan reported on the programs of the Sailors Union. He spoke on behalf of SUP President Paul Dempster. SIUNA Vice President George McCartney, who is also West Coast vice-president for the SIU A&G District, talked of the state of the maritime industry in the Pacific area. Nicanor Rios, representing the Sugar Workers Union No. 1, said that organizing is the key to survival and growth. Theresa Hoinsky, representing the Pacific & Caribbean Area of the Fishermen's Union of America, reported on the decline of the U.S. fishing industry. Ed Turner, a stalwart of the West Coast maritime industry for many years, delivered his last report as he resigned to enjoy a welldeserved retirement. -~ Andy Boyle, executive vice president of the SIU of Canada, expressed his organization's opposition to the U.S.-Canada free trade talks. 24 I LOG I September 1987 Two longtime SIU stalwarts attended the convention. Former SIU Rep. Eddie Mooney (left) and former SIU official John Dwyer (right) and his wife Mary took time between sessions to pose. SIUNA Vice President Angus Campbell talked of the complications involved in getting new contracts for military work, and of the unfairness of having to bid against MARAD for some of this work. �Automation: The Future IS NOW! D uring the past 20 years or so, much emphasis has been placed on the application of centralized and automatic controls and technological changes in ships. Unfortunately, not nearly as much attention has been given to the effect that these new technologies might have on the seafarer himself. The use of sophisticated equipment and modern techniques designed to increase operating efficiencies and the productivity o an atmosship personnel has crea phere of uncertainty and apprehension regarding how automation will affect the lives of seafarers. Automation is not new to ships. In fact, it has been used in many areas, e.g., the automatic pilot, automatic combustion, automatic control of refrigeration plants, etc. The application of automation to the op- eration of the main engines aboard ship has usually focused not on fully automatic control but principally on the remote hand-controlled system. In this system, instruments are connected to the plant which provides feedback of information which allows for corrective action by the engine room crew. However, fully automated vessels do exist, and the effect on crew size has caused considerable concern. The breaking down of the traditional separations between deck, engine and steward departments has come about with the use of general purpose crews. To provide the SIU membership with the meaningful skills necessary for today's vessels, the Seafarers Harry Lundeberg &hool has acquired a Ship Handling Simulator to aid in the training of all deck department ratings. The school is also pursuing the ~ Yorktown, Va., U.S. Coast Guard Training Facility acquisition of an engine room simulator for use within the engine department courses. During the most recent Automation course at the Seafarers Harry Lundeberg &hool, the students heard presentations from the Sulzer Diesel Company and Bailey Controls, Inc. Hans Roffler of Sulzer Diesel discussed the new R.T.A. engine being installed in many of our contracted vessels. John Glowe and Charles Hatton of Bailey Controls presented the Network 90 Integrated Marine Management System. This is a state-of-theart management system for monitoring and controlling diesel or steam plants, fire and damage control systems, cargo loading/discharging systems and a wide variety of other shipboard applications. With automation comes change. No longer can we become complacent with our present jobs aboard ship. Today's professional seafarers must constantly keep pace with the new technologies being built into their ships, or they may find their jobs in jeopardy. It is through training and __ retraining that the SIU membership will always have jobs aboard U.S.-flag fleets. Today's ships demand the usage of better educated and better trained personnel. It was with this specific goal in mind that the Seafarers Harry Lundeberg School was built 20 years ago this yea~. Due to the foresight of our Union leaders, the security of our future is guaranteed, in large part, by the quality education provided to SIU members by the SHLSS. • - September 1987 I LOG I 25 - �~ ~ • '?." r .,. ~.. .-.r :!'- •• • ~ ., ~ .. • • ~. ' ~ . - z. •• ~- . , --~· • ~ • - _, • • - _. . .. - , .. ,._ • 1,,,.~' SHLSS comings & Goings Retired In Memoriam Joe Wall, director of Vocational Education, retired recently after 15 years of dedicated service at SHLSS. Accompanied by his wife, Alma, Joe received an inscribed plaque and fond farewells from School Vice President Ken Conklin, and Dean of Education, Jackie Knoetgen. A memorial service for E. B. McAuley, former SIU official, took place at Seafarers Haven in Valley Lee, Md. on August 23. The daughter of the deceased, Jan Dubinsky, with her husband Joe and children Connie and Jonathan, was comforted by the many Union friends and officials who came to pay homage to her father's memory. George McCartney, West Coast VP. gave a short but heartfelt eulogy including a recitation of the Tennyson poem, "The Bar." T T Visitors ~ A group of visitors from the Smithsonian were treated to a tour of the SHLSS campus this past June. ~ Here they are showing great interest at Abe Easters' demonstration of the ship simulator. T SHLSS course Graduates - Sealift Operations and Maintenance First row: (I. to r.) Aaron Thibodeaux, Bill Hellwege (Inst.), Rudolph Salvaggio, Donald Johnson, Danny McMurray, E. C. Ammons, SGT Patricia A. Colon, B. Pinkham, SFC Thomas G. Flett, SSG Edward Kubera, Jim Moore (Inst.). Second row: Harry Alongi (Inst.), Carlos M. Toro, Howard Gibbs, E. "Red" Harris, Salvador Baclayon, Jr., Dante Slack, Hermus Patrick, SSGT Abe Monroe, SSGT Grayling Drummond. Third row: David Campbell, Eric Ruiz, Stephanie Smith, Maxine Peterson, Tom Doran, Jerry Casugay, John Cruz, Paul Crow. Fourth row: Richard Dickerson (Inst.), Richard Dutton, Oliver Walmon, Sandra Soutar, W. Washington, Skip Sims, Billy Gigante, Willy De Leon, Wayne Gonsalves, R. G. Swanson, John Wallack. Fifth row: Edward Wiley, A. Oun, Lionel Callwood, Eddie Hall, Joe Carson, W. Cooper, Rafael Suris, Don Skjei. Not shown: Andy Ditullio. 26 I LOG I September 1987 - Sealift Operations and Maintenance First row: (I. tor.) Luis Bonafont, Harry Alongi (Instructor), Charles Olinger, Les Cope, Frank Martin, John Chinn. Second row: Alex Bonefont, John Mortinger, Steven Parke, Jerome Fahey, Norm Taylor. �HLSS course Gradu SEAFARERS HARRY LUNOEBERG UFEBOAT ~.·.... ......... CLASS 416 ..·::·.-.·:·:.·"": ........................... --~~-~...---~~- ~· . . -~ Train"ee Lifeb~~t Class #416 Kim Brown, Warren Cobbs, Sindy Davis, Rafael Flores, Joseph Fox, Kim Gardner, Howard Gibson, James Jordan, Timothy Keller, Allen Kindt, Kimberly Mosley, Reinaldo Roman, Joseph Ruffin. Lifeboat Kneeling: (I. to r.) Ron Adriani, Ralph McKee, Donnie Skjei, Gigi Grycko. Second row: James Nolan, Frank Martin, Les Cope, Kruger Donald, Ben Cusic (Instructor). Third row: Steven Parke, Jack Pegram, Charles Olinger, Ed King. Automation John Day, Paul Craw, Tom Doran, John Kelly, Edwin " Red" Harris, John Miranda, Charles Smith, Paul Titus, Richard Williams. Holding poster: Instructor Bill Eglinton, and to Bill's right, Hans Roffler representative from Sulzer Diesel Corp. FOWT Front row: (I. tor.) Julian Watler, Elmore C. Ammons. Second row: Bill Foley (Instructor), Glyndon Johnson, Wayne F. Gonsalves, Coy Herrington, Danny McMurray. Third row: David Epstein, Jim Polluch, Monroe Monseur. Able Seaman First row: (I. to r.) Michael Gilleland, Eric A. Ruiz, Don L. Skjei, Abdullah Oun, Eddie E. Hall. Second row: Kruger Donald, Ed "Thumper" Johnston, Aaron Thibodeaux, Edward Wiley, Jim Brown (Instructor). Hydraulic (L. to R.) John Aru, Charles Smith, John Miranda, Spiros Perdikis, Bill Foley (Instructor). Refrigeration Maintenance and Operations L. to R. Eric Malzkuhn, Sebastian Perdon Jr. , V. L Kirksey, Richard Risbeck, Randy McKinzie. Forklift First row: (I. to r.) SSG Edward Kubers, SFC Thomas Flett, Joe Marshall (Instructor). Second row: ~illy Gigante, Skip Sims. Third row: Wheeler Washington, Bill Cooper, Rafael Surls. September 1987 I LOG I 27 �1987 Upgrading Course Schedule Steward Upgrading Courses Course Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry September 1987 - December 1987 The following is the current course schedule for September 1987 December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Assistant Cook • Sealift Operations & Assistant Cook • Sealift Operations & Assistant Cook • Sealift Operations & Cook and Baker • Sealift Operations & Cook and Baker • Sealift Operations & Chief Cook • Sealift Operations & Chief Cook • Sealift Operations & Chief Steward • Sealift Operations & Chief Steward • Sealift Operations & The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QMED · Any Rating • Sealift Operations & Maint. Check-In Date September 21 December 14 Completion Date December 11 January 8 Fireman/Watertender, Oiler • Sealift Operations & Maint. October 12 December 7 December 4 December 31 Variable Speed DC Drive • Sealift Operations & Maint. September 21 November 2 October 30 ovember 27 Electro-Hydraulic Systems • Sealift Operations & Maint. November 9 December 21 December 18 January 15 Diesel Engineer - Regular • Sealift Operations & Maint. October 12 November 23 November 20 December 12 Maint. Maint. Maint. Maint. Maint. Maint. Maint. Maint. Maint. Check-In Date Completion Date September 2 October 19 October 14 November 30 November 25 January 11 September 2 November 2 October 14 December 14 September 2 November 2 October 28 December 28 September 2 November 2 October 28 December 28 October 16 November 13 November 27 December 24 January 8 February 5 October 30 November 27 December 11 January 8 October 30 November 27 December 25 January 22 October 30 November 27 December 25 January 22 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six montm of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) November 2 December 14 Adult Basic Education (ABE) & English as a Second Language November 2 December 11 The Developmental Studies~ (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: Towboat Operator September 7 September 11 College Programs heck-In Date October 26 Course Associates in Arts Completion Date December 18 ~ UPDATE OF Honor Roll of QMED's Deck Upgrading Courses Course Able Seaman/Sealift Operations & Maintenance Check-In Date September 28 October 26 Completion Date November 20 December 18 Celestial Navigation November 2 December 4 Radar Observer December 7 December 12 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Towboat Operator September 7 Inland Deck Shiphandling Simulator October 12 SSH BOOK# Mailing Address srnEET: _ _ _ _ _ _ _ _ _ _ _ _ _ __ STATE: _ _ _ _ _ _ _ _ _ _ ZIP CODE _ _ __ Date You Received QMED: _ _ _ _ _ _ _ _ _ __ SPECIALTY COURSES COMPLETED: - October 30 October 16 Name of Course & Date: 1·---~-------- 2. ____________ 3. ____________ 4, ____________ 5. ____________ 6. _ _ _ _ _ _ __ ?. ____________ Recertification Programs Course Steward Recertification _. Bosun Recertification 28 I LOG I September 1987 Check-In Date November 2 Completion Date December 7 September 21 November 2 If you are a Class I, QMED, have you applied to SHLSS to sit for your 3rd Asst. Engineers License? If so, date:-------------------~~DAY MONTH YEAR �Deep Sea Roland Scott Ballard of San Franci co, Calif., 65, died April 22. Seafarer Ballard joined the SIU in 1963 and sailed in the steward department. His cremated remains were buried at Olivet Memorial Park in Colma, Calif. William Bilger, 63, died June 8. Born in Pennsylvania and a resident of Hayward, Calif., Brother Bilger joined the SIU in 1953 and sailed in the engine department, most recently as a chief engineer. His cremated remains were interred at Mt. View Cemetery in Oakland, Calif. Vincent de Losa of San Bruno, Calif. died of cancer on July 6. He was 77. Born in California and residing in San Mateo , Calif., Brother de Losa sailed for 34 years. He is survived by a brother, Frank. Burial was at the Italian Cemetery in Colma, Calif. Nicholas DeLos Santos, 60, of Galveston, Texas, died June 29 of cancer. Brother Delos Santos joined the SIU in 1951 and sailed in the deck department. He is survived by his wife, aria. Burial took place July 2 at Calvary Cemetery in Galveston. .Balnutmne IValle Mora of San Juan, P.R., died July 20 following a heart attack. He was 74. Brother DelValle Mora joined the SIU in 1960. He is survived by a daughter, Enid DelValle Suarez, of Great Falls, Mont. Anthon o h DiBartolomeo, 71, died July 9 of cancer. A re ident of Baltimore, Md., Brother DiBartolomeo sailed in the steward department as a chief cook. He is survived by a stepson, Alvin J. Saylor Jr. Burial was at Holy Redeemer Cemetery in Baltimore. Arvid Hjalmer Johnson, 83, died June 28 following a heart attack. Born in Sweden and a resident of Seattle, Wash., Brother Johnson joined the SIU in 1942 and sailed in the steward department. He is survived by two brothers, Harry and Carl, and a sister, Ruth Mason. Cremation took place at Forest Lawn Crematory in Seattle, Wash. William Andrew Jordan, 58, died July 10 of cancer and pneumonia. A resident of Berkeley, Calif., Seafarer Jordan joined the SIU-merged Marine Cooks and Stewards Union in 1945 and sailed in the steward department. He is survived by an aunt, Mayme Stroud Spencer, of Gonzales, Calif. Cremation took place at Pleasant Hill Cemetery in Sebastopol, Calif. Frederick Eugene Lillard, 67, died of respiratory failure June 20. Born in Arkansas and a resident of Livonia, Mich., Brother Lillard joined the SIU in 1955 and sailed in the deck department. Burial was at Tyronza Cemetery in Tyronza, Ark. Francis Albert Lord Jr. died of pneumonia at St. Mary's Medical Center in Long Beach, Calif., Feb. 1. He wa 61. Seafarer Lord joined the SIU in 1955 and sailed in the steward department. Grant Andrew MacGregor, 78, died April 14 of cancer. He was 78. A resident of Yucca Valley, Calif., Brother MacGregor joined the SIUmerged Marine Cooks and Stewards Union in 1966 and sailed in the steward department. Cremation took place in Palm Springs, Calif. Christopher McBrien of Reno, Nev., died March 19 of cancer. He was 73. Born in Scotland, Brother McBrien joined the SIU in 1951. He sailed in the engine department, most recently as chief electrician. Burial was at Mountain View Cemetery in Reno. Robert Harrell Moore, 40, died March 19 of cardiopulmonary arrest. Born in California and a resident of Honolulu, Hawaii, Brother Moore joined the SIU in 1968. He sailed in the steward department. Seafarer Moore is survived by his parents, Ashton E. and Ruth Moore of Cottonwood, Calif. Cremation took place in Honolulu. vived by his wife, Guy Said, and a son, Douglas. Burial was at Cypress Lawn Memorial Park in Colma, Calif. Great Lakes George Alvin Glover, 74, died of cardiac arrest July 29. He was 75. A resident o Muskegon, Mich., Seafarer Glover joined the SIU in 1947 and sailed in the deck department. He is survived by his wife, Margaret. Burial was at Hart Cemetery in Hart, Mich. Edward Lombardi, 73, died April 27 of acute respiratory failure. Born in New Jersey and a resident of Sterling Heights, Mich., Brother Lombardi joined the SIU in 1964, sailing in the steward department. Burial took place at Resurrection Cemetery in Mt. Clemens, Mich. Angelo F. Simone of Duluth, Minn. died July 3 of lung cancer. He was 57. Born in Minnesota, Brother Simone joined the· SIU in 1947, sailing in the deck department. He is survived by a daughter, Jennie, of Milwaukee, Wis. and a brother, Vincent, of Duluth. Burial was at Oneota Cemetery in Duluth. Robert W. Smith, 73, died July 15 oflung disease. Born in Massachusetts and a resident of Port Richey, Fla., Brother Smith joined the SIU in 1961, sailing in the deck department. He sailed for Great Lakes Towing Co. Seafarer Smith is survived by his wife, Betty. Cremation took place at All Suncoast Crematory in Hudson, Fla. George E. Swindell died of arteriosclerotic cardiovascular disease Aug. 1. He was 80. Born in Ohio and a resident of Waterford, Mich., Brother Swindell joined the SIU in 1953. He sailed in the engine department. Seafarer Swindell is survived by a brother, William, of Dryton, Mich. Burial took place at Ottowa Park Cemetery in Independence Township, Mich. Veteran SIU Official Laid to Rest Hernando Esteban Pascual of San Francisco, Calif., died June 26 of acute leukemia. He was 42. Born in the Philippines, Brother Pascual joined the -merged arine a ards Union in 1969. He sailed in the steward department. Seafarer Pascual is survived by his wife Erlinda R., a son, Jorword, and a daughter, Jocelyn. Burial was at Holy Cross Cemetery in Colma, Calif. Raymond Carl Pierce, 69, died June 20 of heart disease. Born in Missouri and a resident of Federal Way, Wash., Brother Pierce joined the SIU-merged Marine Cooks and Stewards Union in 1958. He sailed as a chief steward. Seafarer Pierce is survived by his wife Kathy. Burial took place at Evergreen Memorial Park in Seattle, Wash. Samuel Alexander Tate, 84, died Aug. 7 following respiratory arrest. A resident of Morganton, N.C., Brother Tate joined the SIU in 1942 and retired in 1965. He sailed in the steward department. Seafarer Tate is survived by his wife, Dora. Burial was at Olive Hill Cemetery in Morganton. George Bolt Thurmer of Oak Ridge, Tenn. died June 30. He was 74. Born in Tennessee,. Brother Thurmer joined the SIU in 1967. He is survived by his wife Maggie Lee. Burial took place Oliver Springs Cemetery in Oliver Springs, Tenn. Dock Doon Wong, 81, died July 22 following cardiopulmonary arrest. Born in China and a resident of San Francisco, Calif., Seafarer Wong joined the SIU-merged Marine Cooks and Stewards Union in 1957. He is sur- SIU Vice President George McCartney, right, delivered a moving eulogy at the gravesite of his long-time friend and retired SIU official, E.B. McAuley. McAuley died June 11 at the age of 63. His ashes were interred at the Seafarers Haven Cemetery in Valley Lee, Md. The following SIU members have retired on pension: DEEP SEA Algonac Clinton B. Brown Joseph H. Sevigny Mobile Gene T. Sexton James E. Tanner New Orleans Louis T. Galuska Percy W. Kennedy Calvin J. Troxclair Baltimore Ranulfo D. Alvarez Samuel Johnson Calvin T. Price New York Juan 0. Otero Joseph A. Puglisi George F. Smith John J. Sullivan Houston Antonio Molis Puerto Rico Isaac Vega Brown Jacksonville Frederick W. Neil Jr. San Francisco Eli Q. Kralich September 1987 I LOG I 29 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes AUGUST 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP 24 3 DECK DEPARTMENT 0 30 13 0 11 3 5 ENGINE DEPARTMENT 0 9 5 0 5 2 0 4 Port Algonac ................... 0 Port Algonac ................... 0 11 Port Algonac ................... 0 5 STEWARD DEPARTMENT 11 0 2 23 ENTRY DEPARTMENT 0 0 0 Port Algonac ................... 0 9 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 Class CL Class L Class NP HEADQUARTERS 0 20 Totals All Departments ........ 63 28 0 50 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. 12 5 32 11 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea AUGUST 1-31, 1987 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. - Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. • TOTAL REGISTERED All Groups Class A Class B Class C 52 1 12 30 9 30 29 28 17 44 12 7 27 0 2 300 25 5 14 10 12 24 18 9 5 6 8 4 6 8 11 9 5 1 17 1 0 5 95 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs **REGISTERED ON BEACH All Groups Class A Class B Class C DULUTH, Minn . 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 1 1 0 3 1 5 2 10 5 3 0 4 2 0 1 38 33 0 9 15 5 31 30 33 21 23 9 7 32 0 1 249 DECK DEPARTMENT 10 1 0 0 5 0 9 3 1 3 4 7 15 2 8 7 4 6 4 2 0 0 13 5 9 3 0 0 4 0 90 35 7 0 4 3 0 5 3 5 4 7 4 5 6 0 1 54 99 3 12 28 16 66 40 51 30 77 23 9 54 0 1 509 9 7 4 3 4 8 11 11 9 9 2 14 4 0 5 100 0 1 0 2 2 3 4 17 10 3 0 2 0 0 1 45 0 0 1 0 0 2 4 7 ENGINE DEPARTMENT 6 0 1 0 0 3 2 0 3 0 10 2 5 1 4 5 2 2 6 0 0 0 8 9 5 1 0 0 0 1 55 21 6 0 1 0 1 2 1 0 3 2 2 6 1 0 0 25 59 5 8 8 11 44 35 24 16 49 11 5 33 0 1 309 14 5 2 5 3 8 5 7 6 7 2 12 3 0 0 79 0 0 1 0 0 4 4 5 1 3 0 2 0 0 0 20 11 22 6 9 18 0 2 185 8 2 2 5 3 10 4 3 7 5 2 11 5 0 0 67 0 6 0 0 1 26 23 4 8 12 7 2 24 17 14 9 7 6 20 0 1 172 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco. . . . . . . . . . . . . Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. 24 1 4 5 5 16 5 43 5 20 3 5 10 0 2 148 3 3 0 0 2 2 6 8 0 3 0 20 1 0 5 53 0 0 0 1 1 3 1 8 1 1 0 20 0 0 0 36 16 0 3 4 3 23 15 33 10 14 4 11 13 0 3 152 STEWARD DEPARTMENT 3 0 0 0 0 0 0 0 0 0 1 2 3 0 5 5 3 0 2 1 0 0 14 13 0 0 0 0 2 0 34 20 4 0 2 1 0 7 1 8 0 3 1 54 2 0 0 83 45 2 8 6 6 25 13 82 13 37 4 4 18 0 3 266 8 3 0 0 2 1 11 11 1 7 0 24 1 0 9 78 0 0 0 1 1 4 1 10 1 2 0 26 0 0 2 48 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals ................. 12 1 2 12 3 18 5 24 12 30 4 2 11 0 0 136 13 4 4 17 4 13 12 6 11 19 8 82 7 0 6 206 7 2 0 8 0 18 8 27 8 4 0 201 3 0 3 289 10 1 1 9 0 13 8 21 10 23 4 3 10 0 0 113 ENTRY DEPARTMENT 5 5 0 0 8 0 17 4 3 1 15 18 11 2 15 3 7 1 10 3 2 0 180 66 2 6 0 0 2 1 155 232 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40 0 3 9 3 29 10 71 21 40 14 6 21 0 0 267 37 9 4 10 6 13 13 22 21 24 15 122 9 0 12 317 12 2 1 9 0 190 5 0 8 328 Totals All Departments ...... 769 421 389 686 162 1,351 574 441 9 2 3 334 308 2 38 9 25 18 9 *"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 August was down from the month of July. A total of 1,490 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,490 jobs shipped, 686 jobs or about 46 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 162 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5, 766 jobs have been shipped. 30 I LOG I September 1987 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NE ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �, DONT LET ALCO~OL PUT YOU I THE 'IRASl:-lf J..IEAPo GET HELP WITl-I YOUR PROBLEM a CONTACT YOUR PORT AGENT OR S.1.U.AT PINEY POlNTo 'The Road to Recovery • • • 'Choosing a Way of Life .. ' On March 18, 1987, I finally got up enough courage to admit myself into our Union's Alcohol/Drug Rehabilitation Program. That is the best thing I have ever done for myself. The program is not easy. I realized a lot about myself and became much more aware of my feelings and my patterns in life. Being in a clear state of mind, I am now able to choose the way of life I see best for me. The program is very successful and the staff is very understanding of your problems. I would love to extend an invitation to all my Brothers and Sisters to take advantage of this program set up especially for us who want freedom from drugs or alcohol. It works if you work it! Please accept my most sincere compliments and gratitude for your series of articles on Alcoholics Anonymous. I am glad to see the extensive use of direct quotes from the "Big Book." However, many of the most frequently asked questions by both newcomers and outsiders are answered in our Traditions. "Must my employer know that I'm attending AA meetings?" "How much does it cost to join, and what are the qualifications?" "Will my family be informed of my membership?" "Do I have to belong to a certain church, or some other organization?" These questions, and many more, are very clearly answered in the Twelve Traditions of Alcoholics Anonymous. Without fail, every AA group that I know of that is growing and thriving and "carrying the message" places much importance on the strict adherence to these Traditions. Please let your readers know about our Traditions. Perhaps by answering some of their questi , someone else may be aided in walking through our o freedom. Sincerely Sharon L. Ortiz Seattle, Wash. The Twelve Traditions of AA 1. Our common welfare should come first; personal recovery depends upon AA unity. 2. For our group purpose there is but one ultimate authority-a loving God as He may express Himself in our group con- Sincerely yours, Robert L.B.. Gran (G-1167) Sault Ste. Marie, Mich. 3. 4. • ing We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. I 5. 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: 6. SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. 7. ------------------------------------------------------------. HOME ADDRESS PLEASE PRINT oate: : 8. I I I Social Security No. 9. Phone No. ( ) Area Code Your Full Name 10. Apt. or Box# Street Book Number 0 City SIU O UIW ' State O Pensioner ZIP Other-------- 11. UIW Place of Empfoyment - - - - - - - - - - - - - - - - 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) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _,:___ ------------------~-------------------~--------------------~ 12. science. Our leaders are but trusted servants; they do not govern. The only requirement for AA membership is a desire to stop drin ing. Each group should be autonomous except in matters affecting other groups of AA as a whole. Each group has but one primary purpose-to carry its message to the alcoholic who still suffers. An AA group ought never endorse, finance or lend the AA name to any related facility or outside enterprise, lest problems of money, property and prestige divert us from our primary purpose. Every "AA group ought to be fully self-supporting, declining outside contributions. Alcoholics Anonymous should remain forever nonprofessional, but our service centers may employ special workers. AA, as such, ought never be organized; but we may create service boards or committees directly responsible to those they serve. Alcoholics Anonymous has no opinion on outside issues; hence the AA name ought never be drawn into public controversy. Our public relations policy is based on attraction rather than promotion; we need always maintain personal anonymity at the level of press, radio and films. Anonymity is the spiritual foundation of all our Traditions, ever reminding us to place principles before personalities. September 1987 I LOG I 31 �Seafarers International Union of North America, AFL-CIO Washington Report Even though Congress was in recess for the summer, August was a hectic month for the SIU's legislative staff. The free trade talks between the United States and Canada were reaching a critical stage; events in the Persian Gulf continued to heat up, and the SIUNA held its Trienniel Convention. Canada Free Trade Talks The free trade talks held between the United States and Canada had the potential to bring about far-reaching changes in the job security of seamen north and south of the border. Unfortunately, these changes would be mainly for the worse. As reported in earlier issues of the LOG, this nation's entire system of maritime promotional programs and cabotage laws were on the bargaining table. The negotiations, which had been under way for several months, were reaching a critical stage. Under a "fast track" authority deadline, the administration has until Oct. 5, 1987 to submit a set of proposals. Congress would then have to vote the treaty up or down-it could not make any changes. The leaders of two major North American maritime unions, Frank Drozak, president of the Seafarers International Union of North America-AGLIWD, and Roman Gralewicz, president of the Seafarers International Union of Canada, issued a joint statement stating that the maritime programs of the United States and Canada were being "needlessly placed in jeopardy" by the two countries' rush to complete a free trade agreement. The letter, which was sent to President Reagan and Canadian Prime Minister Brian Mulroney, urged that maritime i ue be removed from current trade negotiation . Support was growing in the House and the Senate to protect the integrity of the Jones Act. A concurrent resolution introduced by Sen. John Breaux (D-La.) urged that any consideration of changes in U.S. maritime policy or laws be removed from the agenda of the U.S.Canada free trade negotiations. At press time, it had 56 cosponsors. The Senate adjourned for its summer recess before the resolution was brought to the floor for a vote. House Concurrent Resolution 157, which seeks to achieve the same thing, now has over 228 cosponsors. Kuwaiti Reflagging - Events in the Persian Gulf dominated the news in August. The U.S. Navy continued escorting 11 reflagged Kuwaiti tankers. Meanwhile, the United States government worked behind the scenes to get a la ting cease fire between the two combatants, Iran and Iraq. The reflagging of those 11 Kuwaiti tankers was among the most discussed topics at the Trienniel Convention of the SIUNA. On the last day of the convention, AFL-CIO Pre ident Lane Kirkland said, "We are notju t reflagging ships in the Persian Gulf, we are reflagging the American economy. 32 I LOG I September 1987 September 1987 Legislative, Administrative and Regulatory Happenings "No one disputes that we have vital national security interests in the Middle East. But we do take issue with the view that the cause of international law is served by throwing overboard our country's laws on the manning construction and safety standards of American shipping. ''The administration has spent billions on exotic weaponry, but they are leaving us without the ships to carry men and guns and tanks to the trouble spots of the real world." One day after the SIUNA Convention, The Washington Post and other leading newspapers reported that Kuwait is seriously considering leasing at least two American-owned tankers. "[One] reason the Kuwaitis are interested in leasing," said the Post," ... is to appease the member of Congress and U.S. maritime union critical of the administration's reflagging decision, made at a time when more than 40 U.S. tankers are in mothballs for lack of business." Trade ''Trade remains a top priority of this organization,'' said SIU President Frank Drozak at the Trienniel Convention. Both the House and Senate have passed bills on this matter. Although differences exist between the two version , reconciling those differences will not be the major problem. Coming up with a bill that i either acceptable to the administration or veto-proof is what concerns politicians in both houses. ''The industry is very concerned about the trade bill's provisions dealing directly with shipping," noted The Journal of Commerce recently. According to the Journal, the administration ''has raised objections'' to provisions in both the Senate and House bills that would increase the powers of the Federal Maritime Commission to combat "unfair" foreign shipping laws and practices. ''The trade bill is of vital concern to the members of this Union," said SIU Director of Legislative Affairs Frank Pecquex. "Without a doubt, unfair foreign trade is one of the most difficult issues facing American shipowners, and we need to take steps to correct that." Fishing Vessels The House and the Senate passed emergency legislation temporarily suspending the right of the U.S. Coast Guard to issue certificates of documentation to foreign-built fish processing vessels. The move was taken to prevent the owners of foreign-built fish processing vessels from taking advantage of a vaguely-worded documentation law which had been loosely interpreted by the Coast Guard. A bill dealing with this issue, H.R. 2598, the Commercial Fishing Industry Vessel Anti-Reflagging Act of 1987, was reported out of the House Merchant Marine Fisheries Committee. The Senate is expected to deal with the issue after recess. Liner Subsidy Reform Bill While the administration has announced the high points of its new subsidy reform bill, it has not yet sent a full draft version of that bill to Capitol Hill. "Reform of the subsidy program for liner operations is an issue sure to heat up in the coming months," predicted The Journal of Commerce in an update on the IOOth Congress. "But final congressional action is unlikely this year." Reform of the liner subsidy program has been a top priority of the SIU and other maritime unions. Still, the industry remains divided over this issue, and the administration's initial proposal marks a drastic change from previous practice. Bork Organized labor has added its voice to the growing chorus of civil rights groups which oppose President Reagan's nomination of Robert Bork to the Supreme Court. The AFL-CIO News notes that Bork's record on affirmative action, women's issues, labor law and civil rights is in sharp contrast with that of his predecessor, Supreme Court Justice Lewis F. Powell, a moderate whose chair Bork has been nominated to fill. The main complaint that most civil rights groups have against Bork i that he will form the crucial fifth vote that conservative activists have been looking for to tum back many of the advances that have been gained during the past 20 years. Newspapers are predicting that the Bork nomination will be among the most hotlydebated of the century and that it will take up a large portion of the Senate's time after the August recess. Passin Two good friends of the SIU passed away earlier this summer. Bayard Rustin, the widely-respected civil rights activist who helped Dr. Martin Luther King Jr. organize the 1963 March on Washington, died of a heart attack at the age 75. A resolution commemorating his contributions to the labor movement was one of 61 passed at the SIUNA Convention. William Doherty, who for many years headed the Postal Workers Union, passed away earlier this summer. He helped his members achieve important improvements in their wages, benefits and working conditions. During the '50s, Doherty was part of a labor committee put together by AFL President George Meany to deal with corruption on the waterfront. Along with then SIU President Paul Hall, Doherty helped fight organized crime on the docks. Doherty's legacy will live on. Among his many survivors is his grandson, Brian, who is an official of the United Industrial Workers Union, an affiliate of the SIU-AGLIWD. Support SPAD � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1987 Description An account of the resource HEADLINES DELEGATES APPROVE SIUNA RESTRUCTURING STUDY UNIONS WANT MARITIME REMOVED FROM TABLE BAYARD RUSTIN CIVIL RIGHTS, LABOR ACTIVIST, DEAD AT 75 GULF SHIP ATTACKS RISE NMU, MEBA-1 TO MERGE TRADE TOPS DROZAK’S WHITE HOUSE VISIT REAGAN AND MULRONEY URGED TO PROTECT MARITIME POLICY I. W. ABEL, FORMER PRESIDENT OF STEEELWORKERS, DIES SEAFARERS ARE READY FOR REFORGER USNS MERCY MASTER HONORED CAPT. DON SMITH, DEAD AT 54 AMERICAN CORMORANT CHARTERED USNS COMFORT DEDICATED IN SAN DIEGO USNS SPICA’S SPECIAL DELIVERY PROCEDURE CHANGE AT MSCPAC SIUNA LOOKS TO FUTURE WITH HOPE AND NEW PROGRAMS DROZAK PROPOSES NEW STRUCTURE TO MEET CHALLENGES OF 1990S AFL-CIO PRESIDENT LANE KIRKLAND ‘THERE WILL ALWAYS BE A NEED FOR A STRONG LABOR MOVEMENT’ DROZAK ACCEPTS MEANY MEMORIAL BENTLEY POINTS OUT “30 YEARS OF BROKEN PROMISES” TI’S HENRY SAYS: GOVERNMENT IS MISSING PARTNER FREE TRADE TALKS, CANADA PACT IS NO PLACE FOR MARITIME ISSUES TRADE BILL AND 88 ELECTION TOP SIU PRIORITIES D-2’S JOSEPH EXPLAINS SMU WILL GROW- PROVIDE OPPORTUNITY FOR ALL SEAFARERS ITF FIGHTS OPEN FLAGS SIU HAS CLOUT ON CAPITOL HILL LACK OF CARGO HURTS INLAND NEW V.P. ANDERSON REPORTS FISHING INDUSTRY FACES CRISIS REP. JOE GAYDOS CALLS FLEET “SMALL AND INADEQUATE” BARBER’S ROBERT POUCH “SIU IS COMMITTED TO PROFESSIONALISM” HUBERT H. HUMPHREY III “THE BLAME FOR MARITIME’S DECLINE DOES NOT REST WITH THE WORKERS” SIUNA ADOPTS RESOLUTIONS TO PROTECT WORKERS SIUNA ACCEPTS CHALLENGES OF THE 1990’S AND BEYOND SCHULMAN RETIRES AFTER 25 YEARS MERCER PRAISES MTSU-SIU MERGER U.S.-CANADIAN INTERESTS TIED GREAT LAKES JOBS MAY JUMP SIUNA COMMITTEES MEET TO CHART COURSE MARYLAND PROUD TO HOUSE SIU REP. JAMES QUILLEN “U.S. FLAG FLEET IS ABSOLUTELY NECESSARY” AUTOMATION: THE FUTURE IS NOW! THE SIU IN WASHINGTON CANADA FREE TRADE TALKS TRADE BORK PASSINGS FISHING VESSELS KUWAITI REFLAGGING LINER SUBSIDY REFORM BILL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 9 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/32cce29d1ff688d57b6468d30b0a85e7.pdf e2e995744ec53190fc8b6f188f6816a9 PDF Text Text Sea-Land's New D-7 Sails on Alaska Run Seafarers will crew the Sea-Land Anchorage Aug. 15 for its first northbound sailing from Seattle to Alaska. The new D-7 is the first of three vessels set to replace four 1944-vintage C4X ships currently serving the Alaska market. The ships, built in Sturgeon Bay, Wis., have a capacity of 706 40-foot equivalent units. When all three are on line it will increase Sea-Land's cargo capacity by 90 percent. The vessels cost about $60 million each and the Sea-Land Tacoma and Sea-Land Kodiak should be sailing by November. Each vessel carries a 21-man crew. See Page 6 Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 8 August 1987 Drozak-Use American Ships and Crews Charter of U.S. Ships Could Solve Gulf Problem If the U.S. government offered "genuine" U.S. tankers with U.S. crews to Kuwait, Iran, Iraq or any other Persian Gulf country, the tanker war and a dangerous Gulf confrontation could be avoided. Such a plan has been offered by SIU President Frank Drozak. (See full text of letter on page 3.) The reftagging of the 11 Kuwaiti tankers has been literally and figuratively running through mine fields. On the first trip with U.S. Navy escorts, the tanker Bridgeton was hit by a mine and suffered damage. Ironically, it was the Bridgeton which was forced to lead the convoy because she was able to withstand more damage if hit again than the U.S. warships protecting her. In Congress and around the world, the plan has drawn fire from several sources. Late last month bills to prohibit U.S. escorts and to deflag the Kuwait tankers were introduced in both houses and have a host of cosponsors. U.S. allies have refused to help out in minesweeepig chores. American planners did not foresee the need for minesweeping and when the convoy took off, no American minesweeping ships or helicopters were available to clear a path. The United States has legitimate goals in the Gulf and in protecting the sea traffic there, Drozak said. But ••the policy undeniably tilts toward Kuwait and Iraq and thus risks making the United States a belligerent," Drozak said. He said a major dilemma facing the U.S. in the Gulf is what to do if Iran attacks a U.S. ship. "What will be the next American step in escalation? Iran is no military match of the United States, but a military confrontation between the two countries only plays into the hands of Court Upholds SIU Plans in Sonat, Dixie Pension Case The SIU has won an important case against two inland companies which have refused to bargain for their licensed employees. A federal district judge in Baltimore ruled the Union's Pension Plan has a right to deduct past service credits toward pensions when a company stops making contributions to the SIU Pension Plan. The court upheld the Plan's right to take away the past service credits (a credit toward a pension for the years an employee worked with the com(Continued on Page 9.) Inside: Trade Talks Threaten Jones Act Page 3 S~afarers Man Famous Schooner Page a Inland Tug & Tow News Pages 9-11 SHLSS-20 Years Later Pages 13-18 the Soviet Union, which has long coveted the role of Iran's 'protector.' It also thwarts a strategic objective of our last two presidents: to normalize relations with a post-Khomeini regime and prevent Soviet hegemony," he said. ''Little in the administration's history of inconsistent lurching and tiltings in the Iraq-Iran conflict gives anyone confidence that these issues have been carefully considered in the re flagging policy,'' he said. The plan to charter U.S. tankers to any country in the Gulf would be evenhanded, he said. •The United States tankers and the United States Navy protecting them would be strictly neutral. This option would guarantee the freedom of navigation in the Persian Gulf, leave no vacuum for the Russians and help stop the tanker war, thus containing the Iraq-Iran conflict,'' Drozak suggested. He also said that such a policy would make U.S. objectives clear and reduce the risk of attack on both commercial and U.S. Navy ships. Earlier this month 0nly two ships had been reftagged, but four others apparently were close to sailing the Gulf under the American flag. A combination of Iranian naval exercises and the lack of minesweeping capabiJty has slowed the original schedule of sailings. WWII Seamen May Gain Vets Status DOD Wrong in Denial The 90,000 surviving merchant seamen who served during World War II are a step closer to receiving the recognition and benefits they have sought for 42 years. The government erred in denying veterans benefits for the aging sailors, a federal judge ruled last month. The ruling came in a suit filed by various seamen's organizations, a trial during which the SIU testified for the aging merchant sailors. .. I think it's a wonderful, but long overdue victory. About 250,000 seamen served during World War II and 160,000 have died without their government recognizing their efforts," said SIU President Frank Drozak. The suit centered around the denial of veterans benefits by a special Department of Defense review board. It was set up in 1977 to process applications from various groups who contributed to the war effort but were not in any of the armed services. The Department of Defense Civilian/Military Service Review Board has heard 64 cases and granted veterans status to 14 groups. The groups range from the civilians who defended Wake Island to telephone operators and dieticians in World War I. When the review board was created, it set up various guidelines to determine if certain groups could be granted veterans status. Despite the fact that merchant sailors had a higher casualty rate than any branch of the service besides the Marine Corps, and about 6,000 seamen were killed by enemy action, they have been constantly turned down for benefits. The judge, Louis F. Oberdorfer, ruled that merchant seamen have an equal or even stronger claim to benefits than many of the groups already granted veterans status. He said the guidelines were applied inconsistently by the review board. (Continued on Page 4.) �President's Report by Frank Drozak mine exploded in the Persian AThatGulf last week. in itself was not too surprising. Despite the administration's line that we were just an honest broker trying to keep the sealanes open, the United States had for all practical purposes become an active participant in the Iran-Iraq War the moment it announced that it was going to redocument 11 Kuwaiti tankers under the American registry. Tensions had been running high in the area for weeks; the editorial pages of this country's newspapers were full of stories predicting that the Iranians would try something. The only thing unusual about the mining-and to most people, it was a real shocker-was that the administration had apparently failed to make any kind of contingency plans in case something like this happened. knows it, whether or not his advisers have told him, the maritime industry is in desperate straits. As a result of the cuts that have been made in the maritime budget over the past six years, it is not even certain if there will be a maritime industry. " ... Many industries have been victimized by the administration's inability to foresee the consequences of its own actions ... '' To many people, this episode seems to sum up many of the worst aspects of the Reagan presidency. During the past six years, the administration has acted as if it were more interested in its own rhetoric than in the consequences of its actions. This is not only true of the Persian Gulf, but of unfair trade, deregulation, OSHA and the growing budget deficits. Many industries have been victimized by the administration's inability to foresee the consequences of its own actions. Maritime, for example, was told that the president placed a "high priority" on the American-flag merchant marine. That was the public relations end of it. Yet the reality has been quite different. Whether or not the president In this atmosphere, victories have been hard to come by. Yet thanks to the support of this membership, and the hard work of our legislative staff, there is some good news, though it is always tempered by the knowledge that we are in a life and death struggle for survival. Earlier this month, for example, 55 senators co-sponsored a resolution by Sen. John Breaux (D-La.) demanding that the administration take maritime off the bargaining table in the free trade talks that are being held with Canada. We're not yet home free on this issue, but at least Congress has made its position clear. In effect, what the Canadians are asking the administration to do is to gut this nation's entire system of cabotage laws. And with this administration you just don't know. The thing that bothers me most about the administration is that it refuses to accept input from the people and industries being hurt on a grassroots level. Maritime and other industries were talking about unfair trade long before the issue reached the crisis stage. Yet no one in a position of authority would listen. The same thing is true of the Kuwaiti reflagging. It will have severe adverse effects on the commercial viability of the Americanflag merchant marine and the sea-lift capability of this country. Yet our input has not been solicited. The SIU-AGLIWD has not gotten to where it is by ignoring reality. We have always looked the issues squarely in the eye, and because of this we have been able to grow. Even now, when the maritime industry has declined by more than one-third over the past six years, we have been able to sign up new work. * * * During the past three years, the SIU-AGLIWD has signed up 58 new vessels representing more than 800 new jobs. No other maritime union can make this claim. Yet we have a problem. Some of our members don't want to sail on these vessels. They'd rather grab a SeaLand vessel or a coastwise run. But let me be honest with you: any member who is counting on commercial work for his job security is out of touch with reality. The long-term trend in the maritime industry is clear. There will be fewer vessels and smaller crews. Work will be less physical and more technical. And a growing percentage of jobs available to American-flag seamen will be onboard military vessels. In the short-term, at least, there is no escaping this trend. Anyone who fails to upgrade his skills and to gain military clearance is buying a one-way ticket to the unemployment line. In the future, there will be fewer jobs, fewer maritime unions, and very little commercial work. Members who fail to take jobs onboard military vessels are not only jeopardizing their own job security, they are jeopardizing the job security of each and every other member of this Union. I'm not one to mince words. It's a hungry world out there. If we don't man these vessels, someone else will. And in the process, they will gain whatever benefits that come with manning those jobs. And those benefits include continued employment for all our members, the ability of our middle-aged members to protect their pension rights, and a chance for our younger members to become licensed officers in record time. Stewards Complete Recertification This group of recertified stewards completed their training this month. Pictured above are William Burdette, Roger Griswold, Maxine Peterson, Jonny Cruz, Milton Yournett, Dallas Taylor, Gerhard Schwarz, Richard Geiling, Alan Hollinger, David Boone, Donald Spangler, Udjang Nurdjaja, SHLSS Vice President Ken Conklin and SHLSS Steward Department Director Laymon Tucker. Official Publication of the Seafarers International Union of North America, Atlantic , Gulf, Lakes and Inland Waters District, August 1987 Vol. 49, No. 8 AFL-CIO Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I August 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at addi~ional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Spnngs, Md . 20746. �---Sl)e Ne\tr fJork Sime11 SUNDAY, AUGUST 2, 1987 Letters Let Them Rent Whole Tankers, Not Just Flags To the Editor: President Reagan's decision to reflag Kuwaiti tankers is founded on three legitimate policy objectives: (I) to preserve freedom of navigation in the Persian Gulf; (2) to avoid a vacuum that the Russians could fill thus furthering their longtime objective in the region, and (3) to stop the tanker war, thereby limiting the Iraq-Iran conflict. These are laudable goals. But the policy undeniably tilts toward Kuwait and Iraq, and thus risks making the United States a belligerent. If Iran retaliates against the reflagged tankers, United States Navy forces or some other target, what wilJ be the next American step in escalation? Iran is no military match for the United States, but a military confrontation between the two countries only plays into the hands of the Soviet Union, which has Jong coveted the role of Iran's "protector." It also thwarts a strategic objective of our last two presidents: to normalize relations with a postKhomeini regime and prevent Soviet hegemony. Little in the administration's history of inconsistent lurchings and tiltings in the Iraq-Iran conflict gives anyone confidence that these issues have been carefully considered in the reftagging policy. That it was initiated without a formal intelligence assessment-and that, in the name of freedom of navigation, it tilts against Iran, which has been responsible for only about half as many tanker attacks as Iraq-simply compounds its deficiencies regarding the three United States objectives. Congress is caught between two unacceptable choices. It can allow the reftagging policy to proceed despite its flaws and dangers. Alternatively, if its stops the reftagging, it risks undermining the president by creating an impression of withdrawal from the Persian Gulf, which would provide a major opportunity for the Russians. What can be done to make the best of a bad situation? There is another option that accomplishes all three objectives, while avoiding the tilt toward Kuwait and Iraq, thereby reducing the risk of provoking Iran and making the United States a belligerent. That is to offer to charter genuine United States-flag tankers with United States crews, of which there are an ample number available, to both Kuwait and Iran, to Iraq and to any other country in the region. This would be an evenhanded policy. The United States tankers and United States Navy protecting them would be strictly neutral. This option would guarantee freedom of navigation in the Persian Gulf, leave no vacuum for the Russians and help stop the tanker war, thus containing the Iraq-Iran conflict. Even if Iran did not accept the offer, a policy that made our intentions and objectives clear would reduce the risk of attack on our ships and the need for subsequent United States escalation. That United States-flag commercial vessels have been operating in the area throughout the war without serious incident makes it likely that American lives would be far less at risk in this scenario. The provocation is not the presence of United States ships. American ships have served the region more than 40 years. Rather, the provocation is the thinly veiled reftagging scam that rents our protection to one side at the expense of the other. Doubts about whether the United States will in the end really respond to an attack on the reftagged vessels as if they were genuine American ships only heightens the prospects for confusion, miscalculation and escalating hostilities. Undeniably, this plan would put more American seamen (28 as against I per ship) at some risk. But American crews are already vol- untarily taking that risk in the Persian Gulf. The additional numbers would be small, particularly compared with the number of Navy personnel now being put at substantially greater risk. The use of genuine United Statesflag tankers would cost slightly more than using multinational refiagged hybrids. But the expense is insignificant and, after all, renting the United States Navy should not be free. This is probably the best alternative in a bad situation. It could be the most constructive thing the United States has done in the sevenyear history of the war. FRANK DROZAK President, Seafarers International Union of North America Camp Springs, Md., July 22, 1987 T-AGOS Crew Slams Reflagging Like most seafarers, the crew of the USNS Indomitable, a T-AGOS vessel, sometimes falls behind on the breaking news when at sea. But while these SIU members say they have only heard "bits and pieces" of the Kuwaiti reftagging plan, their response to it shows they fully understand the dangerous precedent it sets. Here is their letter. "Being at sea for extended periods of time, we have been hearing only bits and pieces of President Reagan's plan to reftag Kuwaiti tankers, but what news we have received has greatly disturbed us all. To our understanding, these ships will be under the American flag, with crews of foreign nationals-something which would set an extremely dangerous precedent, which might well end up being the final nail in the coffin of the American merchant marine. "Since the Reagan regime took power (under a promise to fortify and rebuild the merchant marine), both the industry and the American seamen seem to have been.assailed on all fronts-the Jones Act is under constant attack, Alaskan petroleum products are sought for foreign trade, laws reserving government and foreign assistance cargoes are only sporadically enforced. And now, of all things, our own government is endorsing the manning of American ships with crews of foreign nationals. If this terrible precedent is allowed to take place, we wonder where the betrayal will stop. Can we look forward in a year or two to a whole fleet of ships which nominally fly the American flag but don't have a single American onboard? We mightjust as well suggest that we reflag five or six American frigates under the Kuwaiti flag and let them protect their own tankers. The same common sense logic which dictates that we man our own navy and other military forces with American citizens demands that we expect nothing less for our merchant marine. "The SIU crew of the USNS Indomitable has a universal feeling of dread and despair concerning this attack on our livelihood. As Union brothers and sisters, we are bound together to protect our common needs and common interests. We are most anxious to learn what action our Union is taking to keep this most atrocious sellout of the American merchant marine from becoming reality. We are counting on your leadership to let the self-serving politicians and the American public know how we feel. Give us action before it is too late." Canada Wants Jones Act Opened Trade Talks Draw Fire From U.S. Maritime Industry American shipping on the Great Lakes has been in the doldrums for the past several years. Today there is a move afoot which some say could finally kill U .S.-ftag shipping on the Lakes and all coastwise shipping: opening up the Jones Act to Canadianftag shipping concerns. The concern is so great that more than 120 U.S. maritime-related companies and organizations (including the SIU) have written all Senate members urging that the Jones Act be kept strictly American. In addition, 213 House and Senate members have co- sponsored a resolution calling on President Reagan to reject the Canadian proposals. The controversy began when U.S. and Canadian negotiators began talks earlier this year to resolve many of the trade problems between the two countries. Canadian negotiators proposed a so-called "North American Jones Act." Under the plan, Canadian ships could be allowed to carry oil and other products from Alaska to the lower 48 states, cargo between Hawaii and the U.S. mainland and other shipments between U.S. ports on the Lakes. Under current law, domestic coastwise shipping is reserved exclusively for U .S.-flag ships. The plan ''threatens to dismantle longstanding U.S. maritime policy essential to our shipyards, inland tug and barge industry, the Great Lakes fleet, the offshore oil and gas service industry and both our international and domestic maritime fleets," said the letter to senators. In addition to opening markets to Canadian shipping, the trade talks also have suggested that U.S. maritime programs could be open to Canadian interests. Currently U.S. ship owners, in the domestic trade must pay added tax if the ships are repaired in a foreign yard. That provision also could be struck down. The letter from the 120 industry groups noted that the U.S. falls dangerously short of sealift capability now, according to a presidential report. If the Canadian proposals are inclutled in a trade package, they would further weaken the nation's defense. "Considering the advantages Ca(Continued on Page 26.) August 1987 I LOG I 3 �DOT Offers New Program Reaction Mixed to New Operating Subsidy Plan A new plan offered by the Reagan administration to reform the operating differential subsidy program (ODS) has met with mixed reaction within the maritime community. But praise for the plan has been faint at best. The new plan would base a ship owner's subsidy on labor costs only. Current ODS payments are based on a variety of costs, including labor, insurance, maintenance and repairs not covered by insurance. The formula for determining the wages-only subsidy has drawn fire from several groups. Under the current program, subsidy payments are guaranteed for the life of an ODS contract, usually 10 years or more. In the administration's proposal, subsidy payments would be authorized for 10 years, but the appropriations must be approved each year. That type of payment makes long-term planning uncertain, critics of the plan said. The favorable reaction to the program has been limited to the fact that for the first time in seven years, the administration has offered something in the way of a promotional program for the U .S.-flag fleet. Since taking office, the administration capped the current ODS program by not allowing any new contracts. The construction differential subsidy plan for shipyards was scrapped. There have been constant battles over cargo preference. While the maritime industry has suffered under these cutbacks, the administration has offered no alternatives. At least this new ODS program is a start, some say. But most observers hope that Congress will modify the plan. Other aspects of the program: • A cap on the number of subsidy ''grants,'' as they would now be called, available to each company. Those already receiving subsidies with fewer than 10 ships in operation (this would include Farrell Lines and Waterman Steamship Corp.) would be eligible for up to 10 ship-year subsidies a year. Ten ship-years is the equivalent of operating 10 ships under subsidy for one year or one ship for 10 years. The idea is to allow the smaller carriers to grow within the program. Subsidized carriers with more than 10 ships would be limited to 20 shipyear subsidies. Unsubsidized lines entering the program for the first time would be limited in the number of ship-year subsidies they could receive to the number of ships in their fleet during the two-year period prior to enactment of the bill, and no more than 20. • All carriers also would be allowed to sell or swap subsidies, thus permitting them to cash in on their subsidy assets or acquire more subsidy than they are otherwise entitled to receive from the government. • All existing trade route restrictions on subsidized carriers would be eliminated. In the future, subsidized lines could deploy their ships wherever they want, an idea consistently opposed by some of the smaller carriers who fear they'll be pushed out of their niche markets. • The payment system would be changed in an effort to improve the carriers' cash flow. Instead of paying at the end of each voyage, the government would pay companies semimonthly. • No subsidy would be paid for the carriage of government cargoes reserved for U .S.-flag ships, such as military cargo or Food for Peace ship- ments. It appears that the carriers would have to discount the rates they charge for such cargoes to reflect subsidy payments expected on the voyage. • Subsidized carriers would be allowed to operate foreign-flag feeder vessels, but the capacity of the latter could not exceed the capacity of the company's U.S.-flag operations. There would be no review process, as there is currently, to ensure the foreign-flag ships do not compete with any subsidized services. • Current law shielding unsubsidized domestic operators from competition from subsidized carriers would remain unchanged. The l~tter could trade between domestic points only with special approval from the secretary of Transportation. Existing services, however, would be grandfathered, a provision favoring Sea-Land Corp., currently an unsubsidized operator with both domestic and international services. • Ships built in foreign shipyards would be eligible for subsidy and for government preference cargo immediately on being brought under the U.S. flag. Oct. Blast Killed 4 NTSB Faults Yukon Safety Three different safety-related factors led to the blast aboard the Ogden Yukon (OM/) last Oct. 28 which killed one SIU member and three other crewmen, a National Transportation Safety Board (NTSB) study reports. The three problems cited in the NTSB report were: the operator's failure to "establish and enforce" safety procedures for performing hot work; the chief engineer's failure to ensure that all tank vent flame screens were installed and maintained properly, and the failure of the refining company to supply the ship with fuel oil of the proper flash point. The report said that flame cutting was being done above the starboard fuel oil storage tank before the blast. The chief engineer told the NTSB that neither he nor his assistant made any particular safety inspection of the area and that he did not discuss any safety procedures with the welders. He further testified that no fire hoses charged with water were laid out for use and that no one was designated as a fire watch. In addition, the NTSB found that the flame screen for the after vent on the fuel storage tank that exploded was missing before the accident. The report said that if the vents had been checked for flame screens before any work began it "may have prevented the fires and explosions. Also, the NTSB discovered the Yukon was carrying the wrong fuel, with Safety problems led to the fatal blast aboard the Ogden Yukon (OMI), a government report says. a very low flash point. Normally the ship used No. 6 fuel oil with a flash point of more than 150 degrees F. The Yukon was loaded with oil which had been contaminated by oil with a lower viscosity and a flash point as low as 22 degrees F. Vet Fight Brings All Seamen Together If, 42 years after World War II, merchant sailors are finally given the same benefits as military veterans, no one knows exactly how many of them are alive today to take advantage of the recognition. But there is one thing this crusade for veterans benefits has brought about and that is unity-unity between the various maritime unions. For at issue is something that affects not only SIU members who served during World War II, but sailors in the other maritime unions as well. Anthony Nottage of Cypress, Calif. is one SIU pensioner who has personally telephoned his congressman, Rep. Robert K. Dornan, to express his views regarding H.R. 1235, the Merchant Seamen's Benefit Act. He also has written letters to 44 other congressmen 4 I LOG I August 1987 in California as well as both state senators. The 69-year-old pensioner sailed as chief electrician from 1943 to 1971 and was part of the Murmansk run to Russia. Nottage was on the Samuel H. Walker when it was sunk by German torpedoes. He also served in the merchant marine during the Korean and Vietnamese wars. ''There are only a few of us oldtimers left," Nottage writes in his letters for passage of H.R. 1235, "and I believe this bill is 40 years overdue.'' And Otis L. Bouchie Jr., who retired from the NMU in 1966, has gone on a personal crusade for passage of the bill. Bouchie, who served in the U.S. Marine Corps (and therefore already has veterans benefits), nonetheless feels the need for all U.S. merchant mariners who served in World War II to be recognized. And so this 74-yearold Alabaman who has ''a lot of friends in the SIU'' writes 30 letters a month' 'to senators, representatives, cabinet members, mayors, governors, other maritime unions, trade unions and anybody else who might help H.R. 1235"-with just one theme: recognition for World War II merchant seamen. The NMU pensioner has been pleased with the response he has received so far, about 90 percent, but continues to press forward in his writing campaign. Bouchie, whose larynx was removed five years ago due to cancer of the larynx and who now speaks through a mechanical voice box, says he has a lot to be thankful for. And his personal crusade for benefits for all merchant mariners would be one more thing to add to his list. The Yukon was towed to Japan after the explosion and sold for scrap. Vets (Continued from Page 1.) The suit -concerned two groups of seamen who had been denied benefits. The first were seamen who participated in the many invasions during World War II; the second, others who sailed during the war. The judge said seamen who joined the invasions performed military duties under military control. He also said the denial of benefits to other seamen was not supported by the review board's decision. After Oberdorfer's ruling, he ordered both sides to return to court this month and present recommendations on what remedies would be appropriate. The government has not said if it will appeal the case. The judge could order veterans status for invasion force seamen or all World War II sailors. He could also order the review board to redraft its guidelines. Most of the war-era seamen probably wouldn't take advantage of college tuition funds or home loans. But many would qualify for veterans medical benefits, if those benefits are awarded. �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Connie Rep. Wally Herger More~la A C THIRD generation rancher and independent businessman, Wally Herger (R-Calif.) was elected to the U.S. House of Representatives from the second congressional district of California Nov. 4, 1986. ONNIE MORELLA (R-Md.), elected in 1986 to the lOOth Congress, represents Maryland's eighth congressional district, which covers the most populous portion of Montgomery County, a wealthy and overwhelmingly Democratic area just outside Washington, D.C. Although a freshman in the U.S. House of Representatives, Morella is no newcomer to elective office. The former airline reservations clerk turned college English teacher decided to enter politics 17 years ago. She worked for the Montgomery County Commission for Women, served eight years in the Maryland House of Delegates, to which she was first elected in 1978 and re-elected in 1982, and won a stunning victory this past fall to capture the seat vacated by four-term Democratic congressman Michael Barnes. In Annapolis, she was a member of the House Appropriations Committee and its Subcommittee on Law Enforcement and Transportation. With a bachelor of arts degree from Boston University and a master's degree from The American University, Morella is an educator by profession. She is currently on leave from Montgomery College where she has taught since 1970. Rep. Morella calls herself a moderate, a liberal in the tradition of her long-time friend, retired Sen. Charles McC. Mathias, who actively campaigned for her. And her agenda, she says, is one of "enlightened social policies balanced by fiscal conservatism.'' She supports aid to the contras (but adds that there has to be accountability) and supports "Star Wars" and Medicaid funding for abortions for some poor women. A Catholic, Morella has consistently voted pro-choice and is against mandatory drug testing. The second congressional district includes all of the counties of Butte, Colusa, Glenn, Shasta, Siskiyou, Sutter, Tehama, Trinity and Yuba as well as portions of the counties of Lake, Napa and Nevada. Rep. Connie Morella "I vote my conscience," Morella said. "I think constituents want a representative who votes independently." Although Rep. Morella wasn't appointed to her preferred committeesHouse Ways and Means and Appropriations-she serves on minor committees that matter to her constituents. In the Committee on Post Office and Civil Service, she is the ranking minority member. She also serves on the Science, Space and Technology Committee and on the Select Committee on Aging. Morella is not afraid to stand up for what she deeply believes in. "I think I have, with all lack of modesty, an extraordinary, strong eight-year record for issues that I care deeply about," she said of her years in the Maryland House of Delegates. "Civil rights, women's issues, budgetary issues . . . You make a mark by sometimes introducing good legislation that the majority picks up and then you end up being the co-sponsor.'' She hopes to play a similar role in the House of Representatives. Certainly, the Republican congresswoman will be watched very closely as names are being tossed out as possible opponents for her seat in 1988. Ten of the 12 counties in his district are major timber producing areas (the 1986 national Christmas tree on the Capitol grounds was grown in Siskiyou County), so it is appropriate that Herger serve as a member of the House committee on Agriculture. What is more important to SIU members, however, is that he is also on the Merchant Marine and Fisheries Committee (chaired by Walter B. Jones, D-N.C.), and could be an important ally in future maritime legislation. The representative, who was elected vice president of the freshman Republican class of the 100th Congress, also was chosen secretary of the California Republican Congressional Delegation. He majored in Business Administration at California State University in Sacramento and served three terms in the California State Assembly. There, he was on the Ways and Means Committee and was vice chairman of the Agriculture Committee. Rep. Herger holds a number of strong views regarding the defense of this nation. He stands behind President Reagan in his support for the Strategic Defense Initiative (SDI). ''For the past 20 years," Herger states, "the Soviet Union has increased its strategic nuclear capability, while the United States has significantly slowed its development ... Therefore, implementation of SDI would reduce this dangerous Soviet nuclear superiority and would Rep. Wally Herger push us closer to the long-term goal of elimination of nuclear weapons. In a similar vein, Herger supports a limited chemical weapons program and believes that the U.S. should not be bound to comply with the unratified, expired SALT II treaty. He also believes that the United States, as a nation, must make a full commitment to pursuing all the facts about our servicemen still unaccounted for in Southeast Asia and has indicated that he "will strongly support efforts to locate and bring home American MIAs. '' Savings Bonds Protect Futures -----Around the New Orleans Hall----- ~~.I ..• One of the SIU's first organizers, Buck Stevens (right) had chance to renew his Union ties in New Orleans recently. Shown with his grandson (center) and Rep Nick Celona, Stevens goes over plans for an upcoming Port Council meeting. ·. .· ,.__:.~. When the new standard agreements were ratified recently, Bosun "Scotty" and New Orleans Port Agent Ray Singletary took time to study the new contracts. August 1987 I LOG I 5 �'T Anchorage Sails- The Sea-Land Kodiak will be the third of the new D-7s. The bow has been strengthened for the ice encountered on the Alaskan run. Kodiak, Tacoma Wait For Final Touches at Sturgeon Bay Yard Chief Cook George Gibbons on the Anchorage as it left its Wisconsin shipyard. This is the view from the Anchorage's bridge as she steams toward the Sturgeon Bay Bridge into Lake Michigan. The Anchorage crew was flown into Green Bay, Wis. to take the ship from the Lakes to the West Coast. Above is AB Bill Sider at the airport. The latest technology includes this computerized navigational steering (below) on the bridge of the Anchorage. Steward/Baker James Anchorage. on the QMED Joe Graves (above) at breakfast in the crew's mess. SI A Michael Bubaker (below) finishes up the lunch dishes. Recertified Bosun Dave Atkinson takes a break on the third deck rec center aboard the new Anchorage. The Tacoma will be the second D-7 for Sea -Land. 6 I LOG I August 1987 Wright �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco I will be heading back East later this month to attend the triennial convention of the SIUNA. It will be an important convention. For one thing, the maritime industry is confronted by serious problems. In addition, next year marks the 50th anniversary of both the SIUNA and its Atlantic, Gulf, Lakes and Inland Waters District. Both organizations were born of the wreckage of the old International Seamen's Union, a loose federation of autonomous maritime unions formed in the latter part of the 19th century. Under the leadership of Andrew Furuseth, the ISU was able to achieve many important victories, including passage of the Seamen's Act of 1915. Yet the ISU was never able to recover from an ill-fated strike called in 1921. By the time the Great Depression rolled around, it was on its deathbed. The election of Franklin Delano Roosevelt in 1932 ushered in a new era for both the United States and the labor movement. For the first time ever, organized labor moved to center stage of American politics. Passage of the Wagner Act of 1935 presented the labor movement with many new opportunities. Yet like the country from which it sprang, the American labor movement was not monolithic. It was split along regional, economic, ethnic, racial and philosophical lines. And so it was with the labor movement. Trade unionists everywhere argued about the merits of John L. Lewis' call to industrial trade unionism. Traditionalists like AFL President William Green rejected this approach. The waterfront was not immune to these developments. Indeed, one of the primary reasons behind the formation of both the SIUNA and the SIU-AGLIWD were the philosophical differences that existed between the American Federation of Labor and the Congress of Industrial Organizations (which broke away from the AFL in 1935). The AFL represented a certain type of trade unionism. Craft-oriented, intensely patriotic, it concentrated on bread and butter issues. The CIO, on the other hand, stressed social issues, political action and mass organizing. Harry Lundeberg, the secretarytreasurer of the Sailors Union of the Pacific, was a strong believer in AFL principles. In order to counter the rising influence of the CIO-affiliated National Maritime Union, which was formed in 1937 by Joe Curran, Lundeberg requested and received AFL charters for both the Seafarers International Union of North America and the Seafarers International Union of North America, Atlantic and Gulf District. While the AFL maritime unions had a strong presence on the West Coast, they were all but non-existent on the East Coast and in the Gulf. To counter this inherent structural weakness, Lundeberg established the Atlantic and Gulf District of the SIU. From its inception, the A&G District incorporated the principles of both industrial and craft trade unionism. Like the NMU, it was established along industry-wide lines. As Lundeberg had planned, the newly-formed A&G District gave the AFL a secure base on the East Coast. This, in turn, transformed the SIUNA into a viable national organization, a worthy heir of the old ISU. There is no guarantee of what will happen in arbitration. Yet it is exceedingly important for these tug and barge companies to understand that we will not back down from a fight. Any company that tries to abridge the rights of our members will have to pay a high price. The bankruptcy proceedings have had far-reaching consequences. For one thing, seamen working for the company have had to line up with the rest of the company's creditors in obtaining contributions to their pension and welfare plans. The shipping companies that remain in business on the West Coast are trying to fill the void left by U.S. Lines. Sea-Land, an SIU-contracted company, is interested in picking up four U.S. Lines vessels which had been on the U .S.-Hawaii-Guam run. Sea-Land's bid to procure these vessels had been opposed by Prudential Insurance, one of U.S. Lines' largest creditors. Earlier this month, however, Prudential withdrew its objections to the acquisition, which bodes well for Sea-Land's efforts to buy out these vessels. West Coast Report by V. P. George McCartney W Gulf Coast by V.P. Joe Sacco T HE contract between the SIU and Radcliff Materials has been extended while the two sides try to find ways to bridge the gap that separates them. Problems remain. For one thing, the astronomical increase in medical costs is affecting the industry. As reported in previous issues of the LOG, the SIU is trying to contain these costs. It even instituted a bonus program under which it awards members 25 percent of the monies saved when they alert the welfare plan of unnecessary billings. The SIU has always been willing to work closely with any company that respects the rights of our members. In Louisiana, for example, we are monitoring the actions of the legislature as they pertain to the shell-dredging industry. For the past six year , there has been a war on the rivers of this country. Tug and barge companies have tried to take on the maritime unions. We have taken a carrot-and-stick approach to this attack. We will go out of our way to work with those companies that respect the rights of our members. At the same time, we will leave no stone unturned in fighting those companies that don't. Just recently, for example, the Fifth Circuit United States Court of Appeals partially overturned a ruling by Judge Morey Shears in regards to National Marine. The judge ruled that the company's refusal to arbitrate its differences with the Union over the sham sale to Compass Marine constituted a breach of contract. The matter must go back to arbitration. HEN today's trainees celebrate the SIU-AGLIWD's lOOth anniversary in the year 2038, they can say that they entered the maritime industry during a period of profound change. Everywhere you look on the West Coast, there are signs of change. There is an intense rivalry among the West Coast ports to make themselves more competitive. Intermodalism is more than a buzz-word out here: it is something that has already happened. And Wilmington, with its ready-made market of 12 million people, is leading the way. Sea-Land and APL, two of the largest carriers out here, are in the process of connecting their port facilities to rail lines. They are deadly serious about "one-stop" shipping, which they see as the future of this industry. Throughout history, there has been an innate connection between trade and the maritime industry. Things are no different today. The increasing importance of the Pacific rim countries to the American economy is having a profound effect on all aspects of American life. In a sense, the maritime industry provides a microcosm of this trend. The growing trade between the United States and the countries of the Far East has far-reaching possibilities. But as long as East Asian markets remain closed, the benefits provided by this trade will all be one way. Still, things look decidedly better in that respect than just a year ago. Pressure brought on the Reagan administration by the maritime industry and organized labor is having some effect. Taiwan, for example, has promised to relax restrictions on its intermodal transportation industry, which has been closed to American operators. That's not to say that things are good. Even the toughest and most committed American-flag shipping company can find itself in the same boat as U.S. Lines, which last year was forced to file for Chapter XI bankruptcy proceedings. U.S. Lines had been the largest American-flag shipping company in existence, and it had a legendary name in the industry. East Coast by V.P. Leon Hall F a two-week period last month, it seemed as if everyone in New York was either listening to or talking about the Iran-contra hearings. The hearings ended on an anti-climactic note. What, after all, could top Ollie North's declaration that he would go "mano-a-mano" with Abu Nidal, or George Shultz's chilling reminder that "nothing ever gets settled in this town." Still, I predict that the hearings will have a subliminal effect on the 1988 elections. If nothing else, they underscore the importance of putting people into power who respect the proper function of government. The spectacular revelations coming out of the hearings have all but obscured an important national development; planning for the 1988 elections is well under way. Strong grassroots political organizations will play a pivotal role in deciding who becomes this country's next president. With the hard-learned lessons of 1984 under its belt, labor should be well-positioned to make a difference. In New York and elsewhere, representatives from the SIU are meeting with their counterparts in other labor organizations to see how they can better coordinate their efforts. While the labor movement has not yet endorsed anyone (and it is possible that no consensus will emerge), the bridges that are now being built are extemely important. In New York, the SIU joined other labor organizations in hosting "get acquainted" meetings for the Paul Simon and Michael Dukakis campaigns. The SIU, like every other national union, has so far refrained from enOR (Continued on Page 11.) August 1987 I LOG I 7 �The Falls of Clyde: A Little Taste ·of History The steering station aboard the Falls of Clyde. TT was quite a sight watching the Falls Lt Clyde hoist anchor at Pier 7 and pull into dry dock in Honolulu Harbor's Pier 41. Towed by tug for the mile-long trip, the 109-year-old Falls of Clyde is the last four-masted square-rigged merchant ship afloat. The oldest oil tanker in the world, it is also the last of the first fleet of Matson ships. The Falls of Clyde was the first ship to carry the Hawaiian flag, Jan. 20, 1899. Needless to say, volunteers to help in the June 26 move were not hard to come by. Steve Baker, former SIU member and now 3rd mate on the Charles L. Brown, and SIU Patrolman/Recertified Bosun John Ballentine supervised the operation as SIU members and other experienced hands donated their time, energy and skills just to be a part of this historic event. :~\~\, . SIU crewmembers board the Falls of Clyde and prepare to launch. They are (I. to r.) Port Agent Tom Fay; Patrolman and Recertified Bosun John Ballentine; Steve Baker, 3rd mate on the Charles L. Brown; Jim Holland; Erowin Udan, and Gary "Doc" Trentz, corpsman for T-AGOS. Photos by Cathie Ballentine AB Chris Delamer readies the heaving line. AB John Bloodworth pulls in the spring line. 8 I LOG I August 1987 Gary "Doc" Trentz tried his hand at a little deck work. �~m~-~"'~~~~- .., s . I ;:$ tug/tow arge/dredgel ~~~~~·~-~~·@:=:=~~=:=:::~r.tii~~Wfil;;mro~::;&;-t.:!ffu:°'"'ft~ Court Upholds SIU Plans in Sonat, Dixie Pension Case (Continued from Page 1.) pany before it signed a contract with the SIU) in a case involving employees of Sonat Marine and Dixie Carriers. Both companies have refused to recognize the SIU's right to bargain for its licensed employees, claiming such workers are so-called "supervisory personnel.'' Along with the refusal to bargain, both companies stopped making contributions to the Plan for the licensed workers. The Plans, the court said, may reduce the benefits payable by cancelling past service credits when an employer stops making contributions or when the Union is decertified. The decision does not affect anyone who retired before contributions were stopped. It also does not reduce any service credit for the years the employee worked under an SIU contract. But it could mean some employees would not be eligible for early retirement or they could have the benefits reduced to a lower level. Licensed inland members who were faced with Sonat's and Dixie Carrier's refusal to recognize the Union as their agent had three choices. First they could have gone to work for any SIUcontracted inland company and retained their past service credits toward pension benefits. Second, if they retired before the companies stopped making contributions to the Plans, they would have retained their past service credits. But if they accepted the companies' terms and returned to work without a contract, the past service credit was eliminated. The SIU is still fighting for its rights to represent licensed workers, but the court battle could drag on for years. On the Midas, You Otter Get to Know Gumbo McAllister Scheme Leads to Strike A series of unfair labor practices and grievances at McAllister Brothers Towing Co. in Norfolk, Va. has led to a strike there by SIU crews and pickets at two other McAllister operations. In Baltimore and Philadelphia SIU members have honored the picket lines set by the striking Norfolk workers. The SIU has charged McAllister with unfair labor practices and circumventing the contract in a scheme to remove tug captains with docking pilot licenses from their equipment. The SIU has filed unfair labor charges with the NLRB and grievances have also been filed in Norfolk. The contract with McAllister expires Sept. 30. Not quite old enough for his standard shellfish diet, Gumbo gets a feeding from the Midas' crew, (I. to r.) Cliff Robertson, Buddy Prinks, Charles O'Brien and SlU servicing team member Jim McGee. Ships pets come in all different shapes, sizes and species, but the crewmembers of Sabine Towing's Midas may have one of the more unusual--Gumbo the Otter. Baker Whiteley Committee Seneca Notice Attention crewmembers of the Tug "Seneca," Crowley Maritime Corporation. Anyone employed aboard the above-named tug since Dec. 15, 1986 is due a 2.24 percent Economic Price Adjustment (E.P.A.) under the terms of the military agreement. For any monies due you, please contact: Mr. John Schiemer Crowley Maritime Corporation Military Support Division Box 2287 Seattle, Washington 98111 Provide your name, rating, social security number and appropriate dates of employment. When negotiations begin for a new contract with Baker Whiteley Towing Co. in Baltimore, these four SIU Boatmen will make up the Contract Committee. They are (I. tor.) Engineer Joseph Zorbach, Capt. Louis Canavino, Deckhand Steve E. August and Mate Leon J. Mach Sr. August 1987 I LOG I 9 �Gerold Harris, cocktail waiter in the Main Saloon Curtis Carraby, waiter Waitress Tracey Anderson and bartender Ray Ringwald Steamboatin' 1987 Allan Hammond, busboy Karen Murray, cocktail waitress in the Paddle Bar Crew and staff members on the Mississippi Queen Mississippi Queen Matt Young, maitre d 'hotel In the crew galley: Bobby Werre, Eric Woods, Reggie Kaiser, Tom Thomson and Edgar Whelan. Bobby Werre, busboy 10 I LOG I August 1987 �In Memoriam Pensioner Landsdale J. Madere, 83, died April 29 of respiratory arrest. Born in Edgard, La., Brother Madere sailed inland as an engineer. He went on pension in 1969. Burial was at Westlawn Memorial Park in Gretna, La. He is survived by a daughter, Joyce Morvant, and two sons, Lansdale Jr. and Louis. Pensioner Frank L. Pasaluk, 71 , died April 13. Born in Maryland, Boatman Pasaluk joined the Union in 1950 in the port of Philadelphia. He was active in the General Strike and the Isthmian beef and retired on pension in 1979. Surviving is a daughter, Dorothy Mastripolito. New Pensioners The following Inland members have retired on pension: Mobile Jack T. Fillingim Robert L. Odom Norfolk Perrin L. Cudworth Dispatchers Report for Inland Waters JULY 1-31, 1987 Port New York ......................... Philadelphia ....................... Baltimore ......................... Norfolk .......................... Mobile ........................... New Orleans ..... . ........ ... .. .... Jacksonville ....................... San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ...... ............ ...... Seattle ... . ..... ... . ........ ...... Puerto Rico ......... ......... ..... Houston .......................... Algonac .......................... St. Louis ... .. . ...... . . ... .. ...... Piney Point ........................ Tota s ...... ... ... ... .. ... . .. . . .. 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 ... . ............ Government Services Division by V.P. Buck Mercer I N the commercial maritime industry , when a seaman violates the Ship's Articles while on voyage, he or she is "logged" and perhaps fired when the ship returns to the pay-off port. On occasion, the seafarer may face a Coast Guard hearing if the infraction is of a serious nature. Generally, however, the crewmember faces a labor-management hearing to deter- 0 2 6 28 2 1 4 0 6 0 0 7 21 0 0 77 0 0 0 10 0 0 0 0 1 0 0 1 17 0 0 0 2 0 10 0 0 1 0 6 0 0 0 2 2 0 23 0 0 0 4 0 2 1 0 0 0 0 2 6 0 0 29 15 0 0 0 9 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 0 0 2 0 0 0 1 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 0 DECK DEPARTMENT 0 0 1. 0 6 0 35 8 2 0 0 0 2 1 0 0 42 55 0 0 0 0 3 2 31 3 0 0 0 0 0 0 0 0 0 0 1 0 3 0 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 0 3 6 0 0 0 1 1 0 0 0 0 0 0 0 0 0 2 0 22 9 0 0 0 0 0 2 0 0 0 0 5 0 37 0 0 3 0 3 50 4 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 13 4 6 119 42 60 135 31 56 13 0 0 0 0 0 0 4 0 48 0 0 3 0 3 0 72 0 6 4 35 0 1 2 0 10 0 0 10 16 0 0 0 3 0 15 0 0 0 0 0 4 0 0 0 0 1 0 12 44 0 0 0 0 1 4 0 6 4 0 26 0 58 84 41 79 0 0 0 0 13 0 0 0 0 0 0 0 3 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 1 0 0 0 1 0 0 0 3 1 9 175 **REGISTERED ON BEACH All Groups Class A Class B Class C 59 5 0 1 1 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 27 9 0 0 0 0 6 0 0 0 0 0 0 0 0 3 0 0 0 0 0 13 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 9 16 1 120 66 80 *"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. Area Vice Presidents' Report (Continued from Page 7.) dorsing any one candidate. We are seeking your input. Accordingly, the June issue of the LOG contained an insert discussing the candidates' views on a number of issues ranging from trade to social welfare to defense. *TOTAL REGISTERED All Groups Class A Class B Class C I mine further employment with the particular company. Once the ship pays off, however the crewmember is off the payroll. The disciplinary procedure for the Military Sealift Command, Pacific Civilian Marine Personnel is different. It is an expensive, long, drawn-out process that robs MSCPAC of the shipboard services of its mariners for weeks or even months on end. For example (and this is the rule rather than the exception), an MSCPAC seaman misses a day's duty for which there is no excuse. He will be written up by his supervisor. That paper then goes to the master of the vessel who supposedly gets the facts of the incident and writes more paper either penalizing the seaman anywhere from a reprimand (which seldom happens) up to 14 days suspension. He can recommend more than that, but that action must be taken by the commander, MSCPAC. If the seaman receives anything other than a reprimand , he is sent back to home port , at the expense of the government. That means a replacement must be sent to the ship, again at the expense of the government. The seaman who has been penalized and returned to home port is placed in the Marine Placement and Receiving Branch (POOL) at MSCPAC to await his fate. In the meantime, the seaman has the opportunity to appeal the decision of the master of the vessel or the decision of shoreside management. Before the appeal process becomes effective, the seaman will sit for weeks or months in the POOL on the payroll, before the suspension goes into effect. During this drawn-out process, shipboard services of the affected seaman are lost. At any given time, there may be 15 to 20 seamen on disciplinary actions, sitting in the MSCPAC POOL drawing wages. MSCPAC has chosen to use this same expensive procedure for years, even though the "log" penalty is in their Schedule of Penalties. While these seamen sit around in the MSCPAC POOL and draw wages, they cannot be assigned to a ship until they are cleared and replacement personnel cannot be sent to ships in many ratings because MSCPAC is not that deep in manpower. One would think that the PowersThat-Be at MSCPAC would recognize their expensive disciplinary problem and use the "log" process. U.S., China Sign Rescue Pact The United States and the People's Republic of China have entered into an agreement to cooperate in responding to distress calls at sea. Under the agreement, the U.S. and China will set up procedures and communications for requesting and rendering maritime search and rescue assistance and for joint operations when appropriate. The agreement also calls for technical cooperation and ex- change of information on search and rescue organization, plans and equipment. The cooperative agreement with China is the second such agreement negotiated by the U.S. The first, with Japan, was signed last month. Both are responses to the 1979 International Convention on Maritime Search and Rescue, which became effective in 1985 and which encourages bilateral cooperation. -----Artifacts Wanted----Military Sealift Command Headquarters is developing a historical display about the development of MSC from the Merchant Fleet, and MSC from 1798 to present. MSC is requesting any individuals or groups who desire to donate or lend personal or ship artifacts to please contact Mr. Carl Beuchert at (202) 433-0656. Items should be mailed to Military Sealift Command (M-OOD), Department of the Navy, Washington D.C. 20398-5100. August 1987 I LOG / 11 �SIU, MTD Host Boy Scouts In Labor Education Program B OY Scouts from 13 states across the nation were guests of the SIU and the AFL-CIO Maritime Trades Department for a two-week program of sightseeing, recreation and trade union education. The program, now in its second year, is sponsored by the MTD as part of a program to promote the trade union objectives of the American Labor Movement. The Scouts are recruited through the MTD's Port Councils, and offer young men and women in the Scout Movement two-week all-expense vacations in Washington, D.C. and at the SIU's Training and Recreation Center in Piney Point, Md. In Washington, the Scouts tour the headquarters of the SIU, the MTD and the AFL-CIO, and visit the Capitol Building. In Piney Point, the Scouts, several of whom are Sea Scouts, learn something of seafaring from the young men and women in training at the SIU school. Participating in this year's program were Brian Hite, Florida; Victor Paulus, Chicago; William Hutchings, Virginia; Chris Moritz, Ohio; Travis Corgey, Houston; Robert LeBlanc, Mobile; Eric Figueroa, Brooklyn; Dwayne Simmons, Detroit; Chris Alvarado, California; Shawn Lucas, Philadelphia; Art Mees, St. Louis; Reginal Rhea, New Orleans; Charle Seaman, Baltimore, and Paul Bensel, Columbia, Maryland. AFL-CIO President Lane Kirkland greets Scouts in the Federation's headquarters. Alan Bosch, of the AFL-CIO Community Services Department, talked to the scouts about the importance of the Labor Movement in America today. Sea Explorer Paul Bensel Columbia, Maryland Scout Travis Corgey Houston, Texas Scout Chris Moritz Clay Center, Ohio During their two weeks at the Seafarers Harry Lundeberg School of Seamanship, the Scouts learned the importance of education and training in the maritime industry. Scout Reginald Rhea New Orleans, Louisiana Scout Art Mees St. Louis, Missouri 12 I LOG I August 1987 Jean lngrao, executive secretary-treasurer of the AFL-CIO Maritime Trades Department, welcomed the Scouts to AFL-CIO headquarters. �A PROUD HISTORY ... SH LSS Celebrates 20 Years THEY STILL MARCH THROUGH PINEY POINT! P iney Point! After twenty years, the Seafarer's Harry Lundeberg School of Seamanship is doing what it does best-preparing personnel to crew American ships. From an idea that began at the SIU hall in Brooklyn, to establish training programs for entry rating and upgrading seamen, Paul Hall expanded it to various training schools at SIU ports nationwide. As the HLSS programs expanded to meet the challenges of advancing technology, it became necessary to centralize the training activities. Thus, in 1967, HLSS was finally consolidated on 28 acres of a former marina (which earlier served as a Navy torpedo test range) in Southern Maryland at Piney Point. In the years since the school was founded, SHLSS has grown to become the largest educational facility for licensed and unlicensed seafarers and inland boatman in the United States. The first SIU officials on the scene in 1967 realized that they had their work cut out for them. Frankie Mongelli recalled checking the foundations of the buildings and luckily not finding any snakes. The mosquitoes were so bad that after working outside, you almost needed a transfusion. Paul Hall seemed to be protected from them by his cigar while he directed work from a golf cart. The first trainees were given a lot of on-the-job training. They laid sidewalks, built docks and piers, l-IARRY LUNDEBERG 1101~ A FIGHTER F 1,57 EAMAN'S IGHTS ~ painted anything that didn't move and generally got things in SIU order. The men that were the first to march through are the ones that now lead the Union and most appreciate the accomplishments of the Lundeberg School. Mike Sacco, who instituted the food service program and was vice president of the school at one time, is now Great Lakes vice president. His brother Joey, who supervised the dredging of the school's waterfront, is now Gulf Coast vice president. Paul Hall, Earl Shephard, Frank Mongelli, Paul and Frank Drozak and other longstanding SIU officials have .had a close personal hand in the · development of the SHLSS through the years. Since those first exciting days of transforming Paul Hall's ideas into reality, the school campus has expanded to more than 60 acres on the waterfront of St. George's Creek. In those early years, when the operations at HLSS consisted of a course to help Seafarers get their lifeboat endorsements, there was at least as much building construction as there was teaching. But the vision of a unique edl,lcational institution was never lost. The dream was to build a school that served the educational needs of seafarers and the manpower needs of the maritime industries. Buildings went up and new roads went in to accommodate the rapid expansion of the educational programs. August 1987 I LOG I 13 �SHLSS Celebrates 20 Years • Trainees used to be housed in the small, simple H-barracks. ~You're well on your way to becoming an old-timer if you can remember this scene: the original entrance to the Harry Lundeberg School of Seamanship. In the background is the old motel, which was razed to make way for the Mongelli Recreation Center . • PHYSICAL GROWTHBUILDING FOR LEARNING W hen the SHLSS Library, located in the former engine room of the schoolship CHARLES S. ZIMMERMAN first opened, many of the shelves were completely empty. Then in 1981, the Paul Hall Library and Maritime Museum was dedicated. Since opening, it has become one of the best sources of maritime labor research in the United States. There is a media center to provide students with audio-visual equipment and software, films, video and audio cassettes and slides. Also housed in the library are a television studio and video production facilities. All of the modern facilities of the library help the instructors and students in the pursuit of educational goals. Originally, the Vocational Education Department was housed aboard the cargo ship CLAUDE SONNY SIMMONS, and when the upgrading programs were first expanded, they were held aboard a refurbished barge. In 1977 a new Vocational Education building was constructed (the Logan Building and shop area) and soon thereafter, the Drozak building which houses academic classrooms and various offices. The largest facility on campus, which was constructed in 14 I LOG I August 1987 The Paul Hall Library and Maritime Museum stands at the heart of the Lundeberg School. Named after the school's founder, it houses an impressive collection of maritime books, audio-visual equipment and primary research material on the SIU and the maritime industry. 1984, is the Seafarers Training and Recreation Center. A far cry from the small simple H-barracks, and a 112 room dormitory, in which the trainees originally lived, the ultramodern center houses all of the Entry Level Trainees, Upgraders, and their families. In addition to 300 modern rooms containing closed-circuit cable TV, the Center boasts a conference center capacity, with a large auditorium, three conference rooms, bar and recreation areas, formal and informal dining areas, health spa, • The school has undergone a 20-year period of steady growth. SIU Secretary Joe DiGiorgio, left, talks with Frank Mongelli, the late vice-president of the Lundeberg School, about construction that was then under way. olympic-sized swimming pool, card and pool rooms. Most recently constructed is the SHLSS Simulator building which houses a multifunction bridge, deepsea and inland simulator system. .Most of the Union's top officials served a stint at the school. SIU Gulf Vice President Joe Sacco, left, helped dredge the school's port area. With him is former SHLSS Vice President Bob Matthews. Thanks to the fully modern and comfortable facilities at the Mongelli Recreation Center, Piney Point is now an easy tour of duty. �SHLSS Celebrates 20 Years .A, A group of seamen receive their lifeboat endorsement. A comprehensive educational and vocational program was developed to help seamen meet a rapidly- At far left is Tom Brooks, a former instructor at the school. .A, Former SHLSS President Hazel Brown congratulates SIU member Mack White on using the school's facilities to gain his High School Equivalency diploma. Since the school's inception 20 years ago, more than 1,800 members have done the same. The late Paul Hall, who founded the SHLSS, promoted the school at membership meetings around the country. ACADEMIC AND VOCATIONAL GROWTH T The curriculum at the school combines classroom training with hands-on experience. he school believes that the men and women who choose careers as professional seafarers or boatman must be provided with the knowledge and skills to keep pace with technological advances within their industries. As a result, the school has developed a total program for professional advancement as a boatman or deepsea mariner. By bringing together highly qualified educators in the specialized field of maritime training. Centralization made possible the rapid expansion of the school's vocational programs. As vocational education became more advanced and specialized, the need for academic skills to master the highly technical instructional manuals became evident. To meet that need, a reading skills program was established in 1970. The program proved to be a highly successful complement to vocational training, and the academic curriculum has since experienced the same rapid growth as the vocational programs. A landmark in the Academic Program was the graduation of the first student to complete the GED Program and earn his high school diploma. Since then, 1,805 additional people have earned diplomas through the high school equivalency program. Their numbers include men and women trainees, upgraders, employees, and retired seafarers. County, state and national educators visited the SHLSS when the school was designated a GED test center. At that time, director of Academic Studies was Hazel Brown, who later became president of SHLSS. Today, an expanded program offers Adult Basic Education, study skills and English as a Second Language. With such strong emphasis ac this time being placed on the educational needs of the seafarers, the very first Seafarers' Educational Conference was held at the HLSS in 1971. Coming from fourteen ports around the nation, 250 rank-and-file Seafarers searched for a new understanding of their Union and for solutions to their common problems. They came to study, to learn, to question and discuss the problems facing their Union and the industry. August 1987 I LOG I 15 �SHLSS Celebrates 20 Years I n 1972, the Lundeberg School recognized the need for trained personnel aboard the tugs, towboats, and barges of the inland and coastal waterways. Again, the school responded to this need, and today basic vocational training and a complete upgrading program in all licensed and unlicensed ratings are available to America's professional boatmen. The necessity for continual expansion of the educational programs in response to advancing technology was recognized in 1977 when a committee representing the American Council on Higher Education recommended college credit for the vocational courses which were offered at SHLSS. An affiliation between the school and Charles County Community College was established, and the two schools developed a higher education general studies programs for SIU members leading to an Associate in Arts degree. In preparation for a review by the Maryland State Board for Higher Education in 1983, a modification of the college program was required. It was agreed that CCCC would hire and control the A generation of inland boatmen · received their training on the Susan Collins. The late Bill Hall, who was SIU Headquarters Rep. and an instructor at school, congratulates this member of the graduating class. Hall helped develop the Union Education Program at the SHLSS. Janice Smolek, Director of Library Services, helps a young trainee with his studies . • A class of trainees is addressed by the late John Yacmola, who was the Union's national field coordinator and special assistant to the president. 16 I LOG I August 1987 Prospective members of the Steward Department gain valuable experience in learning how to serve and prepare food. �SHLSS Celebrates 20 Years The decline in the maritime industry has made competition for jobs more intense. The Union's commitment to education has maximized our members' prospects for employment. Shephard Falls was named after this man, Earl "Bull" Shephard, who was one of the Union's most beloved officials. He is seated under a picture of Claude "Sonny" Simmon, who like Shephard, was one of the founders of the SIU. At left is Paul McGaharn, one of the first instructors at the school. '· ""-. \ ..• faculty within SHLSS for the program, as well as develop and implement all courses. The conditions were proposed to the SHLSS Board of Trustees and accepted. With this agreement, A Nautical Science Certificate program was developed. This course of study would supplement the regular vocational and general education programs by providing post-secondary academic training in Nautical Science. By 1985, SHLSS had developed its own degree programs in Nautical Science Technology and Marine Engineering Technology. These programs received full approval from the Mary land State Board for Higher Education in November of 1985. Since 1985, much emphasis has been placed on preparing Seafarers for work with military contracted ship companies. The school has undertaken new programs for training SIU crews for the Military Sealift Command contracted ships. Included in this training is instruction on a twin pedestal sixteen ton Hagglund crane. This shipboard crane is the only one in shoreline service in the United States. Riding the crest of change, the Lundeberg School conducted the First Annual Sealift Conference in 1986 with Union, SHLSS, company, government and military representatives in attendance. The conference was designed to provide an opportunity to review the Sealift Training Program and discuss ideas and goals for all concerned within the Sealift community. The goal of the school is to provide Sealift training to all SIU members. Since an estimated 60 percent of the work available to SIU members will be in the military sector by 1990, the training for the military ships has become essential. Addressing the seriousness of this situation, Frank Drozak, president of the SIU, underscored the importance of the work of this gathering when he said, "I hope that this conference will be the beginning of a joint program between the shipowner, maritime industry and military to better prepare for the future . Time is running out. (The school and the SIU) must prepare now in order to have a future." Former SHLSS Vice .· President Bob Matthews, left, looks over a rare copy of Wright's Official History of the Spanish-American War at the school's library, which used to be housed onboard the Charles S. Zimmerman. The school's curriculum is geared towards employment opportunities in the maritime industry. Above, SIU members receive training in sealift support functions. The school's top-notch facilities have been an important selling point in signing up new jobs. Here, SIU President Frank Drozak shows Navy officials the school's Haaglund crane. August 1987ILOGI 17 �SHLSS Celebrates 20 Years A nd so, as the saying goes, "The more things change, the more they remain the same. " Seafarers are still working hard today in order to provide for themselves and ensure a livelihood for their brothers and sisters in the future. The establishment of the Harry Lundeberg School of Seamanship twenty years ago was the ultimate means to fulfilling this dream of providing fair wages, job security, and top-notch vocational and academic training for SIU members. Because of world politics and economics , the maritime industry has drastically changed in the past two decades, making the futures of seafarers and boatmen appear much less secure than in the past. However, the Lundeberg School, in conjunction with the SIU leadership, is addressing the maritime problems of today with a flexible, forward-looking, practical program; facing the problems head-on with a no-nonsense approach toward maritime industry growth, development and management. The Seafarers' Harry Lundeberg School of Seamanship will help all of us to successfully navigate the stormy seas ahead and steer us onto a promising course for the future. Reflections on 20 Years at the SHLSS Sitting back and reflecting on the past twenty years of growth and development here at the Lundeberg School, it is supremely satisfying to see how far we have come. Many years of long hours and back-breaking labor, initially shouldered by the founders of the school themselves, have born fruit as evidenced by the impressive modern · ·:. ·>:·=~ . . facility which we enjoy today. .~·.<~ ~. ·.·~ ? ~ut, however beautiful a campu~ we can build, it all means nothing without f.·. :·: ·:..;·::~~~·:·_~:"'~·8 ·$... . havmg the stu?ents to benefit from 1t. The heart and backb~ne,_ the ve?' essence of t~==,:=::,:\{:}::.= . ::. · ··· ·· · ,:~. \=.:· the program, 1s the entry-level student. It was these enthus1ast1C recruits who first i t·,(';:h·· ·., ..:· ••~\\ilr :~:~:r:~:£:~~~~~::~:~~::i;:~~n~~:;~~:~~:~~~.~~::;::~:~~s today and are proud that through our past efforts, they can now enjoy the best in vocational and academic maritime education. Years back, as a young recruit in the Marine Corps, I learned respect for authority and the value of discipline and their importance in giving direction to my life. By instilling a respect for strength of character and leadership through discipline and hard work, we at the SHI.SS hope to do the same for these young men and women. By simply giving them a chance, guaranteeing them a job and building up their own self-respect and self-confidence with top-notch training, we ensure the continued growth and betterment of the SIU and the maritime industry at large. Paul Hall once said, "Never say that it can't be done until you try." We can do anything we dream of if we all work toward a common goal. That is, to develop the best trained and knowledgeable seamen to perform any assigned task on any ship in the most professional and safe manner possible. Who knows what the future holds for us. However, feel safe in the knowledge that we at the SHI.SS are ready and able to meet any challenge presented to us. i / Ken Conklin / ~~ President, SHLSS SHLSS HISTORY AT A GLANCE August, 1967 - The Harry Lundeberg School of Seamanship opens; graduates its first lifeboat classes January, 1970 - Reading skills program established for trainees and upgraders who need assistance with vocational materials GED (High School Equivalency) program was instituted for eligible trainees and upgraders Training and program begun for Boatmen of inland and coastal waterways Alcohol Education Class offered, later expanded to include drug education, counseling and rehabilitation September, 1970 - 1972 - October, 1975 - .., 1977 1978 - - New Vocational Education and Shop buildings constructed (Charles Logan Building) New academic, office building constructed (Paul Drozak Building) A.A. (Associate in Arts) degree program begun with Charles County Community College GED program graduates its I, OOOth student 18 I LOG I August 1987 1981 June, 1983 - August, 1983 - January, 1984 - 1984 - 1985 - Paul Hall Library and Museum dedicated Developmental Study Skills class offered to SIU members one week prior to their scheduled upgrading course A six week Adult Basic Education (ABE) program begun for SIU members who want to improve their reading, writing, English grammar and math skills English as a Second Language (ESL) course begun for those SIU members who need to improve their reading, writing, and speaking skills Seafarers' Training and Recreation Center completed; SHI.SS Simulator Building constructed A.A. degree courses of study added in Nautical Science and Marine Engineering Program of training for Military Sealift Command begun �Steward Upgrading Courses 1987 Upgrading Course Schedule Course Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry August 1987 - December 1987 The following is the current course schedule for August 1987 December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as p<>Bble. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QMED • Any Rating * Sealift Operations & Maint. Fireman/Watertender, Oiler *Sea lift Operations & Maint. Check-In Date September 21 December 14 October 12 December 7 Completion Date December 11 January 8 December 4 December 31 Variable Speed DC Drive *Sealift Operations & Maint. September 21 November 2 October 30 November 27 Electro-Hydraulic Systems *Sealift Operations & Maint. November 9 December 21 December 18 January 15 Assistant Cook *Sea lift Operations Assistant Cook *Sea lift Operations Assistant Cook *Sea lift Operations Cook and Baker *Sealift Operations Cook and Baker *Sealift Operations Chief Cook *Sealift Operations Chief Cook *Sealift Operations Chief Steward *Sealift Operations Chief Steward *Sealift Operations & Maint. & Maint. & Ma int. & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. Completion Date October 23 November 20 December 18 September 28 October 26 November 23 October 23 November 20 December 18 Celestial Navigation November 2 December 4 Radar Obsever December 7 December 12 Radar Obsever (Renewal) Open ended course, however, must notify SH LSS before entering this course. Sealift Operations & Maintenance Towboat Operator September 7 Inland Deck Shiphandling Simulator October 12 October 30 October 16 Recertification Programs Check-In Date Completion Date Steward Recertification August 31 November 2 October 5 December 7 Bosun Recertification September 21 November 2 Course October 16 November 13 November 27 December 24 January 8 February 5 October 30 November 27 December 11 January 8 October 30 November 27 December 25 January 22 October 30 November 27 December 25 January 22 Completion Date · For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) November 2 December 14 Adult Basic Education (ABE) & English as a Second Language November 2 December 11 The Developmental Studies~ (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: September 7 September 11 College Programs Check-In Date October 26 Course Associates in Arts Completion Date December 18 Don't Miss Your Chance to Improve Your Skills November 20 December 12 Check-In Date August 31 September 28 October 26 Course Able Seaman/Seallft Operations & Maintenance September 2 October 19 October 14 November 30 November 25 January 11 September 2 November 2 October 14 December 14 September 2 November 2 October 28 December 28 September 2 November 2 October 28 December 28 Check-In Date Course October 9 November 6 Deck Upgrading Courses Completion Date Adult Education Courses Towboat Operator Refrigeration Containers - Advanced Maintenance August 31 *Sealift Operations & Maint. October 12 Diesel Engineer - Regular October 12 *Sealift Operations & Maint. November 23 Check-In Date How? SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time . You can use these skills : on your job . to improve your skills for upgrading. to further your education. Please send me the area(s) check~d below : * * * MATH Fractions Decimals Percents Algebra Geometry Trigonometry (Plane) (Spherical) D D D STUDY SKILLS Listening Skills How To Improve Your Memory How To Use Textbooks Study Habits Test Anxiety ENGLISH: Writing Skills Test Taking T aeries Grammar Books D Stress Management Writing Business Notetaking Know-How Letters D SOCIAL STUDIES Geography D COMMUNICATION SKILLS U.S. History 0 Basic Metrics Economics D Name Street City _ _ _ __ D D D D D State D D D D D D D D D D Zip _ _ _ _ _ .. Book No . Social Security No . Department Sailing In _ _ _ __ _ _ _ _ _ _ _ _ _ 11 Cut out this coupon and mail to : Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it today! August 1987ILOGI19 - �ppl ow for a SHL S Up radi g C urse ......................................................................................................................................... Seafarers Harry Lundeberg School of Seamansh·p Upgrading Application Name (LaSt) Date of Birth --......------------Mo./Day/Vear (Middle) (first) Address-------------------n~=n--------------------- (City) Deep Sea Member D Telephone -~---.......-----­ (Area Code) (Zip Code) (State) Inland Waters Member D Pacific D Lakes Member D Social Security#_ _ _ _ _ _ Book#_ _ _ _ _ _ Seniority _ _ _- _ _ Oepartment _ _ _ _ __ Date Book Port Presently Was Issued _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held ___________________________________ Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From _ _ _~~-to.----,-.,.---n----(dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken~---------------------------------~ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date AvaiJable for Training - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK ENGINE D Tankerman D AB/Sealltt Special 0 AB/Sealltt Limited 0 AB/Seallft Unlimited D Towboat Operator Inland D Towboat Operator Not More Than 200 Miies O Towboat Operator (Over 200 Miies) D Celestial Navigation D MHter Inspected Towing Vessel 0 Mate Inspected Towing Vessel D 1st Class Piiot D Third Mate Celestial Navigation o Third Mate O Radar Observer Unlimited D Simulator Courae No transportation will be paid unless you present original receipts and successfully complete the course. 0 FOWT 0 QMED-Any Rating O Variable Speed DC Drive Systems (Marine Electronics) O Marine Electrlcal Maintenance D Pumproom Maintenance & Operation D Automation O Refrigeration Systems Maintenance & Operations D Diesel Engine Technology o Assistant Engineer (Unlnspected Motor Veaael) D Chief EnglnHr (Unlnspected Motor Vessel D Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor o Refrigerated Containers Advanced Maintenance o Hydraulics o Electro-Hydraulic Systems STEWARD O Assistant Cook Utility D Cook & Baker D Chief Cook D Chief Steward D Towboat Inland Cook •••= • ~ ALL DEPARTMENTS D Weldlng D Lifeboatmen D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DYS) 0 English H a Second Lllnguage (ESL) O ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Aaaoclates In Arts DegrH D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ DATE _ _ _ _ _ _ _ _ _ _ _ _ __ Rev 5117 RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ·························································································································~::::::::;;;.............'-i..\ 20 I LOG I August 1987 - �,..--------------------------~------------- On The West Coast San Francisco-A Look at a Busy SIU P9rt Patrolmen Gentry Moore (right) had a chance to service the steward department on APL's President Buchanan recently. Here (I. to r .) are Chief Ceok Moses Peacock, Assistant Cook Wah Gong Jue, friend and visitor A. Campenella and Moore. West Coast Vice President George McCartney gives his report at the monthly membership meeting. Dispatcher Tom-Tom Hum gives his monthly report to the San Francisco membership while Welfare Rep Gilbert Gasch acts as recording secretary. SIU VP Buck Mercer addresses the members at the monthly meeting. Chief Cook Steve Aikens (left) receives his first pension check from the SIU after many years of service. San Francisco Patrolman Gentry Moore presents the check. SIU Rep Raleigh Minnix mans the counter at the San Francisco hall. Last month San Francisco labor forces got together to celebrate "Bloody Thursday." Here (I. tor.) are SIU VP George McCartney, former SUP President Morris Weisberger and SUP VP Jack Ryan. Bloody Thursday is so named in honor of the two striking longshoremen who were gunned down and the many others who were wounded during the 1934 longshoremen's strike in San Francisco. August 1987 I LOG I 21 �- Shaping Up and Shipping Out They may not have had Jane Fonda around to whip them into shape, but the crew of the Gus Darnell (Ocean Shipholding) did their best to shape up and ship out on a recent trip. These pictures were submitted by AB Jim Elbe and taken during a run to the South Pole. The Darnell can double as a floating driving range. Here QMED John Anderson keeps his head down on an iron shot. It may not be the Boston Garden's parquet, but the deck of the Darnell doubles as a basketball court. DEU Jim August (left) and messman Charles Bryant get in a little one-on-one. AB Jim Higgins pumps up his biceps. AB Don Piasso jumps rope. He could row for miles and never get to the other side. QMED Mike L. Mefferd stays in shape using a rowing machine. 22 I LOG I August 1987 AB Chuck Whitehead finds a jogging path on the deck of the Darnell. During the dart games, AB Bob Adams finds another place to ride. �- While in LA Harbor, the OM/ Columbia gets a service call from SIU officials. From the left: Don Anderson, Wilmington port agent; J.R. Broadus, bosun; R.P. Vicari, AB; T.E. Anderson, AB; Dennis Lundy, SIU field rep, and Ali Mohamed, steward assistant. (Photo by Greg Thompson) OM/ Columbia LA stopover for Columbia ,, The OMI Columbia's steward department (I. to r.): Robert Gilliam, steward assistant; Liz Stazio, chief cook; Ali Mohamed, steward assistant, and C.R. Moss, chief steward. California Scout Visits SHLSS (Photos by Proud father-to-be Robert Pagan, AB, and his wife Lee. Dennis Lundy) Each port maritime council of the Maritime Trades Department, AFLCIO, is sponsoring a deserving boy or girl scout in their respective area to participate in a two-week vacation at the Seafarers Harry Lundeberg School of Seamanship at Piney Point, Md. this summer. The Southern California Ports Council selected Christopher Alvarado of Carson, Calif. to be the recipient of the 1987 award. The Ports Council will pay for all air transportation and travel expenses, and the Seafarer's Harry Lundeberg School will pick up their stay at Piney Point. In addition, President Ted Kedzierski, Southern California Ports Council, presented a $50 check for pocket money to Christopher to spend during the trip. Eleven-year-old Christopher Alvarado is a member of Troop 205 of Wilmington, Calif. He was selected by Scout~aster Estaban Martinez and Connie Calderon of the Wilmington Teen Center in conjunction with MTD Field Representative Dennis Lundy. Ted Kedzierski, president of the Southern California Ports Council, awards 11year-old Christopher Alvarado with a two-week vacation to SHLSS. From the left are Dennis Lundy, MTD/SIU field rep; Connie Calderon, director of the Wilmington Teen Center; Fred Alvarado, father of the scout; Chris Alvarado; his sister Crystal; his mother Aurora, and Kedzierski. Bosun J.R. Broadus August 1987 I LOG I 23 �Help A Friend Deal With Alcoholism and Drugs I i Be~use would~'t GJ ij Addicts don't have friends. a friend 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 steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, 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. r-------------------------------~ I I I I l l I lI Addictions Rehabilitation Center I am interested in attending a six-week program at the Addictions Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name · · · · · .. · · · · · · · · · · · · · .. · · .. · · .. · · · · · Book No. · · · · · · · · · · · · · · : I Address ........................................................ . I (Street or RFD) (City) (State) (Zip) 1 Telephone No. I : I l I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 L--------------------------'·- -------------------------------24 I LOG I August 1987 �USNS Mercy Comes Home by Bob Borden, PAO, MSCPAC The USNS Mercy came home to Oakland 5 Calif. July 13 to a place she's never been before and with a welcoming ceremony rarely accorded MSC ships. About 3,000 persons were on hand to greet the hospital ship after her 135-day humanitarian and training voyage that took the vessel to the Philippines and a few South Pacific countries. As the 894-foot white ship sailed underneath the Golden Gate Bridge , colorful flower petals were dropped onto her deck. A few minutes later, military cannons from the Presidio of San Francisco and Naval Station Treasure Island were fired in booming salutes to the ship and crew as a biplane with a "Welcome Home" banner passed overhead. Fire boats sprayed colored water into the air, and hundreds of red, white and blue balloons were released when the ship tied up at the North Marginal Pier at the Supp y Center, ending an historic voyage no one imagined less than a year ago. On hand for the ship's arrival was enough brass to sink the former 90,000 dead-weight ton tanker that was converted over a two-year period into this nation's first hospital ship in 15 years. All of the distinguished visitors, many of whom were flown out to the ship prior to her pierside arrival , had nothing but praise for the 72 MSC crewmembers and the 550 military medical staff. by Bob Borden, PAO, MSCPAC A familiar face at MSCP AC the past 13 years who never worked for the command quietly retired in July. Wallace Henderson Jr., the blind vendor who operated the MSCP AC snack bar since 1974, closed his shop at the command to devote more time to his pastor duties at a local church. ''There's no better foreign policy than helping to improve the health of people in other countries," said the government' s top doctor, U .S. Surgeon General C. Everett Koop. "The United States stands tall today because of the humanitarian mission conducted by the USNS Mercy ." The Assistant Secretary of Defense for Health Affairs , Dr. William Mayer, conveyed a message of appreciation from the president to the men and women of the Mercy thanking them for their service aboard the ship over the past five months. ' This ship represents the best of marriages between the civilian community and the armed forces,'' said Dr. Mayer, who oversees health care within the worldwide U.S. defense community. ''Getting this ship to the Philippines under a very tight schedule was a logistical challenge unlikely to be duplicated again." Until last September, the ship was scheduled to come to Oakland at the end of 1986 and placed in reduced operating status. That changed when President Corazon Aquino of the Philippines visited the United States late last summer. The U.S. government made arrangements to have the hospital ship, then under construction in San Diego, made available for a 1987 training and humanitarian voyage to the Philippines and the South Pacific. " What has happened in the past 10 months is a minor miracle ," said ADM James Lyons, commander-in-chief of the U.S. Pacific Fleet who first pro- "I'm going to miss MSCPAC and all the people I came to know there over the years," said Henderson, smartly dressed in one of the many tuxedos he wore to work the past 4,400 weekdays . "I have a lot of friends here and everybody's treated me well but I'm tired and I want to devote more time to the church." Henderson's involvement with the Familes of crewmembers, and well-wishers crowd the pier at NSC Oakland as the hospital ship USNS Mercy (T-AH-19) makes its final approach. (Photo by AN Deborah Davis) posed sending the Mercy to the Philippines. ADM Lyons presented the Navy's prestigious Meritorious Unit Commendation to the ship, an award that's also going to the USNS Sioux (T-ATF 171) for her assistance to the Mercy during the hospital ship's recent deployment. Philippine Consul General Virgilio N anagas told the audience he was delighted to express his government's appreciation to the men and women of the USNS Mercy . "Your compassion will long be remembered by the Filipino people," he said, "and you've strengthened the friendship between our two countries." For Oakland, thearrivelofthe USNS Mercy was an event exceeded only by baseball's major league all-star game hosted by the city the day after the ship arrived at her new home port. Oakland Mayor Lionel Wilson pesented keys of the city to RADM D. L. Sturtz, commanding officer of the Mercy's Medical Treatment Facility, and then to "Rear Admiral" Richard Hosey, the MSC master of the ship. When the mayor realized his mistaken title, he quipped, "Well, it's a promotion well deserved for the captain!'' The Mercy will remain at her permanent lay berth at NSC Oakland undergoing maintenance and logistical work in preparation for a post-shakedown availability in early 1988. church goes back to 1952 when he was blinded by a dynamite explosion in Oklahoma while working for a construction company. He was in the hospital for two months and was told he would never see again. "I took the news very hard initially," said Henderson, 54. "But then I became active in a church and that seemed to ease my pain." Henderson went to work for the Oklahoma League for the Blind, then came to California in 1966. While living in San Francisco, he took a job with the Lighthouse for the Blind making brooms. But Henderson wanted to get into his own business, despite his handicap. Frustrated in his attempts to find employment outside blind agencies, Henderson wrote a letter to the president of the United States. "I told President Lyndon Johnson that I didn't just want to sit around and draw blind aid or social security,'' said Henderson, a native of Jackson, Miss. "I told him, 'Mr. President, I want a job just like other folks'." President Johnson, impressed with Henderson's determination, made contact with California state officials. ' 'The next thing I knew, state people were calling me on the phone and knocking on my door," chuckled Henderson, who was eventually placed in a disabled business enterprise program that led to his ownership and operation of food concessions in federal buildings. At one time, Henderson operated five snack bars in San Francisco, Oakland and Sacramento. He eventually retained only his MSCPAC operation which he ran with his family. Away from the command, Henderson has kept busy the past several years with his pastor duties in Richmond and three live church radio broadcasts every week. Henderson· s also planning to take the first vacation he's had since 1974. Always philosophical, the MSCPAC vendor said he simply takes life as it comes. "Blindness won't end up hurting someone too much if a person has get-up and go," he advised. 'Tve known some blind persons who are bitter and just want to sit around all day. Others only want pity. But I tell everybody in our church, 'Don't pity "" me because you can't help me by pitying me. Tell me what I should do and how to do it and I'll go from there'." Henderson's simple message is a sermon he's been living much of his~ adult life. August 1987 I LOG I 25 �Deep Sea Victor Aviles, 72, died June 8. He was buried in Fajardo, P.R. ' Pensioner Angel C. Cimiano died April 3 of cardiopulmonary arrest and pneumonia. He was 86. Born in Spain, Brother Cimiano joined the SIUmerged Marine Cooks and Stewards Union and sailed in the steward department. He first sailed in 1920 and retired on pension in 1966. Seafarer Cimiano, who was cremated, is survived by a niece , Albertina Hernandez, of San Diego , Calif. Pensioner Domenic Di Sei died Feb. 21. He was 73. Brother Di Sei joined the SIU in 1942 and went on pension in 1976. His body was cremated. Surviving is a nephew, Anthony Di Sei, of Bangor, Pa. Jeronimo Hernandez, 87, died May 9 of a brain infarction and pneumoma. Born in Puerto Rico, Brother Hernandez joined the SIUmerged marine Cooks and Stewards Union in l 957 and sailed in the steward department. Burial was in Rio Piedras, P.R. He is survived by his wife, Herminia. Pen ioner Louie E. Hudson succumbed to leukemia May 11. He was 60. Born in Alabama, Brother Hudson went on pen ion in 1986. Burial was at Lawnhaven in Theodore, Ala. He is survived by his wife , Bernice, of Mobile, Ala. Pensioner Alfredo Morell, 84, died May 16. Born in Ponce, P.R., he retired from the SIU in 1969. Seafarer Morell is survived by his wife, Maria Luisa, and a son, Edwin, both of Ponce. Burial took place in Ponce. Harry A. Pruss succumbed to leukemia April 25. He was 53 and an active member at the time of his death. Brother Pruss joined the SIU in 1965 in Philadelphia, Pa. and sailed in the deck department. He first sailed with Interocean Management in 1964; his most recent ship was the Sea-Land Pacer. Born in Toledo, Ohio, Seafarer Pruss' body was returned there for burial at Resurrection Cemetery. He is survived by a brother, Leonard , of Toledo. Pensioner Blaine S. Rowe, 71, died June 20 of cardiac arrhythmia. Born in North Carolina, Seafarer Rowe retired on pension in 1977. Burial took place at Watson Cemetery in Lowland, N.C. He is survived by his wife, Alva, of Lowland. Pensioner Leroy C. Swiger, 70, died July 18 following an extended illness. Born in West Virginia, Brother Swiger sailed in the engine department, retiring after 28 years service. He was also a veteran of World War II, serving in the U.S. Navy. Seafarer Swiger was a member of Clarksburg Lodge No. 482 B.P.O.E. Elks and Meuse-Argonne Post #573 VFW. Interment was at Elk View Masonic Cemetery in Clarksburg, W. Va. He is survived by his mother, Blanche M. Wright Swiger; two sons, Boyd "Bud" of Weston, and Wayne L. of Deep Creek, Md.; one daughter, Cynda K. Wheeler of Mt. Clare; 10 grandchildren; one great grandson , and several nieces and nephews. Trade Talks Threaten Jones Ac (Continued from Page 3.) nadian maritime interests would enjoy in economic, promotional, regulatory and fiscal terms under such an agreement, no objective analysis could argue for the survival of a disadvantaged U.S.-ftag fleet and vital shipyard mobilization base in such a hostile competitive environment," the letter said. The industry and congressional - groups have urged U.S. negotiatiors to take all talk of opening the Jones Act off the table. Because the proposed trade treaty between the two countries is "fast track" legislation, the Senate will only be able to vote yes or no on the entire package and and will not be able to make any amendments to the treaty. There is an Oct. 5 deadline for the two sides to come up with a trade treaty. The following organizations have urged the rejection of Canadian proposals to open the Jones Act to Canadian shipping. Addsco Industries, Incorporated Aloha Pacific Cruises, Incorporated Allied Towing Corporation Amerada Hess Corporation American Hawaii Cruise Lines American Heavy Lift Shipping Company American Institute of Merchant Shipping American Maritime Officers Service American Pilot's Association American President Lines, LTD. American Steamship Company American Towing & Transportation Company, Incorporated American Waterways Operators Amoco Transport Company Apex Marine Arnold Transit Company Association of Maryland Pilots Avondale Industries, Incorporated Bath Iron Works Corporation Bay Houston Towing Company 26 I LOG I August 1987 - Bay Shipbuilding Corporation Bethlehem Steel Corporation Bigane Vessel Fueling Company Bob-Lo Company Bulkfleet Marine Corporation C.G. Willis, Incorporated Cape Fear Towing Company, Incorporated Capital Marine Corporation Cement Division-National Gypsum Company Central Gulf Lines, Incorporated Continental Maritime Industries, Incorporated Council of American Flag Ship Operators Crescent Towing & Salvage Company Crowley Maritime Corporation Crowley Towing & Transportation Company Curtis Bay Towing Company of Virginia Curtis Bay Towing Company of Pennsylvania Danahy Marine Service Delta Queen Steamboat Company Dixie Carriers, Incorporated Dunbar & Sullivan Dredging Company Edward E. Gillen Company Erie Navigation Company Erie Sand Steamship Company Express Marine, Incorporated Falcon Marine Company Farrell Lines, Incorporated G&H Towing Gastrans, Incorporated General Dynamics Incorporated General Ship Corporation Great Lakes International, Incorporated Great Lakes Task Force Great Lakes Towing Company Gulf Atlantic Transport Corporation Hannah Marine Corporation Higman Towing Company Ingalls Shipbuilding Division Inland Boatmens Union of the Pacific International Longshoremen and Warehousemen's Union Island Shipping Line Jacksonville Shipyards, Incorporated Joint Maritime Congress Kinsman Lines, Incorporated Keystone Shipping Company Lake Carriers Association Litton Great Lakes Corporation Lockheed Shipbuilding Company Luedtke Engineering Company Lykes Bros. Steamship Company, Incorporated Marine Contracting and Towing Company Marine Contracting Company Marine Oil Service, Incorporated Marine Transport Lines Marinetta Marine Corporation Maritime Engineers Beneficial Association District 1 Maritime Engineers Beneficial Association District 2 Maritrans Operating Partners L.P. Matson Navigation Company Maritime Institute for Research and Industrial Development Master, Mates and Pilots McAllister Brothers, Incorporated Medusa Corporation Metro Machine Corporation Moran Services Corporation Moran Towing and Transportation Company, Inc. Moran Towing of Texas, Incorporated National Maritime Union National Association of Dredging Contractors National Steel & Shipbuilding Company Newport News Shipbuilding Norfolk Shipbuilding & Drydock Corporation Peterson Builders, Incorporated Pilot Services Corporation Pringle Transit Company Puerto Rico Marine Management Incorporated Radcliff Materials, Inc. Rainbow Navigation Robert E. Derecktor of Rhode Island, Incorporated Seafarers International Union Sea-Land Service Incorporated Self Towing Company, Incorporated Sheridan Transportation Company Shipbuilders Council of America Southwest Marine, Incorporated STC Holly S. Company The following SIU members have retired on pension: DEEP SEA Baltimore Persing G. Ordansa Duluth John J. McGreevy Houston James R. Andolsek Norfolk Brantley L. Fowler Clinton M. Webb Philadelphia Paul Warhola St. Louis Howard J. Basley Seattle Alfred D. Allen Gerald Elegan Donald Murray GREAT LAKES William S. Gregel Steuart Transportation Company Taylor Marine Towing, Incorporated Textron Marine Systems The American Ship Building Company The Baker-Whiteley Towing Company The Great Lakes Towing Company The Jonathan Corporation Todd Shipyards Corporation Totem Ocean Trailer Express Trailer Marine Transport Corporation Transportation Institute United States Lines, Incorporated Waterman Steamship Corporation Western Towing Company Support SPAD �In Houston, SIU Hosts Conference on Drug Abuse When more than 300 deaths occur each year as a result of abuse of alcohol and drugs by workers-as they do in Texas-then something has to be done. When 18,000 of the 22,000 people serving probation for misdemeanor crimes in one Texas county are found guilty of driving under the influence of drugs or driving while intoxicated, then something has to be done. When Texas state taxpayers absorb a $13 billion annual loss in productivity due to alcohol and drug abuse, then something has to be done. That something came in the form of a substance abuse seminar sponsored by the West Gulf Ports Council in late June. Entitled "Labor-ManagementCommunity: Partners Against Drug Abuse," the seminar was held in the Houston SIU hiring hall and was attended by more than 95 persons, in- eluding a broad range of civic leaders. SIU Vice President Joe Sacco delivered the opening remarks at the seminar, which also attracted specialists in a number of fields who talked about the dangers of alcoholism and drug addiction. Included in that group was Rick Reismann, director of the Seafarers Addictions Rehabilitation Center. One of the subjects addressed was that of drug testing. While many arguments can be made against these tests, the Operating Engineers Local 450 announced its willingness to undergo pre-employment drug tests last September when nearly one-third of the South Texas local' s members were out of work. And the program appears to be working well for them. Drug-related deaths and disturbances also caused C.S. Bellows Construction Corp. of Houston to begin testing its employees a year ago, also with success. A lot more must be done, of course, to get to the heart of the substance abuse problem in this country and to get labor and management working together with the community. This seminar was a good start. ARC Director Rick Reismann addresses the West Gulf Ports Council seminar during a discussion of labor-management responses to the problem of drug and alcohol abuse. DRllGt; KILLi' IF YOU llAVE A DRUG PROBLEM,6ET 1-/EZPf CAL.L YOUR PORIAGe;Vr ORCON7:4CT YOUR UNION AlP/N£°Yfl:JINT. PO/rNoWJ7 re You Missing Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. ---------------------~-------------------------------------Date: _ _ _ _ _ _ _ _ __ PLEASE PRINT HOME ADDRESS Social Security No. Phone No. ( Area Code Your Full Name City Apt. or Box# Street Book Number 0 SIU 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 Krinsky amed Merchant School Superintendent Paul L. Krinsky was named superintendent of the United States Merchant Marine Academy last month. A 1950 graduate of the academy, Krinsky has served as its deputy superintendent since April 1985 and holds the rank of rear admiral in the United States Maritime Service. Krinsky succeeds Rear Admiral Thomas A. King who became superintendent in 1980 and retired July 3. Following his graduation from the academy, Krinsky served as an officer aboard U.S.-flag passenger ships, including the SS United States. He also served on active duty in the U.S. Navy for three years. In 1958 Krinsky returned to the academy as an assistant professor. Since that time, he has held increasingly responsible positions at the academy, including director of admissions, assistant academic dean and assistant superintendent for academic affairs. In addition to his degree from the academy, Krinsky earned an MA in education from New York University and an MBA from Adelphi University. He has been awarded the U.S. Department of Commerce Silver Medal for Meritorious Service and has been recognized by the academy's alumni association for his outstanding professional accomplishments. August 1987 I LOG I 27 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JULY 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP 18 6 DECK DEPARTMENT 0 37 19 0 7 ENGINE DEPARTMENT 0 23 6 0 6 STEWARD DEPARTMENT 0 19 3 0 28 ENTRY DEPARTMENT 0 0 0 Port Algonac .............. . .... 0 Port Algonac ................... 9 0 Port Algonac ................... 0 Port Algonac ................... 0 8 Frank Drozak, President Joe DiGlorgio, Secretary Leon Hall, Vice President Angus "Reel" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP 8 2 2 4 HEADQUARTERS 5 3 18 8 0 Totals All Departments ........ 0 61 22 79 0 28 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 . 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio Dispatchers Report for Deep Sea JULY 1-31, 1987 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk .. ............... Mobile .......... ... .. .. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .......... ... . Seattle ................. Puerto Rico .......... .... Honolulu .............. .. Houston ................ St. Louis ................ Piney Point .............. Totals ................. Port New York ........... . ... Philadelphia ............ .. Baltimore ............... Norfolk ................. Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ..... ... ........ St. Louis ................ Piney Point .............. Totals ................. Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans .... .... ..... Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington ............ .. Seattle ...... . .......... Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis ............. ... Piney Point .............. Totals ................. *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs 5443 Ridge Rd. 44129 (216) 845-1100 **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 52 6 8 15 10 40 36 27 22 35 13 13 33 0 1 311 6 2 4 4 3 5 14 5 4 7 2 10 9 0 4 79 3 0 0 5 3 3 4 14 8 2 0 11 0 0 0 53 48 8 6 13 18 27 33 20 15 29 10 11 33 0 2 7 2 3 3 5 1 13 8 4 7 1 10 9 0 1 273 74 3 0 0 4 2 1 2 6 1 0 0 10 2 0 0 31 8 2 1 2 0 4 6 2 5 12 3 8 2 0 1 93 3 14 18 13 83 43 60 34 61 24 13 63 0 1 19 4 5 7 5 8 14 9 10 10 2 14 11 0 7 0 0 0 3 2 6 7 18 10 2 1 4 0 0 0 56 523 125 53 2 1 0 4 0 5 3 2 4 1 0 7 3 0 1 33 65 5 6 10 14 45 47 35 24 46 10 3 40 0 1 14 86 0 0 0 2 0 4 2 4 2 0 0 8 0 0 0 22 49 1 9 6 5 34 20 8 2 1 0 0 4 8 86 20 35 6 14 26 0 7 4 8 1 17 1 0 11 0 0 0 0 0 3 0 9 0 2 ENGINE DEPARTMENT 22 3 7 7 8 30 20 11 4 21 8 4 22 0 196 6 2 2 3 2 9 5 3 2 9 1 11 4 0 1 60 0 0 0 2 0 2 0 6 0 1 0 13 1 0 0 25 169 16 0 4 2 8 17 13 36 19 25 8 0 1 0 0 1 6 6 2 7 0 22 0 0 6 2 0 0 1 0 1 0 6 0 1 0 21 0 0 3 14 1 1 4 8 10 13 26 11 18 2 4 10 0 0 26 4 5 5 6 32 31 16 9 25 7 6 22 0 2 5 1 2 6 1 9 4 3 4 4 1 13 2 0 2 2 57 0 0 0 1 0 1 0 5 0 2 0 12 2 0 0 23 351 5 3 2 5 7 10 8 4 10 2 10 4 0 2 STEWARD DEPARTMENT 4 3 13 0 3 163 59 35 122 7 0 1 1 0 1 3 4 2 6 0 21 1 0 1 48 3 1 0 1 0 0 0 5 0 0 0 17 0 0 0 10 0 2 1 0 4 1 10 8 6 2 76 2 0 1 0 3 292 48 5 8 13 6 18 12 24 21 20 14 114 9 0 13 15 2 1 9 6 43 6 21 16 11 1 172 6 0 12 0 45 2 3 9 0 28 13 86 22 39 15 6 24 0 0 212 1,484 610 432 3 0 0 5 4 12 3 16 1 1 1 157 3 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 166 Totals All Departments ...... 36 12 26 12 6 13 0 0 7 13 10 13 11 15 6 107 6 0 13 10 0 1 7 5 20 3 14 4 4 0 177 2 0 8 13 2 2 5 2 9 6 16 7 15 4 9 8 0 0 98 172 216 836 442 368 662 351 297 22 t 1 8 0 20 9 23 4 7 9 244 255 16 2 7 1 6 13 13 8 3 14 4 73 6 0 6 325 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 0 ENTRY DEPARTMENT Port New York ........ .. ..... Philadelphia ... . . . . . . . . . . . Baltimore ...... ......... Norfolk ................. Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington ....... ....... Seattle ................. Puerto Rico .............. Honolulu ................ Houston ............. ... St. Louis . .. .. ........... Piney Point . ........... .. Totals ................. HONOLULU, Hawaii 19 36 318 705 Medical Arts Building 55802 (218) 722-4110 0 74 123 27 9 DULUTH, Minn. PINEY POINT, Md. St. Mary's County 2067 4 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 321 *"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. ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of July was up from the month of June. A total of 1,522 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,522 jobs shipped, 662 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 212 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5,604 jobs have been shipped. 28 I LOG I August 1987 510 N. Broad Ave. 90744 (213) 549-4000 �= Safeguard Your Shipping Rights 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 sm 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. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this 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. F REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval 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 by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. ~he proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Autb 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 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 which he is entitled. he should notify Union headquarters. 11111111m11rn1111111n11111111111111un11111unu111un111111111111111n1111111n11111un11111un1111 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 als~ refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU 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 headquarters. SEAFARERS POLITICAL ACTIVITY DONATION --SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SP AD 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 .t hreat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ to Union records or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. August 1987 I LOG I 29 ..,._ - �•~aest of Shjps lleetjnas GUS DARNELL (Ocean Ships), June 21-Chairman Louis Diesso, Educational Director Jimmie Nicholson, Deck Delegate Charles Whitehead, Engine Delegate J. August, Steward Delegate Tom Barrett. No disputed OT. The crew thanked the ship's chairman for his help at the cookouts and for buying and installing a basketball backboard and ping-pong tabl~all on his own time. Elections were held aboard ship in which a new chairman (Charles Whitehead), a new secretary (Elston Tensley) and a new deck delegate (Jim Higgins) were voted in. On June 10, the Gus Darnell was engaged in a rescue mission of a sinking Malaysian vessel. Seventeen of the 20 victims were saved. Next port: Singapore. LNG LEO (Energy Transportation Corp.), June 14--Chairman Luther V. Myrex, Secretary H. Jones, Educational Director Roy C. McCauley, Engine Delegate Keith J. Amos, Steward Delegate Albert A. Fretta. No beefs or disputed OT. There is $33 in the ship's fund. The chairman spoke about the importance of attending upgrading courses at Piney Point. He noted that many different courses are now being offered and advised members to read the LOG to keep up with what's current at the school and in the maritime industry. He also stressed the need to continue contributing to SPAD to "help keep us working." It was suggested that the Union check into the movie problem: the same movies are being put onboard each voyage. A check also should be made of the shields and filters used for chipping. The ones onboard are not very good. There is an extra dryer on the Leo. It was suggested that it be put in use for the crew. A vote of thanks was given to the steward department for the good meals and clean messhalls. Members were reminded that there is no smoking in the messhall during meals. It was also mentioned that if members eat in the rec room, they should remember to return dishes and silverware to the galley. Next ports: Himeji, Japan; Arun, Indonesia, and Tobata, Japan. OVERSEAS ALICE (Maritime Overseas), June 21-Chairman Steven W. Copeland, Secretary C. Loper Jr., Educational Director M.W. Roberson. No beefs or disputed OT reported. There is $150 in the ship's treasury. The chairman reminded the crew of the benefits of upgrading at Piney Point. It's going to take qualified seafarers to keep our military-contracted ships, he said, and only by upgrading can our members attain the necessary skills. The Overseas Alice now has a three-man steward department. It will take a little while to work everything out to satisfaction with this reduced manning. Until then, the crew's patience and cooperation would be appreciated. The educational director stressed the importance of contributing to SPAD. President Drozak should know that he has the backing of the SIU membership. And ..• ··: }·'''.,.:·. ..-.>~:· ., ~::}·"' __. W. Marsh, AB, scatters the cremated remains of Brother Melvin Francis Libby off the Overseas Harriette. 30 I LOG I August 1987 - only by donating to SPAD can the members help him "protect our jobs and benefits." Night lunch and fruit are at a premiumbut a problem has arisen in that it is all being eaten by the gangway watch at night rather than being saved for the crew. Next port: Subic Bay, P.I. OVERSEAS HARRIETTE (Maritime Overseas), June 28--Chairman R. Bradford, Secretary W. Evans, Educational Director Engine Delegate J.W. Badgett, Deck Delegate Harold Sebring, Steward Delegate C.E. Colston. No beefs or disputed OT reported. The bosun advised all "B" book members to take advantage of the upgrading opportunities at Piney Point. He also noted that the captain was not yet sure if the vessel had another charter lined up. On Friday, June 19, the cremated remains of Brother Melvin Francis Libby were put to sea by his Union brothers and officers aboard the Overseas Harriette (see photo on this page). Brother Libby, who joined the SIU in 1948 in the port of Norfolk and sailed as AB and bosun, retired Nov. 1, 1984. At the time of his death, he was a resident of Galveston, Texas. "The prayers of his beloved friend, Sally Oliver, and all of his friends go with him on his final voyage." A vote of thanks was given to the steward department for a job well done. OVERSEAS JUNEAU (Maritime Overseas), June 21-Chairman Errol Pak, Secretary W. Wroten, Educational Director J. Fair. No disputed OT. There was a beef in the steward department regarding the elimination of the 1830 hr. and 0530 hr. launch. The steward department must catch the 0330 hr. launch to get to work on time and then must wait for the 2000 hr. launch to get ashore. Communications were received from headquarters in response to the members' questions about the SMU. A tape is being prepared to explain the SMU. It will be sent to all ships and Union halls. A letter also was received clarifying a number of beefs. The chairman is completing his relief job. He thanked the crew for their cooperation and reminded members that the SIU is in better shape than other maritime unions. One third of the merchant fleet is under SIU contract. And while some contracts may be preferable to others, all "A" books can still sail without any difficulty. A vote of thanks was given to the steward department for the good food and service. Next port: San Francisco, Calif. PATRIOT (Ocean Carriers), June 7Chairman Jack Southerland, Secretary Jennifer K. Jim, Steward Delegate Manuel Castro. No disputed OT reported. Crew-members believe that a lot of repairs are needed to make working conditions safer aboard the Patriot. One specific problem onboard the ship is the water. It was felt that the water in the tanks should be drained and fresh water brought in from Bahrain. A number of crewmembers are being sent to the doctor complaining of sour stomachs due to the water. Another problem is the mail. Some crewmembers have not received mait for five months-and letters being sent out from the ship have not been received at the other end. Also mentioned was the fact that the crewmembers of the Patriot feel they should be compensated for traveling in a war zone. The USNS Stark was the Patriot's escort recently (three days before the USNS Stark was attacked). Members believe that they should be told they are entering a war zone and be offered the option of remaining aboard ship or being sent home. The steward department was given a vote of thanks for a fine job. Next port: Manila, P.I. PUERTO RICO (Puerto Rico Marine), June 14--Chairman Thomas D. Seager, Secretary J. Colts, Deck Delegate Jack Rhodes. No beefs or disputed OT. The chairman informed members of the 2 per- cent wage increase for the next three years. A memorandum of understanding was posted on the bulletin board for everyone to read. A vote of thanks was given to the chief cook who is getting off in Puerto Rico this trip. "We are all going to miss him and his cooking." SAM HOUSTON (Waterman), June 7-Chairman James E. Davis, Secretary G. T. Aquino, Educational Director L. Acosta, Steward Delegate Ralph Edmonds. No beefs or disputed OT recorded. The ship's fund is building; there is now about $100. Plans are being made to purchase a VCR to record movies and events of interest aboard ship when enough money is accrued. The bosun talked about the Navy ships and the need for qualified men to secure and hold onto these jobs. He also reminded crewmembers of the importance of donating to SPAD. The steward mentioned to all hands that an election year is close at hand and that now is the time to search for the politicians who intend to support a strong and healthy maritime policy. "We must at all cost get together as . a strong voting block to elect these men." A suggestion was made that consideration be given to the idea that when a seaman has reached 65 years of age and is vested with 1O years service in the SIU, he be allowed to retire with a base amount to increase with each year of service until the age of 65. The steward thanked members of the crew who helped kee·p the messroom and pantry clean. The steward department, in turn, was given a vote of thanks for their fine work. One minute of silence was observed in memory of our departed brothers and sisters. Next port of payoff: Norfolk, Va. SEA-LAND PIONEER (Sea-Land Service), June 28--Chairman Bob O'Rourke, Secretary Nancy S. Heyden, Deck Delegate Luis A Malave, Engine Delegate Bennie L. Spencer. No beefs or disputed OT. A message was received from headquarters stating that a settlement was reached with Sea-Land resulting in a 2 percent wage increase. The chairman commended the crew for a good voyage. Some questions were brought up concerning the extent of work a cadet is allowed to perform on deck and at what point a crewmember starts getting paid when he has to fly out for a job. The patrolman will shed some light on these questions at payoff. A vote of thanks was given to the steward department for a job well done. Next port: Elizabeth N.J. the Union for getting a new contract, especially "because I don't think that anybody wants to strike -this late in- the game." Members also were urged to attend upgrading courses at Piney Point for their own job security. Fresh vegetables will be put onboard in Port...,Everglades. A new refrigerator is needed in the messhall. The one presently aboard ship has never worked properly. An ice cream box would also be a nice addition since the refrigerator in the messhall will not keep butter or milk cold. The steward department was given a vote of thanks for a job well done. Next port: Port Everglades, Fla. WESTWARD VENTURE (IOM), June 28--Chairman George S. Vanover. Secretary Donald Frounfelter, Educational Director John Ross, Deck Delegate Michael Willis, Engine Delegate Joseph "Red" Kreb, Steward Delegate William M. Sharp. Some disputed OT was reported in the deck department. A motion was made to use $40 of the fund to buy blank tapes to record movies for the crew's library. There is currently $122 in the ship's fund. Additional ways to increase the fund was discussed. _ A memorandum and a letter were received from headquarters in reference to the new contract. A vote of confidence and thanks was given to the steward department for their efficient service and fine meals. Next port: Anchorage, Alaska. Official ship minutes also were received from the following vessels: ADONIS AMBASSADOR ARCH ON ATLANTIC SPIRIT AURORA CONSTITUTION INGER LAWRENCE H. GIANELLA MOUNT VERNON VICTORY OAKLAND OMI COLUMBIA OVERSEAS MARILYN OVERSEAS NATALIE PANAMA PFC EUGENE A. OBREGON SAN JUAN SEA-LAND ADVENTURER SEA-LAND ENDURANCE SEA-LAND EXPLORER SEA-LAND EXPRESS SEA-LAND LEADER SEA-LAND INDEPENDENCE SEA-LAND INNOVATOR SENATOR USNS BARTLETT Personals MC&S Reunion SEA·LAND PRODUCER (Sea-Land Service), June 28--Chairman Harry M. Fisher, Secretary C. C. Holling Ill, Educational Director P. Thomas, Deck Delegate S. Collins. No disputed OT reported. The Producer will pay off in New Orleans this voyage. A patrolman is expected aboard and will answer all questions at that time. The secretary expressed his gratitude to Port There will be an MC&S Reunion at Doyle Park, Santa Rosa, Calif.Sept. 13, 1987-12 noon 'til ?BYOB-Pot Luck-Bring pictures! Date Deep Sea Lakes, Inland Waters Piney Point .............. Tuesday, September 8 ................ 10:30 a.m. New York ............... Tuesday, September 8 ................ 10:30 a.m. Philadelphia .............. Wednesday, September 9 .............. 10:30 a.m. Baltimore ................ Thursday, September 10 ............... 10:30 a.m. Norfolk ................. Thursday, September lO ............... 10:30 a.m. Jacksonville .............. Thursday, September 10 ............... 10:30 a.m . Algonac ................. Friday, September 11 ................. 10:30 a.m. Houston ................. Monday, September 14 ................ 10:30 a.m. New Orleans ............. Tuesday, September 15 ................ 10:30 a.m. Mobile .................. Wednesday, September 16 ............. 10:30 a.m. San Francisco ............ Thursday, September 17 ............... 10:30 a.m. Wilmington .............. Monday, September 21 ... . ............ 10:30 a.m. Seattle .................. Friday, September 25 ................. 10:30 a.m. San Juan ................ Thursday, September lO ............... 10:30 a.m. St. Louis ................ Friday, September 18 ................. 10:30 a.m. Honolulu ................ Thursday, September 17 ............... 10: 30 a. m. Duluth .................. Wednesday, September 16 ............. 10:30 a.m. Jersey City ............... Wednesday, September 23 ............. 10:30 a.m. New Bedford ............. Tuesday, September 22 ................ 10:30 a.m. �'Thanks For the Help ... ' I would like to thank all of the people at the Seafarers Welfare Plan office for all of the help they have given to me and my husband, Antonio Dos Santos. He is a diabetic and has a great deal of trouble with his eyesight as well as other problems. Through the years, the people at our Union have been wonderful. I don't know what I would have done with this help from the SIU. Once again, thank you. ....,...:..rs To The ~ Editor Mrs. Antonio Dos Santos 'Concern for Pensioners . . .' 'Proud of the Union . . . ' Because I am receiving my pension and supplemental checks without any problem, it's now my turn to extend my sincere gratitude and appreciation to all of you who take time to see that we pensioners get our checks no matter where we are. This all goes to one basic concept: your concern. I want to thank the Seafarers Welfare Plan office and those employees that helped expedite my claims with regards to the benefits due on behalf of my husband.... I want to thank you for helping me and also for sending me condolences. My late husband was so proud of the Union-and so am I. Very respectfully yours, (Mrs.) Placid.a D. Viloria Houston, Texas Sincerely, Marco L. Crespo Cuenca, Ecuador Washington R e p o r t - - - - - - - - - - - - - - - - - - - - - - - (continued from Page 32.) made possible the mass exodus of American shipping companies overseas. One of the primary reasons behind the decision to grant EUSC vessels War Risk Insurance was the historically close ties between the United States and the countries of Panama, Liberia and Honduras. Yet , like Nicaragua and Iran, which were also considered to be "client" states of the United States, there's trouble in paradise . Between them, Panam · e · account y o all American-owned but foreign-flagged vessels that are classified as being under "Effective U.S. Control." The question arise : will these vessels be available to the United States in case of an emergency? Trouble in Liberia There is great internal opposition to the present ruler of Liberia, Sgt. Samuel Doe. While the United States is on record as supporting democratic reforms , many opposition figures still re ent the United States because of the abuses of the Americo-Liberian elite that once ruled Liberia. Up until 1980, Liberia had been ruled by the descendants of American slaves who returned to Africa. They constituted roughly 1 percent of the total population of that country. When Sgt. Doe staged a coup in 1980, he pledged to maintain close ties to the United States despite his differences with the previous regime. The human rights abuses of the AmericoLiberian elite have not faded from people's minds. Moreover, Liberians of native and American descent alike remember this country's segregationist past. Trouble in Panama Despite its potential for trouble, discontent in Liberia remains below the boiling point, thoughjust barely. Every day, however, brings the people of Panama closer to civil war. There is widespread discontent with General Manuel Noriega (called cara de pifia, or pineapple face, by his countrymen), who took control of the country in 1980. Human rights violations are widespread. What's worse, Noriega is putting his political henchmen in positions of authority in the Panama Canal, which is just starting to revert to Panamanian control. And unlike Marcos of the Philippines and Chun of Korea, he is not susceptible to American pressure. When the United States ambassador protested these human rights violations, Noriega pointedly met with the Cuban ambassador and decried ' 'American interference.'' Sewage Sludge A bill requiring that vessels used to transport. sewage sludge products be built in the United States was passed by voice vote in the House of Representatives. The bill, H.R. 82, was introduced by Rep. Mario Biaggi (D-N. Y.) after a Customs Service judge ruled that the transportation of ewage sludge to a deep water dumpsite was not subject to the provisions of the Jones Act. In response to objections raised by operators who had relied upon the Coast Guard ruling when deciding to build four waste carrying vessels in foreign shipyards, a grandfather clause was added that would exempt those four vessels from the domestic shipbuilding requirements of the act. Similar legislation has been introduced in the Senate. Trade By a veto-proof 71-27 margin, the Senate passed a trade bill aimed at restoring America's competitive edge. The Senate bill is generally considered to be less stringent than its House counterpart, H.R. 3, which was passed earlier this year. Still, President Reagan has threatened to veto the legislation if it isn't watered down to suit his tastes. Both the House and the Senate bills contain provisions giving the Federal Maritime Commission tools to counter unfair maritime trade practices, but the Senate bill is more limited in scope. Like H.R. 3, the Senate bill contains a provision which calls for the negotiation of trade agreements that would allow U.S. companies to transport autos to the United States from countries that export 50,000 or more vehicles to the U.S. each year. Differences in the two bills will have to be ironed out in joint conference. Canadian Free Trade Talks Two hundred-thirteen members of the House of Representatives have agreed to co-sponsor legislation introduced by Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine Committee, which calls upon Congress and the administration to reject a Canadian government proposal to open up the domestic commerce of the United States to Canadian vessels. Representatives from the U.S. and Canadian governments are meeting to iron out a ''free trade'' pact which would eliminate most, if not all, so-called barriers to "free trade." President Reagan has put these negotiations under the ''fast-track authority,'' which means that if both parties reach an agreement before Oct. 5, then Congress cannot amend the agreement. All it can do is to vote the treaty up or down. Maritime is reportedly high on the list of topics being discussed. What the Canadians seek is a "North American Jones Act.'' Yet most maritime officials believe that generous Canadian support to its maritime industry, coupled with favorable exchange rates, could further depress an already crippled industry. "The Jones Act remains the cornerstone of this nation's maritime policy," said SIU Lobbyist Frank Pecquex. ''To weaken it is to invite disaster." Breaking the Strikebusters The SIU is supporting enactment of H .R. 285, a bill which would prohibit nonimmigrant aliens from working on American ships or aircraft when American workers are striking. There is a loophole in current law which effectively allows U.S. companies to employ foreign nationals on their ships and airplanes to break up a strike. Passage of this legislation would, for example, protect the rights of American and resident alien fishermen. Unregulated Fishing Vessels Two interrelated problems plague the American fishing industry: safety and insurance. In an effort to revive this badly-depressed industry, the SIU is supporting enactment of H.R. 1841 and H.R. 1836 with modifications, which seek to impose mandatory safety features on virtually all unregulated fishing vessels. Although they take different approaches, both bills recognize that there are serious problems confronting this nation's fishermen. Both bills seek to increase the availability of liability coverage by upgrading the level of safety onboard America's fishing vessels. August 1987 I LOG I 31 - �I l Seafarers International Union of North America, AFL-CIO Washington Report While Washington didn't exactly grind to a halt last month, most people had their t. v. sets and radios tuned in on the Iran-contra hearings. There were visible reminders everywhere that something out of the ordinary had occurred. For one thing, "Ollie North" haircuts and t-shirts became popular among the young conservative set. Persian Gull - The Iran-contra hearings wound up earlier this month. Events in the Persian Gulf, which had almost been forgotten in the shuffle, returned to the forefront with a vengence. In scenes eerily reminiscent of 1979, Iranian militants marched and chanted in the streets of Tehran. And once again, the United States, which has spent hundreds of billions of dollars beefing up its defense budget so that it can procure the most advanced weapon money can buy, was being humiliated because its conventional military capability is woefully inadequate. The first of the reftagged Kuwaiti tankers, the Bridgeton, was hit by a mine. While no one claimed responsibility for the incident, most military experts believe that the mine had been planted by Iran. Ironically, the United States has no minesweepers in the immediate area. And the minesweepers that it does have back in the States are all of World War II vintage. New ones are on order, but they have not yet been built. Special helicopters were scheduled to be ''rushed" (the operation was expected to take several weeks) from the United States to the Persian Gulf to enhance this country's mines weeping capability in that area. Still, the helicopters were a less-than-ideal alternative to ocean-borne minesweepers. For one thing, without landing rights in a nearby country, these helicopters are vulnerable to attack. And unfortunately, no country in the Persian Gulf will grant the United States landing rights, not even Kuwait, whose ships we are supposed to be protecting. Thatcher Says No The administration's Persian Gulf policy has proven to be extremely controversial. Both the Senate and the House voted to delay the reflagging though by margins that were too small to sustain a veto. And Great Britain, which was the only European country to support to the United States when it bombed Libya, graciously, but emphatically, turned down the administration's request for minesweepers (Great Britain has the world's most modern). Said one unnamed British official, "We don't want to be dragged into a maritime Vietnam." ''The recent course of events raises serious questions about the wisdom of allowing our sealift capability to fall below a certain point," said SIU President Frank Drozak. "For instance, it doesn't take too much imagination to figure out how our NATO allies would respond if we asked them to provide us with sealift support in case Israel were attacked. 32 I LOG I August 1987 August 1987 Legislative, Administrative and Regulatory Happenings "If the West Europeans, who have a vested interest in keeping the sealanes of the Persian Gulf open, can refuse to provide the United States with badly-needed minesweepers during an international emergency of this magnitude, they would almost certainly refuse to help resupply Israel. ''Short of a Soviet attack on Western Europe," said Drozak, "is there any scenario under which our NATO allies would back up the United States with anything more than polite words? And ifthere isn't, how credible is our sealift capability in theaters outside Western Europe? "For years," said Drozak, "defense planners have said that America's sealift capability could be augmented by "EUSC" and NATO vessels. Yet increasingly, that seems more like wishful thinking than anything else." Drozak Letter In a letter to The New York Times, Drozak outlined an alternative policy to the one now being pursued by the Reagan administration. ''Congress is caught between two unacceptable choices," he wrote. "It can allow the reflagging policy to proceed despite its flaws and dangers. Alternatively, if it stops the reflagging, it risks undermining the president by creating an impression of withdrawal from the Persian Gulf, which would provide a major opportunity for the Russians. 'There is another option that accomplishes [American objectives in the area], while avoiding the tilt to Kuwait and Iraq, thereby reducing the risk of provoking Iran and making the United States a belligerent. That is to charter genuine United States-flag vessels with United States crews, of which there are an ample number available, to both Kuwait and Iran, to Iraq and to any country in the region. ·This would be an even-handed policy. The U.S. tankers and U.S. Navy protecting them would be strictly neutral. This option would guarantee freedom of navigation in the Persian Gulf, leave no vacuum for the Russians and help stop the tanker war, thus containing the Iraq-Iran conflict." Coast Guard Authorizations The House passed a $2.8 billion Coast Guard authorizations bill that could have important ramifications for the maritime industry. While the House defeated an amendment by Rep. Charles Bennet (D-Fla.) to prohibit the redocumentation of the 11 Kuwaiti tankers, it did pass by a 222-184 vote an amendment that would delay the reflagging 90 days or until Sept. 30, 1987. While that vote was seen as being largely symbolic, a potentially important amendment offered by Rep. Mario Biaggi (D-N.Y.) was attached to the legislation. Biaggi's amendment would require that all officers and unlicensed seamen on U .S.-ftag vessels be U.S. citizens-regardless of the port of departure. This, in effect, overturns the Coast Guard's interpretation of a 19th century maritime law which allowed the reflagging to occur in the first place. Another amendment, offered by Rep. Rob- ert W. Davis (R-Mich.), requires that radio officers serving on U .S.-flag vessels be U.S. citizens. The Coast Guard authorizations bill also contains a "Buy American" provision offered by Rep. James A. Traficante Jr. (D-Ohio), which would prohibit any Coast Guard vessel, and any major component of the hull or superstructure of a Coast Guard vessel, from being built in a foreign shipyard. It also sets a 50 percent U.S.-made minimum for components. Veterans' Benefits Finally, good news for our old timers who served in World War II. A U.S. District Court judge has ruled that the secretary of the Air Force used "vague, unstated and inconsistent" criteria in denying veterans' benefits to merchant mariners who served in that conflict. "Although Congress gave the secretary discretion in adopting appropriate legislation," said Judge Louis F. Oberdorfer, "it assuredly did not license the secretary to publish one set of criteria and apply another.'' A quarter of a million civilian merchant seamen sailed during World War II, of which approximately 90,000 are still alive. During the war, these people suffered the second highest casualty rate, after the Marines. Since 1977, 14 of 64 groups that applied for active military service status have had their applications approved. According to Judge Oberdorfer, merchant seamen met many of the same criteria that those groups met. The secretary of the Air Force, said Oberdorfer, tried to differentiate seamen from these groups on the basis of criteria not mentioned in Section 401 of the 1977 law authorizing the Department of Defense to evaluate requests for military benefits. ''By making decisions based on unpublished criteria," said the judge, "the secretary frustrated the purpose of the implementation of the regulations and denied plaintiffs a fiar opportunity to present their case.'' Judge Oberdorfer ordered the parties to file a supplemental memoranda by Aug. 5, "addressing more fully what remedy, if any, is appropriate in light of the conclusions stated Trouble in Paradise Few people outside the maritime industry fully appreciate why the SIU and other maritime unions were so concerned by the reflagging of the Kuwaiti tankers. The following quote from a story by Journal of Commerce reporter Chris Dupin puts the matter into proper perspective: "A highly regulated industry that often bemoans the lack of a coherent maritime policy, shipping is quick to exploit quirks in laws and regulations.'' The most notorious of these "quirks" was the "Effective U.S. Control Doctrine (EUSC)." After World War II, the United States offered War Risk Insurance to American-owned vessels registered under the Panamanian, Liberian and Honduran flags. This (Continued on Page 31.) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1987 Description An account of the resource HEADLINES SEA-LAND’S NEW D-7 SAILS ON ALASKA RUN CHARTER OF U.S. SHIPS COULD SOLVE GULF PROBLEM DOD WRONG IN DENIAL COURT UPHOLDS SIU PLANS IN SONAT, DIXIE PENSION CASE LET THEM RENT WHOLE TANKERS, NOT JUST FLAGS T-AGOS CREW SLAMS REFLAGGING TRADE TALKS DRAW FIRE FROM U.S. MARITIME INDUSTRY REACTION MIXED TO NEW OPERATING SUBSIDY PLAN MTSN FAULTS YUKON SAFETY VET FIGHT BRINGS ALL SEAMEN TOGETHER THE FALLS OF CLYDE: A LITTLE TASTE OF HISTORY STEAMBOATIN’ 1987 MISSISSIPPI QUEEN U.S., CHINA SIGN RESCUE PACT SIU, MTD HOST BOY SCOUTS IN LABOR EDUCATION PROGRAM A PROUD HISTORY SHLSS CELEBRATES 20 YEARS REFLETIONS ON 20 YEARS AT THE SHLSS LA STOPOVER FOR COLUMBIA USNS MERCY COMES HOME TRADE TALKS THREATEN JONES ACT IN HOUSTON, SIU HOSTS CONFERENCE ON DRUG ABUSE THE SIU IN WASHINGTON PERSIAN GULF DROZAK LATTER VETERANS’ BENEFITS THATCHER SAYS NO COAST GUARD AUTHORIZATIONS TROUBLE IN PARADISE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No, 8 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e69ed51c2992550dedccd3c04c9f2a02.pdf 0a6c65a943045e55b47aa64539b5bb3a PDF Text Text Official Publication ol the Seafarers International Union • Atlantic:, GuU, Lakes and Inland Waters District • AFL-CIO Congressional Criticism Is Heavy Few Salute Flag Pole on Kuwaiti Tanker Plan Maritime labor leaders strongly criticized the administration's plan to reflag 11 Kuwaiti tankers under the American flag, and politicians of both parties questioned the plan's political wisdom at recent congressional hearings. But all indications are that those ships will be sailing with U.S. Navy protection this month. Kuwait requested the reflagging in an attempt to protect its ships from Iranian attack in the Persian Gulf, especially through the narrow Strait of Hormuz where Iran can control the area with sophisticated surface-to-ship missiles and other weapons. Kuwait has been a long-time ally oflraq during the seven years of the Iran-Iraq war. It has allowed its ports to be used for shipment of commercial and military supplies to Iraq. Both warring nations have attacked commercial shipping in the Gulf. "We do not propose to address this issue on a foreign policy basis, we do feel qualified to discuss the merits of this scheme as it affects long-established national maritime policy,'' SIU President Frank Drozak told the House Merchant Marine and Fisheries Committee during a day-long hearing on the issue last month. Much of the hearing centered around the manning requirements for reflagging. The administration has used a loophole in a 100-year-old law to claim that only an American captain is needed on each of the reflagged tankers. In addition, it has granted a one-year waiver for certain U.S. safety requirements. U.S. maritime law requires that any ship which flies the U.S. flag must carry a 100 percent U.S. citizen licensed crew and at least a 75 percent U.S. unlicensed crew. During the reflagging paperwork, the Coast Guard claimed that because none of the ships would ever enter or leave a U.S. port, an American citizen crew would not be required. SIU's Sealift Conference Studies RFP's, Manpower and Training SIU President Frank Drozak tells committee members that U.S. seafarers are ready and trained to crew any reflagged tankers. With Drozak are (from the left) James Patti representing the Masters, Mates and Pilots; Ed Kelly, vice president District-2 MEBA, and Joe Penot of the Radio Officers Union. "[This] is apparently based on a provision in the law covering citizenship requirements on U.S.-ftag vessels which provides that after leaving a U.S . port an American-flag vessel operating outside the commerce of the United States can replace both licensed and unlicensed U.S. citizen crewmembers if the operator is 'deprived' of U.S. citizen personnel. This exception to the rule is more than 100 years old and was clearly designed to cover an emergency situation where a U.S. crewmember would not be able to physically meet the vessel . . . This general and temporary exception is little used in today's world where the movement of seamen from a point in the United States to a foreign destination via air transportation is gener(Continued on Page 3.) Marad OKs CDS Payback The SIU's second Annual Sealift Conference brought together labor, industry and military representatives. Military work is the fastest growing segment of the maritime industry, but it also presents many problems. See pages 15-18 for a special report. Jones Act Threatened on Lakes Inland Tug and Tow News Page 3 Pages 6-7 Onboard the Sgt. Kocak and MIV Arion SHLSS News Seafarers Vacation Plan Report Page 8 Pages 9-14 Page 27 Out of the entire maritime community, Marad and a few owners of large tankers are the only groups that ever supported CDS payback. Yet despite some of the most united opposition ever mounted against a proposal, Marad once again approved the CDS payback concept. That means three huge tankers which paid back the CDS funds under a 1985 rule, which a federal judge later declared invalid, will be able to remain in the lucrative Alaskan oil trade. That domestic trade, according to American maritime law, is reserved for nonsubsidized ship operators. In January a federal judge ordered Marad to revise the rule because it did not meet legal requirements. A court will review the new rule and several groups are expected to file suit or seek injunctions against the CDS payback regulations. In addition, a House-Senate conference committee, days after the Marad announcement, passed legislation which prohibits the Department of Transportation from using any funds to implement the new rule. The language is included in the FY 1987 supplemental appropriations bill. Because the rule was issued before the bill was approved, CDS payback supporters say the restrictions do not apply. That issue may end up in court too. One issue that is not in dispute is what the payback rule has done since the tankers were allowed into the domestic trade. Contrary to DOT' s original estimates that seven tankers would repay $277 million in subsidy to the Treasury, during the effective period of the rule only three vessels elected to pay back the subsidy resulting in approximately $106 million being returned to the U.S. Treasury. At the same time, however just as opponents of the rulemaking had predicted, implementation of the rule cost the government $182 million in defaults under the Title XI Vessel Loan Guarantee Program and the Economic Development Administration loan program. If the rulemaking is reinstated, DOT estimates that an additional $88 million in Title XI defaults will occur. However, industry projections indicate that additional defaults will approach $200 million based on the expected decline of Alaska North Slope oil production and the shift in the trade to the West Coast. Historically, the Navy has relied on (Continued on Page 4.) �President's Report by Frank Drozak There are many reasons why the administration's plan to reftag 11 Kuwaiti tankers under the Stars and Stripes is a bad idea. It has drawn criticism from Democrats and Republicans alike for various political and foreign policy reasons. But I'll leave it to the politicians and foreign policy experts to debate the wisdom of the move. I am concerned with maritime implications of the reflagging. It seems as if the SIU, and all maritime interests, have been battling to protect our industry and our job security ever since the Reagan administration took office. We have seen attacks on cargo preference, the Jones Act, subsidies and now crew citizenship requirements. We are dealing with policy makers who are either ignorant of maritime law or are outright hostile to the U .S.-ftag merchant marine. On some days I think it's the latter, on others I hope it's just ignorance. the various maritime unions have come together to fight this assault. I appeared with representatives from the MM&P, D-2, the Radio Officers Union and the NMU at a recent hearing. In addition, all other maritime unions have lobbied against the plan. This united front, rare as it is, may "Under the reflagging plan, the only American citizen who will be required to be onboard a U.S.-flag ship, sailing with U.S. Navy protection, paid for by ·U.S. taxpayers' money, will be the captain. That's just flat-out wrong" Under the reflagging plan, the only American citizen who will be required to be onboard a U .S.-ftag ship, sailing with U.S. Navy protection, paid for by U.S. taxpayers' money, will be the captain. That's just flat-out wrong. The administration based the crewing decision on a 19th century law and even misinterpreted that law. The law says that when a ship is "deprived" of an American crewmember while on a foreign voyage, a seaman of any nationality can be hired. That made a great deal of sense in the last century. Today we can have a Seafarer from anywhere in the U.S. to a ship anywhere in the world within 24 hours. On top of that, I can't figure out how these tankers have been "deprived" of an American crew. We certainly haven't turned down any offer to crew the ships. The NMU hasn't. None of the officers' unions has. Maybe the one silver lining to this reflagging controversy has been that actually accomplish some good. Congress probably will let the 11 tankers sail with only an American captain. But that loophole could very well be closed thanks to an amendment from Rep. Mario Biaggi (D-N.Y.). His amendment to the Coast Guard Authorizations bill would require 100 percent U.S. citizen crews for U.S.flag ships. It approved, that would eliminate the possibility of the U.S. becoming a flag-of-convenience registry. Even today there are 25 U.S.-ftag vessels which do not call on American ports; technically some of those American merchant sailors could be replaced by foreigners. We are hoping that the united support from the maritime industry can get this vital piece of legislation passed. Shannon Wall, Gene DeFries, Ray McKay and I have sent letters to all House members urging their support. I think we'll get it. *** NMU Celebrates 50th The National Maritime Union is celebrating its 50th anniversary this year. Formed from the remnants of the old International Seamens Union in 1937, the NMU has been in the vanguard in the continuing battle to promote job security and rights for all seamen. ''The NMU has an important and a proud place in the history of maritime labor. We've gone around and around with each other in these 50 years, but the bottom line has always been the lives and working conditions of American seamen," said SIU President Frank Drozak. The NMU's first president was Joe Curran, an AB who led a strike on the old U.S. Lines California in 1936. At the time West Coast sailors had established themselves and their union to the point where companies were using hiring halls. Seamen had won the eight-hour day, cash for overtime and higher wages than their counterparts in the East in the ISU. In the fall of that year insurgents within the ISU had grown to a majority of the membership and a large East and Gulf Coast strike was called. In 80 days 25 seamen were killed in skirmishes with "goon squads" and police. But shipowners finally gave in and agreed to pay increases, overtime and the use of hiring halls. In 1937, dissatisfied with both the ISU leadership and the American Federation of Labor (AFL), most members left the ISU and formed the NMU on May 3, and affiliated with the Congress of Industrial Organizations (CIO). In 1938 the SIU was formed and became part of the AFL. While the two unions differed on some issues, there were times of cooperation for common goals. Both unions paid a high price in keeping U.S.-manned ships crewed during World War II. Overall, more than 6,000 NMU and SIU men gave their lives in the war effort. The early ideological differences that separated the two unions were part of a larger split within the labor movement. Yet by 1955, many of those differences had narrowed, as evidenced by the merger between the AFL and the CIO. In the late 1950s the unions threw their joint support into trying to stop runaway, flag-of-convenience ships. A worldwide four-day strike tied up more than 200 ships. Efforts were made to organize foreign seamen into the International Maritime Workers Union formed by the NMU and the SIU. During those years there was talk of merging the two unions, but while the NMU and the SIU have been able to unite on the important issues over the years (the 1970 Merchant Marine Act, Alaska oil ban, Jones Act protection, CDS payback and most recently the Kuwaiti reflagging scheme), getting together has proven difficult. ''The n~ture of the maritime industry has changed dramatically,'' Drozak said, "and we all have to change with it or we won't be there. But the one thing we're both concerned about is the men and women who crew these ships. We want to make sure there is a healthy merchant marine and that the workers sailing are given their due in security and respect. Maybe someday we can set aside our real and imagined differences, but until then we will work together where we can and protect our memberships where we have to." Years ago our fights used to be on the waterfront. Today, this reftagging issue is another example of why playing the Washington game is so important. What is happening on Capitol Hill could mean the loss of hundreds of jobs or the protection of seafaring rights and law. That is why we are here. That is also why we need -your continued support for our Washington activities. It may not always look it, but we're talking jobs when the SIU is talking to congressmen. The Kuwaiti plan is a key example. SPAD is what finances our presence and gives us the power to play in the same game with the corporate giants and the runaway flag millionaires. Keep that in mind. Donate to SPAD. We're talking about jobs and job security. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL·CIO July 1987 Vol. 49, No. 7 Executive Board Frank Drozak President ~71 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Charles Svenson Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor The LOG (ISSN 0160-2047) i~ published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters D1stnc~. AFL-CIO, 5201. Auth Way, Camp Springs, Md. 20746, Tel. 89906~~· Sec?nd-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional ~~1.112g ~~~es. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, 7 2 I LOG I July 1987 �Kuwaiti Reflagging Plans Take Heat from All Sides (Continued from Page 1.) ally done in less than 24 hours," Drozak said. Government witnesses from the departments of State, Transportation and Defense had trouble justifying the interpretation of the law and if the ships were indeed "deprived" of a U.S. crew. When questioned, they simply stated that the since the ships never will call on a U.S. port, American crews are not mandated. Drozak explained to the committee that the crew requirement laws were designed to make sure a pool of trained civilian crews would always be available to the United States in time of emergency. Several other witnesses also noted that American merchant sailors have worked closely with the Navy in training exercises and are familiar with Navy operations. Even James Patti, who testified for the Masters, Mates and Pilots (who are providing the captains for the ships), expressed concern that the Kuwaiti decision on manning will set a precedent for others to reflag without hiring U.S. crews. Some witnesses and committee members asked why little effort was made to suggest the Kuwaitis charter some of the more than 40 modern U.S. tankers now laid up. While that was apparently suggested by Marad Administrator John Gaughan, he said he did not push the idea. "Operators of U .S.-flag vessels have told me that they have offered their services to Kuwait and the administration and been refused," Drozak said. Several bills have been introduced in both houses which would close the loophole allowing the use of foreign seamen on American ships. But there is little indication that any legislation prohibiting the Kuwaiti deal will pass. The Senate Foreign Relations Committee approved a bill to delay the ''American foreign policy succeeds when our mission is clear, when the administration and the Congress act in concert and when the American people understand and support our ·goals. None of these conditions are present in the hastily concocted scheme to flag Kuwaiti tankers . . . This is a sham and a deception, a rent-a-Navyscheme," he said. Drozak and D-2's Ed Kelly confer in the hallway during a break in the hearings. During a break in the day-long hearing, SIU lobbyist Liz DeMato and Marad Administrator John Gaughan trade thoughts. Jones Act on the Table a e a s Hed Between U.S., Canada If you can answer the following question, you have a good understanding of the latest threat to the Americanflag merchant marine. Q: What's the film capital of North America? A: Canada. Surprising? Hardly. The Canadian dollar is undervalued in relation to its American counterpart. Any film producer who crosses the border enjoys an automatic 25 percent price advantage. What does this mean for American seamen? A great deal. Right now, the United States and Canada are in negotiations over a proposed ''free trade'' pact which would eliminate most, if not all, so-called bariers to ''free trade'' between the two countries. On the list of topics to be discussed is the Jones Act, which restricts domestic shipping to American carriers. Mel Pelfrey, vice president of District 2-Marine Engineers Beneficial Association, has met with government officials to make them understand that America's cabotage laws "are not barriers to free trade," but rather part and parcel of this nation's defense and transportation network. They enable, Pelfry says, the United States to sustain "a strong merchant marine, able to carry the nation's commerce and provide assistance to the U.S. armed forces in time of emergency.'' Numerous differences have arisen refiagging, and the House is expected to consider such a move later. But congressional leaders say their action is more an effort to get on the record opposing the plan than to actually stop it. They do not believe they have enough votes to override what would certainly be a presidential veto. The major political objections are that the reflagging would align the U.S. with Iraq in the war and possibly drag the U.S. into the conflict, especially if the tankers or the Navy escorts are attacked. Critics also say the plan has been poorly thought out and is mainly an attempt to counter Soviet influence in the area. The Kuwaitis chartered three Soviet tankers earlier. The oil from Kuwait goes mostly to Europe and Japan, and some congressional leaders have said those countries should help provide protection and foot the bills for escorts. Perhaps the strongest criticism of the plan came from Rep. Tom Lantos (D-Calif.) who called it "ill-conceived and ill-advised." between the two sides. "With under four months to go before negotiators must meet a deadline," wrote Leo Ryan in The Journal of Commerce earlier this month, "the U .S.-Canada free trade talks have entered the critical last phase It promises to be a long, hot summer as the giant poker game draws to a close and the players must close thelf final cards. ''Their deadline is firm: in order for a trade pact to pass Congress under President Reagan's fast-track negotiating authority, the document must be completed by Oct. 5. If it is not, Congress will be free to amend whatever proposal the negotiators come up with ... ·Financial services have grabbed the limelight . . . But Canada is also pushing its own interests on the transportation front, proposing an extension of each country's airline landing rights in the other country. The Canadians are also trying to get Washington to agree to modify at least some aspects of the Jones Act so Canadian ships could get a share of the U.S. coastal trade now restricted to U.S.built vessels manned by U.S. crews and registered in the United States." If the Jones Act is weakened, predicts Pelfry, the Great Lakes fleet would be put out of business. Canada could then seek entry to other U.S. trades, such as the Alaska North Slope oil run, by building a U.S. Runaways-Won't Fly Flag But Seek U.S. Navy Protection When the Kuwaiti-reflagging story broke, Chris Dupin of The Journal of Commerce predicted that shipping companies would waste little time in exploiting any newly publicized loopholes in maritime law. His prediction has already been borne out. Days after the administration announced its decision to reflag the 11 Kuwaiti tankers, the Federation of American Controlled Shipping (FACS) was gearing up its lobbying machine. F ACS, composed of large multi-national corporations which have grown rich by evading American taxes, safety standards and wage rates, opposed the reflagging. Unfortunately, it used the occasion to plug two ofits pet projects: getting the American government to protect Panamanian and Liberian-flag vessels operating in the Persian Gulf, and asking Congress to repeal a provision in last year's tax reform bill which required American owners of foreign-registered vessels to pay taxes on profits they made from the operation of vessels they had dpcumented under foreign registries. F ACS even had the gall to say that these flag-of-convenience owners should be given protection because they '"paid" American taxes. Yet as they were asking for repeal of the Tax Reform Act, they had yet to pay taxes, and they had successfully evaded American taxes, safety standards and wage rates by relocating their operations overseas. More than that, they created a serious sealift crisis for the United States and its NATO allies. deep-sea fleet or acquiring ocean-going tonnage abroad. In the May issue of the American Maritime Officer, Pelfry reported that the following items are now on the table: ( 1) The Merchant Marine Act of 1920-more commonly known as the Jones Act. The law reserves all domestic waterborne commerce for U.S. merchant vessels. (2) U.S. "Buy American" laws, which require federal, state, and local government agencies to purchase goods and services from U.S. suppliers. (3) The Capital Construction Fund program-CCF-set up in the Merchant Marine Act of 1936. CCF allows U.S. shipping firms to defer federal income tax payments on profits invested in American-flag ships built in U.S. yards. (4) The U.S. merchant ship operating differential subsidy program established in the Merchant Marine Acts of 1936 and 1970. ODSA is not available for ships built abroad. (5) The Maritime Administration's Title XI U.S. merchant vessel construction loan and mortgage guarantee (Continued on Page 4.) July 1987 I LOG I 3 �July Marks 53 Years Since "Bloody Thursday" The 53rd anniversary of "Bloody Thursday" was honored by West Coast seamen and unions July 3 in San Francisco. The observance was held on the corner of Steuart and Mission streets, site of a mural/sculpture honoring Nick Bordoise, Howard Sperry and all the maritime workers who stood united during the 1934 Longshoremen' s Strike. Bordoise and Sperry were the two trade unionists killed by San Francisco policemen when employers mounted a campaign to open up the port which had been shut down in the summer of 1934 by striking seamen and longshoremen. As John Bunker, former head of the SIU's Historical Research Department, wrote, the West Coast strike marked the beginning of the modern seamen's movement. ''The Seafarers International Union of North America (and the National Maritime Union) were born in the hectic, strike-ridden days of the Great Depression, the worldwide economic slump of the 1930s," wrote Bunker. The Longshoremen's Strike of 1934 marked a turning point for maritime workers. Their clout had been weakend by decreased membership roles, a worsening economic situation and a bitter defeat during the 1921 general maritime strike. "West Coast dockworkers," wrote Bunker, "had gone on strike May 1934 for more money, a 30-hour week, unionrun hiring halls and a coast-wide contract. "West Coast seamen walked off their ships in support of the dock workers and presented demands of their own for higher wages, union recognition in collective bargaining, and better conditions aboard the ship. East Coast sailors of the ISU (the precursor union of both the SIU and NMU) then decided to support the strike in all areas .... "The owners rejected all demands. ''Shipping in San Francisco and other West Coast ports was soon at a standstill. Within a few days, more than 50 ships were idle at their docks or at anchor. Piers were filled with cargo. "Shipowners and other business interests then determined to open the port. Plans were made through the Industrial Association to run trucks through the gauntlet of pickets to get cargo off the piers, with Pier 38 as a start ... "On the morning of Thursday, July 3, more than 5,000 longshoremen, seamen and curious onlookers had gathered on the Embarcadero near Pier 38 . . . (The picketers and the police became engaged in a bitter fight after a convoy of trucks unloaded dozens of truckloads of cargo). ''There was no action on Independence Day, but by 8 a.m. on July 5 some 3,000 picketers had gathered on the Embarcadero. When a Belt Line locomotive came along with cars for the pier, the battle began again . . . "Pickets set cars on fire, hundreds of policemen charged . . . A full scale engagement began, with bricks and bullets, clubs and tear gas on near-by Rincon Hill, a knoll along the waterfront. When police charged up the hill, shots were fired and two pickets were killed. Scores were wounded. "The unions retaliated by calling a general strike on July 16. This action paralyzed the city. Nothing moved. Stores closed. Only a few restaurants were permitted to open. Business life came to a standstill. "The 1934 strike, which lasted 39 days, resulted in substanitial gains for both longshoremen and seamen, with the latter obtaining wage increases, a three-watch system onboard ship and better living conditions." ILA's Teddy Gleason Retires, Led for 24 Years A little more than 68 years ago Teddy Gleason joined the International Longshoremen's Association. In 1963 he was elected ILA president. The 86-year-old Gleason will retire Augu st I. "The SIU and the ILA have had their differences for years, but I'll tell you this, Teddy Gleason fought for his membership. He was a tough, hard negotiator at an age way past when most men retire," said SIU President Frank Drozak. Gleason began working on the New York docks when he was 15, in 1915. He worked steadily as an ILA docker until the Depression when he was blacklisted from the piers because of his union activity. Shortly after Franklin D. Roosevelt was elected president of the U.S. , laws guaranteeing the right to join labor union were passed , and Gleason once again began work on the docks. In the 1930s he was elected as a local union president and business agent. He advanced through the ILA's ranks as a general organizer, executive vice president and was elected international president in 1963. He is the senior ranking AFL-CIO vice president on the Executive Council. He is also a vice president of the International Transport Workers Federation and serves on its board of directors. Gleason served the ILA during some very stormy times. In 1953 the union was expelled from the AFL-CIO following charges of racketeering and corruption. During that time the SIU Marad OKs CDS Payback (Continued from Page 1.) the privately owned commercial fleet as the primary source to supply it with militarily useful, handy-sized tankers to transport petroleum products dur- ing a national emergency. Citing the disruptive effect of this rulemaking on the commercial fleet since the proposal's initial inception, the Navy in comments submitted to the Maritime Senator Honored in Algonac formed the International Brotherhood of Longshoremen. After six years of battling, the ILA was readmitted to the AFL-CIO in 1959. Waterfront observers give Gleason credit for improving dockworkers' status from low-paid laborers to some of the best-paid and protected blue collar workers. He was able to begin the Guaranteed Annual Income program in 1964, a job security program, and won wage increases in each contract until 1986 when the depression of the maritime industry, a shrinking membership and new competition for jobs forced concessions and wage cuts for ILA members. John Bowers, 61, ILA executive vice president since 1961, is expected to be elected to the top post. Administration on April 28, 1987 opposed reissuance of the payback scheme pointing out that it expects to buy a minimum of 20 tankers at a cost of more than $200 million to meet requirements that the private sector is no longer able to fulfill. On top of this projected outlay, the Navy must spend an additional $1 million per year for maintenance of each vessel in the Ready Reserve Fleet. In addition to the layup of more than Teddy Gleason 10 militarily useful coastwise tankers resulting from the implementation of this rulemaking, our defense posture has been further weakened through the loss of hundreds of seafaring jobs. Such losses only highlight the conclusions reached in the Navy's 1986 Manpower Study that by 1992 the shortage of qualified seafarers for a wartime emergency will amount to more than 8,100 individuals or more than 25 percent of the Navy's requirements. U.S./Canada Hold Lakes Talks Pictured above at a reception held at the Seafarers hall in Algonac, Mich. are (I. to r.) Vernon Wallen, second cook, Lakes member; U.S. Sen. Carl Levin (D-Mich.); John Stafford, deckhand, Lakes member, and Larry D. Querry, SIU Field Rep. Algonac. The reception was held in honor of the St. Clair County Board of Commissioners, sponsored by the St. Clair County Democrats. Levin was an honored guest at the event. 4 I LOG I July 1987 (Continued from Page 3.) program, also established in the Merchant Marine Act of 1936. Title XI backs private financing for U .S.-built, U.S.-flag tonnage. (6) A 1965 amendment to a military appropriations bill requiring that hulls and superstructures ofU .S. Navy vessels be constructed in U.S. shipyards. (7) The Military Transportation Act of 1904, which requires that all U.S. defense cargoes be transported on U.S. flag ships. (8) Public Resolution 17 of the 73rd Congress, which requires that all cargoes generated by U.S. loans be carried on American vessels. The resolution permits waivers to 50 percent when conditions warrant them. (9) The Cargo Preference Act of 1954, which reserves 50 percent of all non-defense government cargoes for American-flag ships. (10) The U.S. maritime-agriculture grain cargo preference pact included in the 1985 omnibus farm bill. That just about covers every single maritime promotional program still on the books. Is it any wonder that Amerika , ABC ' s widely-publicized miniseries on an imaginary Russian takeover of the United States , was filmed north of the border? �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Fred Grandy Sen. Richard Shelby R R EP. FRED GRANDY (R-Iowa) was sworn into the U.S. House of Representatives on Jan. 6, 1987. Winning the seat vacated by Berkley W. Bedell, who chose not to seek reelection due to health problems, Grandy represents Iowa's sixth congressional district, a largely agricultural area in the north-northwest comer of the state composed of 23 counties. Grandy's entrance into politics began shortly after his graduation from Harvard College. His career began as a legislative aide and speech writer for Rep. Wiley Mayne (R-Iowa) who represented Grandy's home district in Iowa. Following his tenure with Mayne, Grandy took some time off to pursue a long-time ambition in the theatre. He has appeared in several successful off-Broadway plays and two feature films. Beginning in 1975, Grandy became best known to TV audiences for his role as "Gopher" in the highly popular series "The Love Boat." Grandy also wrote several scripts for the show. The congressman serves on the House Agriculture and Education-Labor committees. Both of these committees deal with many issues that affect his constituents. House Republican Leader Bob Michel, in commenting on the appointments, called it "almost unprecedented" that a freshman member of Congress is named to two major committees such as these. In his first months in office, Grandy introduced his first piece of congressional legislation and has since cosponsored other bills. "The Agriculture in Transition Program" and the Rep. Fred Grandy "Rural Worker Readjustment Act" were designed to target assistance to areas heavily impacted by the distressed farm economy, resulting in the displacment of farmers. He also mounted a successful charge against a House Resolution that would have commended the European Economic Community for the 30th anniversary of its existence. "Now is not the time to be sending a bouquet to the Europeans," said Grandy, "considering some of their unfair trade practices that are hurting Iowa farmers." Grandy said a host of European import protections and export subsidies have enabled the Europeans to ''drastically reduce the ability of the American farmer to compete fairly for his share of the world market-depressing prices, causing enormous surpluses and expensive storage problems for the American industry.'' It was a symbolic vote, Grandy noted, ''but a safe way to send a strong message to our trade partners in Europe that American farmers are tired of being pushed around.'' ICHARD C. SHELBY of Tuscaloosa, Ala., was elected on the Democratic ticket to the U.S. Senate on Nov. 4, 1986, following four terms as Alabama's seventh district congressman. With a B.A. from the University of Alabama and a law degree from the University of Alabama School of Law, Shelby began his professional career as a practicing attorney and small businessman in Tuscaloosa. After working as the Tuscaloosa City Prosecutor and Special Assistant Attorney General for the state of Alabama, he was elected to the Alabama State Senate in 1970 where he served as chairman of the Legislative Counsel. Following eight years in the Alabama legislature, Shelby was ready to move on. He had worked to strengthen laws against child abuse and child pornography and was strict on the issue of government ethics. Shelby was viewed as a progressive Democrat during most of his Alabama political career, but after his Nov. 7, 1978 election to the U.S. House of Representatives, he managed to erase that reputation, compiling a consistent conservative record on the floor and voting the industry position on all major issues in the Commerce Committee. During those years, however, Shelby was able to establish a strong record of leadership. He sponsored a constitutional amendment requiring a balanced federal budget and pushed initiatives to improve Alabama's and America's business climate. He supported legislation to strengthen the farm credit system and to ease the regulatory burden on small businesses. He fought foreign trade prac- Sen. Richard Shelby tices and worked to provide funding for research on cancer and heart disease and to improve our social security and medicare programs. As a member of the Senate, Shelby sits on the Committee on Armed Services, the Committee on Banking, Housing and Urban Affairs, and the Special Committee on Aging. He is also a member of the Congressional Competitiveness Caucus. The Senate Armed Services Subcommittee on Projection Forces and Regional Defense, of which Shelby is a member, recently held a hearing on the issue of sealift. He attended the hearing and asked Admiral Walter T. Piotti Jr., commander of the Military Sealift Command, what was being done to build up the merchant marine force structure. While the senator believes some progress has been made in this area of late, there is still far to go, and Shelby has given his assurance that he will continue to work toward solving this problem in the months and years to come. E. B. McAuley, Veteran SIU Official, Dies at 63 Eustace "E. B." McAuley, who waged a 16-year battle against a debilitating spinal tumor, died June 11 at the White Bluff Manor Convalescent Center in Savannah, Ga. not far from his home. He was 63. McAuley had served the SIU in a number of important positions and was a participant in some of its major campaigns, including the Isthmian and Cities Services organizing drives and the American Coal beef. From 1954 to 1962 he served as an administrative assistant to the late Paul Hall. Along with Lindsey Williams, Bob Matthews and the late Sonny Simmons, he was responsible for negotiating contracts that led to substantial improvements in the wages, benefits and working conditions of SIU seamen. From 1962 to 1964 he served as this Union's West Coast representative. He was later reasshmed to the port of New York where he helped to train a whole new generation of union officials. "E. B. McAuley taught me everything I knew,'' said Jack Caffey, special assistant to SIU President Frank Drozak. "E.B. had a commanding knowledge of the contract,'' said SIU Vice President Mike Sacco. "He was an incredible teacher.'' McAuley joined the Union in 1946 in Savannah. He was an official observer in the Isthmian elections and was chairman of the ''Stop Work Committee." After his retirement, McAuley continued to monitor events in the Union and maintained a lively correspondence with headquarters. Being laid up really helped him understand the benefits that he and the SIU had helped secure for the membership. Writing about how important his Union pension was, McAuley said, "I was thinking of letting my senator know that Social Security ain't what they say it is . . . Without a good union pension, people in this country ain't got too much goin' for them." Known for his sense of humor, McAuley was well-liked by everyone who worked with him. "E. B. was one of the most articulate spokesmen on behalf of the Union's program who ever climbed a gangway to make a payoff," said SIU Vice President George McCartney. "E.B. McAuley made an important contribution to the development of this Union,'' said SIU President Frank Drozak. "He will be remembered." A special service for McAuley will be held at Seafarers Haven Cemetery in late August where his ashes will be interred. McAuley is survived by a daughter, Janet Dubinski, and two stepsons, Herbert and Joseph Reyes. In the early 1960s, McAuley served as the SIU's West Coast rep, where this picture was taken. July 1987 I LOG I 5 �! lnla Delta Queen's SIU·Crews Win Praise for Professionalism The SIU has always been proud of the fact that this Union produces some of the best seamen and boatmen in the world. The skills and professionalism come from our members' hard work and dedication and from the educational and training opportunities the SIU and the SHLSS provide all Seafarers. The following letter from David W. Kish, Delta Queen Steamboat Co. vice president, is further proof that SIU members can crew any type of vessel that floats. Dear Mr. Drozak: This letter is to express Delta Queen's continued satisfaction with the Harry Lundeberg School of Seamanship. As time goes by, we are using the school more and more, with excellent results. Back in January 1986, we had an initial group of four go for a twoweek course in firefighting, first aid, CPR, safety and seamanship. Last January, the course expanded to three weeks and our number of participants doubled. Beyond this course, we have had quite a few of our people enroll in the standard courses . One crewmember just returned with a QMED and Electronics endorsement and we now have another going for the Fireman-Watertender-Oiler course. Overall, the school has done a number of things for our company. It has improved our operations and the professionalism of our crew. Our loss history is better and we even experienced a decrease in our P & I premiums. There is a certain pride in being skilled at what one does. More than anything, the school has brought our crews that pride. Sincerely, David W. Kish Marine Contracting & Towing The tug Samuel A. Guilds is one of the several boats SIU members crew for Marine Contracting and Towing. SIU Captain Named Docking Pilot President Capt. Henry W. Gamp, a veteran SIU tugboat captain for Curtis Bay Towing Co. in Baltimore, has been elected president of the Atlantic and Gulf Coast Docking Pilots Association. "Docking pilots are tugboat captains who board and then dock ships. We are employed by various tugboat companies. Most of us in fact work for SIU-contracted companies," Gamp said. Capt. James Register of Cape Fear Towing was elected vice president and Capt. George L. Moore of Moran Towing of Florida was re-elected as secretary/treasurer. 61 LOG I July 1987 The Atlantic and Gulf Coast Docking Pilots Association is an organization dedicated to strengthening the common bonds of docking pilots throughout the Atlantic and Gulf Coast seaboard of the United States. It encourages the utilization of docking pilots thus promoting safety in berthing and unberthing in harbor movements. It reviews local, state and national legislation affecting docking pilots and makes proposals and recommendations. We work to increase the usefulness of docking pilots to shipping companies, shipping agents, stevedores, harbor masters and the public at large. SIU Boatman in Charleston, S.C. crew the boats of Marine Contracting and Towing. Pictured above are (I. to r.) Deckhand Walter Lyon Jr., Capt. Steve Browder and Deckhand/Engineer Warren E. Fort Jr. �In Memoriam Curtis Bay's Macleod to Head Moran Towing Pensioner Jack Flemming, 86, succumbed to cancer April 23. Born in North Carolina, Boatman Flemming joined the Union in 1957 in the port of Baltimore. He retired in 1969. Burial was at King Memorial Park in Randallstown, Md. Flemming is urvived by his wife, Larnice, of Baltimore. Clyde M. Merryman, an active SIU member, died Feb. 9 ofa heart attack. He was 54. Born in Arkansas, Boatman Merryman joined the Union in 1973 in the port of Paducah. He sailed in the deck department, most recently with National Marine. Burial was at Pine Hill Cemetery in Jonesboro, Ark. Merryman is survived by a daughter, Beverly J. Hom, and a sister, Rebecca Parish. Chesley R. Sabiston, 49, died March 17 ofrespiratory failure. Born in North Carolina, Boatman Sabistonjoined the Union in 1980. He sailed in the steward department. An active member at the time of his death, Sabiston last sailed with Steuart Transportation Co. Burial took place at the Willis Family Cemetery in Williston, N .C. He is survived by his wife, Elna Inez, of Williston. Pensioner John C. Simpson, 65, died of cancer March 8, Born in North Carolina, Boatman Simpson joined the Union in 1961 in the port of Norfolk. He sailed in the deck department, most recentl y with McAllister Brothers, retiring as a captain in 1982. Burial was at Rosewood Memorial Park in Virginia Beach, Va. Simpson is survived by his sister, Connie H. Leary, of Chesapeake, Va. New Pensioners The following Inland members have retired on pension : Baltimore Adam Wodka Jacksonville John S. Williams Mobile Jerry Lee Carl Sr. New York Robert W. Kutzner Gerald J. Cooke Norfolk Virginia K. Haynie Julian R. Wilson Philadelphia Guenther F. Bischoff Wilmington John L. O'Rourke Malcolm MacLeod (second from left), former president of the SIU-contracted Curtis Bay Towing in Baltimore, has been named president and chief operating officer of Moran Towing and Transportation. Moran is Curtis Bay's parent company and is located in Greenwich, Conn. Pictured are SIU Inland Rep. Frank Paladino, MacLeod, Bill Ditweiler, president of Steamship Trade, and Baltimore Port Agent Bobby Pomerlane. Negotiations at Curtis Bay in Baltimore This is the 1987 Contract Negotiating Committee for SIU members at Baltimore's Curtis Bay Towing. They are (front row I. tor.) Engineer Bill Epps, Shop Rep. Edward Pfrang, Capt. Roman Jankowiak (back row) Mate Robert Gordy and Deckhand Robert Henninger. Dispatchers Report for Inland Waters JUNE 1-30, 1987 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 ........................... 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 .. .............. *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 0 6 37 1 1 1 0 4 0 0 6 17 0 0 73 0 0 0 12 0 0 0 5 1 0 7 0 3 32 0 Q 0 0 1 4 0 0 0 6 1 21 0 0 0 3 0 0 0 0 0 0 0 2 0 0 0 1 14 4 0 0 0 0 0 0 3 0 0 0 0 14 0 1 0 0 2 58 0 1 0 0 0 0 0 0 3 0 0 0 0 0 0 28 9 4 0 0 0 0 2 0 0 1 0 9 0 0 0 0 0 0 0 0 3 0 1 1 4 0 1 0 0 0 0 0 0 4 0 4 0 0 0 0 6 42 1 1 1 0 0 0 8 1 1 4 0 51 21 0 1 0 0 0 0 6 0 48 0 0 22 0 4 3 0 2 0 0 11 0 0 0 0 0 2 26 0 0 0 0 0 3 89 42 ENGINE DEPARTMENT 0 0 0 0 15 0 0 0 0 0 0 0 2 0 0 2 0 1 0 0 0 0 0 0 20 1 0 0 0 37 0 4 STEWARD DEPARTMENT 0 0 1 0 7 0 0 0 0 0 0 0 0 0 0 1 1 0 3 0 0 0 0 1 0 4 4 40 0 1 0 0 0 0 0 13 0 0 3 0 0 0 3 13 0 6 0 0 0 0 8 0 9 39 7 0 2 0 28 2 0 0 2 60 99 37 85 0 0 0 0 0 0 0 0 0 0 0 0 3 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 25 0 0 0 0 0 0 0 0 16 0 0 0 0 0 4 4 0 0 0 5 0 0 0 0 0 0 0 41 12 5 0 0 0 0 11 0 0 0 0 0 3 0 0 0 0 3 0 6 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 7 0 2 1 0 3 0 0 0 1 0 0 0 0 1 0 0 0 1 4 12 0 6 0 1 0 15 14 0 13 138 52 61 155 63 103 0 13 10 0 9 114 40 71 0 0 0 1 0 *"Total Registered " means the number of men who actually registered for shipping at the port last month. **" Registered on the Beach " means the total number of men registered at the port at the end of last month. July 1987 I LOG I 7 �All's Well Aboard the Sgt. Matej Kocak The Sgt. Matej Kocak (Waterman) is a smooth running ship, thanks to the efforts of a fine SIU crew. So says Milton J. Phelps, steward/baker, who sent along these photos. The voyage started in Rota, Spain, with a stop in Las Palmas, Canary Islands. The next port of call was Morehead City, N.C., where the ship will lie at anchor for approximately one month. Then, following MSC exercises in the Atlantic, it's up to Boston and back across to Spain where the present crew will be relieved. And from the crew: ''A vote of confidence to President Frank Drozak and the Negotiating Committee for their efforts on our behalf. Keep up the good work!" "Speedy" Sal Buzali, assistant cook Charles Yancey, GSU pantry (left), and Archie Rowe, GSU B.R., in a moment of levity. "Chef Louie" (Louis Babin, chief cook) John Kane, bosun SIU's Arion Pays Off In Tampa The Arion (Apex Marine), SIU's newly-contracted vessel on a recent visit to Tampa. Chief Mate Tony Kostalos (a former SIU member), left, and Bosun Richard Wardlaw at the Arian's payoff in Tampa. At payoff (I. to r.): Jimbo Padgett, QMED; Willie Harris, steward/baker, and Bill Connolly, steward assistant. 8 I LOG I July 1987 James Redgate, AB �Second Annual Sealift Conference SHLSS Is the Key to Manpower Training and manpower requirements for the growing military sector of the Maritime Industry was the thrust of the second Annual Sealift Conference, held June 22-24, 1987, at the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. Participants at the conference included representatives from 15 SIUcontracted companies which have secured military work contracted out by the Navy; officials from the SIUAGLIWD and District 2-MEBA; ma- rine transportation and defense specialists from the Transportation Institute , and representatives from the military and from various government agencies. Bill Hellwege, Sealift training coordinator, gave an overview of the Sealift Maintenance and Operations course; Bart Rogers, manpower coordinator for the SIU, talked about the functions of the manpower office and how this vital operation can be improved. But while the focus of the conference was on manpower and training, it was the Request for Proposal (RFP) process that elicited the most heated discussions. Red Campbell, SIU vice president of contracts, talked about the RFP process and the difficulty involved in obtaining military work that has been contracted out to the private sector. He noted that it often takes more than a year to process such a bid and that companies can spend anywhere from $50,000 to $600,000 just to do the preparatory work on the bid-without any assurances that they will get the work. SIU President Frank Drozak also addressed the RFP problem. "I don't know what's going on," Drozak said , "but the administrative roadblocks in the RFP process have been multiplying.'' Drozak summed up by saying, ''The goal of the MSC program is to have the ships ready for sea at any time they are needed. It will take cooperation from all sides of the triangle-government, management and labor-to make this program work." Bart Rogers, SIU manpower coordinator, talks about manpower procedures and requirements. Bill Hellwege, Sealift coordinator, explains the Sealift Operations and Maintenance program at SHLSS. During the second day of the conference, government and military representatives were asked by Union officials and company representatives for an assessment of the SIU's training program and for suggestions on how to make it more relevant to the military' s needs. "Tell us what you want," said SHLSS Vice President Ken Conklin. "We can do anything here." The information and ideas exchanged during the second Annual Sealift Conference pointed the way toward solving the problems that now exist with the growing military sector work. Taking it a step further, representatives agreed that next year's conference would also include panel discussion groups to address specific issues facing the maritime industry. ~r ~L:~*~i#. t~-~+i? Ken Conklin, SHLSS vice president, welcomes representatives to the second Annual Sealift Conference at SHLSS. Mickey Lewis, MSC, and SIU Vice President Buck Mercer talk about personnel and training requirements on MSTU vessels. Larry Byers, Waterman; Bart Rogers, SIU manpower coordinator, and Anne Kane, Ocean Shipholding. John Hinkell (left), MSC, and Martin Fink, NAVSEA, discuss training and equipment. SIU President Frank Drozak makes a point to Captain Frank J ohnson of Strategic Sealift. Joe Conwell (left), Bay Tankers, and SIU Vice President Red Campbell speculate on T AKR operations during a break. July 1987 I LOG I 9 �- Ron Spencer (left), MEBA-2, and Captain Peter Muth, USCG, consider the common goals of the maritime industry. Laymond Tucker, director of culinary services, addresses the conference on the SHLSS culinary department and what it can do for our companies. SIU Vice President Red Campbell talks about the RFP process. SFC Meany (left) and Lt. Col. Edmunds confer on reserve training at SHLSS. Bart Rogers, SIU manpower coordinator; Larry Byers, Waterman, and Bob Holmstead, MAERSK, share a lighter moment. SIU President Frank Drozak (center left) listens to Lt. Col. Edmunds talk about load-out procedures on military vessels. j From the left: Mike Swayne, Transoceanic Cable; Joe Conwell, Bay Tankers; Bob Rogers, IOM, and Bill Lockwood, IOM, have a final word following the conference. Major Carlos Tibbetts (left) and Bob Bryan, Marad, reflect on "Stick Boom" ships left in the Reserve Fleet. 10 I LOG I July 1987 Richard Evans (left), Puerto Rico Marine, and Chris Krusa, MSC, reminisce during a coffee break. SIU Vice President Red Campbell; Peter Lawrence, AMSEA, and Bill Fennick, AMSEA, listen to a point being made at the conference. Harry Glennon (left), Sea Mobility, makes a point on manpower requirements for the TAGOS ships. �--A High School Diploma Can Open A Lot Of Doors For You ' 'According to statistics, one third of all American adults over the age of 16, and out of school, do not have high school diplomas.'' Thus, since 1970, the Seafarers Harry Lundeberg School of Seamanship has offered seafarers the opportunity to earn their high school equivalency (GED) degree. The skills obtained in the GED program help seafarers in preparing for their job, for future upgrading and college courses, and for their everyday situation. Recently, six seafarers successfully completed the SHLSS GED program . J ohn Davis, Candido Cas t ro, Ronald Koski, Jay Anderson, Willie Lindsey and Glen James have joined over 2 ,000 seafarers who have completed the GED program. Three of these six seafarers have already upgraded since receiving their diplomas and the rest plan to upgrade in the near future. These seafarers recognized the need to improve their skills for upgrading. As vocational education becomes more advanced and specialized, the need for academic skills to master highly technical instructional manuals is evident. SHLSS 's GED program offers skill improvement in the reading areas of science, social studies, and literature as well as in the other content areas of math and English. Diagnostic tests are given in the content areas to determine what the student needs to learn or review. The GED instructors evaluate the tests and design a course of study that will meet each student's specific needs. Students work at their own pace through small group or individualized instruction. Even though the GED program is a non-graded course, the students are given regular progress reports to evaluate their GED performance. These evaluations guide students in their studies. Many students have experienced success in the GED program because of the special learning conditions. With personal and creative approaches used in the GED instruction, the students progress confidently through the course materials. At the same time, interest and motivatiOn is enhanced when enthusiastic instructors demonstrate how basic skills can be applied to the student's maritime career. The program also includes study and test-taking skills which not only prepares the student to sit for the one day state administered test, but also prepares the student for future courses. The GED program is only one of the many successful These SHLSS upgraders recently completed the six-week GED program and have gained the skills and confidence for future vocational courses. Kneeling (I. to r.) Willie Lindsey, Candido Castro, Ronald Koski. Second row: John Davis, Jay Anderson, Glen James. Don't Miss Your Chance to ltnprove Your Skills on't Miss Your Chance-- --To Improve Your Skills-Apply now for the Adult Education program or course that you would like to take in 1987. The Seafarers Harry Lundeberg School of Seamanship Adult Education Department will offer the Adult Basic Education (ABE), High School Equilavency (GED), and English As A Second Language (ESL) programs two more times this year. They will be offered August 3 through September 14 and November 2 through December 14, 1987. These six-week long programs are available to all SIU members who are in good standing with the Union and have paid their dues. It is important to note that seafarers will be given travel reimbursement for successful completion of the Adult Education courses as they do for any of the vocational courses. All the Adult Education programs have been designed to help the seafarer reach his educational goals. The Adult Basic Education program will help improve basic English, reading, writing, math and study skills. The English As A Second Language program can help a seafarer improve his use of the English Janguage by emphasizing reading, writing and speaking skills. The High School Equivalency program will prepare him for the GED exam by studying in the five content areas of science, social studies, English, math and literature. All of these programs stress skills that can be applied to the seafarer's maritime career. Interested seafarers may find it helpful by taking an Adult Education course prior to a scheduled upgrading class. However, seafarers may come back for the Adult Education classes at any scheduled times. In order to register for a course, it is important to send in your application as soon as possible for processing. Applicants can be pretested and arrangements made prior to the scheduled course dates. If you are interested in any of these programs, look for the SHLSS course schedule and fill out the application form in this issue of the LOG. If there are any questions, write to: Sandy Schroeder Director of Adult Education SHLSS Piney Point, MD 20674. educational opportunities offered at SHLSS to prepare the seafarer for the future and the program has already opened doors for many seafarers. How? SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time. You can use these skills: on your job. to improve your skills for upgrading. to further your education. Please send me the area(s) checked below: MATH Fractions D Decimals D Percents D STUDY SKILLS Algebra D Listening Skills D Geometry D How To Improve Your Memory D D Tri~onometry D How To Use Textbooks ~pane) D Spherical) D Study Habits D Test Anxiety D ENGLISH: Writing Skills Test Taking Tactics D Grammar Books D Stress Management D Writing Business Noteraking Know-How letters D D SOCIAL STUDIES D Geography D COMMUNICATION SKILLS D U.S. History Basic Metrics D D Economics * * * Name Street City _ _ _ _ __ State _ _ _ _ __ Zip _ _ _ __ Book No. Social Security No. Department Sailing In _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 11 Cut out this coupon and mail to: Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it today! July 1987ILOGI11 �Navy Seabees and Army Personnel Conduct Combined Training at Seafarers Harry Lundeberg School Military personnel prepare to lift a 40 foot container with our recently acquired 40 foot container spreader. Twelve Navy Seabees and two Army Cargo Handling personnel joined forces to attend the Hagglund Crane course at SHLSS. The Navy men, from the Navy Reserve Cargo Training Battalion in Yorktown, Va., and the Army personnel, attached to the Army Transportation School in Ft. Eustis, Va., trained and worked together under the watchful eyes of Richard Dickerson, crane instructor. This was the first time that two military services trained together at SHLSS. Since June 1986, a total of 105 military personnel have trained on the SHLSS Hagglund Crane. A military truck is lifted clear of the barge as the signalman gives the slew signal which will move the crane to the right. 7~;::~ ~i The signalman on the left gives the signal to raise the jib and the 40 foot container clears the pad. Richard Dickerson instructs his students in placing a Jet engine in its container on a barge. One of the Navy Seabees signals "slew the crane to the right" pnor to hooking up to a semi-truck. HLSS COURSE GRADUATE ";}. Navy Training Group First row: (I. to r.): CMCA Peter Worthington, CM3 Gary Vandoren, Richard Dickerson (Instructor). Second row: CE3 Eugene Boucher, E03 Mark Langdon, CM1 Jeffrey Inman, CM2 Stephen Ohls. Third row: E01 Russell Johnson, SW3 Kurt Searsone, BU1 Steven Miller. Fourth row: CE3 Mark Phillips, BU1 Patrick View, E03 James Swann. QMED Front row: (I. to r.) Jimmy Soto, Chuck Clark, Kenneth Biddle, Ron Koski, Gary D. Fuller, Jose A. Quinones, Charles D. Lore. Second row: Ellis Young, David Dunklin, Milton Israel, Ronald Lukas, Guy V enus, Stephen Mlgllara, Kirk D. Bushell, John Anderson. Third Row: Charles Polk, L. Craig, Stan Spoma, Terrance "T" Reed, Mark A. Sundling. Navy/Army Training Group First row: (I. to r.) SKSN Bolt, BM2 Downey, BM1 Ford, Richard Dickerson (Instructor). Second row: EM1 Jenkins, SFC Mutchie, SN Harvie. Third row: SSG Bellamy, BM C. Schley, BM3 Blackmon. Fourth row: BM1 K. L. Cross, BM1 D. C. Hatt. Fifth row: SK2 Hiiiyard, BM2 G. J. Hawkins, BM1 D. R. Morrow. Lifeboat (L. to R.) Ben Cusic (Instructor), Richard Femetti, Obaid H. Ali. Able Seaman First row: (I. to r.) R. G. Broadway, John Giiiiam, Raymond Corpus, Ronnie Giangrosso, Steve Schwedland. Second row: Jim Brown (Instructor), Sherman Hudson, Glen Roy. Third row: K. L. Kirksey, Biii McNeal. Seallft Operations and Maintenance Kneeling: (I. to r.) Glenn Roy, Ralph Broadway, Raymond Dailey. Second row: Steve Schwedland, John Miranda, Sherman Hudson, John Gilliam, Charles Smith, Harry Alongi (Instructor). Third row: K. L. Kirsey, C. D. Polk, L. Craig, Scott Speed, Ed King. 12 I LOG I July 1987 Steward Recertification First row: (I. to r.) Emanuel Douroudous, Ruperto Peralta, Jaime Quinones, Sigrid Connard, James Jones, Joseph Williams. Second row: Henry Manning, Frederick Washington Sr., Guillermo Thomas, Larry Ewing, Robert Brown, Robert Hess, Laymon Tucker (Instructor). ··~~ Lifeboat (L. to R.) Gebar Ogbe, Ron Giangrosso, June Hughes, Wilhelmina Ortiz. �Steward Upgrading Courses 1987 Upgrading Course Schedule Course Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry August 1987 - December 1987 The following is the current course schedule for August 1987 December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~hie. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Assistant Cook *Sea lift Operations Assistant Cook *Sea lift Operations Assistant Cook * Sealift Operations Cook and Baker * Sealift Operations Cook and Baker *Sealift Operations Chief Cook *Sealift Operations Chief Cook * Sealift Operations Chief Steward *Sea lift Operations Chief Steward *Sealift Operations & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. & Maint. Course QMED · Any Rating *Sea lift Operations & Maint. Fireman/Watertender, Oiler * Sealift Operations & Maint. Fireman/Watertender, Oiler * Sealift Operations & Ma int. Completion Date December 11 January 8 October 2 October 30 December 4 December 31 Variable Speed DC Drive * Sealift Operations & Maint. Electro-Hydraulic Systems *Sea lift Operations & Maint. September 21 November 2 November 9 December 21 October 30 November 27 December 18 January 15 Refrigeration Containers - Advanced Maintenance *Sealift Operations & Maint. Diesel Engineer - Regular *Sealift Operations & Maint. August 31 October 12 October 12 November 23 October 9 November 6 November 20 December 12 Deck Upgrading Courses Check-In Date August 31 September 28 October 26 Completion Date October 23 November 20 December 18 Sealift Operations & Maintenance August 10 September 28 October 26 November 23 September 4 October 23 November 20 December 18 Celestial Navigation November 2 December 4 Radar Observer August 17 December 7 August 28 December 12 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Towboat Operator September 7 October 30 Inland Deck Shiphandling Simulator October 12 October 16 Course Able Seaman/Sealift Operations & Maintenance Recertification Programs Course Steward Recertification Check-In Date August 31 November 2 Completion Date October 5 December 7 Bosun Recertification September 21 November 2 Completion Date September 2 October 19 October 14 November 30 November 25 January 11 September 2 November 2 October 14 December 14 September 2 November 2 October 28 December 28 September 2 November 2 October 28 December 28 October 16 November 13 November 27 December 24 January 8 February 5 October 30 November 27 December 11 January 8 October 30 November 27 December 25 January 22 October 30 November 27 December 25 January 22 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equlvalency (GED) August 3 November 2 September 14 December 14 Adult Basic Education (ABE) & English as a Second Language (ESL) August 3 November 2 September 11 December 11 Engine Upgrading Courses Check-In Date September 21 December 14 August 10 October 5 October 12 December 7 Check-In Date The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT Towboat Operator August 3 September 7 August 7 September 11 College Programs Course Associates in Arts Check-In Date August 17 October 26 Completion Date October 19 December 18 Third Mate Course Update The Celestial/Terrestrial Navigation-Third Mate course offered at the Seafarers Harry Lundeberg School is a quick paced course and should not be taken unless the student is prepared to surrender his social life to six (6) hours of study per night seven days per week. It is not a course that should be taken lightly, a basic understanding of navigation is needed. Celestial/Terristrial Navigation is offered prior to the Third Mates course and it will last approximately six (6) weeks. It is advisable for the Third Mate candidate to take this course, the basic Celestial and Terrestrial Navigation are very important parts of the Third Mates training. Those who feel proficient in these sections will benefit by this course. They can use the time to hone their navigation skills. Following navigation will be Navi~ation General. Deck General, Rules of the Road and Safety, each section lasting approximately two (2) weeks. Please keep in mind these dates are not rigid. They will fluctuate according to the needs of the student. Celestial and Terrestrial Navigation Schedule March 14, 1988 -April 29, 1988 Third Mate Schedule April 29, 1988 - June 24, 1988 July 1987ILOGI13 �rse c Upgradin ranSHL S 0 Appl .......................................................................................................................................... Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (first) (City) (State) Deep Sea Member D Date of Birth -~~-_.....---­ Mo./Day/Vear (Middle) Telephone -.......--,---......------(Area Code) (Zip Code) Inland Waters Member D Lakes Member D Pacific D Social Security# _ _ _ _ _ _ Book#_ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Date Book Port Presently Was lssued __________ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes Trainee Program: From ____.....r-,.--to_.,_____ (dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _.,..__ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D 0 D D D D D D o D D D D STEWARD ENGINE Tankerman AB/Seallft Special AB/Seallft Limited AB/Sealift Unlimited Towboat Operator Inland Towboat Operator Not More Than 200 Miies Towboat Operator (Over 200 Miies) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Piiot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. D FOWT D QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electronics) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Ref rlgeratlon Systems Maintenance & Operations D Diesel Engine Technology D Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected Motor Vessel D Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance D Hydraulics D Electro-Hydraulic Systems D D D D D Assistant Cook Utility Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Welding D Llfeboatman D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT o Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DYS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount.needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~.~~~~~~~~~~-DATE~~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 14 I LOG I July 1987 c �Manpower and Training on Agenda but ... RFP Problems Highlight SIU Sealift Conference The only way a company can secure military work is through the Request for Proposal (RFP) process. Once the RFP game was just a bit complicated; now it can be a nightmare. That was the message from industry and union delegates at the SIU' s annual Seafiift Conference last month in Piney Point. While the conference's focus was on manpower and training for the growing military sector, the RFP process elicited the most heated dialogue. Participants included representatives from 15 SIU-contracted companies which have secured military work contracted out by the Navy, officials from the SIU-AGLIWD and District 2-MEBA, marine transportation and defense specialists from the Transportation Institute, and representatives from the military and various government agencies. The main topic of discussion turned out to be a recent RFP award. Most people in the industry believe that the award raises serious questions about the RFP process. The Military Sealift Command (MSC) put out an RFP to attract bids for operating a hospital ship. A number of companies spent more than a year preparing their bids, only to find out the MSC had prepared one also and declared itself the winner. Many companies questioned the methods employed by MSC in making its determination. According to an appeal filed by Marine Transport Lines (MTL), which is not an SIU-contracted company, the MSC used questionable figures in computing its wage rates, manning requirements and training costs. MTL also alleged that MSC did not make public information known inside the agency. The MSC turned down MTL' s appeal. While the SIU-contracted companies are competitors for the same work, they made no bones that all private maritime companies share a common concern: to ensure the RFP process be as fair as possible. Interested companies spent anywhere from $50,000 to $600,000 in preparing their bids, only to come away with the impression that the bid was not put out in good faith. Toplevel staffmembers-accountants, researchers and lawyers-spent more than a year preparing the detailed, voluminous and often confusing RFP's. ''If the MSC was not serious about making this RFP,'' said one company representative, "then these people's time and expertise were wasted." ''This decision should not be allowed to stand," said another company representative. ''If it is somehow not overturned, then no one in the business will be willing to spend the time and money going through a process that is perceived as being inherently unfair." The ironic thing, said SIU President Frank Drozak, is that private companies could save the government millions of dollars by operating just one vessel on a short-term basis. "Multiply that by several years and dozens of ships, and you're talking about a potential savings of hundreds of millions of dollars, maybe even billions." Yet there was more on these delegates' minds than just government waste. "Let's not kid ourselves," said one company representative. "The short-term survival of most Americanftag companies depends on obtaining this kind of work. There's nothing else left." That goes for unions even more so, because they don't have the option of re flagging. During the two-day conference, union representatives presented figures demonstratingjust how important this military work is to their survival and to the job security of their members. Take the SIU. During the past three years, the American-flag merchant marine has declined by 25 percent. During this same time, the Union has been able to pick up 58 new vessels generating more than 700 new jobs. No other union can make this claim. As for the stated objective of the conference, reviewing the training facilities at Piney Point, none of the company representatives present expressed any dissatisfaction with the SIU training program. A few company representatives made specific suggestions with regard to the AB Sealift course. A number wrote comments like "excellent" and "very good'' on questionnaires they had filled out before the conference began. During the conference, one or two of the company representatives alluded to the letters of commendation that SIU crews had received in performing support funtions in military operations and exercises. Some company representatives The SIU is willing to go to any lengths to protect the job security of its members, said SIU President Frank Drozak. praised the work that Bill Hellwege and the rest of SHLSS staff have done in building the Sealift program from scratch. Still, the companies had one major concern about the training program, which is that the MSC has not spelled (Continued on Page 18.) Bidding for Military Work Is Costly Not many SIU members understand the difficulty involved in obtaining military work that has been contracted out to the private sector. If it wasn't the only game in town, then most people would probably rather not be bothered with bidding for it. For one thing, even if you get this military work, it is usually only for a short period, the average time being around three years. Once your charter is up, you have to rebid all over again. And there's no guarantee that you'll win. It often takes more than a year to process a bid. Companies spend anywhere from $50,000 to $600,000 just Representatives from various branches of the military discuss the day's events at the second Annual Sealift Conference. to do the preparatory work on the bid. And if a company doesn't get the work, it's money poured down the drain. Lately, there have been a number of disturbing signs that the RFP process is not being conducted properly. This adds one more problem to the Union's list of concerns. When the Union first got involved in going after this work, the average size of a Request for Procurement (RFP) was 200 pages. Four years later, it's 800 pages. "I no longer need to own barbells," said SIU Vice President Red Campbell at the second Annual Sealift Conference. "I now pick up RFP's to stay in shape." "I don't know what's going on," said SIU President Frank Drozak at the same conference, "but the administrative roadblocks in the RFP process have been multiplying. The Reagan administration has to check into this, especially since privatization of this kind of work is the centerpiece of its maritime program.'' Robert Kesteloot, vice chairman of the Transportation Institute and the former head of the Navy's Sealift Division, has a plan to revise the present RFP process to make it more equitable. Among other things, Kesteloot would overhaul the present system of procuring RFP bids, which involves what is known as a two-step process. The two-step process works like this: First, a determination is made to see if a company is "qualified" to perform the work. Once that is deter- mined, the contract automatically goes to the lowest bidder. Sometimes, says Kesteloot, the lowest bidder is not always the best equipped to handle the job. More weight should be placed in finding a contractor who is both inexpensive and qualified. What sometimes happens, said one company official, is that four or five companies will be dubbed "qualified." That puts them all on equal footing, even though one company may have a great deal of experience with the kind of work to be performed (i.e., cable laying) and another one has little or no experience. Still, as the. system now stands, the work automatically goes to the lowest bidder, even if the company has never done the work before. If the company cannot meet its obligations, then the work goes back to the military and is lost to the private sector even though there are qualified companies capable of handling it. Kesteloot would prefer a ''one-step'' system which would weigh both the cost of the bid made by the companies and their work records. Of course, none of the companies could get this work without a ready supply of skilled mariners. "Manpower is our greatest need," said one company representative. "It is important that we be able to fill a slot at a moment's notice." When making a bid, the company not only has to put in a resume for itself, but it has to file separate r.esumes for the crewmembers who are expected to fill the slot. July 1987ILOGI15 �SHLSS Makes Sure Seafarers Have Skills For New Military Jobs Several years ago, SIU officials realized that military work was the only growth area for the private merchant marine. To ensure that Seafarers would have an opportunity to work these specialized jobs, new training programs were designed to meet the military's needs. In addition, these programs provide SIU-contracted companies with reliable and trained manpower when they bid for the military work. The goal of the Seafarers Harry Lundeberg School of Seamanship (SHLSS) is to provide sealift training to all SIU members. Because of the reduced manning level found aboard military contracted vessels, it is necessary that crewmembers from the deck, engine and steward departments be appropriately trained. The SIU presently has under contract or has bids on 80 ships with various companies. This has led to a need for a more coordinated effort and cooperation for training. Since an estimated 60 percent of the work available to SIU members will be in the military sector by 1990, the training for the military ships has become essential. As in any new program, there are problems to solve and new potentials to be explored. This conference is designed to do both. With the shipping companies, labor and government working hand-in-hand, this can certainly be accomplished for the benefit of all concerned. Training is the KEY to the success of this industry, and we want to make this program the best-and it will be with your help. The Sealift Operations and Maintenance Program was developed in early 1984 by the vocational teaching staff at the school. The program was designed to meet the training requirements to man and operate the specialized equipment of military-contracted ships. The first program was developed when a contract was awarded to Inter-Ocean Management for the Keystone State ACS-I, which was the first heavy lift crane ship. This type of ship operation was new to all concerned and placed a unique training requirement upon the school. Personnel have to be trained to operate the heavy lift cranes. This requirement was met in two ways. The first was to send a deck instructor from SHLSS to the ship to observe procedures and collect data that could be implemented in a curriculum for the crane course. Shortly afterward, a three-day training course for crane operations was established at the school, and SIU members were sent to the school prior to reporting aboard the Keystone State. Crewmembers were then given additional classroom instruction along with hands-on training by SHLSS instructors aboard the Keystone State. These training procedures established the crane operator pool required to meet manning needs. The second was to acquire a 32-ton Hagglund shipboard crane for installation at the school. The crane allowed the school to conduct training without the constraints or interferences of everyday shipboard activities. The next major development in the school's program occurred when a contract was awarded to Sea-Land forfourT-AKR class ships (converted SL-Ts) for military use. A need for additional training besides crane operations became evident. The task then became to train the ships crews in all phases of sealift operations. This was done in two ways. First, a deck instructor from the school was sent to these ships to coordinate training of the crew. Second, members were trained at the school so that a large manpower pool of trained seafarers would be available to man these ships. The program design developed from these two early experiences includes Underway Replenishment, Helicopter Operations, Damage Control, Fork Truck Operations and Crane Operations. The School's acquisition of the Hagglund crane, in addition to the school's extensive watertront equipment, optimized the school's training capabilities to conduct the above listed programs. A large classroom with a capacity for 40 students was exclusively designed for the use of the Sealift course. Conferees Impressed With SIU/D-2 Unity News NewJ News Delegates to the second Annual Sealift Convention were quick to see the close working relationship between the SIU and District 2-MEBA. For many people, that was the highlight of the two-day conference. In an industry where unity is an often stated but rarely achieved goal, the working relationship between District 2 and the SIU-AGLIWD offers an important lesson. While other licensed unions have tried to infringe upon the job security of unlicensed seamen, District 2 understands that seamen must unite if they are to protect their interests in a changing world. Alone among the licensed unions, it has encouraged unlicensed seamen to make their way up the focs'le. A good number of District 2 members got their start in the industry sailing as wipers or ordinary seamen in the SIU-AGLIWD. The close working relation- 16 I LOG I July 1987 Only a few years know Baldomero Lo Bobo. Now they are military-contracted sh others. The SIU has been a and ready crews for While others in the m moan and groan a industry, the SIU-i bership-is forging ah security and to provide Following is the list ships crewed by the S SHIP Algol Altair American Cormorant Alatna Antares Assurance Baldomero Lopez Bellatrix Bonnyman Cape Decision Cape Douglas Cape Ducato Cape Henry Cape Horn Cape Hudson Capella Chatahoocbee Contender Cpl. Louis Hauge Denebola Gem State Grand Canyon State Gus W. Darnell Harry Fisher Indomitable Jack T. Lummus Keystone State Lawrence Gianella Ron Spencer, director of Marine Engineering for D-2's Navigation School, chats with a representative of the military. Dwindling crew sizes are making it very difficult to maintain vessels, he said. "Let's not kid ourselves," said Harrison Glennon, president of Sea Mobility Inc. ''Military work is the only game in town.'' Curriculum Development The curriculum development effort has been directed to meet the needs of our military-contracted companies. In developing the curriculum, the deck instructors acquired as much written material as possible, visited the ships to better understand the training needs and equipment and worked closely with the companie and the military. All areas of needed training were investigated: Underway Replenishment, Helicopter Operations, Damage Control, Fork Truck Operations and Crane Operations. A thorough Sealift Operations and Maintenance manual was compiled by the staff at SHLSS. The manual has been continually revi ed and updated and is now in its 12th edition. Thirty-one videotapes have been acquired to supplement all aspects of the Sealift Training Program. (Continued on Page 18.) ship between the SIU and District 2 dates back more than 30 years when the Brotherhood of Marine Engineers, the forerunner of District 2, was founded as an affiliate of the SIUNA. In 1960, the BME became an affiliate of the Marine Engineers Beneficial Association. But the close association between the SIU-AGLIWD and the licensed union never stopped. Ray McKay, president of District 2, often alludes to the close ties between the two organizations. Two of his sons made their way up the foes 'le to become licensed officers. "I know what Piney Point did for my boys," said McKay, "It gave them a chance to make something of their lives. It has done the same for hundreds of other seamen who have taken advantage of the SIU' s training facilities and the close association between our two unions.'' Robert Holmstead, personnel manager for Maersk Lines, said his company spent $600,000 preparing one RFP bid. 2nd Lieutenant J.P. Bobo Major Stephen Pless Nodaway Paul Buck Persistent PFC James Anderson PFC William Baugh PFC Eugene A. Obregon PFC Dewayne T. Williams Pioneer Contractor Pollux Prevail Regulus Richard G. Matthiesen Samuel L. Cobb Sgt Matej Kocak Southern Cross Stalwart Triumph USNS Bartlett USNS Bowditch USNS Chauvenet USNS Desteiguer USNS Dutton USNS H H Hess USNS Harkness USNS Kane USNS Lynch USNS Silas Bent USNS Wilkes USNS Wright USNS Wyman Vindicator William R. Butto1 �Strategic Sealift; A Key to Our National Defense kills bs hips go, Seafarers didn't z from 2nd Lt. J.P. crewing those two ps and more than 60 le to supply trained variety of missions. itime industry may ut the state of the leaders and memd to protect its job highly trained crews. f military-contracted U as of last month. The following questions and answers are based on an article written by Capt. Robert Kesteloot, USN (Ret.), for Seapower magazine. Kesteloot is vice-chairman of the Transportation Institute, a non-profit maritime research organization. His last active duty assignment was as director of the Strategic Sealift Division in the Strategic Office of the Chief of Naval Operations. Q: How important is Sealift? Cmdr. Michelle L . Lewis, with the Military Sealift Command , speaks with another delegate during a break in the conference. COMPANY IMC Bay Tankers PGM Crowley IMC Sea Mobility Amsea IMC Maersk Barber Barber Barber Barber Barber Barber IMC Crowley Sea Mobility Maersk Bay Tankers IOM IOM Ocean Shipholding Maersk Sea Mobility Amsea IOM Ocean Ship holding Am sea Waterman Crowley Ocean Shipholding Sea Mobility Maersk Maersk Waterman Amsea IOM Bay Tankers Sea Mobility Bay Tankers Ocean Shipholding Ocean Shipholding Waterman IOM Sea Mobility Sea Mobility La vino Lavino La vino La vino Lavino La vino Lavino Lavino Lavino Lavino Lavi no IOM Lavino Sea Mobility Am sea A: Let me quote Winston Churchill: ''The battle of the Atlantic was the dominating factor all through [World War II]. Never for one moment could we forget that everything happening elsewhere, on land, at sea, or in the air, depended ultimately on its outcome, and amid all other cares we viewed its changing fortunes day by day with hope or apprehension.'' Q: What does this have to do with sealift? A: Well the battle of the Atlantic was one great big supply effort to provide England with the necessary tools, cargo and manpower to fight the Axis war machine. And the overwhelming majority of that cargo was carried on commercial merchant vessels. Q: Do you support the administration's plan for a 600-ship Navy? A: Yes. To ensure control of the seas requires a strong Navy, composed of the right kind of ships. But just as important is the means to transport all of the equipment and supplies of war to the scenes of battle. World War II, the Korean and Vietnam Wars, and the Falkland conflict all served to validate the necessity of a strong merchant marine. Q: What about airlift? A: Despite the claims of those who advocate the merits of airlift-and those merits are very real, but very limited-the fact is that in time of war 95 percent of all dry cargo and 99 percent of all petroleum products required by the front-line forces must move by sea. Q: What kind of ships are needed for this resupply effort? .. · ·.::. .· .. . .. . ::·. ··. :· ··.·· Capt. Robert Kesteloot (USN Ret.), vice chairman of the Transportation Institute, wants to overhaul and streamline the RFP process. Mercer Reminds MSC That Good Crews Are Backbone of Fleet SIU Vice President Buck Mercer, head of the Union's Government Services Division, addressed the second Annual Sealift Conference. Among other things, he told the MSC officials present that they should listen more closely to suggestions that the Union makes with regard to conditions and complaints. ''A member can come to me to talk about something that's bothering him quicker than he can go to a captain,'' said Mercer. ''There are a lot of conditions that are bothering the people out there. You have to correct them." For one thing, said Mercer, members just don't understand why the MSC feels the need to hold up their pay or why it doesn't automatically give a CIVMAR his shipping card when he signs off a vessel. While these are relatively minor matters to the MSC, said Mercer, they are extremely important to the individual seamen. A: Not the haze-gray ships of the Navy, but rather the "black-bottoms" of the merchant marine. Commercial sealift-or perhaps, the non-availability of that sealift-is going to play a crucial role in any future conflict involving the United States. Q: Why is that? A: Every potential U.S. adversary or ally, except for Canada and Mexico, is overseas. There is no plan for major overseas military operationswhether it be a contingency operation in some remote corner of the globe or part of a general war involving the Soviet Union-that does not postulate use of the seas for the injection of U.S. and/or allied military forces and the sustaining of an American presence in the area. Former Chief of Naval Operations Adm. Thomas B. Hayward perhaps said it best: "Without adequate and reliable sealift, none of the military plans is executable." Q: How would you describe America's military strategy? A: The United States relies on and is committed to a "forward defense" strategy, the rationale for which is to move the nation's front line of defense to shores as distant as possible from the U.S. mainland. Q: Is this sensible? A: Of course-it's in the interest of every American that any potential conflict be as far away from our shores as possible. But to make this plan work the United States must possess an assured way to get the required men, materials and supplies to the war zone and to sustain, on an indefinite basis, the combat forces there. Q: Is this being done now? A: Hundreds of billions of dollars are now spent by the United States each year on defense, but very little on the sealift needed to transport the equipment bought with those dollars. The defense strategy of the United States, in effect, ignores the importance of mobility and, therefore, lacks credibility. SIU Vice President Buck Mercer told representatives from the MSC that they need to iron out some problems. Union officials play an important part in boosting the CIVMAR's morale, he said. Mercer pledged to do all he could to help those MSC members who were suffering from alcohol or drug addiction to get back on the road to recovery. Again, he asserted, an undertanding union repre entative can make a big difference to a CIVMAR who is in trouble. "'They can talk to us," said Mercer. "They can go to us for help." Mercer, like the other delegates (Continued on Page 18.) July 1987/LOG/17 �Crews Are Key (Continued from Page 17.) present, said that this country needed to do a great deal more to improve its sealift capability. Among other things, said Mercer, this country needs a comprehensive maritime polity to stimu- late activity in both the governmentcontrolled and private fleets. Despite the occasional problems that crop up onboard vessels, said Mercer, the SIU has the finest sailors in the world. (Continued from Page 16.) Equipment Acquisition As the curriculum was developed, the need for equipment that would be necessary for conducting training became apparent. This equipment is still being acquired through a variety of sources by various means including company donations, government surpluses and school purchases. In the Crane program, we now have various military vehicles, boats and container equipment to instruct and practice the actual lifts that are required for shipboard load-on and load-off operations. Two Clark 6000-lb fork trucks are used to simulate shipboard operations on our extensive obstacle and cargo handling facilities. Additional UNREP equipment has been acquired and updated to supplement our extensive inventory in this area. Actual helicopter equipment has been obtained to better demonstrate this operation aboard ship. Damage Control equipment and training aids are still being added and developed in addition to what has already been acquired. Student Enrollment The Sealift Program is a required course for all members at the school. Union members apply for the program through the SHLSS Admissions Office. Upon completion of the program, students are given a course certificate and are placed on the Sealift Trained Personnel Computer printout. This shows the member's training and the date of course completion. The list is constantly updated for manpower and is a valuable tool in supplying our companies with trained sealift members. The first Sealift class began in January 1985. As of today, 22 classes have completed training, qualifing over 500 SIU members in the Sealift Program. In addition, a total of 105 military personnel have completed the Hagglund Crane Course. The stories and photographs for this special report on the SIU's second Annual Sealift Conference were prepared by LOG Associate Editor Max Hall. Specialized Training The variety of vessels, types of operations and service branches involved in military operations have created different training needs for the companies under military contracts and for the military itself. With Army, Navy and Marine Corps personnel involved in cargo handling for many of these ships, a mutual goal of supplying trained crane operators has been realized. The school has conducted crane training on our 32ton Hagglund crane for both Army and Navy personnel. These specialized training programs were conducted at the school for the Army Transportation School in Fort Eustis, Va., for the Navy Cargo Handling and Port Group in Williamsburg, Va. and for the 1173rd Transportation group, Boston, Mass. Continuous training of Armed Forces' personnel is also conducted on the SS Keystone State on the Lake Shore Crane Operations. Another specialized type of training that has been conducted by SHLSS staff is training at sea. A mobile team of instructors has been requested by the companies and sent to train our members at sea for UNREP, Damage Control, Fork Truck, and Crane Operations during the last two years. This mobile team has been well received by our companies and members. The team supplies the necessary training so that the crews can make the transition between civilian practices and military requirements in addition to refresher training in these areas. To complement the training on our 32-ton crane, a Hagglund Crane Maintenance Course was developed by the SHLSS vocational staff. This course offers classroom and practical training in preventive and corrective maintenance to the Hagglund crane. A growth area for specialized training in the future is the use of the SHLSS Simulator, a multifunction bridge with deep sea and inland simulation systems which can be utilized for training in UNREP station keeping and bridge watch keeping. We hope that our specialized training programs can be developed successfully in the future with the cooperation of the companies, military and the SHLSS staff. RFP Problems Highlight SIU Sealift Conference (Continued from Page 15.) out a set of concrete training requirements for privately-owned maritime companies. This, in turn, increases the companies' training expenses and makes it difficult for them and the unions to plan for future development. During the second day of the conference, representatives from the government and military were asked by union officials and company representatives for an assessment of the SIU's training program and for suggestions on how to make it more relevant to the military's needs. ''Tell us what you want,'' said SHLSS Vice President Ken Conklin, "We can do anything here." The government officials present made few remarks about the school's Manpower and fairness of the RFP process are the two most important issues, said D-2 Vice President Jerry Joseph. 18 I LOG I July 1987 training facilities. A few, however, did express some concern about the dwindling size of American-flag crews. Union officials and company executives alike stressed that manpower was the key to making this whole program work, and that the uncertain state of the American-flag merchant marine was making it difficult to maintain an adequate-sized pool of skilled mariners. Too many skilled mariners, licensed and unlicensed, are leaving the field because they can't find work. Robert Kesteloot, Transportation Institute vice chairman and former head of the Navy's Sealift Division, referred to a study conducted by the Navy which predicts a serious manpower shortage of skilled mariners within a few years. ''If something isn't done," said Kesteloot, "then we won't have enough men and women to crew our vessels , if we should choose to build them." Kesteloot also talked about ways of improving the RFP process. Among other things , he would overhaul the present system of procuring RFP bids, which involves a two-step process. Not enough weight is placed on a company's previous work experience, he said. Mention was made of the government's Ready Reserve Program, which has become a costly and ultimately ineffective way of beefing up this country's sealift capability. All the delegates present stressed that the only way to secure adequate sealift power is through a long-term program which provides the American-flag merchant marine with adequate cargo. At the end of the first session, Drozak addressed the company delegates and talked about the Union's commitment to protecting the job security of the membership. This entails certain things, he said. For one thing, it means working closely with SIU-contracted companies to garner whatever work is available to the American-flag merchant marine. Two: It means making sure that the SIU crews receive the best possible training in order to be better equipped to handle the challenges of the future: intermodal operations, high-technology, sealift support functions. Three: The government has to enact a long-range program to create cargo for the American-flag merchant marine. Unless that is done, Drozak said, there can be no real job security for any American seaman. If the American-flag merchant marine is allowed to decline at its present rate, then within five years there will be no industry left to save. Four: The SIU will make sure that unlicensed seamen receive a fair shake. Recently, licensed unions have been trying to infringe upon the jurisdictional rights of our members. That must stop: Five: The SIU will work closely with any maritime union that respects the job security of our membership. Right now, the only union that fits that description is District 2-MEBA, which has always encouraged unlicensed seamen to come up through the foes 'le. Six: The Union will continue to invest in programs that will make SIU seamen more productive and competitive. An example of this is how the Union has computerized its shipping records to respond more effectively to companies' manpower requests. If we can't man the vessels, we won't get the jobs. Recent developments have called into question the fairness of the RFP process, said SIU Vice President Red Campbell. �Award to MSCPAC Mariner by Bob Borden PAO, MSCPAC For his superior work and performance aboard the USNS Mispillionfrom March 1986 th igh the end of last year, Third Mate Willard Bickford has been awarded the MSCPAC Mariner Award of Excellence. He was presented the award, along with a $2,000 check, in ceremonies at MSCPAC headquarters June 3. The grandson of a captain in the merchant marine and the son of a retired chief steward, Bickford first went to sea with the Coast Guard after attending the Oregon Institute of Technology. He was a boatswain mate with the Coast Guard for four years before he left the service to sail as an OS and AB with the merchant marine along the West Coast and across the Pacific. He also served as a quartermaster with the National Oceanic and Atmospheric Administration (NOAA) aboard a survey ship before joining MSCPAC in 1984. Since then, Bickford has sailed on the USNS Albert J. Myer, Passumpsic, Chauvenet and Mispillion. It was his work on the Mispillion which gained Bickford this prestigious award. Noted a portion of the nominating message from the ship to MSCPAC headquarters: "Mr. Bickford's talent, knowledge, and expertise in navigation, CBR defense, damage control and firefighting go far and above that of the average third mate. His performance of duties and his capacity for carrying through assignments surpasses the guidelines of his job description. He never fails to give 100 percent.'' The Russian nuclear power plant disaster at Chernobyl last year influenced Bickford to assist in improving the Mispillion's chemical, biological and radiological (CBR) defense capabilities. "I think there's a real need to upgrade our ships' capabilities to defend themelves against any kind ofattack," said Bickford. "I've tried to make people aware of this and it was a team effort aboard the Mispillion that helped us to update the ship's defense to the highest attainable level.' ' Bickford credits part of his success aboard ship with the amount of training MSCPAC has provided him and others ashore and afloat. ''I'm impressed with the amount of training we've received, especially aboard ship," he says. "That's where it should be done.'' Quiet and unassuming, Bickford says he was surprised to hear he won the MSCPAC Mariner Award of Excellence. "I really didn't think I did anything outstanding except what was required of me,'' he said modestly. Heroes of the Mispillion Are Rewarded by Bob Borden PAO, MSCPAC Five civil service mariners who helped correct the extreme list of the USNS Mispillion when she went aground last year near Sasebo, Japan, are being rewarded for their bravery and heroism. Second Assistant Engineer Ben Roybal and Pumpmen Charley White, Joe Beauchamp and Tenthson Shannon, along with Third Engineer George Hopkins, are the recipients of the Navy's Meritorious Civilian Service Award and MSCPAC Special Act Awards. Ben Roybal never expected to receive an award for his actions on March 15, 1986, when the Mispillion ran aground while the ship was undergoing sea trials. In fact, Roybal didn't expect to survive the wreck, nor did his three pumpmen or Hopkins. When the ship hit the shoals at 2:24. that Saturday afternoon, the impact of steel against rock shuddered "Smart Ship" Winners Announced The following MSCPAC USNS ships were the recipients of Fiscal Year 1986 Smart Ship Awards in their category and are entitled to fly the E pennant. The ships selected in recognition of their superior performance during FY 1986 include the USNS Kawishiwi, winner of the coveted GANO Award. The Kawishiwi has been a consistent "Smart Ship" winner of her class and exemplary of the entire MSCPAC fleet in maintaining a high degree of readiness. The USNS Observation Island was Smart Ship winner in the missile range ship category. Among other important facts, the Observation Island met all her operational requirements, all un- MSCPAC Engineer Benjamin Roybal, left, receives the Navy's Meritorious Civilian Service Award, while Third Mate Willard Bickford is presented with the MSCPAC Mariner Award of Excellence.. anticipated commitments and all additional taskings during FY 1986. In the towing and salvage category an award went to the USNS Catawba. Among other things, the Catawba met 100 percent of her commitments while maintaining an immaculate appearance. The USNS Zeus, a cable laying/ repair ship, was also the winner of the Smart Ship Award for her completion with ease of the arduous assignments to which she was commited. Finally, the USNS Mercury received the Smart Ship Award by meeting or exceeding all requirements for readiness, maintenance, appearance and operational proficiency. the ship for 15 seconds before the oiler grinded to a halt. Roybal and his pumpmen, who were standing on the ship's tank deck, heard a loud hissing sound after the ship finally stopped. They believed, correctly, that the noise was from pressure flowing into some tanks, with ballast going out into the sea through holes in the bottom of the tanks. Other tanks, they assumed, must be flooding with sea water. The four men immediately ran to cargo control where Roybal called the Auxiliary Machinery Room (AMR) and ordered an auxiliary generator to be placed on the line. A steady starboard list, tilting the ship at the rate of three degrees a minute, quickly forced the shutdown of the engine room, resulting in the loss of electrical power and lighting throughout the ship. Even the emergency lighting was out because the batteries had been removed during the Mispillion' s overhaul period at the Japanese shipyard. If there was any work to be done to save the ship, it would have to be done in darkness. Third Engineer George Hopkins elected to stay in the Auxiliary Machinery Room when Roybal called to ask for his help in putting a diesel generator on line so Roybal would have power for the pumps in the pumproom. Alone in the AMR with no overhead light and trying to remain steady on his feet despite a severe list, Hopkins, using a hand flashlight, worked on putting a two-story high, 20-foot long auxiliary engine on line. He was successful. The pump room now had the power it needed. Meanwhile, Roybal, White, Beauchamp and Shannon were 50 feet below the main deck inside the Mispillion 's pump room trying to correct the ship's 20 degree list. Like Hopkins, they were all working with only their flashlights. "I was scared and I felt like running but there was no place to run to,'' said Roybal, who was at MSCPAC headquarters in early June to accept his Meritorious Civilian Service Award. "We didn't know if anyone was still on the ship or if the ship might roll over at any time. We just tried to do our job as best we could. I guess it was pride that kept us down there.'' After Roybal and his crew lined up the large valves in the pump room, they climbed six decks up to cargo control to light off the pumps that would pump ballast to other tanks and bring the Mispillion back to an even keel. Roybal and his men returned to the pump room two more times, and Roybal went down there a third time on his own to make sure the valves were still lined up and the pumps were working. Within 15 minutes of the grounding, and with their ship listing heavily to starboard, five men acting without regard to their own safety saved the Mispillion and her crew from certain disaster. The fleet oiler slowly righted herself to the point where she was out of immediate danger. ''I didn't think I was going to come out of that pump room alive when we first went down there," said Roybal, a 22-year veteran of MSCPAC. "The fear I experienced left me without any energy. All my muscles were relaxed and I felt this was the end. Now I know what a person goes through when he thinks he's about to die." MSCPAC Damage Control Officer Dale Krabbenschmidt, who was aboard the Mispillion for a training mission when she went aground, later wrote a report of the incident and still another memo recommending awards for the men who saved the vessel. Noted Krabbenschmidt, "These men operated below decks in uncertain conditions with no certainty that they would live past the end of the event." July 1987/LOG/19 ~ >- - �=========== USNS Wright= Bosun Jack Pierce, left, and AB Mike Wittenberg, -prepare to give a coat of paint to the decks of the VSNS Wright. ==USNS Lynch================= C REWMEMBERS aboard the Lavina-contracted ship, the USNS Lynch (T-AGOR-7), were treated to a tour of the Naval Ocean Research and Development Activity (NORDA) offices in Bay St. Louis, Miss. recently. There they were able to view various pieces of oceanographic equipment including an electron microscope. They also got to see firsthand the processing of some of the samples the Lynch collected on a voyage to the Bahamas last March and renewed friendships with some of the scientists who accompanied them on that trip. Thanks to Daniel C. Eckert, ship's chairman, for sharing these photos with the LOG. At an informational meeting at NORDA, crewmembers of the VSNS Lynch include (I. tor.) Christopher Doyle, OMU; Joseph E. Lozen, DEU; David Peters, S.A.; Ray Snow, AB; Reynaldo Vanta, chief steward; Daniel C. Eckert, AB, and Luis A. Malave, AB. The USNS Lynch dockside at Gulfport, Miss. 20 I LOG I July 1987 Testing the lifeboats on the VSNS Lynch involves actually lowering the boat into the water. In the boat are 1st Asst. Eng. Jim White, 3rd Mate Steve Snell, DEU Joe Lozen, Bosun Howard Knox and OMU Chris Doyle. ABs Bob Trigg and Luis Malave tend the frapping lines as 3rd Mate Nelson Marshal releases the brake to lower away. �Dlaest of Ships BOSTON (Sea-Land Service), June 11-Chairman William Feil, Secretary A. Burdette. No beefs or disputed OT. A new treasurer, Paul Lewis, was elected. Minutes of the previous meeting were read. The crew is awaiting word on the contract negotiations and believe there should be some news by payoff. Some repairs are still needed and should be taken care of next trip. The chairman said he talked with the captain regarding safety procedures aboard ship-and everything is OK. There was some discussion on the Seafarers Maritime Union (SMU), and members were urged to keep an open mind regarding this venture. Next port: Anchorage, Alaska. GREAT LAND (TOTE), June 2-Chairman John Nolan, Secretary Jack Utz, Educational Director Larry Hines, Deck Delegate John Noble, Steward Delegate John Pratt. No beefs or disputed OT. The chairman reported that a new phone booth is to be put on the TOTE dock for the convenience of all ships' personnel. He also reminded members to see the patrolman before leaving ship, and that since he, himself, was getting off this trip, a new chairman would be elected. (Russ Caruthers was elected to fill the position.) All hands must have a passport before signing on a TOTE ship. It was believed, however, that when the company or the Union ships a man through an error, the seaman should not have to pay whatever expenses are incurred and thus be penalized for someone else's mistake. Also, when a job is called from the board, members want to see the job called correctly. "Too many times in the past year, a 180-day job is called when it is only a relief jol:r-and more often, a job is called as a relief when it is actually 180 days." OMI COLUMBIA (OMI), May 31Chairman Joseph R. Broadus, Secretary C.R. Moss, Educational Director Author G. Milne. No beefs or disputed OT reported. The chairman reminded all members that their Union contract runs out June 15. He also noted that it's never too late to upgrade your skills and stressed the importance of donating to SPAD "to keep these ships running with American flags." There are plenty of movies onboard; crewmembers should just be sure to return the tapes back to the movie room. On a personal note, Chester Moss said that he was grateful to the Union for paying his sick wife's bills. She died Feb. 24 following a long illness. "She was going to send a thankyou card, but she never got well to do so, so I thank you." A vote of thanks was given to the steward department for a job well done. One minute of silence was observed in memory of our departed brothers and sisters. ROVER (Ocean Carriers), May 24Chairman Douglas K. Mcleod, Secretary E. Harris, Educational Director Dan Kinghorn, Deck Delegate R. Bolling, Engine Delegate C. Miles, Steward Delegate A. Young. No beefs or disputed OT. The chairman reported on the response received from headquarters regarding the ice machine, new mattresses and the dollar rate for deck and engine men cleaning their own rooms. According to Vice President "Red" Campbell, the company is to buy new mattresses in Guam; the ice machine question is still pending because the engineers told the captain that the A cake celebrating John Kane's first anniversary "on the wagon." Kane is the bosun on the Sgt. Matej Kocak. Neet~nas machine is making ice to capacity; and the dollar rate was straightened out. Thre is a need for blank forms aboard ship-for ships minutes, OT, vacation, crew listsand any other forms needed for routine business. Up-to-date LOGs would also be appreciated. A discussion on the Seafarers Maritime Union (SMU) was held. Next ports: Japan and Guam. SEA·LAND PIONEER (Sea-Land Service), May 31-Chairman Calvain James, Secretary Sam S. Brown, Educational Director J. Dellinger. No beefs or disputed OT. The chairman commented dinner and cake (John Kane's first anniversary of being "on the wagon"). One minute of silence was observed in memory of our departed brothers and sisters. Next port: Morehead City, N.C. STONEWALL JACKSON (Waterman), May 31-Chairman Tom M. Nelles, Secretary Jenry Jones Jr., Educational Director Lawrence R. Taylor, Deck Delegate Walter G. Koulback, Engine Delegate Jose Ortiz, Steward Delegate G. Watkins. Some disputed OT was reported in the deck department. One man was sent home sick from Karachi; a replacement was received in Madras. It was stressed that if any memb'3r has a beef, he should fill out a beef sheet at the hall. "Don't just talk about it, do something." A vote of thanks was given to the steward department for a job very well done. Next port: New York. WESTWARD VENTURE (IOM), June 14-Chairman George S. Vanover, Secretary Donald Frounfelter, Educational Director John Ross, Deck Delegate Ray Ramirez, Engine Delegate Joseph "Red" Kreb, Steward Delegate William M. Sharp. No beefs or disputed OT. In the deck department, the new GUDE missed the ship in Tacoma. The chairman was advised to call the Seattle hall from Anchorage. The chairman noted that a meeting was held June 12 in Tacoma with Port Agent George Vukmir presiding. A vote was taken at that time to accept the new Union contract. It was unanimously approved by the rank and file membership present. John Ross (chief electrician/educational director/treasurer) was welcomed back. He reported $122 in the ship's fund and recommended that the money be used to purchase new books and magazines for the library. All members were thanked for their cooperation in helping make this a pleasant voyage for everyone. Next port: Tacoma, Wash. Official ships minutes also were received from the following vessels: Aboard the Sgt. Matej Kocak are James Wilson , A.B .; Don Peterson, electrician, and, with his back to the camera, John Kane , bosun. that this was a smooth-running ship and thanked each crewmember for a job well done. He also thanked the steward department for doing a good job. The secretary said he will talk to the port steward about the imitation seafood from Japan that is being stored aboard ship. He also mentioned that he had the skipper talk to the company about having enough towels for one trip so that the steward assistant doesn't have to wash them all the time. And the educational director stressed the importance of contributing to SPAD. Next port: Elizabeth, N.J. SEA·LAND VENTURE (Sea-Land Service), May 10-Chairman Ervin L. Bronstein, Secretary Charles Corrent, Educational Director Hugh Wells, Engine Delegate Jimmie Ray Graydon, Steward Delegate Robert Lee Scott Sr. No beefs or disputed OT. There is no ship's treasury. All needed funds (for movies) are collected through arrival pools. The chairman said there was the possibility of a 20-25 day lay-up in June, but nothing is certain yet. He also announced that his six months are up and asked that a new bosun be elected ship's chairman. (Brother Waiters was voted in by acclamation.) The secretary said that this has been a great crew. "It's been our department's pleasure to accommodate you brothers and sisters." A discussion was held about the new SMU, and members will wait for the patrolman to explain more about it. A vote of thanks was given to Brother Bronstein for a job well done. And special thanks were given to the steward department, particularly Brother Robert (Sweet Mix) Scott Sr. for all his efforts. "A well-fed crew makes a happier and harder worker out of all of us." Next port: New Orleans, La. SGT. MATEJ KOCAK (Waterman), June 1-Chairman John J. Kane, Secretary Milton J. Phelps, Educational Director Donald Peterson, Deck Delegate Pedro Kratsas, Engine Delegate Michael J. Tremper, Steward Delegate Sal Buzali. No beefs or disputed OT. Everything is running smoothly aboard the Sgt. Matej Kocak. A microwave oven was purchased with money from the pool and has been set up in the crew pantry. Movies for the VCR will be purchased as well. All members were reminded that smoking on open decks is prohibited. A discussion was held about other safety procedures. The chairman thanked all departments for their cooperation and hard work-especially to the steward department for the anniversary LNG VIRGO (Energy Transportation Corp.), May 17-Chairman Bill Nuchols, Secretary Steven R. Wagner, Deck Delegate Mike Said, Engine Delegate lmro Salomons, Steward Delegate James Robinson. No disputed OT reported. There is $373 in the ship's fund. The chairman would like an SIU patrolman to meet the LNG ships at least every four months and, perhaps, even ride a couple of them just to become more familiar with the problems onboard. The educational director urged all members to take advantage of the upgrading classes offered at Piney Point. A letter from Arun was posted concerning crewmembers walking through the plant. "If you are not on the scheduled bus, transportation will be available at the main gate. There will be no more walking through the plant." A vote of thanks was given to the steward department for a fine job. Next ports: Nagoya, Japan; Bontang, Indonesia; Tobata, Japan. AMBASSADOR AMERICAN EAGLE ATLANTIC AURORA BORINQUEN CAGUAS CAPE DOUGLAS LNG CAPRICORN COVE LIBERTY 1ST LT. B. LOPEZ GALVESTON GUS DARNELL ITB MOBILE MOKU PAHU OMI HUDSON OMI SACRAMENTO OMI WABASH OVERSEAS JUNEAU PONCE SEA-LAND CONSUMER SEA-LAND DEFENDER SEA-LAND DEVELOPER SEA-LAND FREEDOM SEA-LAND INNOVATOR SEA-LAND LEADER SEA-LAND PRODUCER STALWART STAR OF TEXAS USNS BARTLITT Personals John 0. Frazier Please contact your sister, Dorothy F. Bolling at 103 Steele Rd., Slidell, La. 70461; or telephone at (504) 469-7441. Jose M. Castell Please get in touch with your wife, Margot Castell, 62 Sherman Ave., Staten Island, N.Y. 10301. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, August 3 .................... 10:30 a.m. New York ............... Tuesday, August 4 ................... 10:30 a.m. Philadelphia .............. Wednesday, August 5 ................. 10:30 a.m. Baltimore ................ Thursday, August 6 .............. . .... 10:30 a.m. Norfolk ................. Thur day, August 6 ................... 10:30 a.m. Jacksonville ....... ., ...... Thursday, August 6 ................... 10:30 a.m. Algonac ................. Friday, August 7 ..................... 10:30 a.m. Houston ................. Monday, Augu t 10 ................... 10:30 a.m. New Orleans ............. Tuesday, August 11 .................. 10:30 a.m. Mobile .................. Wednesday, August 12 ................ 10:30 a.m. San Francisco ...... . ..... Thursday, August 13 .................. 10:30 a.m. Wilmington .............. Monday, Augu t 17 ................... 10:30 a.m. Seattle ....... . .......... Friday, August 21 .................... 10:30 a.m. San Juan ................ Thursday, August 6 ................... 10:30 a.m. St. Louis ................ Friday, August 14 .................... 10:30 a.m. Honolulu ................ Thursday, August 13 .................. 10:30 a.m. Duluth .................. Wednesday, August 12 ................ 10:30 a.m. Jersey City ............... Wednesday, August 19 ................ 10:30 a.m. New Bedford ............. Tuesday, August 18 .................. 10:30 a.m. July 1987 I LOG I 21 - �- Pensioner Edgar S. Bagley, 72, died of leukemia May 8. Brother Bagley joined the SIU in 1973 in the port of Houston. He sailed in the engine department. Born in North Carolina, Seafarer Bagley went on pension in 1981. His body was donated to the University of Texas for medical research. i Pensioner George L. Bales, 77, died April 21. Brother Bales joined the SIU in 1939. He sailed in the deck department and was active in the '- General Strike of /"la.. 1946 and the Isthmian beef of 1947. Born in Louisiana, Seafarer Bales retired in 1974. Burial was at Pine Crest Cemetery in Mobile, Ala. He is survived by a son, James P. Bales, of Deerfield Beach, Fla. Pensioner Warren H. Cassidy died of a heart attack April 9. He was 65. Brother Cassidy joined the SIU in 1947 in the port of New York. He sailed in the steward department and retired on pension in 1978. Creamation took place in Rockledge, Fla. Seafarer Cassidy is survived by his sister, Pat Davis , and a niece, Marilyn Kearney, both of Melrose, Mass. Pensioner George Craggs, 68, died oflung disease May 3. Born in Illinois, Brother Craggs joined the SIU in 1947 in the port of New York. He sailed in the steward department and was active in the 1946 General Strike and the 1947 Isthmian beef. Seafarer Craggs went on pension in 1976. Cremation took place in West Paducah, Ky. He is survived by his wife, Eugenia, of West Frankfurt, Ill. Pensioner Stephen E. Emerson, 85, died of pneumonia March 24. Brother Emerson joined the SIU in 1951 in the port of Baltimore. He sailed in the deck department and was active in the 1946 General Strike and the 1947 Isthmian beef. Emerson was born in New Hampshire. He went on pension in 1964. Burial was at Mt. Pisgah in Poughkeepsie, Ark. He is survived by his wife, Maude, of Bentonville, Ark. Pensioner Roger Gilderman died March 22 of a heart attack. He was 78. Born in New York, Brother Gilderman joined the SIU (Railroad Marine) in 1960, first sailing in 1942 with Bush Terminal Railroad Co. He sailed in the deck and engine departments. Seafarer Gilderman retired on pension in 1969. Cremation took place in Hebron, Ohio. He is survived by his wife, Florence, of Hebron. 22 I LOG I July 1987 Pensioner Theodore Goodman, 69, succumbed to heart problems April 7. Born in Louisiana, Brother Goodman joined the SIU in 1942 in the port of New Orleans. He sailed in the steward department, first with Eastern SS Co., most recently as a chief steward with Sea-Land. Seafarer Goodman went on pension in 1984. He was buried at Rose Hills Memorial Park in Putnam Valley, N. Y. He is survived by his wife, Greta; twin daughters, Karen and Sharon, and Sheila Wright. Pensioner Edward C. Grell, 83, died of natural causes April 26. Born in the Virgin islands, Brother Grell joined the SIU in 1939 in the port of New York. He sailed in the steward department and participated in the General Strike (1946) and the Isthmian beef (1947). Seafarer Grell retired on pension in 1970. Burial was at St. John's Cemetery in Queens, N.Y. He is survived by a daughter, Elizabeth Sanchez, of Tampa, Fla. Pensioner Stanislau Guzi, 70, died of cancer April 13. Born Pennsylvania, in Brother Guzi joined the SIU in 1967 in the port of New York. He sailed in the deck department and retired on pension in 1984. Burial was in New Jersey. Seafarer Guzi is survived by a sister, Helen Heck, of Turners ville, N .J. Pensioner Nicholas Kondylas died in an autombile accident April 27. He was 80. Born in Greece, Brother Kondylas joined the SIU in 1946 in the port of New York. He sailed in the steward department. Kondylas hit the bricks in the 1946 General Strike and went on pension in 1971. Cremation took place in Baltimore, Md. He is survived by his wife, Renate, of Baltimore. Herbert E. Lane, 65, died of a heart attack March 16. Brother Lane joined the SIU in 1968 in the port of Seattle. He sailed in the engine department as a wiper/electrician, most recently(1981) aboard a Sea-Land vessel. Born in South Carolina, Seafarer Lane was cremated at Masonic Memorial Gardens in Reno, Nevada. He is survived by his wife, Chong. Pensioner Hans Lee, 67, died of cancer March 28. Born in Norway, Brother Lee joined the SIU in 1968. He sailed in the deck department, most recently with Sea-Land Service. Seafarer Lee retired in 1984. Burial was at Evergreen Memorial Park in Seattle, Wash. He is survived by his daughter, Linda. Pensioner John F. McGarrigle died May 4 of pneumonia and lung cancer. He was 76. Born in Maine, Brother McGarrigle joined the SIU in 1952 in the port of New York. He sailed as an FOWT in the engine department and retired in 1976. Seafarer McGarrigle was buried at St. Stanislaus Cemetery in Cheektowaga, N. Y. He is survived by his wife, Veronica, of Buffalo, N.Y. Pensioner Vincent E. Monte, 86, died April 14 of a heart attack. Born in the Philippines, Brother Monte joined the SIU in 1946 in the port of Boston, but actually first sailed in 1942 aboard the Ogden Sacramento. His last vessel was with Sea-Land. He sailed in the steward department. Seafarer Monte was active in the General Strike (1946) and the Isthmian beef (1947). He retired on pension in 1974. Burial was at Woodlawn Memorial Park in Colma, Calif. He is survived by his wife, Lily, of San Francisco. Pensioner Louis Pinilla died of heart disease April 24. He was 70. Born in Puerto Rico, Brother Pinilla joined the SIU in 1943 in the port of New York. He sailed in the steward department and retired on pension in 1981. Burial was at Rio Grande Cemetery in Rio Grande, P.R. He is survived by his wife, Luz M. Diaz, of Puerto Rico. John P. Quirke died of respiratory problems aboard the OM/ Wabash April 12. He was 36. Born in Brooklyn, N.Y., Brother Quirke was a graduate of the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. He joined the SIU in 1973. Burial was in Brooklyn. Seafarer Quirke is survived by his wife, Audrey; a son, Anthony; a step-daughter, Marie, and a step-son, Christopher. Pensioner Robert M. Roberts, 72, died of lung cancer April 5. Brother Roberts joined the SIU in 1960 in the port of Detroit. He sailed in the deck department. Born in West Virginia, Seafarer Roberts retired on pension in 1978. His body was cremated in Green Bay. Surviving is a son, Phillip D., of Sturgeon Bay, Wis. Pensioner William L.Robinson,57,died May 2. Brother Robinson joined the SIU in 1950 in the port of New York. He sailed in the deck department and hit the bricks in the 1946 General Strike and the 1947 Isthmian beef. First sailing aboard a Waterman SS vessel, Robinson retired on pension in 1986. He is survived by a daughter, Tracey, of Seattle, Wash. Pensioner John Stuffick, 65, died April 17 of a heart attack. Born in Pennsylvania, Brother Stuffick joined the SIU in 1960 in the port of Toledo. He retired on pension in 1982. Seafarer Stuffick was buried in Edwardsville, Pa. He is survived by a nephew, Andrew Stuffick, of Kingston, Pa. Richard Velez, 42, died April 8. Brother Velezjoined the SIU in 1967 in the port of New York. He sailed in the deck department, most recently with Sea-Land. Born in New York, Seafarer Velez was buried at Rosehill Cemetery in Linden, N .J. He is survived by his wife, Becky; two sons, William and Andrew, and a daughter, Jeanine. Atlantic Fishermen Pensioner Charles A. Rose, 86, died April 28 of gangrene of the foot. Brother Rose joined the Gloucester Fisherman's Union (prior to its merger with the SIU). He retired in 1969. Burial took place at Calvary Cemetery in Gloucester, Mass. Seafarer Rose is survived by his wife, Catherine, of Magnolia, Mass. The following SIU members have retired on pension: DEEP SEA Brooklyn Leonard C. Grove Georgios M. Kontomatis Alice de Carvalho Oquendo William P. Schlueter Houston Henry P. Lopez Frank S. Paylor Mobile John S. Burke John W. Calhoun George Causey Jr. Bernice Hudson New Orleans Everett E. Kusgen Gail Viera John Viera William L. York Philadelphia Alexander Benzuk San Francisco Arthur E. Hinz Stanley A. Schnitzer St. Louis Eugenia Craggs ATLANTIC FISHERMEN Gloucester Salvatore Aiello Salvatore Curcuru Carlos Gaspar �Safeguard Your Shipping Rights 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 respon- sibility 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. KNOW Y KNOW YOUR RIGHTS C O NST ITUTIONAL RI GHTS AND OB LIG ATIONS. Copies of the SIU constitution are available in all Union halls. All members hould obtain copies of this 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 constitution of the SIU Atlantic, G ul f, Lakes and Inland Waters District makes spec ific provision for safeguard in g the membership's money and Un ion 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 ~ommittee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. 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 . T_h e 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 cop ies of contracts as referred to are available to you at all times, either by writi ng directly to the Union or to the Seafarers A ppeals 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 SlU R IGHTS 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 he discriminated against hecause of race. creed. color. sex and national or geographic origin. If any memher feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111n11111t1111111n111111111111111in1111111n1111u1n1111111111111111n1111111111111111111111111111111 patrolman or other Union offi:::ial, in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionall1 refrai ned fro m publishing any article serving the political purposes of any individual in the Union. officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960. meeting in all constitutional ports. The responsihility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT O F MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Un io n receipt is given for same. Under no circumstances should any mem ber pay any money fo r any reason unless he is given such recei pt. ln the eve nt anyone attempts to require any such pay ment he made without supplying a receipt, or if a me mber is required to make a payment and is given an official receipt. but fe els th at he should not have been required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a seP.arate segregated fund. Its proceeds are u ed to further its objects and purposes including. but not limited to, furthering the political. social and economic intere ts of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the adv ancement of trade union concepts. In connection with uch ohjects. SPAD supports and contribute to political candidates for elective office. All contribution. are voluntary. No contrihution may be solicited or received hecause 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 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social inte rests. 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 · access to Union records or infonnation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. July 1987 I LOG I 23 �THE AA PROGRAM Millions of Americans have regained their sobriety and drug-free status by working the Alcoholics Anonymous (AA) program. In every major city around the country, and in many cities overseas, AA meetings are held on a daily basis. The program employs different tools, including but not limited to literature, meetings, prayer, meditation and community service. At the heart of the program, however, lies the Twelve Steps, which outlines a way of living that can promote recovery. During the past year, the LOG has run articles on various aspects of the AA program, including the first four steps. The first three steps entail admitting one's addiction to alcohol or drugs, realizing that recovery is possible and taking a' 'searching and fearless" inventory of one's life. The program also calls upon us to define our own "Higher Power." It doesn't matter what that "Higher Power" is-it can be God, community or a set of ethical principles. All that matters is that it exists in our own mind, and that we strive to make it an integral part of our daily existence. This brings a recovering alcoholic to the fifth step, which is, "We admitted to God, to ourselves and to another human being the exact nature of our wrongs.'' According to AA, this is ''perhaps the most difficult" step. It should be undertaken with a sympathetic person whose judgment we respect. That person can be a friend, counselor or even a religious advisor. The identity of the person isn't as important as whether or not we take the step. In the words of AA, "If we skip this vital step we might not overcome drinking. Time after time newcomers have tried to keep to themselves certain facts about their lives. Trying to avoid this humbling experience, they have turned to easier methods. Almost invariably, they got drunk.'' To the hundreds of SIU members who are working the AA program, remember that taking the fifth step doesn't mean you have to go out and spill your guts to everyone you see. The only thing it means is that you should have taken a "searching and fearless inventory" of your life and actions, and that you should share your findings with your "Higher Power" and at least one other person. First Aid for Heat Victims By Phillip L. Polakoff, M.D. Western Institute for Occupational/Environmental Sciences Heat exhaustion and heat stroke are two different things. They differ as to the conditions which cause them, and they have different effects on the body. Perhaps most importantly they call for different treatment, especially in giving first aid. Normally, our bodies react to overheating by perspiring. This is one of many protective mechanisms we have built into us. As the sweat evaporates, it carries heat out of the body. This cooling effect helps to maintain normal body temperature. Effective as this mechanism is, it has one disadvantage: the sweat carries with it a fair amount of salts which are natural components of body chemistry. A deficiency of these salts causes weakness and, sometimes, severe cramps. In heat exhaustion , the body loses an excessive amount of water and salts. This can happen to somebody who has perspired heavily after long exertion on a very hot day. Thanks to the sweating, the patient's body temperature may be normal, or only slightly raised. The skin is moist and may be pale. But he or she feels exhausted, faint and sometimes nauseated. Cramps may develop. The pulse is fast, but feeble. Now, compare that description with heat stroke. Again, the situation is hot, but it's a different kind of heat than the relatively dry conditions which brought on heat exhaustion. Heat stroke often occurs in a very humid atmosphere with little if any wind or breeze. It's like tropicaljungle heat. Since the air is already saturated AA AA meetings are one of the most important tools for recovering alcoholics. They are held in major cities around the country. What follows is a list of AA numbers in ports where the SIU maintains a Union hall. Headquarters, Washington: (202) 966-9115 Algonac: (313) 985-9022 Baltimore: (301) 433-4843 Cleveland: (216) 241-7387 Duluth: (218) 624-0501 Gloucester: 1-800-252-6465 Honolulu: (808) 946-1438 Houston: (713) 524-3682 Jacksonville: (904) 399-8535 Jersey City: (201) 763-1415 Mobile: (205) 432-5896 New Bedford: (617) 996-8518 New Orleans: (504) 525-1178 New York (Brooklyn): (718) 339-4777 Norfolk: (804) 490-3980 Philadelphia: (215) 545-4023 Piney Point: 1-800-492-0209 San Francisco: (415) 661-1828 Santurce, Puerto Rico: (809) 727-2470 Seattle: (206) 282-4441 St. Louis: (314) 647-3677 Wilmington: (213) 644-1139 Give Your Blood for LaborSIU Backs National Blood Drive The need for blood never takes a vacation. That's why this August the AFL-CIO is again working with the American Red Cross to insure that the blood supply will continue to be adequate throughout the summer months. Modem medical technology is saving lives, but it needs the continued support of healthy volunteer donors to make that blood available. Some open heart or transplantation operations may require as many as 50 units of blood, possibly more if complications arise. According to the Red Cross, myths have been growing about the possibility of getting AIDS from giving blood. "The fact is you can't," said S. Gerald Sandler, M.D., associate vice president for medical operations for the American Red Cross. The blood supply is well protected from the AIDS virus and ''there is no chance of a donor being infected.'' The American Red Cross tests all donated blood products for antibodies to the AIDS virus. The need for blood is greater than ever. So take an hour out of your vacation and give. It is truly the "gift of life." with water vapor, sweat is unable to evaporate into the atmosphere. The air temperature may be higher than that of the patient. The protective sweat-producing mechanism breaks down. Unable to lose heat, the body becomes extremely hot. The body temperature may rise to 107 degrees F. or higher, from its normal 98. 6 degrees. The skin is hot, dry and red. The pulse is fast and forceful. The victim of heat stroke is often restless and confused and may become unconscious. First aid for heat stroke victims calls . for fast action. Quickly get the patient into the coolest place available, indoors if possible. Remove clothing. Now, start to cool him down by sponging the body with cold or lukewarm water and by fanning him vigorously. Do not try to bring the body temperature to normal, but only to lower it by 2 or 3 degrees. Heat stroke can be life-threatening, and you need medical help urgently. In providing first aid to a victim of heat exhaustion, get the person into a cool area and let him lie down. Loosen his clothing and raise his feet. Give fluids to drink with some salt added-about a teaspoon of salt per glass. Fruit juice is excellent for this. Make the victim drink slowly, sipping half a glass every 15 minutes. Recovery from heat exhaustion is likely to be good, but it's wise to get medical advice. From Aug. 1 to Sept. 7, 1987, union members nationwide are being asked to give the ''gift of life'' with the hope that members and their families will become year-round, active blood donors. NARCOTICS ARE FOR LOSERt57/ IF YOU ARE h'OOKE.D ON DRUGS> I I l CONTACT YOLIR PORT AGE#TOR YOLIR. llAllOAI AT PINEY Pt?~MO. 24 I LOG I July 1987 �Area Vice Presidents' Report West Coast by V. P. George McCartney N E.XT year will mark the 50th anmversary of the SIU-AGLIWD. Those old-timers who are still around from that period can attest to the great changes that have occurred in the maritime industry. This Union has been able to survive because it has responded immediately and effectively to jurisdictional attacks by other unions, and because we have adapted to new conditions. Today, the job security of all unlicensed seamen is being jeopardized. Last year, both the NMU and the MFOW ran notices in their newspapers warning their members to be on the alert against any threats against their jurisdiction by licensed officers. The SIU-AGLIWD has an Article XX case pending against District 1-MEBA on this very matter. Anytime that a licensed of cer attempts to do work overed by our established · · ·ction such as electrical rigeration work, then it is r responsibility to submit a claim for overtime as per our agreement: A new section, article 4, section 43 entitled "work jurisdiction," spells this out ~ery clearly and very strongly, and if you fail to do this then you are placing your own job and future job sec ri in jeopardy. The SIU-A LIWD is committed to surviving. That is not easy in an industry which has declined from 600 vessels in 1980 to 360 today. Much of the traditional work that we have relied upon is being threatened. Ten years ago, for example, Sea-Land alone had 25 vessels in the foreign and feeder service. Today, not one American-flag company is able to compete in this trade. At a .recent congressional hearing, ~eter.Fmnerty, Sea-Land's vice president m charge of public relations, said that the company would have to consider reflagging ''all or part'' of its fleet if Congress did not come up with a new liner subsidy system to replace the one t_h at is being phased out. Bruce Seaton, president of American President Companies, the parent company of American President Lines, also alluded to the subsidy problem when he accepted an award at the Containerization and Intermodal Institute last month. He had these words to say: "I think people are not generally aware that the operating differential subsidy, which is designed primarily to help us attain crew-cost parity with foreign operators, does not actually achieve that aim ... [Even] with subsidy, the U.S.-flag operator works at a substantial cost disadvantage. We think it is essential, as a matter of national interest and security, that we employ U.S. crewmembers. At the same time, if we are to do so, it is obvious that the offset provided by the ODS program is not only necessary, but that the program should be modified to more accurately measure the differentials involved." As you can see, no maritime union committed to protecting the job security of its membership can rely solely on the work that it now has. The SIUAGLIWD is trying to solve that problem by signing up new work in the military sector. There are problems in getting this work, yet the alternative is even worse: no jobs. There is no guarantee that Congress or the executive branch will come up with a new subsidy program. As a matter of fact, they're going in the opposite direction. The present administration is dismantling every single maritime program still in existence. The Jones Act is presently on the bargaining table in "free trade" talks with Canada. Legislation has been introduced in the present Congress to repeal the ban on the sale of Alaskan oil and to gut this country's remaining cargo preference laws. One shipping official told me recently that he wouldn't be surprised to see the American-flag fleet decline below 200 registered vessels within three or four years. Given the present administration's indiffer.; ence to the maritime industry, he just might be right. For better or worse, military work is the only game in town. By signing up this kind of work, we accomplish several goals. We replace jobs lost in other areas. We protect the pension and welfare benefits of our middleaged members even if they don't choose to ship on these military vessels. And more important, we give the younger members of this Union a chance to make a living at sea. As outlined elsewhere in this paper, members who ship on top-to-bottom SIU-District 2 ships have the chance to advance from ~ntry levels to licensed jobs in rapid time. Gulf Coast by V.P. Joe Sacco W E'VE been very busy on a variety of projects, from negotiating contracts to getting involved in community projects. Negotiations have begun with G&H Towing in Galveston. Our contract with Radcliff was extended. Some of our members have had questions about the Seafarers Maritime Union. President Drozak made a videotape on this subject, and we've been showing it every day at the Union hall. The reaction to the tape has been extremely positive. As President Drozak said, the members of this Union are involved in a life and death struggle to protect their job security. This fight is being waged on a number of fronts, from the halls of Congress to the ships we sail. Members who take the time to upgrade their skills help more than just themselves: they help every other member of this Union. A ship is like a football team. Every member counts. I will be attending the Texas AFLCIO Convention next month. It is important that we maintain good ties to other unions in the area, just as it is important that we maintain a high profile in the community. As I mentioned in my last column, the SIU hosted a drug and alcohol rehabilitation seminar which was attended by more than 95 people, including a number of important civic leaders. Rick Reisman, head of the Union's ARC program, attended. It was a rewarding experience for everyone involved. Great Lakes by V.P. Mike Sacco S HIPPING is up markedly on the Great Lakes this year. Whether or not that pace will continue remains to be seen. Still, it's a welcome relief to read that cargo is up 21 percent from last year. Our members in the dredging industry also are doing well. We're just about reaching the height of the season, so many of our companies are knee-deep in dredging projects. Dunbar and Sullivan was the low bidder for a project on the Rouge River in Detroit, Mich. It is presently involved in a dredging project at Kenosha, Wis. Great Lakes and Dredging is finishing up a project on the Cuyahoga River in Cleveland. After that it will go on to projects in Buffalo, N.Y. and Lorraine, Ill. Zenith Dredge and Falcon Marine are also bysy. Much of this activity can be tra~ed to two factors: last year's port deveiopment bill and the poor environmental condition of many harbors and rivers in this area. Some of these projects can no longer be put off without incurring serious and perhaps irreversible environmental damage. One more thing. Right now, the administration is holding talks with Canada on a free trade treaty between the two countries. One of the issues on the table is the Jones Act. There would be serious consequences for the Great Lakes maritime industry and for all American seamen if the Jones Act were allowed to be weakened. Make sure to write your congressional representatives and senators on this issue. Your job may depend upon it. East Coast by V.P. Leon Hall T HE recent retirement of Supreme Court Justice Lewis F. Powell gives the Reagan administration one more chance to reshape the Supreme Court in a more conservative mold. This development is of particular importance to our members. In order to protect their job security and benefits, the Union often has to go to court. So far, at least, our record has been pretty good in this area. The Fourth Circuit U.S. Court of Appeals recently upheld a National Labor Relations Board order requiring Baker-Whiteley Towing Company to pay $2 million in back wages and benefits to 27 Seafarers-an average of $74,000 each. In addition, the Seafarers Pension Plan recently won an important case against Sonat Marine. The court gave the trustees the right to take away the past service credits and thereby reduce the pensions payable to all licensed retirees of companies who conti~ued working after their employers withdrew from the plan. While the decision will probably be appealed by the company, this puts all tug and barge companies on notice that there ~ill. be a penalty to pay if they try to mfnnge on our members' rights. Our legal system takes great pains to protect the rights of all ''interested parties.'' In theory, this means that everyone has the right to a fair and impartial trial. What actually happens, however, is that the side that can stall the most usually winds up wearing down the resist.a nce of its opponent. Most companies which seek to deprive their workers of their contractual rights bank on the time-consuming nature of the legal system. This Union won't let them do it. For example, we 're still in litigation over the status of Sonat' s captains, mates and barge captains. This, unfortunately, puts a special burden on those members who work for companies like Sonat Marine. To those members, I'd like to let you know that this Union will leave no stone unturned in protecting your rights. . To put the matter in some perspective: the Baker-Whiteley case dates back to 1984. Yet we hung in there and were ultimately able to make sure that all the people who supported us got a fair shake. Of course, you can't win every case. But then again, you don't have to. All you have to do is make sure that management understands that you won't go gentle into that good night. (Continued on Page 27.) July 1987 I LOG I 25 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JUNE 1-30, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac ... . . . .... . . . ...... 0 20 DECK DEPARTMENT 0 45 8 0 Port Algonac . ..... .. ... . . . . . ... 0 5 ENGINE DEPARTMENT 21 0 2 0 Port Algonac .. .. .. . . . . . . ...... . 0 2 STEWARD DEPARTMENT 0 11 0 0 4 ENTRY DEPARTMENT 0 0 0 Port Algonac .. .. . ... . ....... . .. 16 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 Class CL Class L Class NP 7 0 4 HEADQUARTERS 0 Totals All Departments ... ..... 42 0 8 77 0 10 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. 15 3 27 5 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair Ri·1er Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio Dispatchers Report for Deep Sea JUNE 1-30, 1987 Port New York . .. ...... . ..... Philadelphia ...... . ....... Baltimore . . ............. Norfolk ........... . . . ... Mobile .... . . . ..... . .... New Orleans ......... . . . . Jacksonville ....... . .. . ... San Francisco ............. Wilmington . . .... .. ...... Seattle ................. Puerto Rico .............. Honolulu . . .............. Houston ................ St. Louis........ .. .... . . Piney Point ..... . ..... . .. Totals ......... . . .. .... -, Port New York ............... Philadelphia ... .. . . .. . .... Baltimore ............... Norfolk . .... .. .... .. . . .. Mobile ..... . . . ...... . . . New Orleans .. .. . .. ...... Jacksonville ........ .. .. . . San Francisco . .... . . . .... . Wilmington . ... . . .... .. .. Seattle .. . .. . . .... . .. .. . Puerto Rico . . . .. .. . . .. ... Honolulu .. . ..... ... . .... Houston . . . . . ..... . .. ... St. Louis . .............. . Piney Point ... ..... . .. .. . Totals . . ........ ... . ... Port New York ... ... .. . . . . . .. Philadelphia ......... .... . Baltimore ... . . .. .... .. . . Norfolk .. . . . .... . ... . ... Mobile ....... . ......... New Orleans .... .. ... . .. . Jacksonville ......... . .... San Francisco .. .. . .. .. . ... Wilmington .............. Seattle .. .... . .. . ... .. .. Puerto Rico . ..... .. .. . ... Honolulu . . . . ...... . . . .. : Houston ...... . ........ . St. Lou is.... . . . .... . .. .. Piney Point ............ . . Totals . ...... . ......... - *TOTAL REGISTERED All Groups Class A Class B Class C 50 6 9 11 14 44 32 37 18 41 11 16 44 0 2 335 16 3 3 10 4 2 18 14 8 10 1 13 10 0 5 117 0 0 0 5 1 3 3 17 3 1 0 9 1 0 2 45 TOTAL SHIPPED All Groups Class A Class B Class C 41 3 8 10 9 34 24 16 13 24 16 8 20 0 1 227 DECK DEPARTMENT 5 0 0 0 2 0 11 4 3 0 7 1 13 1 2 10 3 1 8 1 1 0 16 6 7 0 0 0 4 2 82 26 248 62 22 148 0 ENGINE DEPARTMENT 4 0 0 0 4 0 7 1 1 0 6 0 2 0 4 5 5 2 3 0 1 0 7 7 3 0 0 0 0 0 30 1 4 8 5 30 23 48 10 24 4 11 11 0 4 5 0 1 1 0 0 8 8 2 6 1 15 0 0 6 1 1 0 1 0 1 0 15 0 2 6 6 21 8 27 8 18 4 3 4 0 0 STEWARD DEPARTMENT 5 0 1 0 2 0 2 1 0 0 1 0 0 9 3 3 1 0 5 0 1 0 29 25 0 0 0 0 2 0 40 5 7 12 10 29 30 23 12 29 9 8 33 0 1 213 Port New York ........ . . ... .. Philadelphia .. . .... . ... . .. Baltimore ............. . . Norfolk . .... . .... . ...... Mobile ..... . ........... New Orleans . .... ..... . .. Jacksonville . . ...... ... . .. San Francisco ... . . .. .. . . .. Wilmington .. ...... .. .... Seattle . .. . .......... ... Puerto Rico .. ... . .. . .. . .. Honolulu ... ... ....... . .. Houston ................ St. Louis . .. .... . ....... . Piney Point .. . . . ......... Totals ................. 138 Totals All Departments ...... 934 19 2 3 4 1 11 8 33 10 20 6 9 12 0 0 10 2 5 3 2 6 4 8 3 6 0 11 2 0 0 53 0 0 0 1 0 2 1 6 2 0 0 17 4 4 10 9 22 17 8 4 15 10 9 1 8 20 0 0 0 10 0 1 1 30 0 0 0 46 122 6 0 0 5 3 28 4 19 9 6 1 161 5 0 1l 13 2 1 0 0 14 3 21 6 16 3 4 10 194 258 93 426 371 590 21 3 7 6 7 14 9 17 6 9 6 76 8 0 5 0 0 47 55 15 35 ENTRY DEPARTMENT 16 2 0 2 0 4 7 3 0 4 12 6 1 8 11 7 1 3 1 5 7 1 79 159 7 2 0 0 11 9 170 198 354 274 Trip Reliefs 6 0 1 5 1 7 4 8 3 13 2 10 6 0 3 5443 Ridge Rd. 44129 (216) 845-1100 **REGISTERED ON BEACH All Groups Class A Class B Class C 11 6 6 12 18 22 77 46 62 28 61 20 13 71 0 2 26 5 5 6 9 6 17 18 11 13 2 15 9 0 4 0 0 0 2 2 5 7 14 5 3 1 4 1 0 554 146 44 3 0 72 5 10 12 17 50 41 33 23 45 8 2 48 0 2 14 4 3 3 5 0 1 1 1 0 4 3 3 3 1 0 4 2 2 2 4 4 5 2 4 6 0 0 10 8 9 9 10 1 13 4 10 0 0 3 1 0 39 368 96 28 4 0 50 2 6 8 7 31 24 91 11 34 3 16 27 8 2 1 1 1 4 6 11 7 8 1 20 2 1 1 0 1 0 2 0 12 0 1 0 18 0 0 2 1 4 1 15 3 4 1 69 2 0 1 0 0 5 9 0 0 107 315 81 36 0 46 4 5 7 3 23 48 3 8 5 7 21 12 27 13 23 11 92 10 12 3 0 0 0 0 0 0 10 0 0 0 0 92 20 39 10 9 21 0 0 0 0 0 0 0 12 705 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 0 70 0 DULUTH, Minn. 0 7 5 44 10 32 17 7 1 163 8 0 21 0 289 292 330 216 1,526 615 438 *" 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 . JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-091 6 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-19~0 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of June was down from the month of May. A total of 1,434 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,434 jobs shipped, 590 jobs or about 41 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 216 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5,392 jobs have been shipped. 26 I LOG I July 1987 51 O N. Broad Ave. 90744 (213) 549-4000 �Seafarers' Vacation Plan Area Vice Presidents' Report (Continued from Page 25.) Government Services Division by V. P. Buck Mercer T HE Military Sealift Command, Pacific, has taken the position to restrict crewmembers to cable ships that call at the Simplex Wire & Cable Company in Newington, N .H. for the purpose of loading cable. MSCPAC claims that a local labor situation at Simplex made it necessary to restrict liberty. They cited as their basis CMPI 630. 7-4a which allows liberty restriction where conditions are obviously and abnormally unsafe due to civil strife, military action or natural causes. The crew of the USNS Zeus (TARC 7) submitted a dispute claim for premium pay while confined during the ship's stay in Simplex back in February 1987. The· aim explained that visitors endors were allowed thro e picket line to the ship without mishap and that AT&T sponsor personnel assigned to the ship were also confined but were allowed sea pay. Also, personnel from the ship's crew were allowed to go ashore on official business. Yet the claim for restriction of liberty for the crew was denied by MSCPAC. By letter dated April 14, 1987, SIU, Government Service Division appealed the decision of MSCPAC. Among other things, the SIU pointed out in their appeal that there was no civil strife going on outside the Simplex gates at Simplex Wire & Cable Co., plus the fact that replacements of crew personnel moved in and out of the Simplex gates at will and without incident. To this date, our appeal letter has not been answered, but other MSCPAC cable ships have called at Simplex and met the same fate. Still other MSCPAC cable ships are scheduled to put-in at Simplex Wire & Cable Co., and as long as that strike continues, it would appear that the decision to deny payment by MSCPAC will continue. I am informed that the commercial cable ship Long Lines is scheduled to call at Simplex Wire & Cable Co. in the near future. I have learned that the company, Transoceanic Cable Ships, Inc., does not intend to restrict crewmembers. What position will MSCP AC take then? We do not know, but we will certainly find out. SUMMARY ANNUAL REPORT FOR SEAFARERS VACATION FUND This is a summary of the annual report of the Seafarers Vacation Fund EIN 135602047 for the year ended Dec. 31 , 1985. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). The Trust has committed itself to pay claims incurred under the terms of the plan. BASIC FINANCIAL STATEMENT The value of plan assets , after subtracting liabilities of the plan was a deficit of $(3,046,762) as of Dec. 31 , 1985 compared to $(621,261) as of Jan. 1, 1985. During the plan year the plan experienced a decrease in its net assets of $2,425 ,501. This decrease included unrealized depreciation in the value of plan assets; that is , the difference between the value of the plan' s assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had total income of $31,020,159 including employer contributions of $30,594,843, and earnings from investments of $425 ,316. Plan expenses were $33,521,057. These expenses included $3,346,335 in administrative expenses, $28,002,040 in benefits paid to participants and beneficiaries, and $2, 172,682 in other expenses (payroll taxes on vacation benefits). YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An Accountant's report 2. Assets held for investment 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 $1.10 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, 5201 Au th 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 covering costs. Requests to the Department should be addressed to Public Disclosure Room N4677, Pension and Welfare Benefit Programs, U .S. Department of Labor, 200 Constitution Avenue, N.W. , Washington , D.C. 20216. Labor's Views Through Cartoons / f!IE'S ASSOCIA'Tli'S llK. ~>fo Actq, " G£f ME OUT{A HER£.'" July 1987 I LOG I 27 -· - ��Seafarers Make Team Spirit 87 Exercise a Success Hundreds of Seafarers helped the U.S. military successfully complete a massive sealift exercise from the United States to Korea. Team Spirit 87 is an annual exercise involving Military Prepositioning Ships (MPS) and the Fast Sealift Ships. One of the main participants of the drill was the First Marine Amphibious Squadron which relied on four MPS ships to carry most of its heavy equipment and supplies to Korea while the troops were airlifted to meet them. The four ships the First Marines relied on were the I st Lt. BaldomeroLopez, I st Lt. Jack Lummus, Sgt. William Button and the PFC Dewayne Williams; all are crewed by the SIU. Those ships make up- Maritime Prepositioning Squadron- 3. MIV 1st Lt. Baldomero Lopez The ships carried enough supplies and equipment to sustain a 16,500 brigade for 30 days, carrying everything from drinking water to tanks. They can unload offshore with floating cargo ramps and the five 40-ton cranes they carry. The USNS Pollux also participated in the exercises. The last of the eight former SL-7s to be delivered to the military, the Pollux was operating in its first exercise. It picked up a load of cargo in Mobile, Ala. steamed to Tacoma, Wash. and then on to Korea. With 30-knot speeds, the Pollux was able to make up for lost time it encountered in Tacoma where there were fuel resupply problems. I Can Speed Your Trip Through the Bureaucracy By Benjamin L. Cardin (Congressman Benjamin L. Cardin represents Maryland's third congressional district.) A congressional office is more than a place to discuss national priorities and global concerns. Often a congressional office is the last stop for constituents desperately seeking a path through the confusin ernment regula · and procedures. One most rewarding aspects ng a U.S. congressman is helping constituents get what they need from government agencies. Unfortunately, getting information from the federal government can often prove time con- En suming and frustrating. Therefore, it is helpful when contacting a federal agency to follow the e five steps: 1. State your problem simply and directly; 2. Keep a record of contact with the agency; 3. Allow for enough time to process yo r re uest; 4. Provide appropriate identification numbers-for example, Social Security number, VA number, Medicare, Medicaid, etc., and 5. Clearly print your name, address and phone number. Here is a good example of how a congressional office can tart you on Voyage There's a ship ailing on to a harbor, To a haven of comfort and rest; It's a ship of God's fashion and making And its voyage by Him will be blest. It departed with silence and beauty, With the Master, Himself, in command; As with dignity truly majestic It sailed out of sight of all land. There will always be clear skies above it; There will always be calmness below; There will never be storms to harass it, For the Master is on it, you know. And His wisdom will carry it safely To the port of His infinite peace, Where the light of His love will protect it With a blessing that never will cease. You have watched it sail onward and outward, With a tear of regret in your eye, For a loved one was sailing upon it, And there's grief when you're saying goodbye. But your tears would be tears of rejoicing, And your heart would be happy and free, If you could look for only a rnoment On that ship that is sailing to sea. For the one you have loved is at leisure, With no worry or trouble or care; There's contentment beyond understanding, In the way God's passengers fare. And you'd know from your own observation That the sailing was joyful-not grim, For it means a new life and new living, And a sweet, closer contact with Him. Subj: Team-Spirit 87 From: Master To: Officers, Crew, M.C.M.C. (BENDIX) Through this letter, I personally congratulate all officers, crew and M.C.M.C. Personnel onboard the MIV 1st Lt. Baldomero Lopez for their outstanding performance of their duties, efforts and experience shown, thus the Team Spirit 87 exercise became a complete success. Job well done by all. Please keep the outstanding performance of MIV Lopez for all functions assigned. Capt. A.G. Papadopoulos Master Got a Story? We get word from Bosun Bob Austin that he is working with a group that is planning a book about the "trials and travails" of merchant seamen. The group, "Port Traveler Productions," is looking for stories, and says that it will pay royalty fees when the book is published. Brother Austin, who has been a member of the SIU since 1968, said: "We are gathering and compiling stories which we will submit to local and national printing firms. We are looking for personal stories about life at sea.'' If you are interested, write to "Port Travelers Productions," 306 E. Cherokee St., Altamonte Springs, Fla. 32751. afety Shoes - vessel. This is in accordance with ETC safety procedures. Effective immediately, all crewmembers assigned to ETC/ LNG vessels must have safety shoes in their possession when they report for duty aboard the Dan Ticher Jr. You have 30 days from August 1 to collect your personal possessions or they will be discarded-Santa Cruz. the right track. Mr. T. contacted my Baltimore office on behalf of his elderly father, a veteran who was being treated at Sinai Hospital. His father had reached a point where he needed long-term care at a VA hospital, and his family wanted him placed in the one nearest their home. In one telephone call, my Baltimore congressional office was able to direct Mr. T. to the admissions office at the VA Medical Center. The admissions office easily found the appropriate hospital for the elderly Mr. T. and arranged his transfer. If you are having a hard time getting through the bureaucratic red tape or if you need any information about the federal government, contact your congressman. Personal "Duke" Wilson Retires . . .. ·.·.. :. :··. . ··=· .· ...·:=··-=r::-. .. : ···===: Oh, the solace there is in the knowledge, Life is life and it always will be, And it's simply a change of direction When we sail on His ship out to sea. And the tears that we shed for our loved ones, Are in truth shed for us left behind, For it hurts to give up to the Master, Tho we know He is gentle and kind. So Believe in His great and good wisdom, Trust in Him, as you patiently wait; On His ship God is ever the Pilot, And the one you have loved is the Mate. John E. Floyd Toledo, Ohio .. Julian "Duke" Wilson (right) went to sea with the SIU more than 40 years ago. Duke has sailed both deepsea and inland. After that long career he is presented with his first pension check by Norfolk patrolman "Scrap Iron" Jones. July 1987 I LOG I 29 - �Help A Friend Deal - With Alcoholism and Drugs I I I l would~ ~ Addicts don't have friends. Because a friend 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 fellow Seafarer who has an addiction problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Addictions Rehabilitation Center in Valley Lee, .---------------------------------~ l l Md. Addictions Rehabilitation Center I I am interested in attending a six-week program at the Addictions : Rehabilitation Center. I understand that all my medical and counseling I records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. t 1 1 f I - r ! I 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. : Name · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · Book No. · · · · · · · · · · · · · 1 Address......................................................... lI Telephone No. . . . . . . . . . . . . . . . . . . I (Street or RFD) (City) (State) (Zip) I 1 Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 1 II ________________________,_________________________________, t - 30 I LOG I July 1987 I or call, 24 hours-a-day, !301! 994-0010 : �financial institutions see individual retirement investments as a source of profit for their institutions. They tell young people that no money will be available for their retirement under Social Security, and that they should provide for their own future by investing with them. If individual saving for our retirment had been practical, there would never have been a Social Security system in the first place. The only way Social Security will not be around to insure the future of everyone, is for the con artists who would benefit from its cessation to succeed in convincing enough people that they will not receive the benefits of the program in their old age. The elderly are well organized and are a powerful force in the politics of this nation. And, we will continue to fight for the Social Security system, not only for ourselves, but for the young people, too. Letters To The Bditor Sincerely, Frank B.eid, B.432 Tampa, Fla. 'Friends in Need ... ' I am most grateful to the Maritime Trades Department and to all your people of SIU who did such a super job in making yesterday's luncheon at the Catholic Seamen's Club such an outstanding success. It was tops! The food was splendid, and thoroughly enjoyed by all. Thanks to all the excellent cooks from SID who just did a marvelous job. The financial side of it for us here at the Club was the best yet; and we did better than ever before at the raffle. It is good to have friends like you close by. May the good God prosper our Maritime Trades. We surely need His help to help our own people and our own U.S. unions. With every good wish and prayer, I remain Very gratefully yours, Andrew Horgan, OMI and Staff of the Catholic Seamen's Club 'Social Secure • • • 'Working Together 'The Future of the SIU ... ' As a member of 46 years in the SIU and now in retirement, I would like to get a few things off my chest about the good conditions that you enjoy aboard ship .... There aren't as many companies or jobs anymore. So, brothers and sisters, the new jobs will have to come from the passage of bills in Washington. In that case it is do or die. You have got to donate to SPAD. It is your pork chops ... and the only way you are going to see sunshine in the future of the SIU. Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. ' On behalf of our members and all interested parties in the southern California fishing industry, we wish to thank the SIU for prompt assistance and cooperation in defeating H.R. 1621. For your information, H.R. 1621 was defeated in the Assembly Ways and Means Committee on June 3. Hopefully, we have heard the last of it. Sincerely, Terry B.. Hoinsky Business .Agent Fishermen's Union of America Pacific and Caribbean Area SIUN'A/AFL-CIO ' Like man ensioners, my Social Security and Union pension make quite comfortable life in these remaining years. At age 73, I e a sense of security about the rest of my days. What I am deeply concerned about is the future of our younger seafarers, because of what I see as an all-out effort by certain forces to break down confidence in the Social Security system. One must understand that banks, insurance companies and other • • • -----------------------------------------------------------HOME ADDRESS PLEASE PRINT Date: _ _ _ _ _ _ _ _ __ Social Security No. Good luck and smooth sailing. Vince Meehan M-13 Nagasaki, Japan Personals MC&S Reunion There will be an MC&S Reunion at Doyle Park, Santa Rosa, Calif.Sept. 13, 1987-12 noon 'til ?BYOB-Pot Luck-Bring pictures! Henry Smiley Woodruff Phone No. ( Your Full Name Street Area Code City Apt. or Box# Book Number ) 0 SIU 0 UIW State D Pensioner ZIP Other _ _ _ _ _ _ __ UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - This wlll be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. Anyone knowing the whereabouts of Henry Smiley Woodruff, please get in touch with Christine Woodruff or Ricky Gearl Woodruff, P.O. Box 1310, Forks, Wash. 98331; tel. (206) 327-3852. Laurence (Larry) McClellan Anyone knowing the whereabouts of Larry McClellan, please contact an old friend, Mrs. Elinor Oldenburg Matchett, RR 1, Box 133, Califon, N.J. 07830. (Signed)----------------- -----------------------------------------------------------~ July 1987 I LOG I 31 �financial institutions see individual retirement investments as a source of profit for their institutions. They tell young people that no money will be available for their retirement under Social Security, and that they should provide for their own future by investing with them. If individual saving for our retirment had been practical, there would never have been a Social Security system in the first place. The only way Social Security will not be around to insure the future of everyone, is for the con artists who would benefit from its cessation to succeed in convincing enough people that they will not receive the benefits of the program in their old age. The elderly are well organized and are a powerful force in the politics of this nation. And, we will continue to fight for the Social Security system, not only for ourselves, but for the young people, too. Letters To The Bditor Sincerely, Frank Reid, B.432 Tampa, Fl.a. 'Friends in Need ... ' I am most grateful to the Maritime Trades Department and to all your people of SIU who did such a super job in making yesterday's luncheon at the Catholic Seamen's Club such an outstanding success. It was tops! The food was splendid, and thoroughly enjoyed by all. Thanks to all the excellent cooks from SID who just did a marvelous job. The financial side of it for us here at the Club was the best yet; and we did better than ever before at the raffle. It is good to have friends like you close by. May the good God prosper our Maritime Trades. We surely need His help to help our own people and our own U.S. unions. With every good wish and prayer, I remain 'Working Together Sincerely, Terry ll. Hoinsky Business Agent Fishermen's Union of America Pacific and Caribbean Area SIUNA/AFL-CIO Very gratefully yours, Andrew Horgan, OMI and Staff of the Catholic Seamen's Club 'Social Secure • • • ' Like man ensioners, my Social Security and Union pension make quite comfortable life in these remaining years. At age 73, I e a sense of security about the rest of my days. What I am deeply concerned about is the future of our younger seafarers, because of what I see as an all-out effort by certain forces to break down confidence in the Social Security system. One must understand that banks, insurance companies and other 'The Future of the SIU ... ' As a member of 46 years in the SIU and now in retirement, I would like to get a few things off my chest about the good conditions that you enjoy aboard ship .... There aren't as many companies or jobs anymore. So, brothers and sisters, the new jobs will have to come from the passage of bills in Washington. In that case it is do or die. You have got to donate to SPAD. It is your pork chops ... and the only way you are going to see sunshine in the future of the SID. Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. ' • • • On behalf of our members and all interested parties in the southern California fishing industry, we wish to thank the SIU for prompt assistance and cooperation in defeating H.R. 1621. For your information, H.R. 1621 was defeated in the Assembly Ways and Means Committee on June 3. Hopefully, we have heard the last of it. -----------------------------------------------------------HOME ADDRESS PLEASE PRINT Date: _ _ _ _ _ _ _ _ __ Social Security No. Good luck and smooth sailing. Vince Meehan M-13 Nagasaki, Japan Personals MC&S Reunion There will be an MC&S Reunion at Doyle Park, Santa Rosa, Calif.Sept. 13, 1987-12 noon 'til ?BYOB-Pot Luck-Bring pictures! Henry Smiley Woodruff Phone No. ( Area Code Your Full Name Apt. or Box II Street Book Number 0 City SIU 0 UIW State D Pensioner ZIP Other _ _ _ _ _ _ __ UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - This wlll be my permanent address for all official Union mailings. This address should remain In the Union file unless otherwise changed by me personally. Anyone knowing the whereabouts of Henry Smiley Woodruff, please get in touch with Christine Woodruff or Ricky Gearl Woodruff, P.O. Box 1310, Forks, Wash. 98331; tel. (206) 327-3852. Laurence (Larry) McClellan Anyone knowing the whereabouts of Larry McClellan, please contact an old friend, Mrs. Elinor Oldenburg Matchett, RR 1, Box 133, Califon, N.J. 07830. (Signed)----------------- -----------------------------------------------------------~ July 1987 I LOG I 31 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1987 Description An account of the resource HEADLINES FEW SALUTE FLAG POLE ON KUWAITI TANKER PLAN SIU’S SEALIFT CONFERENCE STUDIES RFP’S, MANPOWER AND TRAINING MARAD OKS CDS PAYBACK NMU CELEBRATES 50TH FREE TRADE TALKS HELD BETWEEN U.S., CANADA U.S. RUNAWAYS-WONT FLY FLAG BUT SEEK U.S. NAVY PROTECTION JULY MARKS 53 YEARS SINCE “BLOODY THURSDAY” ILA’S TEDDY GLEASON RETIRES, LED FOR 24 YEARS E.B. MCAULEY, VETERAN SIU OFFICIAL, DIES AT 63 DELTA QUEEN’S SIU CREW WIN PRAISE FOR PROFESSIONALISM SIU CAPTAIN NAMED DOCKING PILOT PRESIDENT CURTIS BAY’S MACLEOD HEAD MORAN TOWING ALL’S WELL ABOARD THE SGT. MATEJ KOCAK SIU’S ARION PAYS OFF IN TAMPA SHLSS IS THE KEY TO MANPOWER RFP PROBLEMS HIGHLIGHT SEALIFT CONFERENCE BIDDING FOR MILITARY WORK IS COSTLY SHLSS MAKES SURE SEAFARERS HAVE SKILLS FOR NEW MILITARY JOBS CONFEREES IMPRESSED WITH SIU/D-2 UNITY STRATEGIC SEALIFT; A KEY TO OUR NATIONAL DEFENSE MERCER REMINDS MSC THAT GOOD CREWS ARE BACKBONE OF FLEET AWARD TO MSCPAC MARINER HEROES OF THE MISPILLION ARE REWARDED “SMART SHIP” WINNERS ANNOUNCED THE AA PROGRAM FIRST AID FOR HEAT VICTIMS GIVE YOUR BLOOD FOR LABOR SIU BACKS NATIONAL BLOOD DRIVE SEAFARERS MAKE TEAM SPIRIT 87 EXERCISE A SUCCESS I CAN SPEED YOUR TRIP THROUGH THE BUREAUCRACY Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 7 Creator An entity primarily responsible for making the resource Seafarers Log 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e19873a29cdb02676aa933d9c1b20da5.pdf a611253b30abc3f94519a8a79c59efdc PDF Text Text We Protect Our Jurisdiction Pay Hike on Par With Officers in New Contract Faced with what could have been the first SIU deepsea strike since 1946, management and Seafarer ·negotiators were able to narrow a wide gap and reach a tentative agreement on both the Standard Tanker and Freightship agreements May 27. "We had ourselves some tough sessions, and tor a while it looked like we might be pushed to strike. We were so far apart until the end," said SIU President Frank Drozak. American Maritime Association (AMA) negotiators had taken a firm stand in earlier meetings on reducing all wages 10 percent, slashing vacation to 10 for 30 and reducing unlicensed work in the engine room. "We retained our workjurisdiction, which is extremely important. On top of that we got the same 2 percent per.year wage increase the officers got and the vacation remains the same, 14 for 30," said SIU Vice President Red Campbell. Campbell also stressed that if the pact is ratified by the membership at their June port meetings, the wage increases will not go into effect until July 1. He also said that the Standard Tanker and Freightship agreements do not cover SIU -contracted military ships. Those are separate agreements. See Pages 12-14 For All Tanker And Freightship Rates Seafarers at the Piney Point and New York monthly meetings overwhelmingly voted yes on the new deal. The final talley will not be available until the end of June. Following are some highlights of the new contract. 1. Effective July 1, 1987, 1988 and 1989, there shall be a 2 percent increase on base wages, premium rates, Monday to Friday overtime rates, and the off-watch penalty rates, Monday to Friday. 2. All group 1 day workers will be offered eight hours overtime for all Saturdays, Sundays and holidays whether the ship is in port or at sea. (Continued on Page 3.) Of&cial Publication of the Seafarers International Union• Atlantic, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. 6 June 198? Trade-Sealift Highlight Hill Agenda Persian Gulf Problems Show Need for Merchant Fleet EDITOR'S NOTE: June marks the halfway point for the first year of the lOOth Congress. Trade, foreign policy and the · East have hared Congr s' ce ter ring. Max Hall, SIU associate editor and Washington columnist, explores these issues and the SIU/maritime industry tie-in in this analysis and-review. by Max Hall The news coming out of Washington has a gloomy, almost fatalistic tinge. The budget deficit refuses to go away. The AIDS crisis is getting worse. And many American industries, including maritime, are finding it difficult to compete in an international marketplace where trade barriers are the rule and not the exception. If all this weren't enough, a joint committee of the House and the Senate is holding daily hearings on the Iran-Contra arms scandal which call into question the administration's honesty and competence. Nothing, however, underscores this national sense of uneasiness more than the debate that is being conducted over Cramped Quarters? See Page 20 America's policy in the Persian Gulf and the administration's response to developments there. The deh P t che- n n many issues that this Union has tried to publicize during the past few years, most notably the decline of this country's strategic sealift capability and the effect that decline is having on our national security. U.S.S. Stark The debate was set off by an incident in the Persian Gulf. In May , an Iraqi jet fired a French-made Exocet missile which struck the U.S.S. Stark. Thirtyseven sailors were killed. Iraq blamed the incident on the inexperience of the young pilot. It took the unprecedented step of placing an apology on the front page of its statecontrolled newspaper. The United States was quick to accept Iraq's apology. Attention soon turned to Iran, and the threats it was making to close the Strait of Hormuz. The administration vowed to take "whatever" steps were needed to keep the shipping lanes open. Still, the attack on the U.S .S. Stark had a profound effect. ''The fact that the tragedy seemed so utterly meaningless,'' wrote Time magazine, "caused its ripples to swell ... A nation that had committed itself to building an expensive 600 ship Navy began to worry about whether those ships might be sitting ducks.'' This was precisely the point that the SIU had been trying to make for years. No matter how much is spent building new weapons systems, the union argued, the money will be wasted unless some effort is made to enhance this For years SIU President Frank Drozak has warned Congress and the White House of the military value of a healthy merchant fleet. Recent developments in the Middle East uphold that argument. country's conventional sealift capability. Kuwaiti Reflagging Several weeks before the Stark was hit by the Iraqi missile, the United States had offered to protect 11 Kuwaiti tankers by reflagging them under the American registry. Under the administration's proposals, only the captains on these refl.agged ships would be required to be American citizens. Under present law, all licensed officers and 75 percent of the unlicensed crew must be American. The reflagging plan, which is still being debated, was violently opposed by all segments of maritime labor. "It would set a dangerous precedent,'' said SIU President Frank Drozak. ''And if the administration is adamant about escorting these tankers, why does it feel the need to reflag them? Why does it have to debase Americanflag manning requirements?" The SIU was not alone in monitoring developments on this issue. "The commercial implications of the reflagging plan are being studied carefully,'' wrote Chris Dupin of The Journal of (Continued on Page 23.) Inside: Alaska Tankers Wait for CDS Decision Page 3 Questions Slow Kuwaiti Reflagging Plans Page 3 Baker-Whiteley Back Pay Upheld Page 7 Special Pullout-The Presidentia Cand"dates �President's Report by Frank Drozak W ~ I r e have just completed negotiations on a new Standard Freightship and Standard Tanker Agreement, and our membership is right now voting on these contracts at meetings in our ports and aboard ship. We started bargaining back in October. I've been around for some time, and I've negotiated a number of contracts. This was absolutely the toughest bargaining I've ever been involved with. What was at stake was our jurisdiction. What they were after was our jobs. They wanted to force us off the ships. Early during our negotiations, the shipowners signed with the mates and engineers. In both cases they gave the officers a 2 percent pay increase for each of the three years of the contracts. At the same time, they demanded that the unlicensed crew take a 10 percent pay cut, a 20 percent cut in health benefits, and t~ey even wanted to reduce your training school, stating that it costs too much. In the past 10 years or more, this Union and its membership have done everything we could to help our contracted companies be competitive and stay in business. We have drastically cut the unlicensed manning scale and tempered our wage demands to meet the realities of the industry. During that same time, the mates and engineers did nothing to cut manning on the bridges or in the engine room, and they continued to widen the economic gap between licensed and unlicensed crew. You, the membership, said, "Enough is enough!" You gave us the authority to call a general strike if the shipowners did not come back to the bargaining table in good faith. You gave us this authority in an open vote and you did it unariimously. Once again, this membership stood tall and stood together. We got a contract, and it's a good agreement. One of the most important features of this contract is that it protects our jurisdiction. The contract language specifically sets out the work jurisdiction of the unlicensed crew in the engine room. It is now up to each and every one of you to make this provision work by filing a grievance and putting in for overtime each time an engineer picks up a tool to do your work. If we don't do this, we will lose our jobs in the engine room by default. Believe me when I tell you that the engineers want your jobs. They think it is a matter of survival for them, and they don't care what happens to you. We have fought hard and long to keep these jobs for our members. We don't want to cede them to the engineers by default. ••• The SIU and other maritime labor organizations representing seamen employed on U.S.-flag vessels recognize the national need to protect the freedom of the seas so that vessels of all nations may transport without interference supplies and commodities vital to their national interest and security. To that end, the United States has taken a leadership role, and we think that it is the right thing to do. However, we believe that the Reagan administration is unnecessarily circumventing longstanding maritime law and custom which require U.S. citizenship for crewing ships that fly the U.S. flag. In proposing to paste a U.S. flag on Kuwaiti tankers with a U.S. citizen captain and a polyglot crew, our government is fl.outing the law, compromising our national security, and setting a potentially ruinous economic precedent. We believe that participation under the sanction of the U.S. flag must indicate a commitment to the United States since American-flag vessels are considered extensions of U.S. territory. Such a commitment necessarily entails full compliance with the spirit and letter of U. S. law . Further, U.S.-ftag vessels should be ready and available for immediate support to our Armed Forces in the event of a national emergency. Foreign crews and foreign owners of reftagged vessels will have no allegiance to the United States. Instead, they will utilize the U.S. registry temporarily as opportunity and expedience warrant. This clearly flies in the face of congressional intent in enacting documentation and manning laws which require U.S. citizen crews on U.S.flag vessels. Certainly , Congress did not envision a scenario where for all intents and purposes a foreign-owned and foreign-crewed vessel would be sheltered under the umbrella of the U.S. flag. Certainly, twisting explicit maritime law to fit the needs of a political situation in the Persian Gulf, or wherever, is not a viable solution to the political problem, and in the end will prove at best a foolish and at worst a dangerous expedience. Washlncton Report (Continued from Page 24.) the West Coast to East and Gulf ports. Given little chance of passage, it is representative of a number of bills that have been introduced which seek to weaken this nation's cabotage laws. S.?23 Introduced by Sen. John Danforth (R-Mo.), it seeks to effectively repeal this nation's existing cargo preference laws which now generate a large share of work available to American-flag operators. Such legislation has become commonplace over the past 10 years, and pose a threat to the continued existence of the American-flag merchant marine. The SIU is monitoring this legislation and others like it. S.108? Introduced earlier this year by Senator Frank Murkowski (RAlaska), the legislation seeks to eliminate "unfair, restrictive and discriminatory foreign practices'' in the marine transportation of automobile imports by requiring the president to negotiate trade agreements with those countries exporting over 50,000 automobiles to the United States. It has been referred to the Senate Finance Committee. S.1183 Another of the Union's legislative priorities, S. 1183 seeks to eliminate unfair trading practices by foreign countries against Americanflag operators. It also would rehaul this nation's maritime promotional laws to make them more effective and cost-efficient. Drozak testified before the Merchant Marine Subcommittee of the Senate Commerce Committee on behalf of the legislation, noting that there ''is an urgent need'' for an overhaul of this nation's promotional programs and that S. 1183 "would eliminate many of the unfair trade practices the U.S. fleet." Yet he cautioned that even if the bill were enacted, it would be only a first step in the direction of restoring the Americanflag merchant marine to its former competitive state and that ''many more steps" are needed. It was at these hearings that Peter Finnerty, Sea-Land's vice-president, said that the company would be forced to consider reflagging ''all or part" of its operations if Congress and the administration did not take constructive steps to halt the decline of the American-flag merchant marine. S.12?4 S. 1274, the Foreign Aid Authorizations bill, includes language which would impose restrictions on the use of cash as a form of U.S. economic aid. This bill is a priority of the SIU. A similar bill has been introduced in the House. If enacted in its present form, S. 1274 would require that at least 50 percent of the commodities purchased by foreign nations through the cash transfer program be transported on U.S.-flag vessels. Neither the House or Senate versions of this bill have been considered on the floor yet. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf. Lakes and Inland Waters District, Afl-CIO June 1987 Vol. 49, No. 6 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I June 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �CDS Payback Decision Nears, Due July 15 Groups as diverse as Friends of the Sea Otters and the Shipbuilders Council of America have taken the Department of Transportation (DOT) to task for its efforts to re-establish the Construction Differential Subsidy (CDS) payback program. Under that program, begun in 1985 and judged unlawful by a federal court last year, the government lost some $80 million, 10 militarily useful tankers were laid up and hundreds of seamen lostjobs. But DOT wants to begin the program anew, despite estimates that it could cost the government more than $200 million. The proposal, like its predecessor, would allow ships built with CDS funds into the domestic trades, even though the 1936 Merchant Marine Act restricts domestic trade to unsubsidized ships. Several labor and industry groups have written to DOT to protest the CDS payback scheme. Most of the protests cited the high cost to government in the form of guaranteed loan defaults from domestic operators and the cost to the Navy if it must buy useful tankers when the ships currently in the trade are scrapped. In addition, the protests noted that hundreds of seamen would lose their jobs and shipbuilding contracts would grind to a halt. Only three tankers, huge VLCCs, paid back their subsidies under the old rule, but those three ships were responsible for the lost millions, the layup of the other ships and the elimination of jobs. If those ships are allowed to remain, and one, the Brooklyn, is crewedbySeafarers,orothersenterthe trade, the results would be disastrous. "Many trained and qualified seamen will be thrown out of work. As a result our country will not have a sufficient pool of merchant mariners to meet our needs should we be faced with an emergency," said Sen. Paul Trible (R-Va.). If the rule is allowed to stand, said Sen. Barbara Mikulski (D-Md.), the only concerns which would benefit Doubts Slow Kuwait Ref lagging Serious doubts about the political wisdom of reftagging 11 Kuwaiti tankers under the U.S. flag appear to have slowed down the administration's attempt to implement the controversial program. While Congress debates the political issues, most U.S. maritime unions and industry groups have protested the scheme because the Coast Guard has waived both U.S. citizenship requirements for manning and various U.S. safety regulations for the tankers. Meanwhile it was reported that the Master, Mates and Pilots would supply up to 18 captains on a rotating basis for the ships if all are eventually reftagged. The International Transport Workers' Federation's (ITF) Fair Practices Committee meeting in London June 9-10 adopted a resolution finding the Kuwaiti tankers which the Reagan administration intends to document under the U.S. flag as flag-of-convenience ships. The ITF's seafarers group also urged all its affiliated transport unions to take appropriate industrial action against these ships whenever and wherever they are encountered in various ports of the world. The resolution was introduced by officials of the Seafarers International Union and the National Maritime Union. In adopting the resolution, seafarers' union officials from 34 nations of Europe, Asia, Africa, Australia, and North and South America determined that this action by the Executive Branch of the U.S. government could haV'e disastrous repercussions on the merchant fleet of all traditional maritime nations. One of the main areas of labor protests against the plan has been the Coast Guard's waiving the normal citizenship requirements for reftagging. In most cases that calls for a 100 percent U.S. licensed crew and a 75 percent U .S. unlicensed crew. The administration says its goal is to ensure free navigation in the Persian Gulf, an area where more than 200 tankers have been attacked by warring Iraq and Iran during the past several years. Congressional critics have said the reftagging could draw the U.S. into the fighting in the bloody eight-year IranIraq war. They also have expressed concern over the fact the U.S. , which only imports about 4 percent of its oil from the area, is shouldering the major military and cost burden for tanker protection. Countries such as Japan and Germany receive up to 30 percent of their petroleum from the Gulf. While the administration claims the Kuwait reftagging is a special situa- tion, past practices, including the waiving of military cargo preference laws, show that such exceptions to U.S. law are becoming more common. "We'll let the politicians and the foreign affairs experts debate the wis- dom of reftagging. But if Kuwait or any other country wants the protection of the U.S. flag and the U.S. Navy, it seems only logical that they abide by U.S. maritime laws," said SIU President Frank Drozak. Flag of Convenience? The following editorial appeared in The Journal of Commerce. The SIU wholeheartedly agrees with the opinion expressed. IT'S MORE THAN A LITTLE IRONIC that the high-cost U.S. ship registry has become the latest flag of convenience. For years U.S. shipowners and operators have been sailing vessels under less expensive flags, such as those of Panama and Liberia. Now a foreign nation, Kuwait, has cut a deal with the Reagan administration to register 11 of its oil tankers in the United States to gain U.S. naval protection against Iranian attack. A carefully planned effort to protect commercial shipping in the Persian Gulf, in concert with our allies, is a sound idea. But precipitously placing foreign ships under the Stars and Stripes is not. The reftagging agreement raises important questions about the future health of the U.S. merchant marine. Unfortunately, the Reagan administration has brushed those questions aside in its rush to help the Kuwaitis before the Soviet Union does the same. Under the Merchant Marine Act of 1936, all officers aboard U.S.-flag vessels, and at least 75% of the unlicensed crewmembers, must be U.S. citizens. But on the reflagged Kuwaiti ships, the administration will insist only that the captains be American. No other U.S. citizens need be on board. To offer such loose terms, the administration is exploiting a section of the law allowing foreign crews aboard U.S. ships in cases where the ships are "deprived" of American crews. Normally, that means that a ship operator may hire foreign sailors when no Americans are available. The foreigners may work as long as the ship is overseas, but must surrender their jobs to U.S. citizens when the ship returns to the United States. But now the Coast Guard, which handles ship registrations, claims that because U.S. sailors are not standing around the docks in Kuwait, ready to sign on, foreign crews can be hired and kept on the ships as long as the vessels do not put into a U.S. port. Casually allowing foreign ships to fly American colors sets an unfortunate precedent that would accelerate the decline of U.S. shipping. If the Kuwaitis can break the rules. why not others? U.S. ship operators looking to save money could justifiably demand similar treatment in order to free themselves of expensive American crews without losing the benefits of U.S. registry, such as the exclusive right to carry U.S. military cargo and loads funded by the Food for Peace program. Imaginative shipowners might even want to operate foreign-crewed, U .S.-flag vessels between Europe and Montreal, never touching a U.S. port but carrying government cargoes and civilian loads destined for the United States. This potential for further erosion of the merchant marine is as important for U.S. security in the long term as is the maintenance of commercial shipping in the Persian Gulf. U.S. military planners say the precipitous drop in seafaring jobs for U.S. citizens is the single biggest obstacle to adequate resupply of troops in the field. The nation's sea-lift needs would be greatest in the event of major U.S. military action in the Persian Gulf area. Ships usually can be obtained in a crisis. But trained U.S. sailors are more difficult to find. The administration can achieve its basic objective in this caseprotection of merchant vessels in a troubled region-by agreeing, along with our allies, to escort Kuwait-registered tankers through the Persian Gulf. It need not reflag a single ship to protect the right to free navigation. financially are the interests of three oil companies, "two of which are not American.'' The final CDS payback rule is not due until July 15. But despite the massive opposition from such wide ranging groups, observers expect DOT to ignore the outcry and go ahead. The SIU and its supporters on Capitol Hill were able to include a provision in the House version of the 1987 supplemental appropriations bill which would prohibit the use of any money for CDS payback. The Senate version does not contain a prohibition, but supporters are hopeful that when the two houses meet in conference such a ban would be included. New Deepsea Pacts Protect Job Security (Continued from Page 1.) 3. COLA adjustments shall not be effective unless and to the extent that increases in the Consumer Price Index exceed 10 percent calculated on a cumulative year-toyear basis. This is what is agreed to between the companies and the licensed officers. 4. Fringe contributions will be paid on the vessel's manning scale, subject to reduced manning during periods of lay-up or shipyard work. 5. The Port Committee provisions will be amended to provide 90 days from the date a crewmember leaves the ship or articles are terminated for the filing of a grievance. 6. Due to excessive cost, the cardiotrakers will not be required to be carried aboard ship. 7. When a seaman is repatriated, or pays off a ship at the conclusion of articles or lay-up, the company will be required to provide the date of hire, date of termination, and in the case of repatriation, the nature of the illness or injury, to the Union. 8. If the vessel is laid up and recrews within seven days, the company has the o·p tion of providing transportation back to the ship rather than the pay, lodging and subsistence. 9. Wipers and GUD/E's may be required to do general maintenance during the regular hours throughout the vessel without penalty. 10. On ships with seven or fewer seamen in the deck department, GUD/ E's shall be required to assist in docking and undocking at all times. 11. Work jurisdictionIt is understood that the preservation of the jurisdiction of the Union is the essence of this Agreement and that the provisions of this contract establishing jurisdiction shall be rigorously and strictly enforced through the cooperation efforts of the company and the Union. Except where previously agreed, the company agrees to maintain existing unlicensed manning in the (Continued on Page 14.) June 1987 I LOG I 3 �Eternal God, we ask that You keep us ever mindful of the heroic sacrifice of our Merchant Seamen, that we always take pride in their valiant striving after peace. Make it our legacy as they made it theirs. New York-A memorial service was held aboard the Spirit of New York in New York Harbor. Participating in the ceremony are (I. to r .) Rear Admiral King, president of the American Merchant Mariner Memorial, SIU Vice President Leon Hall, NMU President Shannon Wall, and John Bowers, former ILA vice president. Note in the background two vessels of the bankrupt U.S. Lines. (Photo by Jack Caffey) Washington, D.C.-An afternoon memorial service took place at the Washington Navy Yard aboard the USNS Invincible (an SIUcrewed TAGOS vessel). Military Sealift Commander Vice Admiral Walter T. Piotti Jr.; a Navy sailor, John M. Parsons, and a civilian seafarer, Guy S. Bennett, toss the memorial wreath into the water. (Photo by Deborah Greene) Washington, D.C.--SIU upgraders attended a morning Merchant Marine Memorial Service. Pictured are Charles Petersen, June Hughes, Wilhamena Ortiz, Jacqueline Davis, Saleh Lotti, Steve Parker and Piney Point Port Agent Al Raymond. (Photo by Deborah Greene) Honolulu-Maritime Day festivities in the port of Honolulu, Hawaii included a procession of ·vessels to Diamond Head and a memorial service to seamen lost at sea. (Photo by Cathie Ballentine) Washington, D.C.-The Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. was well represented at the morning Merchant Marine Memorial Service. Attending the service were trainees Charles Bates, Harry Arruda, Don Teixera, Marshall Allen, David Ayala, Karen Bartolo, Cleavon Brown Jr., Paul Bird, Alan Amado, Eddie McClain, George Champney Jr., Andrew Ditullio, Standford Jones, Eddie Major, Donald Peterson, William Stallings, Hershey Watson, Charles Walker and Anthony Bedford. (Photo by Deborah Greene) 4 I LOG I June 1987 San FranciscO-Representing the SIU at a memorial service May 16 aboard the SIS Jeremiah O'Brien is SIU Vice President George McCartney. The Jeremiah O'Brien is America's last unaltered Liberty Ship in operating condition. (Photo by John Ravnik) �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. profiles Sen. Brock Adams Rep. Tom McMillen C A OMPETING effectively with our foreign trading partners is one of Sen. Brock Adams' (D-Wash.) hopes for the lOOth Congress. Adams believes that through congressional action, the U.S. can reduce its trade deficit and improve the competitive posture of this nation's industry in international competition. But he also realizes there is no easy answer to our trade problems. "Improving our performance in international trade will require continuing action by the Congress .... In addition to amending our trade laws to open foreign markets to U.S. goods, we are going to have to reduce our federal budget deficit. ... Above all, we must not try to save one industry by creating trade barriers which hurt other U.S. industries." One trade agreement Adams supported last March would open new markets for the northwest fishing industry. Adams, who has kept close tabs on this issue since his election to the Senate on Nov. 4, 1986, said the new agreement should open markets in Japan for U.S. harvested and processed pollock and herring. ''The booming northwest bottom fish industry needs reliable markets like Japan's to prosper," said Adams. The senator said he will closely follow implementation of the agreement to make sure that the Japanese fully comply with its provisions. Following two years in the U.S. Navy, Sen. Adams received a B.A. in economics from the University of Senator Brock Adams Washington and a law degree from Harvard University. He began his political career in 1951 when he was appointed U.S. District Attorney for Western Washington by President John F. Kennedy. In 1964 he ran for Congress from the seventh congressional district (Seattle-King County), and served in that position for 12 years. In 1977 Adams was chosen U.S. Secretary of Transportation. He resigned from that post in 1979 and joined a Seattle-based law firm as an international trade attorney. In the Senate, Adams serves on the Committee on Commerce, Science & Transportation (and its Subcommittee on Merchant Marine). He also serves on the Committee on Foreign Relations, the Committee on Labor and Human Resources and the Committee on Rules and Administration. Government Shipbuilding Help Needed to Save U.S. Yards, Defense Panel Told To preserve the nation's faltering shipbuilding and shipping capability, the government should spur demand for U.S.-built ships , curb reliance on foreign shipbuilding, and upgrade domestic shipyards, labor and industry representatives told the Commission on Merchant Marine and Defense. Paul Burn sky, president of the AFLCI O Metal Trades Dept. , told the commission, "We believe that the preservation of a strong merchant marine and American shipbuilding industrial base is vital if we are to remain a world power." Burnsky charged that deliberate Reagan administration policies are crippling American shipbuilding and shipping capability in defiance of 50 years of U.S. law and policy. Burnsky said these administration policies include doubling , to $9 billion last year, the number of naval and other defense contracts awarded to overseas suppliers contrary to congressionally-enacted " Buy Amer- ica' ' programs ; undermining a subsidy program for shipyard construction and operation; and, getting Congress to drastically cut, and now end, federal support for a shipbuilding industry research and development program. "Commercial shipbuilding in U.S. yards has dried up," Burnsky said. ''New orders for merchant vessels are non-existent. Many thousands of our skilled shipyard workers have lost their jobs; many have left the industry," their skills wasted. He said once the Navy's expanded 600-ship goal is reached, "our industrial outlook will become even more grim, the viability of the U.S. shipbuilding mobilization base will be seriously jeopardized, and our national defense inevitably weakened. " Noting that today less than 4 percent of U.S. goods are carried on U .S.flag , U .S.-manned ships , he said the U.S . should adopt ''a modest cargo S its first legislative act, the lOOth Congress overwhelmingly passed the Clean Water Act. With funds provided as a consequence of this piece of legislation, Maryland will receive one-half billion dollars over the next several years that can be used to combat pollution of the Chesapeake Bay. This is a good start in the congressional career of Tom McMillen, a Democrat who represents Maryland' s fourth district in the U.S. House of Representatives. Elected to the lOOth Congress on Nov. 4, 1986, McMillen also is concerned with a number of other pressing national issues, particularly the federal budget deficit and the trade imbalance. ''A recent poll shows that 90 percent of Americans feel the United States is losing its competitive edge," McMillen wrote in a recent newspaper article. "Our children now wonder if their America will be as prosperous and as promising as it has been for their parents." Being competitive to McMillen means looking at those industries that are going to be important to our country's future as well as to the basic industries that have been the mainstay of our economy in the past. He further believes that Congress should look at U.S. controls and exports and technology which have been too restrictive and have led to our trade imbalance. McMillen believes that while Congress can play a major role in regaining America's competitive edge, the American system of education is an even stronger influence and should be upgraded. "Education is clearly the key to our future,'' McMillen noted. "Investing in education is investing in our most important asset, our children. If America is to compete and win in the global economy, we must ensure that our children and education in our public schools are second to none. " Education is also on his mind as a member of the Congressional Maripreference policy' ' to bring it up to 20 percent. He said the other industrial and maritime nations have cargo preference and shipbuilding subsidy programs so that a "free market" doesn't exist. He said the Merchant Marine Act of 1936 and subsequent laws "clearly link our national defense to a healthy merchant marine and a viable shipbuilding capability. '' David H. Klinges, president of marine construction for the Bethlehem Steel Corp., told the commission, ''While the nation focuses on the need for a 600-ship Navy, how really secure are we in the face of a contracting and Representative Tom McMillen time Caucus. This group of congressional members educates other members and staff about the plight of the U.S. merchant marine. Competition is no stranger to Rep. McMillen. He was a small businessman in the communications field as well as an 11-year veteran of the National Basketball Association. (He was the number one draft choice by the Buffalo Braves and subsequently played with the New York Knicks and the Atlanta Hawks. He also was a member of the Washington Bullets for three seasons.) McMillen attended the University of Maryland, where he was a threetime All-American and was a member of the 1972 United States Olympic Team. Graduating in 1974, he was the first and only student from the university to be awarded the coveted Rhodes Scholarship, on which he attended Oxford University, where he received an M.A. in politics, philosophy and economics. Rep. McMillen serves on the Banking, Finance & Urban Affairs Committee and on the Science, Space & Technology Committee. He is a member of the Environmental and Energy Conference, the Congressional Caucus on Women' s Issues , the Democratic Study Group, the Congressional Competitiveness Caucus and the Congressional Arts Caucus. aging merchant marine and debilitated shipyard mobilization base?'' Klinges said that 30 years ago most of the work in commercial shipyards involved the repair of commercial vessels. Today, he said, more than 90 percent of U.S. shipyards are supported by Navy work. "Without commercial work, naval construction cannot support the industry ," he said. Klinges said employment in the shipbuilding industry dropped 24 percent from 1982 to 1986, from 122,000 jobs to 85,000. In the same period, he said the number of shipyards fell from 110 to 74. Support SPAD June 1987 I LOG I 5 �Sea-Land Leader Ends Smooth Trip With Jersey Payoff The Sea-Land Leader had a good trip. Jennings Hockman, AB AB Al Hill can't wait to hit shore. SIU Port Agent Kermett Mangram took care of all beefs. Steward Assistant Ismail Hanapiah, left, and B. Kanguous, electrician, pal around in the crew's mess. Bosun Leon Curry, second from the right, kids around with some friends. AB Joe McGill waits to pay his dues. 6 I LOG I June 1987 AB Jim Manning in a quiet moment. �.......... , tug/tow I :harge/dredge s ... I 11 fi:-EB!tl···~·~-~~~:::.-=::::::;:~-~~~;~~-~-.:····~~"$S;:.=:::~~~::· Back Pay in Baltimore-New Pay in Mobile Baker-Whiteley Owes $2 Million-SIU Firm Wins $36 Million Dredge Pact SIU members in the inland field received two pieces of good news last month. A federal appeals court has upheld a National Labor Relations Board order requiring BakerWhiteley Towing to pay $2 million in back pay and benefits to 27 SIU members who work in the Baltimore harbor area. And an SIUcontracted company, Great Lakes Dredge and Dock, was the low bidder for a $36. 3 million project In St. Louis to deepen the Mobile Ship Channel. The NLRB ruling against BakerWhiteley affirms the SIU's contention that the now-defunct Outreach Marine company changed hands in 1984 only to circumvent a collective bargaining agreement with the Union. Twenty-seven members were thrown out of work at the time. ''This is an important victory for all tug and barge workers, not just the 27 who will receive back pay and wages," said SIUNA Vice President Jack Caffey. "If one tug and barge company is allowed to set up ~ sham company to evade its contractual obligations , then it's a good bet that more will follow the Gulf of Mexico to the Wallace Tunnel. Funding for the project was made possible by the $5 billion Port Development bill that the SIU helped get passed during the last session of Congress. "In an important sense," said Caffey, ''both the Baker-Whiteley ruling and the Mobile dredging project were made possible because the members of this Union stood united." ''They certainly stood united in their fight against Baker-Whiteley and Outreach Marine," he said. ''And the Mobile dredging project would not have been possible without the membership's active support of this Union's political action program." suit." Baker-Whiteley was forced to rehire the tugboat captains, mates, engineers and deckhands that Outreach Marine laid off in 1984 after a federal District Court upheld an NLRB ruling on the issue. But the firm appealed the payment of back wages and benefits. As reported in the December 1986 LOG, the SIU then waged a successful two-week strike against the company. They subsequently ratified a new one-year contract with the towing firm. Dredging on the Mobile ship project is scheduled to begin in July. It involves 31 miles of the ship channel and 6.1 miles of the bar channel that spans an area from Dispatchers Report for Inland Waters MAY 1-31, 1987 Anna Jean Flory, boat delegate and cook for Orgulf Transport Co., gets her picture taken at the St. Louis hall when she came in to get her yearly SIU physical. New Pensioners The following Inland members have retired on pension: Houston John P. Blackmon Norfolk Luther R. Davidson In Memoriam Pensioner Odis J. Dore succumbed to respiratory disease March 21. He was 84. Brother Dore joined the Union in 1963 in Port Arthur, Texas. He retired on pension in 1968. Burial was at Greenlawn Memorial Park in Port Arthur. Seafarer Dore is survived by his wife, Rose, and a stepson, Parlis Trahan, both of Port Arthur. *TOTAL REGISTERED All Groups Class A Class B Class C Port New York ........................ Philadelphia ................... . .. Baltimore ......... ............... Norfolk ......................... Mobile ..... ..................... New Orleans ........... . ........ .. Jacksonville ...................... San Francisco ..................... Wilmington .......... ....... ... ... Seattle .......................... Puerto Rico . . . . . . . . . . . . . . . . . . . . . . Houston ........................ . Algonac .......... .... ........... St. Louis ............ .. .......... Piney Point ....................... Totals .......................... . . . . . . . . . . . . . . . . Port New York ........................ Philadelphia ...................... Baltimore ........................ Norfolk ...................... .. . Mobile ......... ............... .. New Orleans ...................... Jacksonville ...................... San Francisco ............... .. .... Wilmington .... . .... ............. . Seattle .......................... Puerto Rico . . . . . . . . . . . . . . . . . . . . . . Houston ......................... Algonac ......................... St. Louis ....... ................ . Piney Point ....................... Totals ...... ....... . ........... . . . . . . . . . . . . . . . . . TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 3 6 49 0 0 2 0 16 0 0 3 0 0 0 79 0 0 0 6 0 1 1 0 2 0 0 2 0 2 0 14 0 0 0 0 0 0 10 0 27 0 0 0 0 20 1 38 0 0 0 0 0 0 0 0 6 0 0 39 7 0 37 15 0 0 0 0 0 24 1 0 12 0 0 6 0 0 0 0 0 0 0 0 1 0 0 0 4 0 45 16 50 0 0 6 0 0 0 0 2 0 0 0 0 0 0 8 0 0 0 97 25 0 62 0 2 0 11 0 0 0 0 0 3 4 0 • 3 0 0 0 79 2 0 35 0 1 0 0 0 34 0 0 0 0 26 2 68 ENGINE DEPARTMENT 0 1 0 10 0 0 1 0 0 0 0 1 0 0 0 13 0 0 0 5 0 1 0 0 0 0 0 0 0 0 0 6 Port New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile .......................... . New Orleans ..... ................. . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ..... .... .............. . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac ......................... . St. Louis ........................ . Piney Point ............. ..... .... . . Totals .......................... . 0 1 0 7 0 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 0 7 Totals All Departments ............... . 100 27 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 3 0 0 0 12 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 0 22 0 5 0 0 0 1 1 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 27 6 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 1 5 0 0 STEWARD DEPARTMENT 0 0 0 0 0 4 0 0 3 0 0 0 0 0 0 0 3 0 2 0 0 0 0 1 0 0 1 0 0 0 10 1 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 6 0 11 0 3 0 3 47 120 33 65 0 0 0 0 0 0 9 4 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 9 6 115 47 0 0 0 4 77 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. June 1987 I LOG I 7 �Third Mate Instructors Brad Wheeler (standing) and Jake Karaczynski (right, standing) give individual instruction to students. Mate Courses Geared to Job, Not Just to Passing Exams The upper level deck license courses offered at the Seafarers Harry Lundeberg School prepare qualified students for the U.S. Coast Guard exams for Original Second Mate, Third Mate, Master or Mate of Freight and Towing Vessels (not more than 1000 gross tons). A vast amount of material is covered during the basic 10-week course and requires a serious student who will average about six hours of study per night seven days a week. The deck license courses are geared to learning the material for the job, not just to pass the Coast Guard test. "In preparation for the course I would advise the student to start reading "Bowditch Vol. I" and William Crawford's "Celestial for the Mariner'' which are two excellent books," said Deck Instructor Jake Karaczynski. "Utilize your time properly on a ship by asking the matequestionsandgetting involved >"·: ' ..::--:::';'JS~~> '<. . . ,_. $'~ Dave Brantley (front) and Tim E~~blifhm~oriyon /!~Y~1 ng ~~~~~~~ ~ltitud~s of the sun. 9 ·a I LOG I June 1987 with the day-to-day navigation of the vessel. No prior knowledge is necessary, but a basic understanding of the subject matter is most helpful.'' The complete deck license course consists of a 10-week basic navigation course, a five-week Celestial Navigation course and a two-week Radar Obsetver course for a total of 17 weeks of training. Some of the navigational related subjects covered during the deck license courses include charts, instruments and accessories, magnetic and gyro compasses, dead reckoning, piloting, lines of position, electronic navigation, tides and tidal currents, weather and rules of the road. Other subject areas covered include marlinspike seamanship, shiphandling, cargo gear and cargo handling, firefighting, first aid, CPR and the use of various federal regulations (CFRs). The 10-week basic navigation course is followed by a five-week course in Celestial Navigation. Subjects covered in this course include basic nautical astronomy, time, latitude by observation of Polaris and noon sights (LAN), lines of position (LOP) and running fixes from sun, star and planet observations, determining compass and gyro error by amplitude and azimuth, star indentification, sunrise, sunset and great circle sailing. The Coast Guard exam is usually taken during the fifth week of the Celestial course. The exam for Second and Third Mate lasts three days. The exam for Master and Mate of 1000 tons vessels lasts a day and a half. While it is helpful to have a good math background and be able to solve trigonometry problems, such knowledge is not necessary in order to understand and solve most problems in navigation. A good understanding of addition, subtraction, multiplication and division is all that is required. The minimum setvice required to qualify an applicant for license as Master of Freight and Towing Vessels of not more than 1000 gross tons is four years on deck including: a. One year setvice as licensed mate; or b. Two years service as unlicensed master; or c. One year service as Operator of U ninspected Towing Vessels; or d. Two years service as Quartermaster or Wheelsman while holding a license as Mate or First Class Pilot; or e. Two years service as unlicensed mate while holding a license as operator of small passenger vessels valid within the area for which application is made; or f. Three years service as unlicensed mate. The minimum setvice required to qualify an applicant for license as a. b. c. J.eff Hood (front) determines compass error while Nick Nagy (I.) gets assistance from lnstructor Jake Karaczynski. �Annllal P.S.C.A ------Induction of Officers Awards Dinner-No one can put on a feast like a group of chefs, and the members of the Professional Seafarers Culinary Association Incorporated (P.S.C.A.) really excelled at their Annual Induction of Officers Awards Dinner. The dinner, held on May 3, 1987, was well-attended. The guest speakers were Jack Braun and Roland Shaeffer. Romeo Lupinacci, SHLSS Certified Executive Chef, was Master of Ceremonies. The new P. S. C. A. Officers are: Greg Herring -President, Charles Harrison -Vice President, Arsenio Gusilatar -Secretary, Leland ''Buck'' Buchan - Treasurer, and Joseph Zeinda Sergeant-at-Arms. Chuck Harrison was presented the Maryland State 1987 Chef of the Year Award. The P.S.C.A. is a chapter of the American Culinary Federation Inc. and the only chapter from the maritime field, providing many opportunities to both the steward staff and the SIU Steward membership. Interested SIU Stewards can join the P. S. C. A. and take advantage of the information and opportunities offered through the American Culinary Federation Inc. For more information about the A.CF. or a request for a membership application write to; Greg Herring, Steward Department, Seafarers Harry Lundeberg School of Seamanship Piney Point, Md. 20674. Ft. Eustis Personnel Train at SHLSS (L. to R.) Roland Shaeffer, Romeo Lupinacci, Arsenio Gusilatar, Leland "Buck" Buchan, Charles Harrison, Greg Herring and Jack Braun. Jack Braun presents the "Chef of the Year" award to Charles Harrison. ==~SHLSS VISITORS~== SHLSS Vice President Ken Conklin distributes the Certificates of Achievement. Students from Hines Jr. High tour SHLSS. Army Training Group First row: (I. tor.) Guillermo Mosquera, Dwight Henry, Robert White, Jacqueline Pickering, Robert Finnie, Russell Sharpe. Second row: Freddie Ortiz, Juan Cruz, James Mathis, Dwight Rivers, Richard Dickerson (Instructor}. Third row: Jiles Baynes, Manuel Flores. Able Seaman First row: (I. tor.} Tim Olvany, Terence Franklin, Saleh A. Yafai, Abdul Hussein, Paul Lucky. Second row: Jim Brown (Instructor), Pete Troianos, Aaron Ruiz, Alvin Kirksey, Lamont Lovick. Third row: James Tanner, Joe L. Miller, Frank Henninger, Michael F. Ortiz, Freddy Collins. Fourth row: Paul Wade, Kenneth Moore, Jeff Johnson, A. R. Alwaseem. Diesel Engine Technology Front row: (I. to r.) Mark D. Field, Perry Boyd, Ken Browning. Second row: Ray Hart, Eric Malzkuhn (Instructor}, Robert Rester, Tyler Womack, Joe Pomraning, John Cronan, Buddy McBride. June 1987 I LOG I 9 �1987 Upgrading Course Schedule Steward Upgrading Courses Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry June 1987 - December 1987 The following is the current course schedule for May 1987 - December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QMED · Any Rating • Sealitt Operations & Maint. Check-In Date September 21 December 14 Completion Date December 11 January 8 Automation • Sealift Operations & Maint. Automation *Sealift Operations & Maint. July 13 August 10 June 27 July 25 August 7 September 4 July 22 August 19 Fireman/Watertender, Oiler *Sealift Operations & Maint. Fireman/Watertender, Oiler *Sealift Operations & Maint. Fireman/Watertender, Oiler •Sea lift Operations & Ma int. June 8 August 3 August 10 October 5 October 12 December 7 July 31 August 28 October 2 October 30 December 4 December 31 Marine Electrical Maintenance *Sealift Operations & Maint. July 13 September 7 September 4 October 2 Variable Speed DC Drive • Sealift Operations & Ma int. Electro-Hydraulic Systems *Sealift Operations & Maint. September 21 November 2 November 9 December 21 October 30 November 27 December 18 January 15 Refrigeration Systems Maint. & Ops. • Sealift Operations & Maint. July 20 August 31 August 28 September 25 Refri?ieration Containers - Advanced Main enance • Sealift Operations & Maint. Diesel Engineer - Regular •Sea lift Operations & Maint. August 31 October 12 October 12 November 23 October 9 November 6 November 20 December 12 Deck Upgrading Courses Check-In Date July 13 August 31 September 28 October 26 Completion Date September 4 October 23 November 20 December 18 Sealift Operations & Maintenance July 13 August10 September 28 October 26 November 23 August 7 September 4 October 23 November 20 December 18 Celestial Navigation July 13 November 2 August 14 December 4 Radar Obsever August 17 December 7 August 28 December 12 Radar Obsever (Renewal) Open ended course, however, must notify SH LSS before entering this course. Towboat Operator September 7 October 30 Deep Sea Deck Shiphandling Simulator June 15 June 18 Inland Deck Shiphandling Simulator October 12 October 16 Course Able Seaman/Sealift Operations & Maintenance 10 I LOG I June 1987 & Maint. Check-In Date July 22 September 8 September 2 October 19 October 14 November 30 November 25 January 11 Completion Date September 4 October 2 October 16 November 13 November 27 December 24 January 8 February 5 Cook and Baker *Sealift Operations & Maint. Cook and Baker *Sealift Operations & Maint. Cook and Baker *Sealift Operations & Maint. July 22 September 21 September 2 November 2 October 14 December 14 September 18 October 16 October 30 November 27 December 11 January 8 Chief Cook • Sealift Operations & Maint. Chief Cook *Sealift Operations & Maint. Chief Cook *Sealift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Chief Steward •Sea lift Operations & Maint. Chief Steward •Sea lift Operations & Maint. Chief Steward *Sealift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Course Assistant Cook *Sealift Operations Assistant Cook *Sealift Operations Assistant Cook *Sealift Operations Assistant Cook *Sealift Operations & Maint. & Maint. & Maint. Recertification Programs Course Steward Recertification Bosun Recertification Check-In Date June 29 August 31 November 2 Completion Date August 3 October 5 December 7 September 21 November 2 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) August 3 September 14 November 2 December 14 Adult Basic Education (ABE) & English as a Second Language (ESL) August 3 November 2 September 11 December 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT August 3 August 7 September 11 Towboat Operator September 7 College Programs Course Associates in Arts Check-In Date June 8 August 17 October 26 Completion Date July 31 October 19 December 18 Course Schedule Notice * The above courses will be followed by a mandatory four-week Sealift Operations and Maintenance Course. (If you already have a Sealift Operations and Maintenance endorsement you DO NOT have to repeat this course.) �pgradi g ou se LSS ow for an S ppl .......................................................................................................................................... Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name (first) (Last) Deep Sea Member D Inland Waters Member D Mo./Oay/Vear Telephone -~-------­ (Area Code) (Zip Code) (State) (City) Date of Birth (Middle) Pacific 0 Lakes Member D Social Security#_______ Book# _ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Date Book Port Presently Was Issued _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SH LSS Trainee Program: D Yes Trainee Program: From ____~_to_---.--....---(dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: O Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: 0 Yes No D Firefighting: 0 Yes No 0 CPR: 0 Yes No 0 Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - -- - -- - - - - - -- - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK STEWARD ENGINE D Tankerman o AB/Seallft Special D FOWT D AB/Seallft Limited O AB/Seallft Unlimited O Towboat Operator Inland 0 Towboat Operator Not More Than 200 Miies D Towboat Operator (Over 200 Miles) D Celestial Navigation D Master Inspected Towing Vessel D Mate Inspected Towing Vessel D 1st Class Piiot D Third Mate Celestial Navigation D Third Mate D Radar Observer Unlimited D Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. D QMED-Any Rating D Variable Speed DC Drive Systems (Marine Electron ics) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance & Operations D Diesel Engine Technology O Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected Motor Vessel O Third Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance O Hydraulics D Electro-Hydraulic Systems O O O O O Assistant Cook Utility Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS O Welding O Llfeboatman 0 Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT O Adult Basic Education (ABE) D High School Equlvalency Program (GED) O Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM O Associates In Arts Degree O Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~------------~-DATE~-~----~----~-­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 June 1987ILOGI11 �FREIGH SH p AGREEME T 1. Article Il, Section 21 shall be changed to read as follows: SECTION 21. PREMIUM RATES, OVERTIME RATES AND PENALTY RATES (a) PREMIUM RATES Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $17.99 $18.35 $18.72 16.11 14.83 14.83 13.69 12.94 16.43 15.13 15.13 13.96 13.20 16.76 15.43 15.43 14.24 13.46 12.30 11.45 9.61 9.61 12.55 11.67 9.80 9.80 12.80 11.90 10.00 10.00 19.62 20.01 20.41 19.62 18.89 18.89 18.89 17.73 17.73 17.73 17.73 20.01 19.27 19.27 19.27 18.08 18.08 18.08 18.08 20.41 19.66 19.66 19.66 18.44 18.44 18.44 18.44 16.25 15.52 15.07 16.57 15.83 15.37 16.90 16.15 15.68 17.99 16.64 15.15 13.67 16.25 15.52 13.99 15.07 14.19 13.04 12.30 13.23 12.30 12.30 11.44 15.07 13.23 11.44 18.35 16.97 15.45 13.94 16.58 15.83 14.27 15.37 14.47 13.30 12.55 13.49 12.55 12.55 12.55 11.67 15.37 13.49 11.67 18.72 17.31 15.76 14.22 16.91 16.15 14.56 15.68 14.76 13.57 12.80 13.76 12.80 12.80 12.80 11.90 15.68 13.76 11.90 17.99 18.35 18.72 17.99 17.99 16.11 14.35 13.99 12.16 12.16 12.16 9.59 18.35 18.35 16.43 14.64 14.27 12.40 12.40 12.40 9.78 18.72 18.72 16.76 14.93 14.56 12.65 12.65 12.65 9.98 DECK DEPARTMENT Boatswain (SL18s, D6s, D7s D9s, Lash) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Green Blue O.S. Maintenance Ordinary Seaman ENGINE DEPARTMENT Chief Electrician (SL18s, D6s D7s, Lash) Q.M.E.D./Electrician D-9 Chief Electrician Crane Mtce. Electrician Electrician Reefer Mtce. Second Electrician Engine Maintenance Engine Utility Reefer Mtce. Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Class 1 Class 2 Class 3 Class 4 Plumber Machinist Unlicensed Jr. Engr. (Day) Unlicensed Jr. Engr. (Watch) Deck Engineer Engine Utility Evaporator Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler Mtce. Utility General Utility Deck/Engine 12.30 Able Seaman Green Blue O.S. Maintenance Ordinary Seaman Except as otherwise provided, the Premium Rates set forth above shall be paid for all work performed on Saturdays, Sundays and holidays. When specific rates are provided in this Agreement for work done on Saturdays, Sundays and holidays, those rates shall not be less than the Premium Rate in effect. It is further agreed that the Company shall offer to all Deck and Engine Unlicensed Personnel possessing a Group I rating, a minimum of eight (8) hours every Saturday, Sunday and holiday whether at sea or in port. (b) OVERTIME RATES 12 I LOG I June 1987 8.23 8.23 6.52 6.52 10.31 10.52 10.73 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.31 10.31 10.31 10.52 10.52 10.52 10.73 10.73 10.73 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 7.91 7.91 7.91 7.91 7.91 6.26 10.31 7.91 6.26 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 8.07 8.07 8.07 8.07 8.07 6.39 10.52 8.07 6.39 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 8.23 8.23 8.23 8.23 8.23 6.52 10.73 8.23 6.52 10.31 10.52 10.73 10.31 10.31 10.31 10.31 10.31 7.91 7.91 7.91 6.26 10.52 10.52 10.52 10.52 10.52 8.07 8.07 8.07 6.39 10.73 10.73 10.73 10.73 10.73 8.23 8.23 8.23 6.52 STEWARD DEPARTMENT Chief Steward (SL18s, D6s, D7s D9s, Lash) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Balcer Second Cook Third Cook Assistant Cook Steward Assistant Except as otherwise provided, the rates set forth above shall be paid for all work in excess of eight (8) hours Monday through Friday. (c) PENALTY RATES (c) 1. ON WATCH, Monday through Friday Effective 7/1/87 Group 1 Group 2 Group 3 $ 6.44 4.95 3.91 (c) 2. OFF WATCH, Monday through Friday Group 1 Group 2 Group 3 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $11.49 9.22 8.20 $11.72 9.40 8.36 $11.95 9.59 8.53 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $17.99 $18.35 $18.72 16.10 12.50 9.92 16.43 12.76 10.12 16.76 13.02 10.32 (c) 3. ON WATCH, Saturdays, Sundays and Holidays Group 1 (SL18s, D6s, D7s D9s, Lash) Group 1 (Standard) Group 2 Group 3 Except as otherwise provided, the rates specified above shall be paid for such work as is specified in the Agreement (January 1, 1985-June 15, 1987). Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $10.31 $10.52 $10.73 10.31 10.31 10.31 7.91 7.91 10.52 10.52 10.52 8.07 8.07 10.73 10.73 10.73 8.23 8.23 DECK DEPARTMENT Boatswain (SL18s, ~' D7s D9s, Lash) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster 8.07 8.07 6.39 6.39 ENGINE DEPARTMENT Chief Electrician (SL18s, D6s D7s, Lash) Q.M.E.D./Electrician D-9 Chief Electrician Crane Mtce. Electrician Electrician Reefer Mtce. Second Electrician Engine Maintenance Engine Utility Reefer Mtce. Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Class 1 Class 2 Class 3 Class 4 Plumber Machinist Unlicensed Jr. Engr. (Day) Unlicensed Jr. Engr. (Watch) Deck Engineer Engine Utility Evaporator Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler Mtce. Utility General Utility Deck/Engine STEWARD DEPARTMENT Chief Steward (SL18s, D6s, D7s, D9s, Lash) Steward/Cook Steward/Balcer Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Steward Assistant 7.91 7.91 6.26 6.26 ARTICLE m, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Deck Department, when the respective ratings are carried, shall be as follows: Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 $2,091.30 $2,133.13 $2,175.79 Rating Boatswain (SL18s, D6s, D7s D9s, Lash) �Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Green Blue O.S. Maintenance Ordinary Seaman 1,849.68 1,701.79 1,701. 79 1,572.67 1,483.28 1,886.67 1,735.83 1,735.83 1,604.12 1,512.95 1,924.40 1,770.55 1,770.55 1,636.20 1,543.21 1,408.23 1,309.99 1,176.76 1,100. 78 1,436.40 1,336.19 1,200.30 1,122.80 1,465.12 1,362.91 1,224.31 1,145.26 ARTICLE IV, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Engine Department, when the respective ratings are carried, shall be as follows: Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $18.89 $19.27 $19.66 18.18 18.54 18.91 16.55 14.13 16.88 14.41 17.22 14.70 12.45 11.57 11.44 9.87 12.70 11.80 11.67 10.07 12.95 12.04 11.90 10.27 18.89 17.23 15.59 13.97 18.89 17.34 17.34 15.19 14.26 14.27 12.45 12.45 11.44 11.44 19.27 17.57 15.90 14.25 19.27 17.69 17.69 15.49 14.54 14.56 12.70 12.70 11.67 11.67 19.66 17.92 16.22 14.54 19.66 18.04 18.04 15.80 14.83 14.85 12.95 12.96 11.90 11.90 18.89 19.27 19.66 18.89 18.89 17.27 19.27 19.27 17.62 19.66 19.66 17.97 16.62 14.91 14.13 12.16 12.16 9.59 16.95 15.21 14.41 12.40 12.40 9.78 17.29 15.51 14.70 12.65 12.65 9.98 DECK DEPARTMENT Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman Green Blue O.S. Deck Maintenance Ordinary Seaman ENGINE DEPARTMENT Rating Chief Electrician (SL18s, D6s D7s, Lash) Q.M.E.D./Electrician D-9 Chief Electrician Crane Mtce. Electrician Electrician Reefer Mtce. Second Electrician Engine Maintenance Engine Utility Reefer Mtce. Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D.* Class 1 Class 2 Class 3 Class 4 Plumber Machinist Unlicensed Jr. Engr. (Day) Unlicensed Jr. Engr. (Watch) Deck Engineer Engine Utility Evaporator Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler Mtce. Utility General Utility Deck/Engine $2,237.43 $2,282.18 $2,327.82 2,237.43 2,176.01 2,176.01 2,176.01 2,034.17 2,034.17 2,034.17 2,034.17 2,282.18 2,219.53 2,219.53 2,219.53 2,074.85 2,074.85 2,074.85 2,074.85 2,327.82 2,263.92 2,263.92 2,263.92 2,116.35 2,116.35 2,116.35 2,116.35 2,086.47 1,854.08 1,729.61 2,128.20 1,891.16 1,764.21 2,170.76 1,928.99 1,799.48 2,091.30 1,920.53 1,749.76 1,579.00 1,865.21 1,779.74 1,602.50 1,725.88 1,625.50 1,490.94 1,408.23 1,515.45 1,408.23 1,408.23 1,408.23 1,308.12 1,746.98 1,625.50 1,308.12 2,133.13 1,958.94 1,784.76 1,610.58 1,902.51 1,815.33 1,634.55 1,760.40 1,658.01 1,520.76 1,436.39 1,545.76 1,436.39 1,436.39 1,436.39 1,334.28 1,781.92 1,658.01 1,334.28 2,175.79 1,998.12 1,820.46 1,642.79 1,940.56 1,851.64 1,667.24 1,795.61 1,691.17 1,551.18 1,465.12 1,576.68 1,465.12 1,465.12 1,465.12 1,360.97 1,817.56 1,691.17 1,360.97 *Effective January 1, 1985, all QMEDs shall be reclassified subject to verification of having satisfactorily completed the following specified Seafarers Harry Lundeberg School of Seamanship specialty courses. QMED QMED QMED QMED (a) PREMIUM RATES Class Class Class Class Pumproom Maintenance & Operation Diesel Engine Technology Hydraulics Hagglund Crane Maintenance Refrigerated Container Advancement Maintenance On all vessels carrying a Q.M.E.D./Electrician, he shall be paid in accordance with his Q.M.E.D. classification or at Chief Electrician rates, whichever is higher. ARTICLE V, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Steward Department, when the respective ratings are carried, shall be as follows: Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 $2,091.30 $2,133.13 $2,175.79 2,091.30 2,091.30 1,849.68 1,644.06 1,602.49 1,408.23 1,389.20 1,389.20 1,092.20 2,133.13 2,133.13 1,886.67 1,676.94 1,634.54 1,436.39 1,416.98 1,416.98 1,114.04 2,175.79 2,175.79 1,924.41 1,710.48 1,667.23 1,465.12 1,445.32 1,445.32 1,136.32 Rating Chief Steward (SL18s, D6s, D7s D9s, Lash) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Steward Assistant A KER AG E 1. Article II, Section 21 shall be changed to read as follows: Section 21. premium rates, overtime rates and penalty rates 'E T Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. (or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook & Baker Third Cook Assistant Cook Steward Assistant Except as otherwise provided, the Premium Rates set forth above shall be paid for all work performed on Saturdays, Sundays and Holidays. When specific rates are provided in this Agreement for work done on Saturdays, Sundays and Holidays, those rates shall not be less than the Premium Rate in effect. It is further agreed that the Company shall offer to all Deck and Engine Unlicensed Personnel possessing a Group I rating, a minimum of eight (8) hours every Saturday, Sunday and holiday whether at sea or in port. Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $10.31 $10.52 $10.73 10.31 10.52 10.73 10.31 7.91 10.52 8.07 10.73 8.23 7.91 7.91 6.26 6.26 8~07 8.07 6.39 6.39 8.23 8.23 6.52 6.52 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 10.31 7.91 7.91 7.91 6.26 6.26 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 10.52 8.07 8.07 8.07 6.39 6.39 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 10.73 8.23 8.23 8.23 6.52 6.52 10.31 10.52 10.73 10.31 10.31 10.31 10.52 10.52 10.52 10.73 10.73 10.73 DECK DEPARTMENT SHLSS SPECIALTY COURSES 6. 7. 8. 9. 10. STEWARD DEPARTMENT (b) OVERTIME RATES 1-QMED with six or more SHLSS specialty courses. 2-QMED with four or five SHLSS specialty courses. 3-QMED with two or three SHLSS specialty courses. 4 1. Automation 2. Marine Electrical Maintenance 3. Refrigeration Systems Maintenance & Operation 4. Welding 5. Marine Electronics Q.M.E.D. Class 1 Class 2 Class 3 Class 4 Q.M.E.D./Pumpman Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility Deck/Engine Wiper Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman Green Blue O.S. Deck Maintenance Ordinary Seaman ENGINE DEPARTMENT Q.M.E.D. Class 1 Class 2 Class 3 Class 4 Q.M.E.D./Pumpman Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility Deck/Engine Wiper STEWARD DEPARTMENT Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) (Continued on Page 14.) June 1987 I LOG I 13 �(Continued from Page 13.) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook & Baker Third Cook Assistant Cook Steward Assistant 10.31 10.31 10.31 7.91 7.91 6.26 10.52 10.52 10.52 8.07 8.07 6.39 10.73 10.73 10.73 8.23 8.23 6.52 Except as otherwise provided the rates set forth above shall be paid for all work in excess of eight (8) hours, Monday through Friday. 3. Refrigeration Systems Maintenance & Operation 4. Welding 5. Marine Electronics On all vessels carrying a Q.M.E.D./Pumpman, he shall be paid in accordance with his Q.M.E.D. classification in effect or at the rate applicable to the Chief Pumpman, whichever is higher. ARTICLE V, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Steward Department, when the respective ratings are carried, shall be as follows: (c) PENALTY RATES (c) 1. ON WATCH, Monday through Friday $ 6.44 4.95 3.91 (c) 2. OFF WATCH, Monday through Friday - Group 1 Group 2 Group 3 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $11.49 9.22 8.20 $11.72 9.40 8.36 $11.95 9.59 8.53 (c) 3. ON WATCH, Saturdays, Sundays and Holidays Group 1 (on vessels constructed since 1970) Group 1 (25,500 D.W.T. and over) Group 1 (under 25,500 D. W. T .) Group 2 Group 3 Effective 7/1/87 Effective 7/1/88 Effective 7/1/89 $18.89 $19.27 $19.65 18.18 18.54 18.91 16.55 16.88 17.22 12.51 9.92 12.76 10.12 13.02 10.32 Except as otherwise provided, the rates specified above shall be paid for such work as is specified in the Agreement (January 1, 1985-June 15, 1987). ARTICLE III, Section 1, Wages shall be changed to read as follows: Section 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Deck Department, when the respective ratings are carried, shall be as follows: Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 Rating - Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman Green Blue O.S. Deck Maintenance Ordinary Seaman $2,219.53 $2,263.92 2,176.01 2,176.01 1,980.37 2,219.53 2,219.53 2,019.98 2,263.92 2,263.92 2,060.38 1,906.44 1,711.26 1,670.88 1,482.08 1,482.08 1,092.19 1,944.57 1,745.49 1,704.30 1,511.72 1,511.72 1,114.03 1,983.46 1,780.40 1,738.39 1,541.95 1,541.95 1,136.31 FREIGHTSHIP AND TANKER COST OF LIVING ADJUSTMENT The cost of living adjustment due on January 1, 1987 under the Agreement is hereby waived. Based on the percentage increase between the April 1986 index and the April 1987 index of the Consumers Price Index-United States City Average for Urban Wage Earners and Clerical Workers or its agreed upon successor-published by the Bureau of Labor Statistics of the U.S. Department of Labor (1967= 100), effective July 1, 1987, a cost of living adjustment equal to .6667 percent of such amount of such percentage increase, plus any unpaid fraction carried over from the cost of living adjustment, effective January 1, 1986 shall be added to the base wage, premium overtime, (Saturdays, Sundays and Holidays) and Overtime (excess of eight [8] hours, Monday through Friday) specified in Article II, Section 21, Sub-sections (a) and (b) and the off watch Monday through Friday penalty rate as specified in Article II, 21(c). Increases shall be paid on the basis of each full percent increase with any unpaid fraction carried over to the next period or periods and used in computing the percentage increase for such later period or periods. Further cost of living adjustments shall be granted under the same formula at yearly intervals, based on the Consumer Price Index increases, if any, between the April 1987 index and the April 1988 index, to be effective July 1, 1988 and between the April 1988 index and the April 1989 index, to be effective July I, 1989. In the event the Extended Contract is further extended pursuant to Section 1 herein, yearly cost of living adjustments shall be granted under the same formula. 2,011.96 2,052.20 It is understood and agreed that the foregoing adjustments shall not be effective unless and to the extent that increases in the Consumer Price Index exceed ten percent (10 % ) calculated on a cumulative year to year basis. 1,898.55 1,618.97 1,936.52 1,651.35 1,975.25 1,684.38 The cost of living adjustments provided herein shall not be included in the base wage for the purpose of computing pension benefits. Dated: May 27, 1987 1,424.80 1,325.40 1,308.20 1,129.81 1,453.30 1,351.91 1,334.36 1,152.41 1,482.37 1,378.95 1,361.05 1,175.46 Monthly Rate 7/1/87 Monthly Rate 7/1/88 Monthly Rate 7/1/89 $2,176.01 1,988.19 1,800.40 1,612.60 2;176.01 1,990.56 1,990.56 1,762.21 1,602.73 1,642.06 1,424.80 1,424.80 1,308.20 1,308.20 $2,219.53 2,027.95 1,836.41 1,644.85 2,219.53 2,030.37 2,030.37 1,797.45 1,634.78 1,674.90 1,453.30 1,453.30 1,334.36 1,334.36 $2,263.92 2,068.51 1,873.14 1,677.75 2,263.92 2,070.98 2,070.98 1,833.40 1,667.48 1,708.40 1,482.37 1,482.37 1,361.05 1,361.05 1-QMED with six or more SHLSS specialty courses. 2-QMED with four or five SHLSS specialty courses. 3-QMED with two or three SHLSS specialty courses. 4 SHLSS SPECIALTY COURSES 14 I LOG I June 1987 $2,176.01 1,972.51 *Effective January 1, 1985, all QMEDs shall be reclassified subject to verification of having satisfactorily completed the following specified Seafarers Harry Lundeberg School of Seamanship specialty courses. 1. Automation 2. Marine Electrical Maintenance Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook & Baker Third Cook Assistant Cook Steward Assistant $2,263.92 Rating Class Class Class Class Monthly Rate 7/1/89 $2,219.53 SECTION 1. Wages. The monthly rate of pay for the Unlicensed Personnel in the Engine Department, when the respective ratings are carried, shall be as follows: QMED QMED QMED QMED Monthly Rate 7/1/88 $2,176.01 ARTICLE IV, Section 1, Wages shall be changed to read as follows: Q.M.E.D.* Class 1 Class 2 Class 3 Class 4 Q.M.E.D.!Pumpman Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireoian/Watertender General Utility Deck/Engine Wiper Monthly Rate 7/1/87 Rating Effective 7/1/87 Group 1 Group 2 Group 3 8. Hydraulics 9. Hagglund Crane Maintenance 10. Refrigerated Container Advancement Maintenance 6. Pumproom Maintenance & Operation 7. Diesel Engine Technology New Contract Protects Security (Continued from Page 3.) engine department and the unlicensed engine department crewmembers shall perform all contractual duties including general maintenance and repair under the supervision of a licensed engineer. 12. On those vessels with a three-man steward department, the Union and the company by mutual agreement may utilize the ''three-man guide.'' 13. Longshoremen holidays on tankers will be deleted from the Agreement. No other maritime union has this provision. 14. On tankers, there will be no penalty pay for handling the portable tank programs. No other union has this provision. 15. Except as previously specified, the effective date of the Agreement is June 16, 1987 and terminates on June 15, 1990. New Pensioners The following SIU members have retired on pension: DEEP SEA Brooklyn Lera Terry Gloucester James J. Moran Houston Lawrence T. Mays Jesse D. Parrish Sidney Sokolic Jacksonville Norman G. Ebanks Mobile Dan Frazier Jr. New Orleans Aaron C. Fields Earl J. Price Clayton Thompson Norfolk Jim L. Spencer St. Louis John C. Sandstrom San Francisco Egon D. Christiansen John F. Thommen Milton C. Thrash Santurce Jose M. Castell Seattle Hubert Archibald Charles L. Gard Dennis J. Manning GREAT LAKES Algonac John E. Malloy �West Coast by V. P. George McCartney S AN FRANCISCO threw a big party last month to commemorate the 50th anniversary of the Golden Gate Bridge. By coincidence, last month also marked the 50th anniversary of the founding of the National Maritime Union. I'd like to congratulate the officials and members of that union. Despite the long rivalry that has existed between the SIU and the NMU, the history and fortunes of the two organizations have long been intertwined. People unfamiliar with the history of the labor movement or the maritime industry often ask me why there are so many different unlicensed unions. In part, they reflect the haphazard development of both the maritime industry and the labor movement. The SUP, which celebrated its lOOth anniversary in 1985, is the oldest serviving maritime union. It and the MFOW date their existence back to a time when most unions were split along craft lines. Deckhands had their own union; engineers and cooks had their own separate unions as well. A split developed in the labor movement in the early '30s between "craft" and "industrial" unions. Industrial trade unionists believed in organizing workers along industry-wide lines (i.e., maritime, steel, auto). While craft unions were not adverse to organizing new workers, they felt it was more important to maintain existing ties with the members that they had. They also believed that ties between a union and its membership would be stronger if they all belonged to one job classification. Older unions like the SUP were more likely to be affiliated with the American Federation of Labor, which, like the SUP, was chartered in 1885. New unions like the NMU tended to affiliate with the Congress oflndustrial Organizations-an industrial organization that broke away from the AFL in the early '30s. Our Union, the Atlantic and Gulf District of the SIU, was formed in 1938 by Harry Lundeberg, the secretary-treasurer of the SUP. From the start, it was intended to incorporate the principles of both craft and industrial trade unionism. One of the primary reasons for its birth was the intense rivalry between the AFL and the CIO. Though the SIU-AGLIWD was an AFL union, it organized seamen along industry-wide lines, much like the NMU. Internal divisions that plagued the NMU during the '40s (which were described in the 50th anniversary issue of the NMU Pilot) gave our new organization breathing space. The vision of the SIU's early leaders-Paul Hall, Al Kerr, Paul Drozak, Cal Tanner, Sonny Simmons-did the rest, as did the loyal support of this membership. Despite their ideological differences, the leaders of the NMU and the SIU-AGLIWD wanted (and still want) the same thing-a better life for all seamen. And indeed, no history of the maritime industry is complete without mentioning both Paul Hall and Joe Curran. Both were towering figures. They just had different approaches, and so did their organizations. Sadly, the SIU and NMU still do, though in time we might be able to bridge these differences. Merger talks between us broke down earlier this year over the proposed structure of the new organization. The NMU wanted the SIU-AGLIWD to pull away from its affiliates in the international. They said unlicensed seamen should be separate, independent. We could not buy this (neither, apparently, could the NMU: they've entered into merger talks with D 1MEBA). Because in one important respect we believe that Joe Curran, the founder of the NMU, was right. It is no longer possible in this day and age for one group of workers to act independently of others. The international structure of the SIU gives us a way of reaching out to different groups of workers in order to build coalitions that will enhance the power of us all. We've never lost sight of our original mandate to improve the lives of seamen. Everything that the SIU has been able to achieve on behalf of its membership has been due to our ability to reach outside of our own sma world. That is even more important today as the maritime industry continues to shrink, and the different modes Government Service Division by V. P. Buck Mercer P ERIODICALLY, you can depend on me to discuss the subject of behavior aboard ship and ashore, particularly in foreign ports. My reasoning is simple. Periodically, disciplinary actions are taken against members at a much faster rate than at other times. It is as if this subject has never been discussed or that the membership and other marine employees have not taken heed to what has been talked about. The old saying that "Trouble is easy to get into, but hard to get out of' is as true today as it ever was. And any MSCPAC marine employee who has ever been up on a disciplinary can attest to that fact. It is no secret that disciplinary penalties for marine employees are far more severe than pen- alties for shoreside federal Civil Service employees. Why this is, I don't know? Perhaps because life aboard ship is such a close-knit society. CMPI 750, which deals with Disciplinary Actions and Penalties, is written especially for MSC marine employees. Each ship's purser or department head has a copy. However, if each marine employee reads or studies the ''Ship's Orders," which are posted on the bulletin board of each ship, and abides by them, as well as follows the orders of his/her department head or supervisor, and if every mariner would treat their shipmates as they wish to be treated, there would be no reason for disciplinary actions. THINK ABOUT IT. nating to SPAD. Take Jacksonville, for example. Shipping there is good right now. But it would be far better if Congress passed H.R. 1364, the Auto Carrier Bill. This would ensure that Americanftag shipping companies had a fair shot at cracking the Japanese auto carrier trade. Last year alone, more than 600,000 autos were shipped into the port of Jacksonville. If we had a fair share of that trade, then we'd be crewing up more than just the Bayamon. _____ :g£;;. ...._. East Coast by V.P. Leon Hall T Gulf Coast by V.P. Joe Sacco W E are presently getting ready to host a symposium on alcohol and drug abuse at our Houston hall. Civic leaders from government, business and labor will be attending, as well as a number of academicians and medical experts. Members who have gone through the ARC will share their insights and experiences. We believe that if the SIU maintains a highly visible presence on a grassroots level, then we will be in a better position to spread our main message, which is that steps need to be taken to revive the American-flag merchant marine. As head of one of the SIU's constitutionally defined regions, I am aware of just how important it is for the SIU to be active on all levels of government. The ties that the SIU makes on a grassroots level often have important consequences. In Houston, for example, we are close friends of Attorney General Jim Mattox, who is quite aware of the important role that the American-flag merchant marine plays in the defense of this country. Unlike other politicians who wave the American flag for their own political ends, people like Jim Mattox understand that the only way for the United States to remain strong is by charting a true course and staying on it. This grassroots activity has not interfered with our other tasks. Our union representatives continue to service all boats and vessels. In Jacksonville, for example, we helped crew up the Bayamon. I believe servicing the membership involves more than just making the boats or standing at the counter. We would not be doing our jobs properly if we did not try to educate our membership about the importance of do- HERE were a number of impressive Maritime Day celebrations up and down the East Coast. At New York's South Street Seaport, for example, there was a 21-gun salute given to the brave men and women who died at sea while protecting this nation. Delivering the invocation, Rev. Donald W. Kimmick of the Seamen's Church Institute had these words to say: "Let us come before the Lord with Thanksgiving for the sea ... (sustain seamen) in loneliness and boredom and anxiety about loved ones at home. In time of unemployment, trouble and despair, in sickness and pain and at hour of death." All in all, it was a moving ceremony. And of course, the United States government was quick to issue a press release commemorating the contributions that seamen have made to the defense of this country. Yet as columnist Mark Magnier wrote in The Journal of Commerce, "Some observers were quick to note the irony of last week's Maritime Day celebrations. Several hundred yards from the day's ceremonies-which included speeches, wreath laying, a 21-gun salute and a musical contest between tugboat horns and steam whistles at the South Street Seaport-stood the giant, gray, idled hulk ofa U.S. Lines Econoship, a sad symbol of [today's hard-pressed] U.S. maritime industry. Indeed, just two weeks before in a movingly worded press release the Reagan administration once again turned down a request to grant World War II seamen veteran's status. The truth of the matter is that the Reagan administration doesn't really care about seamen or the contributions they have made to the defense of this country. It has been up to individuals to pick up the void left by the administration's indifference. Rev. Kimmick, for example, has started an informal project to catalogue the grassroots services available to older seamen throughout the New York metropolitan area. The decline of the maritime industry and the lack of a humane national policy have left a void that Kimmick and other com(Continued on Page 22.) June 1987ILOGI15 - �Profile: Kawishiwi's 3rd Mate A NDY Kovacs, the amiable third mate on the Kawishiwi, is a man who has faced obstacles most of his life and managed to overcome them. How else do you explain his dream of becoming a merchant seaman in a country without an ocean, or surviving in an English-speaking country without knowing the language, or gradu..._ ating from a maritime academy when other institutions told him he was too old? For Kovacs, life has been a long lesson in humility. Born and raised in Hungary, Kovacs, after graduating from a mechanical engineering school, decided to seek a life of adventure on the waters of the Danube River where he took a job as third engineer aboard a river boat. The Danube River, considered the most important water route in central and western Europe, flows all the way to the Black Sea. With his first taste of the sea, Kovacs decided he wanted more. He left Hungary in 1972 and lived briefly in Austria and Italy before coming to the United States where he arrived not knowing a word of English. ''I remember when the immigration officials told me to raise my hand and to sign papers. I didn't have the slightest idea what they were saying," chuckled Kovacs, recalling the ordeal in New York when he first landed in this country. "It was weird. I didn't _. know what I was supposed to say or sign.'' . He worked for a few months in a machine shop on Long Island, then traveled west to California and Nevada where he took a janitorial job at a Lake Tahoe casino. Confident of his increasing use of English, he settled in San Diego and decided to enroll in college to pursue an American engineering degree. But when he enrolled at San Diego State University, campus officials told him he would have to begin as a freshman, despite his Hungarian education. ''I had lots of courses which were mostly lectures," he recalled. "I didn't understand most of them because my English was still limited." At the same time he was attending college, he had heard that only American citizens could work for the U.S. merchant marine. ''I later learned this was not true," said Kovacs. "Ilearned you could easily join the merchant marine with a green card.'' But reflecting on events at the time, Kovacs said it was better that he didn't know the 1 truth. He soon took out papers to become a U.S. citizen and after he was naturalized, Kovacs headed for the Texas Maritime Academy at Galveston. At 29, Kovacs learned that this maritime institution was the only one in the U.S. that didn't have an age requirement for prospective ap16 I LOG I June 1987 - plicants. He graduated three years later as a licensed deck officer. "I didn't want to go back down into the engine room," said Kovacs, explaining his decision to work topside instead of below deck. ''My first ship in Hungary was a steamer built in 1867. With her paddle wheel, she was the fastest vessel on the Danube. But it was also hot and miserable in the engine room. After that experience, I wanted the fresh air.'' Kovacs spoke to MSC recruiters when they visited the academy in 1982. ''I wanted to work for the [Military Sealift] Command because I knew it was the best equipped outfit in the U.S. merchant marine," he said. But with a hiring freeze imposed on the Command, Kovacs looked elsewhere for employment. He worked as a navigator aboard a seismic ship out of Texas, then returned to California where he was hired as an engineer and deckhand on a commercial tug. He finally got a chance to work for MSC in 1984 when he took an ABM job aboard the USNS Neptune. "I considered myself very lucky because it was a real nice ship with a great crew," said Kovacs. "I immediately noticed a sense of camaraderie and teamwork among the Neptune crew that I hadn't observed before in previous commercial jobs." From Neptune, Kovacs headed for the Wes tern Pacific and a tour on USNS Ponchatoula before his assignment aboard Kawishiwi. "I really love the fleet oilers," said Kovacs. "These ships don't sit in port. They're out at sea doing something very valuable for the fleet. And the crews are very professional. They're confident and get the job done.'' An enthusiastic outdoorsman who hikes frequently in the mountains of California, Kovacs will be walking down the aisle this month when he marries a Bay Area woman. He expects to continue his sailing career with MSC. "Even if the commercial shipping industry improved, I'd still stay with Military Sealift Command,'' says Kovacs. "I really consider myself very lucky to be working for MSC." New Fleet Oiler Added The USNS Andrew J. Higgins (TAO 190), a fleet oiler of new construction built at Avondale Shipyard in New Orleans, La., will be fully crewed by MSCPAC by the end of September 1978. The fully automated ship will lift a crew of 20 officers, 20 CPOs and 56 men from MSCPAC. The military department will consist of 1 officer and 20 enlisted personnel for a total compliment of 117. The Higgins, designed and built with the "Quality of Shipboard Life" in mind, can boast that all crew accommodations were built to commercial standards with single outboard staterooms for all hands. There are even some spare crew rooms in the event the crew is enlarged. There are private head and shower facilities for all CPOs and one semi-private head and shower adjoining each two staterooms for the nonofficer crew. Other amenities include three lounges: officers, CPOs, and crew; a gymnasium; library; hobby shop, and a closed circuit TV system. The master, some of the engineering officers, chief electrician and electronics technician will be required to undergo several weeks of training, after which the full crew will go through a familiarization onboard phase. The Marine Placement & Receiving Section at MSCPAC will have an easy time crewing this ship, mainly because of the much improved conditions. State Senator Supports Workers Quinten L. Kopp, a former San Francisco city councilman and recently elected to the California state senate, has taken a positive position in favor of retaining the California Occupational Safety and Health Administration, a state agency that the governor had proposed to eliminate. The following letter outlines Senator Kopps' position. Dear Mr. Mercer: In recent weeks, I have heard from and met with many labor union members, representatives, and other interested citizens about the governor's proposal to eliminate the California Occupational Safety and Health Administration. AB a result, I wanted to take this opportunity to let you know directly my conclusion on one of the most significant issues to face California workers in many years. In short, I oppose the proposal. I conclude that elimnination of Cal/OSHA would do a disservice to the health and safety of California workers, and would result in the diminution of inspection, maintenance, and correction measures which now prevail with respect to California employers and which are studiously, effectively administered. Moreover, the advocacy of many California employers and management organizations on behalf of Cal/ OSHA is evidence of not only the concern over the effect on the safety of their employees, but also their insurance costs. It would be a mistake for all concerned parties to eliminate Cal/OSHA. Accordingly, I voted "aye" on Thursday, May 28, 1987 on the state budget adopted by the Senate which contains the needed money for Cal/OSHA. In closing, let me say I have welcomed your thoughts and comments on Cal/OSHA and invite you to contact me at any time on any other issues of interest or concern to you. Sincerely yours, . Quentin L. Kopp �MSC Hospital Ship on Humanitarian Mission Story and Photos by PHC Chet King, USN The largest trauma facility and ninth largest hospital in the United States is as long as three football fields and floats. Manned by a Military Sealift Command crew of 83 and commanded by Capt. Richard B. Hosey, the 1,000bed hospital ship USNS Mercy (T-AH 19) is the newest MSC Special Mission ship and is currently on a five-month training and humanitarian cruise to the Republic of the Philippines and other South Pacific island-nations. Onboard is a tri-service U.S. military, Filipino and U.S. Public Health Service medical and support staff of over 600. The 894-foot long former crude oil tanker was converted by the National Steel and Shipbuilding Company in San Diego into the country's first hospital ship since the Vietnam War. It was designed to provide mobile, flexible rapid response medical and surgical care for U.S. forces during hostilities. "What we have here is a 1,000-bed hospital with a bow, stem and engine room attached. It is unlike any MSC ship currently afloat. It was built to handle passengers comfortably,'' said Hosey. A ramp system was installed from the helicopter deck to the casualty receiving area four decks below. Nine elevators also handle cargo and casualties. Passageways are called hallways, wide stairwells replaced ladders and above the waterline special fire doors were installed. False ceilings required a special fire alarm system. "For a ship of this size it handles and rides well,'' said Hosey, MSC' s senior master. "I'm very glad to be on this mission. The entire crew, MSC and military alike, worked around the clock for a week to make sure we met our sailing schedule.'' "To be sure we have had some problems, but that's what a shakedown cruise is all about,'' said First Officer Lawrence D. Carley. Wearing a pair of black running shoes that may be worn out by the end of the cruise, Carley dares anyone to keep up with him as he dashes around the ship in an effort to stay on top of things. ''I hate staying in my office," he says. Carley's deck personnel are responsible for the general maintenance of the ship, fire fighting, damage control and overall passenger safety. An MSC crewman is in charge of each of the ten lifeboats. Chief Engineer Dennis W. Legget has been with MSC for 18 years. "As a tanker the ship would carry seven engineers. Because of the auxiliary machinery spaces and service areas added to support the medical facility I'm now carrying 27 engineers," he said. The Mercy has three 2200KW diesel generators, two evaporators capable of making 75 ,000 gallons of fresh water daily and two 800-ton air-conditioning units. A new 26-foot diameter skewered prop was put on to reduce vibration. ''Our biggest problem is with the ship's ballasting system which causes the ship to list up to two degrees," Bennet said. "We need to look at installing a system of partitions, closing off the double bottoms and putting in some valves in the current U-shaped ballast tanks." Communications on an 894-foot ship can be a problem also. On the Mercy, all MSC officers and watchstanders carry two-way radios. Able Seaman Jesse Hester is a 21year MSC veteran. "I'm a watchstander at the gangway. Security is tight and all visitors must sign in and out," he said. "Traffic tends to get backed up, but everyone has accepted it." The Mercy carries the largest galley afloat and can seat up to 500 people. It is run cafeteria style, unlike the Aaron Bland, junior engineer, and Jeffrey Kelley, third assistant engineer, at the main engine room console aboard the USNS Mercy. ~~,.-- .. :·;:.;.·.-·· ··· - AB Jessie Hester carries a young Filipino patient up the Mercy's accommodation ladder in Legazpi, R.P. galleys on other MSC ships where the crew sits in more comfortable surroundings. ''That has taken some getting used to," said Hester. "That and the sparse, crowded berthing areas.'' Built to get underway within five days for combat or disaster relief mission, the Mercy's MSC crew will be reduced to 17 upon arrival in Oakland in July. "We're doing a hell of a mission over here in the Philippines. The people really appreciate our efforts,'' said Hosey. "If I don't retire first I would hope to take the ship out on another humanitarian mission in the near future.'' It takes a lot of work to keep the 894-foot-long hospital ship's white decks clean. June 1987 I LOG I 17 �Deep Sea Pensioner Frank Bosmentes died April 27. Born in the Philippines, Brother Bosmentes joined the SIU in 1942 in the port of Tampa, Fla. He sailed in the steward department. Bosmentes was active in the 1946 General Strike and the 1947 Isthmian beef. He went on pension in 1971. Seafarer Bosmentes is survived by his wife, Romana. Jorge A. Calix, 36, died April 11 following an automobile accident in Piney Point, Md. He had been attending upgrading classes at SHLSS at the time. Brother Calix joined the SIU in 1968 in the port of New Orleans and sailed in the engine and steward departments, most recently aboard a Sea-Land vessel. Born in Honduras, Seafarer Calix was buried at Restlawn Cemetery in Jefferson Parish, La. He is survived by his father, Juan, of New Orleans. Pensioner Berry Crain Jr., 59, died of cardiac failure April 18. Brother Crain joined the SIU-merged Marine Cooks & Stewards Union in the port of San Francisco. He sailed in the steward department, most recently aboard a Matson Line vessel. Seafarer Crain went on pension Jan. 1, 1979. Born in Arkansas, Crain was buried at Greenlawn Memorial Cemetery in Colma, Calif. He is survived by two sisters, Fraxinella Fennell and Mary Crain, both of Oakland, Calif. Geiszler, who resided in Brasschaat, Belgium, was cremated there. He is survived by his wife, Ann, of Brasschaat. Pensioner Ignace Decareaux, 83, succumbed to heart problems on March 27. Brother Decareaux joined the SIU in 1938 in the port of New Orleans, LA. He sailed in the deck department and retired on pension in 1966. Burial was at St. Vincent dePaul in New Orleans. Seafarer Decareaux is survived by his wife, Elsie, and by his granddaughter, Deborah Hoover. Melvin H. Gatling succumbed to acute myocarditis (heart attack) March 8 while aboard the SS Sam (WaterHouston man) in Thailand. He was 28 years old. Brother Gatling joined the SIU in 1980 in Piney Point, Md. and sailed in the steward department. Buried in Portsmouth, Va., Gatling is survived by his mother, Lillie, of Norfolk, Va. Pensioner Leon E. Foskey, 74, died of respiratory problems April 22. Born in Maryland, Brother Foskey joined the SIU in 1943 in New York. He sailed in the deck department and was active in the General Strike of 1946 and the Isthmian beef of 1947. Cremation took place in Salisbury, Md. Seafarer Foskey, who went on pension in 1980, is survived by a brother, William, of Salisbury, Md.; a sister, Evirgiline Elliott, and a nephew , R. Wayne Elliott. Pensioner Robert E. King died April 22 following a heart attack. He was 64 years old. Brother King joined the SIU in 1948 in the port of Norfolk, Va. He sailed in the deck department. As a new member, King was active in the General Strike and the Wall St. beef. He last sailed with Penn Tankers and went on pension in 1970. Born in Virginia, Seafarer King was buried at Rosewood Memorial Park in Virginia Beach, Va. He is survived by his wife, Lucille. Pensioner Rene Geiszler, 66, died of natural causes Feb. 25. Brother Geiszler joined the SIU in 1948 in New York. He sailed in the engine department, first with Alcoa Steamship Co. and most recently with American Coastal. He retired on pension in 1985. Pensioner Billy E. Lynn, 62, succumbed to cirrhosis on April 25. Brother Lynn first sailed in 1953 with Waterman and last with Interocean Management Corp. He retired in 1986. Burial was in Llano Cemetery in Amarillo, Texas. He is survived by revou ail? 0 We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. -----------------------------------------------------------PLEASE PRINT HOME ADDRESS Date: _ _ _ _ _ _ _ _ __ his mother, E.T. Lynn, of Amarillo and a son, Steven, of Escondido, Calif. Henry P. Mccowan, 66, died of heart problems on Feb. 2, 1986. Brother McCowanjoined the SIU-merged Marine Cooks & Stewards Union in 1969 in San Francisco. He last sailed with Sea-Land as a chief steward. Burial was at the Greenwood Cemetery in Renton, Wash. He is survived by his daughters, Laura McCowan, of Seattle, Wash. and Maxine Simmons, of Missouri. Pensioner Jose Senos died Feb. 11 of respiratory disease. He was 66. Brother Senos joined the SIU in 1967 in Boston, Mass. and retired on pension in 1984. Seafarer Senos is survived by his wife, Judite, and a child, Anibal. James 0. Thompson died Feb. 20 of lung cancer. Thompson, who was in the process of getting a pension at the time of his death, first joined the SIU in 1968 in Seattle, Wash. He sailed in the deck department, most recently with Puerto Rico Marine. Brother Thompson was cremated in Jacksonville Beach, Fla. Surviving is his wife, Marilynn. Great Lakes Walter Przewozniak, 59, succumbed to cancer Jan. 26. Brother Przewozniak joined the SIU in 1964 in Detroit. He sailed in the deck department, most recently in 1985 with American Steamship Co. Burial took place at Mt. Olive Cemetery in Detroit. Seafarer Przewozniak is survived by a sister, Stephanie Szvida. Personals William Calefato Social Security No. Phone No. ( Area Code Your Full Name Apt. or Box # Street Book Number O State City SIU O UIW O Pensioner ZIP Other-------- Please get in touch with John G. Katsos, 800 Jefferson St., #606, Seattle, Wash. 98104-2405. Pam Taylor Please call John Thompson at (808) 949-3119. UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - Harold Eady This will be my permanent address for all official Union malllngs. This address should remain In the Union file unless otherwise changed by me personally. - (Signed) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ------------~----------------------------------------------J 18 I LOG I June 1987 Please contact your daughter, Suzanne, (904) 268-5829. �Diaes~ of Ships Nee~inas AMERICAN EAGLE (Pacific Gulf Marine), April 20-Chairman Stanley Krawczynski, Secretary Robert D. Bright. No disputed OT or beefs. There is $51 in the ship's fund. Twelve marines sailed aboard the American Eagle to Norway. The captain thanked the whole crew for a job well done · with this extra group as well as for the cooperation on the part of the marines. With only a three-man steward department, there was a lot of extra work, but everything worked out well, thanks to the chief steward. A motion was made to have the retirement age reduced from 65 to 62 with 5,263 days sea time so that members can start getting social security at the same time that their retirement comes through. LNG GEMINI (Energy Transportation Corp.), April 6-Chairman Ulus Veach, Secretary Harold Markowitz, Deck Delegate Eugene Brown, Engine Delegate Tyler Womack, Steward Delegate James Robinson. No beefs or disputed OT. There is $192 in the ship's fund. The bosun reported that the ship will go into the yard on April 8 and that the crew would leave that same morning. The steward department, however, will remain onboard for a couple of days for additional cleaning and inventory. The bosun reminded those leaving of some of the problems that have occurred in the past and asked everyone to keep that in mind. The OS feels that wages should be raised now that they have been put on day work. A vote of thanks was given to the steward department. In its report to the LOG: "On April 6, an abandoned sailboat was seen and a lifeboat was sent to take a closer look. No one was onboard the sailboat which was then towed back to the ship and lifted onboard. The following day we received a telegram stating that the owner had been picked up by a fishing boat and was recovering in a hospital." INDEPENDENCE (American Hawaii Cruises), April 23-Chairman Thomas W. Lasater, Secretary John Thompson, Deck Delegate Doug Hodges, Engine Delegate Paul Titus, Steward Delegate Anne Gomes, Treasurer Thomas Hoffman. No beefs. The new OT system is working well in the deck department. The bosun noted a small turnout for this meeting, especially with such a large crew. He announced that Tom Fay is the new Honolulu port agent and asked that everyone give him their support. He also asked members to check in with the Union after payoff for dues check-off. The bosun noted that a safety meeting was held two days previously, and that he would post the minutes from that meeting. The secretary urged all eligible members to take advantage of the courses at Piney Point. He also talked about the continued pressure on unions in general and the fact that unions are perhaps more important than ever. The membership was advised to keep abreast of what's going on in the SIU, paying particular attention to the President's Report in the LOG each month. Next port: Kana, Hawaii. OMI CHARGER (OMI), April 26Chairman Franz Schwarz, Secretary Jonathan White, Educational Director Wiley L. Yarber, Deck Delegate R.W. Rogers, Engine Delegate E. Ladimer. Some disputed OT was reported by the pumpman in the engine department. There is $16 in the ship's fund. The vessel is enroute to Tampa, Fla. from St. Croix, V.I. No one is quite sure what happens after that since the ship is on a trip-to-trip charter. It was recommended that all members take advantage of Piney Point upgrading courses. "It is to each member's benefit and the best for the future." The question as to whether there would be a raise this year was brought up. A new washing machine is needed for the crew, and the aft door to the house entry on the main deck needs fixing. Members also were reminded to keep the noise level down in the TV room (the bosun sleeps next door). A vote of thanks was given to the steward department for a job well done. PAUL BUCK (Ocean Ships Inc.), April 19-Chairman R.M. Parish, Secretary Norman Johnson, Educational Director F.C. Harris, Steward Delegate M.E. Howell. There is $258 in the ship's fund from arrival pools and other sales. No disputed OT or beefs were reported in any of the departments. The bosun is going on vacation, and members of the deck department wish him well and look forward to seeing him in the next bosun recertification class "as he is a good Union brother, the kind the TO: Steward Department Sea-Land Patriot FROM: Master, Sea-Land Patriot SUBJ: Letter of Commendation steward department, particularly for the cook-out. Next ports: Tacoma, Wash., then on to Yokohama, Japan. 2nd LT. J.P. BOBO (AMSEA), April 17-Chairman E. Aldorf, Secretary P. Stubblefield, Educational Director J. Rizzo. No beefs or disputed OT. The importance of contributing to SPAD was stressed, as was the need for upgrading skills. The secretary noted that it was good to be back aboard the Bobo and see so many familiar faces. He said he hopes to make this trip as pleasant as possible. A reminder was given that there is to be no smoking on deck and in the cargo holds. A vote of thanks was given to the steward department for a job well done, particularly with the service they provided to the military On behalf of the officers and the crew, I would like to thank each of you for your excellent performance during voyages 73 and 74. It was always a pleasure to eat the meals that you prepared, as the menus were varied and interesting and often included specialties such as chicken adabo, ginger beef, home-made soups and excellently prepared vegetables. The galley, mess rooms, quarters, dishes and utensils were at all times in excellent sanitary condition. During your time aboard, you had the task of preparing the meals for Thanksgiving, Christmas and New Year's Day. I have had none better in the last 16 years that I have sailed on Sea-Land ships. This was all done with seemingly little effort, although a great deal of well planned work was required. This is the hallmark of true professionals. In short, you have shown that the food can be good with a 3-man steward department. Again, I thank you and commend you for your fine efforts. membership needs." In the steward department, Norman Johnson is back from the steward recertification class. "He has brought us much information about the welfare plans and the Military Sealift Command work." The chairman reports that the Paul Buck will probably be assigned to the eastern seaboard for a couple months. Payoff will be in Manville, A.I., and he urged all members to support SPAD. "We need all the clout we can get in Washington, D.C.-and as with most things-it takes money." The secretary noted that it has come to his attention that some dispatchers are discouraging members from taking certain jobs. As President Drozak stated in the monthly meeting, the Navy jobs are the only game in town-so there should be some positive attitudes in the hall about these jobs! The educational director urged the B men to take the sealift course at Piney Point and other upgrading courses as well. The steward has forms for all classes. "Do it today," he stressed. Confusion apparently exists as to the forming of the SMU. Some brothers believe this is a plan to undercut the SIU contracts. "We have a lack of communication in this area with the membership, and there are some hard feelings on this point. We feel there should be some material sent to the ships on this matter so we, the membership, can have a better understanding of the situation." A motion was made-that with the reduced deck department-the AB on the wheel should be allowed to sit down on watch when the vessel is not under pilotage. A new microwave will be installed shortly as will "smoke-eaters". This will make life more pleasant, especially for the non-smoking members. A new popcorn machine also is expected soon. Next ports: Norfolk; Va. and Houston, Texas. SEA-LAND FREEDOM (Sea-Land Service), April 11-Chairman L.W. Watson, Secretary L. Lamphere, Educational Director L. Morin, Deck Delegate D. Brown, Engine Delegate R.H. Surrick, Steward Delegate S.Y. Kassem. Some disputed OT is still outstanding in the steward department, and this trip the engine department reported some disputed OT between the SIU and the engineers. No money is left in the ship's fund after purchasing a new VCR in Tacoma, Wash. The chairman checked with the port agent concerning clinic cards. They are good from the time you sign on until you sign off six months later. A vote of thanks was given to the during the last operation. A vote of thanks also went to the deck department. One minute of silence was stood in memory of our departed brothers and sisters as well as for the steward's father who recently passed away. USNS LYNCH (T-AGOR-7), April 2(}Chairman Daniel Eckert, Secretary Reynaldo Z. Vanta, Deck Delegate Luis A. Malave, Engine Delegate Christopher Doyle, Steward Delegate Willie Green. No disputed OT reported. There is no ship's fund at the present time, but this will be taken up at the next meeting. The Lynch still is receiving very poor TV reception, and the VCR in the crew mess is in need of repair as is the stereo. While docked in Gulfport, Miss., the TV was looked at, but there seems to be no improvement. There are also problems with the OT sheets, both with the proper procedures for approving them and with receiving them back on time. This has led to some members being overdrawn. All members were asked to improve their work habits and try to work as a team, especially where sanitary conditions are concerned. Portions of the President's Report in the recent LOG were read which stressed the importance of military ships to the Union. Next port: Port Everglades, Fla. USNS WILKES (Lavino), April 19Chairman Sy Yaras, Secretary John McGill, Educational Director Aaron E. Thompson. No disputed OT. There is $65 in the ship's fund. A new VCR was received for the crew's recreation and is located in the crew lounge. The importance of upgrading was stressed and applications are available from the educational director. It has been a fairly smooth operation so far aboard the Wilkes with no major beefs-at least nothing that can't be resolved aboard ship. There was a man overboard recently. The matter was taken care of promptly and efficiently by the ship's crew. They did a fine job in retrieving the seaman back safely aboard ship. Next port: Kodiak, Alaska. LNG VIRGO (Energy Transportation Corp.), May 3-Chairman Billy Nuckols, Secretary S. Wagner, Educational Director B. Smith, Deck Delegate Mike Said, Engine Delegate Jerry Johnson, Steward Delegate James Robinson. No disputed OT reported. There is $373 in the ship's fund, and $100 was added by a "pilot onboard" pool. OS Michael Collins was taken off ship in Singapore with acute appendicitis. He was operated on three hours afterward. A telex from the company stated that Collins was in satisfactory condition and would be sent home April 30. In Arun, Indonesia this trip, three SIU crewmembers were caught in a restricted area because they were allowed to walk from the gate to the ship. One of them was smoking, and this caused a problem for the captain. In the future, "we would like to have transportation to the ship from the gate." This would eliminate the need for crewmembers to walk through the plant. Related to this problem was a discussion on the conduct of Seafarers while ashore in foreign ports. Since the dollar is low against the yen, members shouldn't be surprised at the high cost of taxis, bar bills, etc. But it should be remembered that Japan has its laws and "we must abide by them." A letter from the company was read stating that all hands must wear safety shoes. Upon boarding the ship, members should show the captain their receipt and he will reimburse them for the shoes (up to $55). Next ports: Osaka, Japan and Arun, Indonesia. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Tuesday, July 7 ...................... 10:30 a.m. New York ............... Tuesday, July 7 ...................... 10:30 a.m. Philadelphia .............. Wednesday, July 8 ................... 10:30 a.m. Baltimore ................ Thursday, July 9 ..................... 10:30 a.m. Norfolk ................. Thursday, July 9 ..................... 10:30 a.m. Jacksonville .............. Thursday, July 9 ..................... 10:30 a.m. Algonac ................. Friday, July 10 ...................... 10:30 a.m. Houston ................. Monday, July 13 ..................... 10:30 a.m. New Orleans ............. Tuesday, July 14 ..................... 10:30 a.m. Mobile .................. Wednesday, July 15 .................. 10:30 a.m. San Francisco ............ Thursday, July 16 .................... 10:30 a.m. Wilmington .............. Monday, July 20 ..................... 10:30 a.m. Seattle .................. Friday, July 24 ...................... 10:30 a.m. San Juan ................ Thur day, July 9 ..................... 10:30 a.m. St. Louis ................ Friday, July 17 ...................... 10:30 a.m. Honolulu ................ Thursday, July 16 .................... 10:30 a.m. Duluth .................. Wednesday, July 15 .................. 10:30 a.m. Jersey City ............... Wednesday, July 22 .................. 10:30 a.m. New Bedford ............. Tuesday, July 21 ..................... 10:30 a.m. June 1987ILOGI19 �Shellback Initiation-Crossing a Strange Line Text and Photography by Leonard Earl Johnson Now that the SIU is manning U.S. Navy ships, traditions nearly forgotten are returing to our members. In 1987 the SIU-crewed USNS Dutton (LSC Marine) operating out of the port of Rio de Janeiro, Brazil sailed over that magical divide, the equator. On one side, say some, water swirls down the drain in one direction; on the other side it swirls down the opposite way. Me, I've never been able to remember on one side how it entered the drain when on the other side, but I do know that a person not having ever crossed the equator is a lowly "Polywog" and will damn well remain one 'til passing through the initiation that turns "Polywogs" into "Shellbacks." When Captain Mauro Rivera took the Dutton over that "hump," out from "The Deep" came Davy Jones, King Neptune and Queen Neptune to oversee two days of ceremony few have seen before through the camera eye. The following photographs report the initiation of ''Polywogs'' into ''Shellbacks" on the USNS Dutton somewhere in the Atlantic not far from the equator. King Neptune (Navy Commanding Officer Bullfinch) sits next to his Queen (SIU OS John Grubbs) on their Anchor Throne for the second day's festivities. - A "dinner" is served the Polywogs on the second day; SIU engine room Polywog, Rudy Salvagio smiles, showing his enjoyment. Davy Jones (Navy Lieutenant Tyson) welcomes "Polywogs" from both the Navy and the SIU. At celebration's end the Polywogs are given a final washing before being named Shell backs. Navy and SIU Polywogs roll on the deck in watery celebration before the watch of Shellbacks and King Neptune and his Queen. 20 I LOG I June 1987 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes MAY 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Joe DiGiorglo, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Algonac ................... 0 19 0 13 0 4 0 2 0 24 6 0 ENGINE DEPARTMENT 0 15 2 0 29 0 0 STEWARD DEPARTMENT 0 11 0 0 5 0 Port Algonac ................... Port Algonac ........... . ....... Port 28 HEADQUARTERS ENTRY DEPARTMENT Algonac ................... 12 0 0 2 0 0 0 Totals All Departments. . . . . . . . O 48 3 0 54 4 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month . 25 6 63 12 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELA~D, Dispatchers Report for Deep Sea MAY 1-31, 1987 Port New York ............... Philadelphia .............. Baltimore ........... .... Norfolk ................. Mobile ................. New Orleans .... .... .... . Jacksonville .............. San Francisco ............. Wilmington .... . .. ....... Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ...... ........ .. St. Louis ................ Piney Point .............. Totals ................. ~, Port New York ............... Philadelphia .............. Baltimore ............... Norfolk .... ... .......... Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco ............. Wilmington .............. Seattle ......... .. ...... Puerto Rico .............. Honolulu ................ Houston ................ St. Louis .... .. .......... Piney Point .............. Totals ................. Port New York ............... Philadelphia ..... .. ....... Baltimore ...... .. ....... Norfolk ........ . ........ Mobile ................. New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington ........ .... .. Seattle ................. Puerto Rico ...... ..... ... Honolulu ................ Houston . ......... ...... St. Louis ................ Piney Point .............. Totals ................. *TOTAL REGISTERED All Groups Class A Class B Class C 51 3 13 14 15 47 32 26 26 28 13 10 36 0 0 17 3 3 8 9 9 8 7 7 9 3 22 11 0 6 1 2 0 3 1 4 3 9 1 2 1 6 2 0 1 TOTAL SHIPPED All Groups Class A Class 8 Class C 34 2 5 9 10 39 24 22 23 26 15 12 32 0 0 DECK DEPARTMENT 1 15 2 2 2 0 8 1 4 1 3 2 4 5 9 6 0 8 3 2 1 0 20 5 9 2 0 0 1 3 ENGINE DEPARTMENT 4 0 0 1 2 0 0 5 0 3 2 0 4 0 2 1 0 8 7 1 1 0 10 9 3 0 0 0 0 0 314 122 36 253 26 2 5 9 16 32 20 12 17 22 3 2 22 0 2 8 2 3 6 5 6 6 3 0 1 1 1 0 2 2 3 2 2 0 8 0 0 0 23 2 7 5 4 27 19 13 12 15 10 5 16 0 2 9 6 1 13 5 0 2 190 75 22 160 21 3 2 6 5 10 9 39 7 22 2 7 2 2 1 0 0 0 0 1 0 3 12 2 0 5 3 20 7 20 7 20 3 5 11 0 3 9 21 0 4 160 3 0 4 5 4 6 5 0 22 2 0 4 66 0 1 0 21 0 0 0 27 118 Port New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ....... _......... New Orleans ............. Jacksonville .............. San Francisco ............. Wilmington .............. Seattle ................. Puerto Rico . . . . . . . . Honolulu ................ Houston ................ St. LOUIS ..... ...... . . . Piney Point ... .......... Totals ...... .......... 156 225 236 102 ...... 820 488 321 633 Totals All Department 15 3 3 3 1 22 6 44 10 26 3 6 14 0 0 29 5 3 7 3 13 16 10 10 22 6 8 4 0 11 6 2 0 8 2 13 1 0 5 0 14 3 30 16 3 1 134 3 0 23 23 5 7 5 13 7 6 8 0 0 92 51 27 12 STEWARD DEPARTMENT 1 3 0 1 1 0 1 0 0 0 0 0 2 0 5 2 2 0 1 0 0 0 22 24 0 0 0 0 1 0 38 28 ENTRY DEPARTMENT 11 2 3 0 2 0 7 6 1 5 10 10 1 12 • 13 21 6 1 20 1 0 8 141 90 9 0 0 0 6 13 202 197 383 264 Trip Reliefs 4 0 0 3 1 4 4 4 7 10 2 17 8 0 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 120 9 14 20 16 81 44 54 31 52 27 7 60 0 2 18 3 6 6 10 10 15 11 7 11 4 18 8 0 6 0 0 0 2 1 4 2 8 6 3 1 3 1 0 0 65 537 133 31 3 0 0 1 67 3 10 3 2 4 5 14 8 7 0 1 1 1 0 2 2 3 4 2 0 9 0 0 0 2 8 2 6 9 0 4 3 0 1 9 12 17 58 32 31 15 38 11 3 43 0 6 9 11 2 10 6 0 7 39 345 98 25 3 40 1 4 15 2 8 2 1 5 8 8 6 8 0 1 0 1 0 0 2 0 6 2 7 3 8 0 80 1 0 1 10 31 15 82 14 36 4 11 28 0 5 3 46 4 3 4 55 4 6 8 10 8 22 0 0 1 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 25 12 27 9 27 13 99 14 0 26 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 0 33 2 0 8 101 100 20 41 2 0 5 0 289 30 0 0 113 2 Ohio · 5443 Ridge Rd. 44129 (216) 845-1100 27 11 3 0 6 2 32 5 25 16 3 1 179 8 0 25 0 301 341 316 217 1,472 673 399 *"Total Registered" means the number o men wno actually registered for shipping at the port last month. *•"Registered on the Beach " means the total number of men registered at the port at the end of last month. PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P. . 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Was 2505 1 Ave. 98121 (206 441-1960 ST. LOUIS, o. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. Shipping in the month of May was up from the month of Apri . A total of 1,497 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,497 jobs shipped, 633 jobs or about 42 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 217 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 5, 176 jobs have been shipped. 510 N. Broad Ave. 90744 (213) 549-4000 June 1987 I LOG I 21 �A Good (Safe) Shipmate If you want to pay someone a compliment, you say that he or she "is a good shipmate." We all know what a "good shipmate" is. It's someone who does his work as a professional. It's someone who shows up on time and who is considerate. It's someone you can count on. It's someone you don't have to worry about on the job: he considers your safety as well as his own. For more than 10 years, hundreds of our members have taken advantage of the opportunity of going through the program at the Seafarers Addictions Rehabilitation Center to learn how to be better shipmates. They faced up to their alcohol and drug problems and they sought the help that was there. The program at the Seafarers ARC is based on the highly successful program of Alcoholics Anonymous. That program says that recovery involves more than just staying away from the bottle or the fix, though that is the important first step. The program shows the suffering alcoholic or drug addict how to make some very basic changes which will open the door to a new way of living. It teaches you how to become a happy and useful person. It teaches you how to be a "good shipmate," at sea and ashore. If you think you have a problem with drugs or alcohol, chances are good that you do. There is a way out. Contact your port agent. He will help you to begin the process-and it will be confidential. Believe me, the program works. I know. It has worked for me for more than 10 years. The Editor OIAINELJ TO THE BOTTLE? VN.£0CK YOVR5F.£F, GET#E~P.0 CONV1CT YOU.RPORT AGENT OR G:/.U. AT PINeY 17 POINTjl KNOW YOUR RIGHT ,,- Area Vice Presidents' (Continued from Page 15.) passionate people are trying to fill. ' HIPPING on the Great Lakes is up slightly from last year. Since the coal and agriculture industries are depressed, many people attribute this upswing to a new marketing campaign being waged by the various ports in the region. Earlier this year, for example, the Great Lakes Seaway Development Corporation sent a trade group to Europe to promote Great Lakes shipping. Many port officials feel that more such marketing techniques will have to be employed if Great Lakes shipping is to regain its vitality. Many city and state officials throughout the region are beginning to realize the enormous potential of their waterfront properties. Development projects are sprouting up all around the region. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts between the Union and the employer . Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times. either by writing directly to the Union or to the Seafarer Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights. as well as your obligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 22 I LOG I June 1987 The SIU is in favor of such redevelopment if it does not interfere with traditional port activity. This determination has to be done, or course, on a port-by-port basis. One more thing: the Union is monitoring the development of ''free trade'' talks between the United States and Canada. While they have not garnered much attention, these talks could have a profound effect on the maritime industry, especially on the Great Lakes. Some Canadian officials, for example, have raised objections to the Jones Act, saying that it is ''protectionist.'' But it is important to note that the Jones Act is the bedrock of this nation's maritime policy, and the SIU is opposed to having its provisions weakened. KNOW YOUR R GHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain c ies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or oftl'cer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials. etc., as well as all other details. then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. The work that our members have done in the dredging field made many of these redevelopment projects possible. Over the past few years, for example, dredging projects on the Cleveland River have improved the environmental quality of that body of water and made it much more suitable for commercial redevelopment. Commercial redevelopment of the waterfront, however, is not without its problems. Many real estate firms have tried to overdevelop the waterfront. This has proven to be a problem all across the country, in such diverse locations as Gloucester, San Francisco and New York City. Great Lakes by V.P. Mike Sacco S eport EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111m1un11111un1111111n1111111n1111111n1111111n1111111n1111111n11111un1111111n1111111n1111 patrolman or other Union offi::ial. in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unle s an official Union receipt is given for same. Under no circumtance should any member pay any money for any reason unles he i given uch receipt. In the event anyone attempts to require any uch payment be made without upplying a receipt. or if a member is required to make a payment and i given an official receipt. but feel. that he should not have heen required to make such payment. this hould immediately he reported to Union headquarter . SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political, social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contribution are voluntary. No contribution may be solicited or received because of force. job discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of a~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �6-Month Hill Report Card Shows Some Hope for Maritime (Continued from Page 1.) · Commerce. ''A highly regulated industry that often bemoans the lack of coherent U.S. maritime policy, shipping is quick to exploit quirks in laws and regulations.'' Administration Judgment Questioned Criticism of the Kuwait reflagging plan went far beyond the narrow confines of the maritime industry. The administration could not line up support-military, financial or even moral-from the Gulf countries we were supposed to be protecting. The same was true for our allies in Wes tern Europe and Japan, who are far more dependent upon Persian Gulf oil for their energy needs than we are. Yet in one sense their reticence was perfectly understandable. The same administration that had been secretly selling arms to Iran and diverting the funds to Central America was taking steps that might bring the whole Persian Gulf conflict to a head. Even normally staunch administration supporters like Sen. Richard Lugar (R-lnd.) wanted to know what would happen if an Iranian missile hit an American war ship while it was escorting a "reflagged" vessel. Was the administration prepared to go to war? And if it were, could it sustain its actions over an extended period of time, and would our allies support us? For many members of Congress, the situation conjured up memories of Lebanon, where 242 American marines were killed because their mission was not clearly defined. Trade Stand-Off The Democratic-controlled Congress and the Reagan administration were divided over many other issues besides the Persian Gulf-most notably trade. The growing trade deficit is perhaps the most vivid symbol of America's decline in the world. Within six short years, Japan and the United States, whom one political commentator aptly dubbed ''the Avis and Hertz of the industrial world," have shifted roles. By 1987, both Japan and West Germany had eclipsed the United States in the total volume of their exports. Their ability to raise capital, an important indicator of economic strength, was growing in direct proportion to America's inability to do so. While Reagan tried to blame this on the budget deficit and ''free-spending Democrats,'' former OMB Director David Stockman had a different story to tell. Stockman laid the blame squarely on the shoulders of his old boss Ronald Reagan and said that things would have been much worse had it not been for the ''courage'' of the 99th Congress in proposing new taxes and defense cuts. H.R. 3 Passed The lOOth session of Congress is, if anything, more independent than its predecessor. By the first week of May l the House had already p~ssed an Omnibus Trade bill, H.R. 3, which calls for strict sanctions against those countries which chronically run up huge trade deficits with the United States. The bill contains the controversial ''Gephardt'' amendment, which would reduce the discretionary powers of the president in conducting trade policy. While the ''Gephardt amendment'' has been vilified by many, it certainly has had an effect. Within days of the amendment's passage in the House, finance ministers from Taiwan and South Korea were promising to review their countries' economic policies to see if they discriminated against American companies. Increased interest in unfair foreign trade also had an effect on the way that many government agencies were performing their duties. In order to stave off a trade bill that contained the Gephardt amendment, many agencies were finally starting to enforce laws they should have been all along. Take, for example, the Federal Maritime Commission. It is the agency responsible for processing unfair trading practices in the maritime field. During the first six years of the Reagan administration, ''The FMC was hardly aware that there was a trade problem,'' said Gerald Snow, director of agency affairs for the Transportation Institute. Yet during the first six months of 1987, the FMC was processing at least six such complaints, against Japan (which discriminated against American maritime companies in the autocarriage trade and the high cube field), South Korea (auto-carriage trade), Taiwan (intermodal operations), Peru and Columbia. Even the administration's rhetoric was changing. There was less talk about ''free trade'' and more about "fair trade." Testifying before the Senate Subcommittee on Merchant Marine about a proposed liner reform bill, Marad Administrator John Gaughan had these these things to say: ''These hearings are most timely, as our carriers continue to confront numerous restrictions on their operations abroad, while their foreign competitors encounter no such restrictions in the United States ... [One] of the major elements of the maritime policy of the United States is to preserve and promote competition in ocean shipping, and to seek the elimination of restrictive practices of foreign countries and carriers affecting U .S.-flag carriers in those countries.'' Comprehensive Policy Needed Still, it will take more than just rhetoric to turn things around for the maritime industry. ''In my 40 years in the maritime industry," said Drozak, "I've never seen things this bad." Last year alone, the number of vessels documented under the American registry declined by 10 percent. The largest existing American-flag company, U.S. Lines, was forced to file for bankruptcy. The title of "largest American-flag shipp~ng company" now belongs to Sea-Land. Sea-Land, which recently was taken over by CSX, the railroad conglomerate, employs SIU members on its vessels. The company has a long history of being an industry leader. For many years, it was the only American-flag company to refuse subsidies. It is presently pioneering changes in its intermodal operations. Yet at that same Senate hearing on subsidy reform, Peter Finnerty, Sea-Land's vice-president, said that conditions in the maritime industry were so bad and the lack of a coherent government policy so debilitating that the company might be forced to reflag part or all of its operations. Such a development would have a devastating effect on what remains of the American-flag merchant marine, and the administration didn't even bat an eyelash. The SIU has been very sens~tive to the needs of its companies. It knows that in order to survive today, American-flag operators have to rely on three areas of business: cargo generated by cargo preference laws; cargo generated by the ban on the sale of Alaskan oil, and military work that has been farmed by the Navy to the private sector. Anti-Maritime Bills Introduced Yet there are problems in all three areas. Legislation has been introduced in this session of Congress to repeal the cargo preference laws and the ban on the sale of Alaskan oil. While this legislation is not given much of a chance, it still diverts the industry's attention from the main task at handthe formulation of a comprehensive national maritime policy. In addition, applying for charters under the Navy's Request for Proposals (RFP) process is a frustrating and time-consuming affair. In order to win the right to man just one vessel for a short period of time, private companies have to file 1,000 page RFP's that take thousands of dollars and many months just to process. Absent any clear direction from the adminstration, pro-maritime forces in Congress have tried to fill the void. Yet while the administration has failed to come up with a policy of its own, it can effectively block congressional efforts by threatening to employ a veto. Administration's Lack of Vision The administration's greatest failure, many people believe, has been its inability to see the larger issues involved in the decline of this country's industrial base. Its approach to the maritime industry typifies this lack of vision. "This nation," said Rep. Norman Lent (R-N.Y.) earlier this year, "is on the verge of a total collapse of the private maritime industry-the vessel operators are in deep financial trouble, the ship construction industry has virtually no commercial work, and the availability of trained merchant seamen is very much in doubt.'' The collapse of the maritime industry would have profound consequences for the people of this country. "I do not believe," said Lent, "that our elected representatives, or the president of the United States-not to mention the American people-want to see this nation forced into unthinkable nuclear war just because we do not have enough ships and trained seamen capable of supporting and supplying our nation's conventional armed forces. That is precisely the situation that we will have if we do not turn this condition around.'' While the administration has not come up with a program to revive this country's declining maritime industry, it still remains adept at issuing press a. releases. Administration officials were on hand to speak at the various Maritime Day celebrations around the country. They all congratulated the maritime industry for the important role that it has played in the defense of this country. Veterans Status Denied There was a certain irony to these speeches. Just prior to Maritime Day, the Reagan administration took a strong stand against granting World War II merchant seamen veterans' status and benefits. More than 6,000 seamen were killed during World War II. They suffered the second highest casualty rate of any branch of the services. Writing about the contributions that SIU seamen made to the war effort, John Bunker, former head of the SIU's historical research department, had this to say: ''Despite the havoc (that was being caused on the high seas by German U-boats), no SIU ship was held up for lack of crew. Many crews steamed out to meet almost certain death. ''SIU men made the hazardous run to Russia, including the famous convoys of July and September 1942, which were hit by subs and bombers and lost many ships in those cold, Arctic waters. ''There wasn't a beachhead from Anzio to the Philippines; from Normandy to Okinawa, where SIU crews were not on the forefront of war. They took part in the longest battle of the war, too-the four-year-long battle of the Atlantic-the fight to keep England supplied with food, gas, guns and other supplies . . . '' As Bunker suggested in his history of the SIU, there are certain intangible things that sustain a nation's greatness. Pride of citizenship is one. A sense of community is another. The present administration may talk about patriotism, but the fact it can so casually disregard citizenship require- .._ ments or write off an entire industry says a great deal about its lack of perspective. In the Persian Gulf, as in the war against foreign trade, the administration is on a slow boat to disaster. The captain may be American, but increasingly, the crews are foreign. June 1987 I LOG I 23 �I I I t Seafarers International Union of North America , AFL-CIO June 1987 Legislative , Administrative and Regulatory Happenings Washington Report R.R. JOO The lOOth Congress is six months old. What follows is a run-down on the major maritime bills that have been introduced so far. ''The Maritime Agreements Act. '' Introduced by Biaggi , it would promote the use of bilateral trade agreements . While it has been reported out of the House Merchant Marine Committee, the bill has been singled out by the administration as being an example of " protectionist" legislation. "That is nonsense ," said Drozak. H.R. 3 THE OMNIBUS TRADE BILL. A comprehensive trade bill was passed by the House earlier this year. It includes several SIUbacked provisions which would restore ''fair trade'' to the world shipping markets. Title XI of the bill is an "industry-specific" provision modeled after H.R. 1290, which was introduced earlier this year by Rep. Walter Jones (D-N.C.), chairman of the House Merchant Marine Comm.ittee. Among other things, Title XI would strengthen the Federal Maritime Commission's power to investigate and counter unfair trading practices. H.R. 3 also included the controversial Gephardt amendment, which would force countries that maintain excessive trade surpluses with the United States by engaging in unfair trading practices to alter their policies through negotiations. If that did not occur, then automatic restrictions would be implemented. Section 331 of the bill would extend current restrictions on the export of Alaskan oil to oil pumped in other parts of the country. Section 197 would require the president to negotiate trade agreements with each country which exports more than 50 ,000 vehicles into the U .S. each year. This was based on H .R. 1397, introduced by Rep. Brian Dorgnan (DN .D.). A more comprehensive treatment of the auto carriage trade is contained in H .R. 1364. The Senate has yet to pass its version of the trade bill, although a number of different approaches are being discussed and several pieces of legislation have been introduced. H.R. 82 Introduced by Rep. Mario Biaggi (D-N .Y.), H.R. 82 would amend the Merchant Marine Act of 1920 to require that vessels used to transport waste products be built in the United States. SIU President Frank Drozak submitted a statement to the House Merchant Marine Subcommittee urging enactment of the bill. The legislation was marked up by the House Merchant Marine and Fisheries Committee. Earlier this year a New York federal judge handed down a decision which allowed vehicles engaged in the transportation of waste products to be built overseas. The decision is being appealed. Hallowed to stand, it would needlessly weaken this nation's Jones Act at a time when it needs to be reaffirmed and strengthened. On Capitol Hill, the legislation is being referred to as the "Sewage Sludge Bill" in honor of the products being carried. R.R. 298 Rep. Helen Bentley (D-Md.) has introduced a bill which would require that American mail going overseas be carried on American-flag vessels. At present, a significant portion of this trade is being handled by Communist statesponsored Polish vessels. H.R. 298's counterpart in the Senate, S. 146, was introduced by Sen. Danial Inouye (D-Hawaii). 24 I LOG I June 1987 H.R. 438 Rep. Don Young (R-Alaska) has introduced a bill requiring U.S. ownership, construction and manning of commercial fishing vessels. The SIU places a high priority on passage of this legislation. Hearings have been held at the House Coast Guard and Navigation Subcommittee at which Drozak submitted testimony. A companion bill, H_.R. 1956, has also been introduced, and the SIU is monitoring its development. H.R. 953 While more than 2 million Japanese and several hundred thousand Korean automobiles are exported into the United States each year, American-flag companies are effectively excluded from competing for this lucrative trade. The legislation would impose strict penalties for unfair trading practices in this area. It was referred to the House Ways and Means and Merchant Marine Fisheries Committees. R.R.1397 See H.R. 3 for details. H.R.ISIS A bill which seeks to restore equity to the tuna industry by equalizing tariff rates on all canned tuna imported into the United States. In a letter to the House Subcommittee on Trade (of the Ways and Means Committee), Drozak urged enactment of the bill. Without legislative relief, said Drozak, survival of the American tuna industry is "highly questionable. " The House has passeQ. the annual Maritime Authorizations bill. From the Union's perspective , it is inadequate, though it contains one promising feature : a $48.5 million allotment for increased transportation costs arising out of the 1985 compromise restructuring the Cargo Preference " P.L. 480" program. The bill reflects the administration's shortightedness in two key areas: its determination to kill the vitally important Title XI Loan · · i ure Guarantee pr r to come up with an acceptable plan to reform the liner subsidy program. Existing liner subsidies have begun to run out and no new ones have been approved. The administration's failure to come up with a plan to rehaul the program was cited as one reason behind U.S. Lines bankruptcy last year and Sea-Land's recent threat to reftag all or part of its American-flag fleet. The bill, which was introduced b e . Norman Lent R- .Y. i the Union's legislative priorities. It would broaden the FMC's authority to address unfair trading practices under Section 19 of the Jones Act. It was recently reported out of the House Merchant Marine and Fisheries Committee . R.R. 1097 R.R. 1827 Rep. Walter Jones (D-N.C.) introduced a bill which would require repair of government vessels in U.S . shipyards. The bill went to the House Merchant Marine Subcommittee where there has been no action . Again , one of the legislative priorities of the Union. While the main body of the legislation deals with supplemental appropriations for Fiscal Year 1987, an amendment to the bill would prohibit DOT or Marad from using funds to " propitiate , promulgate or implement" any rules which condone payback of CDS funds. The amendment, which along with the rest of the bill, passed the House, is in response to attempts by Marad to allow four tankers in the foreign trade to repay their subsidies and enter the domestic commerce of this country. This, the SIU has asserted , would destabilize the domestic trade and further weaken this nation's ocean-borne fleet. The Senate considered but failed to include this amendment in its Supplemental Appropriations bill for Fiscal Year 1987. A compromise will have to be reached when representatives from the two bodies meet in conference later this year. R.R. 1235 Known as the Merchant Seamen' s Benefit Act, H.R. 1235 seeks to recognize the contributions that American seamen made to the war effort during World War II by granting them veterans' status and benefits. It was introduced by Biaggi. Drozak urged enactment of this bill at a hearing of the House Merchant Marine Subcommittee. R.R. 1290 Discussed in detail under H.R. 3, the Omnibus Trade Bill. It is considered to be one of this Union's top legislative priorities. R.R. 1725 Introduced by Rep. Robert Davis (R-Mich.), it would take off-shore rigs and vessels out of the Title XI program. The bill, which is presently before the House Merchant ar· Subcommittee, is an attempt to save the vitally important Title XI Loan Guarantee Program by limiting its cost. . . 1803 R.R. 1364 Known as the Auto Carrier bill, it was introduced earlier this year by Jones. It seeks to restore equity to the auto carrier trade between the United States and Japan and Korea. R.R. 1979 Introduced earlier this year by Rep. Ron Wyden (D-Ore.), the bill would allow foreignflag vessels to transport wood products from (Continued on Page 2.) �TheAFL·CIO American Copyright © Federationist 1987 by the AFL-CIO. This material constitutes an internal communication by the AFL-CIO solely to AFL-CIO union members and their families. The Candidates on the Issues -~ ___ , . Bruce Babbitt Joseph R. BidenJr. Michael S. Dukakis Richard Gephardt Albert Gore Jr. Governor of Arizona, 1978-1987; Attorney General, 1975-1978; Attorney, Brown, Vlassis & Bain, 1967-1975; Attorney, Office of Economic Opportunity, 1965-1967. U.S. Senator (Delaware) 1973-; Chairman, Judiciary Committee; ranking Democrat, Foreign Relations Committee Governor of Massachusetts, 1974-1978 and 1982-. Chairman , House Democratic Caucus, 1985-; U.S. Representative (Missouri), 1977-; Board of Aldermen, 1971-1976. U.S. Senator (Tennessee), 1985-; U.S. Representative, 1977-1985; Reporter, Nashville Tennessean , 1970-1976. Jesse Jackson Paul Simon President, National Rainbow Coalition, 1984-; President, Operation PUSH, 1971-1983; Executive Director, Operation Breadbasket, 1966-1971 . U.S. Senator (lllinois) 1985-; U.S. Representative, 1975-1985; Lieutenant Governor, 1968-1972; Newspaper Publisher. 1948-1966. The 1988 presidential election may seem a long way away, but it' s time for the SIU and the Labor Movement to find a candidate we can throw our efforts behind and support. I want to know what you think . Please read these eight pages carefully. The announced and the likely candidates for both parties' nominations responded to a series of questions put to them by the AFL-CIO. I think many of the answers are revealing. Later this year, the AFL-CIO may decide on a presidential candidate to back. Because I will be involved in that decision, I want to know who Seafarers believe would help the SIU and the Labor Movement. After you study the candidates' answers, please write to me and tell me whom you prefer. Any comments on the candidates or the process will be appreciated. Mail your selection by August I to: Frank Drozak, President Seafarers International Union 5201 Auth Way Camp Springs, Md. 20746 Fraternally, Frank Drozak George Bush Vice President of the United States, 1981-; U.S. Representative. 1967-71 ; Ambassador to China , 1974-75; Director of Central Intelligence, 1975-77. Bob Dole Pete du Pont Alexander M. HaigJr. Senate Republican Leader, 1987-; Senate Majority Leader. 1985-86; U.S. Senator (Kansas), 1969-; decorated World War II combat veteran. Governor of Delaware, 1977-1985; U.S. Representative, 1971-1977; State Legislator, 1969-1971. Secretary of State, 1981-1982; Supreme Allied Commander of NATO, 1974-1979; Chief of Staff to President Nixon, 1973-1974; founder IPresident, Worldwide Associates, 1982-. Pat Robertson U.S. Representative (New York), 1971-; Pro Football Quarterback, American & National Football Leagues, 1957-1970. Founder/Chairman, Christian Broadcasting Network, 1959-; founder, Operation Blessing, 1978-; Broadcast News Analyst, 1975-; Chancellor. CBN University, 1978-. �The Candidates on the Issues The AFL-CIO asked 13 declared and potential candidates for the Democratic and Republican Party presidential nominations in the 1988 election to respond in writing to four questions on key issues. The goal is to help our members and their families exercise their civic rights and responsibilities, to become more involved in deciding which candidate or candidates offer the standard of leadership this nation seeks. The American standard of living is under attack. Persistent unemployment and lower pay scales have strained family budgets. Consumer purchasing power is eroding. The good jobs that formed the basis for a stable middle class are disappearing in the face of intense and often unfair foreign competition. At the same time, as the federal role has been re- QUESfION 1 FOREIGN TRADE How would you propose to reduce America's trade deficit and encourage the fair exchange of goods with other nations, while maintaining and improving our standard of living? DE BRUCE BABBITT 2 duced, an increased burden is being placed on state and local governments to provide community services and to rebuild deteriorating public facilities. As the proper role for government continues to be the subject of national debate, American workers and their unions are deeply concerned about the need to provide better jobs, improved education, equal opportunity for all, affordable housing, access to health care, and all the elements necessary to give the next generation a chance at a better life than its parents. These concerns are the basis for the AFL-CIO's questions, which appear below and on the following pages with the candidates' responses. agement is going to have to worry more about building industry for the next decade, and less about next quarter's profits. Management must give workers more say in how industries are run and a share of the profits: workers must accept this responsibility and help America increase productivity and product quality. Finally, we should not ignore the human costs of trade problems. As President, I would use tariff proceeds to fund worker retraining and relocation. And I would support ideas like wage insurance, plant closing laws, and community tax base insurance. I don't want America to withdraw from world trade-nor do I want us to concede defeat to our rivals. Instead, I want us to prevail in the world economy, and I know that we can. MICHAEL S. DUKAKIS The trade deficit has cost two million jobs, betraying the hopes and dreams of families and communities across our nation. Debating "protectionism" versus "free trade" misses the point. Our goal must be competitive American industries and balanced trade internationally. Some say America must de-industrialize. I disagree. We need our basic industries. Our national security cannot become hostage to raw materials purchased, processed and manufactured abroad. To win in world competition, we must invest in education and job training, in first-rate transportation, in clean air and water, and in new technologies that will help both new and older industries. And we must work to keep plants open, help dislocated workers, and provide older workers with new skills. We must address unfair trade practices that subsidize foreign goods and close markets to our products. Where appropriate, we can provide limited relief from foreign competition, but we Free traders tell us, in the face of all the evidence, that there is nothing basically wrong with the system of international trade. Protectionists want to pick fight after fight about unfair trading practices and start an unending cycle of retaliation. My approach is a third alternative entirely. I call it balanced trade. Balanced trade concentrates on objective results ("balance") rather than subjective rules (such as "fairness") which different nations interpret differently. Balanced trade means simply that every industrial country must keep its multilateral trading accounts, the sum total of all its foreign trade, in approximate balance. If you export, you import, and you do it in equal measure. The overall value of what you sell to the world must match the overall value of what you buy. If that is not the case, and you won't balance your accounts, then your victims will balance them for you-with across-the-board tariffs that increase every year. That is balanced trade. It is a new idea in recognition of an old value: overall parity between exports and imports. All it. needs is a President who is bold enough to make it happen. Finally, we must get our fiscal house in order by reducing the record deficits which devour savings, inflate the value of the dollar, attract foreign capital, make America a debtor nation and cost millions of American jobs. JOSEPH R. BIDEN JR. RICHARD GEPHARDT Today's world is more complicated than the simplistic choice between free trade and protectionism. Free trade is a myth-something that never existed. And protectionism would be selfdestruction-a trade war now would be like a nuclear war: there would be no winners. Both options are defeatist. Free traders say we are powerless to change our future. Protectionists say we cannot compete against our rivals and . win. Our next President must respond to unfair foreign trade practices, not with talk, but action. He should sit down with trading partners and put "all the cards on the table": negotiating with them over trade practices, military and foreign aid support, and the value of our currencies. If needed, the President should impose tariffs on those who are unwilling to be fair traders. Our goal must be not withdrawing from world competition but entering it to win. Man- I intend to continue pushing this year, as I did in 1985, for Congress to enact a tough trade policy. The Gephardt Amendment would give this country the teeth we need at the bargaining table, in trade negotiations, to open up closed markets abroad. Other countries found to be engaging in unfair trade practices would have a chance to negotiate a fair trade agreement with the United States. But if they won't come to the table, or if efforts to negotiate fail, or if an agreement is reneged upon by a trading partner, then U.S. sanctions would be systematically imposed under my policy. And we would keep them in place until that country acts fairly and agrees to reduce its surplus by 10 percent per year. No other country in the world can match the productivity of American workers, but other countries are preventing us from competing head to head. They've erected trade barriers and must insist that the industries that benefit from that relief invest and modernize and become competitive. they take us for patsies and chumps because our government won't get tough on trade. We need to get the handcuffs off American workers that have been put on us by unfair trade practices abroad. Just let us compete, that's all, and I know we'll win. And our standard of living will rise when we get America back to work. ALBERT GORE America is in a trade crisis. Over the past six years this Administration has spent and borrowed us into a very deep hole. We're tired of leaders whose idea of free trade is to tell the world, "Here-we've got lots of jobs. Go ahead and take as many as you like!" We need a strong leader who won't tolerate a declining standard of living or an economy that leaks $170 billion a year. What has been lacking is presidential leadership and presidential willingness to back up words with actions in our dealings with trading partners. Our government must also stop making America's problems worse by borrowing more than we can afford. We should target our resources toward longterm prosperity, productivity, and people for a change. America should prepare to compete by making better products than the Germans-not by paying wages that are lower than Brazil's. Our next generation of leaders should know that to win back American jobs, Americans need the best training programs and schools. This country practically invented world trade, and we used it to build a better life for everybody. The next President must inspire this nation to lead the way again-and join with working men and women to bring out America's best. JESSE JACKSON Fair trade is essential to protect our national interests, our vital indl,lStries, and our jobs. An effective national trade policy includes aggressive federal initiatives and coordinated programs to improve competitiveness and increase American exports. We must negotiate trade agreements, through GA TI and bilaterally, that are fair and mutually beneficial. Second, the major cause of our trade deficit is President Reagan's record budget deficits. They have driven up the value of the dollar and made our products uncompetitive in the world. Third, we have lost our industrial and commercial competitiveness in the world because our research and development monies, over half of our scientists and engineers, and six percent of our GNP, goes toward military projects; whµe the Japanese have 75 percent of their scientists and engineers, and their research and development monies, working on industrial, commercial, and economic development. Anation does best what it does most. We are first in military development and they are becoming first in economic development. Lastly, I support international labor rights. American workers can never compete with slave labor markets abroad-nor should we try. I support efforts to oppose foreign governments' actions which blatantly suppress workers' rights, imprison and kill labor leaders, and have virtually no health and safety standards. �PAUL SIMON The devastation of America's industrial base caused by the massive influx of subsidized imports from low wage countries represents the most serious threat to American industry since the Great Depression-as every steelworker, autoworker, machinist, communications and textile worker and every other American worker knows so well. We are in a trade war right now and we are losing it. That erosion of America's industrial base by foreign imports must be stopped soon. Franklin Roosevelt wouldn't have stood for it. Harry Truman wouldn't have stood for it. And neither will I. I didn't care what my Republican (and neoliberal) opponents said when I cosponsored the textile and domestic content bills. And today, I am a cosponsor of the toughest trade legislation currently before the U.S. Senate, including the worker rights and bilateral trade reduction measures. We must be careful that the rhetoric of "competitiveness" doesn't become a new code word for wage freezes, concessionary contracts, and other anti-worker policies. Frankly, we must see how the currently proposed trade legislation works to save American jobs. If the enacted legislation and its actual execution doesn't work, then newer, tougher legislation may be called for. REPUBL CANS GEORGE BUSH The President should always look out for the national interest. First, I support strong and strict enforcement of our trade laws. We must remember, however, that protectionism helps a selected group at the expense of all Americans and overall economic growth. Limiting imports to reduce the trade deficit would: (a) raise prices to consumers; and (b) invite other countries to retaliate against our exports. The result? Loss of American jobs-lots of them. Yes, trade must be fair. We're working hard to make sure that other countries do not subsidize or dump their products here. But the best way to reduce the trade deficit is to expand exports, not restrict imports. We're pressuring other countries to open up their markets by self-initiating unfair trade cases for the first time ever and pushing for a new trade round to bring down barriers to our exports. However, getting our trading partners to compete fairly is not enough. Even if all markets were open, U.S. industry must still work on improving its fundamental productivity. That means resisting efforts to balance the budget by raising taxes. Increasing taxes on business at home can only raise the prices of our products and make them less competitive abroad. Improving our fundamental productivity means making our education system second to none. It means arming our workers with the best technology. It means creating a new partnership between labor and management to strive for excellence and quality in every product we make. If we improve our fundamental productivity and ensure that everyone competes by the same rules, I'm confident that we can keep America number one. BOB DOLE I recommend a four-point program. First we should make our determination clear to foreign nations that they must open their markets if they expect access to ours. A current example is Japan's refusal to provide a larger market share for American-produced auto parts as well as the reluctance of Japanese auto producers in the U.S. to purchase more local components. This requires a strong President who will not hesitate to take vigorous action to promote sales of American products. Second, we need tougher trade statutes to assure injured industries of swift and effective relief from unfair foreign trade practices. The emphasis on adjustment should be increased, so that industry can get back on its own feet and the jobs of American workers don't become dependent on perpetual government assistance. Third, we must address the broader economic issues that contribute to the trade imbalance: budget deficits, global debt, exchange rates, and economic growth. The trade problem does not exist in a vacuum. Finally, we must improve underlying American competitiveness. This means improving our research capabilities, such as federally supported laboratories; increasing our stress on education, particularly in the sciences; increasing labor-management cooperation; raising our savings rate to increase investment; eliminating unnecessary regulation which hampers business productivity. In sum, the American worker deserves better than to be cast to the winds of fate. If workers are allowed to compete fairly, they will compete well. PETE du PONT We should never forget that American workers are today the most productive workers in the world. Our high productivity gives us the highest standard of living in the world, and we must build on our success by continuing to improve productivity for all Americans. When bad government tax and spending policies don't get in the way, Americans can outcompete, outproduce, and outperform anybody in the world. Too often politicians have blamed American workers when their liberal high tax, big spending policies have been the real guilty party. We must reduce taxes which make American products too expensive in world trade. We must reduce unnecessary regulations that hurt our ability to compete. From a long-range point of view, we must improve our education system. We simply cannot prepare our young people for the future with a system designed a century ago. If America is to be competitive, education and training must continue throughout our lives. We need to help those who must prepare for second and third careers-for new work in new industries. Our goal as Americans is to compete-and win. We should never hide behind false walls of protectionism. That is what Herbert Hoover tried to do, and it brought on the Depression. We don't need to hide behind tariff walls. If we insist on open markets, we can win. Some of these markets are closed to us today. This must end. As President, I would negotiate from strength with those nations that use tariffs and other barriers that keep out American exports now. For example, as President, I would refuse to sign any major trade agreement that did not include significant reductions in barriers to our agricultural exports. The Japanese want access to our American markets. They can have it if the Japanese market is opened to Iowa beef and Kansas corn. It's a very simple message to our foreign trading partners: no increase in efforts, no increase in exports. ALEXANDER M. HAIG JR. I believe that America can compete with the best on a level playing field. To level that field, however means much more than the elimination of ~nfair trading practices. Only a small part of our trade deficit is due to such practices. We need a broad-ranging program that recognizes the mutual interest of both America and our partners in a more balanced exchange of goods, not punitive or protectionist measures. First, we should get our fiscal act together. High real interest rates and an unstable dollar due to massive budget deficit have taken a heavy toll of our ability to compete abroadand at home. Second, we should get our industrial act together. Management and labor must forge an alliance to bring America into the new industrial age of greater efficiency and higher quality. Government can help, for example, through worker retraining, tax incentives and regulatory reform. Third, we must at the presidential level take the international lead in expanding free and fair trade rules to cover investment, services, intellectual property and agriculture. The annual economic summits offer an opportunity to accelerate this process. The President should also retain the flexibility he needs to enforce fair trade under current rules. Fourth, we should make clear to our partners that just as we are making the hard economic choices, we expect them to do so as well. Fifth, we should work together to reignite the growth of the less-developed countries, primary customers for our industrial exports, not just prolong their economic stagnation by increasing their debt. JACK KEMP I believe the American labor force can compete and prosper in the global economy. America is the most productive nation in the world. We need to increase our commitment to improving skills, through education and training and further investment in modern plant and equipment. As a national leader for lower tax rates on both wages and investment, I believe we must take further steps to remove artificial barriers to U.S. competitiveness in order to reduce our trade deficit. First, we must take steps to reform the world's monetary system to provide a stable dollar and help bring about lower long term interest rates. Our manufacturing productivity has begun to rise again, but this has been swamped by the wildly fluctuating dollar, high interest rates, and the global recession among our trading customers who are buying less of U.S. products. Second, our goal must not be to raise tariffs which would add a tremendous burden on working Americans, but to open markets for our goods and raise the U.S. standard of living. To end unfair foreign trading practices, we must force competition by lowering, not raising barriers. I have introduced legislation authorizing reciprocal lowering of trade barriers-particularly with the export competitors of countries that refuse to open their markets to U.S. goods-and requiring consumer and taxpayer impact estimates for all trade legislation. PAT ROBERTSON America is now engaged in a global economic battle. Our steel, our automobiles, our heavy machinery, our airplanes, and our farm products must fight to maintain in domestic markets and to gain a share of world markets. No industry can produce its products, purchase its supplies and components, or pay its labor without regard to world competition. To win in this battle, America must: 1. Reduce the federal budget deficit so that the economy can be free of inflationary pressures, and to achieve lower interest rates. We must avoid irresponsible lending to foreign borrowers. The dollar must be rescued from the up-and-down roller coaster of the past several years. 2. American industry must learn to compete in the international arena. Our products must be known as the best in the world. To accomplish this, I propose a partnership between government, management, and labor. Management must encourage laboring men and women to teach them ways to improve quality and production techniques. Labor in turn must recognize that wage increases depend on productivity and sales, not on outmoded techniques and regulations. Government must provide the tax incentives for job retraining to encourage modernization and research and development for America to move ahead. 3. The Smoot-Hawley tariffs sent America and the world into a terrible depression. I favor 3 �I~ free trade as the best program for the farmers, the workers, and business. However, I also favor fair trade. If other nations are consistently cheating on us, I say, "Either open your doors to American products or we will close our doors to you." We must also restore sensible priorities to federal spending. We need a strong defense, but we must also eliminate the waste and mismanagement that weakens our security and diverts resources from other urgent economic and human needs. QUESfION 2 RICHARD GEPHARDT BUDGET DEDCIT How would you reduce the federal budget deficit without hurting working Americans and the poor? Would you rule out raising federal revenues, including tax increases, as a component of deficit reduction? DEMOC JOSEPH R. BIDEN JR. The Reagan Administration has amassed the largest public debt in the history of the nation. This debt will force our children, and perhaps many future generations, to pay for our excesses. We cannot reduce the deficit unless we achieve economic growth greater than the sluggish rate we have now. We can increase growth by addressing third world debt problems and reducing our trade deficits. We must takes steps to reduce deficits steadily over the next few years. Specifically, I propose cutting several billion dollars from the defense budget. I would also convert trade quotas to tariffs, raising more than $10 billion a year. I would also seek to eliminate all waste in government spending through better management and collection practices. New taxes to reduce deficits should be a last resort. If we need to find additional revenues, there are several principles we must apply. First, any new taxes must be based on "ability to pay" and must not make the tax system less progressive. Specifically, I would oppose a value added tax: which would unfairly burden working people. Second, new taxes must not significantly impair our efforts to compete in the world economy. Finally, as a way to ensure future budget control, any proposed new spending programs should be specific as to how they would be paid for. We should be honest about the cost of new priorities. And we must ensure that their burden falls least on the poor and middle-class Americans, who have lost most of the ground during the Reagan years. MICHAEL S. DUKAKIS We cannot create economic opportunity for all Americans if we are burdened with $150$200 billion budget deficits. Record deficits mean record interest payments, an over-valued dollar that damages our competitiveness, and a reduced standard of living for Americans. There are two ways to reduce the deficit. Control spending and increase revenues. We must do both. No serious presidential candidate can rule out new taxes. But instead of rushing to impose new taxes ... on income, on imported oil, on gasoline . . . we should first collect the taxes that are already due. This year, the Internal Revenue Service will fail to collect $110 billion in taxes owed to the Treasury, but not paid. America's working people pay their taxes; they must through payroll withholding. But too many others, including some corporations, do not. We can raise $70 billion in new revenue by bringing tax compliance rates back to where they were in 1965. That's the quickest- and fairest- way to reduce the deficit. 4 My goal isn't to raise taxes, it's to get America back on a steady course and moving again. We absolutely must balance the books. The budget deficit is throwing our economy out of whack and mortgaging the future of our children. Current budget priorities are simply misplaced. I am confident we can strengthen our national security by investing in people. We can't put blinders on when the question of defense cuts or revenue increases comes up. Nothing should be eliminated from the budget debate as long as we make the necessary investments in people-education, health care, job training, nutrition, etc. Every program must be reevaluated, but we must not-we will not-swing the budget axe blindly. I believe Americans are willing to invest in the future of their children. But we can't ask those least able to afford it to do it all. I would propose a budget that shares the sacrifice among those who can bear the burden. So I think it comes down to a combination of cuts and investments, less wasteful spending on things and better investments in people. ALBERT GORE JR. America took 176 years to accumulate a trillion dollar debt. The current Administration needed only five years to double it. This Administration's borrow-and-spend policies have made our products more expensive overseas, cost millions of American jobs, stopped investment in economic growth, and squeezed important social programs. I believe America is ready to reduce the deficit in a fair and responsible way. My first choice for reducing the deficit is economic growth, with more jobs for Americans who will then pay taxes on their income. But we must have a contingency plan as well. We would be willing to share the burden equally, with equal contributions from three areas: cuts in military spending, cuts in domestic spending, and increases in revenue. A tax increase would be a last resort, but the President is wrong to rule it out as part of a comprehensive solution to reducing the deficit. We should not impose a regressive value-added tax which weighs most heavily on working Americans. Instead of cooking the books with phony budget proposals, the next President should put all the facts on the table and lead in the development of a broader consensus on the necessity for a responsible fiscal policy. JESSE JACKSON President Reagan mortgaged America's future through irrational military spending, unfair tax cuts, the use of unemployment to fight inflation, and misplaced national priorities. I'm not convinced we need new taxesthough I have not ruled them out. For example, several studies have shown that there may be annual uncollected taxes up to $100 billion. We need a FAIRER TAX SYSTEM. If new taxes are n((eded, I will fight for a fairer tax system for the middle class, workers and the poor. Second, we need NEW BUDGET PRIORITIES. We need a strong national defense, but we can shift spending from military to domestic without hurting our defense. We can have job creation, job training and retraining, worker safety, education, health care, housing and a clean environment with new priorities. A working America is a taxpaying America. Third, I support an "INVEST AMERICA" plan where greater use of $2 trillion in private pension funds can be earmarked for the rebuilding of America's infrastructure; legislation that gives workers and communities six-month notice before closing plants; workers' option to purchase such plants with government-guaranteed loans; investment tax incentives to corporations conditioned on their willingness to reinvest in this market; and encouragement to corporations to joint venture with local and state governments. PAUL SIMON This Administration has mounted the most concerted and broad-scale attack on the role of government since the 1920s. The stripping of government's needed revenues, combined with a mean-spirited attack on public employees is part of a right-wing Republican effort to roll back every progressive program enacted for the benefit of ordinary American families since the New Deal. That cannot happen. We must move immediately to restore sufficient revenues to meet our nation's pressing domestic needs. We must reduce the pressure of budget deficits on our trade deficit. And, we must reduce the deficit because, as Harry Truman said, deficits only help the rich. The most effective method of reducing the deficit is to put America back to work, and increase our tax base. I alone among the announced presidential candidates opposed the 1986 tax bill because of the unjustified revenue-stripping reduction of tax rates for the super-rich. We must move aggressively to close tax loopholes and reverse the Reagan-inspired erosion of the tax base. Similarly, I believe public service must regain its respected role in our country's life. The Republican effort to destroy public service through privatiz.ation must be stopped! BRUCE BABBITT As Governor of Arizona I balanced nine budgets in a row-simply by saying that some · things are more important than others. My priorities were creating jobs and protecting the interests of those least able to protect themselves. Even through a national recession, my government: • Repealed a regressive sales tax on food. • Boosted spending on public education, public safety, health and human services. • Kept state spending below seven percent of total personal income. What you need to know from every presidential candidate is: What are his or her priorities? And how will he or she pay for them? My priorities are outlined in the following answer. I would pay for them both with budget cuts and revenue increases, all of them targeted on some genuine measure of need. I would not give a mortgage interest deduction for mansions and vacation homes. I would not pay subsidies to corporate mega-farms. I would not build three new generations of nuclear missiles all at once. I would not pay the Vanderbilts and the Mellons the same tax-free social security benefits as a widow in a cold-water flat. .· In short, I would balance the budget by setting humane priorities and standing by them. BOB DOLE Working Americans, even those we seek to help, are especially hard hit by continued budget deficits. The inability of the Congress to consider realistic spending cuts seriously hampers our ability to increase our productivity and growth. Getting the deficit under control is critical to our future. But, in putting together any package of deficit reduction proposals, it is inevitable that someone or some group will feel the pain of spending cuts. I would propose that we try to insure that no one group is singled out unfairly and that we spread the reductions across the broadest possible base. For this reason, I would exempt very few programs from �review, including defense. But there are, of course, some programs which should be given special consideration as they provide crucial benefits to the neediest in our communities, for example Medicaid and the supplemental security income program for the blind, aged and disabled. In deciding how best to reduce federal expenditures the federal government should cooperate more fully with states and localities to determine which services would be most appropriately delivered by those governments, utilizing their resources as a complement to ours. Before proposing the actual reduction of benefits, I would also look at the way our programs are managed in the hopes of reducing administrative costs and increasing their efficiency. Revenues may inevitably play a role in any serious reduction effort. But, I am opposed to any modification of the individual or business rate structure which would have us break the commitment we made to working Americans last year in the tax reform bill. PETE du PONT I have pledged to the American taxpayers, and I repeat this pledge here: I will not raise taxes. I will reduce wasteful and over spending. The federal government must stop thinking of our tax dollars as its piggy bank. I served as the Governor of Delaware for eight years. Before I took office, the state had run a deficit in four of the previous five years. By cutting taxes-not raising them-and controlling unnecessary spending, we in Delaware balanced the budget eight years in a row. Through lower taxes and deregulation, we built a solid record: today, one job in five in Delaware was created during the eight years of my Administration. As President, I will insist that able-bodied people-now on welfare-go to work and become productive, self-respecting workers. This will lower the deficit. And I will end subsidies to corporations and wealthy individuals that continue to cost the taxpayers billions-starting with the $26 billion in farm subsidies that have enriched large corporations and hurt consumers and small farmers. I will not raise taxes. I will control spending. And we will balance the budget. We did it in Q,laware, and with your help, we can stop the lil'>eral high tax, big spending policies that have brought us the deficit. ALEXANDER M. HAIG JR. The federal budget deficit is the product of long-term growth in programs and conflicting theories about how best to raise revenues. Experiments with supply side economics and monetarism have reduced federal revenues even though they have contributed to economic growth and the reduction of inflation. Today, I believe the deficit can be brought down gradually and safely through the application of these principles: 1. No one section of the budget should bear the main burden of reduction. 2. Every area of expenditure should be scrutinized before undertaking additional revenue increases. 3. The budget process itself should be reformed, so that no President should be faced constantly with the choice of shutting down the government or signing a "budget-buster." Clearly, these principles will require a constructive partnership between Congress and the Executive. But that is why we elect them. The alternative, such as constitutional amendments to balance the budget or arbitrary "automatic" cuts across the board are abdication8 of responsibility and will never work if the will to carry them out is not there. JACK KEMP I would rule out a tax increase as a component of deficit reduction. I believe the most compassionate and progressive way to bring the budget into balance is to concentrate on a comprehensive economic policy aimed at reducing unemployment, lowering interest rates, bolstering trade and exports, and eliminating corporate welfare. Unlike many in both parties, I believe that the high interest rate policy of the Federal Reserve is a main cause of the deficit, not an undertaxed work force. The U.S. budget cannot be balanced by unbalancing the budgets of working men and women; therefore, I reject tax increases. Our government must be committed to full employment without inflation. Through strong pro-growth initiatives, the unemployment rate can be reduced-a precondition for a balanced federal budget. Dramatic steps to move our economy to full employment without inflation and achieve a balanced budget must include: First, stable money to bring down interest rates and arrest the commodity price deflation hurting our farmers and manufacturers; lower interest rates would reduce the cost of servicing the national debt and help our housing, automobile, manufacturing, farming, and other interest sensitive industries; Second, stable exchange rates and a reciprocal initiative to eliminate unfair barriers to U.S. exports; Third, labor and capital must be liberated from high tax rates so that American industry can reindustrialize and workers are given the incentives and tools to compete; Fourth, a strong commitment to job training, trade adjustment assistance, and education-to bolster investment in both human and physical capital; Finally, corporate welfare programs must be eliminated and strict limits should be placed on government spending; I favor a line item veto for the President. PAT ROBERTSON The most cruel thing that a government can do to its workers, its retirees, and its young is to load on such an insupportable burden of debt that future opportunities in the American market place are destroyed either by ruinous inflation, or financial collapse and depression. On the other hand government serves well its working people and the poor by doing its part to supply paying jobs through a vigorous and expansionist private sector. The key to cutting the federal budget deficit is to eliminate waste and mismanagement. Our people want government services, but they want a lean and efficient government. The Grace Commission pointed out that $433 billion of government savings are possible over a three-year period. This report has never been implemented. The Packard Commission pointed out savings and efficiencies that would be possible in the Defense Department. Economist Donald Lambro speaking of "Fat City," identified $100 billion of waste in the federal budget. Cuts should be fair and across the board. The question is not whether they are possible with minimum pain, the question is whether we as a nation have politicians with enough guts to put the interests of America above their own. GEORGE BUSH Congress is now considering reducing the budget deficit by raising taxes. This approach cuts against the grain of common sense. Will taxing Americans more make us work harder? Will taxing business more make it invest more? Arguing that higher taxes will be used to reduce the deficit ignores the record of Congress. In 1982, the Democratic leadership promised to cut spending by $3 for every $1 increase in taxes. That promise remains unfulfilled. Pressures for spending in the Congress suggest that higher taxes will not reduce the deficit, but finance more wasteful spending. The challenge of balancing the budget illustrates the need to have a president who can protect the national interest. Many government programs are well-intentioned. But these programs must be financed by taxes, which hurt all Americans, or by borrowing, which future generations of Americans will have to pay back. The need to protect the national interest-both now and in the future-requires a president who can represent all the people by controlling spending and keeping taxes down. Yes, there are cases when government needs to help. One good example is our Administration's proposal for a new $1 billion program to retrain dislocated workers and help them get permanent jobs. But let us not forget our ultimate goal. Let us balance the budget, but let us do it without hurting economic growth and weakening the security of our nation. Keeping this strategic goal in mind, the President and I have achieved the following. 13 million new jobs. Inflation falling from 12 percent in 1980 to just l percent in 1986. Interest rates dropping from 21.5 percent in 1980 to 7.75 percent now. Our defenses strengthened. In sum I believe we can ensure that our best days lie ahead by controlling spending and keeping taxes down. - QUESflON 3 HUMAN NEEDS What role do you see for governmentsfederal, state and local-in such areas as: education, training, employment, health care, housing, equal opportunity, the environment, and programs for the elderly? At your first Cabinet meeting, what instructions would you give to the heads of departments with responsibilities in these areas? MICHAEL S. DUKAKIS Consider the record we built in Massachusetts. We helped working families, and the elderly, by balancing our budgets and by cutting taxes five times in four years. But we also made concern for the most vulnerable members of our society a top priority. Our employment and training (ET) program helped welfare families lift themselves out of poverty and become self-sufficient wage-earning citizens. And we helped 30,000 low-income families find decent, affordable housing. We were the first to use state funds to supplement the federal nutrition program for women and infant children. We quadrupled college scholarship assistance; and increased funds for public higher education by a greater percentage than any other state. We worked hard to provide quality health and home care for older citizens. We committed ourselves to battling AIDS, homelessness, teen pregnancy, adult illiteracy, drug and alcohol abuse, and the failure to provide child support. Now the time has come to provide that kind of leadership from Washington. That is the message I would deliver during my first Cabinet meeting. But I would add that the most important human service program of all is full employment, and that will be a fundamental goal of the Dukakis Administration. RICHARD GEPHARDT Government has one major function, essentially: to protect and defend its citizens. The federal government must act in the national interest, and I would reverse the policies of the past several years that pit region against region, and 5 - �which divide America. All governments, at every level, should be working together, pulling together, instead of shucking responsibility off onto the next guy down the ladder. Under a Gephardt presidency this country would see an unprecedented federal commitment to education. That's the key to building the future of America. We must, and would, do more to combat adult illiteracy, prevent dropouts, help people train and retrain for better jobs, and elevate the aspirations and talent of all our people. We will never be a secure nation as long as our citizens are uneducated, ill-housed, illclothed, ill-fed, and unemployed or underemployed. We will make America first again by making people-human resources-our first priority. I see an America where all leaders share that responsibility, but where the federal government sets the tone and takes the lead. In a Gephardt Administration, I would expect the heads of all departments to lead in that new direction. - ALBERT GORE JR. Americans want a better deal from government. As President, I will set out to find a job for every American who wants to work, and make sure the minimum wage is at a level that assures everyone gets fair pay. I believe we should invest in people for a change, by creating better schools and job training programs. We should launch a national job bank to match jobseekers with job openings, so that if a person is out of work, he or she will immediately have a list of all the opportunities available. We should widen the doors of equal opportunity we fought so hard to open in the first place. America must insist on a cleaner environment, by cleaning up hazardous waste dumps and demanding clean water and clean air. America must guarantee all citizens the right to shelter and increase the supply of affordable housing. We should stand up for social security and give the elderly access to better, less expensive longterm care. And we must make good health care available to everyone at a price they can afford. Finally, we should make it easier for Americans to build strong families, with good schools, quality child care, and meaningful programs against crime and drug abuse. JESSE JACKSON At my first Cabinet meeting I would instruct Cabinet and Department heads that our government will assume the appropriate leadership in these areas to ensure responsible, effective and efficient performance. We will meet our responsibilities to the nation. My priorities include: President Reagan proposed cutting education to $14 billion. I proposed raising education to $25 billion. Unemployment during the Reagan Administration has averaged 8.1 percent. I propose a FULL EMPLOYMENT AND BALANCED GROWTH ECONOMY as the number one priority of a Jackson Administration. I support a national health care system that provides quality health care for all of our citizens based on need and not solely on money; and a new national housing effort that would both shelter our people and help put our people back to work. I strongly support affirmative action and would use the full powers of the Executive Branch of government to firmly, but fairly, enforce the law. A major role must be played by the federal government in cleaning up our environment. We can clean up our environment, create jobs, and generate new taxes at the same time. The measure of the moral character of a nation is how it treats its young, poor and elderly. PAUL SIMON Some believe our nation has reached its full potential. I believe there are areas where government action is needed, and needed badly. I will not wait until my first Cabinet meeting to put together a program; I will move immediately after my election. At the first Cabinet meet- -- - 6 ing, we will have a detailed plan to begin implementing. Quality education must be available to all. The federal government must provide guidance and direct assistance where appropriate. We must raise teacher pay and expand incentives for attracting and retaining excellent teachers. We cannot tolerate 7 percent unemployment. As Franklin Delano Roosevelt did, we need to put America back to work. We need to expand private sector jobs, train and retrain young and old workers, and provide jobs for those who can't find work. Housing programs for the poor, the elderly and those who are handicapped must be revitalized. The social security system and the Older Americans Act must remain viable, providing vital services and support. There must be access to quality health care for all. Medicare must be strong. All Americans must have insurance and be protected from overwhelming medical expenses that leave them helpless. These are the things I stand for. BRUCE BABBITT Three major priorities: 1. Children. One American child in four lives in poverty. That is unacceptable, and I see three urgent tasks. First, we must extend Medicaid benefits to every child in poverty-immediately. Second, we must help make it possible for working parents to find decent child care. Third, we must have m~ive improvements in education. 2. Jobs. You create quality jobs with economic growth, and that means giving ordinary workers a piece of the action. How many times have.you heard executives push for wage cutsand then reward themselves with bonuses for their frugality? No American company should be permitted to deduct an executive bonus as a business expense unless it offers productivity pay for all of its employees. I'd say to every American worker: If you make first-rate efforts-if you pay attention to detail, if you improve the quality of your product, if you find a better way to do the job--you'll have first-rate rewards. 3. Environment. We need legislation on acid rain, groundwater protection, and public lands. I would tell every polluter: if you poison our water you will go to jail, and your money will be spent to clean up the mess. fellow Americans helps all of us. We will need to tap the full potential and energies of all of our people if we are to remain a great country into the next century and beyond. s PETE du PONT The first task for the federal government is to provide for our national defense. Without a strong military-second to none-we would quickly lose all our freedoms. Poland, Afghanistan, Cuba, and Ethiopia are tragic reminders of wh~t it means to be weaker than the Soviet Union. · America must research, build, and deploy the Strategic Defense Initiative as soon as possible. Today, we have no defense against Soviet missiles fired on purpose or by accident. That is a scandal. Some liberals say we should trust the Soviets. I say we should place our trust in the ingenuity, talent, and hard work of the American people to build a strong defense-the technology for which will catapult us ahead of the rest of the world in competitiveness. Another important task is to get drugs out of our children's classrooms. The only way we'll ever guarantee drug-free classrooms is to link drug use with a driver's license. Now this will require random drug testing of teenagers in our schools. But, if we can require vaccinations before kids go to school, we can require drug testing while they're in school. Of course, we must provide counseling and help for young people who need it. But we have to let them know there are penalties-and consequences-for drug use. We have to say, "If you use drugs, you won't drive ... because you won't have a driver's license." For a long time, we've gone after drug pushers. Now it's time to get tough with drug users too. Government must provide opportunity-opportunity for welfare recipients to vault out of poverty, for parents to choose the schools their children will attend, and for young workers to save for their own retirement. My campaign offers specific proposals for changing the policies that keep us from these goals. JOSEPH R. BIDEN JR. ALEXANDER M. HAIG JR. Our primary challenge is to end a decade of the "got mine, get yours" philosophy, and restore our sense of community and common concern. For our young, we must insure that all have decent health care from birth through adolescence. We must give them the best education system in the world We must expand drug education and treatment programs. And we must sponsor new plans to put higher education within the reach of teens from all backgrounds. We must help adults in need by providing shelter for the homeless and training and opportunities for the jobless. Government must give these Americans the help they need so they can help themselves. We must insure that our elderly have a retirement with dignity. They should have the health care they need without spending everything they have worked a lifetime to save. Our next President must lead the government in addressing these pressing problems. The record of the past seven years-of neglect and irresponsibility-must be ended. But the President will have to do more: he will have to challenge the American people to work for these same goals in their neighborhoods, schools, union halls, and communities. He must offer moral leadership and a vision of social justice. He must remind the people that our less fortunate citizens are not "them"-they are a part of ••us." This is not something we should do just out of compassion for those less fortunate. Helping At my first Cabinet meeting, I would say this: the best government is the least government but that which government does, it must do well. The American people, after trial and error, have established a social compact. Our task is to do well, to respect that compact and to encourage social progress. In addition, I would say to the Secretary of Labor that he must always hear the voice of labor. Other Cabinet officials, such as Commerce, Treasury and Defense must do so as well. The American system of federal, state and local government is intended to give us the flexibility to deal with problems at the most effective level. Over the past decade, we have seen a strong revival of state and local capacity to handle such pressing issues as economic development, job training and welfare. Recent studies show that state "workfare" proposals offer more promising results than traditional federal style approaches in the effort to reduce welfare rolls. This new federalism, however, does not relieve Washington of responsibility for matters that it can handle best. Environmental protection goes beyond state or local capabilities. We urgently need changes in our health care system, not just to contain costs but to make sure tliat those costs do not lead to a catastrophe for the elderly and poor. Ultimately, the federal government must also take the lead in combatting the plagues of AIDS and drugs, both of which have an important international dimension. �While education remains a primary task for state and local jurisdiction, the federal government can and should help to restore to our schools a sense of discipline, a respect for humane values and a quest for excellence that are essential to our future as a democratic society. It should also assemble, monitor and evaluate standards of education at the national level. I welcome the new emphasis on mastering the fundamentals-reading, writing and arithmetic -and analytical skills necessary to succeed in our changing society. Our teachers, the custodians of the future, deserve our encouragement and reward~ they strive to improve education especially at the grade and secondary school levels. JACK KEMP The most important thing government can do for people is to provide the ladder of opportunity upon which all can climb, and a floor of help to those who can't help themselves or are in temporary need of assistance. I will instruct my Cabinet to follow policies that will lead to a growing economy of at least 5 percent per year and that will provide a good job at a decent wage for everyone who wants to work. I will work to liberate labor, capital and working families from high taxes and interest rates, and uphold the traditional family values upon which our nation was founded. I will commit my Administration to not only fighting but winning the war on poverty. I will mobilize the power of the private sector to create jobs and opportunity in distressed cities and rural areas through enterprise zones. My Administration will give public housing tenants the chance to become homeowners through urban homesteading legislation. My longstanding and active support for job training, trade adjustment assistance, magnet schools, and protections for workers in the workplace will remain unchanged. I will commit my Administration to ensuring human and civil rights with equal opportunity for all. I believe the social security system is the bedrock of retirement security, and I will uphold its integrity and continue to oppose any effort to reduce benefits to older Americans. PAT ROBERTSON In my own organization we have been involved in feeding, clothing, and housing some 13 million needy Americans. We do it with one-half of one percent overhead. Ninety-nine and one-half percent reaches the ultimate recipient. Some government programs use 70 percent for administration with only 30 percent reaching the recipient. Welfare must be used to bring people into dignity and productivity. It should never be used to create dependency. The greatest problem area of poverty today centers around single women with dependent children. I may be old-fashioned, but it is my feeling that if a man fathers children, it is his job, not the government's to care for them. I also feel that, with the exception of women with children under the age of six, the concept should be payment for productive employment-"workfare" not welfare. For efficiency, and for moral and spiritual support, government should work in partnership with the private medical agencies to care for those truly needy among us. My instructions to my Cabinet would be: "Under no circumstances can a great and powerful nation fail to provide adequate care to its elderly, infirm, and handicapped. We can no longer tolerate the heart-rending sight of people sleeping on grates at the heart of our cities. "Current welfare legislation must be reformed and improved. We must.be compassionate-but that compassion must be tough and efficient as ste"V ards of the taxpayers of America." 1 GEORGE BUSH Americans have never been as well off as they are today. We've created 13 million new jobs, cut inflation, and brought interest rates down. At the same time, we've rebuilt our defenses, while strengthening social security and preserving the social safety net. I have always believed that the best social program is a job. That's why the best way to meet our social needs is to protect the ability of our economy to produce new jobs. We .must k~ep moving forward with policies that ~Ill provide more opportunity, further the creatmn of new jobs, and keep inflation and interest rates down. We must not reverse course. We must not make a U-turn to policies of high taxes and overspending. Those policies failed before and they would fail again. e need to build on our progress and keep movmg forward. Two major challenges we face are education and AIDS. Our Administration has led the crusade to reform American education by bringing back basics and emphasizing achievement and high standards. SAT scores are now rising again after almost 20 years of steady decline. I am convinced that education holds the key to restoring our competitiveness in the world market. I would also seek new ways to improving the ability of middle-class families to meet the rising costs of college. As ~or the AIDS crisis, I pledge my total commitment to a comprehensive national effort to coi;ribat this disease. As President, I would coordinate the efforts of health care professionals, educators, clergy, parents, and all concerned Americans to work together to end this threat to our future. by communicating with their members on the issues, and by endorsing candidates whose positions further the best interests of their membership. What are your views of organized labor's proper role in the political process? DEMOCRATS W. BOB DOLE In defining the role of government I begin with the belief that people at the gr~ roots level- neighborhoods, church congregations rank-and-file union members, and small busi~ ness owners-can usually fashion better ways to meet the needs of their communities than can Washington's bureaucracy. At the same time, as a product of depression-era Kansas and a World War II vet, I understand that there are situations when the government needs to step in and lend a hand. Government at all leyels has a responsibility toward society's less ~ortunate, though the degree of that responsibility and how it is divided among the federal, state, a_nd local governments can vary widely dependmg upon the policy objective. For example, in an area such as civil rights I believe the federal government should play' a strong, primary role. This is why I have supported every major civil rights law and was proud to play a leadership role in the 1982 extension of the landmark Voting Rights Act. On the other hand, in areas like employment, I feel the federal government should be a partner with state and local governments, as well as labor and business, to expand job opportunities for America's workforce. Similarly, I believe that the federal government shares an obligation with s~te and. local governments to help the economically disadvantaged. This is why I ~a~e suppo.rted the Food Stamp program, Med1ca1d, Medicare, increasing access to legal services, and increasing the availability of health care for the unemployed. The central theme in my instructions to all appointees would be to seek out ways to improve the effectiveness and professionalism in the administration of programs, and to the extent further belt-tightening is needed to reduce the deficit, fairness in proposing cuts. QUESfION 4 THE POLIDCAl PROCESS Unions, like many other membership organizations, have historically played an active role in the political process by assisting their members in registering, RICHARD GEPHARDT Democratic victories are won with the help of la~>ar, it's as simple as that, and we can't do without you. I make no bones about the fact that I would welcome the endorsement of the A~erican labor movement. I plan on working with the labor movement to put their membership on delegate slates across the country. I look toward the labor movement to take an active role in organizing our campaign, in recruiting volunteers, and providing financial contributions. .1 share the concerns of the working people of this country-always have, always will. Often as people reach for the stars they forget their beginnings, but not Dick Gephardt. I'm never going to forget the hard work my parents had to put in to provide me with the opportunities I've had in_ life. I want that same kind of country for ~y children and yours, a nation that is proud of Its workers, and where hard work yields fair rewards and opportunity. We're setting out to make America first again by sticking to our strongest values: honesty, trust in people, regard for hard work, and caring about our neighbors. That's what my campaign is all about. ALBERT GORE JR. I~ my experience~ unions have always played an 1mp.ortant role m shaping national policy. When important legislation is on the line organized labor always comes through with' tremendous grass-roots support. Time after time that political involvement saves jobs and make~ the system work. Organized labor has helped me on every one of my campaigns with advice, support, and volunteers. I would not be in the Senate were it not for the hard work of working men and women in Tennessee. I have long been a strong supporter of union participation in the democratic process. Unions help democracy work the way it was meant to-by harvesting ideas at the grass-roots level. Democracy is just as important in the workplace. Economic growth will come when working Americans have more pay and say. JESSE JACKSON I support the right and ability of all citizens an~ _labor to participate fully in the American poht~cal pr~. have spent all of my adult life fightmg ~nd nsking my life for that right. No one has nsk~ more, registered more, politically educated or mvolved more American citizens in the political process. Organized labor is a legitimate interest whose ~ncems ~ust be taken into account by any senous presidential candidate. The rc:>l~ of presidential leadership is to put forth a vision of where the country needs to go how he/ she proposes to get there, allow peopl~ an~ group~ .to see their role in the plan, and inspire all citizens and groups to get involved. I ~av~ fought alongside organized labor all of my hfe m our shared commitment to full em~loyment, .li~eable wages, worker safety, collective ba.rgamm¥, health care, housing, equal opportumty, ~ot~n~ rights and other programs of humane pnontles at home and human rights abroad. I sup~rt org~nized labor's right to speak and ~ct on mternahonal labor and human rights ISSues, and I look forward to continuing our efforts in these important fields. ! 7 �PAUL SIMON American working people and the American labor movement have been the driving force behind every major piece of progressive legislation in the United States in this century. That includes minimum wage, social security, Medicare, basic health and safety legislation, civil rights. And on and on. And, any Democratic candidate for President who doesn't recognize this progressive and central role of the American labor movement does not, in my opinion, understand our history either as a party, or as a nation. In 1984, for example, the members of the AFL-CI 0 provided the Democratic presidential candidate with a dramatic 61-39 percent margin . . The simple fact is that the American labor movement is often way ahead of the Democratic Party in recognizing the issues which concern and move ordinary American working people and voters. The election of 1984 is a dramatic demonstration of that. I see my role in this campaign as the spokesperson of the Roosevelt, Truman, Kennedy Democratic tradition of fighting for American working men and women. I would be proud to carry the banner of the American labor movement and the Democratic tradition into the next election. And, as Harry Truman showed, when we do that, Democrats win! - in Massachusetts have been an important part of the extraordinary economic success that we enjoy. With the full participation of organized labor, we have reduced unemployment to less than 4 percent in Massachusetts. Labor leaders have been essential partners in a coalition that has won passage of strong plantclosing legislation; a comprehensive right-toknow bill; and sweeping reform of our workers' compensation system. Without national leadership from organized labor, we would never have achieved the kind of social and economic progress that is reflected in federal laws governing the minimum wage, the eight-hour day, civil rights, Medicare and Head Start. I have sought support from organized labor throughout my political career, and I do so now as a candidate for the presidency. We need your involvement; we need y9ur leadership; we need the active participation of working men -and women and their families in the 1988 campaign. And I will need your active participation and involvement as President of the United States. REPUBLICANS BRUCE BABBITT The American labor movement has always stood for the protection of those who could not protect themselves. You have led the way to many of this century's most important social welfare advances. As a Democrat, I welcome the vital contribution that the labor movement has made to building my party. There is nothing narrow or selfish in representing the interests of working men and women and their families, and I will be proud to stand with the American labor movement in this presidential campaign. There will inevitably be issues on which we disagree, but I welcome your participation and I intend to work hard for your support. JOSEPH R. BIDEN JR. Organized labor has always been the bedrock of progressivity in this nation. But I believe that 1988 will be a watershed election for labor. At the moment when the standard of living for our workers is no longer rising, we need strong leadership from labor. We are seeing many transitions in the economy which will affect workers. We need more labor protection now, not less, so that the rights of American workers are not sacrificed in this transition. For example, many manufacturing jobs are being lost and are being replaced by service sector jobs which are not organized. I believe labor must organize in those new industries in order to protect worker rights. Over the past six years, business groups have been waging a war on organized labor-trying to roll back most of the gains of the past four decades. The Reagan Administration has tried to undo the entire structure of labor-management relations in this country. The chairman of the NLRB bas gone so far as to attack the very idea of collective bargaining, the most fundamental right of all. It is time for unions and their members to fight back. You have a right and duty to play an active role in politics. You should demand that basic fairness be done for working people, and that we get the nation moving again. I hope that every working man and woman will get involved in the political process in 1988. America's unions should do everything they can to make sure that this happens. MICHAEL S. DUKAKIS PAT ROBERTSON Organized labor has at its disposal vast sums of money held in trust under a tax free status. This money comes from the dues of hardworking Americans. The leaders and members of organized labor - JACK KEMP The proper role of organized labor in the political process is the same as that of all organizations-to work to promote the best interests of its individual members, of free enterprise, and of our nation. As co-founder and president of the American Football League's Players Association, I helped negotiate the first league-wide pension contract in history. I believe in the sanctity of the contract and the right to bargain-and I also respect and uphold individual rights to choose, free of coercion. I have been fortunate enough to receive the endorsement of many labor unions during my campaigns for Congress, and I have learned first-hand that union members vote the candidate, not the political party. The political diversity among American working men and women and their active involvement in the political process bas been good for labor and good for our democracy. I welcome the active involvement of labor in the political process on a bipartisan basis. I believe that organized labor can and must play a key role in the American political pro~- 8 ALEXANDER M. HAIG JR. As Supreme Commander of NATO, I became aware of organized labor's essential international role. In a world often hostile to democracy, American labor leaders have always stood courageously for the principles of human dignity, individual rights and freedom. Through its international efforts, the AFL-CIO has written a unique chapter in the history of human rights, while making an essential contribution to the security of the free world. It is not a question therefore of labor's proper role in the political process. There can be no democratic political process without a strong labor role. Every democratic community has a strong organized labor movement. In countries not yet free, such as Poland, labor unions are the leading advocates of a democratic system. Americans believe that a free people, to be truly free, must also be educated in their political choices. Democracy is not a spectator sport. Every participant is a winner. Only those who fail to participate are the losers. Unions, by assisting their members to understand the issues and the candidates, help this process. These dues are not Democratic money or Republican money, but workers' money. I feel that unions should have the same rights and privileges in the political process as any other non-profit membership organization. However, never should the leaders of unions use their power or the union dues for any candidate in a primary or general election. Political participation is a precious right that should never be abridged to any American. GEORGE BUSH A democracy can only be as strong as its people. If Americans fail to exercise one of our most precious rights-the right to vote-the United States would be a democracy in name only. Over the last two centuries, we've had to struggle, and sometimes even fight, to extend the right to vote to all Americans, regardless of race, color, creed, or sex. Now that we have universal suffrage, we must always protect this most treasured of rights. Communist societies allow their subjects the "right" to vote in theory. Dictators of the leftand the right-ignore what we must never forget: the vital importance of free people voting freely according to the dictates of their conscience. Like other organized groups, labor unions can play an important role in furthering and strengthening our democracy. By encouraging members and their families to register and vote, and by helping to inform them about the issues and candidates, unions can play a valuable role in strengthening freedom. BOB DOLE As the representatives of nearly 20 million workers, it is entirely appropriate and desirable for labor unions to play an active role in the political process by registering voters and communicating with union members on issues critical to their interests. I think, however, the AFL-CIO's decision to attempt to become a force only with the Democratic Party in presidential elections is a grave error that has worked to the detriment of its members. Union members are a politically diverse group, many of whom are proud to be members of the Republican Party. In the last election, 4 7 percent of union households supported the Republican presidential candidate. Therefore, it is time the AFL-CIO leadership abandoned its partisan Democratic role and adopted a more bipartisan approach that better reflects the views of its members. I would like to see the AFL-CIO work within the framework of both national political parties to advance the agenda that is critical to its membership. PETE du .PONT I would like to thank Lane Kirkland for the opportunity to share my thoughts with you. The space here is short, and I hope that as I travel around this great nation of ours, I will have the chance to meet and speak with you. Our Constitution is now 200 years old. It is the bedrock of our liberties, and it gives us all the opportunity to take part in our democracy. Labor unions and other aswciations have an important role to play in our elections, our economy, and the quality of our life. I .do get concerned sometimes when I see how labor union Political Action Committees tend to throw their support behind so many liberal politicians. Many liberal politicians who receive tens of thousands of dollars from labor unions-money paid by you-vote for a weak America. They criticized America when we liberated the brave people of Grenada. Those liberal politicians who vote against every defense bill are no friends of patriotic, hard-working Americans. I urge you as members of a labor union to take an active role as an individual in choosing just what kind of politicians get our dollars. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1987 Description An account of the resource HEADLINES PAY HIKE ON PAR WITH OFFICERS IN NEW CONTRACT PERSIAN GULF PROBLEMS SHOW NEED FOR MERCHANT FLEET CDS PAYBACK DECISION NEARS, DUE JULY 15 DOUBTS SLOW KUWAIT REFLAGGING FLAG OF CONVENIENCE? NATIONAL MARITIME DAY 1987 GOVERNMENT SHIPBUILDING HELP NEEDED TO SAVE U.S. YARDS, DEFENSE PANEL TOLD BAKER-WHITELEY OWES $2 MILLION-SIU FIRM WINS $36 MILLION DREDGE PACT MATE COURSES GEARED TO JOB, NOT JUST TO PASSING EXAMS ANNUAL P.S.C.A INDUCTION OF OFFICERS AWARDS DIINER PROFILE: KAWISHIWI’S 3RD MATE NEW FLEET OILER ADDED STATE SENATOR SUPPORTS WORKERS MSC HOSPITAL SHIP ON HUMANITARIAN MISSION A GOOD (SAFE) SHIPMATE 6-MONTH HILL REPORT CARD SHOWS SOME HOPE FOR MARITIME AMINISTRATION JUDGMENT QUESTIONED ANTI-MARITIME BILLS INTRODUCED VERTERANS STATUS DENIED TRADE STAND-OFF COMPREHENSIVE POLICY NEEDED ADMINISTRATIONS LACK OF VISION H.R. 3 PASSED THE CANDIDATES ON THE ISSUES QUESTION 3 HUMAN NEEDS QUESTION 4 THE POLITICAL PROCESS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 6 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/ba53f68f120f216f836a7782c3bfbc2e.pdf 7b5bbbf9f40e5020ab76cf1ece14de91 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, GuU, Lakes and Inland Waters District• AFL·CIO Vol. 49, No. 5 May 198? Commission Seeks Crew Shortage Answers Labor Calls Cargo Key to Manpower Problems Cargo-an effective maritime policy-bilateral agreements-Jones Act protection and a host of other suggestions were offered by maritime labor leaders as ways to ensure the U.S. merchant marine can fulfill its defense role. Officials from seven unions, the U.S. Merchant Marine Academy and various state maritime academies appeared before the Commission on Merchant Marine and Defense late last month. The commission asked the group for recommendations to ensure that manpower requirements needed in a national emergency could be met in the face of today's crisis-ridden and dwindling private fleet. "We may well witness the demise of the U .S.-flag merchant fleet and the nation's ability to deliver the required sealift in wartime ... The key is cargo. Given cargo, our U.S.-flag merchant U Names Two Seafarers and four dependents of SIU members have been awarded $55,000 in college scholarships under the Union's Charlie Logan Scholarship program. Three alternates also were named by the scholarship committee. Timothy Hyatt, 29, a deepsea member living in Seattle, Wash., was the winner of the four-year, $10,000 scholarship. He plans to use the award to attend Reed College in Portland, Ore. Timothy Hyatt marine will rebuild itself," SIU President Frank Drozak told the panel. ''The adoption of a national cargo policy would be the most effective and direct way of restoring the Americanflag merchant marine," said NMU Legislative Director Talmage Simpkins. Several recent studies have predicted large shortfalls of manpower if the country were faced with an emergency which required large use of sealift. Most of the problems stem from the shrinking size of the U.S.flag fleet. Thousands of licensed and unlicensed jobs during the past several years have been eliminated. The government has purchased dozens of ships for its Ready Reserve Fleet, but there are serious doubts if those ships could be manned if needed. Witnesses agreed that the best way to provide for wartime requirements is through a healthy peacetime merchant marme. Drozak called for the government to reaffirm the integrity of the Jones Act. "We have operators running obsolete ships who are reluctant to invest to modernize their Jones Act fleet because they fear the rug will be jerked out from under them. Their fears are perfectly justified, because ships constructed with CDS funds have been allowed to pay back the subsidy and enter the domestic trade, and subsidized operators have been allowed into the noncontiguous Jones Act routes,'' Drozak explained. He also called for the extension of the Jones Act to conform with the presidentially mandated 200-mile Exclusive Economic Zone. That would, he said, encourage deepsea mining and preserve that future industry for U.S.- SIU President Frank Drozak answers questions at defense commission hearing. flag operators. He stressed the need to close Jones Act loopholes which allow foreign-flag ships to engage in so-called cruises to nowhere from U.S. ports, lightering foreign tankers just outside the 12 mile limit and foreign (Continued on Page 3.) Winners of Logan cholarship Hyatt believes that a four-year program at Reed and perhaps a year abroad is ''without doubt the finest education, and the best preparation I could possibly hope for, to meet an imminent challenge and achieve my goals." Hyatt hopes to make journalism his career. James DeSoucey, 28, received a twoyear, $5 ,000 scholarship. DeSoucey, a 1981 Piney Point graduate who is now attending Queensborough Community College, was picked as the four-year, $10,000 scholarship alternate last year. He hopes to continue classes, focusing his attention in the area of international cargo transportation. William McRee, 24, of Virginia Beach, Va. was selected as the alternate winner of the $10,000 award for Seafarers. He plans to attend the University of New Mexico in the fall with the goal of becoming a physical therapist. Deepsea Contract Talks Continue Page 3 CDS Payback-Fact vs. Fiction Page 4 Inland-Spotlight on St. Louis Pages s & 1 Army Crane Training at SHLSS Pages a-12 The SIU Washington Report Page 23 John D. Pennick, 35, of Santa Cruz, Calif. is the alternate winner of the $5 ,000 award. A senior at the U niversity of California, Pennick plans to finish his bachelor's degree in psychology and attend San Jose State University to attain a master's degree in social work. Four dependents of SIU members were selected to receive four-year, $10,000 scholarships. Felicia Brooks, 19, is the daughter of Alvin and Mattie McCants of Mobile, Ala. Brooks plans to study prelaw at the University of Southern Ala(Continued on Page 19.) Onboard the Charles Brown-Page 1s �President's Report by Frank Drozak N egotiations between the SIU and the American Maritime Association (AMA) for a new Standard Freightship and Tanker Agreement were continuing as this issue of the LOG went to press. The present threeyear contract ends June 15. So far, it has been a rough set of negotiations. The AMA has demanded substantial rollbacks. The cuts would translate into a 10 percent reduction in base pay, a 15 percent reduction in overtime pay, a 28 percent reduction in vacation pay and a 20 percent cut in health care and benefits. The owners have tried to justify their offer by pointing to the depressed state of the maritime industry. There's a certain truth to that claim: during the last three years, the life of this contract, the American-flag merchant marine has declined by roughly 25 percent. Yet it is my firm belief that the depressed state of the maritime industry is not the motivating force behind the owners' offer. Because if it were, the owners would not have agreed to wage increases for the licensed personnel aboard their ships. There is nothing unique about the plan that has been put forth by the AMA. It's the oldest trick in the bookpit one set of workers against another. If management can isolate one group of workers (women, blacks, newly hired, unlicensed, "supervisory personnel''), then it is just a matter of time before it can unilaterally establish all wages, all benefits. At this stage of the game, no one knows what will happen. But just in case, SIU members at the May membership meeting at headquarters voted unanimously to support a general strike if one is called. In every membership meeting since then, in every port around the country, the vote has been the same. Unanimous. It is a basic rule of economics that no one wins in a prolonged strike. That is why this Union has always chosen its strikes very carefully. I doubt if many of today's new breed of managers can remember the last general maritime strike-it occurred in 1946. Like all waterfront beefs, it was brutal. But it involved important questions of human dignity, so there was no other choice. There is no need for a strike. We are not making extravagant claims. We are just asking that management treat all the people who work for it the same. And what about the other part of this equation, the licensed officers? Where do they fit in? It is my firm belief that none of the licensed officers unions can survive without the support of strong unlicensed unions. During the last six years, many corporations have tried to strip their licensed workers of the right to union representation by unilaterally reclassifying them as ''supervisory personnel." This has been particularly prevalent in the transportation sector. The airlines tried to do it; so did the tug and barge companies. Before the PATCO strike, the airline companies tried to split the airline pilots from the air controllers, and the air controllers from the mechanics, flight attendants and ticket handlers. The companies were successful. And it led to one of the darkest days in the history of the modern labor movement, the destruction of PATCO which, incidently, was an independent affiliate of the National Marine Engineers Beneficial Association. More important, the demise of PATCO led to lower wages and benefits for all workers. Let me put these negotiations in a broad perspective. The maritime industry is in desperate shape. It can only survive if all sides-management and labor, licensed and unlicensedpull together. We in the SIU don't mind making sacrifices if it will help the industry as a whole. But we have no intention of being singled out as a sacrificial lamb. We in the SIU have done all we can to support the industry. We' re not like some other unions that take from an industry and give nothing in return. Our whole political action program has been geared to helping our companies gain more work. It's a matter of being pragmatic: if our companies do well, then our members do well. Yet what the owners' latest offer tells me is that flexibility is not enough. Have we reached the point in this country where Big Business believes that it doesn't have to answer to anyone? Are we at the point where corporate managers, who are protected by multi-million dollar "golden parachutes," don't care if they wreck an industry in their near-total preoccupation with short-term profits? The SIU has no intention of endangering the job security of its membership. If and when the time comes, we'll take stock of our options. If we don't think we can sustain a strike, then we won't call one. But everyone has to be aware that if push comes to shove, we won't "go gently into that good night." We've made many friends during our time, and many enemies. The enemies we have made have invariably come in the course of performing our duties. To the officials of this Union, nothing is more important than the job security of our members. The record speaks for itself. Twenty years ago, the SIU established a comprehensive training program at Piney Point because we knew that the industry was changing. We knew that continued employment in the maritime industry depended upon increased productivity and improved technical training. Six years ago, when the Reagan administration started gutting every maritime program it could get its hands on, we made an all-out push to sign new military work. This· didn't win us any popularity contests. Some of our members were dead set against it. But we took the heat, because we knew that if we didn't our members wouldn't have jobs. And the gamble paid off40 percent of all available jobs are on board these vessels. I've been in_the maritime industry for more than 40 years. I've worked in every position possible, from AB to patrolman to union president. . I've seen just about everything there is to see, done just about everything there is to do, been called just about every name in the book. Like Paul Hall and Harry Lundeberg before me, I've been called stubborn, iron-willed, ruthless. And like those two men, I consider all those adjectives compliments because it means that I'm serious about protecting my membership. You see, every trainee is like a son or daughter to me, and every old-timer is like a brother. This really is a brotherhood of the sea. And like many families, if you cross one of us, you cross us all. Drozak Warns of Soviet Threat Editor's Note: Last month SIU President Frank Drozak sent each member of the House and Senate a Soviet booklet on its merchant marine. The book outlines the intricate structure between the USSR's commercial fleet and its military goals. The following letter is from House Armed Services Chairman Rep. Les Aspin (D-Wis.). Dear Mr. Drozak: Thank you for your letter of April 20, 1987 bringing to my attention the Soviet publication, The Sea and River Workers Union. The booklet reinforces the view that I share with you and many others that the large Soviet merchant fleet is being used not only to secure economic and political advantages in peacetime, but also as a potentially significant military factor in time of war. It is no accident that the Soviets have moved in this direction· ' we in this country need a strong and viable merchant marine for similar reasons. I look forward to continuing to work with you and others in the marine industries to bring this about. Sincerely, Les Aspin Chairman Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO May 1987 Vol. 49, No. 5 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 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. 899: 0675. 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. I 2 I LOG I May 1987 I I �Membership Gives Strike Authorization Talks on Both Standard Agreements Continue Negotiations between the SIU and the American Maritime Association (AMA) for a new Standard Freightship & Tanker Agreement were continuing as thi s issue of the LOG went to press. The present three-year contract ends June 15. SIU President Frank Drozak, who has led the Union ' s bargaining committee since contract talks began last October, is not optimistic about a settlement before the June 15 deadline, but said that the SIU ''would continue the talks and was open to any fair and reasonable offers from the companies." So far, the AMA has demanded substantial rollbacks in wages, vacations and health care (see box). The cuts in wages and benefits would amount to a l 0 percent reduction in base pay, a 15 percent cut in overtime pay, a 28 percent reduction in vacation pay and a 20 percent cut in health care benefits. At the same time, the AMA has agreed to wage increases for the licensed personnel aboard their ships. Drozak charged that the companies are not bargaining in good faith. ''There is a basic question of fairne ss here that is being trampled upon by the shipowners," Drozak said. " At the same time that they are demanding that their lower-paid unlicensed workers take substantial cuts in wages and benefits , they are fattening the paychecks of their higher-paid deck and engine officers." Faced with the shipping companies' refusal to consider the SIU's contract proposals, and their hard-line insistence on deep cuts into the wages and benefits of unlicensed seamen, Drozak asked for and got a unanimous vote at the headquarters membership meeting May 4 which authorized him to call a general strike if there is no agreement by June 15. Meetings in all of the SIU ports also gave the SIU president unanimous support. Drozak said he would report to the membership at the June 8 headquarters membership meeting on the status of the contract talks , and would announce further action at that time. The Standard Freightship & Tanker Agreements between the SIU and the American Maritime Association (AMA) will expire June 15, 1987. Following are the proposals which were submitted by the SIU and the AMA at their first contract negotiating session held Oct. 7, 1986 at the SIU' s offices in Brooklyn, N .Y. SIU Proposals • A 3-year contract with wage increases of 2% per year, including 2% per year raises in overtime rates. • Cost of Living (COLA) payments for any increases over 10%. • Same contribution rate to be paid to Seafarers Welfare Plan as is paid to licensed officers' plans. • There shall be an equal number of licensed and unlicensed cre.w in the engineroom. AMA Proposals • Effective Jan. 1, 1987 all wages, regular overtime, premium overtime, and penalty rates reduced 10%. • Premium rate to be further reduced by 50% of the differential. • Vacation pay to be reduced to 10 for 30. • Eliminate gangway watches. • Delete Longshoremen's holidays from the contract. • Health benefits to be cut 20%. Kuwait Tanker Ref lagging Scheme Draws Fire The SIU has strongly protested a scheme by the Coast Guard and the State Department to reflag half of Kuwait' s 23-ship tanker fleet under the U. S. flag. The onl y American citizen required onboard the ships would be the captain, according to a Coast Guard interpretation of American maritime law. The possible action is ''contrary to the intent of Congress and dangerous to our national security. If the law is interpreted as the Coast Guard apparently has ruled, it is not difficult to perceive a number of scenarios that would be disastrous for the U.S. merchant marine," SIU President Frank Drozak said. U.S. maritime law requires that all officers aboard U.S.-ftag ships be American citizens. If the ships are subsidized , 100 percent of the unlicensed crew must be American. Nonsubsidized ships are required to carry a 75 percent U.S. unlicensed crew. The Kuwaiti attempt to reflag their tankers comes at a time when tanker traffic in the Persian Gulf is coming under increasing attack from Iran which has been at war for seven year~ against neighboring Iraq. Because the war has closed Iraq's main port, Kuwait has become a stop for ships with goods for Iraq, which makes those ships vulnerable to Iranian attacks. Kuwait is attempting to secure protection from the U.S. naval forces by having its tankers fly the American flag. That small country has already chartered three Soviet tankers to carry oil, hoping that the Soviet Navy would protect those ships. The State Department issued a warning to Iran recently which said the U.S. would consider an attack on any U.S. ship a serious affair and vowed to ensure the passage of American ships. It has also been reported that for the first time in years the State Department's maritime office has been involved in the reflagging question, normally handled by the Coast Guard. ''I can certainly understand Kuwait's motivation in trying to secure American Navy protection for its fleet. But I can't understand how the Amer- ican government can simply ignore American law. Our maritime laws do not contemplate providing the benefits and protection accorded to U .S.-flag vessels to a fleet of foreign ships that are simply flying a rented American flag," Drozak said. The fear among the maritime community is that such a decision could set a precedent. There is a provision in the law which waives citizenship requirements in certain emergency situations, but this is not that type of situation. Maritime legal experts speculate that the Coast Guard stretched the law much further than intended in an attempt to accommodate the Reagan administration's foreign policy decision. Given Cargo, Fleet Will Rebuild, Panel Is Told (Continued from Page 1.) fi sh factories to operate in coastal waters. Almost every country has stronger cargo preference laws than the U.S. , and one of the simplest ways to help the merchant fleet would be stronger preference laws. Several witnesses called for the adoption of the UNCTAD liner code which reserves trade on a 40-40-20 percent basis. Drozak also said that current U. S .ftag requirements on certain government shipments should be considered the floor , or the bare minimum to be carried . " Today that percentage is considered a ceiling, and th~ aim of many agencies is to come as close to that percentage as possible without going over it ," he said . Adm. James L. Holloway III of CASO asks a question during the defense commission hearing. To his left are commission members John Gaughan, Marad administrator; NMU President Shannon Wall, and Edward E. Carlson, chairman emeritus, United Airlines. Current legislation pending in the House of Representatives could be ''at least a starting point for the constructive discussion of our present maritime dilemma," said MEBA-2 President Ray McKay. Those bills require negotiation of bilateral treaties with trading partners , stronger action against foreign restrictions on U.S . carriers and reservation of some car imports for U .S. ships. Tankers are an important link in the military needs , but there is a lack of tankers which worries military planners , Drozak said . " The easiest way to promote U .S .flag tankers is imposing an oil-import fee on both clean product and crude oil , with.an exemption for oil carried in U .S.-flag tankers," he said . ' 'There is another way to generate cargo. I firmly believe that it is the responsibility of the entire citizenry of a developed maritime nation to pay for the maintenance of a merchant marine. One way of doing this is a tax incentive to exporters and importers to use U .S ..::flag ships. In this way , the cost is spread equally between all taxpayers , both individual and industry ," Drozak said. " In fact , such a tax incentive should be substantial enough so that it would even be possible to specify not only U.S.-flagged ships , but U .S.-built ships as well. I do not know of another way , short of a massive construction differential subsidy, to do something about our declining shipbuilding industry. " First, the cost of such a program, unlike a cargo preference law, is spread across the entire tax base , and is offset, at least in part, by increased tax revenue from the expanding maritime employment base. Second , there is no direct subsidy to a specific segment of the industry ,'' he said. The commission' s final report is not due until 1988. A preliminary report is due later this year and more hearings are set to listen to representatives of other segments of the industry. May 1987 I LOG I 3 �Fight Over CDS Payback For Alaska Run Reignites Despite the fact that the last time Construction Differential Subsidy (CDS) paybacks were allowed the government lost some $76 million, seamen lost hundreds of jobs and 10 tankers were laid up, the administration is trying to revive this failed program. In 1985, despite congressional opposition, the Department of Transportation (DOT) changed its rules to allow ships built with CDS funds into the domestic tanker trade if the owners paid back their CDS. But coastwise or domestic trade is reserved for U.S.built and nonsubsidized ships. Earlier this year a federal court found the DOT's rulemaking invalid and ordered the department to rescind it and come up with a new system. The new system contains CDS payback provisions. Contrary to DOT' s original estimates that seven tankers would repay subsidy, during the effective period of the rule only three vessels elected to pay back the subsidy resulting in just over $100 million being returned to the U.S. Treasury. At the same time, however, implementation of the rule cost the government $182 million in defaults under the Title XI Vessel Loan Guarantee Program and the Economic Development Administration loan program. If the rulemaking is reinstated, DOT has estimated that an additional $88 million in Title XI defaults will occur. ''Implementation of this rule making has weakened our defense structure through the loss of hundreds of seafaring jobs and the layup of more than 10 militarily useful coastwise tankers. Citing the disruptive effect of this rulemaking on the commercial fleet since the proposal's initial inception, the Navy in comments submitted to the Maritime Administration on April 28, 1987 opposed reissuance of the payback scheme pointing out that it expects to buy a minimum of 20 tankers at a cost of over $200 million to meet requirements that the private sector is unable to fulfill," SIU President Frank Drozak said. Currently the House passed version of the FY 1987 Supplemental Appropriations bill would prohibit the DOT from spending any funds on CDS payback. But the Senate version does not. When the two houses meet in conference, attempts will be made to retain the House version. EDITOR'S NOTE: On May 13 The New York Times took a strong editorial stand against the maritime community's attempt to prohibit the ill-planned and costly scheme to allow subsidized tankers into the domestic trade. Using erronous information, the editorial arrived at an illogical and incorrect position. Following is the Times' editorial in its entirety and SIU President Frank Drozak's response. Senator Hollings's Tanker Ploy Faced with such a big budget deficit, Congress might be expected to embrace owners of oil tankers who have voluntarily repaid $142 million in federal subsidies. In fact, many members of Congress are demanding that the Transportation Department return the money. Leading the fight is Senator Ernest Hollings, who as co-author of the Gramm-Rudman-Hollings balanced budget law ought to be doubly embarrassed by the naked defense of special interests. In 1970, shipyard interests persuaded Congress to subsidize a new fleet of very large oceangoing oil tankers. Eleven were built, with Uncle Sam paying about half the cost. But even with the subsidy, the tankers couldn't compete in a world market glutted with more efficient foreign vessels. Hope for the idle tankers centered on the opening of the Trans-Alaska pipeline in 1977, combined with a prohibition against exports of Alaskan oil. This generated enormous demand for tankers to carry crude to refineries in the lower 48 states. But present law prohibits use of foreign-built ships or ships built with government subsidies to serve the coastal trade when un4 I LOG I May 1987 subsidized domestic vessels are available. These coastal tankers are old, slow and small. To prevent shipping rates from soaring, the Transportation Department permitted a few of the large ocean tankers temporarily to enter the protected trade. Overcoming fierce opposition from coastal shipping interests, the Reagan administration ruled in 1985 that the big tankers could repay their subsidies and join the coastal fleet permanently. benefited-except the Everyone coastal-ship owners. Earlier this year, they convinced a federal appeals court that the administration hadn't adequately documented the case for a payback. Most analysts expected the Transportation Department to meet the court's objections. What they didn't anticipate was congressional intervention. Without hearings or debate, the House prohibited Transportation from spending a dime to rewrite the rule. But Ernest Hollings, who does much of the heavy lifting for the rust bucket fleet, failed with the same ploy in the Senate. He will still represent his colleagues when the two bills are reconciled. Coastal shipowners claim they will go broke if forced to compete and thus wouldn't be available for military emergencies. If the vessels were worth saving, though, the Navy could buy them at scrap value and put them in mothballs. The only real issue is whether Congress will be able to resist the lure of PAC politics. Shipping interests learned long ago that it was more profitable to start political action committees and invest in "congressional access" than in more efficient ships or retraining. In 1985-86, the tiny seafarers' union alone contributed $1.2 million just to House members. With money like that floating around, there's reason to wonder if a majority of conferees will have the conscience to put the public's financial interest ahead of their own. Drozak Replies May 14, 1987 Letters to the Editor The New York Times 229 East 43rd Street New York, New York 10036 Dear Editor: Your May 13 editorial, entitled ''Senator Hollings' s Tanker Ploy,'' is the latest example of your continuing misunderstanding of the Transportation Department's efforts to allow tankers built with federal subsidy to repay that subsidy in exchange for access to the domestic trade. Nearly four years ago (Aug. 4, 1983), your editorial pages made a similar argument in favor of construction differential subsidy (CDS) repayment, using the same sensational descriptions of "old, slow and small" to characterize the domestic tanker fleet, while marveling at the impact such repayment would have on the federal budget deficit. You may recall that I responded to your column by indicating that the average age of the Alaska trade tanker fleet was a young 10 years. Since that time, newer vessels have been added to the fleet, while more older vessels have been retired. I also agreed that CDS payback would affect the federal budget deficit, but not in the way The Times envisioned. I predicted that payback money would be far outpaced by defaults on federal loan guarantees on domestic trade tankers. History has proven me right and you wrong. When only three vessels repaid their subsidy under the 1985 rule recently rejected by a federal appeals court, loan defaults were $76 million more than payback revenue. These ships did, however, displace many smaller vessels of much greater military utility and effectively eliminated hundreds of seafaring jobs, shrinking an already depleted pool of skilled manpower. It is difficult under these circumstances to find the "everyone" who "benefited" from the 1985 rule; unless you mean the oil companies who stood to directly profit at the expense of our national security. Now we are faced once again with the same tired arguments, ignoring both the fiscal and security implications. If the final rule is put into place, as The Times recommends, even the Department of Transportation expects defaults under the Title XI ship construction program to be $88 million, and that 12 tankers will be displaced. Additionally, the Navy has already projected spending more than $200 million for 20 or more tankers to add to the Ready Reserve Force to make up for the vessels lost in the domestic tanker trade; each with an annual maintenance bill of $1 million. Is this your idea of tackling the budget deficit? Given your previous errors in print, we question The Times abilities at interpreting budgetary matters. Of equal concern, however, has been your failure to balance fiscal concerns with the need to maintain military capability. The ability to provide adequate sealift during emergencies has always been the primary justification for a strong, healthy American merchant marine. To displace useful, handy size tankers for behemoths too large for use by the Navy contradicts any sense of defense strategy. Finally, you ignore the impact on the skilled labor pool needed to man merchant vessels in time of war. The Navy has already predicted a manpower shortfall in excess of 25 percent by 1992. Individual human tragedies aside, throwing hundreds of additional seafarers out of work would further weaken our national ability to respond to a wartime emergency. Perhaps that is why ''the tiny seafarers' union'' and its 85,000 members have traditionally been sensitive to legislative issues. Our members feel it important to play an active role in such affairs, and since they are often out to sea, use absentee ballots and voluntary political contributions to express their views; a course of action equally open to proponents of the CI?~ payback rule. It is unfortunate that you have used this issue to question the integrity of Senator Hollings, whose leadership as a budget cutter (e.g. Gramm-RudmanHollings) is beyond dispute. Using his expertise on budget issues, he has reasoned that the CDS payback proposal would have a negative impact on the budget. I suggest that his track record in this_. regard outshines yours, and that he is less interested in the ''naked defense of special interests'' than the defense of our country. The CDS payback rulemaking is unfair because it benefits only those few who are in a cash-rich position to repay their subsidies, and because it does not take into consideration the many operators who have made substantial business decisions based on a different set of rules. The Seafarers International Union has opposed such a rulemaking from the outset, especially when it features a blanket repayment policy. The present law which permits temporary six-month waivers of domestic trade restrictions on a case-by-case basis is more than adequate to meet the already overtonnaged U.S. coastwise transport requirements. Sincerely, Frank Drozak President �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Sen. John McCain Rep. Benjamin L. Cardin P S RESIDENT Reagan's imposition last month of a 100 percent tariff on some Japanese-made electronic goods came about following the hard work of many members of Congressamong them Senator John McCain (RAriz.). McCain, who was elected as one of Arizona's senators in 1986 after two terms as a U.S. representative and a distinguished military career, was one of 20 members of Congress selected to serve as a member of the Congressional Semiconductor Support Group. This group filed a petition complaining of unfair trade practices on the part of the Japanese in the semiconductor areas. In March 1987, in a speech on the Senate floor, McCain called on the Reagan administration to invoke appropriate sanctions against Japan for its failure to live up to an agreement with the U.S. on the export and import of semiconductors. "We cannot reach solemn agreements with our allies, ... " McCain stated, "have them blatantly violated, and expect to maintain good relations, at least the kind we have enjoyed with the Japanese since World War II.'' In the Senate, McCain also serves on the prestigious Committee on Armed Services, the Committee on Commerce, Science and Transportation, and the Select Committee on Indian Affairs. On the Commerce Committee, he is the ranking minority member on the Consumer Subcommittee. According to The New York Times, Sen. McCain "seems poised to emerge as a significant figure in national politics." TRENGTHENING U.S. trade laws is one of the priorities of the 1OOth Congress-of which Benjamin L. Cardin (D-Md.) is a newly-elected representative. Over the last six years , an estimated 1.2 million jobs were lost in this country due to unfair trade practices. More must be done, Congress believes , in order for the United States to remain strong in the world marketplace. Sen. John McCain McCain is also a strong advocate of Arizona' s interests such as the Central Arizona Project, land and environmental issues and Indian affairs. Born in the Panama Canal Zone to a family with a prominent military history, McCain graduated from the U.S. Naval Academy in 1958. He received his wings in Corpus Christi and went on to establish a 22-year military career. In 1967 he was shot down over Hanoi, captured and made a prisoner of war for five-and-a-half years. McCain received numerous awards including the Silver Star, Bronze Star, Legion of Merit, Purple Heart, and the distinguished Flying Cross. After attending the National War College, McCain served as the Director of the Navy Senate Liaison Office until his retirement from the service as a captain. We look forward to working with Sen. McCain, particularly in his fight against unfair trade practices. Cardin, who is a member of the House Committee on Public Works and Transportation, a member of the House Committee on the Judiciary, Assistant Majority Whip and vicechairman of the Democratic Class of 1986, is among those members who believe that the 1OOth Congress must take action to strengthen U.S. trade laws, better promote American exports, and consider legislation to support specific industries where national interests are clearly threatened. Elected to Congress from the third congressional district of Maryland, Cardin is also a member of the Congressional Maritime Caucus. The Caucus was established in 1984 by House Merchant Marine and Fisheries Chairm.an Walter B. Jones (D-N.C.) who also serves as its chairman. The 1987 agenda of the 83-member Caucus is to recruit congressional members and to educate both members and staff about the plight of the U.S. Merchant Marine. Before his election to the U.S. House of Representatives, Cardin served in Rep. Benjamin L. Cardin the Maryland House of Delegates, from his election in 1966 to his position as speaker from 1979 to 1986. Rep. Cardin attended Baltimore public schools, received his B.A. from the University of Pittsburgh and his law degree from the University of Maryland, where he was graduated first in his class. A member of the American, Maryland and Baltimore City Bar Associations, he has served on a number of state and national commissions and task forces. Cardin has given of his time in civic activities and has been recognized through numerous academic, humanitarian and honorary awards. The Seafarers International Union hopes to maintain close ties with Rep. Cardin and the 1OOth Congress in helping our ships and seamen to play a vital role in keeping the United States a great trading nation. Gephardt Amendment Wins Approval Maritime Included in House-Passed Trade Bill Several impoFtant, SIU-backed sections were included in a tough trade bill overwhelmingly passed by the House of Representatives late last month. The House also voted to include the controversial, and White House-opposed, Gephardt amendment. "You never know what the end product will be , but the trade bill, the way it stands now, is a strong piece of legislation and a loud warning to the rest of the world that the U.S. is not going to play the patsy anymore, " said SIU President Frank Drozak. The trade reform bill, passed by a 290-137 vote, includes a section based on an earlier bill (H.R. 1290) introduced by Rep. Walter Jones , chairman of the Merchant Marine and Fisheries Committee. Title XI of the trade bill would strengthen the Federal Maritime Commission's power to investigate and counter unfair maritime trading practices of other countries. The FMC could either enter negotiations with other countries or impose similar re- strictions that American carriers face in trade with the offending countries. Also, the bill's Section 197 requires the president to negotiate trade agreements with each country which exports more than 50,000 cars to the U.S. a year. The goal of any agreements reached would be to eliminate unfair or restrictive practices in ocean shipping of automobiles. Another section of the bill, 331, would extend current restrictions on the export of Alaskan oil to oil pumped in other parts of the country. Bordering countries would be allowed to purchase the U.S. oil, but not others. The domestic tanker trade is a large part of the SIU-contracted fleet. ''From our point of view,'' Drozak said, "it's good to know that the House recognized the burden the U .S.-flag fleet must function under in the international marketplace. These provisions could let us compete a little more fairly with the low-paying and highly subsidized fleets of some of our trading partners.'' The Gephardt amendment (named for Rep. Richard Gephardt, D-Mo.) was the most controversial section of the trade bill. It passed by only a fourvote margin when voted on separately. However, when it was included in the final bill the 290-137 margin showed it had deeper support than opponents expected. The amendment would force countries which are found to have unfair trading practices and excessive trade surpluses with the U.S. to alter their policies through negotiation or automatic restrictions would take effect. The country would have to reduce its surplus by 10 percent annually by either buying more American goods or exporting fewer of its products to the U.S. Gephardt spoke of the fallout from the mounting trade deficit-the loss of well-paid jobs, a shrinking middle class and declining wages. The status quo isn't good enough, Gephardt insisted as his House colJeagues gave him an ovation. There was strong and substantially bipartisan support for several other labor-supported provisions in the trade bill. The House-passed measure also: • Strengthens the powers of the U.S. Trade Representative and directs , rather than merely authorizes, retaliation by the United States against specific practices that violate international trade agreements. • Defines as an unfair trade practice denial of basic worker rights , including the right to union representation. Use of child labor and failure to comply with other internationally accepted labor conditions would also be unfair trade practices. Governments that allow such exploitation could be subject to trade retaliation. Other new unfair practices would include "export targeting," which some countries have used to build up industries to take over U.S. domestic markets. • Strengthens Trade Adjustment Assistance for workers whose jobs have been wiped out by imports. May 1987 I LOG I 5 �... Around the St. Louis Hall Gathered for the Gephardt rally in front of the St. Louis Union Station are: (front row, I. to r.) Dave Vernable, SIU Vice President Mike Sacco, Dave Carter, Lee Roy Laurent, Rich Turner; (back row, I. to r.) Rick Gantly, Tom Casey, Norman Hancock, Frank Schlecter. Seafarers were in attendance at a political rally in St. Louis for presidential candidate Richard Gephardt. SIU members at the St. Louis Union hall, preparing to leave for the Gephardt political rally, are: (front row, I. tor.) Tom Casey, deckmate; David Carter, safety director; Mike Sacco, SIU vice president; Rick Gantly, deckhand; Frank Schlecter, deckhand; (back row, I. tor.) Steve Ahrens, deckhand; Norman Hancock, AB. Brian Jones, left, and Mark Flaherty 61 LOG I May 1987 Boatmen Get $1,000 Pension Question: Why are Charles Crawford, left, and George Lawrence, right, smiling? Because they are receiving the first of their monthly $1,000 Seafarer pension checks. Charlie sailed deepsea with the SIU from 1945 to 1969, and then worked for Curtis Bay as a deckhand until Feb. 27, 1987. "Happy" Lawrence sailed for Curtis Bay for 40 years as mate. Presenting the checks are Jim Martin, Norfolk port agent, and "Scrap Iron" Jones, SIU representative. Mark Flaherty, Steve Booth and Dennis Pewitt Ken Hudspeth �In the Port of Philadelphia . • • ABOVE: SIU Port Agent Dave Heindel, right, with Capt. John Southard aboard the Cape May (Curtis Bay). New Pensioners RIGHT: Emil Kominsky, cook aboard the Wagner's Point. Dispatchers Report for Inland Waters The following Inland members have retired on pension: APRIL 1-30, 1987 Baltimore Richard J. Moore Gerald L. White Houston Roy S. Lindley Mobile John Fortenberry Norfolk Charles W. Crafford Darcy Y. Etheridge Bierney R. Kazmierski George W. Lawrence Albert Paul Peterson Philadelphia Richard E. Repsch Port Gloucester . . .......... .... ....... New York ........................ Philadelphia ...................... Baltimore ........................ Norfolk .. .... ........ ...... ..... Mobile .......................... New Orleans ...................... Jacksonville ...................... San Francisco . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... Seattle . ........... ....... .... ... Puerto Rico . . . . . . . . . . . . . . . . . . . . . . Houston .... ..... ..... ..... ...... Algonac ..... . ... . ... ..... ....... St. Louis ... .................... . Piney Point ....................... Totals .......................... In Memoriam Pensioner Exum G. Swindell, 76, died Feb. 2 from Alzheimer's Disease. He joined the Union in 1961 in the port of Norfolk, Va. and sailed inland until his retirement in· 1975. Surviving is his wife, Margie, of Norfolk. Swindell's body was donated to the State Anatomical Program of Richmond, Va. for research. Steve Votsis, 60, died Jan. 20 from heart disease. He joined the Union in 1972 in the port of Norfolk, Va. SurVIVlng is his wife, Ruby. Votsis was buried at Forest Lawn Cemetery, Norfolk. *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT . . . . . . . . . . . . . . . . . Port Gloucester ....................... . New York ........................ . Philadelphia .. ........... ......... . Baltimore ........................ . Norfolk . .. ........... . . ... .... .. . Mobile .. ........................ . New Orleans ...................... . Jacksonville ....... ..... .......... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ... ....... ... .......... . Seattle . ............ ... .......... . Puerto Rico .............. . ..... .. . Houston ......................... . Algonac ......................... . St. Louis ..... ............. . ..... . Piney Point ...... . .. ...... . . ...... . Totals .... ...................... . Port Gloucester ....................... . New York ...... .................. . Philadelphia ...................... . Baltimore . ....... ......... ..... .. . Norfolk ...................... ... . Mobile ................. . ... ..... . New Orleans ...................... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle .......................... . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . Houston ......................... . Algonac ......................... . St. Louis ........................ . Piney Point ....................... . Totals . ......................... . Totals All Departments ............... . 0 0 1 6 55 0 0 0 0 6 0 0 4 22 0 0 94 0 0 0 0 0 8 0 1 2 0 5 0 0 2 0 0 3 2 0 0 23 1 1 0 5 0 9 0 0 2 1 16 0 35 0 0 0 6 0 0 0 0 0 0 0 0 45 9 0 0 0 0 0 1 0 0 1 3 40 12 13 0 0 0 0 0 0 0 0 0 0 0 0 1 2 6 0 19 0 40 0 0 0 1 1 0 0 13 0 0 8 0 2 14 0 0 4 11 0 2 0 1 2 0 8 6 41 0 106 26 26 107 0 0 47 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 0 12 0 0 1 0 14 1 32 ENGINE DEPARTMENT 0 0 0 0 7 0 0 0 0 0 0 0 3 17 0 0 27 0 0 0 0 4 0 1 0 0 0 0 0 0 1 0 0 6 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 11 0 0 0 3 0 0 2 2 0 0 20 0 0 0 0 0 0 0 1 0 0 0 0 28 0 0 7 ' 0 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 8 0 3 0 0 0 0 0 0 0 49 18 3 STEWARD DEPARTMENT 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 0 4 0 0 12 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 3 0 0 11 0 0 0 9 0 0 0 2 0 0 0 0 0 20 15 12 133 32 48 126 31 26 176 80 47 0 0 1 0 0 0 0 0 0 9 0 0 0 1 0 9 1 0 12 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 11 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. May 1987 I LOG I 7 �---!!Army Continues to Train at SHLSS-The SHLSS Sealift Staff has recently taught the key trainers from the 7th Group, Army Transportation School m Fort Eustis, VA. Richard Dickerson (Instructor) has the signalman slew the crane to the right. These soldiers completed extensive training in crane operations, cargo handling, safety and communication procedures. Returning to Fort Eustis, the soldiers will instruct other Army personnel in Hagglund crane and cargo operations at their own waterfront facilities. Since August of 1986, 75 military personnel have trained on the SHLSS Hagglund crane. SHLSS Vice President Ken Conklin trained in crane......operations . ..· ..·.... ·:·::-:: :·::.-:·:..::.:.:.:: (L. to R.) Larry L. Mays, Marvin W. Stewart Michael C. Cromms, Rickey L. Patterson, Wilmer Santiago. Second row (I. to r.) Jim Moore (Instructor), Keith Kornegay, John Ryans, Ross Scmliepmake. Third row (I. tor.) Philip Peacock, Carlton J. Thomas, Richard Dickerson (Instructor). 8 I LOG I May 1987 Army personnel prepare to hoist a jet engine in its container onto a barge. �To better serve the needs of the industry the courses offered at SHLSS are constantly being updated and revised. New courses are created as technology advances and outdated materials are deleted. In 1987 two of the Engine Department courses have been extensively revised and are being offered under different titles. The title changes are: Marine Electronics has been changed to Variable Speed DC Drive Systems and Hagglund Crane Maintenance has been changed to Electro-Hydraulic Systems. Following is the course description, eligibility and prerequisites for the new courses. ---Variable Speed DC Drive Systems--(Formerly Marine Electronics) This course consists of electronic control of direct current drive systems found in Gantry cranes, container cranes, constant tension mooring winches and a variety of deck machinery. Systems which require precise speed I torque control frequently employ these systems. They are highly advanced versions of the Ward-Leonard Speed Control System. The very latest versions utilize computer I microprocessor drive control. The student learns basic control systems, casualty procedures, card pak replacement, system tune-up, relay logic and development of system sequence charts. He learns how to use the manufacturers instruction book, properly utilizing troubleshooting procedures and system maintenance. A certtticate of graduation will be issued upon satisfactory course completion. Eligibility I Prerequisites All applicants must hold a QMED Any Rating endorsement and must have satisfactorily completed the Marine Electrical Maintenance Course. They should hold an Electricians Endorsement but must be knowledgeable of DC machinery, AC machinery, have good test equipment skills and an eighth grade reading comprehension. Due to the small print used on the electrical schematics, good eyesight is important. If you have problems reading small print, you should consider having your eyes checked before reporting to class. The Length of Course The length of the course is six weeks. Don't Miss Your Chance to ltnprove Your Skills How? SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time. You can use these skills: on your job. to improve your skills for upgrading. to further your education. Please send me the area( s) checked below: * * * MAlli Fractions Decimals Percents Algebra Geometry Trigonometry (Plane} (Spherical) D D D D D D D D STUDY SKILLS Listening Skills D How To Improve Your Memory D How To Use Textbooks D Study Habits D Test Anxiety D ENGLISH: Writing Skills Test Taking Tactics D Grammar Books D Stress Management D Writing Business Notetaking Know-How D Letters D SOCIAL STUDIES Geography D COMMUNICATION SKILLS D U.S. History D Tax Tips for Seafarers D Economics D Basic Metrics D Political Science D Name Street City _ _ _ _ __ State _ _ _ _ __ Zip _ _ _ _ __ Book No. Social Security No. Department Sailing In _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Cut out this coupon and mail to: Adult Education Department Seafarers Harry lundeberg School of Seamanship Piney Point, Maryland 20674 Send it today! -----Electro-Hydraulic Systems-s----(Formerly Hagglund Crane Maintenance) This course consists of the principles of Electrical Control of Hydraulic Systems. Systems that employ these principles are cargo winches, deck cranes, anchor windlass, ships steering systems, ramps, stern ramps, fire doors and a wide variety of ship board systems. The course reviews the hydraulic components, and their functions as well as basic hydraulic systems. Application of electrical controls and some typical shipboard electro-hydraulic equipment is also covered. The first weeks are devoted to the electro-hydraulic deck crane (Hagglund 16 through 50 ton cranes), electrical relay sequenced hydraulic operation together with trouble shooting and maintenance. The remainder of the course will be devoted to other electro-hydraulic ship board systems. Eligibility I Prerequisites All applicants must hold a QMED Any Rating endorsement and must have satisfactorily completed the Marine Electrical Maintenance Course and should have completed the SHLSS Hydraulic course or equivalent. They should have an Electricans Endorsement, but must be knowledgeable of AC and DC machinery, have good test equipment skills and an eighth grade reading comprehension. Due to the small print used on the electrical schematics, good eyesight is imponant. If you have problems reading small print, you should consider having your eyes checked before you repon to class. Length of Course The length of the course is six weeks. May 1987 I LOG I 9 �Canadia~ Group Tour SHLSS Facilities George Simulator Manager Abe Easter explains the functions and capabilities of the shiphandling simulator. Returns to SHLSS for Upgrading John Adam, Member of Trainee Class # 1 ~ SHLSS Vice President Ken Conklin and John Adam. Fort Eustis Staff Training Officer, Captain Jeff Blanchard Tours SHLSS John Adam has seen a lot of changes in the Seafarers Harry Lundeberg School since it was purchased by the SIU in 1966. Adam, born and raised in St. Marys County MD, remembers the school's property as a military torpedo base and has watched it evolve over the years. Adam began working for the Lundeberg School in 1966 as a driver with a daily trip from Piney Point MD to Brooklyn NY. Later in that year he entered the Trainee Program becoming the second person from St. Marys County to enroll at SHLSS. After 20 years of going to sea, Adam now holds the following licenses: Second Mate, Chief Mate 1600 gross tons, Masters 1000 gross tons. He is also a member of:MEBA-2 and lives on Long Island NY. Seallft Operations and Maintenance Radar Ed Embry, Al Gobeli, Ted Lukawski, Steve McGuiness, Jon Richardson, Rob Whytock. 10 I LOG I May 1987 (L. to R.) Alexander Daniluk, Harry Alongi (Instructor), Gil Manipon, Jackie Paglinawan, Dennis Skretta, Ken Miner, Michael Cushman, Gary Griswold. Weld Ing (l. to R.) Richard Daisley, Steve Kues, Robert Santos, George Lindsay, Bill Folley (Instructor). �1987 Upgrading Course Schedule Steward Upgrading Courses Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry June 1987 - December 1987 The following is the current course schedule for May 1987 - December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QM ED · Any Rating * Sealift Operations & Ma int. Check-In Date September 21 December 14 Completion Date December 11 January 8 Automation *Sea lift Operations & Ma int. Automation *Sealift Operations & Maint. July 13 August 10 June 27 July 25 August 7 September 4 July 22 August 19 Fireman/Watertender, Oiler *Sealift Operations & Maint. Fireman/Watertender, Oiler *Sea lift Operations & Ma int. Fireman/Watertender, Oller *Sealift Operations & Maint. June 8 August 3 August 10 October 5 October 12 December 7 July 31 August 28 October 2 October 30 December 4 December 31 Marine Electrical Maintenance *Sealift Operations & Maint. July 13 September 7 September 4 October 2 Variable Speed DC Drive *Sea lift Operations & Ma int. Electro-Hydraulic Systems *Sea lift Operations & Maint. September 21 November 2 November 9 December 21 October 30 November 27 December 18 January 15 Refrigeration Systems Maint. & Ops. * Sealift Operations & Ma int. July 20 August 31 August 28 September 25 Refri~eration Containers - Advanced Main enance * Sealift Operations & Ma int. Diesel Engineer - Regular *Sealift Operations & Maint. August 31 October 12 October 12 November 23 October 9 November 6 November 20 December 12 Deck Upgrading Courses Check-In Date July 13 August 31 September 28 October 26 Completion Date September 4 October 23 November 20 December 18 Sealift Operations & Maintenance July 13 August10 September 28 October 26 November 23 August 7 September 4 October 23 November 20 December 18 Celestial Navigation July 13 November 2 August 14 December 4 Radar Obsever August17 December 7 August 28 December 12 Radar Obsever (Renewal) Open ended course, however, must notify SH LSS before entering this course. Course Able Seaman/Sealift Operations & Maintenance Towboat Operator September 7 October 30 Deep Sea Deck Shiphandling Simulator June 15 June 18 Inland Deck Shiphandling Simulator October 12 & Maint. Check-In Date July 22 September 8 September 2 October 19 October 14 November 30 November 25 January 11 Completion Date September 4 October 2 October 16 November 13 November 27 December 24 January 8 February 5 Cook and Baker *Sea lift Operations & Ma int. Cook and Baker *Sea lift Operations & Maint. Cook and Baker *Sea lift Operations & Maint. July 22 September 21 September 2 November 2 October 14 December 14 September 18 October 16 October 30 November 27 December 11 January 8 Chief Cook *Sealift Operations & Maint. Chief Cook * Sealift Operations & Maint. Chief Cook *Sealift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Chief Steward *Sealift Operations & Maint. Chief Steward *Sea lift Operations & Ma int. Chief Steward *Sea lift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Course Assistant Cook *Sea lift Operations Assistant Cook *Sealift Operations Assistant Cook *Sea lift Operations Assistant Cook *Sea lift Operations & Maint. & Maint. & Maint. Recertification Programs Course Steward Recertification Bosun Recertification Check-In Date June 29 August 31 November 2 Completion Date August 3 October 5 December 7 September 21 November 2 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) August 3 September 14 November 2 December 14 Adult Basic Education (ABE) & English as a Second Language (ESL) August 3 November 2 September 11 December 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT August 3 August 7 Towboat Operator September 7 September 11 College Programs Course Associates in Arts Check-In Date June 8 August 17 October 26 Completion Date July 31 October 19 December 18 Course Schedule Notice * The above courses will be followed by a mandatory four-week Sealift Operations and Maintenance Course. (If you already have a Sealift Operations and Maintenance endorsement you DO NOT have to repeat this course.) October 16 May 1987 I LOG I 11 �Apply Now for an SH LSS Upgrading Course ...............................•.......................................•............•...••••......••...•..................•........•.•.. , Name (first) (last) (City) (State) Deep Sea Member D Date of Birth (Middle) Telephone -~---.__.....-..-----­ (Area Code) (Zip Code) Inland Waters Member D Mo./Oay/Vear Lakes Member D Pacific D Social Security# _ _ _ _ _ _ Book#_ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Date Book Port Presently Was lssued _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: 0 Yes Trainee Program: From _ _ _ _ r'T"""'t_ _ _ to __________ (dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ 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: 0 Yes No 0 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 O O O O D O O D 0 D D O O D 0 STEWARD ENGINE Tankerman AB/Seallft Special AB/Seallft Limited AB/Seallft Unlimited Towboat Operator Inland Towboat Operator Not More Than 200 Miies Towboat Operator (Over 200 Miies) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. O FOWT 0 QMED-Any Rating o Variable Speed DC Drive Systems (Marine Electronics) o Marine Electrical Maintenance o Pumproom Maintenance & Operation O Automation o Refrigeration Systems Maintenance & Operations O Diesel Engine Technology o Assistant Engineer (Unlnspected Motor Vessel) o Chief Engineer {Unlnspected Motor Vessel O Third Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor O Refrigerated Containers Advanced Maintenance O Hydraulics O Electro-Hydraulic Systems o O O O O Assistant Cook Utlllty Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS O Welding Llfeboatman D Seallft Operations & Maintenance o ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree 0 Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~~~-DATE_~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ............................................................................................................................... Rev 12 I LOG I May 1987 5187 .........\ ~=--~ �Pay-Off on the Sea-Land Express N Sergio Morales, chief cook, is one of the best cooks in the business. ew York Port Agent Kermett Mangram drives from the Union hall in Brooklyn to make a morning pay-off on the Sea-Land Express. It is a cold, dreary day, suited more to fall than to late spring, which it actually is. Kermett has to drive through the industrial park area of Elizabeth, N.J. to get to the Sea-Land docking area. Everywhere there are containers, though few are American. Most are from Japan and other East Asian countries. There isn't an American name until you get to Sea-Land. Kermett parks his car in the lot and takes the Sea-Land shuttle bus to the vessel. A couple of SIU guys are on the bus. "How're you doing brother?" one asks. By now, Kermett is a fixture on these docks, and most people, even the bus drivers, know him. Kermett walks up the ladder. He goes straight to the crew mess, where SIU members come in one, two at a time. Some are in a hurry to make the most of their port time. Others have a leisurely lunch. The pay-off is more informal than in the past. ''The crew sizes are smaller these days," explains Kermett. Everyone wants to know about the status of contract negotiations with the new management team at SeaLand. "We haven't heard anything," The Sea-Land Express said Kermett, "except that the first meetings are just getting under way.'' Kermett tries to settle all beefs. There is an easy camaraderie between the port agent and the membership he services. The members tell Kermett about what's important to them. Today they are concerned about the contract talks with Sea-Land. Kermett tries to explain developments in a larger context-conditions in the maritime industry, the importance of political action. The two-way flow of information between member and official is what keeps the Union strong. SIU Kermett Mangram is a fixture on the docks. Photos by MAX HALL Chief Electrician Douglas Grenier is a member of the ship's committee. The shoregang make it possible for members to hit the beach. Pedro Sanchez makes a phone call home. AB Howard Yaeger and Fred Tierney can't wait to hit the beach. May 1987ILOGI13 �Area Vice Presidents' Report with a plan to generate cargo. I therefore urge all SIU members to continue their fine support of SPAD. Gulf Coast by V.P. Joe Sacco I attended the Texas State AFL-CIO Executive Board meeting in Austin recently. Sen. Lloyd Bentsen (D-Texas) was one of the speakers. The main topic of conversation was trade. Almost everyone in the labor movement feels that this is the preeminent issue of our time. Millions of American workers have had their jobs exported overseas because the present administration has failed to exert leadership in this area. Seamen have been particularly hard hit. The American-flag merchant marine declined by 10 percent last year alone. Still, shipping for Seafarers in the Gulf area was fairly good last month, mainly because of the military work that this Union has been able to sign up. Increased domestic and international competition in the transportation sector is transforming the nature of the maritime industry. In the future, the only unlicensed seamen who can count on being employed will be those who have taken the time to upgrade their skills. That is why Piney Point is so important. Rapid technological advances over the past 10 years have resulted in reduced manning. That is not likely to tum around any time soon, especially now, when companies are talk...... ing about ''intermodalism'' and the need to reduce costs. The fight to protect the job security of this membership is being waged on several fronts. In Washington, the Union is trying to secure legislation to stimulate job opportunities in the maritime industry. Yet there is more to this Union than just its Washington operations. Our officials and servicing teams try to handle all beefs. We believe that there can be no true long-term productivity gains in the maritime industry unless the workers believe that they are being treated fairly. Given the present economic mood of the country, contract negotiations are more difficult than at any time in recent memory. Still, the SIU was able to reach a settlement with Crescent Towing, both in New Orleans and Savannah. Contracts also were negotiated with Pilot Services. The Union's contract with Radcliffe Material was extended an additional 60 days to give both sides more time to come up with a settlement. There is no secret to obtaining a good contract. Solidarity is still the thing that makes this Union work. Another thing is political action. In the long run , there can be no real job security for seamen unless Congress and the administration take a hard look at the maritime industry and come up - 14 I LOG I May 1987 East Coast by V.P. Leon Hall T O seamen of a certain age, the port of New York will always be associated with Big Band music, passenger vessels and the waterfront bars on the West Side docks. Yet times change. It's not just that a growing number of seamen have discovered AA, or that musical tastes have shifted. New York is no longer the center of the shipping world. Fifty years ago, when dissidents in the old International Seamen's Union wanted to establish their own union (they eventually wound up forming the NMU), they could distribute leaflets on the West Side docks and be confident that a majority of the membership would read what they had to say. Today, most of the West Side docks have been leveled to make way for parks, highways and condominiums. Most shipping companies have moved their operations to New Jersey. Some like Delta, have moved out of the region altogether. Still, maritime is a multi-billion dollar business. The economic vitality of the city depends in large part on the maritime industry, which is responsible for hauling imports in and exports out. The. SIU maintains an extensive grassroots base in the area. Many of the bills that it supports in Washington wind up having concrete economic benefits for the people of New York. During the last session of Congress, the SIU worked very closely with senators Daniel Patrick Moynihan and Alfonse D' Amato to get the Port Development bill enacted. The first dredging projects to be generated by passage of that bill are expected to be started later this year in Newark Harbor. In addition, the SIU has been in contact with Rep. Guy Molinari's office in order to get a homeport for Staten Island. The measure is expected to generate millions of dollars and hundreds of jobs for the area. The changing face of the maritime industry in this area is having an effect on our membership. Many of our older members and our pensioners find that the support networks that they used to take for granted-seamen's clubs , Sailor's Snug Harbor-no longer exist in New York. Indeed, the closing of Sailor's Snug Harbor on Staten Island several years ago had a profound effect on the lives of retired seamen. The new facility, located in North Carolina, is far from the lives that most seamen knew. The problems facing older seamen in the port of New York was one of the reasons behind the Union's decision to open up its training facilities in Piney Point to pensioners. ''They don't have to use the program," said SIU President Frank Drozak. "It's there for anyone who wants it or needs it." Other unions are facing similar problems. The Seamen's Church Institute in downtown Manhattan has received such a large amount of feedback on this matter that it has decided to. hold a series of informal meetings where representatives from the various maritime unions can discuss the issue. It is being held under the direction of Rev. Donald Kimmick. igan House to discuss Michigan House Bill H.R. 4474 which would relieve merchant seamen who reside in Michigan of the burden of filing their state income tax returns on a quarterly basis. Elsewhere in the region, the SIU was still negotiating with the dredging companies to come up with a new contract. In addition, several of our companies have started on new dredging projects. Luedtke Engineering began a dredging project on Fighting Island in the Detroit River. The company is scheduled to begin a light rebuilding project in Milwaukee, Wis. Great Lakes Dredging and Dock is scheduled to begin work on dredging projects in the Cuyahoga River and the Cleveland City Harbor. In addition, Zenith Dredging will begin work on a project in Ontonagon, Mich. West Coast by V.P. George McCartney T Great Lakes by V.P. Mike acco T HE SIU has been working on a grassroots level throughout the region to secure federal and state legislation favorable to American seamen. Union officials in the various MidWestern port cities worked hard to lobby grassroots support for the Gephardt amendment, which seeks to ~trengthen America's position in the international trading system. During the past 10 years, seamen and other American workers have seen their jobs exported overseas at an increasingly rapid rate because this country has failed to come up with a comprehensive industrial policy. SIU representatives contacted local congressional offices in order to make our views heard. The Gephardt amendment passed by only four votes. The effort that the SIU and other labor organizations took to make their members' views heard probably made the difference in getting the amendment passed. The SIU was also active in state and local elections. This Union has always believed that the state and city elections are fertile breeding grounds for tomorrow's congressmen and senators. In St. Louis, Dick Gephardt' s home city, the SIU worked closely with the rest of organized labor to help elect such politicians as Marion Ta co, Agusta Clark and George Bunnel to the city council. In Michigan, SIU Field Rep Larry Querry met with member of the Mich- HE fishing industry plays an important roJe in the economy of the West Coast. Unfortunately, it is just one of many industries that have been allowed to decline because the present administration has failed to come up with a coherent policy on trade and economic development. The fishing industry pumps hundreds of millions of dollars into the West Coast economy, and creates tens of thousands of jobs. Many of these jobs belong to workers who are SIU members or members of unions affiliated with the SIU. The SIU is monitoring a number of issues that pertain directly to the fishing industry. Earlier this month, SIU President Frank Drozak submitted testimony to the House Subcommittee on Trade outlining this organization's support ofH.R. 1515 which, according to Drozak, ~·'would restore equity to the tuna industry by equalizing rates on all canned tuna imported into the United States." Drozak also testified on the loopholes that exist in the Magnuson Fishery Conservation and Management Act of 1976 which enable foreign-flag companies to document their fish processing vessels under the American flag. The SIU, which believes that a strong American fishing industry is in the best interests of the American consumer, wants those loopholes closed. Many of the issues that this Union monitors in Washington have a concrete effect on the grassroots level. We take a stand on these issues because they are important to our member hip and because, in the long-run , they are important to the American people. If the American fishing in.dustry is allowed to decline , then it will have ramifications that go far beyond that one industry. (Continued on Page 22.) �SIU's Charles L. Brown Helps You Phone Home Most Americans are still having trouble figuring out whom to call for phone and phone line repair since the breakup of Ma Bell. But there is no question whom to call if the problem is in your phone line on the Pacific Ocean's floor-The Charles L. Brown (AT&T). The SIU-contracted cable-repair ship is homeported in Honolulu, but is responsible for more than 12,000 miles of ocean-bottom phone lines between the mainland, Hawaii and other points in the Pacific. The Brown recentiy completed her first two repair jobs on undersea cable . The SIU crew operated at near perfection, according to the officers onboard and the company. The three photos of the Brown at sea during the repairs were taken by Cable AB John Mansfield and 2nd mate Dave Sherman. The Brown also pulled into Port Hueneme, Calif. to take on stores, and SIU Field Rep. Dennis Lundy snapped the other two pictures while he was onboard. The cableship is currently on standby in Honolulu. With a stop in Port Hueneme, Calif., the cableship Charles L. Brown had a chance to take on stores. Here the deck department loads supplies for its next trip. Bosun George Costango (right) looks on as Wilmington Port Agent Don Anderson completes some paperwork. Above, Brown crewmembers recover the buoy. From top to bottom are C/M Robbie Jones, Bosun Roy Theis and 2nd mate John Dooley. Cable AB John Mansfield is on the buoy. Below, Mansfield Oeft) and splicer/ joiner Bob Leake splice a section of telephone cable. ,::(\{:':{''':)i\JJfttliiii;iii~;,:~![:,::1;:i;~~~1+:1:~:r·:·t·': · =:·:·;·~ ,·:··;·:·;. ·:·-::~:·1·!!*1'':7'''if • ·>., tt~: :~ .. Crewmembers Jeff Hood (left) and Gary Cardillo coil 8 x 3 dragline in the Brown's #1 cable tank. May 1987ILOGI15 �Sailors' State Tax Reform Bill Introduced in Michigan Merchant sailors who reside in Michigan may soon be relieved of a burdensome tax provision which currently requires them to file state income tax returns on a quarterly basis. Most Michigan taxpayers file taxes only once a year. House Bill H.R. 4474 would amend the tax code to allow merchant sailors to file state income taxes once a year. Twentythree House members co-sponsored the measure. This problem developed in 1984 when the federal tax code was revised, creating changes in Michigan tax law as well. An oversight occurred as state officials revised the Michigan tax code to incorporate the federal changes. A provision in the law dictates that persons who do not have state taxes withheld are required to pay on a quarterly basis. This provision is directed to self-employed taxpayers, but due to the withholding definition, merchant sailors were also included in this category. SIU Field Rep. Larry Querry, in Algonac, presented this problem to treasury officials and legislators so that a reasonable solution could be devised for the benefit of our Michigan members. ''Our Lakes members find it difficult to comply with the tax code as it now stands, and after hearing many of them complain about this burdensome requirement, I initiated meetings with state officials to design a means to relieve our members of this problem," said Querry. Querry explained - Second Cook David Bartlett (left) on the M/V Belle River (American Steamship Company) is shown above with Michigan state representatives Ken DeBeaussaert (center) and Jim Docherty (right) during a recent tour of the 1,000-foot freighter. DeBeaussaert and Docherty, two co-sponsors of H.R. 4474, took an opportunity to visit the Belle River to discuss this bill of importance to SIU members residing in Michigan. Michigan state representatives Jim Docherty (left) and Ken DeBeaussaert (right) discussing H.R. 4474 with John Clark, an able-bodied seaman on the Belle River, after a meal in the galley. KNOW YOU that it is unreasonable to expect sailors who may be employed aboard a ship for extended periods of time to file state taxes on a quarterly basis. Hearings on H.R. 4474 are expected to be conducted before the House taxation committee as early as midMa y. Querry will present testimony on behalf of the SIU members. It is expected that the taxation committee will report the bill to the house floor without much deliberation. -" ·KNOW ·youR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Autb Way and Britannia Way Prince Georges County Camp Sprinp, 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 16 I LOG I May 1987 Robert Venable Please contact your wife, Patricia, immediately. She is five months pregnant. OU IGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All memhers should obtain copies of this constitution so as to familiarize them selves with its contents . Any time you feel any memher 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 constitution of the SIU Atlantic , Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarter Iy 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 ·a nd 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 ~he various trust funds. Personal EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently. no member may be discrimi nated against because of race. creed. color. sex and national or geographic origin. If any member feels that he io,; denied the equal rights tc) which he is entitled. he should notify Union headquarters. 11111n1111111n1111111n11111un1111111n1111111111111111n1111111111111111n1111111111111111111111111111111 patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsihility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no 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 he 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 heen required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution 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 hy reason of the above improper conduct, notify the Seafarers Union or SPAD ny certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied bis constitutional right of access to Union recorm or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The~ ~ 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �AMERICAN EAGLE (Pacific Gulf Marine), March 19-Chairman Stanley Krawcznski, Secretary Robert D. Bright. Some disputed OT was reported in the steward. department. There is $40 in the ship's fund. The chairman received a letter from headquarters with answers to each of the questions previously sent in. It will be posted on the bulletin board for the entire crew to read. A motion was made and seconded to find out if it is possible to retire at 62 years of age with 6,000 days sea-time. This motion will be referred to the Negotiating Committee. BOSTON (Sea-Land Service), March 17-Chairman J.W. Allen, Secretary W.R. Burdette, Educational Director R. South. Some disputed OT reported in the deck department. Payoff has been scheduled for the afternoon of arrival (March 19) in Tacoma, Wash. All disputed OT will be taken up with the boarding patrolman prior to payoff. It was suggested that someone look into the TV antenna situation as the crew's TV doesn't receive a picture when the ship is in port. Also, more movies for the ship's library would be welcomed. A suggestion was made to build up the ship's fund by having a docking pool or perhaps taking up a collection at payoff. A vote of thanks was given to the steward department for a good job. Next ports: Anchorage and Kodiak, Alaska. LNG GEMINI (Energy Transportation Corp.), March 15-Chairman U. Veach , Secretary H. Markowitz, Deck Delegate E. Brown, Engine Delegate Tyler R. Womack, Steward Delegate James Robinson. No beefs or disputed OT reported. There is $192 in the ship's fund. The bosun reported to the crew that this will be the last trip efore going into the shipyard . He thanked the deck department for their help during the tank-cleaning operation. He also thanked the rest of the crew for helping to keep everything running smoothly. The steward expressed his appreciation to the watches for keeping the messhalls and galley clean at night. Crewmembers were remi ded of the opportunities available to them at Piney Point. A vote of thanks was given to the steward department for a fine job this voyage. Next ports: Nagoya, Japan and Bontang, Indonesia. GROTON (Apex Marine), March 22Chairman Neal D. Matthey, Secretary James H. Gleaton, Educational Director Alan R. Gardner, Deck Delegate Errol M. Pinkham, Steward Delegate Douglas A. Thomas. No disputed OT or beefs. The chairman told the crew that the vessel would be going to the repair berth in Brooklyn. All members would be paid off there. He also asked that everyone clean their rooms and mentioned that survival suits and life jackets would be collected at payoff. A vote of thanks was given to the steward department for the excellent food . More thanks were given to the deck department from the steward/ baker. And to Captain Tender ("the number one captain"), who is going on vacation, the crew wishes him a "happy time." One minute of silence was observed in memory of our departed brothers and sisters. Next port: Stapleton, N.Y. OAKLAND (Sea-Land Service), March 22-Chairman C. Bankston Jr., Secretary R. Fagan, Deck Delegate R. Ransome, Engine Delegate C. Reyes, Steward Delegate G. Grajales. One dispute in the deck department was raised regarding delayed sailing. Otherwise, all is running smoothly. There is about $90 in the ship's fund. The chairman reminded crewmembers that all hands must be onboard one hour prior to sailing and that no heavy drinking is allowed aboard ship. When the ship reaches Elizabeth, N.J., members said that they wanted to talk to the boarding patrolman about the new Seafarers Maritime Union (SMU) and how it will affect the SIU and SIU jobs. OMI CHARGER (OMI), March 14Chairman Frank Schwarz, Secretary Joseph P. Emidy, Educational Director Wiley Yardor, Engine Delegate Melvin J. Gallier. Some disputed OT was reported in the deck department. There is $16 in the ship's fund. the OM/ Charger sailed from Boston to the Mississippi River for a split load, which it then discharged in New Haven, Conn. Payoff will take place on the Mississippi (in Port Allen, La.). The bosun urged all eligible members to upgrade their skills at Piney Point. Several things should be looked into by the boarding patrolman including the fact that the chief mate is discharging ballast without the pumpman's assistance and that a new washing machine is needed by the crew. Movies should be stored while in port for security reasons . A vote of thanks was given to the steward department for the good food and service. The steward, in turn, thanked the deck and engine departments for helping keep the messhalls and pantry clean. OMI DYNACHEM (OMI), March 29Chairman C.L. Hickenbotam, Secretary Don Collins, Educational Director Joel W. Spell, Deck Delegate M.P. Maseh, Engine Dele i u ed OT reported. The chairman reported that the ship has a year charter with ARCO, running mostly on the West Coast. The boarding patrolman in San Francisco stated that the present contract has been extended for three years. Checks will be handed out in Hawaii if the captain is able to get them. LOGs were brought onboard by the boarding patrolman who also spent some time talking about the SMU. He also told crewmembers that those with permanent jobs can register in their home port. A written clarification on this will be sent to the ship. Meanwhile, the importance of contributing to SPAD was stressed. The educational director noted that each issue of the LOG carries a section on Piney Point with the courses and dates available. He suggested that everyone who has not taken advantage of upgrading do so as soon as possible. A discussion was held on the pension plan and a level of dissatisfaction was expressed. One suggestion made was that everyone help keep the laundry, heads, lounge and all public spaces neat and clean. A vote of thanks was given to the steward department for a fine job--especially with the reduction in personnel. The ship is heading out to Hawaii-its first trip to the 50th state-and expects to backload and return to the Long Beach, Calif. area. ROVER (Ocean Carriers), March 17Chairman Douglas K. McLeod, Educational Director F.E. Sanderson, Deck Delegate B. Murphy, Engine Delegate Michael C. McNally. No disputed OT reported. The chairman talked to the crew about getting off ship when their time is up. He explained that the Negotiating Committee and the company set these rules and that no one has the right to make their own agreements. Also brought up at this meeting was the need to clean the popcorn popper after each use and about the use of certain doors when in port. Next port: Singapore. SEA·LAND PRODUCER (Sea-Land Service), March 8-Chairman J. Tanner, Secretary C .C. Hollings Ill, Educational Director P. Thomas, Deck Delegate David J. Hood, Engine Delegate G.E. Doyen, Steward Delegate Robert A. Lang. The ship will pay off in New Orleans. The chairman reported hat the captain is aware that there has been no heat aboard ship since Jan. 1. For each day that there has been no heat, crewmembers will get $17. The chairman will discuss this with the Union rep at payoff. In the meanwhile, he urged everyone to sign up for the SPAD check-off. The secretary noted that upon arrival in New Orleans, fresh vegetables will once again be on the menu . He also said that he has been unsuccessful in ordering new mattresses for the crew-but will continue trying. The importance of upgrading at Piney Point was also stressed at this time. The steward was given a vote of thanks for a job well done. Next ports: Port Everglades, Fla. and Houston. Texasfollowed by payoff in New Orleans. STUYVESANT (Bay Tankers), April 2-Chairman Mark Davis, Secretary W. Smith, Educational Director F.A. Pasik, Deck Delegate M. Freeburn, Engine Delegate Michael Brown, Steward Delegate Charles Gooch. No beefs were brought up although some disputed OT was reported in the engine and steward departments. The chairman announced that payoff will take place upon arrival in Long Beach, Calif. Everyone getting off was asked to make sure their rooms are clean and new linen obtained for their replacements. The educational director talked about the advantages of attending Piney Point's upgrading courses. It was felt that the company should provide a minimum of 12 new movies for each 30-day trip. A motion was also made to start arrival pools to raise funds for additional movies . The steward department was given a vote of thanks for a job well done. Official ships minutes also were received from the following vessels: UIG AQUARIUS ARCHON ATLANTIC SPIRIT BAY RIDGE BEAVER STATE CAGUAS CAPE HORN COVE LEADER COWMBIA OMI SACRAMENTO OVERSEAS ALASKA OVERSEAS BOSTON VERSEAS U EAU PHILADELPHIA ST. LOUIS SAN JUAN SEA-LAND DEFENDER SEA-WO ECONOMY SEA-LAND EXPRESS SEA-WO INDEPENDENCE SEA-WO INNOVATOR SEA-WO LEADER SEA-WO MARINER SEA-LAND PATRIOT SEA-WO PIONEER SEA-WO VENTURE SEA-WO VOYAGER SUGAR ISLAND We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. Address Correction Department 5201 Auth Way .· Camp Springs, Maryland 20746-9971 SIU & UIW of N .A. -----------------------------~------------------------------ HOME ADDRESS PLEASE PRINT Date: - - - - - - - - - - - Social Security No. Phone No. Your Full Name Street Area Code Apt. or Box II Book Number 0 City SIU 0 UIW 0 Pensioner State ZIP Other - - - ----- UIW Place of Employment - - - - - - - - - - - - - - - - - This will be my permanent address for all official Union mailings. This address should remain in the Union file unless otherwise changed by me personally. (Signed) - - - - - - - - - - - - - - - - - -- Aboard the Overseas Juneau ---- ----- - - --- - - --- - - --------- - - --- - - - -- - - - --- - - -- - - - ---- - -J May 1987ILOG I 17 �f~~~aaaaaaaaa=a=aii=~~~,~aaaaa~JQ)~o~~R~~~M~~§:@ Irli1lli~ll <--+~ > ] Deep Sea Pensioner Troy Carver, 74, died March 27. He joined the SIU in 1951 in ~t ~ the port of Baltimore. Seafarer Carver sailed in the deck department, most recently as a bosun with Westchester Marine. Brother Carver retired on pension in 1978. He is survived by a niece, Rosalie Marsengill of Manassas, Va. Pensioner Carlos Dall, 81, succumbed to a heart attack Jan. 9. He joined the SIU in 1941 in the port of Texas City, Texas and sailed in the deck department, last aboard a Sea-Land Service vessel. Brother Dall was active in the 1946 General Strike and the 1947 Isthmian beef. Retired on pension in 1971, Dall is survived by his wife, Enrica, of New York City. He was buried at Rosdale Cemetery in Linden, N.J. Kent Dominguez, 27, died Feb. 13. Seafarer Dominguez joined the SIU in 1978 in Piney Point, Md. He sailed in the deck department. Brother Dominguez was-buried at Holy Cross Cemetery, San Diego, Calif. He is survived by his wife, Gina; his father, Fred, and his brother, Steve. Pensioner Francisco P. Panuelos, 95, died March 15 of respiratory complications. Seafarer Panuelos joined the SIU in 1951 in the port of New York. He sailed in the steward department. Brother Panuelos, who was active in the General Strike of 1946, went on pension in 1970. Burial was at Greenlawn Memorial Gardens in Chesapeake, Va. He is survived by his wife, Edna, and a son, Dennis. Pensioner Howard K. Pierce died Jan. 20. Seafarer Pierce joined the SIU in 1947 in the port of Baltimore. As a new member, Pierce was active in the General Strike. He went on pension in 1975. Pensioner Carlos Ponce, 67, died March 8. He joined the SIU in 1943 in the port of New York. Brother Ponce sailed in the engine department, last shipping out with Interocean Management Corp. Ponce hit the bricks in the 1946 General Strike and the 1947 Isthmian beef. He went on pension in 1984. Pensioner Robert Rivera Jr. died Sept. 26, 1986. Seafarer Rivera joined the SIU in 1949 in the port of San Francisco. He sailed in the steward department. Rivera was active in the General Strike. He retired in 1986. Brother Rivera is survived by his 18 I LOG I May 1987 brother, William of San Francisco and a cousin, Roy Skinner, of Newhall, Calif. Burial was at sea. Pensioner Harvey Ridgeway, 65, died Jan. 29. He joined the SIU in 1942 in the port of New York. Seafarer Ridgeway was active in the 1946 Gen, eral Strike. He retired in 1983. Pensioner Conrado Rolon, 78, died Dec. 25, 1986. Seafarer Rolon joined the SIU-merged Marine Cooks and Stewards Union in 1934 in Seattle, Wash. He sailed in the steward department. Born in Mexico, Brother Rolon retired on pension in 1971. He is survived by his wife, Maria, of Port Orchard, Wash. Burial was at Sunset Lane Cemetery in Port Orchard. Pensioner Troy Savage, 76, died Feb. 28. Seafarer Savage joined the SIU in 1947 in the port of New York. He sailed in the steward department, most recently in 1973 aboard the Transeastern (Transeastern Shipping). Brother Savage hit the bricks in the 1946 General Strike. He retired on pension in 1973. Savage is survived by his wife, Marie, of Leakesville, Miss. Pensioner John J. Thompson died Feb. 9 of heart disease. Seafarer Thompsonjoined the SIU-merged Marine Cooks and Stewards Union in 1951 in San Francisco. He sailed in the steward department and retired in 1971. Brother Thompson is survived by a niece, Barbara Della Penna, of Florida. Burial was at Olivet Memorial Park in Colma, Calif. Pensioner Demetrios Vagladjides, 75, died Feb. 8 ofaheartattack. Rejoined the SIU in 1969 in the port of Mobile, Ala. and sailed in the engine department until his retirement in 1984. Seafarer Vagladjides was born in Greece. He is survived by a sister, Anna, who lives in Greece. Burial was at Woodlawn Abbey, Sumner, Wash. Angel Luis Morales Velazquez died Dec. 22, 1986. He joined the SIU in 1978 in Puerto Rico and sailed in the steward department. Seafarer V elazquez is survived by his wife, Neyda Gonzalez. Pensioner Jose G. Vilasis, 81, died of a heart attack March 2. Seafarer Vilasis joined the SIU in 1946 in the port of New York. He sailed in both the engine and steward departments until his retirement in 1966. Brother Vilasis was active in the General Strike of 1946. He was buried at Dade Memorial Park in Dade, Fla. Surviving is a sister, Margot, and a nephew, Joseph Alvarez, both of Miami, Fla. Pensioner James L. Webb, 61, died March 1 of a heart attack. Seafarer Webb joined the SIU in 1944 in the port of Mobile, Ala. He sailed in the steward department. Brother Webb was active in the General Strike of 1946 and the Isthmian beef in 1947. He went on pension in 1970. Webb is survived by his wife, Annie. Burial was at Whispering Pines in Prichard, Ala. , Pensioner Ming t Sing Wong, 74, died • Feb. 11 of a heart attack. Seafarer Wongjoined the SIU in 1962 in the port of New York. He sailed in the steward department, first shipping out for Waterman Steamship Corp. in 1951. He last sailed in 1975 for SeaLand and retired on pension in 1976. Brother Wong is survived by his wife, Kyoko, and his daughter, Harumi, DEEP SEA Algonac arry cFa Baltimore Jean B. Cicconardi Terralea G. Greeff Gloucester John Vaughan Connors Houston Jose Ciro Alvarado George M. Triplett both of San Francisco. Born in China, Wong was buried at Fernwood Cemetery in Mill Valley, Calif. Pensioner Norman E. Wroten, 75, died Jan. 26. He joined the SIU in 1944 and sailed in the engine department until he retired on pension in 1974. Brother Wroten is survived by his wife, Vera, and a son, Norman Jr., both of Chesapeake, Va. Burial was at Chesapeake Memorial Gardens, Chesapeake. Pensioner Robert Wroten, 65, died Jan. 28. He joined the SIU in 1952 and sailed in the engine department until his retirement in 1979. Seafarer Wroten is survived by a nephew, Norman E. Wroten Jr. Interment was at Chesapeake Memorial Gardens, Chesapeake, Va. Great Lakes Pensioner Clarence Vinson died Jan. 19. He joined the SIU in 1934 and sailed the Great Lakes until his retirement in August 1963. Vinson is survived by his wife, Mamie, and a daughter, Nola Raitz. Jacksonville Dobromir Kosicki Robert R. Overton Mobile Edward Morris Jr. Willie Scopolites New Orleans Marco T. Mora New York Kasmoin Amat Andrew P. Mazurek K vetoslav Svoboda San Francisco Raymond W. Blethen Robert W. Ferrandiz Christos Ferrous Joseph E. Lujan Rodolfo S. Pinoin Ronald Saunders Seattle Hernell E. Edwards Wilmington John T. Shields Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, June 8...................... 10:30 a.m. New York ............... Tuesday, June 9 ..................... 10:30 a.m. Philadelphia .............. Wednesday, June 10 .................. 10:30 a.m. Baltimore ................ Thursday, June 11. .............. .. ... 10:30 a.m. Norfolk ................. Thursday, June 11. ................... 10:30 a.m. Jacksonville .............. Thursday, June 11. ................... 10:30 a.m. Algonac ................. Friday, June 12 ...................... 10:30 a.m. Houston ................. Monday, June 15 ..................... 10:30 a.m. New Orleans ............. Tuesday, June 16 .................... 10:30 a.m. Mobile .................. Wednesday, June 17 .................. 10:30 a.m. San Francisco ............ Thursday, June 18 .................... 10:30 a.m. Wilmington .............. Monday, June 22 ..................... 10:30 a.m. Seattle .................. Friday, June 26 ...................... 10:30 a.m. San Juan ................ Thursday, June 11 .................... 10:30 a.m. St. Louis ................ Friday, June 19 ...................... 10:30 a.m. Honolulu ................ Thursday, June 18 .................... 10:30 a.m. Duluth .................. Wednesday, June 17 .................. 10:30 a.m. Jersey City ............... Wednesday, June 24 .................. 10:30 a.m. New Bedford ............. Tuesday, June 23 .................... 10:30 a.m. �19, the daughter of William and Harriet Beatty Jr. of Sulfur, La. Presently a freshman at McNeese State University, Sharon would like to enter the competitive field of finance. Congratulations to all these bright young people in their continuing quest for knowledge. ogan Winners Announced Continued from Page 1.) ama and then go on to law school. Maria Sanchez fl . . Gordon Chew Gordon Chew, 18, will enter the University of California at Berkeley this fall as a biochemistry major. The son of Yak Lim (who sailed in the steward department) and Yim Ching Chew, Gordon eventually hopes to enter medical school and become ''as good a physician as I can." Almerian Paminiamo Almerian Paminiamo, 16, is the daughter of Julio R. and Apolonia Paminiano. Originally from the Philippines and now residing in San Francisco, Paminiamo plans to take up premed studies at the University of the Philippines with an eye to the future for Harvard, Yale or Stanford. Summary Annual Report SIU PD-PMA Supplemental Benefits Fund, Inc. This is a summary of the Annual Report for the SIU PD-PMA Supplemental Benefits Fund, Inc., Employer Identification No. 94-1431246, for the year ended July 31, 1986. The Annual Report has been filed with the Internal Revenue Service, as required under the Employer Retirement Income Security Act of 1974, ERISA. BASIC FINANCIAL STATEMENT Benefits under the Plan are provided by a trust arrangement. Plan expenses were $8,796,088. These expenses included $208,125 in administrative expenses and $8,587,963 in benefits paid to participants and beneficiaries. A total of 1,856 persons were partici nt in or beneficiaries of the Plan at the end of the Plan year, although not all of hese persons had yet earned the right to receive benefits. The value of Plan assets after subtracting liabilities of the Plan, was $2,528,759 as of the end of the Plan year compared to $2,692,598 as of the begining of the Plan year. During this Plan year, the Plan experienced a decrease in its net assets of $163,839. The Plan had total income of ,6 2,24 inc uding emp oyer contributions o ,2 4, , earnings from investments of $267 ,446, lapsed benefits of $55,654, unclaimed compensation of $360 and other income of $14,686. Summary Annual Report SIU PACIFIC DISTRICT-PMA Pension Plan This is a summary of the Annual Report for the SIU Pacific District-PMA Pen ion Plan, Employer Identification No. 94-6061923, for the year ended July 31, 1986. The Annual Report has been filed with the Internal Revenue Service, as required under the Employer Retirement Income Security Act of 1974, ERISA. Basic Financial Statement Benefits under the Plan are provided by a trust arrangement. Plan expenses were $16,167,498. These expenses included $819,483 in administrative expenses and $15,348,015 in benefits paid to participants and beneficiaries. A total of 7 ,495 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 $146,940,007 as of the end of the Plan year compared to $127 ,550,292 as of the beginning of the Plan year. During the Plan year, the Plan experienced an increase in its net assets of $19 ,389, 715. This increase included unrealized appreciation in the value of Plan assets; that is, the difference between the value of the Plan's assets at the end of the year and the value of the assets at the begining of the year or the cost of the assets acquired during the year. The Plan had total income of $15, 109, 119 including employer contributions of $2,298,003, earnings from investments of $10,493,642, net realized gains in the amount of $2.219,320 from the sale of certain assets, and miscellaneous income in the amount of $98,154. Minimum Funding Standards An actuary ' s statement shows that enough money was contributed to the Plan to keep it funded in accordance with the minimum 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: I. An accountant's report; 2. As ets held for investment; 3. Transactions in excess of three (3) percent of Plan assets; and 4. 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 the Plan Administrator, 522 Harrison Street, San Francisco, Calif. "i105, Seventeen-year-old Maria Sanchez of Tampa, Fla. is a senior at Bay shore Christian School. The daughter of Jose and Linda Sue Sanchez, Maria has chosen Birmingham-Southern College in which to continue her present interest in mathematics and accounting. ...... Felicia Brooks The alternate winner of the dependent scholarship is Sharon Ann Barbee, telephone (415) 495-6882. The charge to cover copying costs will be $5.00 for the full Annual Report, or $0.10 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, and/or 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, 522 Harrison Street, San Francisco, California 94105, and at the U.S. Department of Labor upon payment of copying costs. Requests to the Department of Labor should be addressed to: Public Disclosure Room N4677 Pension and Welfare Benefit Programs Francis Perkins Department of Labor Building 200 Constitution Avenue, N.W. Washington, D.C. 20216 Summary Annual Report For Seafarers Welfare Fund This is a summary of the Annual Report of the Seafarers Welfare Fund EIN 135557534 for the year ended December 31, 1985. The Annual Report has been field with "the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). The Trust has committed itself to pay claims incurred under the terms of the Plan. Basic Financial Statement The value of Plan assets, after subtracting liabilities of the Plan was a (deficit) of $(16,425,919) as of December 31, 1985 compared to $(18,711,193) as of January 1, 1985. During the Plan year the Plan experienced an increase in its net assets of $2,285,274. This increase included unrealized appreciation and depreciation in the value of Plan assets; that is, the difference between the value of the Plan's asset at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $28,039,932 including employer contributions of $27 ,604,790, miscellaneous income of $14,413 and earnings from investments of $420, 729. Plan expenses were $25,814,171. These expenses included $4,143,678 in administrative expenses and $21,670,493 in benefits paid to participants and beneficiaries; 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: 1. An accountant's report 2. Assets held for investment 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 $1.20 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, the e 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 covering costs. Requests to the Department should be addressed to Public Disclosure Room, N4677, Pension and Welfare Benefit Programs, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington , D.C. 20216. May 1987ILOGI19 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes APRIL 1-30, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP DECK DEPARTMENT 0 39 0 0 47 0 ENGINE DEPARTMENT 0 17 0 0 26 0 0 7 Port Algonac ......... . ..... . ... . . 0 13 Port Algonac ..................... 0 18 2 Port Algonac .... . . . ... . .......... 0 5 0 Frank Drozak, President Joe DIGiorglo, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP STEWARD DEPARTMENT Port Algonac . . . . . . . . . . . . . . . . . . . . . 0 33 0 6 0 HEADQUARTERS ENTRY DEPARTMENT 0 0 0 4 0 50 4 Totals All Departments . . . . . . . . 0 69 7 0 62 0 0 130 *"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. 5 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea APRIL 1-30, 1987 *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 . . ........ . ..... Pine¥: Point ........ . ..... Tota s ................. 74 2 3 11 6 39 16 31 16 28 18 10 26 0 1 281 Port New York ......... . ..... Philadelphia .............. Baltimore .. ............. Norfolk . .. ... . .. .. ...... Mobile ................. New Orleans . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . San Francisco. . . . . . . . . . . . . Wilmington ... . .......... Seattle ................. Puerto Rico . . . . . . . . . . . . . . Honolulu ................ Houston ................ St. Louis .. .. .... .. ...... Piner Point . . . . . . . . . . . . . . Tota s .......... . ...... 30 2 6 3 4 21 13 12 7 21 6 7 24 0 3 159 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 9 1 3 0 5 0 8 5 1 0 8 3 7 5 9 6 2 2 6 0 1 0 4 4 7 1 0 0 1 0 71 27 14 0 0 4 0 7 1 4 4 4 2 8 4 0 0 52 104 8 8 20 16 83 40 59 33 54 32 11 59 0 2 529 19 2 6 6 6 4 18 14 9 10 3 19 9 0 3 128 0 1 0 2 1 2 2 7 6 3 0 3 1 0 0 28 8 0 1 0 1 2 4 68 6 12 10 8 61 33 39 13 34 22 7 43 0 6 1 0 3 3 13 6 6 9 18 2 9 3 0 9 88 0 1 0 0 13 2 4 7 4 5 9 16 5 7 0 10 7 0 4 1 0 0 4 1 3 5 8 5 3 0 3 1 0 0 34 44 0 6 9 5 26 19 20 18 14 15 8 26 0 0 210 4 0 1 4 1 9 5 5 7 8 0 3 4 0 8 59 0 1 0 0 0 0 0 6 1 1 0 8 0 0 0 17 16 0 3 2 3 15 15 11 7 8 1 1 0 1 0 0 0 6 0 0 0 29 1 0 0 39 10 17 93 6 5 17 0 1 104 STEWARD DEPARTMENT 1 1 0 0 0 1 1 0 1 0 3 2 0 0 11 0 0 0 8 5 24 4 2 10 1 1 7 0 0 11 0 1 4 15 30 4 0 1 0 0 0 0 0 0 95 26 38 Port New York ............... Philadelphia . . . . . . . . . . . . . . Baltimore ............... Norfolk ........... . ..... Mobile . ... . ...... . ..... New Orleans . .. . ... .. . . .. Jacksonville . .. ..... . . .. .. San Francisoo . . ...... .. . .. Wilmington . .. ..... ...... Seattle . ... . .. . ... ..... . Puerto Rico .... .... .. . .. . Honolulu . . ..... ... ...... Houston ... . . . ..... . .. . . St. Louis ..... . ......... . Piney Point ... ...... .. . .. Totals .......... . ...... 0 2 141 4 1 2 0 1 1 5 6 1 4 0 26 0 0 5 56 Port New York ..... . . . .. .. ... Philadelphia .. ......... . . . Baltimore ..... . . .. . . .... Norfolk . . .. . .. .. . . . . .... Mobile .. .. .. . .... . . .... New Orleans ............. Jacksonville .. . . .. . .. ..... San Francisco ...... .. . . ... Wilmington ........ . . . ... Seattle ....... . . . ....... Puerto Rico ... . ... . . . .... Honolulu ...... . . ... . . ... Houston ............ . ... St. Louis .. . . .. ........ . . Piney Point ... .. .. .... . .. Totals ................ . 32 1 2 4 1 13 7 40 11 24 9 5 11 0 0 160 23 0 6 10 5 10 7 16 3 10 8 88 12 0 18 216 8 1 0 5 2 22 4 21 6 1 1 109 3 0 13 196 0 6 6 1 12 6 18 4 9 7 1 6 0 0 93 Totals All Departments . . .. . . 741 373 286 502 16 0 2 6 5 19 9 38 8 20 2 4 10 ENGINE DEPARTMENT 4 0 1 0 3 0 5 1 1 0 5 0 2 0 2 6 ·o 0 1 1 1 0 8 4 2 0 0 0 2 0 37 12 ENTRY DEPARTMENT 11 5 0 0 5 0 18 2 3 2 7 10 4 6 11 11 4 6 1 7 2 0 76 110 1 5 0 0 15 0 160 162 294 239 2 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 1 0 1 3 2 0 10 0 0 0 18 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty (904) JERSEY CITY, N.J. 99 Montgomery (201) St. 32206 353-0987 St. 07302 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 ' (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 2 2 1 1 5 0 0 29 362 4 0 0 1 1 2 2 7 2 4 0 47 38 1 3 9 8 44 18 70 15 38 5 7 1 73 0 5 286 3 5 0 35 0 0 11 86 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 49 4 0 7 2 28 10 87 21 46 10 9 18 0 1 292 39 6 5 9 12 24 9 36 10 29 12 109 24 0 24 348 5 0 6 1 34 1 19 12 1 1 201 7 0 19 317 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 154 1,469 650 400 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 2 0 6 25 12 1 1 1 1 1 5 10 0 2 0 1 0 1 0 6 1 0 0 26 0 0 0 37 10 *"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 April was down from the month of March. A total of 1,189 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,189 jobs shipped, 502 jobs or about 42 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 154 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,959 jobs have been shipped. 20 I LOG I May 1987 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 �USNS Hess Pays Off in Oakland The USNS H.H. Hess, an MSC oceanographic ship operated by LSC Marine, Inc., paid off in the port of Oakland, Calif. on April 17. With the exception of a few minor agreement clarifications and a couple of instances where disputed overtime was sent to SIU headquarters, the pay-off went very smoothly. The ship had paid off in Brazil at the end of 1986, which was in accordance with the agreement, after which the voyage continued through the Panama Canal and then on to Guam and Honolulu, Hawaii. Several crew changes were made along the way which, according to the master, Capt. Billy Jones, were a big improvement. Service was upgraded as well as the cleanliness of the ship, and the scientific personnel aboard had no complaints. The accompanying photos were taken by SIU Field Rep. John Ravnik. From left, SIU Business Agent Gentry Moore listens as QMED Electrician Oswald Bermeo and QMED Reefer Robert Taylor explain their disputed overtime. SIU Vice President Buck Mercer checks the agreement on the section in dispute. Profile: The Kawishiwi's 3rd Steward hird Steward Aleck Dorsey sat at a table in the Kawishiwi crew mess and seemed pleased. It was 10:30 i, orning and his stewards and utilitymen w re busy preparing for the next meal. The eating area was spotless and tidy, and everything was in its place. "That's what I like to see," said Dorsey, who supervises 15 people aboard the Kawishiwi. "A crew always wants a clean ship and we try to keep this one as clean as possible.'' Dorsey has done everything he can to maintain the habitability ofMSCPAC ships since he joined the organization 21 years ago. He enlisted in the Navy at age 18 and was a bosun mate for two years aboard a seaplane tender out of San Diego before he left the service to return home to Alexandria, La. After working three years as a mechanic's helper, he was bored. He investigated the possibilities of returning to sea and through a friend who worked for MSCPAC, he applied for a job with the Command. He went to work as a waiter and has since held just about every type of job in the steward department. He was promoted to third steward four years ago. "I'm going to try for chief steward one day but not now," says Dorsey. "I'm busy enough with this job." Among his duties are supervising room stewards and utilitymen and keeping track of overtime in the department. Dorsey explained his management style aboard the Kawishiwi: "I try to show the people what their job is when they report on this ship. I basically tell them, 'This is your It's Union dues-paying time. From left are AB/Ship's Chairman Rickie Burgess, Chief Steward Cyril Spence Jr. and SIU Business Agent Gentry Moore. Standing is Chief Cook Austin Miles. An avid reader at sea, Dorsey has been to just about every port in the Pacific and claims he loves them all. Despite satisfaction with his own maritime career, he's not encouraging any of his seven children to follow in his footsteps. "I don't think I'd like to see that happen,'' says Dorsey, who gets home every six months to see his wife and children. "One mariner in the family is enough!" (Next month this section will profile Andy Kovacs, third mate aboard the Kawishiwi.) : ..... Alex Dorsey, Third Steward section and I expect you to keep it clean.' If I get any complaints, then I follow through. But most of the people who report to the Kawishiwi have been sailing a long time, so they already know what to do. And that makes my job easier." Dorsey figures he must be doing something right after all these years because he says he rarely receives complaints from the ships he's been on after more than two decades with MSCP AC. Those ships include a former passenger vessel, the USNS Upshur, along with the Furman, Dutton, Meteor, Observation Island, and now the Kawishiwi. Not a braggart, Dorsey maintains that he and his crew are doing a fine job on the Kawishiwi. "How do I rate myself?," he asked rhetorically. "I think we're doing an excellent job, I really do." USNS Kawishiwi (T-AO 146) May 1987 I LOG I 21 �VP Reports (Continued from Page 14.) Take, for example, what has happened in the port of San Francisco. The maritime industry there, once the most robust in the country, has been allowed to decline to the point of near extinction. While San Francisco is one of this country's leading tourist and financial centers, the decline of its maritime industry has resulted in fewer job opportunities for its citizens. Moreover, the decline of maritime and other such industries within the city's borders has threatened San Francisco's standing as the leading financial center on the West Coast. That honor now belongs to Los Angeles, which maintains a strong industrial infrastructure as well as a robust port. The SIU has been working hard in San Francisco to make people aware just how important the maritime industry is to the economic health of the entire Bay area. The SIU, along with most other maritime organizations, backed Nancy Pelosi in her recent attempt to take over Sala Burton's seat. While Pelosi beat her closest Democratic challenger by a mere 4,000 votes, she is a heavy favorite to win the general election this June. Pelosi has expressed a strong interest in the maritime industry. In my opinion, she has the potential to become the West Coast version of Helen Bentley-a strong advocate of the American-flag merchant marine. Our organization is working closely with her to keep her informed of developments in the maritime industry and how they affect the larger economy as a whole. One more thing: the SIU has been working with the rest of organized labor in supporting a proposed homeporting plan for the port of San Francisco. There is a great deal of opposition to the plan by environmental and peace groups. They have legitimate concerns. Still, we want to make sure that the public at large understands the economic benefits of this idea. The Navy vessel in question would be stationed in Hunter's Point, which is an economically depressed area of town. The people who live there could stand to benefit from the jobs created by the new facilities. In addition, the city's hard-pressed ship repair yardsContinental Market, South West Marine, Todd and AAA-would be given a strong shot in the arm. As it now stands, it is uncertain if there is enough work in the area to keep all four going. 22 I LOG I May 1987 ships for posting, the ''beefs" complaining that their promotion requests were not considered or were not received at MSCPAC, etc., have begun to come in to the SIU office. Each complaint will be investigated and an answer will be sent to the injured party. In addition, SIU will make specific recommendation , to MSCPAC in order to further prot d the promotion rights of MSCPAC steward officers and non-officers alike. Correction: Winston E. Battle The March LOG carried an obituary of Seafarer Winston E. Battle. It contained incorrect information. Government Services Division by V. P. Buck Mercer O NE of the most sensitive subjects that all MSCPAC mariners are concerned with is that of promotion to a higher rating, and, with good reason. A permanent promotion for any aspiring mariner, regardless of department preferenc~, means a higher base wage as well as higher penalty and overtime rates which equates to more take-home pay. Even more than that, permanent promotions can mean much more money to the mariner when it comes time for retirement. Every MSC mariner (as well as every other federal Civil Service employee) works toward their "High Three" average, which is their highest base wage over a three-year period. The higher the three-year average, the higher their . monthly annuity when they retire. For that reason alone, the MSCPAC Promotion Board should take every precaution to protect the rights of every candidate for promotion who aspires to a higher rating. Promotion consideration should be given candidates who make written requests for promotion, as well as mariners whom MSCPAC has temporarily promoted and have successfully completed at least one year in the higher position. The MSCPAC Promotion Board recently concluded its deliberations on candidates for permanent promotion in deck, engine , steward departments as well as steward officers and supply officers. With the exception of supply officer promotions , SIU was not (for the first time in many years) invited to attend. For that matter, SIU was not made aware as to when the Board was to meet. In the past, when the Promotion Board for non-officers and steward officers convened, one or two officials from the Union were always there to observe, make comments or recommendations to the Board, but not so this time around. Now that the promotion announcements have been sent to all MSCPAC Brother Battle, 63, died Feb. 14, 1987. He joined the SIU in 1944 and continued sailing until his death. Brother Battle sailed in the steward department, most recently as steward/ baker aboard the OM/ Champion. He was one of the first World War II merchant seamen to receive veteran's benefits under the Mulberry Act for service on certain ships during the invasion of Normandy. Brother Battle is survived by his widow Cora; the couple was married for 41 years. Other survivors include his mother, Hattie A. Battle; seven children: Saundra Alexander of New York, Winston E. Battle Jr., Linda Whitaker, both of Gardena, Calif., Joyce Montgomery, Michael and Cheryl Battle, Tamara and Mitchell King all of Los Angeles, Calif. and Vance F. Battle (Cynthia) of Compton, Calif.; 14 grandchildren; three sisters, and four brothers. Personals Tommie Bencheck An old friend, Theodore Sutyak, is trying to get in touch with you. You can write him at 15609 Tavern Rd., Burton, Ohio 44021, or call at (216) 834-8095. Gary E. Doyen Anyone knowing the whereabouts of Gary E. Doyen is asked to contact his son, Gary, 4116 W. 162nd St., Lawndale, Calif. 90260 (213/214-1121) or his parents, Leonard and Beverleigh Doyen, at 16710 So. Orange #1'75, Paramount, Calif. 90723 (213/531-0254). Tommy Matthews Anyone knowing the whereabouts of Tommy Matthews, please contact his sister, Mrs. Dannie Mae Calhoun, at 693 Donald St., Mobile, Ala. 36617, or call (205) 4575478. It Work It's been more than 50 years since that fateful day when Bill Wilson, sober for only a few weeks, went to a hospital to talk with Dr. Bob who was lying helpless in a drunk ward. What began on that day was one drunk helping another drunk and through that process, both of them beginning on the road to recovery. It was the beginning of Alcoholics Anonymous, recognized today as the most effective way to recover from the disease of alcohol and drug addiction. For the hundreds of Seafarers who have been given the gift of sobriety, and who began their process of recovery at the Seafarers Alcohol and Drug Rehabilitation Center in Valley Lee, Md., Alcoholics Anonymous is helping them to stay sober and to lead happy and useful lives. Meetings of AA are held throughout the world. The program of AA, it traditions and its steps to ard recovery , can be carried with the recovering alcoholic or drug abu er wherever he or she goes. And , fellow members of AA are all around, where you work and where you play. Chances are good that there will be one or more AA members among the crew of your ship or boat. A chance encounter between two AA members aboard ship or ashore can lead to the same kind of •'AA meeting" that took place in that hospital in Akron, Ohio in 1935 when Bill Wilson went looking for another alcoholic so that he, himself, would stay sober. That's the way the program works. �• Seafarers International Union of North America, AFL-CIO Washington Report • I I I I I I I I I • I I I I I I I I I I I I I I I I I I I I I Trade The Democratic-controlled House of Representatives has lost little time in dealing with the trade issue. It just passed a controversial trade bill by a two-to-one margin: The bill contains the controversial Gephardt amendment which would make it mandatory for the administration to take retaliatory action ain c ntries which chronically maintain huge trade surpluses with the United States and which fail to take steps to effectively eliminate unfair trade practices. The Gephardt amendment, which was strongly ac e y ganize a , passe y a four vote margin, 218-214. "This marks an important victory for the working people of this country,'' said SIU President Frank Drozak. "For the first time ever, foreign governmen have reason to believe that the United States is serious about dealing with its trade problem." While there is general agreement that some kind of trade legislation is needed (even Jack Kemp, the country's leading proponent of ''free trade,'' has introduced his own trade bill), there is a split in opinion as to whether such a trade bill should be "generic" or "industry-specific.'' The Gephardt amendment is an example of a bill that is "industry-specific." "We in the SIU back that approach," said SIU Legislative Director Frank Pecquex, who noted that when it comes to formulating a trade policy, some industries are more equal than others, at least in the eyes of the Reagan administration. Anyone doubting this should be aware of a recent attempt by the administration to change the way that the monthly trade figures are computed. Each month, the Commerce Department is required to release two trade reports. The first report contains the total trade deficit, which last year amounted to $170 billion. The second report, which is released 48 hours after the first one, does not take into account monies spent on importing foreign-made goods on foreign-flag vessels, or insuring them with foreign-based insurance companies. If the administration has its way, then the first report will be dropped altogether or the two reports will be released at the same time. The incident says a great deal about the importance, or rather, the lack of importance, that the administration places on the American maritime industry. It wants to chop $10 billion 1 •• I I I Trade, politics and the Iran-Contra arms scandal continue to dominate the news in the nation's capital. In many ways, the three are interrelated. The outcome of the 1988 presidential election will depend in large part on how Congress and the administration deal with the festering trade deficit. Meanwhile, the nation's attention is centered on the joint hearings that the Senate and House Intelligence committees are holding on the Iran-Contra arms scandal. While no one knows how these hearings will turn out, there is little doubt in anyone's mind that they, too, will play an important role in determining who becomes president in 1988. • May 1987 off the trade deficit by pretending that the American-flag merchant marine doesn't exist. The trade bill passed by the House was not "generic." It contained several measures dealing with specific issues of interest to American seamen. The House voted to include H.R. 1290, the Ocean Transportation Act of 1987, in the final trade bill. This SIU-backed provision specifically deals with unfair trade as it pertains to the maritime industry. Under its provisions, sanctions and retaliatory action will be implemented against any country that treats American vessels in an unfair or discriminating manner. Also included in the House-passed trade bill is an admendment which prohibits the export of Cook Inlet oil. This amendment became necessary after the Commerce Department issued a rule authorizing the export of small quantities of crude oil from Alaska's Cook Inlet region. While the amount of oil produced in that area is not very large, it was felt that the Commerce Department was trying to establish a precedent to allow the export of North Slope oil, which accounts for a much larger amount of oil. Among other things, North Slope oil generates enough work to keep 40 Americanflag tankers in operation. The effects of the ban on the sale of Alaskan oil abroad can be felt across the country. For example, SIU Vice President Joe Sacco says that Alaskan oil accounts for a large.percentage of all non-military jobs in the port of Houston. AFL·CIO Review Process While 1988 seems like a long time away, it isn't. The presidential election is already under way. The Executive Council of the AFL-CIO, of which SIU President Frank Drozak is a member, has invited prospective presidential candidates to be videotaped. The candidates would answer questions on foreign trade and other issues important to the working people of this country. By doing this, the members of the Executive Council hope that they can maximize labor unity during a pivotal election year and come up with the best possible candidate. CDS Repayment The SIU continues its fight against a proposed rule by the Department of Transportation to allow certain U .S.-ftag companies to compete in the domestic trade as long as they pay back monies received under the now defunct Construction Differential Subsidy program. Last month, the SIU was successful in persuading the House to attach an amendment to its Fiscal Year 1987 funding bill which would reverse this rule. But the Senate struck the House amendment from its version of the bill. Legislative, Administrative and Regulatory Happenings used to transport waste products be built in the United States. The legislation, introduced by Rep. Mario Biaggi (D-N.Y.), was drafted in response to a decision by the city of New York to award a contract to a foreign shipyard, even though there are American seamen, steelworkers and shipbuilders living in the New York area who could badly use the work. Under the terms of the contract, four barges capable of transporting sewage sludge to a designated Environmental Protection Agency site within this country's "Exclusive Economic Zone" would be awarded to a foreign - shipyard. Drozak emphasized that this was a bad decision. Not only did it violate the spirit of the Jones Act, but it would transfer jobs overseas at a time when unemployment rates for seamen, steelworkers and shipyard workers in the New York area have reached epidemic proportions. Cash Transfer The Senate Foreign Relations Committee has adopted an amendment to the F.Y. 1988 Foreign Aid Authorizations bill which imposes restriction on cash as a form of U.S. economic aid. The amendment, offered by Sen. Paul Sarbanes (D-Md.), is identical to language that was drafted by the House Foreign Affairs Committee earlier this month. "This Sarbanesfforricelli amendment is a step in the right direction," said Jim Henry, president of the Transportation Institute. ''It requires that at least 50 percent of the commodities purchased by foreign nations through the cash transfer program be transported on U .S.-fiag ships." Maritime Commission When he appeared before the Commission on Merchant Marine and Defense, Drozak stressed the importance of the Jones Act and the need to reaffirm its integrity. He recommended extending the jurisdiction of the Jones Act to the presidentially-mandated 200-mile Exclusive Economic Zone. He also recommended closing some of the loopholes that currently exist, such as cruises to nowhere, lightering of foreign tankers from just beyond the 12 mile limit, and foreign fish factories that operate just beyond our legislative limits, but well within the continental shelf. Waste Products Drozak submitted a statement to the House Marine Subcommittee urging enactment of H.R. 82, a bill that would amend the Merchant Marine Act of 1920 to require that vessels May 1987 I LOG I 23 �It's Time to Honor Those Who Served COMMENTARY H ypocritical is the only word for it. On May 7 the Reagan administration took a strong stand against granting World War II merchant seamen veterans' status and benefits. More than 6,000 were killed in enemy action. Some were killed when their tankers were blown apart and the ocean was covered with flaming oil, con- 24 I LOG I May 1987 suming anyone who had abandoned the ship. Some were killed in the frigid waters of the Arctic on the Murmansk run. Others died in the broiling sun in the Pacific. Still more died, trapped somewhere below decks, fully aware of the terror of knowing their ship was going down and there was nothing to do but ride it to the bottom. Thousands and thousands more were seriously injured, and everyone who sailed in the merchant marine faced the same chances of death. Chances that were higher than the Navy, Air Corps or Army faced. Only the Marines had a higher ratio of dead. But, this administration-and to be fair almost each administration since the war-does not want to grant these aging vol- unteers the benefits they so richly deserve. As a token, they magnanimously gave support to two bills; one which will allow the issuance of medals to those who served in the merchant marine during the war and another which will allow the use of an old Liberty ship as memorial. The next day after backing these nice, but token gestures, President Reagan issued his Maritime Day statement. ''In time of war or national emergency, merchant seamen have served with valor and distinction as the lifeline of our armed forces . . . Every American should give thanks to the merchant marine' s legacy of services and sacrifices for our freedom and prosperity and for its continuing contribution to our way of life." Pretty words and medals are nice, but to deny veterans' status to old seamen one day and then praise their bravery and mourn their deaths the next, smacks of either ignorance or hypocrisy. Since the founding of thi ry t e erchant marine has come forward, as volunteers, with the ships and crews to keep America fight· g. We are supposedly the Fourth Arm of Defense yet our elderly brothers who served with such bravery are treated more like unwanted step-children. That's not new, however. Early in World War II the governor of North Carolina telegraphed the War Department with the following message: ''Please do something about the sinking of ships off our coast, as the oil and the dead bodies of the seamen are ruining our tourist trade." Well the government doesn't have to worry about too many bodies anymore. Only about 90,000 of the 250,000 merchant sailors who served in World War II are still alive. But sadly enough most will probably be dead if and when the government finally decides to shoulder its responsibility to those men who served so bravely. So this and every Maritime Day and Memorial Day give some thought to those who died and those who faced such horrible deaths on the world's oceans. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1987 Description An account of the resource HEADLINES LABOR CALLS CARGO KEY TO MANPOWER PROBLEMS SIU NAMES 6 WINNERS OF LOGAN SCHOLARSHIP ONBOARD THE CHARLES BROWN DROZAK WARNS OF SOVIET THREAT TALKS ON BOTH STANDARD AGREEMENTS CONTINUE KUWAIT TANKERS REFLAGGING SCHEME DRAWS FIRE GIVEN CARGO, FLEET WILL REBUILD, PANEL IS TOLD FIGHT OVER CDS PAYBACK FOR ALASKA RUN REIGNITES DROZAK REPLIES SENATOR HOLLINGS’S TANKER PLOY MARITIME INCLUDED IN HOUSE-PASSED TRADE BILL ARMY CONTINUES TO TRAIN AT SHLSS CANADIAN GROUP TOUR SHLSS FACILITIES PAY-FF ON THE SEA-LAND EXPRESS SIU’S CHARLES L. BROWN HELPS YOU PHONE HOME SAILOR’S STATE TAX REFORM BILL INTRODUCED IN MICHIGAN USNS HESS PAYS OFF IN OAKLAND THE SIU IN WASHINGTON TRADE CASH TRANSFER AFL-CIO REVIEW PROCESS MARITIME COMMISSION CDS REPAYMENT WASTE PRODUCTS IT’S TIME TO HONOR THOSE WHO SERVED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 5 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/8188bb3abcfe1f861b996f4c28a4b077.pdf 2b953145b14b75977bd7aa9d42794739 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. 4 April 1987 Six Week Delay Makes Payoff Even Sweeter for Seatare rs on the Stonewall Jackson See Pages 4 & 5 When the Ice Thaws, It's Time for Great Lakes Fitout The M/V Paul Thayer (Pringle Steamship Co.) slips past the breakwater and the last of the ice field coming into the port of Lorain, Ohio as the shipping season opens on the Great Lakes. (See pages 9-16.) Baltimore Boatmen The sand dredgers are an important part of the building and construction industry around the lower Great Lakes, and Erie Sand & Gravel has been a leader in the dredge industry for many years. Pumpman Jerry Bollinger, who has worked for Erie Sand for 17 years, readies the dredge J.S. St. John for another season. The vessel was fitting out in her home port of Erie, Pa. • • Trade, Bilateral Bills Advance Page 3 Inland News Page 6 Government Services Division Page 17 SHLSS Offers New Course Pages 19-21 The Hermes (Baker-Whiteley) is just one of several tugs operated by SIU members in Baltimore Harbor. See page 6 for more photos. The SIU in Washington Page 24 �! I President's Report by Frank Drozak ' ' THE war has taught us a great lesson! We cannot afford to be without the world's best merchant marine! We must have a great merchant marine as our first line of defense! The need for trained seamen is not temporary-there will be a continuing need for good trained men of the sea." During the course of the 45 year since Admiral Emory S. Land uttered those words, we have forgotten that ''great lesson.'' The U.S. no longer possesses the world's best merchant marine. We are ranked 16th in the world. It seems as if we in the maritime industry, both labor and management, have spent years trying to warn admini trations of both parties that the merchant marine is essential to national defense, but it is in serious trouble. '' its troops and materials anywhere around the world. The U.S. i · not. Because of the disastrou decline of the private U .S.-flag merchant marine. the Department of Defen e realized we don't act, and act now, we can kiss what's left of the U.S. merchant marine goodbye ... If we should ever need ships in time of war, maybe we could charter a few hundred of the Soviets' ... " · If I've had better luck talking to brick walls. The United States is down to 360 deep sea ships. The Soviet Union ha a modern 2,500 ship deep sea fleet. In addition, 70 percent of that fleet is scheduled for replacement during their current five-year plan. The majority of the U.S. fleet is containerized, a great way to move commercial cargo, but almost useless for military shipments. The Soviet fleet is the most militarily useful merchant fleet in the world. Their ships are built with strengthened deck with adequate tie-downs to accommodate military vehicles, provisions for chemical warfare, enhanced communications and crews wh~ are Soviet navy reservists. In addition, most Soviet ships are of the size that would allow them to operate in shallow ports and clo e inshore in most areas of the world. Our biggest adversary, the Soviet Union, is very well equipped to move something needed to be done. It began building up what will eventually be a 148-ship reserve force. You can stockpile ships, but you can't stockpile experienced sailors. Even conservative estimates show that if tho e hip were needed, there would be a shortfall of ome 6,000 qualified seamen to operate those ve sets. Some estimates say that as many as 15,000 billets would go unfilfed. The only place to develop a trained pool of qualified seafarers is the private merchant marine. In this decade alone the number of active eafarers has dropped 40 percent, from 51,000 to 29,100 in 1986. By 1992, when the 148-ship reserve fleet is complete, there will only be 22,000 licen ed and unlicen ed active seafarers. For more than 200 years a healthy merchant fleet ha been cited as necessary for national defense. We don't have that today. Acee s to cargo i the only answer I know to the problem of how to build and maintain a merchant marine that i adequate to develop commerce in peace time and serve as an arm of the Navy in war. Make cargo available to U.S. ships and the industry will rebuild itself. Cargo begets ships which beget seafarers. There are many way to get cargo for U .S.-ftag ships. It would be simple (and legal) for the pre ident to declare that a certain percentage (10, 15, 20 percent, or even all) foreign seatrade be carried on U.S. ship . But even though cargo preference is practiced by many countries, including the U.S., we all know that type of cargo preference will not happen. We could reestablish and refund construction and operating differential subsidies. But under this administration it is highly unlikely to occur. Our two bilateral agreements, with Brazil and Argentina, are good examples that bilaterals do work. But there has been no effort on the part of the administration to enter into uch agreements. There is another way to generate cargo. I firmly believe that it is the respon ibility of the entire citizenry of a developed maritime nation to pay for the maintenance of a merchant marine. One way of doing this is a tax incentive to exporters and importers to use U .S.-flag ships. In this way, the cost is spread equally between all taxpayers, both individuals and indus- try. In fact, such a tax incentive should be substantial enough so that it would even be po sible to specify not only U .S.-ftagged ships, but U .S.-built ships as well. And I have to tell you that I do not know of another way, short of a massive construction differential subsidy, to do something about our declining shipbuilding industry. A tax incentive to importers and exporters would provide a unique melding of the benefits of both a cargo preference law and a subsidy without all the drawback associated with either. First, the cost of such a program, unlike a cargo preference law, is spread across the entire tax base, and is offset. at least in part. by increased tax revenue from the expanding maritime employment base. Second, there is no direct subsidy to a specific segment of the industry, a concept which is seemingly distasteful to a country that likes to pride itself on competitiveness and free trade. Finally, the provisions would be contained in our internal revenue tax code, and therefore understood by a wider segment of our society. If we don't act, and act soon, we can kiss what's left of the U.S. merchant marine goodbye. If we should ever need ships to supply our troops in time of war, maybe we could charter a few hundred of the Soviets'. A Special 'Thank You' Last year John Cleveland, SIU cafeteria manager and SHLSS instructor, was killed in an automobile accident. His friends and employees at Union headquarters and the SHLSS rai ed everal thousand dollars to begin a trust fund for hi son. His widow Cheryl wrote the following letter to expres her thanks for the help and support she and her son have received since her hu band's death. My Dear Friends, I have tried a million times to write this letter, but each time my emotion have overwhelmed me. The passing of time has allowed the sorrow at losing John to lessen to the extent that I can now handle it, but the generosity and warmth I received from each and every one of you is o beautiful I still cry when I think about it. When John died I was left with not only my grief and sorrow but with problems and debts and a tremendou fear of the future. And you people banded together to solve my problems and ease my fear. John loved the Lundeberg School and was proud to be a U.I.W. member and proud to work at the Seafarers International headquarters. He would be so proud if he knew what you have done for his wife and child. I wish that I were a poet. I wish I could find the words to describe what is in my heart. You honored John with your good deeds, you gave a little boy a chance in life, you added sunshine to my heart when that heart was dark with pain, and all I can give you in return is my. thanks and my love. Off1c1al Publ1cat1on of the Seafarers International Union ol North Amenca, Atlanuc Gulf. La s and Inland Waters Oistr ct, Af r1n Apnl 1987 God Bless You, Cheryl Cleveland Vol 49. No 4 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I April 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges. Md. 20790-9998 and at addit.ional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Trade and Bilateral Bills Move Out of Committee Two SIU-backed bills which could help solve some unfair trading practices and boost the U .S.-flag share of imported cargo were approved by the House Merchant Marine and Fisheries Committee. H.R. 1290 would set up a system to combat unfair foreign trade practices in ocean shipping. If such practices are found, the Federal Maritime Commission (FMC) would begin negotiations with that country to eliminate them. If those talks could not resolve the issue, the FMC could then impose civil penalties or e tablish policies which ''mimic'' those of the offending country. ''This bill will spur our government to move aggressively to combat unfair transportation practices which harm U.S. flag operators. Teddy Roosevelt said, 'Walk softly and carry a big stick.' For too long we have been remembering only the first part of his quote. If we pass H.R. 1290 we'll finally have in our hands that big stick," said Rep. Walter B. Jones (DN .C.), committee chairman. Examples of unfair trading practices include: cargo reservation schemes that exclude the United States; integrated supplier-transporter companies that tend to monopolize trade; prohibiting U.S. operators from operating trucking or rail links in foreign countries on the same basis as is available to foreign operators in the United States; restricting access by U.S. vessels by imposing unreasonable time and dimension standards that are not applied to their own carriers. The bill, introduced by Jones and with 43 cosponsors, may be included in an omnibus trade bill Congre s is expected to draft this ses ion. The committee also pa sed legislation which would force the admini tration to enter into bilateral trade agreements in certain circumstances. H .R. 300 is sponsored by Rep. Mario Biaggi (D-N.Y.). The bill would require bilateral agreements when a nation accounts for more than 1 percent of U.S. waterborne trade with less than one-third U.S.-flag carriage of the trade. Under the plan, one third of the cargo would be shipped on American vessels, one third on vessels of the trading partner and one third for other carriers. ''The primary goal is to assure that while other maritime nations unfairly divide up the world maritime business, the United States is not just left with the crumbs," Biaggi said. There are 26 nations which fall into the categories of the bill, mostly the indu trialized nations of Europe and the Far East, plus oil exporting countries. Seamen's Union Leaders Jailed by Sandinistas Two of the top leaders of the Nicaraguan Seamen's Union of Bluefields, who were guests of the SIU last year and visited Union headquarters, were arrested in Managua by state security police in February. Their arrest has sparked the AFL-CIO and the SIU to begin a campaign to win their release. The two men, whose whereabouts are not known any longer but who remain in custody, are union president Dennis Britton and secretary of organization David Williams. No charges have been filed against the pair, and an attorney from the Confederation of Trade Union Unity (CUS) has been prevented from contacting the two. Their arrest followed a takeover of the formerly independent union by the Sandinista government. The governm nt's action, the CUS said, was a flagrant violation of the new Nicaraguan constitution, that country's labor code and the covenants of the International Labor Organization. "We may be able to help free these two seamen through our efforts, the efforts of our membership and the help of U.S. union members. I urge Seafarers to take the time and write the Nicaraguan government asking for the release of the two," said SIU President Frank Drozak. Please write to the following people protesting the arre t of David Williams and Dennis Britton: President Daniel Ortega, Casa Presidencial, Managua, Nicaragua; Cmdte. Victor Tirado Lopez, Direccion N acional del FSLN, Barrio EL Carmen, Managua Nicaragua; Ambassador Carlos Tunnerman, Embassy of Nicaragua, 1627 New Hampshire Ave., N.W., Washington, D.C. 20009. IN ADDITION: Please ask your Congressional representatives and other elected officials to write letters as well, and please send information about this case to your local media. Note: Please send copies of your correspondence to: AIFLD, 1015 20th St. NW., Washington, D.C. 20036; and to the Inter-American Commission for Human and Trade Union Rights, Apartado 6-7734, El Dorado, Panama. SAMPLE LETTERS I am writing to protest the arrest of two Nicaraguan union leaders on February 18. Their names are Dennis Britton and David William , from the Seamen's Union. Such actions severely damage your government's claim to plurali m. Your immediate action is needed to secure the e men's release. It is my understanding they are in jail in Bluefields. I would appreciate hearing your reply. MTD's Stephen J. Leslie Dies MTD Vice President Stephen J. Leslie, the last charter member of the MTD Executive Board, died March 3. He had retired in 1986 as first vice president of the Operating Engineers and as business manager of its Local 25. He began his working career as a wiper aboard a merchant vessel, the S. S. Columbia, in 1934. He became a member of the Operating Engineers when he went to work as an engineer on a water tunnel project in New York in 1939. Leslie became an IUOE organizer for employees on dredges and floating equipment along the East Coast and on the Great Lakes. He was elected vice president of the MTD in 1979. He also was a member of the executive board of the Maritime Port Council of Greater New York & Vicinity. * * * Our organization has been informed that two leaders of the Seamen's Union of Bluefields-Dennis Britton and David Williams-were arrested by your government on February 18 in Bluefields. Prior to their arrest, your Sandinista party organizers intervened in their union election to insure its subordination to Sandini ta control. Your new constitution, a well a the International Labor Organization, prohibit uch violations of trade union rights. We call on your government to take immediate action to free the jailed union leader and cease its interfer- ence in independent unions. * * * On February 18, 1987, two union leaders were arrested in Managua. They are Dennis Britton and David Williams from the Seamen's Union in Bluefields. Isn't it time your government stopped persecuting such people and started respecting trade union rights? You rightfully condemn such actions when they occur in South Africa and Chile. How are your government's actions any different? I would hope you would move immediately to ecure the relea e of Dennis Britton and David Williams. Cash Transfer Could Mean Cargo The House Foreign Affairs Committee passed a potentially important amendment to the FY '88 Foreign Aid bill by a vote of 18-10. If enacted into law, it would encourage the purchase of American manufactured goods and agricultural products. Widely known as the cash-transfer amendment, the provision addresses the manner in which the U.S. government provides aid to certain foreign countries. Under present law, the U.S. State Department gives ca h to foreign nations as a kind of foreign aid. At present, there is no requirement that the cash be used to purchase U.S. goods or services. The amendment, which was introduced by Rep. Robert Torricelli (DN .J .), would require that the cash be spent in the United States, and that a minimum of 50 percent of the goods purchased be transported on American-flag vessels. ''This is an important step in developing an overall trade policy,'' said SIU President Frank Drozak. ''Most other countries tie their foreign aid to the purchase of goods made in that country. It just doesn't make sense for the United States to subsidize Argentinian wheat or Liberian-flag vessels. The Japanese don't do it and neither should we.'' A similar amendment i pending consideration in the Senate Foreign Affairs Committee. ''Enactment of the cash transfer amendment is a top legislative priority," said SIU Legislative Director Frank Pecquex. "It is a small but vital part of a comprehensive plan to stimulate economic development in the American-flag merchant marine." Title XI Narrowed In Marad Funding Stephen Le~lie Both the House and Senate are trying to find ways to overcome admini tration plans to cut the Marad budget even further in Fiscal 1988. The administration has proposed elimination of the Title XI loan guarantee program, aid to state maritime academies and all research and development funding. The Hou e Merchant Marine and Fi heries Committee pa sed its version, H.R. 953, with those items funded but with some change in the Title XI program. The Senate Merchant Marine Subcommittee began its first round of hearings on the authorization. Last year President Reagan vetoed the Marad funding because of the loan program and academy aid. In an attempt to overcome another veto, the House committee eliminated all offshore oil and gas drilling rigs, support vessels and river barges from the program. Estimates show that up to 80 percent of the loan defaults under the program were from that segment of the maritime industry. The ban on Joans for tho e vessels would last until 1990. Even with the added funding over the administration's request, the bill is $11. 7 miJlion less than la t year's funding. It authorizes $376.8 million for Marad and $15.3 million for the Federal Maritime Commission. April 1987 I LOG I 3 �What Fast Turnaround? .Stonewall Jackson's Long Trip Finally Pays Off The Stonewall Jackson (Waterman Steamship) was about 24 hours west of Gibraltar on the last leg of its regular Middle Eastern run last December. It had been several months since the crew had seen the States. It would be a lot longer before they finally got home. Major mechanical problems hit the LASH ship, and it was adrift for nine days before tugs finally took the Stonewall Jackson to Libson, Portugal for repairs. Those repairs took another six weeks. AB Robert Christensen (left) and Norfolk Patrolman David "Scrap Iron" Jones finish up some paperwork at payoff. "Lisbon is a good city. Everybody had a chance to see a lot of it. It has a beautiful harbor. It's a typical old European city and we had good weather for December and January," said AB Ivey Cox who was paying off at Norfolk where the ship was anchored for a couple days as Seafarers signed on and off. While Cox enjoyed the chance to explore Lisbon, AB Robert Christensen, a Seafarer since 1958, remembered his stay there a bit differently. "Lisbon is too damn expensive," he said. When Norfolk Patrolman David "Scrap Iron" Jones, with the help of Seafarer Herbert M. Davis, boarded the Jackson for the payoff, they found a few minor beefs to take care of, but mostly they found a lot of crewmembers who were happy to ee the end of the voyage. The Jackson had picked up a couple of new crewmen in New York, including an energetic and talkative Big Apple native, ''Big Mac from Bay Ridge." A steward assistant, "Big Mac's" voice was easy to pick out of a group of mostly Southern Seafarers. When the Stonewall Jackson steamed out of Newport News in the middle of March, it was the start of an almost three month voyage that would take her to Egypt, through the Suez Canal, to Pakistan, India, Singapore, turn around and head back through the Canal and home in June. No stop is scheduled in Lisbon this trip. ... ·:··::·:t·.:·.~ Steward Assistant Nelson Corey Jones sets a table in the officer's mess. After the long trip, Jones was looking forward to the next port, his home--New Orleans. QMED James "Tidewater" Tyson planned to use his free time on the voyage to complete several songs a major song publishing company is interested in. Launch pilot John Zeroes of the SIU-contracted Virginia Launch Service, checks his radar on the short, but very foggy trip to the Stonewall Jackson. Zernes has been working pilot boats for seven years in the Tidewater area. After a short but foggy trip to the Stonewall Jackson, crewmembers climb aboard. 4 I LOG I April 1987 Franklin Robenson, chief cook (left), QMED James "Tidewater Tyson (back to the camera) and Herbert Davis share a laugh on the launch deck. �"Big Mac from Bay Ridge," steward assistant and camera hog, slows down long enough to have his picture taken. Launch Deckhand Dean Everton in the wheelhouse of the Virginia Launch Service boat. A former Inland Boatman with Dixie Carriers, Everton also worked for Shawn's Launch Service before it went out of business and reformed as the SIU-contracted Virginia Launch Service. Hoping his trip won't be as eventful as the Stonewall Jackson's last run (nine days adrift and six weeks in a Lisbon shipyard), Steward Assistant "Big Mac from Bay Ridge" waves to the crewmembers getting off in Newport News. After a five minute trip through the Newport News fog, the Stonewall Jackson appeared from the mist. Launch Deckhand Dean Everton casts away the line as he readies for the trip to the Stonewall Jackson. ABs Robert Christensen (left) and Ivey Cox wait for payoff. QMED James Tyson is on the couch. Seafarer Herbert Davis, who assisted on the payoff, and Chief Cook C.C. Williams pose in the galley. AB Larry "Stash" Combs and Norfolk Patrolman David "Scrap Iron" Jones discuss the upcoming trip as they wait for the launch to take them to the Stonewall Jackson. April 1987 I LOG I 5 �... SIU's Baltimore Boatmen Photos by Frank Paladino The Kings Point (Curtis Bay). On the Cape Charles (Curtis Bay), Deckhand Milton Sheckells takes a break to feed some of the ducks in the harbor. In Baltimore Harbor, the Hermes (Baker-Whiteley Towing) comes alongside the tug America. On the deck of the Hermes are (I. to r.) Chief Engineer Manuel Alvarez and Deckhands Ronald Neibert and Bob Macalinski. Onboard the Cape Charles (Curtis Bay) are (I. to r .) Chief Engineer Herman Mooney, Deckhands Anthony Roman and Milton Sheckells and Mate V. Clinton Belcher. 6 I LOG I April 1987 Deckhands Ronald Neibert and Bob Macalinski ready to tie up the Hermes to her Baltimore dock. �In the Port of Philadelphia New Pensioners ABOVE: Aboard the Cape May (Curtis Bay) in Philadelphia, Pa. are (seated I. to r. ) Charles Cappello, steward; Kirk Fr~mmer , deckhand, and Jim Flanagan , oiler. Standing is Billy O ' Neill , mate. The following Inland members have retired on pension: Houston Benjamin Fitte Anthony J . Violante Jacksonville Harold Moll Norfolk Joe T. Daniels Lawrence G. Fagan Carlton M. Hodges In Memoriam William C. Bryant, 64 , died March 27 of a heart attack. Boatman Bryant joined the Union in 1956 and worked for G&H Towing since 1960 as a deckhand. He was buried in Grace Memorial Park in Santa Fe, Texas. Brother Bryant is survived by his widow, Odetta. Robert J. Miller, 52, died Jan. 25. Brother Miller sailed with Sheridan Transportation. Born in Connecticut, he was cremated at Clearwater Cremation Society in Florida. Seafarer Miller is survived by his widow. Jane. Pensioner John C. Simpson, 66, died March 8. Brother Simpson joined the Union in 1961. He sailed in the deck department and as a tugboat captain , last sailing with McAllister Brothers. Boatman Simpson went on pension in 1982. He was buried at Rosewood Memorial Park in Virginia Beach, Va. and is survived by his sister, Connie. Pensioner August J. Wojciechowski , 64, died Feb. 6 in Baltimore, Md. of a heart attack. He joined the Harbor Inland Waterways (a precursor to the IBU) in 1957 and sailed with Sonat Marine until he went on pension in 1980. Boatman Wojciechowski was buried in St. Stanislaus Cemetery. He is survived by his widow , Bertha. • • • RIGHT : Mike Albaugh, captain of the Tug McGraw (Taylor Marine Towing) in Philadelphia. Dispatchers Report for Inland Waters MARCH 1-31, 1987 *TOTAL REGISTERED All Groups Ciass A Class B Port Gloucester ...... . .. . .. . . .. ... . ... . New York ... .......... . ...... .... . Philadelphia . . . ..... . . . .... .... .. . . Baltimore .. . .... . . .. . ... .. .. . .. .. . Norfolk .............. .. . . ....... . Mobile . . . ....... . ... . .. ....... .. . New Orleans . . . .. . . . ... . .. .. . .. ... . Jacksonville . . ... . ....... ....... .. . San Francisco . .. . .. .. .. .... .. ..... . Wilmington .. .. . . . . . ..... .. . .... .. . Seattle . . . .. .. .. . .......... . . . ... . Puerto Rico . ............... ... .. . . Houston ......... . .. . ... .. ....... . Algonac ............... . . . ........ . St. Louis ................ ....... . . Piney Point ....... . ............... . Totals .. . . . .......... . . . .. . .... . . TOTAL SHIPPED Class C **REGISTERED ON BEACH Class C All Groups Class A Class B Class C DECK DEPARTMENT 0 0 3 4 48 0 0 0 0 2 0 0 3 3 0 0 63 0 0 0 0 10 1 1 3 0 3 0 0 4 3 1 0 26 0 0 1 0 0 0 0 4 0 10 0 0 4 0 9 0 28 Port Gloucester .. . .... . ...... . . .. .. . .. New York .................. . ..... Philadelphia . .......... . ...... . .. . Baltimore . .......... . ...... .. . . . . Norfolk ........ . . . ... . .......... Mobile . . . .. ................ . . . .. New Orleans ...... . ......... . ..... Jacksonville ......... . ...... . ... .. San Francisco ..... . .. . ............ Wilmington . ..................... . Seattle ..... . . . ....... . . . ....... . Puerto Rico ...... . ...... .. ....... Houston . ............... . . .. ..... Algonac . . .. . ......... . .......... St. Louis .. ...... . ...... . . . . . .... Piney Point . . . . .... . . . . . .......... Totals ......... . .......... . ..... All Groups Class A Class B 0 0 0 5 0 0 0 0 0 0 0 0 40 7 0 0 0 1 0 29 0 0 2 0 0 0 0 1 1 0 20 0 0 1 0 0 0 0 1 4 0 11 0 0 0 0 10 0 77 30 0 0 4 4 48 3 0 0 0 16 0 0 6 26 1 1 26 169 0 0 0 0 0 0 0 0 19 1 0 2 0 14 0 0 4 38 0 0 78 0 0 3 0 0 0 0 0 0 15 0 0 3 0 6 1 28 ENGINE DEPARTMENT . . . . . . . . . . . . . . . . . 0 0 0 0 10 0 0 0 0 0 0 0 2 3 0 0 15 0 0 0 0 3 0 0 0 0 0 0 0 3 2 0 0 8 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 Port 0 0 0 0 7 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 8 0 0 0 0 0 2 0 0 0 5 0 0 0 0 0 0 0 0 0 0 15 0 0 0 0 0 0 0 7 22 0 0 0 0 0 0 7 0 1 0 0 0 0 0 3 20 0 0 44 31 0 0 0 0 7 0 0 0 0 0 0 0 0 16 0 0 1 0 0 0 0 0 0 0 0 10 6 0 0 0 0 0 0 0 0 0 3 0 0 1 0 0 0 4 STEWARD DEPARTMENT Gloucester ... . ............ ... .. .. . New York .............. ... .. . ... . . Philadelphia . ...... ...... . ........ . Baltimore ... . . .. . . .. . . . .. .... .... . Norfolk . . .. .. ...... . . . ... .. .... . . Mobile ....... . .... .. .. . . . ...... . . New Orleans . . ... . ... . .. . . . . .. .. .. . Jacksonville .... . ......... .. ... . . . . San Francisco .. . .... . ........ . .... . Wilmington .............. . .. .. .... . Seattle .. . ... ...... . . . . .......... . Puerto Rico ....... . ... . . .... . . ... . Houston .. ..... .. ........ .... . . .. . Algonac . ..... ..... . . . . .. . .. ... .. . St. Louis .. . .. . . . .. . ... ... . . .. . .. . Piney Point .. . .... .. ... ... . ... . ... . Totals .................. .. ...... . 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 Totals All Departments ... .... . ... . ... . 86 35 0 0 5 0 0 0 0 0 0 0 0 0 1 0 8 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 34 93 36 27 0 0 1 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 7 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 18 0 23 1 0 6 231 132 32 1 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. April 1987 I LOG I 7 �Area Vice Presidents' Report West Coast by V. P. George McCartney T HE SIU has been playing an active role in local elections out here. The political strength of Los Angeles Mayor Tom Bradley is being tested in a series of elections for the city council and tate assembly. If the candidates he backs do poorly, then he can expect heavy opposition in next year's mayoralty race. Particularly important i the race for the council seat in the city's 10th District, where Bradley and much of organized labor is backing Homer Broome Jr. Broome's political resume bears a striking similarity to that of Bradley, his political mentor. Like Bradley, Broome was part of the first group of black policemen to desegregate the L.A. force 25 years ago. In other local races, the SIU is backing Cecil Green for the 33rd State Senate seat and Lucille Royball Allard for the 53rd District. Again, the SIU is involved in these races because some of these candidates will inevitably go on to higher office. It is an investment in this Union's future. The Union also has been supporting a heavily publicized strike against CBS Studios by the Writers Guild. This is just one more instance of how the SIU practices grassroots labor solidarity. A local boycott against Miller Beer proved to be less successful after several unions broke ranks, and Miller filed a $22 million lawsuit against the Operating Engineers Local 501. Still, the SIU stood solid with the Operating Engineers until they decided to pull the plug on the strike. In San Francisco, Nancy Pelosi was the top Democratic vote-getter in a special electio°" to succeed the lat~ Sala Burton. Pelosi is practically a shoo-in to win a run-off against her Republican challenger. One final word about Sala Burton: She was a good friend of maritime and labor. She and her husband Philip did all that they could to promote the American-flag merchant marine. Seamen have lost a good friend. Gulf Coast by V.P. Joe Sacco N EGOTIATIONS have been going on in the Mobile area with Pilot 81 LOG I April 1987 Service and Radcliffe Materials. We hope to have these wrapped up shortly. Shipping has been particularly good for the entire region. Leading the way, as usual, has been the military work that we've been able to pick up. It is important for our members to understand that this military work is the wave of the future. The only new work that is being created in the maritime industry is onboard Navy vessels that have been contracted out to the private sector. I therefore urge all SIU members to upgrade their kills at Piney Point. And remember: Political action is the key to job ecurity. It gives me great pleasure to report that seamen shipping out of Houston have one of the highest rates of SPAD and MDL contributions. bad." By any other standard than that, he is one of the most effective governors in the nation. Nearby in Norfolk, a contract at Northeast Towing was signed and ratified. Negotiations continue at the S.T.C. Little Curtis Company. Great Lakes by V.P. Mike Sacco N ow East Coast by V.P. Leon Hall T HE Seafood Producers Trial is slowly winding down. We expect the NLRB to make some kind of determination within a month or two. The problems that have plagued the American fishing industry over the past two years have not abated. Accidents are at near-epidemic levels. The cost of liability insurance is prohibitive. More important, Canadian fishing products have inundated the American market. The SIU is therefore closely monitoring ''free trade'' talks between the United States and Canada. Canadian fishermen already possess certain advantages over their American counterparts (do e government cooperation, large sub idies). The wholesale opening of the American market to Canadian market might prove to be the straw that broke the camel's back. Still, there is some good news. New Bedford remains the largest American fishing port. Gloucester remains in the top 10, despite efforts by local politicians to hand over the waterfront to real estate interests. Elsewhere on the East Coast, Maryland Governor William Donald Schaefer, who was backed by the SIU in the last election, is completing a highly uccessful legislative session. Ninetyfive percent of the bills he placed on hi priority list were enacted into law, including a controversial plan to build two tadiums--one for the Orioles, the other for a prospective NFL team to replace the Colts, who ran off to Indianapolis. A self-styled perfectioni t, Schaefer said that this meant he was '' 5 percent that winter i finally over, Great Lakes seamen are able to ship out again. No other region greets spring with greater enthusiasm. Still, a cloud hangs over the area. The Great Lakes maritime industry finds itself on the wrong end of a ticking time bomb. Free trade talks between the United States and Canada threaten to complicate an already bleak picture. Mel Pelfry, a spokesman for the Great Lakes Task Force, says that any agreement that opens up domestic shipping to Canadian vessels could spell an end to the American maritime industry on the Great Lakes. As it is, American vessels carry less than 5 percent of all trade between the United States and Canada. The free trade talks have stalled over disagreements over the question of acid rain. Meanwhile, the Union has worked hard to protect the interests of its members on a local level. We're still in negotiations with a number of companies to secure contracts for our members. These companies include the following: Bigane Vessel Fueling, Dunbar and Sullivan, and Great Lakes Dredge and Dock_. One more thing: the SIU in Cleveland is gearing up to support Senator Howard Metzenbaum' s re-election bid next year. Metzenbaum, a strong supporter of the maritime industry and the labor movement, is expecting formidable opposition. for contracting-out (Circular A-76) MSC ships to private steamship companies. Nothing could be further from the truth. The facts are, the Reagan administration is of the opinion that the price of retirement for federal Civil Service employees is too high, not only for employees of the Military Sealift Command but for federal employees in all federal agencies. It is the aim of the administration to eliminate as many federal employees as possible, at the same time, any new or temporary workers will be and are being put under the Social Security Retirement System. The Civil Service Retirement System will, one day in the near future, become a thing of the past for all federal employees. A new retirement system for all federal employees became effective Jan. I, 1984 with the passage of Public Law 98-21 which states in part: Federal employees hired after Dec. 31, 1983 will be covered by Social Security. A second law, Public Law 98-168, provided for a transition period from Jan. 1, 1984 to Jan. 1, 1986 for employees hired after Dec. 31, 1983. During this period employees were fully covered under the Civil Service Retirement System (CSRS) and Social Security benefits. This period was extended to Dec. 31, 1986 with the passage of Public Law 99-335 which established the new Federal Employees Retirement System (PERS). The new Federal Employees Retirement System became effective Jan. 1, 1987 with all new employees hired after Dec. 31, 1983 automatically covered by FERS. Employees currently covered by CSRS can make an irrevocable election to transfer to FERS between July 1 and Dec. 31, 1987; however, certain transition rules apply. Before making any change, all employees now under CSRS should study and compare all information concerning this subject, and understand thoroughly what it means. The SIU will forward any and all information to all MSCPAC ships as it is received. Another subject that should be addressed is that of retroactive money due all unlicensed marine employees in all departments. Retro money on all premium of 2 percent in two increments, from .April 1, 1985 to Sept. 30, 1986 and from Oct. I, 1985 to June 15, 1986. This money has been promised by the end of April 1987. Retroactive money on base wages of 3 1/2 percent due for the period April 1, 1985 to May 15, 1986 will be paid at a later date. Welfare Change Government Services Division by V. P. Buck Mercer T HERE are still a number of MSCP AC marine employees who are under the misapprehension that labor organizations were the reason The Welfare Plan rules have been amended to provide as follows: If an eligible employee has designated a beneficiary to receive his/her death benefit, such beneficiary will be entitled to receive the full benefit payable under the rules and regulations. If a beneficiary has not been designated, the estate of the deceased employee shall be entitled to receive a $1000 benefit for funeral expenses. �Conveyorman Ed Fabian in the workshop. The MIV Buffalo (American Steamship) readies for the 1987 season at her dock in Toledo. Wiper Richard Glowacki signs articles for another season. The QMEDs take a coffee break. From left are Tim Wallace, Rick Piper and Dave Sparling. Fitoot on the Great Lakes g 87 ... Photos by: CHUCK SVENSON Algonac Port Agent Jack Allen with the steward department, from left, Chief Cook Duwayne Schoeneck, Porter Missed Ali and Second Cook Julian Budnick. April 1987 I LOG I 9 �Fitout makes for hearty appetites. At the lunch table are, clockwise from left, Deckhand Joe Hance, Watchmen Dave Grigg and Eugene Repko, Wheelsman John Norton, Deckhand Ron Bochek, Bosun Dave Morgan, Wheelsmen John Church and Conrad Norbotton, and Watchman Lee Allen. The American Republic (American Steamship) at port in Cleveland. Standing before the massive conveyor boom are Conveyorman Dewey Sak, left, and Gateman Cliff Kracht. Algonac Port Agent Jack Allen checks books and clinic cards. 10 I LOG I April 1987 Watchman Eugene Repco on deck. �Chief Cook Herb Jacobs, right, and Second Cook Harry Petersen make a good team. Messman Yehiam Kaid ladles out hot soup for the hungry crew. Bosun Dave Morgan supervised fitout activities on deck. Deckhand Joe Hance makes a safety check on fire hoses. IF YOLJ UG'E DRU65/ YOLI NEED 1-/ELP.... IF VOt/REAN ALCOh"OLIC.> YOUNEEO If£2.I? GEi COAITACr YOUR PORT ;r;/' OFFICeR,OR fS./.U AT Pl/V£VPO!AITo April 1987ILOGI11 �Watchman Robert Allen, left, and Wheelsman Kenneth Johnson take a break. Bosun Jim Shupert checks out the hatch lift. ' - .., The Paul Thayer slips past Lorain Harbor Light on a short trip from Cleveland. QMED George Nelson takes a coffee break. 12 I LOG I April 1987 ,.. -I Deckhand Leonard Scott secures the forward line as the Paul Thayer ties up. �Deckhand Tom Hocking at twilight in Lorain. QMED Adam H. Smith is going to retire in November after 41 years on the lakes. AB Watchman Mohamed Muthana in the messroom. Donald Maskell is gateman with many years experience. Deckhand Tom Hocking takes the stern line ashore. Conveyorman Bill Truax has sailed with Pringle for many years. April 1987 I LOG I 13 �The Indiana Harbor (American Steamship) at her dock in Lackawanna, N.Y. Deckhand Rod Smith. Second Cook Kirk Diener and Porter Roger Flaherty in the galley. QMED Ed Savickas, engine delegate, signs the SIU Ship's Delegates Report. Watchman Nels Johnson, left, and QMEDs Fred Vance, center, and Gerard Anderson at lunch. - 14 I LOG I April 1987 Deckhand Saleh Saleh with an abandoned U.S. Steel mill in the background. �American Steamship's new maintenance crew program is under way, and the first of those crews was aboard the Indiana Harbor. Deep in the aft tunnel sump area were QMED Work Leader John Litzner, left, and Helpers Drew Sample, center, and Harold Walkey. Gateman Jess MacLeod, left, and Conveyorman Carmen Powell take a break. Chief Cook Harry Stockman keeps everybody happy, including the mates, Ted LaLonde, third mate, and Duane Demby, second mate. Wheelsman Cliff Cadreau, left, and Chief Cook Harry Stockman have been shipmates for 12 years. The Indiana Harbor sailed March 31 for the upper lakes. April 1987 I LOG I 15 �QMED Michael McCabe gets ready to begin fitout work. QMED Larry Kaczrowski cleans and readies components of the big diesel engine. QMED Al Ragnoni at the workbench in the engineroom shop. Wiper Fred Piotrowski is back for another season. - 16 I LOG I April 1987 Second Cook Ali Ahmed, right, and Porter Saleh Rashid get things organized on their first day aboard for the new season. Algonac Port Agent Jack Allen talks with Conveyorman Robert Billman, center, and Assistant Conveyorman Walter Lesczynski, at left. �Kilauea Steward Wins Honors by Bob Borden, PAO, MSCPAC A POLLO Beltran of the USNS Kilauea has been elected a winner in the MSCP AC A ward of Excellence category for chief stewards. Capt. W.T. Dannheim, COMSCPAC , made the presentation to Beltran in early April while the Kilauea crewman was in Oakland. The annual award recognizes sustained superior performance among mariners in seven different job categories. 'Tm pleased to recognize the top performers in the fleet, and Mr. Beltrain is certainly one of them," said Capt. Dannheim during brief ceremonies at MSCP AC headquarters. "The USNS Kilauea is a tough, hard working ship and the morale out there remains high because of people like Apollo Beltran." A 20-year submarine veteran of the Navy, Beltran joined MSCPAC in 1981 as a steward-utilityman. He served on nine MSCPAC ships before being assigned to the Kilauea in February 1986. Beltran, in addition to distinguishing himself and his department with quality food and service , introduced " Pizza Night" every Saturday aboard the ammunition ship when she was out at sea and provided popcorn on the mess decks during weekend bingo games. The popular chief steward also helps out on ship parties away from the ship when the vessel is in port. "I try to understand the morale of a ship and contribute my services to making it better," Beltran explained after receiving his Award of Excellence. "My priority is making sure our mariners have three good meals a day. Then I always try to give them something extra. "I know the crew is working hard. If I can give them something good, everybody's happy, including me." Other MSCP AC A ward of Excellence winners, each of whom receives a $2,000 check, include Third Deck Officer Willard W. Bickford; Bosun Hans H. Rook; Assistant Storekeeper Samuel Rosen; Oiler Edward Shirley; Chief Cook Edward C. Green II, and Chief Engineer Per R. Tyrin. Profile: The Kawishiwi's Carpenter The USNS Kawishiwi (T-AO 146) was in Oakland recently for repair and maintenance work after undergoing a three-month Material Readiness Upgrade Program at a Tacoma, Wash. shipyard to extend the life of the veteran MSCPAC ship. Built by the New York Shipbuilding Corporation at Camden, N.J., where her keel was laid in October 1953, the fleet oiler was launched a year later and commissioned i~July 1955. After 24 years of service with a U.S. Navy crew, the Kawishiwi was decommissioned in Oakland and turned over to Military Sealift Command, Pacific, in October 1979. The 38,000 ton vessel is one of six Neosho-class oilers and has a cargo capacity of approximately 180,000 barrels of liquid fuel. SEAL/FT went aboard the Kawishiwi in April to talk to a sampling of her talented, interesting crew before she headed back to her normal operating area in Southern California. W ithout hesitation, A. D. Engleman says MSC has allowed him to have some of the greatest jobs of I.is life. "If I have a job that to me is a hobby, what else could you ask for?'' reasons the carpenter aboard the Kawishiwi. "This isn't work. It's a hobby-and I enjoy it, whether it's carpentry or working as an able bodied seaman or a bosun. "Yessir, these are some of the finest jobs a man could have. You make your living from your hobby. What else could you ask for?'' A.D. Engleman, Ship's Carpenter For most of his life, Engleman has asked for little and given a lot. Born and raised in Waterloo, Iowa, his curiosity about how things worked led him to a lifelong fascination for puzzles and a vocation in locksmithing. ''A lock is nothing more than a puzzle,'' says Engleman, a regi tered, bonded and certified locksmith. After retiring from the Navy in 1968 a a chief bosun ' s mate with 22 years of military service, he opened up a locksmith company in San Diego. After seven years of midnight calls to open up locked cars and dealing with a sometimes unappreciative public, Engleman called it quits. "I made lots of money ," he recall , ''but I never had any time for myself. Then there were the constant hassles over payment. I didn't need the problems, so I got out of the business." Engelman and his family left San Diego and moved to Carson City, Nev., where he took a job with the Chief Steward Apollo Beltran (right) receives award from Capt. W. T. Dannheim, COMSCPAC. state prison as sergeant in charge of the_ culinary division. His work allowed him to interview most of the burglars in prison where he learned a few things from the inmates. "I thought I was a good safe man until I talked to some of those rascals," he laughed. "They gave me the cream of my safeopening education.'' Engelman quit his prison job the day two inmates were killed, then worked briefly for a Carson City newspaper as a proofreader before accepting a position with MSCPAC in 1980. He served aboard the USNS Myer, Taluga and Kilauea until his recent assignment aboard the Kawishiwi. His locksmith skills have come in handy aboard ship. When he was on the Myer, military department personnel accidentally locked themselve~ out of radio central when the safe lock on the door wouldn't turn. "Everybody panicked," confided Engleman. "They thought they'd have to get a torch or cut through the safe. I opened it up for them after I told everybody to turn their back to me for a few seconds. I didn't want to share my secret but it was easy to open." Engleman set up the complex master key system on the Kilauea and did the same thing on the Myer. In Oakland recently, he was called upon to open a safe at MSCPAC headquarters. Hi personnel file is filled with letter of appreciation and commendations for his locksmith work which has saved the government thousands of dollars. His inventiveness in creating ways to repair locks without destroying them and making tools to open up locked cars without damaging them has won him praise and national awards from the locksmith industry. And yet, he' never patented his inventions because he says he didn't believe there was any reason to do so. "I've got all the money I need," says the lanky carpenter. "If I had millions of dollars, I might be the most evil person on earth 'cause I could think of more ways to ruin my morals than any person I've ever known." An avid reader who estimates he's read about 10,000 books in his lifetime, Engleman is always trying to learn something new. He has A.A. degrees in mathematics and accounting, and once taught elementary math to Filipino children through the Navy's Handclasp Program. He's a licensed emergency medical technician (EMT) ... _ and a licensed EMT instructor. "I've got to keep my mind busy," he says. "I can't stand being bored." For those who are easily bored and restless, Engleman advises them not to seek a maritime career. "You've got to be able to stand regimentation and discipline-regimentation that comes from your supervisor and discipline that will · have to come from yourself,'' says the veteran seaman. "Once you've got the problems of regimentation, discipline and boredom solved, the sea's going to be a snap. You 're going to think it's the nicest job God ever gave someone on earth." (Next month this section will profile Aleck Dorsey, third steward aboard the Kawishiwi.) "Here's a NEW TAX LAW tip" The new tax law requires that all employees file a new Form W-4 before October 1, 1987 ... but file it now so you can make sure the right amount of tax is being withheld. Your employer or the IRS has the forms and instructions. -----A Public S-Vlcr at'U-1- April 1987 I LOG I 17 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes MARCH 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac ...... ... .. . .... . . .. . 20 17 3 27 Port Algonac .... . . . . .. . . ... .. . .. . 9 10 0 15 Port Algonac . . ........ . .... . ... . . Frank Drozak, President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus " Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCdrtney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 30 33 4 0 0 19 0 3 STEWARD DEPARTMENT 8 4 0 0 9 2 21 ENTRY DEPARTMENT 0 0 0 0 16 ENGINE DEPARTMENT Port Algonac ... . .......... . . . .... 21 4 15 HEADQUARTERS 0 54 6 115 50 35 0 30 Totals All Departments ........ 49 8 53 *"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. 12 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 Dispatchers Report for Deep Sea MARCH 1-31, 1987 Port New York ........ . ...... Philadelphia .............. Baltimore ............... Norfolk . .. . .. . .......... Mobile ................. New Orleans ..... . ... .... Jacksonville ......... . .... San Francisco ..... . ... . ... Wilmington ............. . Seattle ................. Puerto Rico . . . . . .. .... . .. Honolulu . . .. . ... . ... .. .. Houston . . . .. . ... .... .. . St. Louis ................ Piney Point . . . . .......... Totals ....... . ......... Port New York ............... Philadelphia .. . ... . .... .. . Baltimore ...... . ..... ... Norfolk . ........ . .... .. . Mobile ... . . . ..... . .. .. . New Orleans . . .. .. ....... Jacksonville ......... . .... San Francisco ........ . . .. . Wilmington .... .... . . . ... Seattle . . . .. . ........ . . . Puerto Rico ............. . Honolulu .. ...... .. ... ... Houston . . ...... . ....... St. Louis ....... . ....... . Piney Point . . . .. ..... .... Totals . .. . . ..... . . .. .. . Port New York ... .. . .. .. . . ... Philadelphia . . . .. . ..... ... Baltimore .. . .. .. ... . . . .. Norfolk . .... . .. .. ... ... . Mobile . .... . .. ...... ... New Orleans ............ Jacksonville . . . . . . . . . . . . . . San Francisco . ..... . .. .. . . Wilmington . . . . .... . ..... Seattle . . ........ . ... ... Puerto Rico .... . ... . ..... Honolulu ....... ... ... .. . Houston . ........ . .... .. St. Louis . . ... . ....... . .. Piney Point . ... ...... . ... Totals .. ........ . .... . . *TOTAL REGISTERED All Groups Class A Class B Class C 50 6 12 10 15 41 27 25 26 32 16 7 46 0 2 315 37 3 9 5 7 34 29 34 5 23 11 4 26 0 9 236 8 1 10 7 3 5 10 10 6 9 4 12 7 0 5 97 3 2 1 5 3 5 2 5 2 8 1 15 2 0 3 57 17 8 2 1 0 1 0 0 3 4 2 0 0 22 0 0 0 0 0 3 2 3 2 12 4 1 0 4 2 0 0 33 0 0 0 1 0 1 0 1 2 1 0 12 0 0 0 18 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs 30 28 17 12 24 13 6 34 0 1 DECK DEPARTMENT 11 0 1 0 5 0 2 9 2 2 1 4 7 2 7 10 1 3 4 1 2 0 10 8 1 3 0 0 4 0 11 0 0 1 1 8 3 4 0 3 1 4 7 0 0 24 3 5 6 6 9 29 14 10 17 5 6 18 0 5 ENGINE DEPARTMENT 1 0 0 0 2 0 4 0 2 0 5 2 2 0 4 1 6 0 5 0 0 0 12 9 4 0 0 0 0 2 45 1 6 12 10 399 157 49 30 12 STEWARD DEPARTMENT 12 1 0 1 1 0 1 0 6 4 1 0 1 9 0 10 1 115 6 0 30 1 7 4 7 0 18 2 0 2 8 0 15 18 2 12 0 0 0 0 0 13 0 3 190 218 17 0 1 0 0 0 1 0 7 2 0 0 17 0 0 0 28 137 23 2 6 5 1 14 12 37 8 26 13 7 9 0 1 31 3 3 14 8 18 10 20 8 13 1 91 11 0 9 4 1 1 4 1 22 0 18 9 2 0 145 4 0 27 12 1 1 5 0 13 4 14 6 27 0 6 11 0 0 2 4 9 28 13 47 11 24 5 7 14 0 7 70 Port New York .. . ... ... . .... . Philadelphia .... .. ....... . Baltimore .. .. . ......... . Norfolk . . .. . ... . ....... . Mobile .. .... . .......... New Orleans . ..... .. . . .. . Jacksonville . . ... .. .. . .. .. San Francisco ... .... ... . .. Wilmington . . .. .......... Seattle ..... . . . ... .. .... Puerto Rico ..... .. . . . . ... Honolulu .. .... ... .. . . ... Houston ...... ... .... ... St. Louis ... .. .. .. . . . . . .. Piney Point ............. . Totals . ..... ........... 164 240 238 100 Totals All Departments ..... . 905 612 317 793 49 26 ENTRY DEPARTMENT 16 2 1 2 2 1 5 3 7 0 13 10 13 1 13 6 2 0 11 1 0 0 99 65 1 6 0 0 4 15 ** REGISTERED ON BEACH All Groups Class A Class B Class C 92 7 12 20 17 84 46 56 42 50 32 10 66 0 3 18 4 9 7 4 9 21 11 6 10 4 15 11 0 1 1 1 1 4 0 3 3 11 5 1 0 4 1 0 0 43 537 130 35 8 0 1 2 0 4 5 3 4 3 1 2 1 0 0 70 5 12 9 2 1 7 4 11 5 3 2 12 1 15 3 0 7 2 1 0 1 0 1 1 2 3 2 0 9 0 0 0 10 8 63 38 43 16 29 23 7 45 0 5 34 374 82 22 5 1 0 0 0 6 5 7 0 8 0 55 2 0 0 37 1 3 8 6 47 20 75 21 38 9 7 22 0 4 13 2 2 2 0 1 4 9 3 2 1 22 0 0 1 1 0 0 0 1 0 6 2 0 0 29 0 0 0 10 89 298 71 40 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 43 3 33 7 4 15 10 26 8 37 18 32 9 93 19 0 7 9 5 0 3 1 30 4 20 12 3 0 223 5 0 25 148 151 0 316 219 166 8 11 2 29 11 82 22 35 12 6 21 0 1 28 318 340 1,495 601 437 *"Total Registered" means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of March was up from the month of February. A total of 1,494 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,494 jobs shipped, 793 jobs or about 53 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 166 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,805 jobs have been shipped. 18 I LOG I April 1987 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �SHLSS Introduces a New Course The Lavino Sanitation Course In its continuing efforts to meet the needs of the industry, the Seafarers Harry Lundeberg School of Seamanship has instituted a new course titled Lavino Sanitation. This course was designed, at the request of the Lavina Shipping Company, to further educate Steward personnel in all phases of shipboard sanitation, shipboard safety, leadership and communications. The six-week course concentrates on nutrition, menu planning, table service, how to present food, purchasing and inventory, and storing and rece1vmg. There is practical application in the areas of supervision, preparation of meals, clean-up activities and state room services supervision. First Aid, CPR and Fire Fighting have been incorporated into the course to cover all areas of safety. This course is a refresher course for most steward personnel. Students are hand picked through the ports, and graduates are expected to sail on Lavino Ships. Interested Stewards can contact their SIU Port Agent for more information. Touring the SIU Manpower facilities are (I. to r.) Richard Lemon, Marie Longo, Ba_rt Rogers, Admiral Tierney and Ken Conklin. ~.\ The Lavino ship De Steiguer, is one of the vessels which Lavino Sanitation Course graduates can expect to sail on. Admiral Tierney discusses· the goals of the Lavi no ~ Sa~itation Course. ==American Institute for Free Labor Development Tour SHLSS======== .• Bill Hellwege explains the capabilities of the manpower system to members of AIFLD. ~ ». Members of the American Institute for Free Labor Development pose for a picture after touring the SHLSS facilities. April 1987 I LOG I 19 �U.S. Government donates barge to SHLSS The Army 73rd Transportation Port Group, from Fort Eustis, Virginia, delivers a 75 foot flat barge to SHLSS. This barge was donated by the U.S. Government to be used for Sealift training. -SHLSS COURSE GRADUATE~ Ref rlgeratlon Maintenance & Operations Front row: (I. to r.)Gregorio Madera, John Day. Second row: Eric Malzkuhn (Instructor), John Herrlein, Rafael Matos, Bob Bryant, Donald Cox, Michael Hurst, Buddy McBride. Seallft Operations and Maintenance First row: (I. to r.) Rebecca Paullot, Pamela Taylor, Carlos Pineda, Crissy Wright, Pete Sanchez, Michael Murphy, M. Bolger. Second row: John Ballentine, Doriana Schmeltz, C. T. Poggioli, Russ Williams, Ray Brown, Cigi Grycko, Mark Trepp, Diana Nason, Robbynson Suy, Third row: Paul Domes, Werner Becher, John Orr, 0. C. Wiley, Jr., Tim Tierney, Othman Bin Chik, Marvin Zimbo, Tony Mohammed, Henry Bouganim, Harry Alongi (Instructor). C'lllege Program First row: (I. to r.) Brian Krus, M. Lynch Charles Petersen. Second row: Kenji Hoffman, Richard Robertson, Harry Berggren, Tom Hogan. · FOWT Able Seaman First row: (I. to r.) Green Hoskins, Mitchell Santana, Larry Martin. Second row: John Kolwe, Tim Smith, Tom Dowdell, Jake Karaczynski (Instructor). First row: (I. tor.) John LaDuke, John Steeber, Jim Johnson, James Bloodworth. Second row: Herman Best, Jim Gamache, Al Verzella, Darrell McDonald. Third row: Michael R. LasDulce, Jim Longo, Earl J. Mallory, John B. Leiter, Bill Foley (Instructor). ·- ·-~ ,,;~~t-'#"' , .,........<..-.. ' Marine Electrical Maintenance (L. to R.) Walt Davidson, John C. Orr, James McDaniel, Rudolph Salvaggio. Not shown: Chris Beaton, Tony Mohammed, Mike Murphy. Steward Recertification First row: (I. to r.) Dionisio Muyco, Sek Wong, Oswald Jones, Norman Johnson, Efumiano Magbaleta, Nick Andrews. Second row: S.C. Edmond, Ray Monette, Bill Seidenstricker, Joseph Speller, Edgardo Vazquez. Not shown: David Pappas. 20 I LOG I April 1987 Lifeboat First row: (I. to r.) Abdul M. Hussein, Eufemiano Magbaleta, Saleh Yafai. Second row: Jackie Davis, Aaron Ruiz, Jeff Johnson, Jim Tanner, A.R. Alwaseem, Jake Karaczynski (Instructor). Third Assistant Engineer First row: (I. tor.) Steven Byerley, John Nathan, Barry Kiger, Todd Smith, Rafael Atehorila. Second row: James Davis Stephen Treece, Steve Miller, Richie Wilson, David Timmons. Third row: Jim Fonville, Michael Peck, Raymond Brownlee. ~~- ,; _:· Bosun Recertification First row: (I. to r.)Carlos A. Pineda, John Ballentine, Jr., Tim Tierney, Mike Bolger, Ray T. Brown. Second row: Glen James, Mark Trepp, Werner Becher, Paul Domes, 0. C. Wiley, Jr., Marvin Zimbro, Henry Bouganim. Ref rlgerated Containers Advanced Maintenance (L. to R.) Donald Cox, Ed Smith, Bauren Bryant, Joe Pomraning, Ray Hart, Gregorio Madera, Eric Malzkuhn (Inst.). Radar (L. to R.) John Zarroli, Russell Williams, Alide Bijazic, Aldo Bijazic. Army Training Group First row: (I. to r.) Larry L. Mays, Marvin Stewart, Michael C. Crooms, Rickey L. Patterson, Wilmer Santiago. Second row: Jim Moore (Instructor), Keith Kornegay, John Ryans, Ross Schliepmake. Third row: Philip Peacock, Carlton J. Thomas, Richard Dickerson (Instructor). �----------------------------- - - --- Deck Upgrading Courses p rading ·course Schedule 1987 Check-In Date May 18 July 13 August 31 September 28 October 26 Completion Date July 10 September 4 October 23 November 20 December 18 Sealift Operations & Maintenance July 13 August 10 September 28 October 26 November 23 August 7 September 4 October 23 November 20 December 18 Lifeboat May 4 May 15 Third Mate & Original Second Mate May 4 July 10 Celestial Navigation July 13 November 2 August 14 December 4 Radar Obsever August 17 December 7 August 28 December 12 Radar Obsever (Renewal) Open ended course, however, must notify SHLSS before entering this course. Towboat Operator September 7 October 30 Deep Sea Deck Shiphandling Simulator June 15 June 18 Inland Deck Shiphandling Simulator October 12 Course Able SeamanlSealift Operations & Maintenance Programs Geared to I prove Job Skills And Promote U.S. aritime Industry May 1987 - December 1987 The following is the current course schedule for May 1987 - December 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. · SIU Representatives in all ports will assist members in filling out the application. Course Schedule Notice * The above courses will be followed by a mandatory fourweek Sealift Operations and Maintenance Course. (If you already have a Sealift Operations and Maintenance endorsement you do not have to repeat this course.) Engine U ing Courses Course QMED • Any Rating * Sealift Operations & Maint. Check-In Date September 21 December 14 Completion Date December 11 January 8 Automation *Sealift Operations & Maint. utomation * Sealift Operations & Maint. July 13 August 10 June 27 July 25 August 7 September 4 July 22 August 19 Fireman/Watertender, Oller * Sealift Operations & Maint. Fireman/Watertender, Oiler *Sealift Operations & Maint. Fireman/Watertender, Oiler * Sealift Operations & Maint. June 8 August 3 August 10 October 5 October 12 December 7 July 31 August 28 October 2 October 30 December 4 December 31 Hldraulics * ealift Operations & Maint. May 11 June 8 June 5 July 3 Marine Electrical Maintenance *Sea lift Operations & Ma int. July 13 September 7 September 4 October 2 Variable Speed DC Drive * Sealift Operations & Maint. September 21 November 2 October 30 November 27 Electro-~draulic Systems *Sealift perations & Maint. Electro-Hydraulic Systems * Sealift Operations & Maint. May 18 June 29 November 9 December 21 June 26 July 24 December 18 January 15 Refri"eration Systems Maint. & Ops. *Sea ift Operations & Maint. July 20 August 31 August 28 September 25 Refrigeration Containers - Advanced Maint. August 31 *Sealift Operations & Maint. October 12 October 9 November 6 Diesel Engineer - Re~lar *Sealift Operations & aint. Diesel Engineer - Regular * Sealift Operations & Maint. May 15 June 12 November 20 December 12 April 6 May 18 October 12 November 23 Recertification Programs Course Steward Recertification Bosun Recertification Check-In Date May 5 June 29 August 31 November 2 Completion Date June 8 August 3 October 5 December 7 September 21 November 2 October 16 Steward Upgrading Courses & Maint. Check-In Date July 22 September 8 September 2 October 19 October 14 November 30 November 25 January 11 Completion Date Septemb~ October 2 October 16 November 13 November 27 December 24 January 8 February 5 Cook and Baker *Sealift Operations & Maint. Cook and Baker *Sea lift Operations & Maint. Cook and Baker *Sea lift Operations & Maint. July 22 September 21 September 2 November 2 October 14 December 14 September 18 October 16 October 30 November 27 December 11 January 8 Chief Cook *Sealift Operations & Maint. Chief Cook *Sealift Operations & Maint. Chief Cook *Sea lift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Chief Steward *Sea lift Operations & Maint. Chief Steward *Sealift Operations & Maint. Chief Steward *Sealift Operations & Maint. July 8 September 7 September 2 November 2 October 28 December 28 September 4 October 2 October 30 November 27 December 25 January 22 Course Assistant Cook *Sealift Operations Assistant Cook *Sealift Operations Assistant Cook *Sea lift Operations Assistant Cook * Sealift Operations & Maint. & Maint. & Maint. Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) August 3 September 14 November 2 December 14 Adult Basic Education (ABE) & English as a Second Language (ESL) August 3 November 2 September 11 December 11 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT August 3 August 7 Towboat Operator September 7 September 11 College Programs Course Associates in Arts Check-In Date June 8 August 17 October 26 Completion Date July 31 October 19 December 18 April 1987 I LOG I 21 - �Pensioner Stanley Bojko, 67, died Feb. 2. Brother Bojko joined the SIU in 1938. He last sailed in the deck department as a recertified bosun. Seafarer Bojko went on pension in 1976. His ashes were commended to the deep from the S eaLand Innovator off the coast of California. Pensioner Marvin Gilby, 74, died March 20 in Seattle, Wash. Brother Gilby joined the SIU in 1968, sailing with Sea-Land Service in the engine department. He went on pension in 1981. Seafarer Gilby is survived by his sister, Althea Ramsever. Pensioner William B. Ferrell died March I 0 of a heart attack. Seafarer Ferrell joined the SIU in 1953. He sailed in the engine department and later joined MEBA . Brother Ferrell went on pension in 1981. He was buried in Clinton, N .C. Surviving is his son, Jerold and his daughter, Barbara. Alfred Winston Flatts, 62, died recently. Brother Flatts, who sailed in the steward department,joined the SIU in 1946. He wa active in the Falcon Carriers beef and in the General Strike of 1946. Seafarer Flatts is survived by a on, Alfred. Pensioner Cruz Negron, 66, died March 6 of a heart attack in Guayana, P.R. Brother Negron joined the SIU in 1944. A member of the deck department, he walked the picket line in the Wall Street beef and went on pension in 1974. Seafarer Negron is survived by his widow, Carmen. The following SIU member have retired on pension: DEEP SEA Algonac Sta nle y A. Stigen Baltimore Robert Stewart Honolulu Jack J. Schaeffer Houston Eugene J. Blanchard Harry Granger Andrew F. Kamedra Jacksonville Alfred Case Jerome Chapkewitz Edwin M. Felker Jack Nelson Jr. Mobile Jimmie A. Moody New Orleans Nicholas L. Pizzuto Bobbie B. Spears Stanley Zeagler KNOW YOUR RIGH New York William Karpiak Ra mon Perez Norfolk Rodney D. Borlase Morris C. Hill Philadelphia Thomas J. Henry San Francisco Mung How James A. Shortell Wilmington Lester Schrager Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the memhership's money and Union finances. The constitution requires a detailed audit hy Certified Puhlic Accountants every three months. which arc to he suhmitted to the membership by the Secretary-Trea-.urer. A quarterly finance committee of rank and file members. elected by the memhership. makes examination each quarter of the finances of the Union and reports fully their finding and recommendations . Memhers of this committee may make dissenting reports. specific recommendations and separate finding . TRUST FUNDS. All trust fund . of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provision of various tru . t fund agreement . 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 fund are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively hy the contracts hetween the Union and the employers. Get to know your hipping rights. Copies of these contracts arc posted and available in all Union halls. If you feel therl? has heen any violation of your shipping or seniority right · as contained in the contracts betv.een the Union and the employers. notify the Seafarers Appeals Board by certified mail. return receipt requested. The proper address for this i 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 arc available to you at all times. either hy \Hiting directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of <111 SIU contracts arc availahle in all SIU halls. These contracts ~pecify the wages aml conditions under which ~.-ou work and live ahoard your ship or boat. Know ) our contract rights. as well as your obligations. -.uch as filing for OT on the proper '>hcets and in the proper manner. 1f. at any time. any SIU Personals Mark Holley Please get in touch with Maemae at 333 N. Columbus Ave. , Freeport, N.Y. 11520; (daytime tel: 516/227-0697) . Eddie Puchalski Anyone knowing of Eddie Puchalski' s whereabouts, please let him know his mother is ill. He should contact his sister Stella at 5115 Oak Circle, Moriches, N.Y. 11955. Tel. (516) 878-6023. GREAT LAKES Cleveland Joanne Kane New York Earl F. Burdick GLOUCESTER FISHERMAN Gloucester Judith Senos KNOW YOUR RIGHTS Ronald Vernon Schaeefer Your dad would like you to contact him at 512 N. 21st ., Escanaba, Mich. 49829. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Cop1e" of the SIU constitution arc availahle in FINANCIAL REPORTS. The con titution of the SIU 22 I LOG I April 1987 Pensioner Joaquin Nolasco, 69, died Feb. 1. Brother Nolasco joined the SIU in 1956. He sailed in the deck department and went on pension in 1982. Seafarer Nolasco was buried in El Alto Talara in Peru. He is survived by his brother, Felix. l~ 1-;+- · all Union hall.,. All memher" should oht a in co pies of this constitution so as to familiarize them-.elves \.\ith its contents. Any time you feel any memher or otlicer i-, attempt ing to deprive you of any con-.titutional right or ohligation hy any method-, ... uch a' dealing with charges. trial'i. etc .. a-. \.\ell a' all other details. then the memher ..,,) affected should immediately notify headquarter'i . EQUAL RIGHTS. All member-. arc guaranteed equal righh in cmplo)nH.:nt and a' memhers of the SIU . The-.c righh arc clc<1rl) set forth in the SIU constitution anJ in the contrach "'hich the Union has negotiated with the employers. Cono.;cyuently. no member ma} he di,crimi · nated again-.t hccau-.e of race. creed. color. \C'\ and national or geographic origin . It an) mcmhcr feel-, that he i... denied the equal righh to ~hich he i" entitlcJ. he should notify Union headquarters . 111111111111Ull1111111ll111111t1111111111111111Ull111111111111111lll1111111ll1111111ll11111111t1111111111111 patrolman or other Union otli:::ial. in your opinion. fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditional!) retrained lrnm puhf i..,hing an) article !'>erving the political purposes of any individual in the Union. officer or memher. It has al"o refrained from publishing articles decmeJ harmful to the Union or its collective member~hip. This e-.tahlished policy has been reaflirmed by membership action at the Scptemher. 1960. meeting" in all constitutional ports. The responsihility for Log policy i-. vested in an editorial hoard which con'>ists of the E.\ecutive Board of the Union. The Executive Board may delcg.1te. from ~1mong its ranks. one indi idual to carry out thi!'> rc!->ponsihilit} . PAYMENT OF MONIES. No monic., arc to he patd to anyone in an) ollicial capacit) in the SIU unle-.s an otlicial nion receipt i" given tor "ame . Under no circumstances should an) member pay any money tor any reason unlcs'> he i" giq;n -.uch receipt. In the event anyone attempt'> to n:4uirc an) ... uch p.t) mcnt he made without suppl) ing a receipt. or if a memher is rc4uircd to make a pa} mcnt and is given an otlicial receipt. hut fccl'i that he should not ha e hccn reyuired to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a "eparate segregated fund. Its proceeds arc uo.;ed to further it-. ohjccts and purpo-.e" including. hut not limited to. furthering the political. social and economic interc-.ts of maritime workers. the preservation and furthering of the American Merchant Marine with improve<l emplo1111ent opportunities for seamen and hoatmen and the adv:incement of trade union concept'>. In connection \.\ith such ohjccts. SPA)) supplHts and contribute" to political candidates for cfe(:tive otlice. Ail contribution-. arc voluntary . No contrihutio11 may he solicited or received hccause of force. jPh di,crimin<ttion. 1]nanc1al rcpri-.al. or threat ol such conduct. nr a' a condition of mcrnhership in the Union or l)f employment. 11 a contribution i-. made hy rca,on ol thc above improper 'onduct. notif) the Sealarer-. Union or SPAD h~ certified mail \.\ithin JO da}" of the contribution for im.eo.;tigation anJ appropriate action and refund. ii involuntar]. Support SPA D to protect and further ~our economic. politic<tl and ... ocial interco.;h, and Amer ican trade uniun concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ace~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The addr~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Diaest Of Ships Nee•inas AURORA (Apex Marine), March 8Chairman Cesar A. Gutierrez, Secretary James R. Parker, Engine Delegate C. Hampson, Steward Delegate Frederick E. Otto. Some disputed OT was reported in the deck department. There is $285 in the ship's treasury. Brother Gutierrez spoke with the captian about the VCR on C deck not working. The captain said he would order a new one from the company. The crew decided that way would take too long and so decided to take up a collection and buy one themselves. Brothers Wilbur Adams and Jerry Bankston were elected to purchase the new machine in Baltimore-for the exclusive use of the deck, engine and steward departments. The secretary reports this to be a "top notch crew, from top to bottom." BORINQUEN (Puerto Rico Marine), February 15-Chairman Donald Wagner, Secretary C.B. Carter Jr. Some disputed OT was reported in the deck and engine departments. These matters of delayed sailing, disputed holiday OT, port time and linen allowances will be taken up with the boarding patrolman. There is $13 in the ship's fund. A letter from Brother "Red" Campbell was received pertaining to unemployme11t insurance from Puerto Rico. It was read and posted on the bulletin board. The chairman reminded all hands to take advantage of the upgrading courses available at Piney Point and to continue to support SPAD during these lean times. A vote of thanks was given to the steward department for a job well done. Next port: Elizabeth, N.J. LNG CAPRICORN (ETC), February 15-Chairman Malcolm B. ods, Sec, ducational Director/ retary J. glne Delegate Ole J. Mortensen, Deck Delegate Pete J. Reed, Steward Delegate William F. Christmas. No beefs or disputed OT reported. There is $275.38 in the ship's fund. A discussion was held on safety aboard ship, and the bosun reminded all members that "safety is everyone's busiess." A letter was received from Vice " ed" ampbell reminding Preside members to conduct themselves properly as an American seaman aboard ship and ashore. The secretary noted that everything is running smoothly. One steward department member had to get off due to medical reasons. A round of applause was given to the crew on their sportsmanship, and for the fact that they are a winning team in their softball games played in Bontang. Mr. George Reilley, from ETC, paid the ship a visit while in the port of Osaka, Japan. A vote of thanks was given to the crew for a fine job-well done! Next port: Arun, Indonesia. FALCON PRINCESS (Seahawk Management), March 1-Chariman Thomas Walker, Secretary Cesar A. Guerra, Educational Director R. Tims. No disputed OT or beefs reported. The bosun reminded all hands that, as per the contract, no one is to be paid until their room is clean and all The flight deck fire team aboard the I st Lt. Jack Lummus during helicopter operations off Guam are AB Mike Tracey, left, and AB Mike Bullen. dirty linen has been returned. Due to the lay-up of the Princess following payoff, all ship's movies will be turned over to the captain. A particular vote of thanks was given to the steward department for all their fine work. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Port Arthur, Texas. 1st LT. JACK LUMMUS (AMSEA), March 3-Chairman Luke Meadows, Secretary Kim Darmody, Educational Director/ Engine Delegate Ron Shaw, Deck Delegate Paul Evans, Steward Delegate Steve Parker. While there were no major beefs or disputed OT, the steward department did note that they were having trouble scheduling upgrading at Piney Point to coincide with vacation time. The four month on/two month off rotation doesn't leave enough time to upgrade, and seamen can lose their permanent job rotation due to scheduling. A question was brought up: If a flight out is unavailable on the date of payoff, is the crew entitled to one day's pay and lodging other than onboard ship? A motion was made to request telex numbers for Union representation, manpower and upgrading. A request was also made for the latest rulings concerning requirements to receive an A book on the different ships (MSC, TAGOS, etc.). Votes of thanks were given out: to the steward department for the great barbecues; to the Navy staff for the movie scheduling, and to the ship's fishermen for the fresh mahi-mahi, wahoo and yellow-fin tuna. Next port: Guam. MOKU PAHU (Pacific Gulf Marine), F ruary 26'-Chairman Ray Todd, Secretary R. Spencer, Educational Director D.A. Norris. No beefs or disputed OT. Brother Todd reported that the ship is running smoothly and things look good. The Moku Pahu will pay off in Galveston, Texas this trip. He reminded all crewmembers getting off to leave their rooms clean and turn in their soiled linen. He also stressed the importance of contributing to SPAD. Brother Spencer reminded all qualified members to upgrade their skills at the SHLSS in Piney Point, and Brother Norris urged that members practice safety onboard ship at all times. OMI MISSOURI (OMI), March 1Chairman Fred C. Cooper, Secretary Lawrence A. Banks. No disputed OT or beefs reported. The chairman reports that everything is running smoothly. The OM/ Missouri is expected to arrive in Mobile, Ala. on Feb. 3 with payoff the same day. Several suggestions were made. First, bigger sheets are needed for the bunks. The steward will check with the port steward about the possibility of getting fitted sheets. There is also a need for cloth hooks in the forecastle. A vote of thanks was given to the chief engineer for a job well done with the barbecues. OVERSEAS OHIO (Maritime Overseas Corp.), March 13-Chairman Pete Garza, Secretary E. Vieira. The steward department had their compensation disputed for work performed in the feeding and caring for five extra men. The ship will AB Mike Bullen, left, and SA Adam E. Martinez troll for turbot off the stern of the 1st Lt. Jack Lummus. pay off as soon as possible on March 15. The captain paid all those members who had money coming to them in lieu of time off. All hands wanting a relief should be able to get one with proper advance notification. There will be 15 new movies aboard ship every month. The educational director urged all trainees to try and upgrade their skills while putting in their six months training. A number of suggestions were made. The first was to have the sofa in the crew lounge repaired. It was also requested that the patrolman clarify as to who pays transportation and doctors bills when a man is on articles and obtains a masters certificate while in a U.S. port. There is also the need for some sort of launch service while in Panama. And a ruling needs to be worked out so that the 8-12 quartermaster can take a short coffee break in the morning. It was felt that the radio operator is spending too much time and get help! Contact your port agent or SIU drug and alcohol program at Piney Point. That treatment doesn't cost you anything!" It appears that there are bed bugs and roaches all over the ship. The master was informed and will wire for an exterminator upon arrival in port. The ship's crewmembers thanked the captain for his cooperation . A vote of thanks was given to the steward department for a job well done. USNS WILKES (Lavino), February 22Chairman Sy Varas, Secretary J. McGill, Engine Delegate Aaron E. Thompson. No beefs or disputed OT. The bosun thanked all hands for their help during the shipyard period. He also reminded the members that our jobs with Lavi no are very important and should be taken seriously. Communications were received regarding negotiations between the SIU and Lavino. Copies The game was called a tie ( 12-12) after JO innings between the LNG Leo team and the Arun, Indonesia team. The team photo includes: Ray Bay/er, Tim Olvaney, Jack Davis, Dave Reilly , Z . Achmad, Pete Pinkerton , Tom Harding , Dave Terry , John Hoskins, Andrea Conklin, Steve and Lisa. doing work that the AB is getting paid to do. It seems that he is on deck chipping and painting. While docking and undocking, he is handling the lines. Ane while the ship is maneuvering, he is on the wheel. were made available for &II interested members. A question was brought up as to who pays for firefightintJ classes and why members weren't sent from Portland to attend. Next port: San Diego, Calif. ST. LOUIS (Sea-Land), February 20Chairman David Newman, Secretary Humberto Ortiz. No beefs or disputed OT. The chairman reported that a new engine delegate is needed for the next trip. Mr. Martinez, who was acting as delegate, is getting off. No one in the engine department wanted to take over, so the chairman will take over until a new delegate is nominated. The secretary said that Seafarers who become addicted to drugs or alcohol are lucky in one sense: they can make use of the Seafarers Addictions Rehabilitation Center in Valley Lee, Md. "Drugs are for dunces," he said. "You can stop Official ships minutes also were received from the following vessels: ALTAIR BALTIMORE CONSTITUTION GROTON MOBILE OAKLAND OMI CHARGER OMI WABASH OVERSEAS NATALIE PANAMA PATRIOT PONCE SAN JUAN SAN PEDRO SEA-LAND ADVENTURER SEA·LAND CONSUMER SEA·LAND ECONOMY SEA-LAND FREEDOM SEA-LAND LEADER SEA-LAND MARINER SEA-LAND PIONEER SEA-LAND PRODUCER SEA·LAND VOYAGER SENATOR SPIRIT OF TEXAS STONEWALL JACKSON THOMPSON PASS Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday May 4 ...................... 10:30 a.m. New York ............... Tuesday, May 5 ..................... 10:30 a.m. Philadelphia .............. Wednesday, May 6 ................... 10:30 a.m. Baltimore ................ Thursday, May 7 ..................... 10:30 a.m. Norfolk ................. Thursday, May 7 ..................... 10:30 a.m. Jacksonville .............. Thursday, May 7 ..................... 10:30 a.m. Algonac ................. Friday, May 8 ....................... 10:30 a.m. Houston ................. Monday, May 11 ..................... 10:30 a.m. New Orleans ............. Tuesday, May 12 ..................... 10:30 a.m. Mobile .................. Wednesday, May 13 .................. 10:30 a.m. San Francisco ............ Thursday, May 14 .................... 10:30 a.m. Wilmington .............. Monday, May 18 ..................... 10:30 a.m. Seattle .................. Friday, May 22 ...................... 10:30 a.m. San Juan ................ Thursday May 7 ..................... 10:30 a.m. St. Louis ................ Friday, May 15 ...................... 10:30 a.m. Honolulu ................ Thursday, May 14 .................... 10:30 a.m. Duluth .................. Wednesday, May 13 .................. 10:30 a.m. Jersey City ............... Wednesday, May 20 .................. 10:30 a.m. New Bedford ............. Tuesday, May 19 ..................... 10:30 a.m. April 1987 I LOG I 23 �+ m Seafarers International Union of North America, AFL-CIO Washington Report The past two months have been anything but quiet. The Congress and the Reagan administration squared off over the $87 billion Highway Transportation Act. Despite an all-out effort by the White House, the Senate overrode the president's veto by one vote. Some political commentators were looking at the controversy as a prelude for an even more bitter fight over the trade issue. That possibility certain!) '"'xists. The new session is just three month~ and already a number of trade bills spanning the entire ideological spectrum from protectionist to free trade have been introduced. Presidential Bid 1988 is getting closer all the time. Several more presidential hopefuls have announced that they are going to run. On the Republican side, General Alexander Haig threw his helmet into the ring (as he himself said). Rep. Jack Kemp (R-N.Y.), one of the more zealous ''free traders'' in the House, or anywhere else for that matter, announced his candidacy as well. He has made the creation of a tariff-free North American trading zone one of his top priorities. As for the Democrats, the list appears to be growing and shrinking at the same time. New York Governor Mario Cuomo, one of the party's leading voices, took himself out of the 1988 race. On the other hand, Rep. Richard Gephardt (D-Mo.), who has pushed heavily for enactment of legislation that would promote a fairer trading system, threw his hat into the ring. In February, Gephardt was one of three Democratic hopefuls to address the Executive Council Meeting of the Maritime Trades Department of the AFL-CIO. April 1987 Legislative, Administrative and Regulatory Happenings centage of autos imported into the United States. It merely states that where the auto exporting country's vessels are benefitting from the substantial business generated by the United States car buyers, then U.S. vessels should share in the trade. Title XI Trade War Trade tensions between the United States and Japan rose considerably last month after the United States slapped a 100 percent tariff on $300 million worth of Japanese electronics products. The move was undertaken in response to Japan's failure to live up to a trade agreement forbidding the dumping of microchips onto the American market. Despite a precipitous fall in the value of the dollar, the trade deficit continued to mount. U.S.-Canadian Trade Trade tensions were not just confined to Japan. Talks to bring about lowered tariffs between the United States and Canada were mired in frustration, suspicion and bad feelings. Much of the bad feeling was brought about by differences over the controversial issue of acid rain. Canada was pressing the United States to take more far-reaching steps in cleaning up the environment. Still, the development had American operators on the Great Lakes breathing a sigh of relief, if only for a moment. They have expressed fear about a proposed opening of American and Canadian domestic shipping trades to free operation by vessels of both countries. Such a step, which The Journal of Commerce reports "is being discussed," could decimate the U.S. domestic fleet. Drozak Testifies Further Decline SIU President Frank Drozak testified before the House Merchant Marine Subeommittee last month on the subject of trade. In a 19 pag~ statement, he outlined numerous examples of trade barriers and discriminatory practices that American-flag operators must contend with. The American-flag maritime industry was having enough problems without implementation of a free shipping zone between Canada and the United States. According to statistics released last month, the U.S.-flag merchant marine declined by another 42 vessels last year. The decline of the American-flag merchant marine was coming at a time of great turbulence for seamen. According to The Journal of Commerce, U.S. Lines, this country's largest shipping company, stood little chance of pulling itself out of bankruptcy. The lines between deep sea shipping and other forms of transportation were becoming blurred by rapid tec!rnological advances. Industry experts were predicting that within 10 years , all surviving American-flag companies would have extensive intermodal operations. Fair Maritime Trade Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee, introduced H.R. 1290, the Ocean Transportation Practices Act of 1987. The legislation provides for sanctions and retaliatory actions against any foreign nation found to be treating American vessels in an unfair or discriminatory manner. The bill has been favorably reported out of committee. Jones also introduced the Equitable Automobile Transportation Act of 1987. ''The bill,'' he said in an extension of his remarks in the Congressional Record, ''is intended to balance our maritime automobile transportation capabilities with those of Japan and South Korea by requiring those countries to transport an equal number of vehicles on U.S. vehicle carriers as on their own. "The bill," said Jones, "does not mandate that the U.S.-flag ves els carry a given per- 24 I LOG I April 1987 Aside from the military work that has been farmed out to the private sector, most cargo available to U .S.-flag deep sea vessels are generated by two sources-Alaskan oil and cargo preference statutes. Cargo Preference As has happened in every Congress over the past 10 years, legislation has been introduced that would severely restrict this nation's existing cargo preference laws. Sen. John Danforth (R-Mo.) introduced a bill that would repeal cargo preference requirements for Department of Agriculture Concessional Export Programs. In an effort to persuade the administration to tone down its opposition to the Title XI Loan Guaranty Program, the House Merchant Marine and Fisheries Committee voted to temporarily exclude offshore oil drilli ng rigs, support vessels and river barges m the government's construction loan guar ~ nty program. According to the Maritime Administration , which manages the program , nearly 80 percent of all loan defaults have involved ves ' els and drilling rigs used by the depres sed oil industry. Veterans' Status Rep. Mario Biaggi (D-N.Y.) intfC'duced a bill that seeks to redress a long-stand111g wrong done to American seamen, most of whom have been denied veterans' status for the ti me they served in World War II. The bill, H.R. 1235, "The Merchant Seamen' Benefit Act," would, in Biaggi 's words, "provide the recognition that those old-timers deserve in their own right-a recognition that is not available under existing laws. " Such a move, said Biaggi, is 40 years overdue. CDS Payback Shipping and labor interests ha , joined forces to try to overturn the Depar nent of Transportation's program for paybac f Construction Differential Subsidies, ac( ·ding to The Journal of Commerce. "This is an issue that never seems to go away ,'' said SIU Frank Pecquex, director of legislation for the SIU. "As a result of this , 12 tankers engaged in carrying Alaskan oil have been laid up." The SIU is supporting an amendment to the FY '87 Supplemental Funding bill which prohibits shipping companies from re-entering the domestic trade in return for paying back CDS payments. ''People are always criticizing the merchant marine for not being unified," said Donald Yearwood, president of the American Trading and Transportation Company. ' 'This time everyone-the shipping companies, labor, the shipyards-is on the same side." Support SPAD � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1987 Description An account of the resource HEADLINES SIX WEEK DELAY MAKES PAYOFF EVEN SWEETER FOR SEAFARERS ON THE STONEWALL JACKSON WHEN THE ICE THAWS, IT’S TIME FOR GREAT LAKES FITOUT STONEWALL JACKSON’S LONG TRIP FINALLY PAYS OFF KILAUEA STEWARD WINS HONORS PROFILE: THE KAWISHIWI’S CARPENTER SHLSS INTRODUCES A NEW COURSE THE LAVINO SANITATION COURSE THE SIU IN WASHINGTON PRESIDENTIAL BID U.S.-CANADIAN TRADE TITLE XI VETERANS’ STATUS CDS PAYBACK DROZAK TESTIFIES FUTHER DECLINE FAIR MARITIME TRADE CARGO PREFERENCE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 4 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/ef7a4c4d6cf2016a680b3ca89bc2fc1b.pdf 7db044d1f1d7d8bdca580ae04fe68ad9 PDF Text Text Official Publication of the Seafarers International Union• Atlanti� GuU, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. J March 1987 Presidential Hopefuls Seek Maritime Support see pages s-10 ���\�E fA>� Former U.S. Senator Gary Hart, campaign­ Presidential candidate Rep. Richard Gephardt told the MTD that the United States must insist on foreign trade rules that are fair, and must put teeth into a fair trade policy. ing for the presidency, told the MTD meeting that he supports their efforts to build up the U.S. merchant marine, and to assure a strong shipbuilding capability. On trade policy, he Senator Joseph Biden told the MTD meeting that we are proposed a five-year program to make U.S. getting our brains beaten out on the trade front. "I don't want this nation to compete," he said. "I want to win." industry competitive. �e_onsor Drozak Urges Trade Reform Auto Carnage 8111 Gains Wide House Support Dems and GOP • • Almost 2.5 million automobiles will N.Y.), chairman of the Merchant Ma­ be shipped from Japan and Korea to rine Subcommittee, Rep. Bob Davis the United States in 1987. Virtually (R-Mich.) and Rep. Norman Lent (R­ none will arrive in the states aboard a U.S.-ftag ship. New legislation intro­ the committee and subcommittee. duced in the House this month may N. Y.), ranking minority members for "Americans are spending more than H.R. 1364 would require that Amer­ $10 billion a year on these cars. Part of that $10 billion covers transporta­ ican ships carry an equal number of tion costs. But while the American foreign-made cars as they do the ships of the country which manufactured public pays for that cost, the U.S.-ftag fleet is shut out of the market. We open up that market. the automobiles. While Japan with its have no access to it," said SIU Pres­ established auto industry and South Korea with its rapidly growing indus­ ident Frank Drozak. Last year after an identical bill was try will supply the largest number of introduced, Japanese car companies cars for U.S. import, the bill would came to terms with four U.S. shipping apply to other countries. lines to carry cars to the U.S. But that only covers a small number of cars. See Page 13 for a Full Rundown on the S/U's Washington Activity ''This bill will revive and invigorate our sagging merchant marine," Jones said, "and provide obvious benefits to our national security and economic well-being. The military establishment has long heralded the advantages of roll-on/roll-off ships for use in areas without sophisticated shoreside equip­ ment necessary to service a contain­ ership.'' The bill, introduced by Rep. Walter Drozak said that the SIU supports B. Jones (D-N .C.), chairman of Mer­ the bill because "it will give us a fair chant Marine and Fisheries Commit­ shot at this business and there is a lot tee, is cosponsored by 53 House mem­ of it." bers including Rep. Mario Biaggi (D- No hearing date has been set. SIU President Frank Drozak threw the Union's support behind three bills to open up world trade to American-flag shipping at a recent bearing before the House Merchant Marine Subcommittee (see page 3). Inside: Atlantic Storm Kills 21 on Bulker and Trawler Page 3 Howard Schulman, SIU Counsel, Retires Page 4 Shipping Great C.C. Wei Dies at 72 Special SHLSS Section, Meeting Changing Needs Page 14 Pages 15-34 ... --------------------------�------------- �President's Report NMU, nothing has been accomplished. Instead, we meetings. Since I was taught by Harry Lundeberg see our industry become smaller and smaller each and Paul Hall to lay out the facts and "tell it like it year, and our memberships decline past the point is," let me remind you of what happened, and of no return. There are many reasons, and I will present the highlights of the facts to refresh your not go into them. I do, however, want the record memory. The SIU A&G/NMU merger discussions began set straight about our position. Our industry has continued to decline because by Frank Drozak During the : -.._...__ several past months have there been mors ru­ floating around the mar­ itime industry about maritime labor union mer­ gers and some of us haven't accepted the fact that our began by outlining the structures of our respective industry, maritime laws, and the rules we must unions, and committees were formed governing follow have changed. Since the early 1960s, auto­ welfare, pensions, vacations, hiring halls, jobs, mation and high technology have taken a toll on shipping rules and contracts, finances, properties, maritime employment. Rather than accept those etc. I explained to the NMU that I could only speak changes, some of us prefer to blame others for our for the SIU-AGLIWD, and that Lundeberg, Whitey problems. What about our members? Shouldn't they Disley and you were present as observers. The be given all the facts, and not just some of the affiliates would retain their complete autonomy from facts? the International. I had no authority to speak for Brother Paul, the SIU A&G membership is on other matters. Follow­ ing is a letter SIU President Frank Drozak recently sent to SUP Pres­ ident on Monday, October 20, 1986. Shannon Wall and I Paul Dempster outlin­ ing the facts about these issues. any affiliates other than the SIU-AGLIWD. record as desiring to merge with one or all of the Shannon Wall then said that the meeting's purpose maritime unions. The SIU A&G Executive Board was to merge the seamen together, and let our other has had several joint meetings with the Sailors and affiliates be cut adrift. He also stated that the Sailors Fireman Unions to discuss mergers, the last meet­ and Firemen •·would have no choice but to come ings held in 1981 at the Sailor's Union Library in in or else," and proposed we both give up our San Francisco. The SIU A&G offered what we charters and get a new charter from the AFL-CIO. thought was a fair and reasonable proposal for I insisted that I would not give up our International merger discussion. Your Executive Board rejected and cut our affiliates adrift, that we are a family that proposal. Since then you have said privately and will remain a family. I explained that I had no that mergers are the right thing to do, but that your authority to agree to such a proposal, and that our affiliates would not agree to such a proposal. I read with great interest your report to your membership, printed in the WEST COAST SAILOR, membership is not ready for it. To stir your memory of our discussions regarding mergers, I will remind you that you and I last the Sailors and the Firemen, could join with the January 23, 1987. I find it very hard to believe that discussed the prospect at a dinner meeting with new union if they wished. However, he wanted it you would make such an important report while Whitey Disley and George McCartney in Bal Har­ to be a union representing all unlicensed seamen. leaving out the most important facts. The record bour, Florida, during the MTD Executive Board If the Sailors and Firemen didn't come in, so be it. shows, Brother Paul, that each union affiliated with meetings. At that same meeting, we also discussed You and Whitey had quite a discussion over his SIUNA, AFL-CIO, has complete autonomy, sub­ the two Cunard ships, about which we disagreed. I remarks, if you remember, and it was an insult to ject to the SIONA Constitution. The SIU-AGLIWD offered the SIU Pacific District the jobs on one of all three of us. has never intetfered in the affairs of an affiliate those ships if legislation was passed to reftag the Shannon's statement at the time that our Inter­ union, nor as President of SIUNA have I ever two vessels. You rejected the offer and opposed national union is only a loose paper union had no Dear Brother Paul: Shannon Wall responded that affiliates, including intetfered in any way with an affiliate's affairs, the legislation. That is your right, but that one ship substance. The NMU dissolved their structure years unless requested by the affiliate. This letter is would have meant 500 jobs for the SIU Pacific ago. Those that didn't come under their complete intended to set the record straight and state the District and 500 jobs for the SIU A&G. In the end, control, they cut loose. The NMU today, to the facts, which you failed to do in your report to the we didn't get any jobs at all. best of our knowledge, consists of seamen, Pana­ membership about the SIU-AGLIWD. Brother Paul, I have always believed in the idea manian workers and government workers. The SIUNA has been calling for mergers for the of merger, because I believe it is in the best interest I strongly voice my position that I would never last 35 years, and has spent much of that time of all seamen that they merge into one large union. give up our International. As long as one union discussing the subject. The process began with That is why I spent several days preparing a working wished to remain, this International would support Harry Lundeberg, our first president. He believed document on a merger of all maritime unions, and it, and it would retain its autonomy for as long as that there should be one union representing unli­ requested AFL-CIO President Lane Kirkland to it desired. However, I was meeting to discuss an censed seamen and one union representing licensed send it to all of the maritime unions. After several A&G and NMU merger, not one involving the seamen. Unfortunately, it dido 't happen on his months passed, not one union had responded to International. If the A&G and NMU could merge, watch. Our second president, Paul Hall, had the same belief: that a merger was in the best interest of all President Kirkland's letter. Obviously, there was they would become an affiliate of our International. no interest at this time from the maritime unions in As long as I was President of the SIUNA, I would merger. never dissolve our International, nor give up its seamen. He spent the last ten years of his life Late last year I received word from the NMU name or the autonomy of each affiliate. I did agree, discussing mergers with the NMU, the Sailors and that they had an interest in again discussing a however, to change the name of the SIU A&G Firemen, and the MC&S. He was successful, only merger. I accepted on behalf of SIU-AGLIWD, and District to whatever name we wished it to be. The with the MC&S, the rest dido 't happen on his watch so notified you and President Disley of our interest. NMU did not agree. I was disappointed and we either. However, it was the belief of both of these I also invited both of you to attend either as both agreed to let the commitees go to work. We great leaders that if we are to have a maritime participants or observers. You both agreed to attend would meet again the next morning for further industry and jobs for our members, then unions as observers. You brought Gunnar Lundeberg, and discussions. must merge to survive. Whitey came alone. Brother Paul, since becoming President of our The following day, the NMU presented a new The meetings took place at the Harry Lundeberg approach. They proposed that we form a new union, International and President of the AGLIW District, School of Seamanship in Piney Point, Maryland, both give up our charters, and get a new charter I have spent a great part of my time, too, discussing and included the Executive Boards of the SIU A&G for seamen, SIU A&G, and NMU. All International mergers. Yet for the past eight years of merger and the NMU. Unfortunately, you left out of your affiliates, including the Sailors and Firemen, could discussions with the Sailors, the MFOW and the report to your membership what took place at those (Continued on page 47.) Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO March 1987 Vol. 49, No. 3 Executive Board Frank Drozak President <� H Joe DiGiorgio Vice President Secretary Charles Svenson Joe Sacco Mike Sacco Leon Hall Editor Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I March 1987 Angus "Red" Campbell 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. �Reagan Clings to 'Free Trad e Myth ' Trade Bills Gain Bipartisan Support in House, Senate refused to support several bills aimed practices and remedies which could "Free trade is a relative question . . . I can't answer that black and white. It's like asking 'is there a God­ at eliminating unfair trade practices include the requirement that some im­ true or false?,' " he said. Despite bipartisaq support on Cap­ itol Hill, the Reagan administration H.R. 1290 which establishes a sys­ tem of investigations of unfair trade which are destroying the U.S. mer­ ports be carried on U.S.-ftag ships, chant marine. and "You're opposed to legislation. H.R. 300 which address the critical Nothing is happening with negotia­ issue of cargo and bilateral trade. tions. We need some alternatives in­ SIU President Frank Drozak struck a note which was echoed by several stead of always coming here and say­ ing 'We oppose, we oppose.' . . . What subcommittee members at the hear­ are we going to do,·' Rep. Glenn ing-time is running out. Anderson (D-Calif.) asked Marad Ad­ ministrator John Gaughan at a recent Merchant Marine Subcommittee hear­ ing on unfair trade. "I've been coming up here for 25 years," he said, "and it's time to tell these countries to negotiate and re­ solve these problems or we will retal­ The subcommittee was focusing on iate. What are they going to do? Stop three bills which could bring down shipping their goods here? We're the some of the international trade barriers best market they have." examples of the various restnct10ns put on U.S. shipping companies, which licensing requirements to restrictions range from outright denial of cargo to He also admitted that in the past on equipment technology to restric­ the administration has not ·'responded tions on shoreside operations and satisfactorily'' to trade discrimination_, ground transportation. and until countries which practice such trade policies change them, fair trade will suffer. Currently the U.S., through Marad and the State Department, enter into negotiations with counties when they believe unfair trade practices are hurt­ ing U.S. steamship lines or other com­ panies. But those negotiations are usu­ ally drawn out and seldom are successful. He told the panel that the SIU sup­ ports the three pieces of legislation but offered a few suggestions to strengthen the bills. On the auto bill, he suggested that other automobile exporting nations be included. He asked that retaliatory measures be included in H.R. 1290, the unfair trade practices bill. He said it is time "to act quickly on "None of the trade barriers has been this issue. America's share of water­ removed. We're told to take our time, borne commerce continues to decline During questioning by the subcom­ be patient, meanwhile the businesses and major U.S.-ftag international ship­ mittee, Gaughan admitted that free are going down. Put some speed on ping companies are in bankruptcy. We H.R. 1364 which covers automobile trade does not really exist and that it, some pressure, will you," Rep. fear that without legislation, the U.S.­ imports from Japan and Korea (see fair trade is restricted in the interna­ Helen Bentley (R-Md.) told Gaughan. page l); tional marketplace. preventing the U.S. fleet from gaining access to cargo. The bills are: Bulker, Fishing Boat Capsized 21 Die in Atlantic Storm A U.S. Navy submarine surfaced in aboard. Because the sub was in danger the middle of a fierce Atlantic storm of swamping, it was forced to call off and rescued one crewman from a cap­ the rescue attempt. The other six in sized Philippine-flag freighter. But 18 the raft were presumed drowned. One others from the ship died. The same man remained in the raft. storm claimed the lives of three fish­ ermen when their trawler sank 60 miles off Cape May, N.J. Ihe storm, at the end of February, whipped the seas into 40-50 foot waves and damaged several other ships caught in its path. The ill-fated Filipino ship, the Balsa24, was 900 miles southeast of Cape Cod when it capsized in the fierce storm. Eighteen members of the crew were able to abandon ship, but one other drowned before he could make it to the one life raft and one lifeboat which were launched. They entered the water about 1 :30 p.m., Feb. 24 where they spent the night in the water as winds up to 100 mph and waves as high as 50 feet were generated by the storm. The first rescue vessel to reach the scene was the U.S. Navy submarine Scamp. It surfaced near the life raft which had been spotted by helicop­ ters. It tried to bring the eight from the raft onboard, but the raft over­ turned and crewmen aboard the Scamp were able to bring only one survivor About two hours later an Israeli containership, the Zim Miami, arrived on the scene and threw a line to the man in the raft. But he was apparently already dead. Another ship spotted During his testimony, Drozak gave flag fleet will not be operating in in­ ternational commerce in the future." MSC Gets Three Ships Washington, Military and SS American Draco will be used has pur­ to discharge non-self-sustaining con­ chased four U.S. flag container ships tainer ships during military deploy­ from United States Lines at a total ment operations. Sealift D.C.-The Command (MSC) cost of $6.3 million. The ships will be American Draco and American placed in the Ready Reserve Force Altair were built in 1965, are 666 where they will await conversion to feet auxiliary crane ships (T-ACS) in U.S. knots. American Builder and Ameri­ shipyards at a later date. After con­ can Banker were built in I 961, are version, SS American Altair, SS American Banker, SS American Builder long and are capable of 21 668 feet in length and can sustain 20 knots. Seafarers Plans Trustees Meet the Balsa-24' s lifeboat which had orig­ inally carried 10 crewmembers. Only two were aboard but only one alive. He was swept from the boat as he tried to secure a line tossed from the rescue ship, the Frasisi. Also in the storm, the fishing boat Dolores Marie from Wanchese, N.C. apparently sank. Debris from the boat was found, but there was no sign of the three crewmen. The Export Patriot, a Farrell Lines ship, was heavily damaged in the same storm. It reported that storm waves had smashed its bridge and that a crewman had to be lashed to a bulk­ head so he wouldn't be swept from the bridge while handling the ship's wheel. The Export Patriot was able to The Board of Trustees of the Seafarers Plans met in Dania, Fla. last month to review the status of the various plans. Heading the meeting were, from left: Carolyn Gentile, consultant on ERISA matters; Joe Di Giorgio, chairman; Carmine Bracco, secretary, and Leo Bonser, plans administrator. make it safely to port. Several other ships in the storm area reported heavy damage. Sea-Land, CSX Merger Approved The merger of Sea-Land Corp. and the conglomerate CSX Corp. was given nies. Sea-Land is valued at $1.6 billion and CSX at $4. 7 billion. the green light last month when the Interstate Commerce Commission (ICC) ruled that the two companies do not need ICC approval for the merger. Crowley Leases U.S. Lines Ships The ICC ruled that the two are not A Crowley. Maritime Corp. subsid­ competitors. This is the first merger iary, American Traasport Lines, will between an ocean shipping company lease three United States Lines ships and a railroad. CSX owns railroads, with some 27 ,000 miles of track, Amer- under a new agreement. The ships are part of USL's bankrupt fleet. The . ican Commercial Barge Lines and a ships will be leased for 15 months trucking line. Sea-Land owns a fleet each, with an option to extend the of 57 ships and two trucking compa- terms up to IO years. Company and union trustees studied reports and listened to analyses of the status of the various Seafarer plans during the two-day meeting. March 1987 I LOG I 3 �Retires After More Than 30 Years of Service SIU's Schulman Helped Make Labor History By Max Hall Howard Schulman, one of this na­ tion's top labor lawyers and a trusted suits which became commonplace af­ battles of the 1950s when he served ter Congress passed the Landrum Grif­ as general counsel to the International "I know these longshoremen," said fith Act of 1959. Longshoremen's Association, an affil­ Sam Hacker, a commissioner in the iate of the old AFL. Federal Mediation Service and a for­ giance of its membership. adviser to two SIU presidents, has ''There was a time,'' said Schulman announced his retirement after 50 years at the 1973 SIUNA Convention, "in The ILA-AFL was created in re­ mer member of the NLRB, at the 1963 in the Labor Movement. the late 1930s when the legal problems sponse to the growing corruption on SIUNA Convention."They speak very A former president of the 12,000 of trade unions were miniscule. But the New York waterfront, which was frankly to me.Had it not been for the member Labor Law Section of the gracious, what a change.I guess,like so pervasive that it threatened the battle put up by ...the Seafarers, the American Bar Association, Schulman everything else in a developing soci­ dignity and job security of everyone ILA would not be the kind of union served as general counsel for numer­ ety,we must expect that." connected with the maritime industry. that it is today." ous labor organizations, including the Seafarers An important byproduct of the ILA Union­ International beef AGLIWD,the Seafarers International was that it brought Howard Schulman to the attention of SIU Pres­ Union of North America, the Maritime ident Paul Hall. The two formed a Trades Department of the AFL-CIO, close relationship, and Schulman was the Actor's Guild,the Distillery Work­ later named general counsel for the ers,and the Leather Goods Workers. SIU-AGLIWD and the SIUNA. His association with the Labor Schulman was one of 15 lawyers Movement and the maritime industry who assisted the delegates to the 1963 dates back to his youth. In order to SIUNA Convention in drawing up a put himself through St. John's Law new constitution which laid the foun­ School, he worked during the day as dation for a stronger and more active a longshoreman. Later,when he was international. appointed a commissioner for the port Charles Heyman, who has been of New York,he found himself over­ named to replace Schulman as general seeing activities on the very same counsel for the Union,worked closely docks where he used to haul cargo. with Schulman in helping to draft lan­ As general counsel for the SIU,he guage for the new constitution. litigated hundreds of cases, some of "Howard Schulman possesses out­ which had profound consequences for standing legal abilities and total dedi­ the Labor Movement and the maritime cation and sensitivity to the needs of industry. the Labor Movement, in particular, the SIU," said Heyman."His insight He did everything possible for a law­ yer to do: participate in negotiations, and ability to solve problems is an argue before the Supreme Court, write inspiration to all those who worked articles, lecture, testify before congres­ with him." sional hearings and government agen­ national maritime organizations. ''I can't think of another individual It also threatened the integrity of the the A&G District,Schulman said that entire Labor Movement and the eco­ his proudest achievement as a lawyer the interests of American seamen than was in restoring autonomy to an affil­ dent Frank Drozak, who also called the SIU, Schulman had these obser­ In addition to the work he did for today who has done more to further Howard Schulman, " said SIU Presi­ Summing up his relationship with Howard Schulman cies, and monitor the actions of inter­ iate of the SIUNA,the SIU of Canada. In the early 1960s,for the first time nomic health of the port of New York. lawyers. It is they who were elected docks,AFL President George Meany by the membership and who are ulti­ issued a charter to a new AFL Long­ mately responsible for the actions of the union. in the history of the North American shoremen' s Union, whose 'name was cated trade unionist.'' Labor Movement, a trade union was later placed under the permanent trustee­ Brotherhood of Longshoremen (IBL). protecting the jurisdictional job rights ship of the central government. of unlicensed seamen, preserving the ''The government of Canada vio­ Union's political action program and lated a basic democratic principle by changed to the International A commission consisting of five re­ leadership makes, someone who makes sure that you don't run afoul of some to act as trustees for the new union. obscure law. Increasingly today, es­ doing that,'' said Schulman.''Remem­ they included SIU President Paul Hall, standards set forth in the voluminous, ber,it wasn't a temporary trusteeship, Machinist and "A lawyer should be someone who implements the policies that the top spected labor leaders was appointed making sure that the SIU met the confusing "I feel that it is important that the Union officials set the policies, not the Alarmed by the situation on the Schulman "a good friend and a dedi­ Schulman is widely credited with vations to make: President A.J. Hayes, constantly-changing it was a permanent one, answerable Teamster President Dave Beck,AFL body of labor laws. Thanks to Schul­ not to the workers,but to the central President George Meany and Letter man's watchful eye,the SIU was able government. That's what totalitarian Carriers President William Doherty. pecially in many large companies, it is the lawyers who are calling the shots. "To me, the biggest obligation of union leadership is the mettle of lead­ to avoid costly and time-consuming states do.By winning that case,I felt After five years, the IBL voted to ership, the mettle of responsibility as litigation that would have drained its that we protected the democratic rights rejoin the ILA.Yet it was a substan­ to what each man is to do, responsi­ resources. Unlike many other labor of all trade unionists." tially different ILA-One that was bility to the membership and the in­ organizations, the SIU was able to Schulman's association with the SIU­ forced to make internal democratic dustry in which you are involved. minimize the effects of "harassment " AGLIWD dates back to the waterfront reforms in order to retain the alle- On the Stuyvesant In Alaska Most folks never get to see the beauty of Alaska, but the Alaska oil run provides hundreds of jobs for Seafar­ e rs who are well aware of the grandeur of the 49th state. On the right, AB Marshall Novack is on the deck of the tanker Stuyvesant with typi­ cal Alaska scenery in the background. On the left is pumpman Rolando Gu­ manas. 4 I LOG I March 1987 (Continued on Page 39.) �MTD. Board Meeting Feb. 12-13 Bal Harbour, Fla. MTD President Frank Drozak opens the two.-day meeting program" to return America "to its rightful role as a major of the MTD Executive Council with a call for a ''unified industrial power." Education, Health Care & American Maritime Policy Fair Trade Policy Tops Maritime's Program MTD National Field Coordinator Frank Pecquex reported on the progress of the department's legislative programs. I I I' I Bal Harbour, Fla.-The focus was on largest merchant marine fleet in the a new U.S. trade policy and a new history of mankind to a seventh-place American workers from the record national maritime policy as delegates ranking in the world,'' the MTD state­ deficit in the U.S. balance of trade. representing 43 national labor organi­ ment said. "It is imperative that our ''The marine transportation sector zations gathered here last month for fourth arm of defense, the U.S.-flag has confronted a virtually impenetra­ try have suffered along with other the annual executive board meeting of merchant marine, be injected with new ble wall of foreign promotional policies the AFL-CIO Maritime Trades De­ life and vigor." and restrictive measures which have partment. Highlighting the second day of the severely limited opportunities for U.S.­ In his keynote address to the union board's meeting were addresses by ftag vessels engaged in foreign trade,'' leaders, MTD President Frank Drozak three prospective presidential candi­ the board said. It called on the admin­ charged that the Reagan administra­ dates introduced by MTD President istration to take steps to correct these tion exported Frank Drozak-former U.S. Sen. Gary practices. America's basic industries-steel, au­ Hart (D-Colo.), Rep. Richard Gep­ tos, textiles, shipyards and maritime, hardt (D-Mo.) and Sen. Joseph Biden had systematically * * * among others-along with hundreds (D-Del.). Each outlined his positions The department contrasted Ameri­ of thousands of American workers' on issues of concern to workers, fo­ can and Soviet attitudes toward the jobs. "What we got in return," Drozak cusing particularly on the needs of the integration of merchant marine policy maritime industry. with national defense. Compared with charged, "are jobs paying $7 ,000 a Another statement by the MTD board the Soviet fleet of more than 2,500 year, and a badly eroded industrial pointed out that workers in the indus- merchant ships with global capability, base that could not respond to this (Continued on page 39.) nation's need in an emergency.'' In resolutions and urgent pleas from MTD delegates and representatives from Roman Gralewicz, president of the Sea­ farers International Union of Canada, spoke of our need to be involved in international affairs. IYI the AFL-CIO, the Maritime Trades Department forged an ''Agenda for Progress'' which called for a ''new national commitment" in the areas of health care, education and training, and jobs for American workers. * * * In a unanimous declaration, the MTD said that there needs to be a new direction in U.S. maritime policy to restore America's merchant marine to be a vital arm of the nation's defense system. In one voice, the delegates charged that the Reagan admi'nistra­ tion "has allowed sealift and shipyard capacity to erode beyond the point of safety." The decline actually extends back through many administrations, the board said. It pointed out that the Soviet Union's merchant marine, starting in 1945 with a tiny fleet of mostly U.S. lend-lease Liberty ships, has grown to more than 2,500 vessels John Perkins, AFL-CIO Political Ed­ ucation Director, said we have to con­ tinue to be involved in "gr�roots" political action. totaling over 22 million deadweight tons. "In that same time frame, the United States has moved from having the MTD Executive Secretary-Treasurer Jean lngrao reported on the successful program to educate young people from all parts of the U.S. on the vital role of the labor movement in America. March 1987 I LOG I 5 �MTD's Agenda for Progress The Maritime Trades Department acted on its "Agenda for Progress" and adopted a series of resolutions dealing with a number of economic and social issues. The resolutions which included the need for a strong U.S. A ·R·-·_':t!,� IJ. i1. 1· M·. .· . . . .. .. . -: : ·-�: . .: . . . . .. . . . · . . . . · . . .. .. . . . '.t��� . : ; . .: . . . · . · · · : . . · .. . . · •. . maritime policy are the springboard for a nationwide political action program aimed to set a new direction for America, and to encourage the lOOth Congress to begin to act on "the real needs of America: jobs, health care and education." Trade Policy As the 1 OOth Congress convenes, America continues to face one of its most endu.ring economic problems since the Great Depression: A still-growing international trade deficit which has already cost millions of American workers' jobs, contributed to a staggering budget deficit and lowered the standard of living for Americans through­ out the country. The trade deficit is a result of three primary factors: the U.S. government allowing �nrestricted imports from countries which deny workers' rights and exploit labor; the failure of our government to protect U.S. industries and American workers from unfair trade practices, and the willingness of companies in this country to export factories and jobs overseas. The U.S. government has failed to address the record­ breaking trade deficits which America has experienced over the past five years. In 1 986, the trade deficit rose to $170 billion. Instead of implementing policies to reduce the trade deficit, the administration has undertaken a series of high profile trade negotiations. .While these negotiations have a role, they do not help to reduce the present danger of these enormous trade deficits. Instead, they divert the nation's attention from the problem. America �t develop policies and quickly pass leg­ islation to solve the problem; extended negotiations are not the answer. The administration must also use the trade laws to counter the unfair policies of Japan, the European Economic Community, Brazil, Taiwan and Mexico. Although these countries will participate in so­ called market opening negotiations, they effectively keep their markets closed. American workers face increasing competition frorri many overseas businesss. This unfair competition is often attributable to working conditions that no American would tolerate. America should restrict imports or assess tariffs against the products of countries that exploit labor and do not implement minimal international workers' rights standards. American workers should not be expected to compete with foreign workers who, while oftentimes employed by subsidiaries of American corporations, do not enjoy the right to organize or bargain collectively and are therefore paid a small fraction of what American workers need to support themselves and a family. The reluctance of the administration to take action against internationally recognized unfair trade practices of other countries contributes to America's trade problem. Subsi­ dized imports from America's competitors cause jobs to be lost and factories to be closed. Once this happens, it is difficult, if not impossible, to reopen the factories and to rehire the skilled workers needed to successfully manufac­ tlire a product. America needs to respond swiftly and effectively against any and all unfair trade practices. Trade remedies must be implemented quickly and workers pro­ tected before permanent damage is done. The increasing problem of American industry utilizing America's technology and wealth to develop products or manufacturing methods, only to export the factory and lay off the workers, must be curtailed. The workers who contributed to a company's success deserve to be pro­ tected from this practice. America cannot continue to lose these jobs or allow this practice to continue because of its contribution to the already too large trade deficit. Our government must understand and accept the need for fair trade in the transportation sector. The U.S. air and maritime transport sectors have long suffered a variety of unfair trade restrictions. The marine transpor­ tation sector has confronted a virtually impenetrable wall of foreign promotional policies and restrictive measures which have severely limited opportunities for U.S.-flag vessels engaged in foreign trade. The Maritime Trades Department, AFL-CIO, calls on the administration to eliminate those foreign practices which prevent America from participating in this foreign trade. Finally, the administration in its eagerness to create an international "free trading" system must begin to provide for the workers who are the victims of this failed policy. America must provide training programs, worker reloca­ tion assistance and unemployment compensation to those workers who lose employment and therefore bear the brunt of these policies. It is unfair that only some Amer­ icans pay the price of the trade policies that open the American economy to foreign competition while keeping foreign economies free from American competition. Health Care The United States suffers from a health care crisis. Substandard serv­ ices and facilities, unaffordable costs and government indifference have combined to deprive.millions of Amer­ icans of adequate medical care. In many instances, this deprivation results simply from obstructed access to health care services. The U.S. lacks a national health care program, a du­ bious honor shared only by South Africa among industrialized nations. This protection gap is widened by the status of health insurance, which by­ passes 35 million Americans and un­ derprotects 50 million more. These numbers represent an increase in re­ cent years, as non-union employers and the federal government have scaled back funding for health care. Chronic large-scale unemployment and lack of Medicare coverage for early retirees compound the problem. Yet here, too, American businesses have been slow to adjust to change, and the United States stands nearly alone among industrialized countries. Unlike such nations as Austria, Can­ ada, Chile, Finland, West Germany, After failing to make taxation of employee benefits, including health insurance premiums, a centerpiece of its tax reform legislation, the admin­ istration is now attempting to take away workers' freedom of choice in picking health care providers. Under the guise of controlling employer costs and reducing government interfer­ ence, the Department of Health and Human Services is attempting to re­ peal a requirement that employers must offer to contribute to a health main­ tenance organization (HMO) an amount at least equal to that paid to a private insurance carrier. Finally, the upward pressure on medical costs has for many years ex­ ceeded that of the gener:al cost of living. With an annual price tag ap­ proaching $400 billion, health care costs represent an untenable burden on the nation's economy. Yet past measures, such as using a prospective basis for Medicare payments, have failed to put the brakes on inflation, and have suc­ ceeded only in encouraging hospitals to eliminate jobs and pass billions along to private benefit plans. Italy and Sweden, which offer job The Maritime Trades Depart­ ment believes that adequate medical care is a fundamental right to which all Americans are entitled. security and paid maternity and pa­ rental leave ranging from 1 8 to 52 weeks, the U.S. lacks a national policy recognizing the expanding role of women in the workplace. 61 LOG I March 1987 To ensure the health and well-being of our citizens, the MTD proposes: • Enactment of a national health care system to ensure access to basic health care services; • Extension of health care coverage to the unemployed, uninsured, under­ insured, and those denied coverage due to illness or risk of illness; • Limitation of Medicare co-pay­ ments and extension of coverage to include prescription drugs; • Extension of Medicaid coverage to poverty-stricken families and indi­ viduals; • Development of a long-term care system for the chronically ill, including both home care and nursing facilities; • Establishment of family and med­ ical leave as a minimum labor stand­ ard; • Retention of a worker's right to choose between HMO and private in­ surance coverage as part of his em­ ployment benefit package; • Provision of incentives to states to develop cost containment programs within federal guidelines, and Enactment of state-level legisla­ tion to cap hospital capital expendi­ tures, and to require health care pro­ viders to submit cost and service information to state agencies. • MTD President frank Drozak urged a ''ne opportunities" for U.S. industries to com MTD executive secretary-treasurer. The Great Lakes region is a vast national resource consisting of fertile farmland and industrial centers that together form the cornerstone of our nation's economy. This vital region has available a unique waterway sys­ tem that can efficiently transport the products of the mid-continent region to the markets of the world. This substantial trade is overwhelmingly dominated by foreign-flag vessels. The Great Lakes/St. Lawrence Sea­ way System continues to experience hardships. Seaway traffic has been cut in half since 1 979 to 37.3 million tons in 1 985. The reduction in cargoes can be attributed to declining grain exports and reduced demands for domestic iron ore. In recent years, foreign steel and iron ore imports, especially from Japan, Korea and Brazil, carried on foreign-flag ships, have supplanted Great Lakes regional iron ore supplies thereby diminishing this staple trade of the U.S.-ftag Great Lakes bulk fleet. Considering that coal, iron ore and grain account for almost 80 percent of the bulk commodities moving on the Lakes, these are significant losses in trade. Decreasing cargo over the years has resulted in a diminished and often inactive U.S.-flag fleet on the Lakes. Thirty-five years ago, there were 31 7 U.S.-flag dry bulk ships. This number has fallen to 92 bulk ships in 1 986 with over half being laid up or inactive. Approximately 30 ships in the U.S.­ flag fleet were sold or scrapped in just the last five years. Besides shrinking in size, the Great Lakes fteet is be­ coming increasingly inactive. In 1 986, over half of the U.S. Great Lakes bulk fleet was laid up while just five years ago, only 21 percent of the U.S.-flag fleet was inactive. A primary consideration for the fu­ ture of the Great Lakes is cargo and how to increase it. The MTD com­ mends the St. Lawrence Seaway De­ velopment Corporation for its recent trade promotion seminars and Euro­ pean missions in order to increase foreign trade. The addition of the Ca­ nadian delegation to the marketing program is a positive development. All avenues, including marketing strat­ egies, should be pursued to increase the amount of tonnage available to U.S.-flag operators. Further cooper­ ation between the United States and Canada to increase mutually beneficial · �National Defense and Maritime Policy ning" with a trade policy that offers "equal the world market. At right is Jean Ingrao, itime Industry trade is strongly encouraged. The Seaway system must maintain the reputation of a safe and efficient transportation option. To this end, Mel Pelfrey, vice president of MEBA- 2 and president of the Toledo Port Maritime Council, reported on the problems confronting the Great Lakes maritime industry. funds from the federal government must be appropriated in sufficient amounts to maintain and improve the waterway without excessive user fee requirements. There is a need for new locks at the Sault Sainte Marie canal. The MTD believes that the cost-shar­ ing provisions as they apply to the Great Lakes, determined by the Water Resources Development Act of 1986, are excessive. The MTD also supports the eventual elimination of all Seaway user tolls. * * * Additionally, fewer ships mean less maintenance and repair work for U.S. Great Lakes shipyards. The Maritime Trades Department continues to sup­ port the Navy's shipbuilding and con­ version program to reach the goal of a 600-ship fleet and urges that more Navy contracts are awarded to U.S. · Great Lakes shipyards in order to preserve shipyard jobs and skills. Given the staggering decline on the Great Lakes and all of its harmful ramifications, the MTD urges the administration to make every incen­ tive available to encourage new U.S.­ flag operators to enter the Great Lakes overseas trade and restore greater U.S.­ flag participation in the U.S./Canada Great Lakes/Seaway bulk cargo trade. Unknown to most Americans, there is a war at sea being waged daily against Western nations by the Soviet Union. Yet, this administration, which has been adamant in its support of national defense, has allowed sealift and shipyard capacity to erode beyond the point of safety. In truth, the blame goes back many administrations. From a tiny fleet in 1945, mostly U.S. lend­ lease Liberty ships, the Soviet mer­ chant marine has grown to over 2,500 ships totalling more than 22 million deadweight tons. In that same time frame, the United States has sunk to seventh place ranking in the world. The "maritime policy" that brought the U.S. to this dismal state is one of benign neglect. Meanwhile, the USSR and its satellite bloc nations have care­ fully crafted a maritime program de­ signed to ensure world maritime su­ periority with a geographically secure shipyard mobilization base far better than ours. Further, the types of mer­ chant ships that dominate the Soviet merchant marine are the most militar­ ily useful ships in the world. The way the Soviets achieved this maritime preeminence is worth com­ ment. Since the 1960s, Soviet bloc merchant ships, with their military features, have been working in the cross-trades of the United States and its allies. They offered shippers rates at below cost in an economic war which brought about the decline of free world fleets resulting in bank­ ruptcies of formerly sound ship oper­ ating companies and the closing of many shipyards. American and Soviet attitudes to­ ward the importance of integrating merchant marine policy with national defense shows markedly different re­ sults. Presently, the Soviet Union with its fleet of over 2,500 vessels is capable of being involved in far-reaching global conflicts. On the other hand, the United States, with a merchant fleet of fewer than 400 active vessels, is unable to sustain any prolonged involvement overseas. We so soon forget the les­ sons of history. Over the last half century, all America's overseas major military engagements-World War II, Korea and Vietnam-have required coordination of military and merchant marine capabilities. We must maintain a strong Navy composed of the right kind of ships to ensure control of the seas. But just as important, we must have the means of transporting the equipment and sup­ plies of war to the scene of the battle. Despite the claims of those who ad­ vocate airlift, the fact is that 95 percent of all dry cargo and 99 percent of all petroleum products move by sea in wartime. This country has a forward defense posture. That is, we intend to meet enemies on soil other than our own and keep the war fighting away from our shores. And yet we ignore the crucial investment in our U .S.-flag fleet that is required to deploy our forces where needed. The cost, in terms of cargo preference laws, bilat­ eral trade agreements, tax incentives to shippers of even outright subsidies, is meager when compared to alterna­ tive defense outlays. Our failing maritime industry must be articulated in terms of a national security objective so that all depart­ ments and agencies of the government will proceed with a common purpose. It is imperative that our fourth arm of defense, the U.S.-flag merchant marine, be injected with new life and vigor. Simply stated, the ultimate so­ lution is dependent upon cargo in ad­ equate quantity to support require­ ments for the requisite number and types of ships needed to sustain the nation's economic and defense needs in time of war or national emergency. This must include a shipyard mobili­ zation capacity sufficient to support wartime needs. SHIPBUILDING From a national security standpoint, a nation's shipbuilding base is one of the irreplaceable pillars on which its defense stands. This simple fact has been repeated down through the years by one administration after another. It was most recently reiterated in 1980 by President Reagan during an election campaign address before a major in­ dustry forum. At the time, President Reagan called for government involve­ ment in providing sufficient naval and commercial shipbuilding activity to maintain the industry's mobilization base. Failure to maintain a nucleus of facilities and skilled manpower, he argued, would undermine the nation's ability to meet future challenges to our security. Although a course had been charted in 1980, American shipbuilding suffi­ ciency is severely lacking. The admin­ istration has failed to promote policies and provide incentives to build a grow­ ing and viable commercial shipbuild­ ing industry. Although stating that the commercial shipyards are necessary for national security, the administra­ tion advocates foreign building privi­ leges for ship operators with operating differential subsidy contracts, the elimination of ad valorem duties levied on the foreign repair of U.S.-flag ves­ sels, the immediate eligibility of for­ eign-built, U.S.-flag vessels to carry preference cargoes, and failure to fund the construction differential subsidy program. As a result, many private sector shipyards have closed, others are tee­ tering on the brink of collapse, many vital repair facilities have been lost, and thousands of skilled workers face unemployment, or at best, underem­ ployment. In addition, the depression in the American shipbuilding industry has contributed to the continued de­ cline of allied industries throughout the nation. The steel, electronics, heavy machinery industries and equipment manufacturers which supply the basic materials have suffered as a result of the lack of work in American ship­ yards. Providing support for the domestic shipbuilding base consistent with the demands of national security is a chal­ lenge which the Maritime Trades De­ partment wholeheartedly accepts. To reverse the loss of capability and ca­ pacity of domestic shipyards, the MTD proposes that the U.S. government take the following corrective actions: • • • • • • Establish a clear requirement for shipbuiding capacity for U.S. na­ tional security; Broaden the requirements of the Jones Act to cover all maritime activity within the 200-mile Ex­ clusive Economic Zone; Initiate a government-sponsored build-and-charter program that would direct the government to build vessels to be chartered to commercial operators in peace­ time, but would be subject to Navy recall during emergencies; Fully fund the Title XI ship con­ struction loan and mortgage in­ surance program, the last remain­ ing substantive shipbuilding support program, one that is es­ sential for capital formation and fleet modernization; Enforce and expand regulations requiring that Navy ship repair work be performed in U.S. ship­ yards, and Replace sealift tankers serving the Navy's point-to-point oil require­ ments, whose capacity has been reduced by current regulations re­ quiring a segregated ballast sys­ tem. These initiatives would provide much needed work for U.S. shipyards, as well as for ships to carry U.S. water­ borne international commerce and for national security purposes. SIU of Canada President Roman Gralewicz, left, met with presidential hopeful Richard Gephardt after the Missouri congressman addres.wd the MTD meeting. March 1987/LOG17 i � �1,. . . I. T. . . . . . . .. . . E. PC . . . : AFL-CIO Legislative Director Robert McGlotten praised the MTD, and partic­ ularly the SIU, for its successful "Grassroots Campaign." He said that we must get our message to our congressmen in their backyards. Jones Act Since 1920, the Jones Act has pre­ served the waterborne movement of cargo between two domestic points for American-built and American­ crewed vessels. Consumers have ben­ efitted directly through this ability to call upon, as fits their needs, another cost-effective transportation mode. The nation as a whole has also benefitted in diverse ways. The U.S.-build re­ quirement in the Jones Act has con­ tributed to the maintenance of the National Defense Industrial Base by providing needed work for the nation's shipyards and their skilled workers. The U.S. crew requirements provided a major portion of the vanishing sea­ faring manpower pool which is essen­ tial for national defense purposes. In addition, billions of dollars which would have been spent on foreign shipping services were retained in the U.S. economy as a result of the Jones Act. Yet, despite the obvious benefits of a strong Jones Act, loopholes exist or are advocated which violate the spirit, � � I I SIU Vice President Joe Sacco urged that the U.S. adopt stricter measures to deal with international terrorism, citing the particular vulnerability of sea and air transportation. 8 I LOG I March 1987 if not the letter, of the law. Among the loopholes which the MTD believes should be closed are: • Exemptions allowing foreign-built sludge barges to be towed from U.S. ports to the high seas for disposal of cargoes and then returned empty to the same U.S. port. • The use of foreign-built, foreign­ flag vessels tied up at U.S. docks for extended periods of time using foreign workers performing a variety of in­ dustrial tasks is not considered a Jones Act violation because the vessel is immobile. ware­ foreign-flag • Permitting house/supply vessels to provision U.S. offshore platforms on the nation's outer continental shelf. of alien workers • Employment aboard U.S.-flag fishing vessels and floating processing plants which har­ vest their catch in American fisheries. Because our nation still has no com­ prehensive maritime program, the Jones Act takes on additional value as a source of opportunity for the Ameri­ can maritime community. Presently, Jones Act building requirements rep­ resent the remaining source of com­ mercial work for U.S. shipyards. The ability to move oil from the nation's Strategic Petroleum Reserve is contingent on the fleet of U.S.-flag militarily useful tankers that plies our domestic trade routes. Without the Jones Act, the jobs of tliousands of American shoreside and shipboard workers would be endangered. Alto­ gether, the livelihood of the members of 52 American labor unions is closely tied to the continuation of the Jones Act. The Maritime Trades Department urges the Congress to take action within the first session of the 1 OOth Congress to consider legislation that would broaden the scope of the Jon�s Act. At the same time, the MTD calls upon the administration to instruct govern­ ment officials negotiating free trade agreements to refrain from granting any foreign nation authority to operate its vessels in our domestic trades. Fishing Industry Crisis Not unlike many other industries and groups, the United States com­ mercial fishing industry is faced with an ever-widening crisis-in the avail­ ability and affordability of property and casualty insurance. Already in troublesome financial straits created by factors oftentimes beyond its con­ trol, the American fishing fleet's eco­ nomic viability is further threatened by a severe liability insurance crisis. Statistics indicate that insurance premiums have skyrocketed from 25 percent to as much as 400 percent for vessels in some fisheries. Currently, only four domestic underwriters--0ut of approximately 15 in 1984-who pro­ vide such service to the industry re­ main in business today. As a result, many fishermen have been forced to go to sea without coverage, exposing themselves and their crews to the risk of both personal and economic catas­ trophe. The spiraling increase in costs, as well as the abrupt decline in the num­ ber of insurance companies partici­ pating in the commercial vessel insur­ ance market, threatens the very existence of all U.S.-flag vessel own­ ers and the employment opportunities for fishermen and related workers throughout the industry. Generally, the crisis in the cost and availability of liability insurance is at­ tributed to three principal causes: the general economic conditions within the fishing industry; the uncertainties inherent in the current legal system used to compensate injured fishermen, and the cyclical nature of the liability insurance industry which is tied to the amount that companies can earn by investing premiums in the market­ place. The crisis in the insurance industry is deeply rooted in its own way of doing business. The affordability and availability of insurance coverage in the fishing industry is primarily af­ fected by the current unprofitable state of the insurance industry itself result­ ing from mismanagement of under­ writing operations and bad investment policies. As a result, insurers have retreated and withdrawn from provid­ ing insurance, and they have dramat­ ically raised rates and limited coverage for lines of businesses that have not been recently profitable or are difficult to underwrite. Furthermore, in hard times, insur­ ance companies become much more selective in their underwriting judg­ ments especially when the risk factor is particularly high. Commercial deep sea fishing is the most dangerous oc- cupation in the United States. U.S. Coast Guard data show that the fatality rate for U.S. fishermen is seven times greater than the overall U.S. industry average. In addition, fishing vessel SIU Vice President Steve Edney re­ ported on a resurgence of the tuna canning industry on the West Coast, and the problems of East Coast fish­ ermen in securing insurance on their vessels and crews. loss rates are five times greater than U.S. oceangoing cargo ships.-.-vessels which are required to meet more strin­ gent safety equipment standards. As a matter of fact, there are virtually no safety requirements now for most commercial fishing boats. Obviously, these risk factors contribute substan­ tially to the insurance problems faced by the industry. Neither the safety nor insurance problems of the fishing industry can be dealt with in isolation. The inter­ relation of high loss rates for fishing vessels and the cost of insurance can­ not be ignored despite the many other factors that obviously contribute to high insurance premiums. The Maritime Trades Department supports legislative initiatives which will mandate readily available and ac­ cessible safety equipment for all fish­ ing vessels. Combined with licensing and certification requirements, proper vessel design and fishing management regulations, these safety features will surely reduce the incidents of acci­ dents on fishing vessels. These actions should, in tum, decrease the risk of fishing operations, with the subse­ quent result of lowering premiums for insurance coverage. The MTD will continue to work with Congress, appropriate federal agen­ cies and the fishing industry to for­ mulate and implement a comprehen­ sive program which enhances safety in the industry, brings the cost of insurance to affordable levels and still provides fair compensation for injured fishermen. SIU Vice President Mike Sacco, right, who is home-ported in St. Louis, chatted with Missouri Congressman Richard Gephardt who has announced his candidacy for president. �Protecting Offshore Jobs For American Citizens Rudy Oswald, AFL-CIO research director, refers to the MTD's pivotal position paper, "Highlights of America's Trade Crisis," as he urged the department's delegates to join with the AFL-CIO in an all-out campaign to win a fair trade program for the U.S. Domestic Offshore Development In 1980, the Deep Seabed Hard Mineral Resources Act established the legal framework for American com­ panies to participate in the commercial recovery of mineral deposits from the floor of the world's oceans. Since its enactment, four exploration licenses have been issued to international groups with substantial U.S. corporate par­ ticipation. Recently, the National Oceanic and Atmospheric Administra­ tion has developed regulations to per­ mit U.S. companies to proceed with necessary planning. Together, these government actions should permit commercial recovery in international waters commencing in 1988. In recent years, however, under­ water surveys have charted the exist­ ence of commercial mineral deposits within the United States' Exclusive Economic Zone. Since the minerals covered by the 1980 Act lie beyond the limits of national jurisdiction, it is necessary to promulgate legislation similar to that proposed in the last Congress, entitled the National Seabed Hard Minerals Act, which will estab­ lish a stand-alone regulafory regime for energy exploration and recovery projects. The original Outer Continen­ tal Shelf Lands Act of 1953 gave broad discretion to the federal government in exercising regulatory authority as to activities on the Outer Continental Shelf. Amendments of 1978 clarified, formalized and mandated additional regulations so as to better achieve national economic and energy policy goals. At that time, the Congress became concerned over the increasing number of foreign workers on the Outer Con­ tinental Shelf and required that vessels and oil rigs be manned by U.S. citi­ zens. This recognition has been sig­ nificant in creating thousands of jobs for American citizens and seafarers. The House version of the bill required that "any vessel, rig, platform or other vehicle or structures'' used for OCS activities "be documented under the laws of the United States." The re­ sulting compromise, although, did not change existing laws, and the regula­ tions applied only to vessels already •'required to be documented by the laws of the U.S." Unfortunately, since rigs and platforms do not have to be documented under the laws of the U.S., they don't have to be built in the U.S. for the exploration and recovery of hard minerals within the sovereign boundaries of the United States. A National Seabed Hard Minerals Act should be designed to encourage the technological development and indus­ try investment necessary to success­ fully exploit the seabed within the U.S. economic zone. Given the domestic nature and na­ tional security implications of national seabed ocean mining, the vessels in­ volved in such activities should be documented under the laws of the United States. All vessels involved in ocean mining within the U.S. eco­ nomic zone should come under the purview of the Merchant Marine Act of 1920, commonly known as the Jones Act. Clearly, activities conducted within the jurisdiction are domestic and coastwise in nature, therefore the Jones Act and its vessel requirements should be strictly applied to national seabed mining legislation. This will require that all vessels involved in domestic ocean mining be U.S.-flagged, U.S.-built and U.S.-crewed. Such leg­ islation will lead to the creation of thousands of jobs for shipbuilders, The MTD urges congressional ap­ proval of legislation that requires do­ mestic-content and domestic-fabrica­ tion requirements for offshore oil rigs and vessels. One mobile rig alone represents 425 direct jobs and more seamen and maritime related workers than 1,200 indirect jobs for American throughout the United States. Equally important in maximizing the benefits from development of our na­ tion's coastal waters is the need to legislate a domestic build requirement The MTD calls on the administra­ tion and the entire Congress to rec­ ognize and be concerned over the growing dumping of Japanese and Ko­ rean-built mobile drill rigs and plat­ forms. Japanese and Korean produc­ ers enjoy substantial advantages created by foreign government subsidization, below-cost pricing, dumping and ex­ ploitative wages. Meanwhile, Ameri­ can steel producers and maritime con­ struction industries are suffering due to the near disappearance of domestic demand for mobile drill rigs and plat­ forms. Congressional action is needed to combat unfair foreign competition and help preserve the domestic pro­ duction of offshore rigs, platforms and vessels. Over the last decade, an increasing number of aliens have found work in the nation's offshore Exclusive Eco­ nomic Zone. They arrive aboard for­ eign-flag ships, tugs and work barges. This growing employment of foreign equipment and alien workers results from a variety of factors. Principally, business interests under the guise of labor cost savings have asked govern­ ment approval for waivers of prohi­ bitions against employment of foreign nationals. If necessary, they have sought favorable legal intepretations of existing laws which are either un­ clear on the American worker issue or have been deliberately drafted to avoid American hire requirements. They frequently have found willing partners in the U.S. Customs Bureau and the Immigration and N aturaliza­ tion Service. Government agencies have expressed a lack of concern or lax approach to the loss of American jobs, and even when the hire American policy is clearly evident, the regula­ tory bodies have failed to monitor foreign activity closely to insure ad­ herence to all prohibitions. Alien employment practices that vi­ olate either the letter or spirit of the law have become more flagrant in recent years. The following examples show a pattern of unconcern within government toward maintenance of American workers: • The employment of a foreign-flag, foreign-crewed vessel operating as ••cement warehouse'' in Long Beach, Calif. which dispenses ce­ ment at dockside to U.S. buyers is questionable at best. Its inven­ tory is resupplied periodically by a foreign-flag vessel which brings in imported cement. At the same time the crews of the supply ves­ sel and the floating warehouse rotate, thereby insuring that the 29-day limitation on foreign work­ ers in domestic operations re­ mains non-existent. • The 29-day principle is also vio· lated in the use of lighter tankers delivering petroleum to the U.S. market. In such cases deep draft tankers ride at anchor within our Exclusive Economic Zone, while smaller foreign-flag tankers off­ load part of the cargo to U.S. shoreside facilities. The transit of these foreign vessels through in­ ternational waters-although they seldom call at a foreign port­ serves to relieve the foreign crew of the limitation on time worked within the United St.ates. Foreign workers also' take away long-term job opportunities from Americans in the offshore energy industry. Foreign warehouse ves­ sels anchored on the seabed are permitted by the U.S. Customs Bureau to perform resupply op­ erations in U.S. waters without violating coastwise law. • Foreign-flag • •1ift boats" rou­ tinely work in U.S. waters free from reprisal. These vessels are equipped with elevated platforms which allow them to lift mainte­ nance workers under or alongside offshore rigs to perform repair or maintenance work. • A movement is now under way to employ alien workers on Amer­ ican-flag fishing vessels. Once again business interests are ar­ guing that the law is unclear on citizenship requirements for the crews aboard American-flag, American-owned fish processing vessels operating within the na­ tion's fisheries. Clearly, this po­ sition flies in the face of 10 years of legislative authority aimed at Americanizing our nation's off­ shore natural resources. The current crisis in the dwindling pool of trained seafaring personnel could be alleviated if U.S. merchant seamen were utilized, thereby contrib­ uting to U.S. national security. We also would be able to provide much needed employment for thousands of construction workers and fishermen who must sit idly by as alien workers displaced them from their traditional job skills. Also, environmental, health and safety standards which apply to U.S. enterprises could be brought to bear and thus create a more rational and humane working environment. And, this unwarranted and profoundly unjust situation is making worse the U.S. balance of payments deficit. The MTD believes that stringent • U.S. citizenship requirements should control immigration policy in all mar­ itime, offshore and fishing related in­ dustries; and that the lightering of petroleum, fishing activities, devel­ opment of offshore resources and off­ shore supply and maintenance work on the Outer Continental Shelf or within the Exclusive Economic Zone, should be subject to the Jones Act which would insure that U.S. citizens per­ form the work according to U.S. standards for the benefit of the nation as a whole. shipyard workers. America needs a stable employment base skilled in the design and construction of offshore oil equipment in order to maintain our energy independence. March 1987 I LOG I 9 �At the MTD Meeting • "!�<, ' <X><') {'� : � . ,· J :·:� Labor and politics mixed well at an MTD reception when AFL-CIO President Lane Kirkland, left, reached to shake hands with presidential hopeful Richard Gephardt as MTD President Frank Drozak and 1984 presidential contender Jesse Jackson looked on. SIU Vice President Leon Hall, right, chats with William Lucy, secretary-treasurer of the American Federation of State, County & Municipal Employees. Edward Panarello, executive director of the Port Maritime Council of Greater New York and Vicinity, left, and SIUNA Vice President Jack Caffey listen to an MTD resolution on "Education and Training." SIUNA Secretary-Treasurer Joe DiGiorgio, left, and Bill Dobbins, vice president of the United Industrial Workers, were interested in discussions on U.S. trade policies. The Marine Engineers were represented at the MTD meetings by MEBA-1 President Gene DeFries, left, and MEBA-2 President Ray McKay. 10 I LOG I March 1987 MTD Vice President Steve Leslie speaks to the department's executive board for the last time. Brother Leslie, a former vice president of the Operating Engineers and a long-time friend of the SIU, died at his home March 3. ��-� tug /tow harg e/dredge l I� Inland News M M .• I\ {•i�� W' ·. /�U.. flll' ' . .;i,. . WL .•li:Ml ; , •�:: . . The tug Osprey (Allied) and barge Sugar in Brooklyn. Dino Fire, a representative from the SIU servicing team, stands before Allied's tug Osprey in Brooklyn, N. Y. In Memoriam Barry Ervin, 52, died Nov. 15, 1986. He joined the Union in 1974, working chief engineer. He is survived by his widow, Curtis Alma and his daughter, Heidi. FEB. 1-28, 1987 *TOTAL REGISTERED All Groups Class C Class B Class A 16. Hejoined the Union in 1940. Brother Schuhart worked for Curtis Bay Tow­ ing, retiring in 1970. He was buried at Oak Lawn Cemetery in Baltimore, Md. Surviving is a niece, Marie Wack­ ner. . . . . . . . . . . . . . . . . . . • . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . following a long illness. He joined the Union in 1972. Brother Thatcher sailed in the engine department and was last employed in 1983 by Crowley West. Seafarer Thatcher is survived by his mother. . . . . . . . . . . . . . . . • . o:::::::::::::::::::::: Puerto Rico . . . . . . . . . . . . . . . . . . . . • . . . . . • . . . . . . . . . . . . . . . . . . . . . . . • t t t t f f I f I I I t I t f t t t t t I I Houston Algonac St. Louis ......................... Piney Point ........................ Totals ........................... . . . . . . . . . . . . . . . . . . • . . . . • . . . . . . . . . . . . . . . . . . . . . . . • . . . . Pensioners . . retired on pension: . Jocelyn H. Lee Jacksonville James Bush Mobile Irman Cochran New Orleans Louis A. Dehon Jr. 0 0 0 9 0 0 0 0 0 0 0 1 0 0 20 0 7 26 2 0 91 2 38 0 1 70 4 0 10 1 36 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18 0 0 0 0 0 0 0 3 22 0 0 43 0 0 0 0 6 0 2 0 0 0 0 0 1 20 0 0 29 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 8 0 0 0 0 1 0 0 1 10 1 0 22 0 0 0 0 15 0 0 0 0 0 0 0 0 6 0 0 21 0 0 0 0 0 0 0 0 0 3 0 0 1 0 1 0 5 76 12 2 156 120 41 0 0 1 0 9 0 0 0 0 5 0 0 0 0 0 0 0 1 0 0 14 0 0 0 0 6 42 0 1 0 0 0 0 0 0 1 0 8 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 3 0 0 79 7 3 0 1 26 3 0 5 0 23 5 0 0 1 55 1 0 0 0 10 1 0 0 0 2 0 0 0 0 8 0 0 0 0 0 0 0 2 3 0 0 13 0 0 0 0 2 0 1 0 0 0 0 0 2 2 0 0 7 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 1 0 9 0 0 0 0 1 0 0 4 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 8 0 1 0 0 0 0 0 2 0 0 3 27 0 0 0 . • . . . . . . . . . . . . . • . . . . . . . . . • . . . . . . . . . . . . • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . • . . . . . • . . . . . . . . . . . . . • . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . • . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . 0 0 0 0 0 2 4 42 1 1 0 0 6 0 0 0 0 1 0 18 1 0 0 0 0 0 0 8 0 0 0 0 0 0 0 2 0 0 0 10 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT Port . . . . 0 . . . 15 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 • . . 107 34 Gloucester ........................ New York ......................... . Philadelphia Baltimore . . . Norfolk Mobile New Orleans . . Jacksonville San Francisco . . Wilmington ........................ Seattle . . . . Puerto Rico Houston ......•.............•..... Algonac ............•..•.......•.. St. Louis Pine Point . . Tota s . Houston . . . . . The following Inland members have **REGISTERED ON BEACH All Groups Class C Class A Class B ENGINE DEPARTMENT Gloucester ....•.•.....•.•......... New York ......................... Philadelphia Baltimore . . .. Norfolk Mobile ........................... New Orleans ....................... Jacksonville San Francisco Wilmington . . Seattle . . . . Puerto Rico Houston Algonac St. Louis ......................... Piney Point Totals . New TOTAL SHIPPED All Groups Class C Class A Class B 0 0 2 6 59 1 0 0 0 4 0 Port Dennis C. Thatcher died Jan. 27 Jonathan. DECK DEPARTMENT Port Gloucester . . . New York .. . Philadelphia Baltimore ......................... .. . . Norfolk Mobile ........................... New Orleans Jacksonville San Francisc Wilmington . Seattle . Pensioner Carl L. Schuhart died Feb. The Osprey's barge captain aboard the barge at Amstar Dispatchers Report for Inland Waters in the engine department. Brother Er­ vin worked for Crowley Towing as Jonathan . . . . . .. .. . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . • . . . . . . . • . . . . • . . • . . • . . . . . . . . . . . . . • . • . . . . • . . . . . • . . . . . • • • . . . . . . . . . . . . . . . . . . . . . . . • . . . . • . . • • . . . . . . . . . . . . . . . . . . . . . . ri . . . . . . . . . . . . . . . . . . . . . . • . • • . . . . • . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . • . . • . . . . . . . . . . . . . . . . • . • . . . . • Totals All Departments . . 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. March 1987/LOG/11 �One more thing: the future of this Area Vice Presidents' Report Union and the maritime industry rests with political action. I urge everyone who hasn't done so to contribute to deny them veterans' status, especially T least one long overdue question should be answered for all MSCP AC non-officer personnel this month, as well as one other question that has had the men, and some ladies, buzzing with anticipation. is the retroactive money going to be of 3 V2 percent on wages is due from April 1, 1985 through May 15, 1986. Retro money on overtime in two in­ crements of 2 percent is due from Oct. 1, 1985 through March 31, 1986. These monies should be paid prior to the end of March 1987. I have been assured that the missing information that has held up payment of these monies has now been cranked into the system and that all systems are go. The other question that has had marine employees anxious is that of promotions. My information is that it Gephardt's now, when they are reaching the time Trade Bill (H.R.3), which would de­ of life when they could make use of mand reciprocity in our trade dealings such a reclassification. with other countries, and a coal import When John Gaughan, Marad admin­ bill, which would tax foreign coal and istrator, took office, he promised to make this one of his top priorities. He make available to U.S. companies in­ spoke eloquently about the subject at coal bids. SPAD. formation about the terms of foreign The trade bill, in particular, is im­ Yet there has been no follow-up. At least Winston Battle lived to portant to the people of this region, enjoy the recognition. "I'm going to wear these medals with pride," he the steel and auto industries as a result of unfair foreign trade. many of whom have lost their jobs in said after he learned that he had been � East Coast by V.P. Leon Hall honored. Thousands of other seamen have gone to their graves without so much as a thank-you from the govern­ ment they helped protect. T I'd also like to comment on another The long overdue question is, When paid? Retroactive money in the amount Richard last year's Maritime Day ceremonies. Government Services by V.P. Buck Mercer A Congressman issue that has been on my mind. APL members. In the port of Norfolk, the recently chartered a foreign-flag vessel on a subsidized route without notifying following contracts were ratified and signed: American Towing and Trans­ the unlicensed unions affected. . portation, Buckley Towing, Carteret I have met with the other unlicensed Towing, unions affected by APL's unilateral Gulf Coast by V.P. Joe Sacco the Senate Commerce Committee; Walter B. Jones (D-NC), of Congress to alert them to this mat­ ter. has taken longer than expected for the The company says that this �on 't happen again. Meanwhile, we have to candidates to be ranked, which means that there were more promotion re­ our members. be vigilant in protecting the rights of Niagara There has been a depression in the Sen. Daniel K. Inouye (D.-Hawaii), a chairman of the House Merchant Ma­ Towing, Launch Company. We've drafted a letter addressed to rine Committee, and other members Marine Barge, Oswego Barge and the Virginia action-the MFOW and the SUP. member of HE emphasis this month has been on getting good contracts for our S shipbuilding and repair industry. Bath Ironworks in Maine, one of the more profitable shipyards still in existence, HIPPING is still good in this re­ recently announced substantial lay­ gion. Most of that is due to the offs. Two repair yards in the Norfolk military work that is being contracted out to the private sector. There has area have launched anti-union cam­ paigns, Lyons and Colonna Shipyards. been a slight slowdown in non-military Both are under contract with our UIW cargo. affiliate. Nothing demonstrates this better than * * * what is happening in Jacksonville. Mil­ quests to deal with than expected. Ranking has been completed, and the MSCPAC Promotion Board is ex­ pected to meet sometime .during the third ���March with selection of ccessful candidates announced by April 1, 1987. itary vessels are going in and out of Hearings are still being held in con­ the port. Yet there are at least five nection with the Seafood Producers non-military vessels laid up there: the Association strike. Ogden Leader, the Ogden Willamette, the Pride of Texas, the Bayamon and the Transcolorado. man, who recently announced his re­ * * * Howard Schul­ tirement as general counsel for the SIU, testified, along with SIUNA Vice President Jack Caffey, among others. * * * We've been active in all phases of Great Lakes by V.P. Mike Sacco S HIPPING is still slow up here because of the weather. Things are union activity down here. We've been As I said in last month's column, trying to stress to our members the what's needed in the fishing industry importance of upgrading their skills. is some kind of bill to provide fisher­ The only way that we can continue to men with liability insurance. Right man these military vessels is by being now, boatowners are finding it diffi­ prepared for them. In particutar, I cult, if not impossible, to get insur­ would like to steer our members in ance. the steward department to the Union's Before I _end my report, I'd like to new sanitation program down at Piney Point. make special mention of Steve Leslie, expected to ease up later in the month. West Coast by V.P. George McCartney W Port officials are expecting a better year than last, especially in the dredg­ ing end of the maritime industry. The INSTON Battle, who was fea­ Clean Water Act, which Congress tured in the July 1986 LOG, passed over President Reagan's veto, died recently. A war hero who took should mean a few more projects up part in the Mulberry Operation during here. The Port Development Act has the invasion of Normandy, Battle, 63, ushered in a few projects that other­ was still sailing as a chief steward at the time of his death. wise wouldn't have seen the light of His passing brings to mind the in­ day. * * * justice that has been done to the mer­ chant seamen who risked their lives We've been in negotiations with a during World Warr II. Except for the number of companies, including Bi­ few hundred who took part in the gane Vessel Fueling, Dunbar and Sul­ Mulberry livan, Falcon Marine and Great Lakes Operation, thousands of merchant seamen have been denied veterans' status. That is a shame. Seamen suffered Dredge and Dock. * * * the second highest casualty rate of There is a lot of interest up here in World War II, right after the Marines. what's going on in Washington, es­ Their contribution was invaluable. pecially with regard to the following There just isn't any good reason to bills: Catastrophic Health Insurance; 12 /LOG I March 1987 * * * We've also been busy trying to get President of Local 25 of the Operating Engineers, who for many years had an office in our Brooklyn hall. He died early this month. He was a good friend contracts for our members. We've and a strong trade unionist. Not many been in negotiations with Crescent Towing in both New Orleans and Sa­ people know it, but he saved the life of former SIU President Paul Hall vannah. And in Houston, contracts during the Chicago Taxi Beef in the were ratified and signed with the fol­ early 1960s. He will be sorely missed. lowing companies: Western Towing, Bay Houston Towing and Higman Towing. * * * The economy of Houston is still suffering from the recession in the oil industry. Lots of medium- to small­ sized companies are threatening to pull up stakes and go foreign. That is why we are strongly backing the AFL­ CI O's stand on the Plant Closing bill which would require owners to give workers in their plants notice before they close their operations. * * * Support SPAD �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America, AFL-CIO Washington Report President Reagan's address to the nation in early March helped stabilize the political cli­ mate in Washington. Even though the presi­ dent failed to address several important issues relating to the Iran-Contra arms scandal, his relaxed demeanor and effective speaking style seemed to have reassured people that he is still capable of holding office. He made a slight comeback in the opinion polls, though as one political commentator said, "He'll never be what he once was.'' The president's speech was accompanied by a number of important and long-overdue personnel changes. Earlier in the week, he had named former Senator Howard Baker to re­ place Donald Regan as chief of staff. While • Baker's appointment raised the hackles of many conservative Republicans, a lot of people in Washington believed that it was a brilliant move. In order to prove that he can effectively rule, Ronald Reagan is going to have to dem­ onstrate that he can work with Congress. And there isn't a person alive today who has a better rapport with Congress than former ma­ jority leader Howard Baker. The Race Is On There are many ways to view the Iran­ Contra arms scandal. Some look at it as an appalling breakdown in leadership. Others see it as unparalleled high Washington drama. Fawn Hall, Oliver North and Arturo Cruz could make much more interesting reading than Ehrlichman and Haldeman ever did. Most professional politicians in Washington, however, take a parochial view of the matter: How does it affect me politically? For them, the most important thing about the Iran-Contra arms scandal is that it has ushered in a new political era. People are calling the two years between • now and the next presidential election ''Rea­ gan's Third Presidency." That's a polite way of saying that the president is now considered a lame duck by practically everyone in Wash­ ington. Yet even if the Iran-Contra arms scan­ dal had never taken place, he would have lost his grip on the nation's political agenda. The Iran affair only hastened that process. By failing to have any affect on the 1986 Senate elections, Reagan sealed his own fate. Capitol Hill has its own bottom line. MTD Executive Board Meeting There is no better demonstration that a new political era is upon us than what occurred at March 1987 Legislative, Administrative and Regulatory Happenings the front pages of the nation's newspapers and cost-effective than their Japanese counter­ received considerable coverage on the nightly parts. But they just didn't have a chance. network newscasts. This headline from a Washington Post story was typical of the way the media covered the event: Labor Is Back. As numerous commentators have pointed out, the Mondale debacle of 1984 was not without its silver lining. For one thing, it enabled the 144 autonomous unions connected with the AFL-CIO to learn how to coordinate their efforts in running an effective, nationwide campaign. It is extremely important to note that no union president has declared support for any candidate. All are waiting to discuss the matter at upcoming meetings. With the New Right split among several candidates-Pat Robertson, Jack Kemp, Paul Laxalt and others-labor's grassroots political machinery is about the most extensive in the nation. Maritime's Message The MTD meeting gave maritime a highly Auto Carriage: Part One The American-flag merchant marine has long been victim of Japan's protectionist policies. Recently, longshoremen in Portland, Ore. un­ loaded the one millionth Japanese car to be exported to the United States through that one port alone. The tragedy of this, at least for seamen, and yes, for the defense capability of the United States (for without sealift, there is no true defense capability), is that hardly any of those cars have been carried on American­ flag vessels. During the last session of Congress, in order to stave off efforts to pass an auto carriage bill, several Japanese companies entered into agreements with American shipping compa­ nies. Yet it wasjust a ploy to defuse the issue. Their agreements covered only three or four ships-and 30,000 cars out of a yearly trade ceiling of 2.3 million. And more importantly, the deal was not a long-term one, and all visible forum to have its issues heard. For ancillary work was to be done by Japanese many people outside the maritime industry, firms. the decline of the American-flag merchant This fig leaf was enough for the administra­ marine is not a burning issue. Having Gary tion, however, which opposed passage of any Hart, Joseph Biden and Richard Gephardt kind of auto carriage trade bill. Yet as stated address that decline at a highly publicized earlier on this page, there is a new Congress media event helped get the message out that and a new political atmosphere. The American America needs to formulate a coherent policy people are finally beginning to wise up to the to stimulate the development of a strong do­ inherent unfairness of the international mar­ mestic flag merchant marine. ketplace. Without some kind of policy on trade Trade is going to become a de facto colony for and economic development, the United States Japanese conglomerates. Right now, the trade issue looks a lot like Even the Western Europeans, who are no tax reform did during the first few months of slouches when it comes to formulating protec­ the 99th Congress. Everybody and his brother tionist policies, are amazed at some of the is coming up with his own version of what practices employed by the Japanese. There is trade reform should encompass. The admin­ a strong movement under way in the Common istration has a bill, and so do Sen. Lloyd Market to impose heavy tariffs on all Japanese Bentsen (D-Texas}, Rep. Richard Gephardt goods. "When it comes to erecting barriers to (D-Mo.), Rep. Jack Kemp (R-N.Y.) and Rep. trade," said France's minister of finance, "the Dan Rostenkowski (D-Ill.). More trade bills Japanese deserve the Nobel Prize." are expected on the horizon, and even people who haven 7t introduced their own bills have strong opinions abou . t what should and shouldn't be included. The odd trade bill out is the one introduced by Kemp, who believes that unfair trade is not really an issue and that "protectionist tendencies" should be stamped out. He wants Auto Carriage Bill: Part Two "The SIU is actively supporting and seeking co-sponsors for the Equitable Automobile Act of 1987," said SIU President Frank Drozak. The legislation, which wa� introduced earlier this month, already has 53 co-sponsors and is intended to address the current inequities in to create a North American free market, lower the Japanese and Korean automobile trade tariffs wherever possible and, in his own words, with the United States. "fight the fair trade wimps" in Congress and the administration. the Maritime Trades Department Executive In comparison to the Kemp bill, the admin­ Council Board Meeting in Bal Harbour, Fla. istration bill looks downright seductive, al­ (see story on pages 5-10). Three Democratic though most politicians on the Hill-Demo­ hopefuls-Gary Hart, Richard Gephardt and cratic and Republican-feel that it is just too Joseph Biden-attended the meeting to try to weak to help America in its "search for ex­ line up labor's support for the 1988 presidential cellence" (President Reagan's words). Even election. • btgton as Republican supporters of the administration All three were well received. While each (outside Jack Kemp, of course) feel that the speech had a different emphasis and a different proposed cuts in the education budget are too tone, there was one common theme: How are massive and are counterproductive to achiev­ we going to restore America's competitive ing our national goals. And many people are edge in the world marketplace? just plain fed up with the protectionist policies Many people believe that the bill stands a much better chance of being passed than last year. "For one thing, people are more aware of unfair trade,'' said SIU Legislative Director Frank Pecquex, "and Japanese discriminatory practices in this area are fairly well estab­ lished." The bill, which was introduced by Rep. Walter B. Jones (D-N.C.), isjust one of several measures intended to tie the trade issue to the maritime industry. "For too many years," said SIU President Frank Drozak, "the U.S. government has failed to grasp the importance of economics in the overall national security picture. Trade is shaping up as the most important of other countries, most notably Japan, which issue of the lOOth Congress. It's tax reform, recently excluded American companies from ''The American government has no long­ range perspective of the trade issue. Other immigration reform and Gramm-Rudman all bidding on. the billions worth of construction rolled into one. work that is expected to arise out of the Labor Is Back irony is that in at least this one instance, The MTD Executive Board Meeting made modernization of two Japanese airports. The American companies are more efficient and governments do. They get the United States to give in on an industry by industry basis. First it was maritime. Then it was steel. Now (Continued on Page 38.) March 1987ILOGI13 �U.S.-Flag Innovator C.C. Wei, Falcon Shipping Founder, Dead By Max Hall failing sense of optimism and deter­ revolutionized mination,'' said long-term business as­ American shipping in the late 1960s sociate Harry Glennon, ''which enabled C.C. Wei, who by develdping a new generation of him to surmount all obstacles and automated, diesel-propelled tankers, expand despite the numerous prob­ ' lems facing the shipping industry.' died last month at the age of 72. He was the founder, president and prin­ That sense of optimism was sorely cipal shareholder of the Falcon Ship­ tried toward the end of his life by the worldwide depression in the shipping ping Group. He was best known outside the industry, a depression so severe that maritime industry for his expertise in it prompted Frank W. K. Tsao, chair­ bridge. He invented the Precision bid­ man of International Maritime Car­ ding system now used by many world riers, to predict that eight out of every champions, including his wife Kath­ 10 shipping companies would soon go erine, whom he helped train. He au­ bankrupt. thored numerous books on the subject. "Most men succeed by doing what "Shipping," said Tsao, "is like a piece of ice under a hot sun." other people do-just doing it a little Particularly hard hit was the Amer­ better or a little faster," wrote Pamela ican maritime industry, which was Sherrid in Forbes magazine in April rocked by news that U.S. Lines, the 1982. "C.C. Wei does things differ­ largest existing U.S.-flag company, had ently. filed for protection under Chapter XI "Consider his approach to bridge. of the bankruptcy code. He dido't sharpen his skills by using "C.C. felt that things did not have standard conventions. Instead, he de­ to go this far,'' said his wife Katherine. veloped an entirely new bidding lan­ "He felt that the American govern­ guage. He brings the same kind of ment could, and had to, do more to creativity to business." support its merchant fleet. After all, Since the end of World War II, the American operators are at a severe majority of American-owned shipping disadvantage in competing against for­ companies have successfully evaded eign companies. American taxes, labor costs and safety ''Some markets are entirely closed regulations by documenting their vessels to American shippers," she said. "And under open-flag registries. When asked many countries, like the Soviet Union to explain why the Falcon Shipping or China, heavily subsidize their fleets." Group, which he formed in 1960 with his Still, Wei was not ready to abandon C.C. Wei friend and long-term business associate the American-flag merchant marine. Houston H. Wasson, did not go that Having lived through the Japanese of influence. The Boxer Rebellion in ranked officials were constantly being route, Wei replied, "Freedomis not what occupation of China, and America's 1901 had caused considerable political given preferential treatment in secur­ I am asking for. Success for a project is heroic struggle to recapture control of and social upheaval. Corruption and ing scarce shipping berths. what's important, and outside restric­ the Pacific during World War II, he feudalism competed with Western ed­ tions can help bring success." was acutely aware of the important ucation and democratic ideals. Those same associates said that he sailed through the Suez Canal about "In truth," said Ray McKay, pres­ strategic role that the maritime indus­ By the time Wei reached college ident of the Marine Engineers Bene­ try plays in the defense of any country, age, the Communists were waging a were advancing through Northern Af­ ficial Association, District 2, "he was especially a superpower like the United determined civil war and the Japanese rica. a patriot, the kind that only a first­ States. were making plans to invade the coun­ After the war, Wei remained in the generation American can be." the same time that Rommel's armies The Falcon Shipping Group still has try. Chiao-Tung UDiversity, from which United States and eventually applied "When confronted with a prob­ nine vessels in operation, six tankers Wei graduated with a degree in elec­ for citizenship. lem," said Reed Wasson, son of the and three bulk carriers, which makes trical engineering, was a bastion of Like many of the Chinese profes­ late Houston Wasson, and Falcon's it one of the larger American-flag com­ Western ideas and advanced technol­ sionals who migrated to the United counsel for tax and regulatory matters, panies still in existence. At the time ogy. Two other famous Americans, States around this time, Wei thought "Wei had no preconceptions. His mind of Wei's death, the company had An Wang and l.M. Pei, attended the of himself as a bridge between the roamed formed a new affiliate, Seahawk Man­ university, East and the West. agement, to perform support opera­ China's answer to MIT. freely, seeking opportuni­ ties." "Wei's willingness to work within the confines of the American maritime industry and his single-minded devo­ tions for the U.S. Navy's Military Sealift Command. Falcon remains on the cutting edge which was known as Even though Wei had many close Western ideas were often synony­ ties with the nationalist government mous with American culture. In a of Taiwan (according to one newspa­ recent edition of 60 Minutes, architecl per report, he launched his shipping tion to his country created thousands of developments. The last two pri­ I. M. Pei described why he decided career in the United States by helping of jobs for American seamen and ship­ vately-owned vessels built in Ameri­ to emigrate to the United States. "I an embattled Taiwan get oil from the yard workers," said SIU President can shipyards were commissioned by liked American movies," he said, only Middle East), he was not one to pass Frank Drozak. ''It also pumped bil­ Falcon, and the company is looking half-kiddingly. up a business opportunity or misinter­ lions of dollars into the American to break into the Alaskan fishing in­ economy." dustry. The first American-flag vessel to most pret long-term trends. He felt that it Western of all China's cities, life there was important for economic and geo­ Though Shanghai was the was often fraught with danger. Wei political reasons that the United States carry grain to China was lhe Pride of once told a business associate that you and mainland China improve relations. his vessels," said SIU Secretary Jo­ Texas, which was owned by the Fal­ couldn't wear a hat on the bus "be­ He therefore encouraged his wife to seph DiGiorgio. ''He constantly looked con Group. cause someone on the street would take up bridge so that she could meet "Wei had a real fondness for the men and women who sailed onboard for ways to improve their living and working conditions. During his lifetime, Wei was often compared to the giants of the shipping just reach in and grab it off'' if the bus China's forward-looking premier, Deng had to stop for a light. Xiaoping, who is also a bridge enthu­ siast. "For example," said DiGiorgio, '•the industry, people like Daniel Ludwig, Wei's wife Katherine, whom he Falcon Shipping Group was the first Aristotle Onassis and Y. K. Pao, who married in 1968, movingly described In many ways, Wei embodied the American-flag company to provide un­ formed an exclusive and highly com­ the conflicts of life in pre-Communist business ideals of China, the land of licensed seamen with their own private petitive club. rooms." Wei's early years and upbringing China in her autobiography Second his birth, and the United States, his Daughter, which made best seller lists adopted country. Wei had few peers in s ecuring fi­ prepared him for the difficult world of nancing for his ventures. "Many peo­ international shipping. He was born Wei came to the United States as United States is the spirit of entrepre­ all around the country. ·'The dominant business ethic in the ple see the government as an adver­ near Shanghai in 1915 during a partic­ part of a war-time delegation from the neurship,'' wrote his wife Katherine sary," said William Pope, an investment ularly troubled period in China's his­ government of Chiang Kai Shek. Ac­ in a June 1986 article for lntertrade. banker at Warburg Paribas. ''But Wei tory. cording to a business associate, his C.C. Wei certainly fit that mold. makes them his partner.'' "Mr. Wei always exhibited an un- 14 /LOG I March 1987 Foreign governments had all but voyage to the United States took nearly She contrasted this with the Chinese carved China up into separate spheres six months to complete, because higher- (Continued on page 39.) �SIU & SH Lss Meeting the Training Needs of ••• Our Membership, the Maritime Industry, and Our Nation's Defense ''The ptupose of our school is to guide and encourage our members to improve their professional skills to meet the needs of the industry.'' SIU President Frank Drozak American Cormorant -- 1st. Lt. Jack Lummus "Maritime policy is not a thing unto itself It is or should be an integral part of our overall foreign policy. If it is not, our national interest cannot be served and protected." President Ronald Reagan -----__, SIU Military Contracted Vessels Algol Altair American Cormorant Antares Assurance Bartlett Bellatrix Bowditch Sgt. William R. Button 1st. Lt. Alex Bonnyman 1st. Lt. Baldomero Lopez Cape Decision Cape Ducato Cape Diamond Cape Domingo Cape Douglas Capella Chauvenet Contender CPL Louis J. Hauge Denebola De Steiguer Dutton Gem State L. Gianella Grand Canyon State H. H. Hess Harkness ---.. Indomitable Kane Keystone State 1st. Lt. Jack Lummus Lynch Richard Matthiesen Gus W. Darnell Persistent PVT Harry S. Fisher 2nd Lt. john P. Bobo Major Stephen W. Pless Paul Buck Samuel L. Cobb PFC Dewayne Wi/Iiams PFC Eugene Obregon PFC James Anderson PFC William Baugh Pollux Regulus S8J.. Matej Kocak Silas Bent Southern Cross Stalwart Triumph Vindicator Wilkes Wright Wyman USNS Bartlett March 1987ILOGI15 �Military Sea Transportation Union (MSTU) -----Contracted Vessels. ----- Navajo Navasota Neptune Observation Island Passumpsic Ponchatoula Sioux Spica Zeus Catawba Hassayampa Kawishiwi Kilauea Mercury Mispillion Mizar Myer Narragansett Sgt. Matej Kocak "The Maritime Prepositioning Ship program is a model success story, and I couldn't be more pleased. MPS is on schedule and proving to be an extremely valuable strategic asset." General P .X. Kelley Co mmandant U.S. Marine Corps PFC William Baugh Algol The following message was received from the USS Sylvania on March 16, 1985 From: To: Subject: Summary: Every evolution conducted with Southern Cross was very professional and extremely efficient. If we had not been involved in the inpon initial training' we would never have known they were novices to alongside replenishment. It was a pleasure to have them alongside. Bravo Zulu. Keystone State :·: Paul Buck 16 /LOG I March 1987 USS Sylvania USNS Southern Cross UNREP Exercise tf' :;: :J:· Stalwart �I agree that the United States should have a viable U.S. -flag mercha.nt ma·rine, manned by U.S. citizens, capable of lifting a fair and reasonable share of our import-export trade, as well as serving as a naval auxiliary in time of need.'' '' 1 Secretary of Defense Caspar Weinberger U.S. Air Force helicopter lands at SHLSS. Air Force Logistics Brass Gets Good Look at SHLSS Recently Lieutenant General Alfred G. Hansen USAF and Brigadier General Richard L. Stoner USAF visited the training f a c i l i t i e s a t Pi n e y Poi n t , Maryland. General Hansen is Director for Logistics and General Stoner is Deputy Director for Plans, Concepts and Analysis, J-4, Organization of the Joint Chiefs of Staff in Washington, D.C. Accompanying them was Navy Captai n David R. Bolden of the same office. The purpose of their visit was to familiarize themselves with the training and support facilities of the school. After landing by helicopter, they were greeted by Ken Conklin, Vice President, Bill Hellwege, Sealift Training Coordinator and Bob Kesteloot. Vice Chairman of Transponation Institute, and taken on an extensive tour of SHLSS facilities. The Air Force is very involved in sealift by vinue of the massive amount of equipment that would have to be transponed by ship in a national emergency to suppon their forces. This falls into the )LOTS Ooint Logistics Over the Shore) concept. During the tour many ideas and concerns were shared by both sides for the betterment of a strong merchant marine which would be available at all times to suppon our armed forces. Upon departing the school again by helicopter, it was felt that both sides had a little deeper insight into the job that each organization does and how both are part of the total sealift picture. In the Shiphandllng Simulator Feedback Room, Computer Operator John Morgan (seated) and Simulator Manager Abe Easter (1.) explain the vast capabilities of the computer simulated bridge. . . � Sealift Coordinator Bill Hellwege describes the classroom and waterfront training which occurs during the Sealift Operations and Maintenance Course. (1. to r.) Vice Chairman of Transportation Institute Bob Kesteloot, Brigadier G eneral Richard L. Stoner USAF, Lieutenant General Alfred G. Hansen USAF, SHLSS Vice President Ken Conklin, SHLSS Sealift Training Coordinator Bill Hellwege, Captain David R. Bolden USN. March 1987/LOG/17 �Army Reserve Unit Comes to SHLSS for Ca rgo Handling Training The SHLSS 32-ton Hagglund Crane was recently used by members of the U.S. Army Reserve 1173RD Transponation Unit from While training with the crane was the primary goal for the soldiers, fork truck operations were equally imponant and included in were undergoing the regular four week Sealift Operations and Maintenance Course. their schedule. Under the instruction of Crane Operator John Russell and Fork Since t h e Ar m y Reserve accounts for 60 % of all military cargo that would be loaded aboard the Ready Reserve Fleet Truck InstructorJoe Marshall, these e q ui p m ent, s u c h as helicopters, tracked and wheeled vehicles, are of primary concern for the loadout of sealift v�ls by the military and merchant marine. In addition to this type of cargo, 20 ft. and 40 ft. containers must also • 1 sealift training facility at SHLSS is ideally suited for this type of operation. Boston, Massachusetts. These soldiers reponed to SHLSS for their two week Active Duty Training in C a r g o H a n d l i n g and were integrated with SIU members who during a national emergency, a common bond existed between seafarer and soldier during this training period. The large numbers of o u t s ize and h eavy ___ be loaded and stowed either below deck or topside. The extensive soldiers left the school trained and ready to perform as vital members of the sealift community's cargo handling team. �·�i;�:··· ,.:.-.. A truck is hoisted clear and ready to be placed on a barge. '�;r SSG David Comeau (top) signals to hold position prior to placing a 2V2 ton truck on a barge. .., ·.::: � \ � ·'· �: \ '";:: �· SSG David Comeau (I) and SP-4 Joseph Iannuzzi control the tag lines as The signalman SSG Marco Morales directs the operation and gives the the crane operators prepare to place the aircraft engine on a barge. hold signal. 18 /LOG I March 1987 �Lundeberg School Trains Navy Group on Heavy Crane The Navy Reserve Cargo Quick Response Combat Suppon Battalion Unit of the Operational Forces came to Piney Point recently to specializing in open ocean cargo handling. Handling Training receive training on the school's The 32-ton Hagglund crane. The battalion, stationed in training members of given this to unit the helped Williamsburg, Va., is an active acquaint them with the Hagglund duty unit with a primary mission crane and reinforced their cargo of handling techniques. training all Navy cargo handling force personnel, both The SIU's suppon of the sealift community's active and reserve. It is the primary augmentation cargo handling programs is one example of the unit for the Navy in the event of n a t i o n's premobilization action and 1s a Defense'' in action. ''Fo u r t h Ar m � of , The spreader is hoisted and maneuvered over to a container. !..... -�--.L�, .. The signalman gives the signal to lower the jib in preparation for placing the crane in twin operation. �- t·\ · · ·��-"�1. f: ;;.;:;:;.:;:;; :;;·�..-� :Ii.'� . ·::. Preparations are completed for hoisting the 35 ft container. ''The steady decline of our U.S. -flag merchant fleet, which is the backbone of our logistical support, causes the Department of the Navy great concern. Properly developed, a strong U.S. merchant marine is indeed a full partner, a fourth arm of U.S. national defense. If neglected-as has too long been Signalman Donald Williamson signals the crane operator to lower the jib. the case-it is merely a strategic missing link. Secretary of the Navy John Lehman March 1987ILOGI19 �The Chairman of the Joint Chiefs of Staff in his FY 1986 Posture Statement stated: ''In any major overseas deployment, sealift will deliver about95°/o ofall dry cargo and99°1o of all petroleum products. Ships from the U.S. merchant marine represent the largest domestic source of sealift making them an important . , , strategic resource. Cu"ent military planning depends on the U.S. merchant man:ne to provide the major portion of the U.S.-flag sealift. Seafarers Lundeberg School Hosts First Annual Sealift Conference The First Annual Sealift Conference was conducted at SHLSS on June 24 thru 26, 1986 with union, SHLSS, company, government and military representatives. The conference was designed to provide an opportunity to review the Sealift Training Program and to discuss ideas and goals for all concerned within the· sealift community. The conference was a two part affair with the unions, SHI.SS and military contracted shipping companies meeting on the first day. Topics for discussion were as follows: Crew training for Present/Future/Jobs I Skills 2. Sealift qualification for Crew/Licensed Personnel 3. Past/Present performances of 1 . crews 4. Training Money /Incentives SHLSS Sealift Coordinator Bill Hellwege dlscusse� the objectives of the conference. incorporated into future contracts 5 . Recent efforts by SIU I SHLSS for Sealift equipment 6. Coordinated efforts to supply up-to-date training information to SHI.SS and ships 7. Ship Types/Manning levels/Manpower Military and government r epr e s e n t a t i v e s jo i n e d t he conference the second day where the agenda topics were reviewed and discussed more extensively. A cross exchange of ideas and mutual concerns were discussed, with SIU President Frank Drozak delivering an address to the conference. ''We need young, well trained, highly qualified seamen to man our military vessels'' said Drozak. ''The school and the SIU need only to know what the shipowners and military want and we can do it here at the school and save everyone money by doing it. I hope that this conference will be the beginning of a joint program between the shipowner, maritime industry and military to better prepare for the future. Time is running out. We must prepare now in order to have a future.'' The goal of the school is to ' Michael Meahallic- Naval Sea Syste � Command asks questions about the SIU Manpower capablllties. ; (R. to I.) Ron Spencer and Mike McKay from MESA 2 review the conference agenda with Captain Pete Johnson Pacific Gulf Marine. • :. t. ··: .. . . Present and future contracts are discussed by Angus "Red" Campbell-SIU Vice President. 20 I LOG I March 1987 provide sealift training to all SIU members. Because of the reduced manning level found aboard military contracted vessels, it is necessary that crew members from the deck, engine and steward departments are thoroughly trained. The SIU presently has under contract or has bids on 80 ships with various companies. This has led to a need for a more effort and coordinated cooperation for training. Since an estimated 60 % of the work available to SIU members will be in the military sector by 1990, the training for the military ships has become essential. As in any new program, there are problems to solve and new potentials to be explored. This conference was designed to do both. With the shipping companies, labor and government working hand-in-hand, this can certainly be accomplished for the benefit of all concerned. Training is the KEY to the success of this industry and we want to make this prograin the best. SIU President Frank Drozak discussed the present and future goals of the SIU, in relation to mllltary contracted vessels. SHLSS Instructor Jim Brown elaborates on the deck department courses taught at SHLSS. Joe Conwell Bay Tankers, Bart Rogers ·SIU Manpower and Carmine Bracco Bay Tankers discuss manpower capabilities. • • �Gerry Carbiener AP L, Bill Hellwe g e SHLSS, Bart Ro gers -SHLSS, Bob HoJmstead Maersk Lines LTD. • • • I�.-. SIU Vice President Buck Mercer discusses the Seallft Pro gram on the West coast and emphasizes the need for more training. if.· Anne Kane ·Ocean Shlpholdlng and Jim Chllds - AMSEA. SHI.SS Scalift Coordinator Bill Hellwcge discusses the present training equipment and the equipment needs for the future . ':ir... . ... _.._.:. SIU Manpower Coordinator Bart Rogers discusses the manpower office and procedures for crewing vessels. George McCarthy· Sea Mobility Inc. and Harrison Glennon. Sea Moblllty discuss contract problems. March 1987 I LOG I 21 �Features include: The Seafare rs S iphandling Simulator Simulator combines state-of-the-art Vessel operators can lil . tralllg develop shiphandling skills while technology and proven educational methodology into a complete training system. Marine simulators are a safe and cost-effective alternative to traditional shipboard working in a safe and controlled environment. The central feature of the SHI.SS simulator system is a full-sized re­ creation of a ship's bridge. The Seafarers Shiphandling •full day or dusk visual scenes • beam to beam forward view, and after view • dear or reduced visibility • wind and current effects • bottom contour effects • bow thruster and assist tug effects • various traffic vessels • several own-ship configura­ tions including tugboats pushing barges ahead and towing astern. Programs are now being developed to provide training in Shiphandling, Bridge Basic Ma n a g e m e n t , Navigation Emergency Shiphandling, Vessel to Vessel Communications, Rules of the Road Situations, and Restricted Waterway Navigation. Future courses are envisioned which will train harbor pilots for specific geographic locations and provide station keeping training for deck officers aboard underway replenishment vessels. The full bridge simulator can be used in conjunction with three other ownship radar simulators to create a operating additional the ability scenario with four vessels. These three simulators also have to operate alone and will be used extensively· in radar observer training. State-of-the-art computers are used to operate the simulator. The main feature of the simulator is 22 / LOG I March 1987 a I daq bridge, Mike Ryan At the secon communicates with the main bridge while planning a maneuver. full scale replica of a ship's bridge. This allows for a full 180° forward field of vision. The training for the military related program will add a new degree of r e a l i s m to the shiphandling simulator. Our MSC UNREP scenarios will be the first time the merchant service has had the c a p a b i l i t y o f t r ammg shiphandling on a simulator which mimics real shipboard operations. The interactive bridges give us the ability for this imponant training achievement. The Lundeberg School is very proud of the great strides it is making in the use of simulators. �Paul Hall Library & Maritime Museum The Paul Hall Library ahd Maritime Museum continuously expands its materials and services. The library's collection of printed materials consists of over 16, 000 volumes and over 200 periodicals. Maritime history and reference materials which support the vocational and academic courses offered at the school are an important part of the collection. Approximately 800 volumes were added in 1986 mostly in the subject areas of technology, naval science and science. The highest areas of circulation in 1986 were technology, military I naval science and language/ literature. The Library A dvisory Committee consists of vocational and academic instructors who make reco mmendations for purchasing new titles and periodicals. The newest addition to the library is an IBM PC-AT Computer. This computer is utilized to catalog the new books which are added to the library each year. It will reduce the time spent processing the books and get them on the shelves for use much quicker. The computer is also used t o p r o d u c e a b i- m o n t h l y acquisitions list, and it has word processing capabilities. The museum collection displays ship models, historic nautical union i n s t ru m e n t s and memorabilia. Th e library's archives also contain union memorabilia and rare books. The Media Center provides audio-visual equipment and software for students to view videoc�tte, filmstrips, slides and audio cassettes. The library also houses a television studio, an auditorium and several conference rooms. All the modem facilities of the library help instructors and students in the pursuit of educational goals. The Video Department at the Seafarers Harry Lundeberg School of Seamanship provides a number of services to SHLSS students and SIU members. One of these is the management of the school's large library of videotapes. Right now, there are over 750 programs on subjects ranging from Art to Union Education. Some of the programs in this collection were produced at the school, whi l e o t h e r s were purchased. Still others are copies Robert Abell runs the video distribution center and sends programs all over base. of films that SHLSS has the rights to. The videotape library is a constantly-growing resource that provides SHLSS students with valuable information. Television Coordinator Mike Wilson determines of a video program. an edit point during the production Paul Hall Library and Maritime Museum x� The museum collection displays ship models, historic nautical instruments and union memorabilia. One of the fastest growing areas is Sealift Operations. This portion of the c o l l e ction contains programs directly related to SIU training for military vessels. Many of these tapes are produced by military for their own use, and through contacts made by SHLSS instructors, the school was able to add them to the library as well. Recently over 60 programs were added to the collection. But even the best library is worthless if it can't be used. At SHLSS, this isn't a problem. Six channels of local-origination programming are available to instructors and students during class hours. Through these channels six different programs to six different classes in six different locations all at the same time can be provided. Last year over 1,500 programs were distributed to classrooms all over the campus. In addition, every evening during the week four of the channels are programmed with tapes geared to the classes in session at the school. This provides another 40 hours of instructional viewing for SHLSS students. The programs are available in the students' rooms and are repeated throughout the week. Videotapes are also available in the Library Media Center for students to watch during their free time. This allows for self­ paced instruction and repetition as many times as necessary. While most of the videotapes come from outside sources, approximately 25 percent of the programs are produced by the Video Department. Since the television studio was opened in October of 1981, over 200 programs have been made. The advantage of in-house production is that videotapes that are directly related to SHLSS training can be produced. Through cooperative efforts with SIU-contracted companies, the video depanment can go aboard the ships and tape the actual equipment in use and design programs to mesh with classsroom study. Other programs produced by the Video Department serve as an avenue of communication between the members and the leadership of the union. Every month a Report to the Membership is videotaped and sent to SIU pons around the country. This gives members a chance to see and hear first-hand how the SIU is dealing with industry problems as well as the current state of the Union. In addition to these regular reports, special videotapes are prepared and sent out when needed. For example, programs about the SIU T-AGOS program, Steward Department Upgrading, and several other subjects were distributed to pons around the country. Other programs dealing with the structure and functions of the SIU were produced and are used at SHLSS as part of the union education program. It is the combination of these two major functions; Production and Distribution, that makes the Video Department at SHLSS an effective and valuable part of both the school and the SIU. March 1987 I LOG I 23 ��-------MANPOWER��--�----, ������t he �ucleus of the �nion,������ contained in the data base. This is exuemely helpful in locating experienced personnel needed to fill our military vCRl 's key ratings. If a job order cannot be completely filled by the pon, the remaining positions are transmitted back to the Manpower Office and sent to another pon. Every effon is made to fill all openings in the area surrounding the vessel. Manpower Coordinator Bart Rogers explains the functions of the SIU Informational Systems to representatives from the Republic of China. Computer technology is changing the face of our world on a daily basis. In order to keep pace with these changes, the Seafarers International Union has placed a central dispatching system through the Manpower Office in Piney Point, MD. With the majority of the work being military related, these changes help the SIU to meet I the needs of the contracted companies that operate these v�ls. The database contains a wealth of information that is constantly being up-dated and modified through the daily activities of the ports. This information· is readily available for meeting the military requirements for manpower. At any given time, the manpower available in any SIU pon, through the registration immediate attention. Also in our database is a profile on every company that the SIU has under c o n t r a c t . H a v i ng a l l t h is information is vital to the serving of our membership and companies. This information also allows us to focus on exactly what areas the Seafarers Harry Lundeberg School needs to concentrate its upgrading and training efforts on. In addition to membership information, the Manpower office provides the SIU with a central dispatching system set up to receive job requests by telephone from all of our contracted companies. These orders are written up and transferred to computer screens specially designed by the Seafarers Management Information System (S.M.l.S.) at headquarters in Camp procedure, can be checked to find out what ratings are available in a pon, what speciality endorsements each member holds, and their previous work history. In addition to this information, contact phone numbers and addr� of every active member in the SIU is also available. Computer reporting capabilities are a very important function of the Manpower Office, for example; work histories of all active members in the SIU can be compiled, which includes previous v�ls sailed on, what rating they sailed as, and how much time they spent on the v�l. The computers compile information on the registration of each pon in the country broken down by department and rating and an Emergency Shipping Repon is generated daily, which lists members name, social security Information contained on these screens includes the company, name, vessel name, the company personnel placing the call, the location of the vessel, reponing and departure dates and times, any special instructions, and the ratings required to man the vessel. The jobs ordered are then transmitted to the pon nearest to where the vessel is located. When the job order is received by the pon, the jobs are placed on the rotary shipping board and job calls are made in accordance with the shipping rules. After each job call, any ratings filled are entered into the computer and shown as shipped. When a member is successfully shipped, h e is automatically added to the crew list for that vessel . In addition to this, number, phone number, and rating. This repon �ists the Manpower Office in filling jobs which are called in outside the regular job call hours and require the man who is being replaced has a record of the time spent on that vessel, the rating held, sign on date, and sign off date put into this individual work history file 24 I LOG I March 1987 Springs. The computer system is a self­ contained unit processing over a thousand calls (Standby, Relief, Rotary) per month. It provides the membership with a more accurate method of shipping. It also provides our contracted companies with a direct link to their manpower needs 24 hours a day, seven days a week, and enables the SIU to fill the vacant billets as quickly as possible. The Manpower Office also maintains a variety of other information which is beneficial to the smooth operation of day-to-day union activities. Information regarding ship payoffs, recrews, and layups is received by the office and dispatched to the pon nearest the v�l. The SIU Service Teams are coordinated through the Manpower Office in conjunction with the SIU Headquaners. All information regarding tug boat location is relayed on a daily basis to the service teams operating in the various areas. The Manpower Offi c e also maintains manpower requirement reports for each area of shipping contained in the SIU. These requirement reports are updated each month as the industry changes because of automation, vessel layups, and additional military . ,.: .::.::;:,);,:,;:.::�"· Carol Johnson updates the shipping boards work. All this is done in an effon to . provide SIU members with the best accounting of work available and SIU companies with the most qualified personnel. The Manpower Office updates and r ev ises display b o a r ds containing information on deep sea, Great Lakes and inland vessels. The information maintained on these boards includes the company name, vessel name, when and where the vessel was serviced, and by whom. The Manpower Depanment in Piney Point is a vital and imponant pan of the Seafarers International Union. No other trade union has as much available information, or has it as centralized as our current system. The future will bring many new changes to the Manpower Office. Soon every phase of shipping in the SIU will be brought into the already established system, providing our membership and companies with the best maritime service �ible. " Chris Tennyson demonstrates the capabilities of the manpower system. �eafarers Harry Lundeberg-­ chool of Seamanshi The Seafarers Harry Lundeberg School of Seamanship is 60 acres of southern Maryland Paul Drozak Building Charles Logan Building waterfront property dedicated to the training and advancement of seafarers. Seafarers Shiphandling Simulator Building Paul Hall Library & Maritime Museum SH LSS Waterfront Seafarers Harry Lundeberg Training & Recreation Center March 1987 I LOG /. 25 - �ENGINE DEPARTMENT AUTOMATION CHIEF ENGINEER & ASSISTANT ENGINEER Uninspected Motor Vessel REFRIGERATED CONTAINERS­ Advanced Maintenance - VARIABLE SPEED D.C. DRIVE SYSTEMS - - FIREMAN/WATERTENDER, OILER (FOWT) 26 I LOG I March 1987 - WELDING �.... HYDRAULICS · THIRD ASSISTANT �� ENGINEER AND ORIGINAL � S E COND A S S ISTANT ENGINEER STEAM OR MOTOR . ·. DIESEL ENGINE TECHNOLOGY QUALIFIED MEMBER OF THE ENGINE DEPARTMENT (QMED) CONVEYORMAN March 1987 I LOG I 27 ��, DECK DEPART ENT ABLE SEAMAN/SEALIFT ABLE SEAMAN/SEALIFT ABLE SEAMAN/SEALIFT Special (12 Months) Limited (18 Months) Unlimited (36 Months) Upgrading Programs ··.: . . ' . TANKERMAN �z '-- ...._.y · . ·. · ·· . ·. . · ···· ····· . . . · ·· · ::: .. · .· . - QUARTERMASTER 28 / LOG I March 1987 ._...... - ' --- . FIRST CLASS PILOT - ... :·w.: ; ....:. ..... . . �THIRD MATE AND ORIGINAL SECOND MATE - MASTER/MATE FREIGHT AND TOWING VESSEL (Inspected) DEEP SEA DECK SHIPHANDLING SIMULATOR INLAND DECK SHIPHANDLING SIMULATOR March 1987 I LOG I 29 �STEWARD DEPART ENT Upgrading Programs TOWBOAT INLAND COOK --�·, ·..· i SHLSS GALLEY CHIEF COOK �· �·. CHIEF STEWARD -- 30 I LOG I March 1987 COOK AND BAKER �. -- ALL DEPARTMENTS Upgrading Specialty Courses SEALIFT OPERATIONS AND MAINTENANCE · --- UNDERWAY REPLENISHMENT CRANE FORKLIFT - FIREFIGHTING March 1987 I LOG I 31 �ADULT EDUCATION Prog·rams SHLSS Adult Education Opportunities _.. For an education program to be effective, it must be able to meet the student's needs. A continuous effon must be made to identify these needs and design new materials to reach them. The Seafarers Harry Lundeberg School of Seamanship (SHI.SS) has long recognized and responded to such innovative approaches in education. It is the school's philosophy that education and training go hand-in-hand in preparing members for both their jobs and life skills. Learning is still a lifelong, continuous process whereby seafarers acquire knowledge, skills and attitudes that will help them on the job, at school and in everyday situations. Because of the open admissions policy at SHI.SS, the reading and math skills of every upgrading seafarer are diagnosed. The seafarer is counseled, and an individualized course of study is mapped out for those seafarers who need basic skill improvement so that they can realistically reach their vocational and personal goals. In dealing with the adult learner, there is the need to provide a warm, supportive climate to help the seafarer overcome learning anxieties, fear of failure, test-taking anxieties or any p r e v i o us n e g a t i v e l e a r n i n g experience. It is with the supportive learning climate provided by the Adult Education Department and the student's motivation that a great degree of learning success is experienced. It is because of this function that the Adult Education Department has been recognized as the suppon department. In efforts to continue to provide the best educational opportunities �ible, the Adult Education Department offers five basic services: remedial services, technical - ENGLISH AS A SECOND LANGUAGE (ESL) writing services, correspondence materials and an educational outreach program. The five basic courses offered are: Adult Basic Education (ABE), High School Equivalency (GED), English As a Second Language (ESL), Developmental Studies ( DVS ) , a n d a n A B.E/E SL Introductory Lifeboat class. These classes are available to all SIU members who are in good standing with the union and who have paid their dues. The Adult Education courses have been designed to help seafarers reach their educational and career goals. They will be offered at four specific times throughout 1986. Applicants can be pretested and arrangements made prior to the scheduled course dates if applications are sent in early. Interested seafarers should look for the SHI.SS course schedule and fill out the appplication form in the Seafarers LOG. The Adult Basic Education (ABE) program will help improve basic English, reading and math skills. The English as a Second Language (ESL) course can help seafarers improve their use of the English language by emphasizing reading, writing and speaking s k i l l s. Th e High School Equivalency program will prepare a seafarer for the GED exam by working in the five content areas of science, social studies, English, m a t h a n d l i t e r a t u r e . Th e Developmental Studies (DVS) class provides seafarers a ch�ce to . improve study and test-taking skills before a scheduled upgrading class The ABE/ESL I ntroductory Lifeboat course helps prepare the . HIGH SCHOOL EQUIVALENCY PROGRAM (GED) seafarers for the regular Lifeboat course and is geared for students who have difficulty reading, who do not read at all, or who have been out of school for several years. All of these courses stress skills that can be applied to the seafarers maritime career. Interested seafarers may find it helpful taking an Adult Education course prior to a scheduled upgrading class. However, seafarers may come back for the Adult Education class at any of the scheduled times. Besides the courses that are available through the Adult Education depanment, another key function is the offering of remedial service through the Learning Center. Basic help on reading, writing, study skills, and math is provided. In addition, correspondence courses and materials have been offered since 1980. Seafarers have the opportunity to send for review packets in math, English, social studies, communication skills, metrics and taxes to name a few. These requested materials will be sent to the seafarer's home port or aboard the vessel. Any of these materials are useful in preparing the seafarer for his job, for a future upgrading or college course, or for everyday situations. All of these Adult Education courses and functions are only some of SHLS S 's effective educational activities. The Adult E d u c a t ion d e p a r t m e n t w i l l continue t o expand an d upgrade the programs in order to prepare the seafarer for the future. Write to t h e Director o f A d u l t Education fo r more information on any of these courses. - '•. ADULT BASIC EDUCATION (ABE) 32 I LOG I March 1987 ·: ABE/ESL INTRODUCTORY LIFEBOAT COURSE ..s:��:::<- · . .-...., "1� · �ASSOCIATES IN ARTS College Programs Associates in Arts College Programs Offered at SHLSS The Seafarers Harry Lundeberg School of Seamanship offers to SIU members the opponunity to earn a two-year associate in arts degree in their maritime occupational field. Members of the deck department (inland or deep sea) can earn a degree in Nautical Science Technology. Members of the engine department (inland or deep sea) can earn a degree in Marine Engineering Technology. Both programs as well as cenificate programs have been approved by the Maryland State Board for Higher Education. Seafarers earn their college degrees in this new program by combining credits that they have earned or will earn in vocational courses with credits they will earn while enrolled in sequences of general education courses such as English, math, science and social studies. To be admitted to the college program the seafarer must: 1 . be a member in good standing in the SIU 2 . hold an A, B, or B·limited seniority in the SIU . pass an entrance examination 3 in math, English and reading in order to present evidence of the ability to profit from the instruction the school offers. 4 . possess any prerequisite maritime background for vocational courses. The new college program is designed to provide the flexibility that seafarers need to achieve a higher education. Un l i k e traditional semester systems that most colleges have, the SHLSS degree program will be designed to meet the needs of seafarers who are not always able to attend school for whole semesters at a time. The SHLSS program will offer courses PHS 101: General Physical Science I (for deck department members). These new courses began in the spring of 1986 and are the first sequence of courses needed for the new college degrees. Any members interested in starting the college program or having any questions about it can contact the Admissions Office or Tracy Aumann at the Seafarers Harry Lundeberg School of Seamanship, Piney Point, Md. 20674. This is the time for members to take advantage of this new and exciting educational opportunity. This course has been a popular class because the membership computers, but also have practical hands-on experience with the computer keyboard. As seafarers become comfonable with the computer, �ey are eager to use it on their jobs. Recertified stewards have had many opportunities to use the computer when working on inventories and requisition lists. The computer class is taught by SHLSS instructor Roger Francisco. He is continuously updating the computer course based on feedback from both the shipping companies and seafarers. Because of the increasing involvement between the SIU and military contracted vessels, there has been a growing awareness of the computer skills needed aboard these ships. Roger Francisco has .. incorporated these skill needs into the computer course. The computer class is only one of the many educational opportunities available to seafarers through the Adult Education Depamnent. - four or five times per year for eight to 10-week periods. Members will be allowed to come back to school SH LSS Computer Course Meets the Needs of the Union. Computers are fast becoming a way of life, and the Seafarers Harrry Lundeberg School of Seamanship ( S HL S S ) i s p r e p a r i n g t h e membership for the changes that are coming. The SHLSS Adult . for college courses just as they do for upgrading courses. Members who wish to earn their degree will come to SHLSS and work on a sequence of two to three courses over an eight to 10-week period. The college program will work just like upgrading, but instead of taking a vocational class, the student will be enrolled in the college program. The first sequence of college courses offered are English 101: Composition and Rhetoric, MTH 108: Introduction to College Mathematics, and either MET 221: Engineering Principles I (for engine department majors) or Education Depanment offers computer training to the recenified steward class in order to meet one of the educational needs of these seafarers through an introductory computer course. understands how important it is to be skilled to meet the changing technological demands of the vessels. Further, the maritime industry is finding more and more uses for the computer aboard ship. Currently, computers already play an important role in the maritime industry. While on the v e s sels, seafarers receive information instantaneously over the computer screens. Off-shore computer terminals and satellites signal telecommunications data for cargo transports. By dialing into the terminals, information may be processed on payroll, inventory, fuel and parts requisitions, navigation and updated weather forecasts. SHLSS recognizes the integral role computers play in the industry and have taken the lead in computer training by offering this course. Recertified stewards not only receive information on the operations and benefit s o f March 1987 I LOG / 33 �Upgrading Course Apply Now for an SH LSS •··· ••· ··•······· ····• ······· ·•·•••···· ·• ·· ·················· ······ ··········· · • • ··· •··· · •························ · ········· ·········· •· · Seafare rs Harry Lunde berg School of Seamanship Upgrading Application Name (first) (Middle) (state) (Zip Cod ) (List) (Clfy) - Date Book Was Issued ______ Book# _ . __ _ _ _ ____ Endorsement(s) or License(s)Now Held Telephone ______ Port· lssued Seniorlty ______ MoJDaylVear -....,.��,,.,,. .,,.,, ----­ ... (Area Pacific D ____ _ _ ___ ___,�� to=--�---(dates at tended) Last grade of schooling completed Have you attended any SHLSS Upgrading Courses: D Yes No D _____ No D (if yes, fill in below) _ _________�-�------ Do you hold a letter of completion for Lifeboat: O Yes ________ No 0 (if yes, fill in below) ___ Date Available for Training ____ __ Port Presently Registered In _________ ________ _ _______ _ Trainee Program: From COde) Oepartment _______ Are you a graduate of the SHLSS Trainee Program: D Yes Course(s)Taken --�----....�--­ ...- Lakes Member D Inland Waters Member D Deep Sea Member D Social Security# Date of Birth ------ - -------- Firefighting: 0 Yes No D CPR: D Yes No D --------=--�- Primary Language Spoken -----I Am interested in the Following Course(s)Checked Below or Indicated Here if Not Listed -----ENGINE D Tankerman D AB/Seallft Special D AB/Seallft Limited D Cook & Baker D Chief Cook D QMED-Any Rating D Marine Electronics D AB/Seallft Unllmlted (Variable Speed D Towboat Operator Inland D Towboat Operator Not More Than 200 Miies D Towboat Operator (Over 200 Miies) D Celestlal Navigation D Master Inspected Towing Vessel D Mate Inspected Towing Vessel D D D D D STEWARD D FOWT 1st Class Piiot Third Mate Celestlal Navigation Third Mate Radar Observer Unllmlted Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. DC Drive) D Marine Electrical Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance & Operations D Dlesel Engine Technology D Chief Steward D Towboat Inland Cook ALL DEPARTMENTS D Welding D Lifeboatmen D Seallft Operations & Maintenance D Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected ADULT EDUCATION DEPARTMENT Motor Vessel D Ttllrd Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor D Refrigerated Containers Advanced Maintenance D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DYS) D English as a Second Language (ESL) D Hydraulics D Electro-Hydraulic Systems D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree D Nautlcal Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE Rev. 12186 RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 ______ ______ �---__ ---------- . .............................................................................................................. ...�::::---...... :; -..., 34 / LOG I March 1987 �Safeguard Your Shipping Righ� O T 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. DUES • 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 respon­ sibility 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. KNOW YOUR RIGHTS KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU CONSTITUTIONAL RIGHT S AND OBLIGA­ Atlantic. Gulf. Lakes and Inland Waters District makes TIONS. Copies of the SIU constitution are available in specific provision for safeguarding the membership's all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three tents. Any time you feel any member or officer is attempt- months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly ·finance committee by any methods such as dealing with charges. trials. etc., of rank and file members, elected by the membership, as well as all other details, then the member so affected makes examination each quarter of the finances of the should immediately notify headquarters. Union and reports fully their findings and recommenda­ EQUAL RIGHTS. All members are guaranteed equal tions. Members of this committee may make dissenting rights in employment and as members of the SIU. These reports, specific recommendations and separate findings. rights are clearly set forth in the SIU constitution and in TRUST FUNDS. All trust funds of the SIU Atlantic, the contracts which the Union has negotiated with the Gulf. Lakes and tnland Waters District are administered employers. Consequently. no member may he discrimi­ nated against because of race, creed, color. sex and na­ in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees tional or geographic origin. If apy member feels that he is in charge of these funds shall equally consist of Union denied the equal rights to which he is entitled. he should and management representatives and their alternates. All notify Union headquarters. expenditures and disbursements of trust funds are made SEAFARERS POLITICAL ACTIVITY DONATION only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ patrolman or other Union official. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. ity are protected excJusively by the contracts between the EDITORIAL POLICY - THE LOG. The Log has Union and the employers. Get to know your shipping traditionally refrained from publishing any article serving rights. Copies of these contracts are posted and available in all Union halfs. 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 political purposes of any individual in the Union. officer or member. It has als� refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed the Seafarers Appeals Board by certified mail, return re­ by membership action at the September. 1960. meetings ceipt requested. The proper address for this is: in all constitutional ports. The responsibility for Log Angus "Red" Campbell policy is vested in an editorial hoard which consists of Chairman, Seafarers Appeals Board the Executive Board of the Union. The Executive Board 5201 Auth Way and Britannia Way may delegate. from among its ranks. one individual to 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 avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obi igations, such as fit ing for OT on the proper sheets and in the proper manner. If, at any time. any SIU � ing to deprive you of any constitutional right or obligation carry out this responsibility. PAYMENT OF MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts lo require any such payment he 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 heen required to make such payment. this should immediately be reported to Union headquarters. -SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing. but not limited to. furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. job discrimination, financial reprisal. or threat of such c9nduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Sup- ._. port SPAD to protect and further your economic, poli­ tical and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of �to Union �or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, retum receipt requested. The add� is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. March 1987 I LOG I 35 • �j I I � Pepper Seeks Health Care Plan for America's Elderly Rep. Claude Pepper (D-Fla.) is one of the champions of protection of Amer­ ica's elderly. Following is a letter he wrote to SIU President Frank Drozak and Pepper's proposal for catastrophic health care insurance. Dear Frank, • Your assistance in a matter of great importance to our nation's 31 million older Americans would be greatly ap­ preciated. I am pleased to submit for the con­ sideration of your readership my views on the need for a comprehensive re­ sponse to the catastrophic health care needs of our older Americans. While the president's recent recognition of the need for catastrophic health care coverage for older Americans is cer­ tainly welcome, the proposal he en­ dorsed to accomplish this objective falls far short of providing any mean­ ingful hedge against the bankrupting costs of health care most commonly encountered by older Americans. I believe we have an opportunity to provide for a meaningful, comprehen­ sive health care program for the el­ derly this Congress. I intend to do all that I can to see to it that such a plan gets enacted. I have attached, for your review, a letter which I hope you will be able to share with the readership of your distinguished organization. You know I look forward to working closely with you on this most impor­ tant matter. With warm regards, Always sincerely, Claude Pepper Member of Congress Dear Friends: You are no doubt aware that the president's recent announcement to support a catastrophic health insur­ ance proposal was greeted with great enthusiasm in the Congress. The coun­ try now recognizes the need to address the catastrophic health care needs of older Americans. While I am pleased that the presi­ dent agrees that we must assist our elderly against the bankrupting costs of a catastrophic illness, I am shocked that he would knowingly or unknow­ ingly lead the American people to believe that the plan he endorsed would ''free the elderly from the fear of catastrophic illness'' and provide ''that last full measure of security." That claim is simply not true. In essence, the president's plan sim­ ply covers long hospital stays-which less than l percent of the entire Med­ icare population currently requires. In -. exchange for a $4.92 monthly pre­ mium, Medicare would cover an un­ limited number of days of hospital care, with each Medicare beneficiary paying no more than $2,000 each year in coinsurance and deductibles. Sim... ply put, his plan would help only 3 percent of the total Medicare popula- 36 I LOG I March 1987 - tion. The president's plan would not cover Alzheimer's-which afflicts over 3,000,000 Americans; it would not as­ sist over 500,000 Parkinson victims; his plan would not cover long-term care in a nursing home or in the home; it offers no help to seniors in buying prescription drugs, which cost them about $10 billion annually; it will not cover hearing aids which cost an av­ erage of $500 per person a year; his plan would not cover dental care, eye care, routine physical exams or foot care. The president's plan would not help the 83-year-old gentleman from Maine who wrote me stating: . . . here I sit the loneliest man that ever lived. I have admitted my wife, of 55 years, to a nursing home. She has Alzheimer's and I am caught between a rock and a hard place. I can no longer pro­ vide the round the clock she re­ quires and I will soon be unable to pay the costs of the care she now receives which exhausted our $160,000 in life savings. This represents just one of the 700,000 older individuals in America who will be forced into poverty this year due to the catastrophic costs of the health care they need. They would not be helped by the president's plan. Any serious catastrophic health care proposal should cover not only long stays in a hospital but long stays in the home or in a nursing home as well. It should cover illnesses like cancer, Alzheimer's, Parkinson's, Hunting­ ton's, heart disease, and the like, that do not require hospitalization and which are - largely unprotected by insurance­ either private or public. I have introduced legislation, H.R. 65, ''The Catastrophic Health Insur­ ance Act of 1987,'' which would in fact provide older Americans with cat­ astrophic and comprehensive cover­ age they are hoping for. H.R. 65 pro­ vides coverage for long or short stays in a hospital, in the home or in a nursing home. It would cover many items currently uncovered by Medi­ care or private insurance, including dental care, eye care, hearing care, prescription drugs, foot care, physical exams and the like. H.R. 65 would not involve the in­ vestment of new federal expenditures. Rather, it would involve a more sen­ sible and efficient management of our health care dollar. This comprehen­ sive package of benefits would be financed, in part, by the amount Med­ icare pays now for services under Parts A and B of the program, and in part, by the amount Medicare benefi­ ciaries currently pay for participation in Part B of the Medicare program ($17.90 a month) and the amount they spend per month on medigap insur­ ance (about $50 a month). In no case would any senior citizen pay more than l 0 percent of their income on health care premiums in a given year. While H.R. 65 would permit Ameri­ cans to go to any doctor they desired, quality of care and accessibility of services would be required under my bill. Rep. Claude Pepper In short, H.R. 65 is a comprehensive and catastrophic health care plan for older Americans. It is a meaningful, affordable and lasting response to the health care crisis we now face. I hope you will lend your support to this bill which will mean so much to so many. I urge you to let your congressman know of your desire for cemprehen­ sive medical care. It would be a trag­ edy to accept less, at a time when the nation is ready to do so much more. AFL-CIO Highlights Many Health Issues At its Executive Council meeting last month, the AFL-CIO addressed a number of important health care issues which affect American workers. Following are the council's reports. Health Care Committee John J. Sweeney, Chairman During the past year, the committee sponsored a national health care te­ leconference, several important train­ ing sessions at the Meany Center for health care negotiators and released its two-part video on bargaining for health care benefits. The situation was equally active on Capitol Hill. The AFL-CIO was very much involved in the budget fight, legislation to improve access to care and efforts to improve quality of care. Calvin Johnson of the AFL-CIO legislative department brought the committe up-to-date on Congress' cur­ rent health care agenda. He thought that the catastrophic health insurance proposal championed by the secretary of Health and Human Services was on a ''fast track'' and there was sig­ nificant support building for legislation requiring employers to offer health insurance coverage to individuals as a condition of employment. He also in­ dicated that he expects Congress to pass legislati on improving the quality of care in our nation's nursing homes. The committee had a comprehen­ sive discussion about federally man­ dated health care benefits, recom­ mended that a draft statement on health care coverage be adopted by the Coun­ cil. The committee has invited leaders in the health care field to address a number of its meetings. At this meet­ ing Carol McCarthy, the newly elected president of the American Hospital Association (AHA), made a detailed presentation about the future of Amer­ ican hospitals, their priorities and how health care facilities are strategically planning to position themselves in a health care market that increasingly depends less on institution-based care. Dr. McCarthy also indicated that the AHA shares organized labor's con­ cern about access to and quality of care, and she expressed an interest in working in coalitions, whenever pos­ sible with the Federation. The committee heard staff reports on the Reagan administration's budget proposals and the latest available data on rising health care costs. There was also a report and discussion about proposed regulations issued by the administration to eliminate the re­ quirement, which has been in exist­ ence for over 10 years, that employees (Continued on Page 37.) �(Continued from Page 36.) ditional plans that organized labor worked so hard to achieve. offering health care coverage pay HMOs an amount equal to what they pay for fee-for-service plans. The com­ mittee had a consensus that, if adopted, this regulation would jeopardize the dual choice between HMOs and tra- The members of the committee are: John J. Sweeney, Chairman Morton Bahr Lenore Miller Henry Nicholas Owen Bieber Murray H. Finley Albert Shanker John T. Joyce Lynn R. Williams William Wynn Gerald McEntee Health Care Coverage While the United States leads the of financing care for the workiqg un­ world in high-technology medical care, insured to fall disproportionately on too many Americans lack access to companies which provide protection. even the most basic health care serv­ ices. Currently, 16 percent of our pop­ ulation, or 37 million people, are un­ We call upon Congress to: • Require employers, as a condition insured, a 40 percent increase since of doing business, to assure a mini­ 1980. Another 50 million have inade­ mum package of specified health care quate health insurance protection. benefits to all workers and their de­ Workers and their families consti­ pendents, including part-time and laid­ tute three-quarters of those without off workers. Employers could meet coverage and a substantial number of the statutory requirements by assuring the underinsured. Many employers health care benefit packages generally make matters worse by cutting health equivalent to the standards specified benefits, offering inadequate coverage in the legislation. or refusing to provide any health ben­ • wage employees to assure their health to offer health care protection forces care protection. postpone seeking care until their long­ term health or even their lives are in jeopardy. Most uninsured enter the health care system only through the doors of hos­ • In an attempt to protect the 8 million workers represented by 43 National Unions affiliated with the AFL-CIO Maritime Trades Depart­ ment, the participants at the recent Executive Board Meeting adopted the following resolution: "The United States suffers from a health care crisis. Substandard services and facilities, unaffordable costs, and government indifference have com­ bined to deprive millions of Americans of adequate medical care." * Limit the maximum out-of-pocket * * We are often told about the millions of jobs the Reagan administration has created. Statistics show that those millions of jobs are in the $7 ,000 per year salary range. At that level, who can afford health insurance? The government's handling of the health care crisis has been to pass the burden on to other segments of the economy-the workers. These costs come down to us in higher charges across the board every time we receive health treatment. The trustees of the Seafarers Welfare Plan have been investigating methods of coping with the added burdens, insuring the continued quality health care under the rules, and safeguarding the Plan's funds. The LOG will publish any and all changes to the Plan. In addition, you will be receiving a letter in the next month from the trustees explaining any changes. Nursing Home Care Provide financial assistance to low­ efits. The refusal of some employers many workers and their families to WELFARE REPORT Trade unionists, senior citizens and The AFL-CIO supports the findings consumer advocates have tried for 30 of the IOM report but believes that employee cost for the basic package. years to improve the quality of care several key areas require further study. Preempt state laws governing in­ in nursing homes and assure that nurs­ Because public and some private nurs­ sured plans. ing home residents are treated with ing homes care for a disproportionate Require states to establish insur­ ance pools through which employers the dignity and respect they deserve. number of Medicare and other low­ Since the late 1960s, numerous in­ income patients, and since public pro­ • • pital emergency rooms. In the past, that desire to do so could purchase vestigations have revealed that large grams do not adequately compensate hospitals passed on the cost of their the federally mandated benefits at an numbers of marginal or substandard facilities for the cost of caring for these treatment by increasing charges paid by cm I health benefit plans. Re­ affordable cost. . Require states to establish a sep­ nursing homes continue to be certified individuals, evidence is mounting that by the federal and �tate governments. nursing home operators are reducing cently, �ospitals have been less willing arate pool so that those who, as a A recent report issued by the Institute staff and services to dangerously low • to shift these costs because of their result of existing medical conditions of Medicine (IOM) of the National levels and/or refusing to admit Med­ desire to be more competitive by of­ or prior health care histories, have Academy of Sciences found care in icaid patients altogether. fering discounts to large health care been unable to purchase insurance many government-certified homes to The AFL-CIO therefore believes that purchasers. This has reduced the num­ protection can obtain affordable cov­ be "shockingly deficient" and "likely an adjustment in payments to nursing ber of plans that absorb the cost of erage. to hasten the deterioration of physical, homes serving a disproportionate share uncompensated care, making it harder • Allow unions in collective bar­ for hospitals to pay for care of the gaining to improve upon the minimum uninsured. federal requirements. mental and emotional health . . . '' We call on Congress to provide for of low-income patients, as is provided to hospitals under the Medicare pro­ uniform federal standards to assess gram, is an essential step towards the quality of care provided in nursing maintaining the delivery of quality that the most effective way of reducing homes, improve enforcement and pro­ services. of millions of workers and their fam­ health care costs, improving access tect the rights of elderly citizens. Cur­ ilies. This practice has established an and assuring quality would be for Con­ rent federal regulations do not require economican in gress to enact a national health care an assessment of the actual quality of The failure of employers to provide The AFL-CIO continues to believe health insurance endangers the health inefficient system In addition, we call on Congress to: • Make residents' rights part of the which the last and only resort of the system. In the meantime, we will work care, nor do they allow public officials conditions for participation of nursing uninsured is to be treated in a hospi­ for legislation that will assure access to force compliance through interim homes in Medicaid. tal-the most expensive health care to basic health care services for work­ sanctions. setting-and it has allowed the burden ing Americans and their families. • In 1982, in response to administra­ tion attempts to dismantle all protec­ tion for nursing home residents, Con­ Catastrophic Health Care gress requested a comprehensive study such as preventive care and prescrip­ ment of Medicare, there is a national tion drugs. The Reagan administration consensus that the elderly and dis­ is proposing a plan that is limited to abled need protection against the pros­ catastrophic coverage. The AFL-CIO pect of financial ruin associated with strongly supports the congressional catastrophic illness. initiatives. We are concerned, how­ co-insur­ ever, that the current congressional ance, gaps in covered services and review does not include long-term care. charges in the practice of medicine are Since one in five persons over 65 Rising deductibles and forcing senior citizens to pay more requires nursing home care, the lack out-of-pocket as a percent of income of protection for long-term and chronic than they did prior to Medicare's en­ care is a major gap in Medicare cov­ actment. For people with catastrophic erage. illness, the out-of-pocket burden is Protection against catastrophic ill­ even heavier. Once they experience a ness and provision of some other serv­ serious illness, beneficiaries quickly ices are a needed and an important exhaust Medicare benefits. • Improve nursing home staffing and training. • Improve surveying and inspecting of nursing homes. by the IOM. The IOM report made specific sug­ gestions designed to guarantee resi­ More than 20 years after the enact­ Prohibit discriminatory practices against Medicaid beneficiaries. • Provide new enforcement tools, including interim sanctions, civil pen­ uents' rights, assess quality and ap­ alties and strict time limits for com­ propriateness of pliance, and more severe penalties for care provided to patients, target for sanctions facilities with poor records, prohibit discrimi­ nation against Medicaid patients, and repeat offenders. • Require the Department of Health and Human Services to develop a emphasized the importance of ade­ uniform assessment system covering quately trained staff. all nursing homes and their patients. first step. We will continue to work to Congress is examining proposals to expand Medicare to include all nec­ improve Medicare by protecting ben­ essary health care services, including eficiaries against catastrophic expend­ long-term care provided at home, in itures for acute care and by providing community-based treatment centers coverage for other essential services, and in nursing homes. fROHTIASH POUTICS. SOCIAL ISSUES. Tt£ LABOR MOVelENT. March 1987 /.LOG / 37 - �Seafarer Training Pays Off for Craneship Crews Grand Canyon State Gives Job Security a Utt Here (above) is part of the crew which is helping the craneship Grand Canyon State fulfill its mis.sion for the military. The crew includes AB Ernest Duhon, QMED John Presley, The Grand Canyon State (above and below) was docked recently at the Dillingham Shipyard at Swan Island in Portland, Ore. where these pictures were taken. OL Hilman Hutchinson, QMED Eugene Stang, AB Wayne Darling, AB John McMurtary and AB John Caswell. Pictured below is one of the ship's cranes. Washington Report (Continued from Page 13.) sion in 1985 to answer questions about this country had an adequate manpower the Pentagon has woken up to the fact the ability of the merchant fleet to base and sealift capability. that the security interests of the United meet this nation's defense needs dur­ States are being compromised because ing times of national emergency. Title XI Cargo Preference Another battle is brewing over the American Shipbuilding of Tampa, government's interpretation of the Military Cargo Preference Act of 1904. we don't have a viable domestic com­ The panel, whose members were puter-chip industry. Yet the same thing appointed by the president, has two holds for maritime.'' plication Maritime •'Although little information has been years to study the industry and pro­ Administration for the financing of two made public," said Pecquex, "the U.S. Commission on Merchant Marine The Commission on the Merchant Marine and Defense has been listening duce four reports. Two of the reports, one due this December and another Fla. has recently filed a Title XI ap­ with the U.S. 800 passenger cruise ships. Department of Justice to interpret cer­ due in December 1988, are to contain is trying to eliminate the Title XI tain provisions of the 1904 Act in a recommendations. program, Marad has said that as long manner contrary to the interests of the as the law is on the books, they will U.S.-ftag industry. Denton said it was his belief that to testimony from industry represen­ Reagan's present view of the maritime process and review any applications. tatives on the steps that must be taken industry was that the chief executive The SIU is committed to retaining the in order to turn things around for the didn't want to see it decline further. Title XI program and we are working American-flag merchant marine. •'I take that to mean that this is the with the prospective owners on their bottom," he said. application," Pecquex said. "You don't have to alert us to the Navy has apparently asked the U.S. "While the Reagan administration •'The SIU will be closely following this development," said Pecquex. Just last year, the industry was in­ volved in a similar fight. The State problems,'' said J eremiah Denton, the Earlier this year, Walter Piotti, head In addition to meeting with officials Department tried to ease the cargo commission's chairman. "We know of the Military Sealift Command, said at the Maritime Administration, the preference requirements at the request the requirements don't exist to enable that something had to be done to reverse SIU has submitted letters and testi­ of the government of Iceland. A crisis the industry to meet our defense the decline of the American merchant mony to Congress pointing out the was averted when the government and marine, and that only a revitalization of benefits of the Title XI loan construc­ the industry reached a compromise on the private sector fleet could ensure that tion program. the issue. needs." Congress established the commis- 38 I LOG I March 1987 �Howard Schulman Retires as SIU Counsel Island were protected when that fa­ (Continued from Page 4.) "Many people don't understand it. cility was relocated. But an enlightened management un­ At the time of his retirement, Schul­ derstands that a workforce and man­ man and his firm were involved in agement are equally after the same cases against the Seafood Producers ultimate goals. We may differ insofar Association in as the divisions are concerned,. but against SONAT Marine, which had each depends upon the other, and there must be a degree of equity and sought to deprive captains, mates, en­ gineers and barge captains of their fairness. right to union affiliation. "Luckily, this organization has al­ ways had leaders who were able to New Bedford, and Schulman handled the complex de­ tails for many of the Union's mergers. project five, 10 years down the road. They just didn't react to events, they Through his doggedness and brilliant planned for them.'' more than 90 percent of the jurisdic­ During recent years, Schulman han­ dled the legal end of many of this tional dispute cases he handled in Union's major beefs. He filed a brief During the Vietnam War, Schul­ against the Agriculture Department for failing to apply P.L. 480 cargo pref­ man's legal efforts prevented the li­ censed unions from encroaching upon erence standards to the Blended Credit the jurisdictional rights of our mem­ hearings before the AFL-CIO. bers in the engineroom by forcing of events that led to a historic restruc­ Delta to drop its ''Apprentice Engi­ turing of the P.L. 480 program. Schulman defended seamen's rights neer" program. In the early 1970s, when the gov­ under the Service Contract Act; re­ ernment said that SPAD violated the sponded to secondary boycott charges federal election laws, Schulman de­ filed by foreign-flag fleets and inland fended the integrity of this Union's companies that were seeking to evade their contractual obligations to the political action program. All charges against the Union were dropped. Union, and monitored the actions of the Coast Guard, which establishes Schulman alluded to this case during the 1971 SIUNA Convention, and its regulations for the rocurement and maintenance o seamen's payJeTS . implications for the members. No matter what you win by ne­ For 2 0 years Schulman successfully gotiations or on the bricks, and no fought back attempts by the Depart­ matter how long it took to accomplish and how expensive, it can all be taken fare to close down branches of the Public Health hospital system (the away from you overnight by those in the legislative, executive and dicial hospitals remained opened until 1981 branches of government. The answer when Congress discontinued the 200year-old USPHS program). He made to me is obvious-more activity, more association, more pressing in the elec­ sure that the rights of retired seamen living in Sailor's Snug Harbor in Staten toral process. Participate in every · means possible through your Union.'' MTD Board Sets Maritime Priorities nomic and defense needs in time of war or national emergency. active merchant V6';sels and is unable Supporting the MTD's positions on to sustain any prolonged involvement national defense and trade policies was overseas, the MTD said. "It is tragic that the administration a series of related statements. These called, among other things, for action is forgetting the lessons in history for by Congress to close loopholes in the which we have paid so dear a price. Jones Act, which requires the use of Over the last half-century, all Ameri­ ca's major overseas military engage­ American-built and crewed vessels in U.S. coastal trade; domestic-content ments-World War II, and construction requirements for off­ Vietnam-have required coordination shore oil rigs and vessels, and steps of military and merchant marine ca­ to restore the domestic shipbuilding pabilities. capacity "consistent with the de­ mands of national security.'' we have ignored the crucial invest­ The board also heard reports from ment in our U.S.-flag fteet that is MTD Executive Secretary-Treasurer required to deploy our forces where needed. The cost, in terms of cargo Jean Ingrao; Legislative Director Frank preference laws, bilateral trade agree­ of the Railway & Airline Clerks on ments, tax incentives to shippers or even outright subsidies, is meager when deregulation and Sec.-Treas. William Lucy of the State, County & Municipal compared to defense outlays and would Employees on the situation in South Pecquex; Vice President Jack Otero be, therefore, highly leveraged dollars Africa. because they would ensure the exe­ cutability of the nation's forward de­ Speakers from the AFL-CIO staff included COPE Director John Perkins, fense strategy." The ultimate solution, the MTD said, Glotten, Economic Research Director lies in assuring enough cargo to sup­ Rudy Oswald and Director Bert Seid­ port the required number and types of man of the Dept. of Occupational merchant ships that would meet eco- Safety, Health & Social Security. Legislative Director introduced automation and diesel fuel into the American-flag fleet. "No one approach to business. "In China and thought he could pull it off,'' said in the Far East generally, much less Joseph DiGiorgio, "but he did." weight is placed upon legal documents and much more weight is placed upon ''The maritime industry has lost one of its brightest lights," said Marianne personal relationships and trust. Rogers, director of political action for ''Always view China as a long-term growth opportunity, not a place to the Seafarers International Union, who often worked with Wei to help secure make a quick buck." legislation favorable to the maritime Certainly Wei was capable of taking the long view of things. industry. "I have never met a kinder or more gracious human being.'' It took him eight years to put to­ Wei, a devoted family man, is sur­ gether the package that made it pos­ vived by his wife Katherine and two children, Lawrence and Andrea. sible to build the Falcon vessels that Disley Re-elected to MFOW Post Here are the general election results for the Marine Firemen's Union officials and trustees for the 1987-88 term of office as well as the SIUNA convention delegate : Henry "Whitey" Disley -President B. C. "Whitey" Shoup -Vice President Joel E. McCrum - Treasurer Robert Iwata -S. F. Business Agent #1 Robert G. "Jerry" Kimball -Seattle Port Agent Sol Ayoob -Wilmington Port Agent Marvin ''Lucky'' Honig -Honolulu Port Agent SIUNA Convention Delegates: (Continued from Page 5.) "We spend billions on defense, but (Continued from Page 14.) Robert I ala Joel E. McCrum the United States has fewer than 400 Korea and C. C. Wei Dies legal maneuvering, he was able to win Program. This set into motion a series ment of Health, Education and Wel­ C. C. Wei's Falcon Champion was the last American ship built with CDS funds. Robert "Here's a NEW TAX LAW tip" The new tax law does not affect most 1986 tax returns. If you have any questions on 1986 changes, check your tax package, or order Publication 553, "Highlights of the 1986TaxLaw Changes:• Call 1-800424-FORM (3676) or the IRS Forms number in your phone book to get a copy. Mc­ --�,,,,-- March 1987 I LOG I 39 • �I r ,, r t t I Floating Hospital Sails to Philippine Islands The U.S. Navy's first active hospital ''The operation of the Mercy is a ship in 13 years, the USNS Mercy (T­ further expansion of the fleet support AH 19), departed San Diego, Calif. on services provided by Military Sealift Friday, Feb. 27, for a four-month Command," said RADM Walter T. training and humanitarian mission to Piotti Jr., commander of the Military the republic of the Philippines. Sealift Command's fleet of 120 ships. The purpose of the deployment is to train Navy personnel in the opera­ tion and support of the ship and its 1,000 bed medical treatment facility • during extended operations in a re­ mote area. In conjunction with the training mis­ sion, and to subject the medical team to a varied assortment of illnesses and ailments requiring medical expertise for diagnosis and treatment, the ship's medical treatment facility will help meet training and care needs of the Philippine people. The medical team aboard the USNS Mercy during this deployment will in­ clude civilian and military personnel, both U.S. and Filipino. This deployment will constitute the shakedown cruise for the Mercy, a The Mercy is scheduled to return to the United States in June and will be berthed at Oakland, Calif. in a reduced M�E:Rc:v The Mercy is one of two identical hospital ships being converted for the Navy. A second ship, the USNS Com­ fort, will be christened in May. These ships will provide the Navy with med­ ical resources it has lacked since the 1974 decommissioning of the two hos­ pital ships used during the Vietnam War. The Navy had 15 hospital ships on active duty during World War II. Each ship will have an 80-bed in. tensive care unit, 20-bed recovery ward, 280-bed intermediate care ward, 120bed light care ward and limited care USNS Mercy wards with a 500-bed capacity. former tanker, following its conver­ In addition to 12 operating suites, sion at the National Steel and Ship­ each ship will have laboratories, phar­ building Company in San Diego. macies, dental, radiology and optom­ The ship is scheduled to visit six � operating status. No Truth to Contact Lens Scare Story etry departments, physical therapy and ports on five Philippine islands after burn care units· and radiological serv­ its initial arrival call at Subic Bay. ices. The warning pertaining to contact lenses which appeared on page 25 of the January 1987 issue of the LOG is based on false information, according to the American Optometric Association. The two incidents cited in the LOG are based on a false report which Mercy's Masterful Master Occupational Safety and Health Administration (OSHA), the American by Bob Borden, PAO, MSCPAC these reports. By his own admission, Capt. Rich­ appropriate goggles over their eyes, whether nor not they wear glasses has surfaced periodically during the past decade. The Labor Department's Optometric Association and other professional groups have all refuted Welders or anyone exposed to a welding arc should, of course, wear or contact lenses. ard Benjamin Hosey is still amused at the irony of his situation. "I often spent weeks learning about their new wonder," he said recently, "what I'm ammunition ship in 1980 and prepared doing on a hospital ship after spending the vessel for a major renovation, home the old fashioned way-they five years on an ammunition vessel. Hosey was the logical choice for cap­ literally crawled through every nook It's like going from one extreme to tain. History repeated itself again when and cranny· on the massive ship and another.'' the veteran master was selected as took detailed notes of their inspec­ PCO for MSC's first hospital ship. tions. Currently the master of the USNS Mercy and formerly master of the On the eve of taking his fourth ship "I had to get to know the ship USNS Kilauea and a long line of other out of a yard and into an operational personally," says the 35-year MSC environment, Capt. Hosey admits a employee. "I didn't have any say over MSC ships, Capt. Hosey has been Capt. Richard Hosey going to sea since he turned 15 in 1943. taining his master's license in 1965, feeling of anxiety with his ship's hu­ how the ship was built or converted. That's the year he enlisted in the Navy he's been in command of almost every manitarian voyage to the Philippines. And yet, it was a ship I would be operating in the near future." and convinced skeptical military offi­ type of vessel in the MSC inventory. "I'm apprehensive for one reason cials he was old enough to join the He's also continued serv�ng with the and one reason only,'' says the veteran The recipient of numerous awards, seagoing service. He mustered out of Naval reserve. Today, he holds the skipper. ''The trip to the Philippines honors and letters of appreciation dur­ the Navy three years later as a third rank of captain, USNR-R. wasn't originally programmed into the ing his lengthy maritime career, Capt. class signalman and returned to his Capt. Hosey's experience in taking long range plans of the ship. Given Hosey expects the Mercy to be the home in Hattiesburg, Miss. to attend ships out of shipyards and into the the new time frame, some things will last ship he commands before he re­ college. But a few years later, he was fleet was a factor in the decision to have to be deferred that would have tires sometime next year. He's still back in uniform, serving with the Navy name him prospective commanding been taken care of under amused at the contrast between the as a second class quartermaster sig­ officer (PCO) of the USNS Mercy. He events." nalman aboard LSTs, destroyers and was a young mate aboard a freighter with the staff of Commander De­ in 1958 that was converted to a track­ stroyer Squadron Fifteen. Hosey left active duty in 1952 and normal last two ships he's served aboard. When he first reported to the ship last summer, the Mercy was still "I'm going from an ammunition en­ vironment to one where the sole pur­ ing ship. Hosey spent 18 months in undergoing conversion work at San pose of the vessel is to save lives," Scotland in the late 1960s during the Diego's National Steel and Shipbuild­ he said during a recent interview, re­ joined MSTS. He worked aboard troop construction USNS ing Company. Working out of a small flecting on his past two assignments. transports for a few years as an able Chauvenet and brought the ship back mobile trailer shared by MSC con­ For now, Capt. Hosey is the only seaman/quartermaster ac­ to the United States for her shakedown struction representatives, Hosey and experienced master in the fleet who quired his license in 1956. Since ob- cruise. When MSC acquired its first a few of his prospective crewmembers can ponder the contradiction. 40 I LOG I March 1987 until he phase of the �MSCPAC Generous to Charity Employees of the Military Sealift tune ($1,778), and the USNS Sioux Command, Pacific -both afloat and ($1,693). The Sioux was recognized ashore-contributed generously to the by the CFC at an awards reception in 1986 Combined January when the ship received a first Federal Campaign (CPR), raising more than $31,000 over place plaque, military sector, for her a two-month period in the final months CFC contributions. Overall, fleet con­ of 1986. tributions among MSCPAC ships to­ MSCPAC's contribution helped the San Francisco Bay Area Combined talled $20,672, a whopping 36 percent increase over last year's total. Federal Campaign (the annual chari­ Ashore, staff employees gave $10,744 table fund drive for Navy, Army, Postal to the CFC, an 18 percent increase Service, Coast Guard and civilian fed­ over the 1985 total. There were 23 eral agency workers) collect $3.1 mil­ employees and military personnel who lion, an increase of $500,000over 1985. contributed the equivalent of one hour's This total breaks all previous records pay per month for an entire year, thus for the campaign. becoming "Eagle Givers." Afloat, the USNS Kilauea and the USNS Mispillion led the way among local member charities of the United Most of the CFC funds will go to MSCPAC ships by giving more than Way, the National Health Agencies, $3,000. Equally impressive was the the National Service Agencies, and a charitable dollars contributed by a few number of independent agencies that of the smaller vessels, including the do not belong to one of the charitable USNS Zeus ($1,913); the USNS Nep- umbrella groups. . MSCPAC "Smoking Lamp" The federal government's General Is Snuffed Out to be no smoking areas. Services Administration (GSA) which The MSCPAC headquarters, build­ owns or leases 6,800 buildings nation­ ing #310 at Naval Supply Center, wide has ruled that federal employees Oakland, is an old warehouse. Smok­ will be permitted to smoke only in ing, therefore, is not permitted any­ designated where inside the building for office areas. This will affect workers or mariners. 890,000 employees. - AFL-CIO President Lane Kirkland, left, meets with SIU Vice President Roy "Buck" Mercer in Florida, where Mercer was attending a meeting of the AFL-CIO Executive · Committee. MSCPAC Bull-Pen Upgraded to Lounge As the result of SIU-MSCPAC dis­ cussions, the MSCPAC marine wait­ "MSCPAC Bull Pen" to "MSCPAC Mariners Lounge.'' Old rules required special sections The GSA rules do not affect more ing area-more commonly known as Management has requested that per­ for non-smokers. Everywhere else, than 2 million federal workers, includ­ the "Bull Pen"-has been cleaned up sonnel who use the lounge area keep .the emhe ing members of Congress and their and painted by volunteer unlicensed their feet on the floors (where they aiaes, postal workers, the Supreme personnel. Com­ belong) and not on the furniture (where percent of employees who do not Court, the Smithsonian and employees mand has purchased new furniture they do not belong). This will enable smoke. Offices, around the country in buildings not which is in place in the area for the the lounge to remain in a more pre­ run by the GSA. comfort of the mariners while they sentable condition for an extended await an assignment. Management is period of time. .. .. ..... .....·.. .... · . asis has shifted in favor o corridors, meeting rooms and public areas are presumed a Additionally, to c ange the the name Aboard the USNS Navasota are Jim T. George, electrician; Nickel Eco, wiper; Charlie Webb, supply, and Samuel Stone, engine utility. This is the Golden Safety Poster Award winning poster designed by Jack Reich, head of MSCPAC's safety branch, and Steve McKnight, an MSCPAC illustrator (see story in December 1986 LOG). The Golden Safety Poster Award is given to the poster that best promotes safety in the marine industry. The National Safety Council will reproduce this The USNS Navasota (T-AO design and provide it to Council members nationwide. the U.S. Navy in the Southeast Asia area. 146) is an MSCPAC Underway Replenishment Oiler serving March 1987 /LOG/ 41 �r n t r Al Drugs ~� � I Addicts don't have friends. Because a friend would 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 here an alcoholic o Helping a fello Seafarer problem is just as easy-and drug us ho has an a us s steering a blind man is take that Seafare as important-as . All you have to do by he arm a Union's Addictions R bilitat is headed. C him �------- -------- ------ -- ------- -� 1 a alley Lee re and counseling he needs. battle he is back ix-wi... k program a th Addi .. lions ha I my medical and counseling that th 1 l ,,. b kep any Once he's there an S brother SIU member Center s the Md. and drug-fre A d·ct· . .... . ......... ame ho a a h a life odre s . . . The road· a B 1 II a . I .... .. .. Boo o .............. . .. . s .. ... ... . t t . . ... ... .. .... · or LI. ( - I I I I I : I '-·-- ------------------- --- - --- 42 I LOG I March 1987 Zi t I I I ______ ..J �··············································································� SEAFARERS TRAINING & RECREATION CENTER Reservation Information Name: Your Holiday at the SHLSS Vacation Center: What It Will Cost ���--����­ S.S.# Address: _________ __ ________ The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday in Southern Maryland at your home Telephone# away from home. Number in Party ROOM RATES: Date of Arrival: 1st Choice Member Spouse 2nd Choice Children $30.00 per day $5.00 per day $5.00 per day 3rd Choice {Stay is limited to 2 weeks) Member MEALS: Spouse Date of Departure Children Send to: Seafarers Training & Recreation Center Piney Point, Md. 20674 (Phone: 301 ·994·001 O) $8.50 per day $4.00 per day $4.00 per day NOTE: No lodging or meal charge for children under age 12. So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks. •..•........•.......•.....•••....••.•...........•••..•.••......•.....•••.....•. An Open Letter to All Seafarers: SIU Updates Rehabilitation Program to Meet Growing Nationwide Crisis of Alcohol and Drug Addiction rimary disease that Alcolt"lll�mMl!Tl!11ft'tellr 9l!Wlll-...., ia a e cannot be cured but can be treated. The Seafarers Internatto I Union will make every effort to remove the stigma associated with chemical dependency. � · The SIU will also intensify its .efforts to eliminate chemical dependency within its membership and see that appropriate assistance, treatment and after-care are available to each eligible member. The Seafarers Alcoholic Rehabilitation Center has proven to be very successful. It is giving many of our members a new chance to regain their families, health and lives. Since the Center was established in 1976, we have witnessed many changes in both American society and industry. One of the changes I am particularly concerned about is the widespread acceptance, use and abuse of drugs other than alco­ hol. The resulw of the drug epidemic sweeping this country are being felt by the maritime industry and by the SID membership. Being very concerned about the drug problems as well as the alcohol problems of our membership, your Union has recently revised the alcoholic rehabilitation program to address the is­ sues and problems of chemical dependency. This new program, the Seafarers Addictions Rehabilitation Center, will maintain our tradition of seafarers helping seafarers. Only with each SID member's cooperation and support can this new addiction rehabilitation program be a success. It is up to each one of us to encourage our brothers and sisters to seek help and then to encourage them along the road of recovery. All members need to be familiar with this program if we are to be successful in our goal of eliminating the tragedy of addiction f!'om the sm. Fraternally, Frank Drozak President Kenny Personals �r � � Kenneth Thigpen Please contact Lee E. Wilder, Attorney at Law, Breit, Rutter & Ursel Barber Montagna, 720 Atlantic National Please call Louise for an urgent Bank Building, 415 St. Paul's Blvd., Norfolk, Va. 23510; tel. (804) 6225000. message. BOOZE AND DRIJG� h'AVE YOU t� � or 0 t>OWNP HELP 15' AVAILABLE CONTACT Y()UR PORTAGENT, OR 5.1.IJ ORUG AND Al.COHO/. P!;OGRAM. WEY,00/NTNO. March 1987 I LOG I 43 ..,. �I I i ii i ]ii e�Wlf1mli� ���Iliiiiiiiiiiiiiiiiii�<��-t-� -'� �>;iiiiiii i ii i ii i ii i ii i ii ���===========ii;-,���i'=====�fil)���� ���M���� f Deep Sea OM/ Champion. Seafarer Battle was the Delta Steamship Line. Brother Naval Shipyard. Seafarer Zajechouski buried at Roosevelt Memorial Park in Stem was buried at Gallilee Baptist was buried at Olive Branch Cemetery Cemetery in Louisiana. He is survived in Portsmouth, Va. He is survived by by his widow, Juliet. his wife, Martha. Gardena, t Pensioner Adel­ Calif. Surviving are his widow, Ada and two grandsons. bert Arnold, 76, died Feb. 23. Brother Ar­ Pensioner George Pensioner Sovan­ nold joined the SIU M. Prekas died Feb. 23. Brother Prekas dus �ms, 69, died joined the SIU in the ment. Seafarer Ar­ 1968. He sailed in Brother nold first sailed on the in 1944. He sailed in the I ,. depart­ the SS Edward W. Scripps. He went on pension in 1963. Arnold is survived by his widow, Bon­ nie. ! I deck of injuries sustained from a fall. Brother Feb. 23. He joined 70, died Feb. 9 at 1961. home in San Fran­ SIU in cisco. Born in Bos­ ton, Mass., Brother ment, most recently Thompson joined the Pitts- SUP in 1950 and the (Sea-Land SIU-merged Marine Service). He went on pension in 1981. Cooks and Stewards Union in 1958. burgh .._ the a He retired in 1969, last sailing on the daughter and son. He was buried in President Roosevelt (APL). Seafarer Prekas is survived by Pensioner John Zajechouski, 76, died Santorini, Greece. Battle joined the SIU in 1951. He • John Thompson, depart­ aboard Seafarer Winston E. Battle, 63, died Feb. 14 engine Pensioner Joseph sailed in the steward department, most Alfred Stern died Dec. 7, 1986. He recently as steward/baker aboard the joined the SIU in 1982 and sailed with Thompson also served in the U.S. Jan. 14. He joined the SIU in 1964, Navy dumg World War II. Services last sailing on the Transindiana. Brother were held Feb. 13 at the Most Holy Zajechouski retired in 1964. He worked Redeemer Church in San Francisco, as a chipper and caulker at the Norfolk and his ashes were scattered at sea from an APL vessel. Surviving are his daughter, Joan and son, John of New York; a sister, Mae Hicks of Brooklyn, N.Y., and a brother, Tom of Inver­ ness, Fla. Great Lakes Pensioner Leslie D. Buruse, 68, died Jan. 7. He joined the SIU in 1953, sailing in the engine � .�rtment. He retired in 1980. Brother Buruse last sailed You're always a winner when its American Made with the Union Label -�21 UNION LABEL AND SERVICE TRADES DEPARTMENT, AFL-CIO on M/V McKee Sons (Amer­ sand Steamship Co.). He is survived y a son and daughter. Are You Missing Important Mail? ...,, The following SIU members have retired on pension: DEEP SEA Baltimore Edward L. Atkins Eugene W. Graves Charles E. Shaw Duluth William E. LaShare Houston Paul R. Rogers Jacksonville Jose Destacamento We want to make sure that you receive your If you are getting more than one copy of the copy of the LOG each month and other important LOG delivered to you, if you have changed your mail such as W-2 Forms, Union Mail and Welfare address, or if your name or address is misprinted Bulletins. To accomplish this, please use the or incomplete, please fill in the special address address form on this page to update your home 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 ------------------ ---------------------------------------- HOME ADDRESS PLEASE PRINT Date: ___ _______ Andrew Lesnansky George W. Luke Social Security No. James 0. Thompson New Orleans Nathan J. Benenate Marion H. Simoneaux Jr. PhgneNo. ( Your Full Name ) Area Code New York Paul Pallas Roland A. St. Marie Apt. or Box# Street City St. Louis Francis Sperry San Francisco Joseph M. English Ernest C. Kunickas Book Number D SIU D UIW UIW Place of Employment ZIP State D Pensioner Other ------ ------- Waymond R. Lee William B. Millet Santurce This will be my permanent address for all official Union mailings. This address should remain In the Union file unless otherwise changed by me personally. Jose Ross Wilmington Lorn L. Abbott 441 LOG I March 1987 (S�ned) --------� -----------------------------------------------------------� �AMBASSADOR (ccn. February 1Chairman Carlos Spina, Secretary Paul G. Lighten.Everything is running smoothly in all departments with no disputed OT re­ ported. The chairman noted that payoff will be on arrival in Port Evergldes, Fla. this trip. Crewmembers were encouraged to attend upgrading courses at Piney Point. The new Navy vessels require many dif­ ferent skills, and members can keep up­ to-date at the SHLSS. The steward de­ partment was given a vote of thanks for the fine cookouts. AMERICAN CORMORANT (Pacific Gulf Marine), February· 3-Chairman Charles Davis, Secretary Susanne Cake, Educational Director/Engine Delegate An­ thony Adamaitis, Deck Delegate Peter S. Platania, Steward Delegate William Sim­ mons, Treasurer John Bass. No disputed OT reported aboard the American Cor­ morant in Diego Garcia. There is $60 in the ship's fund. Last month a written peti­ tion was sent to Pacific Gulf Marine and SIU headquarters for a recertified bosun due to some problems with the present steward. Since that letter was sent, a vote was held (7 to 2) in favor of keeping the steward whose performance has improved. Members were asked to show some con­ sideration for their fellow crewmates by not playing loud music or slamming doors.And the radio officer is going through the an­ tenna system to try and improve the TV's reception. AMERICAN HERITAGE (Apex Mar° · Donald D. leming, Secretary am . cational Director W. Callahan. Some dis­ puted OT was reported in the deck de­ partment as were a few beefs concerning working_ men on watch and unsafe .condi­ tions on deck. This trtp, apparently, was not a particularly good one for the American Heritage. They ran low on just about every­ thing: groceries, clean linen, soap, washing powder. Sixty days stores were put aboard for the crew, but as many as eight shore­ side work-gang members were aboa,d at one time. Jo LDf them for 29 days. This should be looked into by the boarding patrolman. One minute of silence was stood in memory of our departed brothers and sisters. Next port: New York. , CAPE HORN (Barber Lines), February 8-Chairman Nick Kratsas, Secretary Ver­ non Ferguson, Deck Delegate Peter Coix, Engine Delegate George Harrison, Stew­ ard Delegate Michael H. Bonsignore. No beefs or disputed OT� The engine depart­ ment sailed one oiler short but expected to pick up a new oiler upon arrival in Pearl Harbor. The deck department also reported that they lost one AB due to an injury.The steward department, which said it was "doing the thing we know best: feeding the crew and its officers," was given a vote of thanks for a job well done. And in closing the meeting, the chairman stressed the importance of taking advantage of the upgrading courses at Piney Point. CONSTITUTION (American Hawaii Cruises), January 27--Chairman Jim El­ lette, Secretary Roy Aldanese. No disputed OT reported. This was the first meeting of the new year, and a number of problems were brought up. The main one is that the female quarters are overcrowded and need to be expanded. There is also some bang­ ing in the forward engine room which can be heard in some of the cabins. The chief engineer has been informed and will try to resolve the situation. Copies of the current contract were distributed to sub-depart­ ment delegates.They were asked to study them so that they could then represent their departments if any infractions were noted. A safety committee meeting will be held and safety hazards discussed. If any­ one knows of any issues for the safety committee, they should make the bosun aware of them. 1st LT. BALDOMERO LOPEZ (AM­ SEA), February 11--Chairman Robert Johnson, Secretary K. White, Educational Director McKinney, Deck Delegate James L. Blanchard, Engine Delegate Charles Smith. No beefs or disputed OT reported. There is $30 in the ship's fund. Bosun Johnson noted the captain's appreciation for a job well done with regard to the last military operations exercise in January, and Steward White thanked the crew for their help in keeping the ship clean. There was an ethics meeting for all new crewmem­ bers. The ethics meeting is "an hour-long session dealing with general dynamics pol­ icies." The bosun reminded the crew not to smoke on the launch until it is a ways from the ship. The crew expressed an interest in receiving information on the status of Sea-Land and also on the new Seafarers Maritime Union. INDEPENDENCE (American Hawaii Cruses), January 29-Chairman Lothar G.G. Reck, Secretary Ario Klein, Educa­ tional Director Daniel Beeman. Everything seems to be going smoothly in the de­ partments with no disputed OT reported. There is some question, however, on whether a lock can be placed on the engine mess room to keep those out who don't belong and to keep the room clean. The recreation committee is investigating whether or not the incentive fund still exists. They have also taken measurements of the lounges for new furniture. The chairman encouraged all those members with enough sea-time to upgrade at Piney Point. He also reminded them to keep their rooms neat and tidy and help keep the mess r � rtance of contributing to SPAD to tn our "constant battle on the waterfront" was also stressed. SIU President Frank Drozak and Vice Pres­ ident George McCartney were aboard the Independence last month and held a meet­ ing with the crewmemoers to bnng them up-to-date on new issues affecting the Union. · OVERSEAS VALDEZ (Maritime Overseas), February 8--Chairman Louis W. Hachey, Secretary Ray H. Mann, Ed­ ucational Director T. Preston, Engine Del­ egate Juan J. Patino. Some disputed OT was reported in the deck department. Otherwise, all is running smoothly. One man was fired for not turning to, therefore the ship sailed one OMU short. The Over­ seas Valdez is also in need of overtime sheets for all departments-and LOGs! The vessel will discharge her cargo on or about Feb. 25. The tanks will then be cleaned and she'll go to the shipyard in Singapore for a while. The only beef brought up pertained to the crew size. There are five in the engine department, six in the deck department and three in the steward department. The steward/assistant has to make up the officers beds and set up the crew and officer messes. This practice, it was felt, is unfair, especially considering the fact that there is no provision for over­ time in the steward department. Next port: Singapore. OMI COLUMBIA (OMI), February 15Chairman Joseph R. Broadus, Secretary Chester R. Moss, Educational Director Ar­ thur G. Milne.No disputed OT.The captain said that the ship will pay off this trip. The chief cook was logged and his overtime cut off. This will be taken up with the patrolman at payoff. Otherwise, everything seems to be running smoothly aboard the OM/ Columbia. The educational director stressed the importance of contributing to SPAD, and he encouraged all eligible members to upgrade their skills at Piney Point. There are lots of movies onboard, "but never enough." The steward depart­ ment was given a vote of thanks. And thanks were also passed out to all depart­ ments for helping keep the pantry clean. One minute of silence was obseived in memory of our departed brothers and sis­ ters-and for those seamen killed recently in an explosion aboard the OM/ Yukon. PFC EUGENE A. OBREGON (Water­ man), February 15-Chairman Arthur McGinnis, Secretary James Carter Jr., Ed­ ucational Director R. Farmer, Deck Dele­ gate B.G. Hutcherson, Engine Delegate A. Carbajal, Steward Delegate Rudolph Xat­ ruch. No beefs or disputed OT reported. The chairman commended the' ship's crew for a job well done on taking staff members and stores aboard at the same time and for the successful helicopter operation. A vote of thanks was given to the steward department for a job well done. And thanks were given from the steward to the bosun and deck department for their cooperation during the trip. All Welfare Plan bills will be sent to Union headquarters. An 800 number can be used to check up on indi­ vidual claims and where they are in the process of payment. SEA·LAND VENTURE (Sea-Land), January 18-Chairman Miguel Aquirre, Secretary Ernie Hoitt, Educational Director L. Acosta, Deck Delegate R.N. Fulk, En­ gine Delegate Van Joyner, Steward Del­ egate Robert Adams. At this meeting, held at sea in the crew messhall, the chairman reported that the ship will arrive at Port Everglades, Fla. on Wednesday, Jan. 21. Everything seems to be running smoothly with no disputed OT or major beefs. The secretary urged all members to bring up any beefs they may have at the meeting so that they can be handled before payoff. The captain is looking into the subsistance beef. A Dec. 1, 1986 letter from Vice President "Red" Campbell was read per­ taining to the shipping rules as amended through Sept. 15, 1986. A copy will also be on file in the steward's office for anyone to look at. Some needed repairs were brought up including the need for a micro­ wave oven for the pantry and repair of the new crew's washing machine, dryer and VCR (which has had no audio for the past two trips). Following stops in Port Ever­ glades, Fla. and Houston, Texas, the Sea­ Land Venture will pay off in New Orleans at the end of January. STAA OF TEXAS (Seahawk Manage­ ment), February 1--Chairman Gene Pas­ chall, Secretary I. Fletcher, Educational Director P. Bishop. No disputed OT re­ ported. There is $32 in the ship's fund. Weather conditions permitting, the ship·is expected to pay off in Norfolk on Feb. 5. Some hazardous conditions have been noticed in the engine room. These will be brought to the attention of the boarding patrolman, as will a question about the supeivision of the DEU. The chairman said this has been a good crew, and reminded them of the importance of supporting the political effort of our Union (SPAD) and of taking advantage of the upgrading oppor­ tunities at Piney Point. A copy of the new shipping rules was received and is avail­ able to all members for their review. A vote of thanks was given to the steward de­ partment for a job well done. Next port: Norfolk, Va. USNS STALWART (Sea Mobility), January 24-Chairman Raymond A. Mad­ dock, Secretary C. Gambito. No disputed OT reported. The chairman explained the Union contract, benefits and procedures for payoff. The educational director talked about eligibility for SHLSS, and a request was made for training films, particularly pertaining to the steward department. The bosun noted that any items in need of repair should be put in writing and hung on the bosun's or the chief engineer's door for action. The incomplete loadout of the ship caused shortages of many items this trip. It was felt that the crew should have more input into the kinds of food ordered. A request was made for more freezer space as well as larger, reuseable coffee mugs. Another request was that meals be seived on plates with metal utensils and glasses,. rather than paper goods. And still another request made was that starting next trip, the room assignments try to be matched with watches. LNG VIRGO (ETC), January 25Chairman Thomas Hawkins, Secretary Steven R. Wagner, Deck Delegate Rob­ bynson Suy, Engine Delegate lmro Salo­ mons, Steward Delegate Michael Rug­ gerio.No disputed OT. The deck department sailed short one OS for a trip but will get a replacement upon arrival at the next port. A telex was received from ETC Japan concerning the conduct of crewmembers ashore. It was read and posted. And the chairman reiterated the need for all hands to behave themselves while aboard ship and ashore.There is $217.30 in the ship's fund. This money is used for video tapes and movie equipment. The treasurer also suggested that arrival pools be set up to increase this fund. The steward department was given a vote of thanks for the fine job they have done this voyage. Next ports: Nagoya, Japan; Arun, Indonesia, and To­ bata, Japan. Official ships minutes also were received from the following vessels: ATUNTIC SPIRIT GROTON OMI HUDSON OMI MISSOURI OMI SACRAMENTO OVERSEAS JUNEAU OVERSEAS MARILYI SAN PEDRO SEA·LAllD ENDURANCE SEA·lAND EXPLORER SEA·lAND INNOVATOR SEA·lAND LIBERATOR SEA-LAID PATRIOT SEA·lAND PIONEER SEA·lAND VOYAGER SUGAR ISLANDER USNS WYMAN � Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ..............Monday, April 6 .....................10:30a.m. New York ...............Tuesday, April 7 .....................10:30a.m. Philadelphia ..............Wednesday, April 8 ..... .............10:30a.m. Balti more ................Thursday, April 9 .. ..... .... ... . .....10:30a.m. Norfolk .................Thursday, April 9 ....................10:30a.m. Jacksonville ..............Thursday, April 9 ... ..... . .... ... ....10:30a.m. Algonac .................Friday, April IO.... ............... ..10:30a.m. . Houston .................Monday, April 13 ....................10:30a.m. New Orleans .............Tuesday, April 14 ....................103 : 0a.m. Mobile ..................Wednesday, April 15..................103 : 0a.m. San Francisco ............Thursday, April 16 ...................10:30a.m. Wil mington ..............Monday, April 20 ....................10:30a.m. Seattle ..................Friday, April 24......................10:30a.m. San Juan ................Thursday, April 9 ................. . . .10:30a.m. St. Louis ................Friday, April 17......................10:30a.m. Honolulu ................Thursday, April 16 ...................10:30a.m. Duluth ..................Wednesday. April 15..................103 : 0 a.m. Jersey City ...............Wednesday, April 22 ..................103 : 0a.m. March 1987 I LOG I 45 .. �CL L NP -Company/Lakes -Lakes -Non Priority Directory. oi Dispatchers Report for Great Lakes FEB. 1-28, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Frank Drozak, President Joe DIGlorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Port Algonac ..................... 0 19 0 0 9 0 0 4 0 0 0 4 0 33 3 ENGINE DEPARTMENT Port Algonac ..................... 0 0 5 Ports 0 STEWARD DEPARTMENT Port Algonac ..................... 0 0 0 0 9 HEADQUARTERS ENTRY DEPARTMENT Port Algonac ..................... 0 19 0 0 0 0 0 61 4 Totals All Departments ....... . 0 51 0 0 9 0 0 120 9 5201 Auth Way 20746 (301) 899-0675 Camp Springs, Md. ALGONAC, Mich. *"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. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. Dispatchers Report for Deep Sea 1216 E. Baltimore St. 21202 (301) 327-4900 FEB. 1-28, 1987 *TOTAL REGISTERED All Groups Class C Class A Class B TOTAL SHIPPED All Groups Class A Class B Class C Port Trip Reliefs **REGISTERED ON BEACH All Groups Class C Class A Class B DECK DEPARTMENT Gloucester .... . ... . . . . . . New York ............... Philadelphia .............. Baltimore ............... Norfolk ................ . Mobile ................. New Orleans ........... .. Jacksonville . . ........ . . . San Francisco............. Wilmington .. . . . . . . . . . . . . Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .............. Totals .......... .... . . . . . 0 49 2 11 15 14 48 25 27 13 18 7 8 32 0 1 270 1 13 4 9 13 2 6 9 1 0 3 1 10 4 0 4 80 0 1 2 0 2 0 0 1 3 1 2 0 9 1 0 0 22 0 39 3 7 6 8 28 15 29 10 18 9 6 16 0 2 196 0 28 4 6 12 9 27 21 16 13 9 7 6 24 0 0 182 0 6 1 3 7 3 6 2 4 3 7 0 13 4 0 4 63 0 0 1 0 0 0 2 1 0 0 4 0 7 0 0 0 15 0 24 2 4 7 6 20 11 9 7 11 8 1 18 0 2 130 Port 0 5 0 7 8 5 5 4 4 1 6 3 10 2 0 4 64 0 1 1 0 0 1 3 0 1 0 3 0 7 1 0 0 18 0 10 1 2 0 3 4 3 7 4 2 0 8 6 0 1 51 2 99 3 10 23 20 84 51 57 36 48 28 10 78 0 3 552 3 22 5 6 11 3 8 16 11 7 8 2 17 6 0 4 129 0 1 2 1 3 0 3 3 15 3 0 0 8 2 0 0 41 0 3 0 4 0 0 1 4 2 0 4 0 8 6 0 0 32 0 66 4 11 13 9 61 4 34 23 32 13 12 45 0 3 369 2 8 0 2 6 4 10 6 0 2 2 0 0 0 2 2 6 1 2 0 7 0 0 0 24 ENGINE DEPARTMENT Gloucester ..... . .. . . . . . New York .............. Philadelphia ............. . Baltimore .............. . Norfolk ................. Mobile ................. New Orleans . ............ Jacksonville ... . .. .. . . . . San Francisco ............ . Wilmington ............. Seattle ................ . Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point .... . . .. . .... . Totals .. ..... ... .. .... . . . . . . . 0 4 1 1 6 1 7 1 2 2 8 1 10 6 0 1 51 0 0 0 0 0 0 3 2 0 0 3 0 5 0 0 0 13 7 10 1 13 5 0 7 88 STEWARD DEPARTMENT Port 0 25 0 5 7 6 19 12 21 8 18 2 3 16 0 0 142 0 2 2 3 6 1 2 4 3 4 2 0 22 1 0 4 56 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 2 0 1 0 29 0 0 0 35 15 2 2 4 4 19 8 17 9 15 4 8 9 0 1 117 1 1 1 4 1 1 0 3 1 2 0 15 1 0 2 33 1 0 0 0 0 2 0 0 0 2 0 24 0 0 0 29 2 1 2 2 3 2 7 2 5 1 31 2 0 0 60 38 0 8 9 8 38 24 74 19 41 6 2 23 0 1 291 7 2 3 2 1 2 8 11 6 6 1 27 1 0 6 83 1 0 0 0 0 0 0 8 0 0 0 32 0 0 0 41 Gloucester ... .. .. .... . . . . New York ............... Philadelphia .............. Baltimore ............... Norfolk ................ Mobile ................. New Orleans ... .......... Jacksonville .. ..... . . . . . . . San Francisco............ . Wilmington ............. Seattle ................. Puerto Rico .............. Honolulu ................ Houston ................ St. Louis ................ Piney Point ............. . Totals ................ . 1 16 2 1 9 1 18 3 29 11 18 3 3 11 0 0 126 0 16 6 3 13 5 14 9 15 7 17 7 63 13 0 3 191 1 6 5 0 2 0 16 2 6 2 0 0 173 3 0 18 234 0 15 3 5 2 1 14 3 16 8 17 6 5 7 0 0 102 1 15 1 3 11 2 9 6 4 1 9 1 82 4 0 6 155 0 1 0 0 0 0 20 0 1 1 0 0 152 1 0 14 190 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 44 4 3 11 1 30 8 77 24 44 15 8 28 0 0 298 1 29 6 4 5 12 18 10 30 15 34 10 77 16 0 4 271 3 12 6 0 3 1 18 6 27 4 3 0 206 4 0 14 307 Totals All Departments ..... . 720 390 306 545 303 250 143 1,510 571 413 Gloucester .... .. .... ... . New York ............... Philadelphia .............. Baltimore ............... Norfolk ................. Mobile ................. New Orleans ........... .. Jacksonville . . . . . .. . . . . ... San Francisco ............. Wilmington ............... Seattle ................ . Puerto Rico ... . ... . . . . . .. Honolulu ................ Houston ................ St. Louis ............... . Piney Point . . . . . . . . . . ... Totals .... . . . ....... .. . . . 0 ENTRY DEPARTMENT Port . . *"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 February was down from the month of January. A total of 1,241 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,241 jobs shipped, 545 jobs or about 44 percent were A seniority members. The rest were filled by "B" and "C" seniority people. A total of 143 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,639 jobs have been taken by " " shipped. 46 / LOG I March 1987 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 WILMINGTON, Calif. 51O N. Broad Ave. 90744 (213) 549-4000 �'Taking Care of Our OWn • • • ' At this time, and a hard time for all unions due to the rise in costs for medical treatments, I take pleasure in thanking the Board of aid which I desperately Trustees for their approval of a hearing needed. does not take care of Don't let it be said that the Seafarers Welfare much. the oldtim.ers. Again, thanks very Fraternally, Tony Nottage N'-110 Cypress, Calif. 'Paying the BWs ...' Just a note to let you know that I really appreciate the payments that you have made on my medical bills. I hope to be better, but there always seems to be some health problem. From that time until Nov. 9, 1986, I worked on SIU ships. Aft.er more than 40 years in the Union and 31 years of seatime, the pension I had been working for came true. I received my first checks for the months of Dec. and Jan., along with the pension supplement in Jan. 1987, making my seatim.e worthwhile. I think our pension and welfare plan rate with the best. If I stay healthy, my pension will be just another benefit that my Union has Thanks again, Harold J. Grady provided for its members which I will be able to enjoy. I think the SIU will continue to move in the right direction and San Francisco, Calif. provide the best for its members. The best of luck and smooth sailing for everyone. 'Plans Bate with the Best ...' Aft.er being discharged from the Navy in Jan. 1946 with 39 months of service, I shipped on the Liberty ship the John T. Holth one month later as an able seaman with a load of coal to France. ------ Jim Pulliam P 409 Seattle, Wash. President's Report (Continued from page 2.) the AFL­ affiliate with the new union, chartered by proposal that rejected I Paul, know you CIO. As union ous autonom our that NMU the ed and nfo , o «'5Uld not agree. prepared to continue discussions of merger with the NMU. That was rejected, and the meeting was · adjourned. At the request of Shannon Wall, we met with Lane Kirkland the following day to see if the deadlock could be broken, and to seek his sugges­ tions. I asked everyone to remain at Piney Point until I returned so I could brief them on what occurred at that meeting. As I was told, Paul, you had suggested that I could , wanted telephone everyone to brief them on the outcome of the meeting. the discussion about everything except merger, meeting adjourned. Paul, we don't need outsiders telling us how to as run our business. Each of us has our own rights resolve to able autonomous unions. We should be se. But making statements that our are only half true and criticizing each other in public is not and never has been in the best interest of our International, its affiliates, or anyone else. tn . n Pa'Ut, those stones. careful how they throw In case you didn't know, Paul, it was the Sailors Union of the Pacific, under Harry Lundeberg, who set up the first union representing licensed and unlicensed seamen in one union, and the Sailors Union of the Pacific still has that concept. In the early 1950s, the WEST COAST SAILOR and SUP t of Your International has been in the forefron pro­ new g includin these issues and many others, maritime grams that would create more jobs for all is proud SIUNA The unions, not just the SIU A&G. A&G SIU the but, of its record and its support; will It anyone. to seat District will not take a back job the and itself do whatever is required to protect security of its membership. The SIU A&G will, with its International, con­ the interests of its affiliates. But the r ttfiue SIU A&G will not sit idly by and see its structure destroyed. Let me mention one other development. After reviewing all of the facts, and understanding that no one wanted a merger, the SIU A&G affiliate Seafarers Maritime Union was created in late November 1986 to create job security for our people I do appreciate your staying until I returned from membership minutes reported that the Sailors Union and preserve our institution. In this way, we re­ the meeting with Kirkland, so everyone would then of the Pacific signed a contract representing licensed sponded to the same survival requirements that have the facts. The meeting with Kirkland, his staff and unlicensed seamen. every union, including the SUP, faces. While many and Shannon Wall went no better than the one at Piney Point. The NMU wanted the SIUNA to give up all of its affiliates, including the Sailors and Firemen, and As the NMU PILOT reported in the early 1960s, the National Maritime Union followed by signing up all licensed seamen on American Export Line would like to destroy our union, that won't happen on my watch, and I hope it won't happen to the SUP on your watch either. ships. The NMU then represented licensed and Paul, I could say a lot more, but I will stop here, unlicensed seamen on all of Export's ships. The MM&P in the late 1970s and early 1980s signed contracts representing licensed and unli­ because I only want to set the record straight. The SIU-AGLIWD and its membership are still on record as wanting to consider merger with any proposed there be two co-chairmen until elections censed seamen. Bill Smith, your port agent, reported to you the first ship on the run from the West Coast Pacific and the Marine Firemen's Union. But the could be held. to Hawaii, with a crew list. Since then, the MM&P have the SIU and NMU merge as one seamen's union. Those who didn't agree would be out of luck, because it would be the only recognized unlicensed seamen's union in the AFL-CIO. Shannon Wall maritime union, including the Sailors Union of the merger must be fair, and all cards must be on the table, not half the deck. I was shocked. At no time before had this been has acquired several ships top-to-bottom, including discussed. Furthermore, as you know, there cannot the ex-Gulf Oil tankers running in the West Coast We face new challenges as we approach a 21st be two captains of a ship. domestic trade, as well as passenger ships which century marked by automation, high technology, have never sailed and may never sail. faster and larger ships with smaller crews, and a I could not accept that proposal, nor would I ever. Our International is a good International. In early April 1986, MEBA D-1 formed PASS as global marine transportation system. Today, we While many of us in it have our differences, as far as I am concerned, that's what gives us our strength. its affiliate, whose sole purpose was to represent would not exist except for military cargo supplies licensed and government-impelled cargoes. No one can take our autonomy away unless we tom-to bid on military work and go after new want to give it away. It's our International union. That's the way it should be and that's the way it business (see Soundings, December 22, 1986). We recognize these facts, and the disappointing Our goal, as should be everyone's, is to create a will be, unless the affiliates decide differently. level of union interest in mr:rger, including that from new industry, not fight over the disappearing one and unlicensed personnel-top-to-bot­ The SIUN A intends to continue in the same fashion as our predecessors--to create, not destroy. Since our meeting on merger with the NMU, I your union. You should recognize the responsibility we have today. heard nothing until January of this year, when I have to the membership of the SIU A&G and the President Kirkland called to say that Shannon Wall International affiliates (including the Sailors and Paul, in closing, we will always work with the Sailors and Firemen to protect and rebuild our had asked him if he could arrange a meeting with Firemen). We often get no credit for all the work maritime industry, and create more jobs for all of Shannon, Ray McKay and myself. I called Shannon we do to retain the laws that create jobs, with P.L. us. As always, I look forward to working with you and we met in Florida on Saturday, February 14th. 480 cargoes, military cargoes, domestic trade, and To this day, I still don't know what the meeting operating subsidy, the latter of which SIU A&G and all of our affiliates on matters of concern to each of us. I hope you will print this letter in your was about. At no time was merger mentioned by seamen (excluding the three Waterman vessels and Shannon, nor did I mention it. Since he requested the Steward Department on the APL vessels) do the meeting, I was waiting for him to raise the issue, not enjoy-but your membership and the NMU does. but he didn't. After one and one-half hours of � paper, so that everyone will have the facts. I intend Fraternally, to print it in the LOG. � .... Frank Drozak President March 1987 I LOG I 47 - �... AND �OB 6ECUl<IT'( , • �· � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1987 Description An account of the resource HEADLINES PRESIDENTIAL HOPEFULS SEEK MARITIME SUPPORT AUTO CARRIAGE BILL GAINS WISE HOUSE SUPPORT DROZAK URGES TRADE REFORM TRADE BILLS GAIN BIPARTISAN SUPPORT IN HOUSE, SENATE MSC GETS THREE SHIPS 21 DIE IN ATLANTIC STORM SEAFARERS PLANS TRUSTEES MEET SEA-LAND, CSX MERGER APPROVED SIU’S SHULMAN HELPED MAKE LABOR HISTORY MTD BOARD MEETING FAIR TRADE POLICY TOPS MARITIME’S PROGRAM MTD’S AGENDA FOR PROGRESS TRADE POLICY GREAT LAKES MARITIME INDUSTRY NATIONAL DEFENSE AND MARITIME POLICY FISHING INDUSTRY CRISIS JONES ACT PROTECTING OFFSHORE JOBS FOR AMERICAN CITIZENS DOMESTIC OFFSHORE DEVELOPMENT THE SIU IN WASHINGTON THE RACE IS ON MARITIME’S MESSAGE TRADE AUTO CARRIAGE: PART ONE AUTO CARRIAGE: PART TWO MTD EXECUTIVE BOARD MEETING LABOR IS BACK CC. WEI, FALCON SHIPPING FOUNDER, DEAD AIR FORCE LOGISTICS BRASS GETS GOOD LOOK AT SHLSS ARMY RESERVE UNIT COMES TO SHLSS FOR CARGO HANDLING TRAINING LUNDEBERG SCHOOL TRAINS NAVY GROUP ON HEAVY CRANE SEAFARERS LUNDEBERG SCHOO HOSTS FIRST ANNUAL SEALIFT CONFERENCE THE SEAFARERS SHIPHANDLING SIMULATOR PAUL HALL LIBRARY AND MARIITME MUSEUM INSTRUCTIONAL TELEVISION AT SHLSS MANPOWER THE NUCLEUS OF THE UNION PEPPER SEEKS HEALTH CARE PLAN FOR AMERICA’S ELDERLY AFL-CIO HIGHLIGHTS MANY HEALTH ISSUES HEALTH CARE COMMITTEE HEALTH CARE COVERAGE NURSING HOME CARE CATASTROPHIC HEALTH CARE GRAND CANYON STATE GIVES JOB SECURITY A LIFT WASHINGTON REPORT COMMISSION ON MERCHANT MARINE TITLE XI CARGO PREFERENCE MTD BOARD SETS MARIITME PRIORITIES FLOATING HOSPITAL SAILS TO PHILIPPINE ISLANDS MERCY’S MASTERFUL MASTER MSCPAC GENEROUS TO CHARITY MSCPAC “SOMKING LAMP” IS SNUFFED OUT MSCPAC BULL-PEN UPGRADED TO LOUNGE Creator An entity primarily responsible for making the resource Seafarers Log Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 3 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/837bef5e42b68bf1f0e9e0f77338dba9.pdf 01efe5aee89ac14c73191c3f0dfa9178 PDF Text Text Official Publication ol the Seafarers International Union • A Special Report The Decline of U.S. Sea lift Pages 15-18 CDS Rule Overturned More than two years ago the SIU predicted that some 800 seamen and more than a dozen militarily useful tankers would be out of work if a new construction subsidy payback scheme was implemented by the Department of Transportation (DOT). That is exactly what happened, but a federal appeals court judge has told DOT that the payback program is unlawful , and the department has until June 15 to revise the program or revert to the older regulations. The controversy centered around ships in the Alaska oil trade. The Jones Act requires that ships in the U.S. domestic trade be built in the U.S. , but without subsidy. Ships used in the foreign trades were eligible for construction subsidy but were not permitted in the Jones Act trade . When the DOT issued its payback rules allowing the subsidized ships into the Jones Act trade, the SIU and many other groups called the plans shortsighted and unfair. Many of the tankers in the trade are smaller than the massive vessels used in international tanker operations. But these smaller ships are ones the military considers useful for its purposes if needed. At least 13 of these smaller ships were forced into layup as a direct result of the payback scheme, and some 800 seamen Jost their jobs. In the case, the judge ruled that DOT had violated certain aspects of the 1936 Merchant Marine Act in implementing the program. "It's a shame it takes the Joss of 800 jobs and the layup of 13 ships to prove the payback plan was faulty from the start," said SIU President Frank Drozak. Atlanti~ Gull, Lakes and Inland Waters District• AFL-CIO Vol. 49, No. 2 February 198'7 New Congress Gears Up for Action Trade Tops SIU Hill Agenda, Bill Could Boost U.S. Merchant Marine In a word, the main thrust of the SIU's legislative effort in the lOOth Congress is TRADE. "So many things are tied to trade, and the maritime industry is no exception,'' said SIU President Drozak. As a result of failed administration trade policies, last year's trade deficit was $170 billion. That means we imported $170 billion more in foreignmade goods than we exported in American-made products. Billions of that trade was carried on ships. Unfortunately, little was carried on U.S.ftag ships. One of the cornerstones of trade legislation is "fair trade." Most of the countries where the U.S. trade deficit is the largest protect and promote their industries, making competition impossible. The thrust of several of the trade proposals aired by senators and congressional representatives is to put U.S. goods and products on an equal footing with other countries. Many countries subsidize their important industries, put trade restrictions on foreign competitors, close their markets to foreign products and require use of their countries' ships in importing and exporting products. At the same time , these countries take advantage of the virtually restrictionfree American market. "U.S. maritime has suffered from a variety of unfair trade restrictions in the international marketplace. It is an impenetrable wall of foreign promotional policies and restrictive measures which virtually shut out U .S.-ftag vessels in foreign trade. We have to eliminate these unfair foreign practices," Drozak said. Last year the House passed a trade bill, but it was bottled up in the then Republican-controlled Senate. With a new Democratic majority and the realization by members of both parties that the U.S. cannot continually pile up huge trade deficits, Capitol Hill watchers are sure some sort of legislation will be passed. "I believe that if we can get some legislation that helps put us back on an equal footing with other countries, we can compete with anyone," Drozak said. While trade will be the major issue of the upcoming session, the SIU plans to support and fight for several pieces of legislation that will benefit the U.S. merchant marine. Auto Carriage SIU Legislative Director Frank Pecquex said the Union will attempt to secure an auto carriage bill which would open the lucrative car carrier business between Japan, other car ex- porting nations, and the U.S. to American ships. Almost all of the more than two million imported Japanese cars currently are brought in on Japanese or third-flag ships. U.S. ships are shut out of the trade mostly due to restrictive Japanese export and maritime policies as opposed to simple cost factors. Almost $4 billion in foreign cars was imported last year. Subsidy Reform There will be some attempt to restructure the current Operating Differential Subsidy program, Pecquex said. All ODS contracts will run out in 1999, though many contracts will end much sooner. Under the present administration, no new ODS contracts have been awarded since 1980. Last year the maritime industry could not agree on an approach to subsidy reform. (Continued on Page 3.) Welcome to the Real World The USNS Assertive in Monterey. (Seep. 19.) Inside: Gulf War Dangers Page 3 Snapshots Around the SIU News from SHLSS Upgraders' Album Pages 9-12 Page 13 Page 4 Tug & Tow News Washington Report Pages 5 & 6 Page 7 Government Services News Page 19 Tax Tips Pages 21-27 �i President's Report by Frank Drozak I T'S hard to believe, but Winston Churchill was once the most unpopular man in England. People just didn't want to listen to all that gloomy talk about war. They preferred to cast their lot with Neville Chamberlain, who told them that peace was at hand. While the man with the umbrella was wrong about peace, he did understand human nature. People just don't want to listen to bad news, especially if it concerns them. In 1984, Americans were turned off by Walter Mondale ' s campaign for the presidency. They preferred Ronald Reagan's cheery brand of optimism. When Mondale noted that Americans wanted more government than they were willing to pay for, and that maybe taxes should be raised , he was treated like some kind of political leper. Yet , like Churchill in 1938, he was only telling the truth. The truth often hurts. For the past several years , I have been talking about the decline of the maritime industry and what it means for this country and this membership. The bottom line stil1 hasn't changed; America's sealift capability has been allowed to deteriorate to dangerously low levels. Yet rather than face the issue head on, this administration continues to rely on foreign-flag vessels to protect its national interests. It also has embarked on a costly buildup of the government-controlled "ready-reserve'' fleet which fails to address at least one central question: how are we going to secure adequate levels of skilled mariners when trained and experienced young people are being forced out of the industry? But the Reagan administration is not the only one to ignore the handwriting on the wall. Many of our own members can't see it either. Many of our members are reluctant to take jobs onboard military vessels. Yet these vessels represent the survival of our organization . Every year the American-flag merchant marine grows smaller and smaller. But the number of jobs on board these military vessels continues to increase-and they are good jobs. If we allow them to ail short, then we just might as well call it quits. A little history lesson is in order. Almost all of the non-military work that is available to our deep-sea mem- bers comes from two sources: tankers carrying Alaskan oil and cargo generated by the government. Yet every year for the past decade , moves have been made to repeal the ban on the export of Alaskan oil and to dismantle this nation's existing system of cargo preference laws. It's important to note that similar long-term campaigns were waged against the Construction Differential Subsidy program and the U.S. Public Health Service hospitals before they were eventually dismantled in 1981. I don't want to sound overly pessimistic. There is hope for this industry, but it's not coming from the administration, and it is not something we should take for granted . Any hope this industry has will come from our own actions and from the actions of our friends in Congress who refuse to let the growing trade crisis fester any longer. Thanks to the support of this membership , our Union maintains a strong presence on Capitol Hill. Earlier this month, I met with House Speaker Jim Wright (D-Texas) and House Merchant Marine Chairman Walter Jones (D-N.C.) to make sure they know where we stand. I believe that any trade bill that comes out of Congress must take into account the needs of the maritime industry. One more thing: for the past several years , I have been urging the various maritime unions to unite . There have been plenty of speeches about this , and even some meetings . Yet invariably when the moment of truth came, nothing happened. I still believe that maritime unions have to merge if they are to survive. That does not mean that I am willing to sit by waiting for this to happen and do nothing to protect the job security of our members. Right now, licensed unions such as the MM&P and MEBA District 1 have created organizations so that they can sail the military vessels top-to-bottom. Their intentions could not be any clearer. They want to protect their job security by jeopardizing yours. No doubt about it: trade and maritime unity will be the most important issues of 1987. At the request of AFLCIO President Lane Kirkland, I will again meet with Shannon Wall of the NMU to reopen merger talks with the SIU. And we are continuing to work with District 2 with regard to the Seafarers Maritime Union. SMU represents job security for this membership. It also represents an instance where licensed and unlicensed unions have been able to work together to protect the job security of their respective memberships. I am reminded of an eloquent speech that Ray McKay delivered at the 1981 Triennial SIU Convention. His words help explain some of the issues facing us today: ' ' I came up through the SIU. I once served as SIU vice president. My SIU membership is still pinned up at the Harry Lundeberg School of Seamanship ... " I am indebted to the giants of the SIU (Paul Hall, Paul Drozak, AI Kerr and Charlie Logan) for their support and direction in my Union's earliest years. "One of the dreams [of those early SIU leaders] was for a better life for the merchant seaman; the SIU is part of that dream. Another dream was for a better life for United States merchant officers; when they spoke of improving the lot of maritime labor, they drew no distinction between officers and crew. They wanted to help anyone employed on merchant ships, no matter where their individual situation might lie. "If maritime labor can't hold itself together, it won't make a convincing case for a strong merchant marine. We can't waste ime and energy fighting among ourselves. That is a very true statement. "Few things disappointed these men more than division in the ranks of maritime labor . . . If they were here today, they would remind us that Navy auxiliary ships with private sector civilians are acceptable to everyone but the Navy which perceived maritime labor as the battlefront of jealous, squabbling individuals. Unity is still most important with the cutbacks, with the new administration . . . "You know where I stand, Frank. I think that we can all eat at the same table . . . District 2 offers the SIU complete support. ' ' Heyman Named New Counsel Charles B. Heyman has been named counsel for the Seafarers International Union. He replaces Howard Shulman, who retired earlier this year. "In this day and age, it is imperative that a union secure the best legal advice available,'' said SIU President Frank Drozak. "Howard Shulman served this Union with honor and distinction. Charles Heyman has the integrity and the legal skills to do the same." Heyman has had a long association with the SIU. The law firm he head Kaplan, Heyman , Greenberg, Engelman and Belgrad-has represented the SIU in many cases since the Union 's formation. Heyman , who was born Dec. 17 , 1925 , has been active in labor and community affairs . He received his law degree from the University of Maryland Law School , and was admitted to the Bar in 1950. He is married to the former Eunice Belaga and has three children. He is a former member of the Governor's Task Force on Public E mployer Labor Relations, and the former Chairman of the Maryland State Bar Association, Labor Section. Charles B. Heyman Offtc1al Publication of the Seafarers International Union of North Amenca , Atlantic. Gulf, Lakes and Inland Waters D1stnct. AFL-CI O February 1987 Vol. 49 , No 2 Executive Board Frank Drozak President Charles Svenson Editor Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor 2 I LOG I February 1987 Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union , Atlantic, Gulf, Lakes and Inland Waters D1stnct, 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 . �Iran-Iraq War Zone, a Threat to -World Shipping More than 200 merchant seamen have been killed by Iranian or Iraqi raids on ships in the Persian Gulf area near the trade lanes of those two warring countries. While a handful of U.S.-flag ships have been boarded, American vessels have escaped attack. Some members of the shipping community have called for arming merchant ships to be able to fight back against any attackers. Others have suggested naval escorts or defensive systems as opposed to arming ships in peace time. ''A ... realistic solution would be to provide naval escorts for ships in area of high intensity. I wouldn't like to get involved in arming merchant ships in time of peace," said Adm. (ret.) Harold Shear, former Marad administrator. Since the war between Iran and Iraq escalated in 1984, 196 attacks on merchant ships have been recorded. Iraq attacks tankers carrying oil from Ira- Finance Committee At Work nian refineries, and Iran attacks ships to disrupt trade to Iraq. Missiles used by Iran and Iraq against merchant vessels have radar systems that home in on the target, and several shipping companies have installed "passive defense systems" to help thwart attacks. One Greek shipping executive, who declined to be named, said that on gulf voyages his company's 35 tanker and freighters are equipped with anti-tor- Hill Agenda (Continued from Page 1.) Alaskan Oil Export of all Alaskan North Slope oil currently is prohibited. That means it is carried by U.S.-flag tanker to U.S. refineries. But last year there was an effort to allow the export of oil from the Cook Inlet region. A bill to prohibit that export failed Ia t year, but the SIU and other maritime group will attempt to block export of the Cook Inlet oil. Arctic Wildlife The SIU's books were given their quarterly audit by the elected rank-and-file finance committee which consisted of Calvain James, Charles Clausen, Michael Kraljevic, Dan Johnson, Alex Reyer, William Seidenstricker and Richard Tankersley. Assisting the committee were Joe DiGiorgio, SIU secretary, and Cheri Herrlein, assistant to the secretary. • • Line o Sell 20 Ships United States Lines plans to sell at lea t 20 of its 50-ship fleet in an effort to get back on its financial feet following its declaration of bankruptcy late last year. USL, America' olde t and large t steamship company, will sell all 12 of its giant containerships (4,420 TEU) and eight smaller containerships. The smaller ship will be sold to the U.S. government; the giant vessels will go to as yet unnamed buyers, according to the company. Currently, USL is operating only 12 of its 50 ships, and those are on South American and trans-Pacific routes. USL also will be looking to sell other ships in its fleet. When it filed for Chapter 11 bankruptcy protection, USL listed some $1. 7 billion in debts. Chapter 11 provides a company with a minimum of 120 days protection from creditors while it tries to restructure and find a way to pay off its liabilities. The 12 huge containerships were built in Korea at a cost of $47 .5 million each, but USL probably will recover only a percentage of tho e cost when the ships are sold. pedo wire nets extending about 30 feet around the hip. Many companies also have installed sophisticated satellite communication and navigation systems to avoid attacks, and trained crews to handle air raids. But Klaas Reinigert, managing director of a Dutch marine salvage company, said: "The fact is that merchant hips and salvage tugs in the gulf are defenseless against modern guided weapons." Oil experts believe there is a very large and rich petroleum deposit in the Alaskan Arctic National Wildlife Refuge (ANWR). As the Prudhoe Bay oil field is used up, this area could be the next major find. The area is very close to the TransAlaskan Pipeline, and withjust a small, new connection the current pipeline would be used to transport the oil. The SIU will be looking to back legislation which would require that any of the ANWR oil be limited for domestic consumption and that any exploration in the ANWR be conducted with U .S.-made equipment and Amer- ican worker . If the oil is reserved for dome tic u e, U .S.-flag ships would be required to carry the crude oil to refinerie m the U.S. Build and Charter The SIU will continue to support the concept of a build and charter program to construct ships in U.S. shipyards through a federal revolving fund. The government would then sell or charter these vessels to the private merchant marine. These ships would be built to include militarily useful designs and would be available to the government in times of emergency. Several other areas important to the SIU will come up in Congress this session. They include: ,,- Fishing vessel safety legislation; ,,- Cargo preference enforcement; ,,- Carriage of U.S. mail on Americanflag ships~ I-"' The insurance crisis in the fishing industry; I-"' The closing of several Jones Act loopholes, and I-"' Veterans benefits for World War II seamen. Why Is This Man Smiling? Dr. San Filippo Named SIU Medical Director Dr. Joseph A. San Filippo, staff physician with the SIU New York Clinic for 25 years, recently was appointed SIU medical director for all ports. He replaces Dr. Joseph B. Logue, medical director from 1956 to 1986, who died last October at the age of 91. Dr. San Filippo is a native New Yorker. He was graduated from Brooklyn College of Pharmacy in 1937 and from Long Island University in 1940. Following several years as a practicing pharmacist, he attended medical school, graduating from the University of Bologna (Italy) in 1958 with an M.D. degree. Dr. San Filippo is pre ently on the staff at Lutheran Medical Center in Brooklyn, N. Y. in the Department of Medicine. Previously he had been in charge of the diabetes clinic at Lutheran as well a chairman of their Pharmacy and Therapeutics Committee. Dr. San Filippo is a member of a number of medical as ociations, among them: the AMA, New York State Medical Society, King County Medical Society, Physicians and Surgeons of America and the New York Academy of Science. He is also a Fellow of the American Society of Geriatrics and a Fellow of the Clinic Society of the New York Diabetes Association. 'ikj;f)..C~' ~- :! ':..: Ray Bourdius, assistant editor of the Seafarers LOG for 13 years, retired last month. Bourdius, 65, had the longest tenure of any of the current LOG staff. During bis long career in publishing he worked as a copy editor for several New York area newspapers, including the old New York Mirror. He also served a stint on the copy desk of the International Herald-Tribune in Paris, France. That was where he met his wife Catherine. February 1987 I LOG I 3 �SIU Snapshots Steward/Baker N!ck Andrews (below) was lucky this past Christmas Day because his wife Dixie had a chance to be onboard the SS Caguas (Puerto Rico Marine) for the holiday. As the picture shows, Andrews had no shortage of the Christmas spirit as he turned his quarters into a holiday scene. On their way to a little shore time, Overseas Alice crewmembers David Curry, Bosun Copeland and Joe Matekarich catch up on the news. Correction Some work is never done. AB Rudy Asopardo takes a break from chipping the piping and flanges on the Overseas Alice. On the LNG Gemini, Thanksgiving was celebrated as it is on dry land, with a huge and delicious meal. Above, Chief Steward Mike Haukland and an assistant get the feast ready. Due to a production error last month, a picture of longtime New Orleans Rep. Martin Kanoa (left) and Honolulu Port Agent Steve Ruiz was incorrectly cropped. The picture is printed above the way it is supposed to be. At a recent Democratic fundraiser, members of California's congressional delegation got together with SIU Field Rep John Ravnik (left). The three representatives are (I. to r.) Doug Bosco, Barbara Boxer and Glenn Anderson. 4 I LOG I February 1987 A typical busy day in the Honolulu hall. �Danny Fortner, deckhand, signs his SIU dues checkoff while working on the Ed Renshaw in the port of St. Louis, Mo. Riding the Orgulf Boats in St. Louis Linda Raymo is the towboat cook and boat delegate aboard Orgulf's Pat Chotin. ·~ ...:: •.-;. Dixie Boatright is the cook aboard Orgulf's Midland. She also serves as boat delegate. May Blankenship is the boat delegate and cook aboard Orgulf' s Ed Renshaw. . Don Leinberger of the Ed Renshaw' s deck department gets his SIU book updated and his questions answered by SIU Rep Dave Carter. February 1987 I LOG I 5 �I f In Memoriam Merrick Chapman, 57, died May 5, 1986. H:e joined the Union in 1957, most recently sailing as a captain. Brother Chapman is survived by three children and two grandchildren. Burial was at Belaire Cove Cemetery in Belaire Cove, La. James Mitchell Mauldin, 66, died of a heart attack at the Norfolk (Va.) International Terminals on Nov. 29, 1986. Brother Mauldin joined the Union in the port of Norfolk in 1972. H:e sailed as a chief engineer aboard the tugs Cape Cod and Cape Henry (Curtis Bay Towing) from 1973 to 1986. He was born in Lavonia, Ga. and was a resident of Norfolk. Burial was in the Rosewood Park Cemetery , Virginia Beach, Va. Surviving is his widow, Madeline. Liam O'Connell, mate aboard the Dave Carlton, goes through Lock 26 on the Mississippi River. Pensioner Michael · Benedict Pajtis Sr., 84, passed away from heart-lung failure in the Church Hospital, Baltimore on Dec. 12, 1986. Brother Pajtisjoined the Union in the port of Baltimore in 1960. H:e sailed as a bridgeman for the Baltimore and Ohio Railroad from 1960 to 1984. H:e was born in Maryland and was a resident of Baltimore. Interment was in the St. Stanislus Cemetery, Baltimore. Surviving is his son, Michael Jr. of Baltimore. New Pensioners The following Inland members have retired on pension: Jacksonville Charles B. Jurbala New Orleans Merrick Chapman Jr. Grover M. Smith Norfolk Joseph M. Perry Jr. 6 I LOG I February 1987 James Moberly of the Dave Carlton works the lock wall. Dolores Serio and James Wingate aboard the Bob Labdon. Dispatchers Report for Inland Waters JAN. 1-31, 1987 Port Gloucester ........................ New York ....................... .. Philadelphia ... . ......... . ......... Baltimore ......................... Norfolk ... ... ... ..... . ........... Mobile .. ......................... New Orleans ......... .. ........ " ... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........... .... ......... Seattle ..... ............... . ...... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac .. .. ....... . .............. St. Louis ......................... Piney Point ..................... . .. Totals ...... ....... ....... . ...... Port Gloucester ........................ New York ......................... Philadelphia ... . ....... . ...... . .... Baltimore ................. .... .... Norfolk .......................... Mobile ........................... New Orleans .. ...... . .... .......... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ......... .. .. .. ....... .. Seattle ...... ....... . .... ......... Puerto Rico ....................... Houston .......................... Algonac .......................... St. Louis ................ .. .. ..... Piney Point ....... ..... .... ........ Totals . .. ....... ... . .......... ... *TOTAL REGISTERED All Groups Class A Class B Class C 0 0 1 5 58 0 0 2 0 5 0 0 6 2 1 0 0 0 1 0 8 0 0 1 0 2 0 0 1 3 0 0 0 0 6 0 0 0 1 9 0 7 0 0 4 0 1 0 80 16 28 0 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 2 0 0 13 0 3 0 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 0 0 0 0 0 10 0 7 20 0 1 0 0 0 0 0 1 0 0 0 0 0 8 0 1 0 0 0 0 0 0 39 9 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 2 9 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 10 2 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 1 4 59 0 2 2 0 9 0 0 4 25 2 0 6 108 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 25 0 1 0 0 11 0 0 2 38 0 0 0 0 6 0 0 0 1 6 0 7 0 0 3 0 8 1 78 32 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 1 0 0 1 19 0 0 0 0 0 0 0 0 0 0 0 31 26 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 9 0 1 0 0 0 0 0 0 STEWARD DEPARTMENT Port Gloucester . . ................... .. . New York ......................... Ph iladelphia ....................... Baltimore ......................... Norfolk . . . . . . . . . .. ... . .. . ........ Mobile .. ............. . ........... New Orleans ....................... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........................ Seattle ........................... Puerto Rico ..... . ................. Houston ...... . .............. . .... Algonac .... . . . ....... ...... ...... St. Louis . . ................... . ... Piney Point ........................ Totals ... .. .......... .. ......... . 14 0 0 0 0 1 0 8 0 0 0 0 0 0 0 0 0 9 Totals All Departments ... . ........... . 107 28 0 0 6 0 7 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 8 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 7 6 0 0 1 0 d 0 0 0 0 1 0 0 0 10 1 0 6 0 0 0 0 7 0 8 0 2 0 23 18 7 35 57 13 6 162 122 40 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 . �I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America, AFL-CIO Washington Report -I I I I I I I I • I I I I I I I I I I I I I I I •• I I I I I I I I I I I I I I I I I I I I I • I I •• I I I I I I I I I • President Reagan tried to use his State of the Union address to set the tone for the final two years of his presidency. Looking fit after surgery, Reagan called on the American people to regain their "competitive edge" by embarking on "a search for excellence." The speech was vintage Reagan. The rhetoric soared; the delivery was nearly perfect. Yet most commentators seemed to agree with Chris Wallace of NBC News who said that Reagan had missed an important opportunity to regain control of this country's political agenda. For one thing, said Wallace, the speech contained few concrete details. More than that, it failed to address the Iran-Contra arms scandal other than to say that "mistake had been made in the execution of the policy.'' State ol Maritime While President Reagan's State of the Union message briefly touched upon a number of domestic issues (catastrophic health insurance, welfare reform), its main focus was on foreign affairs. Reagan highlighted four issues: international trade, the Strategic Defense Initiative (SDI), aid to the Contras and arms control. President Reagan took credit for beefing up the defense budget. At the same time , however, he failed to mention this country's declining sealift capability or the American-flag merchant marine. People in the maritime industry could not help but compare this State of the Union address with the one that Jimmy Carter delivered in 1979 . "I will propose," said Carter, "overdue changes in the nation's maritime policies. We must improve the ability of our merchant fleet to win a fair share of our cargo." Democratic Response Responding to the State of the Union address, the Democratic leaders of Congress raised what they felt were a number of inconsistencies in the president's speech. President Reagan pledged to restore America's "competitiveness" and railed against the budget deficit. Yet House Speaker Jim Wright (D-Texas) and Senate Majority Leader Robert Byrd (D-W. Va.) asserted that the president's own policies had contributed to the development of record trade and budget deficits. Both Byrd and Wright questioned whether the president was really serious about embarking on "a search for excellence" when he was proposing to cut the education budget by more than a third. And they wondered about his commitment to eradicating drug abuse in this country. A year after he declared war on drugs, President Reagan submitted a budget that contained major cuts for drug education and drug enforcement programs. February 1987 Both bills are "generic." Rather than single out specific industries for relief, as the ill-fated textile bill did last year, they concentrate on restructuring the mechanics of trade policy. The Bentsen bill, the more stringent of the two bills, would decrease presidential discretion in many matters pertaining to foreign trade. Yet it is not, said Bentsen, a "protectionist" bill. It is designed, said Bentsen, to shift the focus away from import protection to "positive adjustment"-requiring industries, in return for temporary protection, to take teps to make themselves more competitive. The Bentsen bill would make a number of fundamental changes in the present structure of trade policy. It would increase the powers of the International Trade Commission. Right now, the president has the discretion to accept or reject recommendations made by the ITC. Bentsen' s bill would make ITC recommendations mandatory. Bentsen also would set up a program for retraining workers who had been hurt by unfair foreign competition or by changes in domestic industries. The Bensten bill also would require the president to open negotiations with countries that show a consistent "pattern of marketdistorting practices" and to report the results to Congress by December 1988. No sanctions would be automatically imposed if negotiations failed. The administration would be required to initiate investigations of "significant, justifiable" unfair trade practices by other countries. When such practices were found, the president would be required to retaliate within a maximum of 17 months. Present law provides for such retaliation but sets no time limit. Some retaliatory actions for unfair trade practices have been debated for 10 years or more. New Legislation While the new session of Congress is less than two months old, more than 100 bills already have been introduced that pertain to the maritime industry. The SIU has lent its support to a number of these measures, including the following: • H.R. 82-Rep. Mario Biaggi (D-N.Y.) has introduced a bill that would amend the Jones Act by requiring any vessel used to transport sewage sludge be U.S. manned and constructed. • H.R. 298 and H.R. 146-Rep. Helen Bentley (D-Md.) and Sen. Daniel Inouye (DHawaii) have introduced nearly identical bills that would require the exclusive use of American-flag vessels for all overseas shipments of U.S. mail. At present, there is no such requirement. • H.R. 300-Biaggi has introduced legislation that would mandate the negotiation and implementation of bilateral maritime agreements with countries having a significant trade deficit with the United States. Trade Maritime Trades Department By most accounts, trade is shaping up as the single most important issue of the 1OOth Congress. Attention has centered on two bills. One is being circulated by Sen. Lloyd Bentsen (DTexas), the other by the administration . The Maritime Trades Department will meet in Dania, Fla. to formulate a comprehensive legislative agenda for this session of Congress. The number one priority is expected to be unfair foreign trade, which has adversely affected the U.S.-ftag merchant marine. Legislative, Administrative and Regulatory Happenings AFL·CIO Earlier this year, The AFL-CIO News published a list of legislative priorities for the upcoming year. Besides trade, the following issues were listed: • Double Breasting-The federation would like to see legislation enacted that would block employers in the construction industry from setting up non-union operations just to evade their contractual obligations to unions. • Plant Closings-The AFL-CIO wants to reintroduce a plant closing bill that was defeated last year. It would require owners to give workers and communities 90 days notice before closing down a plant. • Polygraph Testing-The federation would support legislation that would limit the use of polygraph testing. • Right-To-Know Law-The AFL-CIO would support a federal law requiring employer and manufacturers to notify workers of the health risks that they face on the job. The federation is presently working at the state level to enact similar legislation. • Minimum Wage-The federation wants to raise the minimum wage from its current $3.35 level to $4.25 an hour. The purchasing power of most families has declined by 26 percent since 1981, when the present level was established. Iran-Iraq The Iran-Iraq war was in the news again this month as Iranian forces continued to wear down Iraq's resistance. Iranian troops have reached the outermost limits of Basra, Iraq's second largest city. There was widespread fear throughout the Middle East that some kind of turning point had been reached. These events came at a difficult time for the Reagan administration, which was under fire at home for its attempts to secretly ship arms in exchange for the release of American hostages. Since the beginning of the year, nine more hostages have been taken captive in Beirut, including four Americans. More than a dozen foreign tankers have been hit since the beginning of the Iran-Iraq war, which many experts believe threatens the flow of Middle Eastern petroleum products. Last year, the ITF passed a ruling stating that any seaman onboard a merchant vessel in the Persian Gulf could be relieved of his duties if he requested it. ''Recent events in the Persian Gulf and last year's ITF ruling concerning merchant seamen underscore the importance of having an adequate supply of skilled American mariners," said SIU President Frank Drozak. CHEAP IMPORTS KILL JOBS BUY UNION-MADE U.S.A. February 1987 I LOG I 7 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco P RELIMINARY figures show that Great Lakes shipping recorded a dismal year in 1986. Shipments of steel, grain and coal-the lifeblood of the Great Lakes maritime industrydeclined appreciably from the year before. Yet reduced cargo was only part of the picture. ''Once considered by Midwest farmers and manufacturers as the best way to go," said Earl Dowdy of the Detroit News, "lake freighters have lost much of their business to trucks , trains, airplanes and foreign vessels hauling goods made overseas. '' Of 86 American-flag vessels sailing the Great Lakes, only 53 were in service during the midsummer peak. With an average crew of30, that meant that 1,000 Great Lakes sailors sat out the season. Things were slightly better for the dredging industry, which many people say will be given a boost by passage of the Port Development Act. Some jobs are expected to be created by the Clean Water Bill. Both the Senate and the House of Representatives overrode President Reagan's veto of the bill. The Michigan Department of Commerce has just released the findings of a $22,000 study conducted by a California firm which showed that Midwesterners would support a revived cruise ship industry on the Lakes. Gulf Coast by V.P. Joe Sacco I have been meeting with representatives of the national Democratic Party to persuade them to hold their 1988 Convention in Houston. The city is a logical choice for such an event. It boasts many fine facilitie , including ample hotel space, a ~ew convention center and a sophisticated communications network. It would give the Democrats exposure in a pivotal state. Texas has undergone a gradual political transformation over the past 20 years. Once solidly Democratic, it now has two strong parties. A strong grassroots base is a must in this state, and we have it. If you want a reason to sign a SPAD checkoff, just look at what is happening in Texas. 8 I LOG I February 1987 The economy of Houston is in serious trouble. Yet SIU seamen down here have no trouble landing jobs. That's because of the military work that we have been able to securemilitary work that would not have been possible without your political involvement. Our biggest challenge down here is to make sure that these vessels do not sail short. Because if they do, then we won't have these jobs for long. Contract negotiations will soon be under way throughout the region. We will be looking to add new equipment in the Gulf area. We are still stressing the basics. The servicing team will be making the coastwise towing and canal equipment to improve communications between the Union and the membership. They will keep the membership advised on negotiations as they proceed (i.e., Crescent Towing). together to turn things around for the maritime industry. The current preoccupation with trade offers the maritime industry a chance to reverse its decline. Just recently, the Federal Maritime Commissioner said that he would aggressively fight the unfair trading practices of other countries. This is an issue we can all unite behind. We should not fritter away this opportunity. APL recently used a foreign-flag vessel to sail one of its subsidized routes without notifying any of the unions involved (SIU, SUP and MFOW). Such actions are counterproductive because they breed distrust when unity of purpose is essential. This problem is not confined to New Bedford. A few weeks ago, two dozen fishermen from around the country met at a workshop and shared their experiences on securing self-insurance. The fishing industry is just one industry, of course. But what is happening to it is hardly unique. For the past several months, American and Canadian trade representatives have discussed implementing a ''Free Trade'' zone between the United States and Canada. Negotiations have hit a snag because the Canadians don't want to ease up on regulations restricting American magazines and moviesa multi-billion dollar business. At the same time, they bristle when the Americans talk about the growing deficit in automobiles and data processing. East Coast by V. P Leon Hall T West Coast by V. P. George McCartney I 'VE noticed a welome development on the West Coast. Any SIU member who wants to ship out can do so. This has had one unfortunate side effect. It is becoming increasingly difficult to fill the jobs onboard military vessels. It would be a mistake for our membership to take these jobs for granted. The long-term prospects for the maritime industry are quite disturbing. Military work is the one area of growth in an otherwi e depressed industry. Every year for the past decade, attacks have been made against this country's cargo preference laws and the ban on the export of Alaskan oil. If for any rea on opponents of the maritime industry were uccessful in dismantling these programs, then you would probably see a ma exodus of vessels and jobs overseas. Only military work would remain . Our members have to understand what is happening. The maritime indu try is in the midst of a radical transformation. Rapid technological advances have dramatically reduced the izes of most crews. Any member who fails to upgrade hi or her skill will be at a severe disadvantage in the years ahead. More important, the era of "onestop hipping" is upon us. There has been a gradual merging of deep- ea carriers , tug and barge companies and railroads. Many people believe that one-stop shipping repre ents the maritime indu try's be t hope for the future. At the ame time, however, it poses certain problem . Labor and management have to work HE NLRB is still listening to testimony to determine ifthe New Bedford Seafood Producers engaged in unfair labor practices in their negotiations with the SIU. Witnesses have been scheduled through the end of March. The breakdown in negotiations occurred in December 1985 and led to a bitter strike. The breakdown wa cau ed in large part by the depressed state of the fishing industry. The New England fishing industry continues to be in a serious state of decline. Yet less than 100 miles away, Canadian fishermen are having a banner year. ''The weak Canadian dollar and international politics have (helped the Canadians)," wrote The Journal of Commerce recently. "Since 1984, Canada has controlled, within its 200 mile limits, a scallop -rich slice ofthe Georges Bank that was considered American until the World Court said it was Canadian. U.S. boats are now chased off by the Canadian Coa t Guard." According to The Journal of Commerce, "There is a remarkable degree of cooperation between Canada's government and its fishing industry, amounting in some cases almost to a guaranteed market share and elimination of competition.'' Meanwhile, American fishermen are struggling along. They feel cheated by the 1984 decision. There is a widespread perception that the American government didn't do enough to represent their interests before the World Court. Aside from Canadian competition, the biggest problem facing New England fishermen is the liability insurance crisis. Things have become so bad that fi hermen have all but given up on securing what they consider to be affordable insurance from conventional underwriting companies. Government Services by V.P. Buck Mercer ! suppose the same situations apply to shoreside workers and shipboard crews alike where personalities, temperament, attitude and behavior are concerned. The difference is, however, the shoreside employee can go his way once the eight-hour day's labor has been completed and forget about the events of the day and enjoy some of the fruits oflife that are denied shipboard personnel. Ships l often spend weeks at sea; then, upon reaching a port, could spend weeks at anchor. During that time there are the same face to see, the same voices to hear, the same routine duties to perform-day after tedious day, week after tiresome week. The long days at sea coupled with the monotonous grind of daily shipboard chores sometimes begin to take their toll on the best of sailors. That is when personalitie_s, temperament, attitudes and behavior come into focus. Personalities differ in each individual, and quite often these varied personalities clash. This makes for an unhealthy situation between fellow workers and a far worse circumstance when supervisors or department heads are involved. When personalities clash, tempers flare, attitudes and behavior patterns change-and the effect can be felt throughout the ship. While tempers may be supressed under the watchful eyes of the ship's officers, there are no such restraints when the crew goes ashore and possibly meets up in a local bar. That is when an already bad situation can become very tense and dangerous. That is when the "THINKING SAILOR" uses his or her head and stays OUT OF TROUBLE. AND THAT IS WHAT WE ARE ASKING ALL OF OUR MEMBERS TO DO-ST AY OUT OF TROUBLE ABOARD SHIP, AND ASHORE. �Delta Queen Steamboat Co. Crewmembers Attend SHLSS Safety Training Program Safety aboard ship is a high priority for all our SIU contracted companies, but the unexpected happens no matter how safety conscious people are. Preparing seamen to meet these emergencies is the best method to insure the safety of the ship and its crewmembers. Recently seven men from the Delta Queen Steamboat Company completed a three-week safety training program at the Seafarers Harry Lundeberg School of Seamanship. The program was set up at the request of the Delta Queen Steamboat Company and included training in First Aid, Fire Fighting, CPR and Lifeboat. These courses are regularly taught at the Lundeberg School in conjunction with other upgrading courses but were scheduled backto-back to meet the specific needs of the Delta Queen Steamboat Company. It was a rigorous three weeks but the men all felt it was well worth the time and effort. SHLSS RN Noreen Neel instructs students in applying a full head bandage. Class members learn the technique tor the performance of CPR. The Delta Queen group gets hands-on-experience launching a gravity davit. ··~ Learning oar commands is an important segment of the lifeboat course. Delta Queen Steamboat Co. Crewmembers First row (I. to r.) Carl Koen Jr., Dexter Williams, Michael Doshier. Second row: Steve W. Chiasson, Ray Tate, Aaron Rucker, Brad Seibel. February 1987 I LOG I 9 �Army Cargo Handling Group Continues Training at SHLSS ~­ SHLSS Instructor Richard Dickerson supervises slewing a tractor trailer. The SHLSS Hagglund crane is set up for twin operation. 11 I After the truck is placed in position, it is secured on the barge. i The spreader bar is positioned over the barge to make a lift. The Army team, in a joint effort, hooks up the equalizing beam preparing the crane for twin operation. ~sHLSS Seallft Operation and Maintenance First row (I. tor.) Ali Amran, S. Madjidji. Second row: Harry AIOnQi (Instructor), Darya Marbrook, Ervin Earleyh Alika Lapilio. Not shown: Gregory Lee, Sam Johnson, Jo n Lee Davis, Brenda Kamiya. 10 I LOG I February 1987 Observing maneuvers from Fort Eustis are (R. to L.) Al Davis, SFC Brown and SHLSS Sealift Coordinator Bill Hellwege. COURSE GRADUATES~ GED First row (I. tor.) Willie L. Lindsey, Gandido castro, Ron Koski. Second row: John Davis, Jay M. Anderson, Glen James. Army Training Group Frist row (I. to r.) Harold R. Looney, Luis E. Romero, Raymond E. Byrd, Richard Dickerson (Instructor). Second row: K. Murphy, Helen Kasony, Arthur Simmons. Third row: Robert L. Gurley, Ralph T. Weeks, Melvin Michaels. �Apply Now for an SH LSS Upgrading Co.urse ..• ...............................•.........................................................................................................! Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name Date of Birth -~~---.........---­ Mo./Day/Vear (Middle) (Last) Address. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _""""Tl"l"l==-==---------------------- (City) Deep Sea Member D Telephone -........-__,........,,.....,,....,,,..,,........----(Area Code) (Zip Code) (State) Inland Waters Member D Pacific D Lakes Member D Social Security# _______ Book# _ _ _ _ _ _ Seniority _ _ _ _ _ _ Department _ _ _ _ __ Port Presently Date Book Was lssued _ _ __ _ __ _ _ Port lssued _ _ _ __ _ _ __ Registered In _ _ __ _ _ _ __ Endorsement(s) or Ucense(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SH LSS Trainee Program: O Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From _ _ _ _~~to~~---(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D O D D D 0 D D D o D 0 D ENGINE Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miies Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Piiot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course No transportation will be paid unless you present original receipts and successfully complete the course. D FOWT D QMED-Any Rating D Marine Electronlcs (Variable Speed DC Drive) D Marine Electrlcal Maintenance D Pumproom Maintenance & Operation D Automation D Refrigeration Systems Maintenance & Operations D Diesel Engine Technology D Assistant Engineer (Unlnspected Motor Vessel) D Chief Engineer (Unlnspected Motor Vessel D Third Asst. Engineer & Orlglnal Second Asst. Engineer Steam or Motor D Ref rlgerated Containers Advanced Maintenance O Hydraulics D Electro-Hydraulic Systems STEWARD D D D D Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Weldlng D Lifeboatmen o Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GEO) D Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE_~~--~~~~~~~~~~-DATE_~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 .......................................................................................................................... Rev. 12186 ... ---~::::;;.~-.,.. \ February 1987 I LOG I 11 �1987 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry March 1987 - Jun Steward Upgrading Courses The following is the current course schedule for March 1987 - June 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses 1987 Check-In Date Completion Date Chief Cook March 18 May 13 May 22 July 17 Cook & Baker March 18 April 29 June 10 June 26 August 7 September 18 Chief Steward March 18 May 13 May 22 July 17 Course Recertification Programs Course Check-In Date Completion Date Steward Recertification June 29 August 3 Adult Education Courses Course Check-In Date Completion Date QM ED - Any Rating March 23 June 12 Marine Electrical Maintenance March 9 May 1 Diesel Engine Technology April 6 May 15 For students who wish to apply tor the GED, ESL, or ABE classes tor the first six months of this year, the courses will be six weeks in length and Offered on the following dates: Welding April 13 May 8 High School Equivalency (GED) Chief Engineer & Assistant Engineer Uninspected Motor Vessel April 6 June 12 March 2 May 4 April 13 June 15 Automation June 22 July 17 Adult Basic Education (ABE) & English as a Second Language (ESL) March 2 May 4 April 10 June 12 Fireman/Watertender Oiler June 8 July 31 Hydraulics May 11 June 5 Deck Upgrading Courses Check-In Date Completion Date Celestial Navigation March 13 July 13 April 17 August 14 Able Seaman March 23 May 18 May 15 July 10 Radar Observer March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SH LSS before entering this course. Third Mate & Original Second Mate May 4 July 10 Lifeboat March 9 May 4 March 20 May 15 Tankerman March 23 May 18 April 3 May 29 Course All Rating Upgrading Courses Course Sealift Operations and Maintenance 12 I LOG I February 1987 Check-In Date Completion Date March 2 April 13 May 18 July 13 March 27 May 8 June 12 August 7 Check-In Date Course Completion Date Seafarers applying tor the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be ottered: May 1 April 13 The Developmental Studies Class (DVS) will be ottered one week prior to some of the upgrading classes. They will be ottered as follows: QMED Third Mate Able Seaman FOWT March 16 April 27 May 11 June 1 March 20 May 1 May 15 June 5 College Program.s Check-In Date Completion Date Associates in Arts March 30 June 8 May 22 July 31 Nautical Science Certificate March 30 May 22 Course NOTICE To All SIU Members Who Are Scheduled To Attend SHLSS You must present an up-to-date SIU clinic card before attending classes. All students who are enrolled in a U.S. Coast Guard certified class must carry a valid clinic card. �Upgraders on TourMore From Capitol Hill During the course of the year, hundreds of Seafarers make the trip to Capitol Hill as part of their upgrading class. As often as possible, the Seafarers LOG tries to publish pictures of the upgraders during their visits to Washington. But the constraints of space and time mean not every group finds its way onto the LOG's pages. Here are some of the upgraders who we have missed in the past months and a few pictures from inside the Capitol as a recent group of recertified stewards toured the legislative seat of the U.S. government. One of the more recent additions to the display of famous Americans at the Capitol is this bust of Dr. Martin Luther King Jr. Recertified Steward James A. Jackson (right) took some time from the tour to view King's bust. This group of upgraders from the Sealift Operations and Maintenance class visited Washington before snow covered the Capitol steps. The class included John Adams, William Gizzo, Charles Greer, Mark Grendahl, Fred Jensen, John Lasky, Robert Smith and Judith Barbera. Also along for the visit were SIU Legislative Representative Liz DeMato and SHLSS instructor Richard Dickerson. This group of Able Seaman and Sealift upgraders includes (AB) Thomas Dowdell, Green Hoskins, John Kolwe, Larry Martin, Mitchell Santana, Timothy Smith, (Sealift) Ali Arman, Allen Cubic, John Davis, Ervin Earley, Earl Gray, Brenda Kamiya, Kirk Lapilio, Gregory Lee, Sjamsidar Madjidji, Darya Marbrook, Richard Parker, Joseph Bovenik, Samuel Johnson and Stephen Kastel. This large group of upgraders included members from three classes; Third Mate, Refrigeration Systems Maintenance and Operation and Able Seaman. Included in this picture taken at another entrance to the Capitol are (Third Mate) Thomas Carroll, Douglas Craft, Richard DeMont, Stephen Gateau, Shawn Kennedy, Paul Konstantino, Yngvar Krantz, Richard Montoya, Joseph Muscato, Edwin Rivera and Daniel everinson; (Refrigeration) Robert Bunch, Joaquin Miller, Alfred O'Krogly, Charles Sandino and Larry Hines; (AB) John Arnold, Robert Christie, Keith Finnerty, Donald Gearhart, Kenneth Gilson, Chester Goff, Vernon Johnson, Royce Kauffman, Raymond Kucharczyk, Jeffery Libby, Joel Miller, Timothy Aheard, Thomas Sherrier, Erowin Udan, Abraham Vegas and Jerome William. Also pictured are SIU Legislative Director Frank Pecquex and SHLSS instructor Jake Karaczynski. While the rest of the class of recertified stewards listens to a Capitol tour guide, Norm Duhe (left) spots something of interest and snaps a photo for his scrapbook. Vernon Ferguson and Floyd King are on the right. Everyone is familiar with the Capitol dome from the outside, but inside it contains a stunning display of artwork. Here the recertified stewards class gazes at the dome. February 1987 I LOG I 13 �Safeguard Your Shipping Rights 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. DUES 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. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copic'> of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the STU Atlantic, Gulf, Lakes and Inland Water District makes specific provision for safeguarding the membership's money and Union finances. The constitution require a detailed audit by Certified Public Accountants every three months, which arc to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected hy the member hip, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting report , specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Water District are admini tered in accordance with the provisions of various trust fund agreements. All these agreements specify that the tru tees in charge of these fund · shall equally consist of Union and management reprc entatives and their alternates. All expenditures and dishur cment of trust fund 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 arc 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 bet\\Cen the Union and the employers, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for thi 1s: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts a ref erred 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 contract specify the ~ages and conditions under which ) ou work and live aboard your ship or boat. Know your contract right . a well as your obligations. 1,uch as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 14 I LOG I February 1987 KNOW YOUR RIGHTS all Union halls. All members should ohtain copies of this 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 ohligation by any methods such as dealing with charges. trials, etc., as well as all other details. then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU . These rights arc clearly set forth in the SIU constitution and in the contract" which the Union has negotiated with the employers. Consequently, no member may he discrimi · nated against hecau . e of race. creed. color. sex and national or geographic origin. If any member feels that he i-; denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111 patrolman or other Union offi:::ial. in your opinion, fails to protect your contract right properly, contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log ha traditionally refrained from publishing any article serving the political purpo es of any individual in the Union. officer or memher. It has al. o refrained from publishing articles deemed harmful to the Union or its collective membership. This estahli hed policy ha, been reaffirmed by memhcrship action at the September. 1960. meetings in all constitutional ports . The responsihility for Log policy is ested in an editorial hoard which con ists of the Executive Boan.J of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monie are to he paid to anyone in an} ofticial capacity in the SlU unle s an official Union receipt is gi en for same. Under no circumstances should any member pay any money for any reason unle s he i given such receipt. In the event anyone attempt to require any such payment he made without supplying a receipt. or if a member i'.-> required to make a pa} ment and is given an otllcial 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 proceed are used to further its objects and purposes including. but not limited to, furthering the political. social and economic intere ts 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 concept . In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. 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 hy reason of the above improper conduct. notify the Seafarers Union or SPA D hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic. political and 1,ocial 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 access to Union records or information, he shouJd immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Official Publication of the Seafarers International Union • AHantlc, Gulf, Lakes and Inland Walen District • AFL-CID Vol. 49, No. 2 February 1987 Try to imagine the following scenario. An emergency has broken out in a country or region critical to American security interests-the Philippines, Central America or the Persian Gulf. The United States, which spends $300 billion taxpayer dollars a year on its defense budget, can't get its troops or supplies there in time to avert an international disaster. Are the taxpayers you represent aware of the seriousness of our maritime condition? Sound far-fetched? It isn't, and here's why. • SEALIFT IS THE BEDROCK OF OUR NATIONAL SECURITY: Where Are the Ships? S ealift is the bedrock of our national security. Successful deployment of American military power overseas depends upon water transportation. According to U.S. Department of Defense estimates, more than 90 percent of all equipment, supplies and troops needed to sustain a war effort must be carried on ships. "The [importance of sealift] has been repeatedly demonstrated over the past 45 years,'' asserts the Department of Defense. There are two outstanding examples of this phenomena-the worldwide U.S. convoy and supply operations that were essential to the Allied victory in World War II, and the 8,000 mile sealift that enabled the British to bring the 1982 Falkland Islands dispute to a successful close. II. THE U.S. MERCHANT MARINE IS THE NATURAL SOURCE OF U.S. SEALIFT: Why Have We Allowed It to Decline? T he American-flag merchant marine has traditionally been the major source of this nation's sealift capability. Most people attribute the heroic performance of the maritime industry during World War II to passage of the Merchant Marine Act of 1936 And so the march to foreign registry began. By the beginning of the Korean War, the American-flag merchant marine had declined by more than one half, to 1,700 vessels. Meanwhile, there was an explosive growth in the number of vessels documented under flag-of-convenience registries. Massive cuts in the maritime budget during the early years of the Reagan administration and a worldwide depression in the shipping industry accelerated the decline of the American-flag merchant marine. By 1985, there were fewer than 400 active vessels in the deep-sea fleet and only 13 U.S. shipyards. which helped revive what had once been a dying industry. Not surprisingly, demand for shipping declined after World War II. Congress passed the Merchant Ship Sales Act of 1946 which allowed hundreds of American-flag vessels to be sold to foreign companies d governments at nominal sums. Around the same time, the Department of Defense was formulating the Effective U.S. Control (EUSC) Policy which provided War Risk Insurance to American-owned vessels documented under foreign registries. And fewer ships were being built in U.S. shipyards. Ill. MILITARY PLANNERS ARE DISTURBED BY THE DECLINE OF THE AMERICAN-FLAG MERCHANT MARINE: What Happened to Sealift Capability? W chant marine for defense purposes and then 'park' it or hold it in reserve is costly and inefficient. It would be cheaper to subsidize the private sector fleet or have a cargo preference program. The cost of the reserve fleet program will exceed all the subsidies ever paid under the Merchant Marine Act of 1936. It still won't solve the critical shortage of skilled mariners which the Navy estimates will reach 6,000 by 1990. Where are they going to find the qualified mariners to man these vessels in time of war? hen asked by a congressional committee about the wisdom of relying on foreign-flag vessels to provide the bulk of America's sealift capability, Admiral Isaac D. Kidd, former Allied Supreme Commander of the Atlantic, ·admitted to being "less than completely comfortable" with the idea. This discomfort grew to the point where the Navy engaged in a massive and costly buildup of its Ready Reserve Fleet. Yet many people in the maritime industry and the armed forces believe that this development side-stepped the real issues. To acquire and nationalize a mer- (Continued on Page 16.) Military experts have testified that at least 700 ships are needed to provide minimum military support in a national emergency, but with fewer than 400 today, we are sorely deficient. TRENDS IN NATO FLAG FLEET MILITARILY USEFUL TANKERS SOURCE: STRATEGIC SEALIFT DIVISION, U.S. NAVY 1,400 44,000 42,000 1,300 en z 38,000 1,200 0 .... g e.. \: \ 34,000 \ \ \ \ .... \ \ \ c== 30,000 \ \ \ .... .... A1 .... •vu1.19.......... o ....... .... ~II '/:: 26,000 1,000 {'\ o'/'f/p..'S........... ..... .... .... 23,000....__ _ _ ___,__ _ _ _ _ _ _ _ _ _ _ _ _ __ 1970 1975 1980 1985 900 1990 YEAR February 1987 I LOG I 15 �IV. WHAT ABOUT FOREIGN-FLAG VESSELS: Can We Count on Them in a ". . . Without Adequate an the Military Plans Is Exec Admiral Tf National Emergency? T here are many good reasons to doubt the reliability of foreignflag vessels. Take what happened in 1973, when the United States tried to deliver supplies to its most dependable ally in the Middle EastIsrael. Syria and Egypt attacked Israel without warning. Iraq, Saudi Arabia and many other OPEC nations immediately implemented an oil embargo. The repercussions from that embargo- still are being felt. Our oil-poor NATO allies said that they were sympathetic to American security interests and concerned about the possible destruction of the state of Israel. Yet with the exception of the Netherlands, they maintained a cool distance. William Tolbert, then president of Liberia, issued an Executive Order which prohibited emergency supplies to Israel from being carried on Liberian-flag vessels. Yet since 1948, the Department of Defense has considered Liberian-flag vessels under "Effective U.S. Control." It still does. V. THE "EFFECTIVE CONTROL" DOCTRINE: It Fails to Address the Growing Instability of Many Third World Nations. T he most disturbing thing about the 1973 Yorn Kippur War was not the way that Liberia or our NATO allies acted, but the fact that so many American military experts overlooked the failure of the '' Effective Control'' Doctrine to operate as planned. ''The fact that these foreign registered ships play an important role in U.S. mobilization planning," wrote former Marad official Irwin Heine, who had a clear perception of the issues involved, "is based upon agreements, not treaties, with Panama, Honduras and Liberia. Under international law, only the state of registry has the right to requisition and exercise control of its nationalflag vessels." These agreements specify that ships of U .S.-controlled foreign affiliates of American citizen companies will be returned to U.S. control in time of national emergency or war. But this might only prove true ''so long as friendly relations continue.'' • Even if we get these ships back, where would we find the crews needed to man them in a national emergency-and we are talking about the highly trained crews that will be needed for these modern hi-tech ships? While the United States maintains cordial relations with a number of open registry countries, it is worth remembering that it once enjoyed close ties with two of the most staunchly anti-Ainerican nations on the face of this planet: Iran and Nicaragua. Today's friend may be tomorrow's enemy. It is therefore prudent not to let our sealift capability fall below a certain level. Another thing worth remembering: many flag-of-convenience nations like Liberia are experiencing severe internal problems. Opposition parties have arisen that question the legitimacy of some of these regimes and their ties to the United States. THE REAL PROBLEM: What Has Happened to the American-Flag Merchant Marine? M any of the vessels documented under flag-of-convenience registries are owned by American companies. Marad estimates 16 I LOG I February 1987 that there are about 500 such vessels worldwide, approximately 100 more than are registered in the entire active American fleet. Of these ships, RELATIVE RISK OF SHIPPING AND CREWING SOURCES U.S. NAVY SHIP AND CREW NAVY SHIP, CIVIL SERVICE CREW > .... ::::; m <( ::::; U.S.-FLAG SHIP, U.S. MERCHANT CREW w a: e,, z Ci) <( w a: 0 U.S.-OWNED SHIP, FOREIGN CREW ' w Q OPEN CHARTER SHIPPING DECREASING CONTROL military experts tell us only 19 dry cargo and 42 tankers will be militaiily useful by 1992. The existence of flag-of-convenience registries also has had a serious and negative effect on the fleets of our NATO allies. There were 1,400 militaiily useful tankers in the NATO fleets in 1970. • AMERICAN-OWNED FOREIGN-FLAGGED VESSELS: A Mockery of This Nation's Laws. F By 1985, that number had dropped to fewer than 950. In every NATO nation-England and Norway in particular-there has been a move to register their vessels under foreign flags. These vessels are crewed by multi-nationals who have divided loyalties at best. or the past 40 years, American companies have escaped American taxes, and minimum wage and safety standards by documenting their vessels under flag-of-convenience registries. They've suffered very few consequences for their actions. With few exceptions (small amounts of exports and imports covered by bilateral treaties or cargo preference laws), they've had full access to this country's ocean-borne foreign commerce. Indeed, even if a shipowner wants to maintain stringent safety standards, pay taxes to the federal government, build vessels in American shipyards and employ American workers, he would be at a severe disadvantage because of the EUSC Doctrine. �Reliable Sealift, None of table ... " omas Hay_ward, former Chief of Naval O!Jerations VIII. THE "EFFECTIVE CONTROL'' DOCTRINE: It Has Cost the United States Billions of Dollars. T he cost of the ''Effective Control'' Doctrine is difficult to calculate. But let's try, beginning with this nation's balance of payments deficit. In 1979, before the trade deficit reached epidemic proportions, the Department of Commerce estimated that there was a $646 million balance of trade deficit for the maritime industry. (Note-for that one year.) This figure included only the operators' fees. It did not include lost taxes, missed business opportunities or jobs exported overseas. It also did not include figures for maritime-related industries such as shipbuilding, insurance and steel. Equally important, these U.S. shipyards helped to keep an indus- trial base workable and available for national security. Take a look at your own state and see the decline of the nation's industrial base. Companies which documented their vessels under the American registry built their vessels in American shipyards (until recently, this was required by law). They bought American parts, used American steel, installed American computers and staffed their offices with American white-collar workers. This has had a direct effect on the economy. American vessels meant Americanjobs. And these gainfullyemployed people paid taxes, purchased houses, bought cars. If you add up all the figures, you're talking about billions of dollars. Last year the Seafarers Section of the International Transport Workers Federation, which represents seafarers from almost every maritime nation, passed a resolution that allows crewmembers to decide if they will sail into a "war-like zone." "A seaman shall have the right not to proceed to a war-like operations area ... Where a seafarer declines to proceed, he shall be repatriated to his port of engagement at shipowner's cost ... without risk of losing his employment or suffering any other detrimental effects.'' Can we count on others to crew our ships? IX. THE DECLINE OF THE AMERICANFLAG MERCHANT MARINE: Part of a Larger Problem. I n many ways, the decline of the American-flag merchant marine is part of a larger problem affecting the American economy as a whole. What shape is America in? Most people, including many so-called experts, just don't know. They can't make sense out of all the conflicting statements coming out of Washington and Wall Street. Administration officials point to lowered inflation and unemployment rates as proof that America has regained its economic vigor. Other people express confidence in our future because the stock market has broken the 2,000 mark for the first time in its history. Yet these rosy statistics tell only part of the story. A growing number of people are alarmed by the volatile nature of the market. They notice disturbing sim- ilarities between 1986 and 1929. More important, this nation's trade and budget deficits have reached epidemic proportions. Millions of good-paying manufacturingjobs have been exported overseas. They've been replaced with semi-skilled jobs paying part-time wages. More than half of the ''new jobs'' in the U.S. in the past six years pay less than $7,000 a year. Some officials, like Treasury Secretary James Baker, believe that the value of the dollar has to be reduced. Other people are afraid that it will fall too rapidly and will distort the international marketplace. What's the truth? Is America on the ropes, or is it going for gold? We in the maritime industry feel that we are in a unique position to judge today's events. X. THE AMERICAN MARITIME INDUSTRY IN THE INTERNATIONAL MARKETPLACE: There Is No Such Thing as Free Trade. T he maritime industry has played an important role in this country's political and economic development. For one thing, it serves as this country's unofficial "Fourth Arm of Defense.'' At the same time, it is a vital link in this nation's vast infrastructure of ports, highways and bridges. It is different from other American industries. By its very nature, it has always had to compete headon in the international marketplace. Until recently, trade played a relatively minor role in the American economy. As late as 1960, less than 5 percent of this nation's GNP was generated by foreign commerce. Most American industries-maritime was an exception-did not have to go out into the international marketplace to compete. They could rely on this nation's immense domestic market. It was perhaps inevitable that American policymakers would take American prosperity for granted. - Other nations, like Japan, have molded their international trade policies around the principle of nurturing and protecting their industries. The truth of the matter is that the international marketplace has never practiced ''Free Trade.'' Trade barriers have always existed-Americans just didn't have to worry about them, for theirs was a relatively selfcontained economy. This, of course, is changing, and it hurts. Many American industries have found themselves in the same position that maritime was forced into after World War II. In 1948, the maritime industry was thrown to the wolves. The EUSC Doctrine gave foreign-flag companies an insurmountable advantage. The 1946 Ship Sales Act created foreign competition where none had existed. This indifference to long-term economic trends is a pervasive theme in recent American history. Henry (Continued on Page 18.) February 1987 I LOG / 17 �What If? SEAFARING EMPLOYMENT ON UNITED STATES-FLAG SHIPS 1975-1980: 700 jobs lost (Continued from Page 17.) Kissinger said that this country is at least 15 years behind Japan and South Korea in fashioning a coherent policy on trade and economic development. Starting in the early 1970s, when Japan, Soutb Korea and Taiwan were busy fashioning long-term economic policies to promote their industrial sector, American leaders ..... T he American economy can be turned around. But it will take hard work, perseverence and a perceptible shift in this nation's priorities. Fairness has to be restored in dealing with our trading partners. They cannot expect free access to our markets if theirs remain closed. The American economy can only be revived on an industry-by-industry basis. For maritime, the key is cargo. This month the Maritime Trades LIBERIA Department released the broad outlines of a policy aimed at reviving the American-flag merchant marine. These are some of the issues that were debated and adopted as statements of MTD policy: • Endorsed legislation to establish a federal build and charter program to construct militarily useful merchant vessels for charter or lease to commercial operators. • Backed a measure to require that structures used in the offshore production of oil and gas be built in PANAMA * In 1936 Congress passed the Merchant Marine Act "to further the development and maintenance of an adequate and we/1balanced American merchant marine; to promote the commerce of the United States, to aid in the national defense ... '' Isn't it time the administration, with the encouragement of Congress, implement the spirit and the letter of this law before it is too late? - 20,100 were saying that a decline of this nation's manufacturing base was inevitable and perhaps even desirable. High technology and service jobs would take care of our future. To give an indication of how things have turned out, IBM, this country's largest high-tech firm, has to import 80 percent of the parts needed to construct one personal computer. XI. THIS COUNTRY'S ECONOMIC DECLINE MUST BE REVERSED: So Must the Decline of the American-Flag Merchant Marine. * ... Reagan Administration, 1981-1985: 6,800 jobs lost Source: Department of Transportation: Maritime Administration . • Estimate. Chart: MEBA-1 , PCD the United States and that at least half the materials used be of domestic origin. • Supported measures to assure a fair share of the carriage of all auto imports to the United States aboard U.S.-flag ships. Recently two more nations-Brazil and Malaysia-have begun exporting autos, bringing to 10 the number of countries selling their cars in the U.S. market-and not one car comes in on a U .S.-flag ship. • Called for legislation to deal with critical problems facing the U.S. deep-sea fishing industry as a result of the increasing importation of foreign fish products, the predatory practices of other fishing nations, and the soaring cost of insurance for American fishing vessels. • Urged the immediate and vigorous pursuit of bilateral and mul- tilateral agreements with our trading partners in order to restore the U.S. to its influence in the world economy. • Instead of lowering the standards of American workers to compete in a "free" market place, we should continue to seek to raise the standards of workers in those nations with which we trade. We do not think the American people are ready to lower their standards anymore to subsidize ''free'' trade. • Strongly supported the development of a fair trade policy which recognizes that the U.S. is not meant to be the dumping ground for products built to satisfy some other nation's industrial strategy. The MTD warned that if the U.S. does not act quickly, our nation's industrial base, job experience and military strength will be dangerously eroded. XII. IT CAN BE DONE! But We Must Act and We Must Act Now. ND what will happen if we continue to do nothing? More of the same. Jobs will continue to be exported overseas. Our industrial base will wither away. And our military capability? It's a paradox. We are an island nation without a merchant marine. A ''Without adequate and reliable sealift, ''says Admiral. Thomas Hayward, fo~r chkf of Naval. Operafions, "none of our mi/ita,ry plans is executable." Fifty years ago, America faced a similar dilemma. Its merchant fleet was almost non-existent. The economy was in a shambles. The international situation grew increasingly grim. Did we despair? Did we lie }o ourselves and say that everything was all right? No. We looked the problem straight in the eye. "I present to the Congress," said Franklin Delano Roosevelt in 1935, "the question of whether the United States shall have an adequate merchant marine." The answer was the Merchant Marine Act of 1936. It established a system of subsi- BAHAMAS The fear of having to count on unreliable foreign-flag ships has forced U.S. military planners to boost their cargo capacity with ships such as the one above, on permanent charter to the Navy. But these programs are no replacements for a healthy, private merchant marine. dies and promotional programs that helped revitalize the American flag merchant marine just in time for World War IL Our problems can be solved, but it will take leadership, honesty and cooperation. Government can make a difference, but only if we use it properly. 18 I LOG I February 1987 - • �- USNS Asserdve: Welcome to the Real World By Bob Borden, PAO, MSCPAC Fully equipped with her new SURT ASS electronic gear and prepared to join the fleet, the USNS Assertive (TAGOS 9) paid a brief port visit to scenic Monterey, Calif. last month. She was on her maiden voyage from Oakland to her new home in Hawaii. There was, however, no liberty for the crew while the vessel wa anchored less than a mile from shore. Instead, the ship hosted 26 students and faculty members from the Naval Postgraduate School in Monterey. They toured the SURTASS Operations Center and other parts of the ship during the three hours the Assertive was in port. One of the goals of the Naval Postgraduate School is to impress upon students the distinction between what is theoretically possible and what i actually achievable. Adjunct professor Calvin Dunlap, who coordinated the Assertive tour, believes the close-up look at one of the newest vessels in the fleet achieved that goal. ''Some of the students are tudying the principle behind the T-AGOS hip operation , and thi wa an opportunity to see what the shipboard equipment is really like and to relate what they're learning with the real thing," said Dunlap, a retired naval officer who teache an operational oceanography cour e. Students from the po tgraduate chool have visited T-AGOS hips before in Oakland during the in tallation phase of the Surveillance Towed Array Sensor System (SURTASS), :mt the January visit of the Assertive marked the first time a T-AGOS sh'p has dropped anchor in Monterey, home of the Naval Po tgraduate School since Capt. Phil Cramer of the USNS Assertive shows students from the Naval Postgraduate School how things operate from the bridge. MSCPAC to Improve Services The MSCPAC Civilian Personnel Office (CPO) is reorganizing. This move is designed to improve services to civilian marine personnel ashore on leave and to those on assignment. CPO's Al Quatsha explain that the reorganization should help the mariners who are on leave to conduct their business at the headquarter building in a more efficient manner, whether it be training, shipboard a signment or disciplinary actions. Under the Civilian Personnel Officer, P-2, who has now taken on an assistant for Special Projects, P-2B, are four divi ions: 1. Personnel Management Systems Division, P-21, headed by Inez Daneen. This division deals with the sophisticated computer sy tern in all its glory. 2. Personnal Operations Division, P-22, with Earl Bergman at the helm. This division was formerly known as the Marine Placement and Receiving Branch and wa headed by D. Dysthe. It ha combined marine crewing of ships, shore staffing and wage and cla ification dutie . 3. Employee Relations and Services Divi ion, P-23, led by D. Dy the, will continue to handle disciplinary matter , retirements and other ervices for shoreside and marine employees, as well as safety, which has been added to this division. 4. Employee Development Divi ion, P-24, continues under the direction of R. Rosemeyer. This division handled all types of training for marine per onnel as well as the damage control unit. The USNS Assertive (T-AGOS 9) lies anchored in Monterey, Calif. 1951. The school graduate 800 students per year and offers a range of curricular programs specifically tailored to impart the scientific, engineering, operational and administrative knowledge necessary to meet the professional needs of the Navy. Capt. Philip W. Cramer, Chief Mate Robert Bacon and a few RCA technicians served as tour guides for the students and faculty members during the ship's brief stay in Monterey. "I'll probably be doing this sort of thing a lot more before I get off this ship, so I might as well get started right away," joked Bacon, who led a small group down into the engineering spaces, up through the galley and up to the bridge of the 224-foot hip. Though he had only been assigned to the Assertive for Jes than a week, Bacon knew his way around the hip. He previously served one tour of duty aboard the USNS Contender, the second of the 10 T-AGOS ships built to date. Professor Dunlap, who divide his time between classroom instruction and oceanographic research, said the students and faculty told him the tour was very worthwhile. "The comments l've heard are very encouraging,'' said Dunlap, who holds graduate degrees from the Postgraduate School and Stanford University. ''The visit allowed our group to become more aware of the technology aboard our ships and to get an insight into a very successful program." Frank Mullen, who assists Professor Dunlap in environmental acoustical _,. research, added: "The chance to visit the ship was very helpful. It gives us a chance to connect teaching with the real world of operations." Within a few hours after first dropping anchor in Monterey, the USNS Assertive was underway again, prepared to put her hardware to the test in the operational realities of the "real world.'' NASSCO Wins Navy Contract National Steel and Shipbuiiding Co. (NASSCO) of San Diego, Calif. was awarded a contract from the U.S. Navy for construction of one AOE class ship. The contract, which contain separately priced option to build three additional ship , is valued at $290.9 million. The options are scheduled to be exercised in 1989, 1990 and 199 I. The total value of the contract, including the options, is approximately $1 billion. During 1987 the program will employ 400 to 500 engineer , planners, and procurement personnel, with the production schedule to begin in I 988. If all contract options are used, the program will employ an average of 1,500 people from 1988 to 1994. Contruction schedule call for the first ship to be delivered in 199 I and the fourth ship to be delivered in 1994. The AOE i a fast combat support hip capable of fleet-speed. With a cargo capacity of 150,000 barrel of fuel and 1,800 ton of munitions, the AOE will sail in upport of the fleet _.. and resupply Navy combat ships while underway. The hip will be 753 feet in length with a beam of 107 feet and a draft of 37 feet in a fully-loaded condition. - February 1987 I LOG I 19 �- Eye on L.A. (Photos by Dennis Lundy) With the assistance of a docking tug, the Pacific Escort, the President Jefferson (APL) enters Los Angeles Harbor • - - .- Richmond Collins (left), relief chief cook, and Bradford Mack, chief cook, aboard the Thompson Pass (lnterocean Management). Aboard the Brooks Range (lnterocean Management), Wilmington Patrolman Jesse Solis (left) meets with part of the ship's crew: G.T. Milabo, OS; J.K. Haines, AB; Michael and Susana Ortiz, OS; Todd Peden, AB; Sebastian P. Perdon, pumpman; Leroy Temple, AB; Charlie Edwards, bosun, and Joe "Potatoes" Pitetta, steward/baker. 20 I LOG I February 1987 - Payoff aboard the Stuyvesant brings together (I. to r.) AB/Deck Delegate Andy Anderson, Bosun Nick Nagy, Pumpman Roland Gumanas, AB Gil A. Manipon, Wilmington Rep Trevor Robertson, Chief Steward Willie J. Smith, Chief Cook Ernie Polk and GSU Wilburt Allen. M. Abobaker (left), OS, and Marshall Novack, AB, greet each other in a passageway of the Stuyvesant (Bay Tankers). �1986 Income Tax Filing Assistance Important Reminders Deduction for Charitable Contributions Generally, for 1986, you may deduct all of your qualified charitable contributions even if you do not itemize your deductions . Could You Pay Less Tax by Income Averaging? If there has been a large increase in your income this year, you may be able to pay less tax by using the income averaging method to figure your tax. Get Schedule G (Form 1040) to see if you qualify. Mailing Your Return If you received an envelope with your forms booklet, please use it. If you didn't receive an envelope, or you moved during the year, see Where To File. Envelopes with insufficient postage will be returned by the po t office. Who Should File Even if you do not have to file , you should file to get a refund if Federal income tax was withheld from any payments to you or if you can take the earned income credit. If you file for either of these reason only , you may be able to use Form 1040A. If you file only to get a refund of tax withheld , you may be able to use Form 1040EZ. When To File You should file as soon as you can after January 1, but not later than April 15 , 1987. If you file late , you may have to pay penalties and interest. If you know that you cannot file by the due date , you should ask for an extension using Form 4868, Application for Automatic Extension of Time To File U.S. Individual Income Tax Return. Note: Form 4868 does not extend the time to pay your income tax. See the insturctions for Form 4868. If you are living or traveling outside the United States and Puerto Rico on April 15, you can get an automatic 2- month extension of time to file. Just attach a statement to your return explaining the details. 1986~ You MAY Be Able to Use Form 1040EZ if: • You were single and claim only your own personal exemption. • You had only wages, alaries , and tips, and not more than $400 of interest inco • Your taxa income is less than $50,000. • You do not itemize deductions or claim any adjustments to income or tax credits. You can use Form 1040EZ to deduct certain cash charitable contribution You MAY Be Able To Use Form 1040A if: • You had income only from wages, salaries, tips, unemployment compensation, interest, or dividends. · • Your taxable income is less than $50,000. • You do not itemize deductions. You can al o u e Form 1040A to claim the deduction for a married couple when both work , the deduction for certain contributions to an Individual Retirement Arrangement (IRA) , the credit for child and dependent care expenses, and the deduction for charitable contribution . - I to e ~aseattach Copy 8 of your Forms W-2. W-2G. ¥ld W·2P hefe If you do not have aW-2 . see page4 of 12 u 1nstruct1ons 14 u Pie•~ attach check or money order here You MUST Use Form 1040 if: • Your taxable income is $50,000 or more. • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You may still use Form 1040A if you have a child and can meet the tests under Married Persons Who Live Apart. • You can be claimed as a dependent on your parents' return AND you had interest, dividend , or other unearned income of $1 ,080 or more. • You are a qualifying widow(er) with a dependent child. • You were married at the end of 1986 to a nonresident alien who had U.S. source income and who has not elected to be treated as a re ident alien . Exception: You may be able to use Form 1040A if you meet the tests under Married Persons Who Live Apart. 27 21 • You received, as a nominee, interest or dividends that actually belong to another person. • You received or paid accrued interest on securities transferred between interest payment dates. • You received any nontaxable dividends or capital gain di tribution . • You are required to fill in Part III of Schedule B for foreign accounts and foreign trusts. • You had any of the kinds of income shown on Form 1040, line l 0 through 19, 2lb , and 22 , such as taxable social security or railroad retirement benefits. Where To File If an addressed envelope came with Who Must File (Caution: Also see Other Filing Requirements below.) You must file a tax return ifyour marital status at the end of 1986 was: Single (including divorced and legally separated) Married with a dependent child (or a child whom you cannot claim as a dependent because of the rules for Children of Divorced or Separated Parents) and living apart from your spouse during the last 6 months of 1986 and your filing status is: Single or Head of hou ehold Head of household Widowed in 1984 or 1985 and not remarried in 1986 Widowed before 1984 and not remarried in 1986 and at the end of 1986 you were: under 65 65 or over and your gross income was at least: $3 ,560 $4,640 under 65 65 or over $3 ,560 $4,640 Married, joint return under 65 (both spouses) 65 or over (one spouse) 65 or over (both spouses) $5,830 $6,910 $7,990 Married , separate return any age $1,080 Married , joint return or separate return any age $1,080 Single or Head of household under 65 65 or over $3,560 $4,640 Qualifying widow(er) with dependent child under 65 65 or over $4,750 $5,830 Single or Head of household under 65 65 or over $3,560 $4,640 Married and living with your spouse at end of 1986 (or on the date your spouse died) Married, not living with your spouse at end of 1986 (or on the date your spouse died) 19 Which Form To File your return, please use it. If you do not have one, or if you moved during the year, mail your return to the Internal Revenue Service Center for the place where you live. No treet address is needed. General Information Should You Make Estimated Tax Payments for 1987? - In general , you do not have to make estimated tax payments if you expect that your 1987 Form 1040 will show a tax refund, or a tax balance due IRS of Jess than $500. If your total estimated tax (including any alternative minimum tax) is $500 or more, please get Form 1040-ES. It contains a worksheet that you can use to see if you have to make estimated tax payment . Sign Your Return Form 1040 is not considered a return unle s you sign it. Your spouse must also sign if it is a joint return. Be sure to date your return and show your occupation in the space provided. If you are filing a joint return with your deceased spouse, see Death of Taxpayer. Did You Have Someone Else Prepare Your Return? If you fill in your own return, the Paid Preparer's space should remain blank. Someone who prepares your return but does not charge you, should not sign. Generally, anyone who is paid to prepare your tax return must sign your return and fill in the other blanks in the Paid Preparer's Use Only area of your return. .... The preparer required to sign your return MUST: • Sign it, by hand, in the space provided for the preparer's signature. (Signature stamps or labels are not acceptable.) (Continued on Page 22.) February 1987 I LOG I 21 - �1986 Income Tax Filing Assistance (Continued from Page 21.) • Give you a copy of your return in addition to the copy to be filed with IRS. Penalties and Interest Interest We will charge you interest on taxes not paid by their due dat even if an extension of time to file is granted. We will also charge you interest on penalties imposed for failure to file, gross valuation overstatements, and substantial understatements of tax. Interest is charged on the penalty as of the due date of the return (including extensions) to the date of payment. Late Filing of Return - You can avoid penalties for late filing by sending in your return by the due date. The law provides a penalty of 5% of the tax due for each month, or part of a month, the return is late (maximum 25%) unless you can show reasonable cause for the delay. If you file a return late, attach a full explanation to your return. If your return is more than 60 days late, the penalty will not be less than $100 or 100% of the balance of tax due on your return, whichever is less. Late Payment of Tax Generally, the penalty for not paying tax when due is V2 of 1% of the unpaid amount for each month or part of a month it remains unpaid. The maximum penalty is 25%. The penalty applies to any unpaid tax shown on the return. It also applies to any additional tax shown on a bill that is not paid within 10 days after the date of the bill. This penalty is in addition to interest charges on late payments. Note: If you include interest or either of these penalties with your payment, identify and enter these amounts in the bottom margin of Form 1040, page 2. Do not include the interest or penalty amounts in Amount You Owe on line 67. - Penalty for Frivolous Return In addition to any other penalties, the law imposes a penalty of $500 for filing a frivolous return. A frivolous return is one which does not contain information needed to figure the correct tax or shows a substantially incorrect tax, because you take a frivolous position or desire to delay or interfere with the tax laws. This includes any alteration or striking out of the preprinted language above the space provided for your signature. Other Penalties There are also other penalties that can be imposed for negligence, substantial understatement of tax, and fraud. Get Publication 17 for details on some of the e penalties. Tax Law Changes Effective for 1987 The following information has no effect on your 1986 tax return. It is provided to give you enough time to comply with three of the many new changes included in the recently enacted Tax Reform Act of 1986. Social Security Numbers for Dependents Any person age 5 or over whom you claim as a dependent on your tax return next year must have a social security number, and that number must be shown on your 1987 return. If your dependent does not already have a social security number, the Social Security Administration will let yo now how to apply for one. Form W-4 Filing Requirement You must file a new 1987 Form W-4, Employee' Withholding Allowance Certificate, with your employer before October 1, 1987. Otherwise, Federal income taxes will be withheld from your wages as if you claimed only one withholding allowance (two withholding al- them, until the statute of limitations runs out for that return. Usually this is 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. Also keep copies of your filed tax returns as part of your records. You should keep some records longer. For example, keep property records (including those on your own home) as long as they are needed to figure the basis of the original or replacement property. For more details, get Publication 552. Corresponding With IRS Be sure to include your social security number in any correspondence with IRS. How Long Should Records Be Kept? Keep records of income, deductions, and credits shown on your return, as well as any worksheets used to figure 22 I LOG I February 1987 - Estimated Tax Payments Generally, for 1987 you should prepay, through withholding or estimated tax payments, at least 90% (previously 80%) of your 1987 tax or 100% of your 1986 tax, whichever is less. Otherwise, you may have to pay a penalty. Form 1040ES, Estimated Tax for Individuals, is used to pay estimated tax. You can get Form 1040-ES from IRS. If you want more information about these and other tax law changes effective for 1987, get Publication 553, Highlights of 1986 Tax Changes. did not remarry in 1986, you can file a joint return. You can also file a joint return if your spouse died in 1987 before filing a 1986 return. A joint return should show your spouse's 1986 income before death and your income for all of 1986. Also write ''Filing as surviving spouse'' in the area where you sign the return. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviving spouse filing a joint return with the deceased and you follow the above instructions, no other form is needed to have the refund issued to you. Requesting a Copy of Your Tax Return If you need a copy of your tax return or tax account information, use Form 4506, Request for Copy of Tax Form or Tax Account Information. Generally, there is a charge for these requests; see Form 4506. Amended Return If you file your income tax return and later become aware of any changes you must make to income, deductions, or credits, file Form 1040X, Amended U.S. Individual Income Tax Return, to change the Form 1040, 1040A, or 1040EZ you already filed. Note: If your Federal return is changed for any reason, it may affect your state income tax liability. This would include changes made as a result of an examination of your return by the IRS. Contact your state tax agency for more information. Address Change If you move after you file your return and you are expecting a refund, you should notify the post office serving your old address. Also notify the IRS Service Center where you filed your return of your address change. This will help to forward your check to your new address as soon as possible. lowances if your most recent W-4 form shows you are married). However, because of the numerous tax law changes effective for 1987, you may want to file the 1987 Form W-4 with your employer early in 1987 to make sure you have the right amount of income tax withheld from your wages. If you do this, you will meet the requirement for filing before October l, 1987. You can get the new 1987 Form W-4 from your employer. Death of Taxpayer If the taxpayer died before filing a return for 1986, the taxpayer's spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal representative can be an executor, administrator, or anyone who is in charge of the taxpayer's property. The person who files the return should write "deceased" after the deceased's name and show the date of death in the name and address space at the top of the return. Also write "DECEASED" across the top of the tax return. If the taxpayer did not have to file a return but had tax withheld, a return must be filed to get a refund. If your spouse died in 1986 and you Social Security Number. If you are married, give social security numbers for both you and your spouse whether you file joint or separate returns. If your spouse is a nonresident alien, has no income, does not have a social security number, and you file a separate return, enter "NRA" in the block for your spouse's social security number. If you and your spouse file a joint return, your spouse must get a social security number. If you don't have a social security number, please get Form SS-5 from a Social Security Administration (SSA) office. File it with your local SSA office early enough to get your number before April 15. If you do not get the number by then, file your return and enter ''Applied for'' in the block for your social security number. If you check Yes, it will not change the tax or refund shown on your return. Do not claim this amount as a credit for political contributions on line 43. Rounding Off to Whole Dollars You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. Filing Status Lines 1 through 5 Single Consider yourself single if on December 31 you were unmarried or separated from your spouse either by divorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced, or legally separated. If you were married on December 31, consider yourself married for the whole year. If you meet the tests explained on this page for Married Persons Who Live Apart, you may consider yourself single for the whole year and file as head of household. If your spouse died in 1986, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1986. Married Joint or Separate Returns? Joint Returns. Most married couples will pay less tax if they file a joint return. You must report all income, exemptions, deductions, and credits for you and your spouse. Both of you must sign the return, even if only one of you had income. You and your spouse can file a joint return even if you did not live together for the whole year. Both of you are responsible for any tax due on a joint return, so if one of you does not pay, the other may have to. Note: If you file ajoint return, you may not, after the due date of the return, choose to file separate returns for that year. If your spouse died in 1986, you can file ajoint return for 1986. You can also file a joint return if your spouse died in 1987 before filing a 1986 return. For details on how to file the joint return, see Death of Taxpayer. Tax Tip: If you decide not to file a joint return and plan to file a separate return, see if you can lower your tax by meeting the tests described on this page under Married Persons Who Live Apart. Separate Returns Presidential Election Campaign Fund You can file separate returns if both you and your spouse had income, or if only one of you had income. If you file a separate return, you each report only your own income, exemptions, deductions, and credits, and you are responsible only for the tax due on your own return. Special rules apply, however, for taxpayers who live in commuity property states. For details, get Publication 555. In most instances if you file a separate return, you will pay more Federal tax because the tax rate is higher for married persons filing separately. The following also apply: Congress established this fund to support public financing of Presidential election campaigns. You may have $1 go to the fund by checking the Yes box. On a joint return, each of you may choose to have $1 go to this fund, or each may choose not to. One may choose to have $1 go to this fund and the other may choose not to. • You cannot take the deduction for a married couple when both work. • You cannot take the credit for child and dependent care expenses in most cases. • You cannot take the earned income credit. • If you lived with your spouse at any time in 1986-a. You will have to include in income Name Change If you have changed your name because of marriage, divorce, etc., make sure you immediately notify the Social Security Administration (SSA) so the name on your tax return is the same as the name SSA has on its records. This may prevent delays in issuing your refund. �more of any unemployment compensation you received in 1986. b. You cannot take the credit for the elderly or for the permanently and totally disabled. c. You may have to includ in income up to one-half of any social security benefits (including railroad retirement benefits treated as social security) you received in 1986. • You must itemize your deductions if your spouse itemizes, even if it is not to your tax benefit to do so. If you file a eparate return , enter your spouse' s full name in the space provided on line 3 and your spouse's social security number in the block provided for that number. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemptions for your spouse. Married Persons Who Live Apart Some married persons who have a child and who do not live with their spouse may file as head of household and use tax rates that are lower than the rates for single or for married filing a separate return. This also means that if your spouse itemizes deductions, you do not have to. You may also be able to claim the earned income credit. You should check the box on line 4 for Head of household if you meet ALL 4 of the following tests. 1. You file a separate return from your spouse. 2. You paid more than half the cost to keep up your home in 1986. 3. Your spouse did not live with you at any time during the last 6 months of 1986. 4. For over 6 months of 1986, your home was the principal home of your child or stepchild whoma. you can claim a a dependent, OR b. the child's other parent claims as a dependent for Children of Divorced or Separated Parents. (Enter this child's name in the space provided on line 4.) Head of Household Tax Tip: The tax rates for a person who can meet the tests for head ofhousehold are lower than the rates for single or for married filing a separate return. You may use this filing status ONLY IF on December 31, 1986, you were unmarried (including certain married persons who live apart, as discussed above) or legally separated and meet test 1 or 2 below. 1. You paid more than half the cost of keeping up a home, which was the principal home of your father or mother whom you can claim as a dependent. OR 2. You paid more than half the cost of keeping up the home in which you lived and in which one of the following also lived for more than 6 months of the year (except for temporary absences, such as for vacation or school): a. Your unmarried child, grandchild, adopted child, or stepchild. This child does not have to be your dependent. However, your foster child must be your dependent. Note: If this child is not your dependent, you must enter the child's name in the space provided on line 4. b. Your married child , grandchild , adopted child, or stepchild. This child must be your dependent. But if your married child's other parent claims him or her as a dependent for Children of Divorced or Separated Parents, this child does not have to be your dependent. (If your child is not your dependent because of these rules , you must enter the child's name in the space provided on line 4.) c. Any other relative listed below whom you can claim as a dependent. Parent Grandparent Brother Sister Stepbrother Stepsister Sister-in-law Son-in-law Daughter-in-law, or if related by blood : Uncle Aunt Stepmother Stepfather Mother-in-law Father-in-law Brother-in-law Nephew Niece Note: See instructions for lines 6c through 6e below for the definition ofdependent. Exemptions Line 6a For Yourself You can always take one exemption for yourself. Take two exemptions if you were · d, or 65 or over. Take three exem ons if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself. You can take the extra exemption for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Line 6B • your child was under 19 at the end of 1986, or • your child was enrolled as a full-time student at a school during any 5 months of 1986, or • your child took a full-time, on-farm training course during any 5 months of 1986. (The course had to be given by a school or a state, county, or local government agency.) The school must have a regular teaching staff, a regular course of study, and a regularly enrolled body of students in attendance. A school includes: • elementary, junior, and senior high schools; • colleges and universities; and • technical trade, and mechanical schools. However, school does not include on-the-job training courses or correspondence schools. For Your Spouse You can take exemption for your spouse if you file a joint return . If you file a separate return , you can take your spouse's exemptions only if your spouse is not filing a return , had no income, and was not the dependent of someone else. Lines 6c through 6e Children and Other Dependents Line 6c. Enter the first names of your dependent children who lived with you (except for temporary absences, such as for vacation or school). Fill in the total number in the box to the right of the arrow. Line 6d. Enter the first names of your dependent children who did not live with you most of the year_ Fill in the total number in the box on the right. If you are claiming a child for Children of Divorced or Separated Parents, you must either: • attach Form 8332, Release of Claim to Exemption for Child of Divorced or Separated Parents, or similar statement, OR • check the box for pre-1985 agreements. Line 6e. Enter the full names and other information for your other dependents. Fill in the total number in the box to the right of the arrow. You can take an exemption for each person who is your dependent. 2. Support In general , you must have given over half of the dependent's support in 1986. If you file a joint return, the upport can be from you or your spouse. Even if you did not give over half of the dependent's support, you will be treated as having given over half of the support if you meet the tests for Children of Divorced or Separated Parents or Dependent Supported by Two or More Taxpayers. In figuring total support, you must include money the dependent used for his or her own support, even if thi money was not taxable (for example , gifts, savings, welfare benefits). If your child was a student, do not include amounts he or she received as scholarships. Support includes items such as food, a place to live, clothes, medical and dental care, recreation, and education. In figuring support, use the actual cost of these items. However, the cost of a place to live is figured at its fair rental value. Do not include in support items such as income and social security taxes, premiums for life insurance, or funeral expenses. If you care for a foster child, see Publication 501 for special rules that apply. Birth or Death of Dependent Examples of Income You Do Not Report You can take an exemption for a dependent who was born or who died during 1986 if he or she met the tests for a dependent while alive. Thi means that a baby who lived only a few minutes can be claimed as a dependent. Each person you claim a a dependent has to meet ALL 5 of these tests: 1. income; 2. support; 3. married dependent; 4. citizenship or residence; and 5. relationship. These test are explained below. (Do not include these amounts when you decide if you must file a return.) In general, the person must have received less than $1,080 of gross income. Gross income does not include nontaxable income, such as welfare benefits or nontaxable social security benefits. Income received by a permanently and totally disabled per on for services performed at a sheltered workshop school is generally not included in gross income for purposes of the income test. Get Publication 501 for details. Special Rules for Your Dependent Child Even if your child had income of $1,080 or more, you can claim your child as a dependent if tests 2, 3, and 4 below are met, and: The following kinds of income should be reported on Form 1040, or related forms and schedules, in addition to the types of income listed on Form 1040, lines 7 through 2lb. You may need some of the forms and schedules mentioned below. Original Issue Discount (Schedule B). Distributions from SEPs and DECs. Amounts received in place of wages, from accident and health plans (including sick pay and disability pensions) if your employer paid for the policy. Bartering income (fair market value of goods or services you received in return for your services). Business expen e reimbursements you received that are more than you spent for these expen es. Tier 2 and supplemental annuities under the Railroad Retirement Act. Life insurance proceeds from a policy you cashed in if the proceeds are more than the premium you paid. Your share of profits from S corporations (Schedule E). Endowments. Lump-sum distributions (Form 4972 or Form 5544). Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems, or other property (Schedule D or Form 4797). Gains from the sale of your personal residence (Schedule D and Form 2119). Accumulation distributions from trusts (Form 4970). Prizes and awards (contests , raffles, lottery, and gambling winnings). Earned income from source outside the United States (Form 2555). Director's fees. Fees received as an executor or administrator of an estate. Embezzled or other illegal income. 6& Line 7 Wages, Salaries, Tips, Etc. Show the total of all wages, salaries, fees, commissions, tips, bonuses, supplemental unemployment benefits, and other amounts you were paid before taxes, insurance, etc., were taken out. For information on allocated tips, get Publication 531, Reporting Income From Tips. Include in this total: Income 1. Income Examples of Income You Must Report Welfare benefits. Disability retirement payments (and other benefit ) paid by the Veterans ' Administration. Workers' compensation benefit , in urance damages, etc., for injury or sickness. Child support. Gifts, money, or other property you inherited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received because of a person's death. Interest on certain state and municipal bonds. Amounts you received from in urance because you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report as income reimbursements for normal living expenses.) Amounts an employer contributed on your behalf and benefits provided to you as an employee or the spouse or dependent of an employee, under a qualified group legal services plan. Cancellation of certain student loans where the student, under the terms of the loan, performs certain professional services for any of a broad class of employers. • The amount that should be shown in Box 10 on Form W-2. Report all wages, salaries, and tips you received, even if you do not have a Form W-2. • Tips received that you did not report to your employer. (Show any social security tax due on these tips on line 53- ee the instructions on page 15.) Note: Except for those disability pensions mentioned above, pensions shown on Form W-2P are reported on line 16 or line 17a of Form 1040. • Payments by insurance companies, etc., not included on Form W-2. If you receive sick pay or a disability payment from anyone other than your employer, and it is not included in the wages shown on Form W-2, include it on line 7. Attach a statement showing the name and address of the payer and amount of sick pay or disability income. • Fair market value of meals and living quarters if given by your employer as a matter of your choice and not for your employer's convenience. Don't report the value of meals given you at work if they were provided for your employer's convenience. Also do not report the value of living _ quarters you had to accept on your employer's business premises as a condition of employment. • Strike and lockout benefits paid by a union from union dues. Include cash and the fair market value of goods (Continued on Page 24.) February 1987 I LOG I 23 - �'I CH) ' • 1986 Tax Tips (Continued from Page 23.) received. Don't report be1 efits that were gifts. • Any amount your employer paid for your moving expenses (including the value of services furnished in kind) that is not included in Box 10 on Form W-2. Line 8 Interest Income Enter your TOT AL taxable interest income. If the total interest is more than $400, first fill in Schedule B. Report any interest you received or that was credited to your account so you could withdraw it. (It does not have to be entered in your passbook.) Interest that was credited in 1986 on deposits that you could not withdraw because of the bankruptcy or insolvency of the financial institution may not have to be included in your 1986 income. For details, get Publication 550, Investment Income and Expenses. Generally, the payer will send you a """' Form 1099-INT or, if applicable, a Form 1099-0ID for this interest. If you received, as a nominee, interest that actually belongs to someone else, see Schedule B instructions. Caution: Be sure to give each payer of interest income your correct social security number. Otherwise, the payer may have to withhold 20% of the interest. You may also be subject to penalties. For more details, get Publication 550. Examples of Interest Income You MUST Report Report interest from: • Accounts (including certificates of deposit and money market accounts) with banks, credit unions, and savings and loan associations. • Building and loan accounts. • Notes, loans, and mortgages. Special rules apply to loans with below-_market interest rates. Get Publication 525. • Tax refunds (report only the interest on them as interest income). • Bonds and debentures. Also arbitrage bonds issued by state and local governments after October 9, 1969. (Do not report interest on other state and local bonds and securities.) Also report as interest any gain on the disposition of certain market discount bonds issued to you after July 18 , 1984, to the extent of the accrued market discount. • U.S. Treasury bills, notes , and bonds. • U.S. Savings Bonds. The interest is the yearly increase in the value of the bond. Interest on Series E or EE bonds can be reported using method a orb below: a. Report the total interest when you cash the bonds , or when they reach final maturity and no longer earn interest; OR b. Each year report on your return the yearly increase of the bonds' value. If you change to method b, report the entire increase in all your bonds from the date they were issued. Each year after report only the yearly increase. Once you have used method b to report your interest, you must continue to do so for all your U.S. Savings Bonds. - Line 9a Dividends Dividends are distributions of money , stock, or other property that corporations pay to stockholders. They also include dividends you receive through a partnership, an S corporation, or an estate or trust. Payers include nominees or other agents. Generally, the payer will send you a Form 1099-DIV for these dividends. If the total dividends, including capital gain and nontaxable distributions, are more than $400, first fill in Schedule B. If you received $400 or less in dividends, include only the ordinary dividends on line 9a. 24 I LOG I February 1987 Dividends Include: • Ordinary dividends. These are paid out of earnings and profits and are ordinary income. Assume that any dividend you receive is an ordinary dividend unless the paying corporation tells you otherwise. Do Not Report as Dividends • Mutual insurance company dividends t t reduced the premiums you paid. • ounts paid on deposits or accounts from which you could withdraw your money such as mutual savings banks , cooperative banks, and credit unions. Remember to report these amounts as interest on line 8. Line 9b Dividend Exclusion You can exclude (subtract) up to $100 of qualifying dividend income. If you and your spouse file a joint return, you can subtract up to $200, regardless of which spouse received the dividends. Dividends must be from a domestic corporation to qualify for the exclusion. Dividends from mutual funds (other than money market funds) generally qualify for the exclusion. The corporation will tell you how much of the dividend qualifies. The following taxable dividends do not qualify for the exclusion. • Dividends from money market funds unless the corporation has told you how much of the dividends qualify. • Dividends from foreign corporations, including controlled foreign corporations. • Dividends from exempt organizations (charitable , fraternal, etc.) and exempt farmer ' cooperative organizations. • Dividends paid on stock held by employee stock ownership plans. Line 10 Taxable Refunds of State and Local Income Taxes If you received a refund (or credit or off et) of state or local income taxes in 1986 that you paid and deducted before 1986, you may have to report all or part of this amount as income if your itemized deduction for state and local income taxes in the year you paid the taxes resulted in a tax benefit. You may receive Form 1099-G, Statement for Recipients of Certain Government Payments , or similar statement, showing the refund. Any part of a refund of state or local income taxes paid before 1986 that you were entitled to receive in 1986 but chose to apply to your 1986 estimated state income tax is considered to have been received in 1986. Do not report the refund as income if it was for a tax you paid in a year for which you did not itemize deduction on Schedule A (Form 1040), or it was for a year in which you filed Form 1040A or Form 1040EZ. Line 11 Alimony Received Enter amounts you received as alimony or separate maintenance. You must let the person who made the payments know your social security number. If you do not provide this information to the payer, you may have to pay a $50 penalty. For more details, get Publication 504, Tax Information for Divorced or Separated Individuals. If you received payments under a divorce or separation instrument executed after 1984, see the instructions for line 29 for information on the rules that apply in determining whether these payments qualify as alimony. Line 16 Fully Taxable Pensions, IRA Distributions, and Annuities Use this line to report fully taxable pension and annuity income and regular individual retirement arrangement (IRA) distributions you receive. In general, you should receive a Form W-2P showing the amount of your pension or annuity. Also see Lump-Sum Distributions. Your pension or annuity payments are fully taxable if: • you did not contribute to the cost of your pension or annuity, or • you got back tax-free your entire cost before 1986. Fully taxable pensions and annuities also include military retirement pay shown on Form W-2P and distributions from an IRA (including premature distributions , but not rollovers). Lines 20a and 20b Unemployment Compensation Unemployment compensation (insurance) you receive may be taxable under certain conditions. By February 2, 1987, you should receive a Form 1099-G showing the total unemployment compensation paid to you during 1986. Lines 21a and 21b Social Security Benefits (and Railroad Retirement Benefits Treated as Social Security) Social security benefits you receive may be taxable in some instances. Social security benefits include any monthly benefit under title II of the Social Security Act or the part of a tier 1 railroad retirement benefit treated as a social security benefit. Social security benefits do not include any Supplemental Security Income (SSI) payments. By February 2, 1987, you should receive a Form SSA-1099 showing the total social security benefits paid to you in 1986, and the amount of any social security benefits you repaid in 1986. If you received railroad retirement benefits treated as social security , you should receive Form RRB-1099. For more information, get Publication 915, Social Security Benefits and Equivalent Railroad Retirement Benefits. Line 22 Other Income Use line 22 to report any income you can't find a place for on your return or other schedules. List the type and amount of income. For more information, see Miscellaneous Taxable Income in Publication 525, Taxable and Nontaxable Income. Caution: Do not report any income from self-employment on line 22. If you do have any income from self-employment, you must use Schedule C or Schedule F. Amounts your employer paid you for business expenses that are more than you spent for the actual business expenses should be added to the wages shown on line 7 unless they were already included on your Form W-2. Examples of income to be reported on line 22 are: • Prizes , awards , and gambling winnings. Proceeds from lotteries, raffles, etc. , are gambling winnings. You must report the full amount of your winnings on this line. You cannot offset losses against winnings and report the difference. If you had any gambling losses , you may take them as an itemized deduction on Schedule A. However, you cannot deduct more losses than the winnings you report. • Repayment of medical expenses or other items such as real estate taxes that you deducted in an earlier year if they reduced your tax. See Publication 525 for information on how to figure the amount to include in income. • Amounts you recovered on bad debts that you deducted in an earlier year. • Fees received for jury duty and precinct election board duty. Net Operating Loss. If you had a net operating loss in an earlier year to carry forward to 1986, enter it as a minus figure on line 22. Attach a statement showing how you figured the amount. Get Publication 536, Net Operating Losses and the At-Risk Limits, for more details. Adjustments to Income Line 26 Individual Retirement A"angement (IRA) Deduction You can deduct on line 26 contributions made to your IRA (including those made under a Simplified Employee Pension (SEP) plan or to a plan that accepts deductible employee contributions (DECs)). Schedule C or F filers with a SEP and partners with a SEP take the deduction on line 27. You should receive, by June 1, 1987, a statement showing contributions made to your IRA for 1986. Before you figure your IRA deduction, please note the following: • If you made contributions to your IRA in 1986 that you deducted on your 1985 Federal income tax return, do not include those contributions on your 1986 tax return. • If you made contributions to your IRA in 1987 (by April 15 , 1987) for 1986, be sure to include these contributions when you figure your IRA deduction for 1986. • If your IRA deduction on line 26 is less than your IRA contributions and you do not withdraw this excess contribution before your return is due, file Form 5329 to pay tax on the excess contribution. • If you were married and contributions were made to an IRA for your nonworking spouse for 1986, you must file a joint return for 1986 to deduct these contributions. A nonworking spouse is one who had no wages or other earned income in 1986 or one who, in 1986, chooses to be treated as having no earned income for purposes of the IRA deduction. For example, if one spou e earned only $100, a combined total ofup to $2,250 may be contributed to their IRAs. • If you were married and you and your spouse worked and you both have IRAs, figure each spouse's deduction separately. Then combine the two deductions and enter the total of the two amounts on line 26. • Do not include rollover contributions in figuring your deduction. See line 17 instructions for more details on rollover contributions. • Do not include trustee's fees that were billed separately and paid by you for your IRA. These fees can be deducted only as an itemized deduction on Schedule A. Line 29 Alimony Paid You can deduct periodic payments of alimony or separate maintenance made under a court decree. You can also deduct payments made under a written separation agreement or a decree for support. Don't deduct lump-sum cash or property settlements , voluntary payments not made under a court order or a written separation agreement, or amounts specified as child support. Line 30 Deduction for a Married Couple When Both Work You can claim a deduction if: • you are married filing a joint return , • both you and your spouse have qualified earned income. Tax Computation Line 34a You will fall into one of the three classes below: • You MUST itemize deductions, or • You choose to itemize , or • You do not itemize. The three classes are described below. �ou t You mu T Itemize Deductions t itemize deduction if: of-pocket expenses you paid to do volunteer work for a qualified organization. For more detail on what qualifies as a charitable contribution and the limits that apply to the amount that may be deducted, see the instructions for contributions on page 21. A. You can be claimed a a dependent on your parents' return and had interest, dividends, or other unearned income of $1,080 or more. Generally, this means that you must complete and attach Schedule A and co lete the worksheet on this page. However, there are two exceptions to this rule. Exception 1. You don't have to itemize deductions on Schedule A or complete the worksheet if you have earned income* of $2,480 or more if single ($1,835 or more if married filing a separate return). Enter zero (0) on line 34 a and go on to line 34b. Exception 2. You don't have to use Schedule A if you know that your earned income* is more than your itemized deductions. Instead, use the worksheet on this page after completing line 33 of Form I 040 and enter your earned income on line 3 of the worksheet. Exemptions Note: If your unearned income is less than $1,080, you don't have to use Schedule A or the worksheet-enter zero (0) on line 34a and go on to line 34b. Use the following chart to find the amount to enter on line 36. If you claimed more than 10 exemptions, multiply $1,080 by the total number of exemptions entered on line 6f. In any case, be sure to check the box below line 34a. B. You are married, filing a separate return, and your spouse itemizes deductions. Line 34b Enter your total cash contribution (including out-of-pocket expenses). If you gave cash of $3,000 or more to any one organization, on the dotted line next to thi otal show to whom and how much yo ave. Line 34c Enter your total gifts of property. If the total is more than $500, you must complete and attach Form 8283, Noncash Charitable Contributions. You Choose To Itemize You may choose to itemize your deductions if you are: • Married and filing a joint return, or a Qualifying widow(er) with dependent child, and your itemized deductions are more than $3,670. • Married and filing a separate return , and your itemized deductions are more than $1,835. • Single, or a Head of household, and your itemized deduction are more than $2 ,480. If you do itemize, complete and attach Schedule A and enter the amount from Schedule A, line 26, on Form 1040, line 34a. Caution: Certain taxpayers must itemize even though their itemized deductions are less than the amount shown above for their filing status. See "You MUST _Itemize Deductions." You Do Not Itemize If your itemized deductions are less than the amount shown above for your filing status (or you choose not to itemize), enter zero on line 34a, unless you MUST itemize as described above. Lines 34b through 34d Deduction for Charitable Contributions For 1986, you may deduct what you actually gave to qualified charitable organizations if you do not itemize your deductions on Schedule A (Form 1040). Include what you gave to , or for the use of, a qualified organization. Examples of qualified organizations are churches, United Way, and nonprofit schools and hospitals. Contributions may be in cash (keep cancelled checks, receipts, or other reliable written records showing the name of the organization and the date and amount given), property, or out- Credit for the Elderly or for the Permanently and Totally Disabled You may be able to take this credit and reduce your tax if, by the end of 1986, you were: • age 65 or over, or • under age 65, you retired on permanent and total di ability, and you had taxable disability income in 1986. Line 43 Partial Credit for Political Contributions for Which You Have Receipts You may take a tax credit on this line for contributions to candidates for public office and to newsletter funds and political committees of candidates and elected public officials. Line 36 Note: You cannot deduct political contributions as charitable contributions. If the number on Form 1040, line 6f, is: On Form 1040, line 36, enter: l $1,080 2 3 4 C. You file Form 4563 to exclude income from sources in U.S. pos essions. (For details, get Publication 570, Tax Guide for U.S. Citizens Employed in U.S. Possessions.) D. You had dual status as a nonresident alien for part of 1986, and during the rest of the year you were either a resident alien or a U.S. citizen. However, you do not have to itemize if you file ajoint return with your spouse who was . . citizen or resident at the e of 1986 and you and your spouse agree to be taxed on your combined worldwide income. Line 42 5 6 7 8 9 10 2,160 3,240 4.320 5,400 6,480 7,560 8,640 9,720 10,800 Line 38 Tax To figure your tax, u e one of the following methods. Tax Rate Schedules You must use the Tax Rate Schedules to figure your tax if your taxable income is $50,000 or more. Also use the Tax Rate Schedules if you use Schedule G, Income Averaging, to figure your tax. You may pay less tax by using this method if there has been a large increase in your income this year. In some cases, you may benefit even if your 1986 income did not increase substantially. This will depend on the amount of your taxable income in the three ba e years ( 19831985). Get Schedule G to see if you qualify. Line 44 Mortgage Interest Credit. You may be able to take a credit for part of the interest you paid on your home mortgage if you were issued a mortgage credit certificate by a state or local government under a qualified mortgage credit certificate program to buy , rehabilitate, or make improvements to your principal residence. Use Form 8396, Mortgage Interest Credit, to figure the credit. Include the amount of the credit in your total for line 44. On the dotted line next to this total, write "MIC" (mortgage interest credit) and show the amount. Line 53 Social, Security Tax on Tip Income Not Reported to Employer If you received tips of $20 or more in any month and you did not report the full amount to your employer, you must pay the social security or railroad retirement tax on the unreported tips. o figure the amount of social ecurity tax on unreported tips, complete Form 4137 and attach it to your Form 1040. Enter the tax on this line. Be sure all your tips are reported as income on Form 1040, line 7. You may be charged a penalty equal to 50% of the social security tax due on tips you received and did not report to your employer. Payments Line 56 Total Federal Income Tax Withheld Tax Table If neither of the above conditions applies to you, you MUST use the Tax Table to find your tax. Be sure you use the correct column in the Tax Table. After you have found the correct tax, enter that amount on line 38. There is an example at the beginning of the table to help you find the correct tax. Add the amounts shown as Federal income tax withheld on your Forms W2, W-2G, W-2P, and 1099-R. Enter the total on line 56. The amount of Federal income tax withheld should be shown in Box 9 of Form W-2, Box 2 of Form W-2G, Box 11 of Form W-2P, and Box 4 of Form 1099-R. If line 56 includes amounts withheld as shown on Form 1099-R, on the dotted line to the left of line 56, write "Form 1099-R." Credits Line 41 Sign Your Return Credit for Child and Dependent Care Expenses Form 1040 is not considered a return unless your sign it. Your spouse must also sign if it is a joint return. If you are filing a joint return with your deceased spouse, see Death of Taxpayer. You may be able to take a credit on line 41 for payments you made for child and disabled dependent care while you (and your pouse if you were married) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 15 or your dependent or pouse who could not care for himself or herself. U e Form 2441 to figure the amount of any credit. Please ee Form 2441 for more information, including special rules for divorced or separated parents and certain employment taxes for which you may be liable. Instructions for Schedule A Itemized Deductions Purpose of Schedule Some taxpayers must itemize their deductions and some should itemize becau e they will save money. See You MUST Itemize Deductions and You Choose To Itemize. If you itemize, you can deduct part of your medical and dental expenses, and amounts you paid for certain taxes, interest, contributions, and other miscellaneous expenses. You may also deduct certain casualty and theft losses. These deductions are explained below. Lines 1 through 5 Medical and Dental Expenses Before you can figure your total deduction for medical and dental expenses, you must complete Form 1040 through line 33. You may deduct only that part of your medical and dental expenses that is more than 5% of your adjusted gross income on Form 1040, line 33. You should include all amounts you paid during 1986 (including amounts you paid for hospital, medical, and extra medicare (Medicare B) insurance), but do not include amounts repaid to you, or paid to anyone else, by hospital, health or accident insurance, or your employer. Get Publication 502 for information on insurance reimbursements. If you received a reimbursement of prior year medical or dental expenses in 1986, see the instructions for Form 1040, line 22. Do not reduce your 1986 expenses by thi amount. When you figure your deduction, you may include medical and dental bills you paid for: • Yourself. • Your spouse. • Your child whom you do not claim as a dependent because of the rules explained for Children of Divorced or Separated Parents. • Any person that you could have claimed as a dependent on your return if that person had not received $1,080 or more of gross income or had not filed a joint return. Example.-You provided more than half of your mother' support but may not claim her as a dependent because she received $1,080 of wages during 1986. If part of your support was the payment of her medical bills, you may include that part in your medical expenses. Note: On line 2c, list the medical expense and the amount of the expense. Enter one total in the total amount column on line 2c. Examples of Medical and Dental Payments You MAY Deduct To the extent you were not reimbursed, you may deduct what you paid for: • Medicines and drugs that required a prescription, or insulin. • Medical doctors, dentists, eye doctors, chiropractors, osteopaths, podiatrists, psychiatrists, psychologists, physical therapists, acupuncturists, and psychoanalysts (medical care only). • Medical examinations, X-ray and laboratory services, insulin treatment, and whirlpool baths your doctor ordered. • Nursing help. If you pay someone to do both nursing and housework, you may deduct only the cost of the nursing help. • Hospital care (including meals and lodging), clinic costs, and lab fees. • Medical treatment at a center for drug addicts or alcoholics. • Medical aids such as hearing aids (and batteries), false teeth, eyeglasses, contact lenses, braces, crutches, wheelchairs, guide dogs and the cost of maintaining them. • Lodging expenses (but not meals) paid while away from home to receive medical care in a hospital or a medical care facility that is related to a hospital. Do not include more than $50 a night for each eligible person. • Ambulance service and other travel costs to get medical care. If you used your own car, you may claim what you spent for gas and oil to go to and from the place you received the care; (Continued on Page 26.) February 1987 I LOG I 25 - �1986 Tax Tips received the form. In the far left margin, next to line lla, write "see attached." If you paid more mortgage interest (Continued from Page 25.) or you may claim 9 cents a mile. Add parking and tolls to the amount you claim under either method. Examples of Medical and Dental Payments You MAY NOT Deduct You may not deduct the following: • The basic cost of medicare i (Medicare A). ranee Note: If you are 65 or over and not entitled to social security benefits, you may deduct premiums you voluntarily paid for Medicare A coverage. • Life insurance or income protection policies. • The 1.45% medicare (hospital insurance benefits) tax withheld from your pay as part of the social security tax or the medicare tax paid as part of social security self-employment tax. • Nursingcareforahealthybaby. (You may qualify for the child and dependent care credit; get Form 2441.) • illegal operations or drugs. • Medicines or drugs you bought without a prescription. • Travel your doctor told you to take for rest or change. • Funeral, burial, or cremation costs. Publication 502 has a discussion of expenses that may and may not be deducted. It also explains when you may deduct capital expenditures and special care for handicapped persons. Lines 6 through 10 Taxes You MAY NOT Deduct • • • • • General sales taxes (line 8) The Optional State Sales Tax Tables show how much you may deduct for your income and family size if you did not keep detailed records. You may add to the sales tax table amount the general sales tax you paid if you bought: • A car, motorcycle, motor home, or truck. (Note: Texas charges a higher motor vehicle sales or use tax than it does for other items. Figure how much you would have paid at the general sales tax rate and enter only that amount on line Sb.) • A boat, plane, home (including mobile or prefabricated), or materials to build a new home if: a. the tax rate was the same as the general sales tax rate, and b. your sales receipt or contract shows how much tax was imposed on you and paid by you. If you kept records that show you 26 I LOG I February 1987 - on Schedule A, lines 6 through Sb (such as personal property or foreign income tax) , list the tax and the amount of tax. Ente~ one total in the total amount column on line 9. Personal property tax must be based on value alone. For example, if part of the fee you paid for the registration of your car was based on the car's value and part was based on its weight, you may deduct only the part based on value. If you paid tax to a foreign country or U.S. possession, you may want to take it as a credit instead of a deduction. Please get Publication 514, Foreign Tax Credit for U.S. Citizens and Resident Aliens. Taxes You MAY Deduct • any state and local income tax refund (or credit) you expect to receive for 1986, or • any refund of (or credit for) prioryear state and local income taxes you actually received in 1986 (see the instructions for Form 1040, line 10). es and other taxes (line 9) If you had any deductible tax not listed Taxes You Paid Real estate taxes (line 7). Include taxes that you paid on property you own that was not used for business. Publication 530, Tax Information for Owners of Homes, Condominiums, and Cooperative Apartments, explains the deductions homeowners may take. If your mortgage payments include your real estate taxes, do not take a deduction for those taxes until the year the mortgage company actually pays them to the taxing authority. - Personal property • • State and local income taxes (line 6). Include on this line state and local income taxes that were withheld from your salary and any estimated payments made. Also include payments you made in 1986 on a tax for a prior year. Do not reduce your deduction by either of the following amounts: - paid more state sales tax than the tables list, you may deduct the larger amount on line Sa. Separately show the sales tax you paid on any motor vehicle you bought in 1986 on line 8b. Include state or local selective sales or excise taxes if the rates were the same as the general sales tax rates. If you use the sales tax tables, count all available income. • Federal income tax. Social security tax. Railroad retirement tax (RRTA) . Federal excise tax on transportation, telephone, gasoline, etc. Customs duties. Federal estate and gift taxes. (However, see Miscellaneous Deductions). Windfall profit tax. (Use Schedules C or E of Form 1040 to deduct this tax.) Certain state and local taxes, including: a. Tax on gasoline. b. Car inspection fees. c. Tax on liquor, beer, wine, cigarettes, and tobacco. d. Assessments for sidewalks or other improvements to your property. e. Taxes paid for your business or profession. (Use Schedules C, E , or F of Form 1040 to deduct business taxes.) r. Tax you paid for someone else. g. License fees (marriage, driver's , dog, hunting, etc.). h. Per capita (head) tax. Lines lla through 14 Interest You Paid Include interest you paid on nonbusiness items only. than is shown on Form 1098, or similar statement, get Publication 545 to see if you can deduct the additional interest. If you can, attach a statement to your return explaining the difference and write "see attached" next to line I la. Note: If you are claiming the Mortgage Interest Credit (see instructions for Form HMO, line 44), subtract the amount shown on line 3 of Form 8396 from the total interest you paid on your home mortgage and enter the result on line lla. • Line llb. Report mortgage interest you paid to individuals on line llb. Also list this person's name and address in the space provided. Credit card and charge account interest you paid (line 12) Include on this line interest you paid on bank and other general purpose credit cards. Deduct the finance charge paid as interest if no part of it was for service charges, membership fees, loan fees , credit investigation fees, etc. Also include interest you paid on revolving charge accounts. Deduct any finance charge a retail store added if the charges are based on your monthly unpaid balance. Other Interest you paid (line 13) List each payee's name and the amount. Enter one total in the total amount column on line 13. Include on this line interest you paid on• Your personal note for money you borrowed from a bank, a credit union, or another person. • Loans on life insurance if you paid the interest in cash and you report on the cash basis. • Installment contracts on personal property, such as cars. • Taxes you paid late. Show only the interest; do not include any amount that is considered a penalty. If the tax is deductible, show it under Taxes You Paid (lines 6 through 9 of this schedule). • Loans on investment property. Report only the nonbusiness part of interest on these loans. (If our total investment interest on investment debts created after 1969 is more than $10,000 ($5,000 if married filing a separate return), you may have to complete Form 4952, Investment Interest Expense Deduction, to figure your correct deduction. Also get Publication 550, Investment Income and Expenses.) Note: Special rules apply to interest expense imputed on below-market loans. Get Publication 545. Interest You MAY Deduct Home mortgage interest (lines lla and llb). If you paid $600 or more ofinterest on your home mortgage, the recipient of this interest will generally send you a Form 1098, Mortgage Interest Statement, or similar statement, showing the total interest received during 1986. You should receive this statement by February 2, 1987. However, if you paid "points" (including loan origination fees), they will not be shown on this statement. Get Publication 545 to see if the points qualify as interest. If they do, report them on line 13. Do not include them on line I la. • Line lla. Report mortgage interest you paid directly, or indirectly, to financial institutions on line lla. If you and at least one other person (other than your spouse if you file a joint return) were liable for, and paid interest on, the mortgage, and the other person received the Form 1098, or similar statement, attach a statement to your return showing the name and address of the person who Interest You MAY NOT Deduct Do not include interest paid on your debts by others, such as mortgage interest subsidy payments made by a government agency. Also do not include the interest you paid for• Tax-exempt income. This includes interest on money you borrowed to buy or carry wholly tax-exempt securities. This also includes interest paid to purchase or carry obligations or shares, or to make deposits or other investments, to the extent any interest income received from the investment is tax-exempt. • A loan on life insurance if the interest is added to the loan and you report on the cash basis. • A debt to buy a single-premium life insurance or endowment contract. • Any kind of business transaction. (Use Schedules C, E, or F of Form 1040 to deduct business interest expenses.) Get Publication 545 for more details. Lines lSa through 18 ContributWns You Made You may deduct what you actually gave to organizations that are religious, charitable, educational, scientific, or literary in purpose. You may also deduct what you gave to organizations that work to prevent cruelty to children or animals. Examples or these organizations are: • Churches, temples, synagogues, Salvation Army, Red Cross, CARE, Goodwill Industries, United Way, Boy Scouts, Girl Scouts, Boys Club of America, etc. • Fraternal orders, if the gifts will be used for the purposes listed above. • Veterans' and certain cultural groups. • Nonprofit schools, hospitals, and organizations whose purpose is to find a cure for, or help people who have, arthritis, asthma, birth defects, cancer, cerebral palsy , cystic fibrosis , diabetes , heart disease, hemophilia, mental illness or retardation, multiple sclerosis, muscular dystrophy, tuberculosis, etc. • Federal, state, and local governments if the gifts are solely for public purposes. If you contributed to a charitable organization and also received a benefit from it, you may deduct only the amount that is more than the value of the benefit you received. If you do not know whether you may deduct what you gave to an organization, check with that organization or with IRS. Contributions You MAY Deduct Contributions may be in cash (keep cancelled checks, receipts, or other reliable written records showing the name of the organization and the date and amount given), property, or outof-pocket expenses you paid to do volunteer work for the kinds of organizations described above. If you drove to and from the volunteer work, you may take 12 cents a mile or the actual cost of gas and oil. Add parking and tolls to the amount you claim under either method. (But don't deduct any amounts that were repaid to you.) Get Publication 526, Charitable Contributions , for special rules that apply if: • your cash contributions or contributions of ordinary income property are more than 30% of Form 1040, line 33. • your gifts of capital gain property to certain organizations are more than 20% of Form 1040, line 33, or • you gave gifts of property that increased in value or gave gifts of the use of property. You MAY NOT Deduct As Contributions • Political contributions (but see instructions for Form 1040, line 43). • Dues, fees, or bills paid to country clubs, lodges, fraternal orders, or similar groups. • Cost of raffle, bingo, or lottery tickets. • Cost of tuition. • The value of your time or services. • Value of blood given to a blood bank. • The transfer of a future interest in tangible personal property (generally, until the entire interest has been transferred). • Gifts to: a. Individuals. b. Foreign organizations. c. Groups that are run for personal profit. d. Groups whose purpose is to lobby for changes in the laws. e. Civic leagues, social and sports clubs, labor unions, and chambers of commerce. Line 19 Casualty and Theft Losses Use line 19 to report casualty or theft losses of property that is not trade, �business, or rent or royalty property. Complete and attach Form 4684, Casualties and Thefts, or a similar statement to figure your loss. Enter on line 19 of Schedule A the amount of loss from Form 4684. Losses You MAY Deduct You may be able to deduct all or part of each loss caused bx heft, vandalism, fire, storm, and car, boat, and other accidents or similar cau es. You may deduct nonbusiness casualty or theft losses only to the extent thata. the amount of EACH separate casualty or theft loss is more than $100, and b. the total amount of ALL los es during the year i more than l 0% of your adjusted gross income on Form 1040, line 33. Special rules apply if you had both gains and losses from nonbusiness casualties or thefts. Get Form 4684 for details. Losses You MAY NOT Deduct • Money or property misplaced or lost. • Breakage of china, glassware, furn iture, and similar items under normal conditions. • Progressive damage to property (buildings, clothes, trees, etc.) caused by termites, moths, other insects, or disease. Lines 20 through 23 Miscellaneous Deductions Expenses You MAY Deduct Educational Expenses. Generally, you may deduct what you paid for education required by your employer, or by law or regulations, t keep your present salary or · . n general, you may also the cost of maintaining or improving skills you mu st have in your present position . You may not deduct some educational expenses. Among them are expenses for study that helps you meet minimum requirements for your job, or qualifie you to get a new job. Employee Expenses. Example of the expenses you may deduct are: • Safety Equipment, mall tool , and supplies you needed for your job. • Uniforms your employer aid you must have, and which you may not usually wear away from work. • Protective clothing, required in your ork, such as hard hats and afety shoes and glasses. • Phy ical examinations your employer aid you mu t have. • Dues to professional organizations and chambers of commerce. • Subscriptions to professional journals. • Fees to employment agencies and other costs to look for a new job in your present occupation, even if you do not get a new job. Note: If your employer reimbursed you directly or indirectly for any educational expenses or employee expenses, you must use Form 2106, Employee Business Expenses, Part I, line 5, to deduct those expenses up to the amount you were reimbursed. Also use Form 2106 to deduct any related travel or transportation expenses. Long-Trip Tax Problems 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 1985, paying off in January 1986, would have all the five months' earnings appear on his 1986 W-2 even though his actual 1986 earnings might be less than those in 1985. There are ways to minimize the impacts of this ituation. For example, while on the ship in 1985, the Seafarer undoubtedly took draws and may have sent allotment home. These can be reported as 1985 income. Unfortunately, this raises another complication . The seaman who reports these earnings in 1985 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 earnings in 1985, he will have to ous If you are suffering from the illness of alcohol or drug addiction, and if your life has become unmanageable, there is a way out. That way is, first, an admission to yourself that you need help and then acceptance of a simple program that has worked for many millions of people just like yourself. That program is the Twelve Steps of Alcoholics Anonymous. Simply stated, A.A. 's Twelve Steps are a group of principles, spiritual in their nature , which, if practiced as a way of life , can expel the obsession to drink and enable the sufferer to become happily and usefully whole. Step One. We admitted we were powerless over alcohol and drugs , that our lives had become unmanageable. Step Two. We came to believe that a power greater than ourselves could restore us to sanity. Step Three. We made a decision to turn our will and our lives over to the care of God , as we understood Him. STEP FOUR We made a searching and fearless moral inventory of ourselves. What follows is an excerpt from "Alcoholics Anonymous": After we took the first three steps we launched out on a course of vigorous action. This involved a personal housekeeping, which many of us had never attempted. Though our decision to stop drinking and taking drugs was a vital and crucial step, it could have little permanent effect unless at once 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 1986 W-2. The seaman then , on his 1986 return would have to explain that he had reported some of hi earning in 1985 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 . This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on 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 . Qualified Adoption Expenses. You may be able to deduct up to $1,500 of qualified adoption expenses you paid for each child you adopt with "special needs.'' A child with special needs is one who the state determines, in connection with the Social Security Act adoption assi tance program, cannot or should not be returned to hi or her parental home, has a specific factor or condition that makes the child difficult to place, and has been the subject of an unsuccessful placement effort. Gambling Losses You may deduct gambling losses, but not more than the gambling winnings you reported on Form 1040, line 22. Expenses You MAY NOT Deduct • Political contributions (but see instructions for Form 1040, line 43). • Perso nal legal expen es. • Lost or misplaced cash or property. • Expenses fo r meals during regular or extra work hours. • The cost of entertaining frie nds. • Expenses of going to or fro m work. • Education that you need to meet mi nimum requirements for your job or that will qualify you fo r a new occupation . • Fine and penalties. • Expenses of producing tax -exempt mcome. ,. For more details, get Publication 529, Miscellaneous Deductions. Note: On line 22 list the type and amount of each expense. Enter one total in the total amount column on line 22. followed by a strenuous effort to face, and to be rid of, the things in ourselves which had been blocking us from being whole persons. Our liquor/drugs were but a symptom. So we had to get down to causes and conditions. Therefore, we started upon a personal inventory. This was Step Four. A business which takes no regular inventory usually goes broke. Taking a commercial inventory is a fact-finding and fact-facing process. It is an effort to discover the truth about the stock-in-trade-the truth about ourselves. One object is to disclose damaged or unsalable goods, to get rid of them promptly and without regret. If the owner of the business is to be successful, he cannot fool himself about values. We did exactly the same thing with our lives. We took stock honestly . . . Nothing counted but thoroughness and honesty ... If we had been thorough about our personal inventory, we had written down a lot. We have listed and analyzed our resentments. We have begun to comprehend their futility and fatality. We have commenced to see their terrible destructiveness . We have begun to learn tolerance, patience and good will towards all, even our enemies, for we look on them as sick people. We have listed the people we have hurt by our conduct, and are willing to begin to straighten out the past. ~ 'I Wish I Had Done It Sooner' Dear President Drozak, I have just completed the program at the ARC. I wanted to thank you and our Union for the opportunity the Rehab program has given me to begin my life anew. I truly appreciate what I have received. I wish I had done it sooner, but I guess it wasn't my time yet. The program is an intense one and is just what is needed for people like us to raise our level of self-esteem and become a part of lifeinstead of hiding from reality. There is so much more I could say. I just wanted to express my gratitude. Sincerely, Veronica Ercolano S.S. Constitution - - February 1987 I LOG I 27 - �.f.~ ~IFliJTu~i.il' 1 ~ 5 ~~~==========================<i•~~~~·i' ~===========.l!JTh~~~a~c&.~~M~~~~ Deep Sea Great Lakes Pensioner Arthur Ballu, 82, died Dec. 18, 1986. He joined the SIU in 1943 and sailed in the deck department. Brother Ballu walked the picket line in the 1946 General Maritime and 1947 Isthmian beefs. Ballu is survived by his widow, Gladys. He was buried at Rosehill Cemetery in New Jersey. Pensioner Joseph V. Bissonet, 78, died Jan. 12. Brother Bissonet joined the SIU in 1944 sailing in the deck department. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Brother Bissonet is survived by his nephew, Jerry L. Leslie. Burial was at sea off the Monterey, Calif. coast. Pensioner Jack Cron Brock, 66, died recently. Brother Brockjoined the SIU in the port of Lake Charles, La. in 1951. He sailed as a chief electrician. He was born in Texas and was a resident of Galveston, Texas. Surviving are his widow, Feriece; a daughter, Mera Picou of New Orlean , and his mother, Virginia of Lake Charles. Pensioner Hector M. De Jesus Sr., 63, died Dec. 28, 1986. Brother De Jesus joined the SIU in 1947 in the port of New York sailing in the steward department. He hit the bricks in the 1946 General Maritime and the _. 1947 I thmian beefs. Seafarer De Jesus was born in Puerto Rico and wa a resident of Brooklyn, N. Y. Surviving are his widow, Antonia and two sons, Hector Jr. and Louis. Pensioner Buren Damascus Elliott, 83, passed away from lung failure at home in Chesapeake, Va. on Nov. 18, 1986. Brother Elliott joined the SIU in 1945 in the port of Norfolk. He sailed as a chief electrician and hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Elliott was born in South Carolina. Cremation took place in the Lynnhaven Crematory, Virginia Beach, Va. Surviving is his widow, Amanda. Pensioner Andoni "Tony" Joseph S. Ferrara, 67, died of heart failure in the West Houston (Texa ) Medical Center on Nov. 26, 1986. Brother Ferrara joined the SIU in 1938-a charter member-in the port of New York. He sailed as a bosun. He walked the picket line in the 1946 General Maritime, 1947 Isthmian and 1948 Wall St. beefs. Born in New York, he was a resident of Hackensack, N .J. Burial was in the St. Joseph's Cemetery, Hackensack. Surviving is his widow, Carmen. Pensioner Antonio Estrada Gonzalez Jr., 90, passed away from cancer in the Metropolitan Hospital, Las Lomas, Rio Piedras, P.R. on Oct. 30, 1986. Brother Gonzalez joined the SIU in 1941 in the port of New York. He sailed as a bosun. He was on the picket line in the 1961 Greater N. Y. Harbor beef. Seafarer Gonzalez was born in Puerto Rico and was a resident of Bayamon, P.R. Interment wa in the Los Cipreses Cemetery, Bayamon. Surviving are his widow, Bonita; four sons, and a granddaughter, Yvonne Gonzalez of Hyde Park, Mass. Pensioner Jesus N. Isturis died recently. Brother Isturi joined the SIUmerged Marine Cook and Stewards Union in the port of San Francisco, Calif. He retired in 1960. Pensioner William J. McDaniels died Dec. 5, 1986. Brother McDaniel joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1971. BOOZE OR DRUG~?: Pensioner James R. McPhaul, 67, passed away Dec. 18, 1986. Brother McPhauljoined the SIU in 1939 in the port of Jacksonville, Fla. sailing in the steward department. He was on the picket line in the 1946 General Maritime beef. Seafarer McPhaul was born in Florida and was a resident of Savannah, Ga. Surviving are his widow, Norma and his father, H. McPhaul of Jacksonville. Pensioner Joseph Parks died recently. Brother Parks joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1976. Pensioner Luis Torres, 75, died Jan. 20. He joined the SIU in 1938 and sailed in the deck department. Brother Torres was active in the 1946 General Maritime, the 1947 Isthmian and the 1962 Moore-McCormick-Robin Line strikes. Torres is survived by hi widow, Carmen. Burial was at the Vega Baja Municipal Cemetery in Puerto Rico. Pensioner John Worrall, 62, died on Nov. 2, 1986. Brother Worrall joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1966 sailing as a room steward. He wa born in England and was a naturalized U.S. citizen. Seafarer Worrall was a resident of San Francisco. Surviving is his sister, Bertha Howarth of Manchester, England. Pensioner George Eric Zukas, 74, succumbed to lung failure in St. Luke's Hospital, San Francisco on Dec. 2, 1986. Brother Zukas joined the SIU in the port of New York in 1957 sailing as a FOWT. He was a former member of the SUP. Seafarer Zukas was born in Helsinki , Finland and was a naturalized U.S. citizen. He was a re ident of San Francisco. Burial was in the Woodlawn Park Cemetery, Colma, Calif. Surviving i his widow , Elvera. HELP WITJ.I 71-/EBE PROBLEMG /G AVAILABLE. CONTACT - THE A.R.C. OR YOLJR PORT AGENT 28 I LOG I February 1987 - 'Pensioner Henry D. Muzia died Nov. 26, 1986. Brother Muzia joined the Union in the port of Milwaukee, Wis. He sailed as an oiler. Muzia was a resident of Milwaukee. Surviving are his widow, Dorothea and his son, Lawrence. Pensioner John Aloysius Reardon, 75, died Dec. 10, 1986. Brother Reardon joined the Union in the port of Chicago, Ill. in 1964. He sailed as an AB aboard the SS McKee Sons (Amersand Steamship) from 1977 to 1978. Reardon was a resident of Three River , Mich. Surviving is his sister, Kay Sheldon of Three Rivers. The following SIU members have retired on pension: DEEP SEA Baltimore Hosea N. McBride Thomas G. Ryan Houston Teddy E. Aldridge Edward E. Davidson Charles T. Gaskins Travis R. Miners lb Arve Pedersen Jacksonville Autulio N. Garcia Johnny Lombardo James W. Nettles Mobile Guy Salanon New Orleans Joseph F. Adams Peter Gebbia Vincent P. Pizzitolo Richard F. Roberts New York Morgan L. Carroll Walter Karlak Felizardo T. Motus Juan Perez Anthony Tosado Philadelphia Edward A. Fahy Puerto Rico Francisco Gonzalez Rual I. Lopez San Francisco Hiroshi Shiba Richard S. Turpin Seattle Steve Boreski Robert H. Graf Alva McCullum Kenneth A. McLeod John Medvesky Shigeru Moritani Wilmington James J. Boland �AMERICAN EAGLE (Pacific Gulf Marine), January 25--Chairman Stanley Krawczynski, Secretary Robert D. Bright, Deck Delegate C.D Brown, Engine Delegate Desoucey, Educational Director C. Henley, Steward Delegate Steven Hamilton . No beefs or disputed OT reported. The $45 in the ship's fund is in the safekeeping of the bosun. The ship will pay off in New Jersey. Rumor has it that the American Eagle may then go into the shipyard for five to 10 days. The crewmembers onboard feel there should be some changes made in the Union and aboard ship. They would like to see the retirement age reduced to 62 years of age with 5,475 days sea time. They also believe that the Coast Guard should be made aware of the effects of reduced manning onboard ships. If a ship started to sink, we would all want enough men onboard to be able to lower the lifeboats into the water. Another item brought up at the meeting pertained to heat. It the ship is going to Norway next voyage, as scheduled , electric heaters will be needed by all personnel. LNG AQUARIUS (Energy Transportation Corp.), December 21-Chairman Glenn D. Miller, Secretary R. Adams. No disputed OT reported this voyage. There is $100 in the ship's fund. One man was taken off ship in Bontang due to an accident, but everything seems to be running smoothly. The educational director talked about the importance of upgrading at the Union's facilities in Piney Point, and a discussion about drugs was held-and the penalties tor their use aboard ship. AURORA (Apex Marine), December 14--Chairman Cesar Gutierrez, Secretary James Osbey, Engine Delegate C.I. Hampson. No beefs or disputed OT reported. The chairman noted that at the November meeting in the New Orleans hall, Vice President Mike acco said that he had gotten · a ew complaints from QMEDs ard ships who felt that the engineers were doing their jobs-jobs tor which they could be getting overtime. He asked that such violations be documented and passed along to him. A vote of thanks was given to the steward department for a job well done. The Aurora will head out to Texas to pick up a load bound for Haifa, Israel. COURIER (Ocean Carriers), January 18-Chairman William Lough, Secretary Rudolf Spingat, Deck Delegate Michael L. Grill, Steward Delegate Ali 0. Saleh. No beefs or disputed OT. The chairman stressed the importance of these monthly shipboard meetings to correct any real problems facing the crew. Only by knowing the problems that exist onboard ships can Nick Andrews, steward/baker aboard the SS Caguas (Puerto Rico Marine) . TO: FROM: SUBJECT: the Union act. The chairman continued, "The Union has promised me answers-maybe not the ones we want to hear, but answers. If we don't conduct our business in an orderly, logical manner, it won't get done." The captain ordered a safety meeting. He asked that er wmembers bring up any hazards or sat violations so as to make the company aware of any equipment they should send to the ship. The steward department requested clarification of extra work (cleaning the meat box, oven, range, vegetable box and galley, taking inventories, etc.). They want to know if this is included in the three hours overtime or if this is above and beyond the overtime ROBERT E. LEE (Waterman), January 4--Chairman Theodoros K. Gailas, Secretary A. Estrada, Educational Director B.F. Cooley, Deck Delegate A. Otremba, Engine Delegate William L. York. All's well in the three departments with no disputed OT or major beefs. The chairman reported that one AB quit ship in Karachi, Pakistan due to the death of his father. A replacement out of the port of New York came aboard in Madras, India, but one day later he became very sick and not fit to stand his watch for the entire day. On arrival in Chittagong , Bangladesh , the replacement was taken from the ship and sent to a hospital for medical attention and was to NOTICE: MV American Eagle Crewmembers Crewmembers who worked aboard the above-named vessel between July 1, 1985 and June 30, 1986 have additional monies due them as per the Economic Price Adjustment (EPA) . Those involved are to submit verification of employment time specified above in the form of copies of discharges or pay vouchers. Also specify your social security number and number of dependents. Direct all requests to the Contract Department, 5201 Auth Way, Camp Springs, MD 20746. offered to make up for the manning reduction in the steward department. Clarification also was requested on QMEDs working a full load-should they be called out to missing pumpmen's jobs? A suggestion was made to move the VCR into a cabinet for safety and security, and a repair list was posted. And just to keep everyone on their toes, an anti-piracy watch was mounted while in the Straits of Malacca. Next port: Subic Bay, P.I. OVERSEAS ALASKA (Maritime Overseas), December 14--Chairman F. Sellman, Secretary J. Calhoun. No disputed OT was reported, although there was a beef on the medical benefits. The ship will pay off in Marcus Hook, Pa. Everything is running smoothly. There is $241 .82 in the ship's movie fund which will be turned over to the relief steward or treasurer. A suggestion was made tor permanent jobs to be six months on, six months off. There was also a discussion of sea time. The three-man steward department onboard the Overseas Alaska is working out fairly well , and new microwave ovens have been installed. PANAMA (Sea-Land) , December 28Chairman Marvin P. Zimbro, Secretary C. Scott, Educational Director N. Komninos. No disputed OT. The last payoff of the year will take place in San Juan , P.R. on Dec. 30. Several motions were made. The first was to raise maintenance and cure to $15 per day. The second was to have a minimum of two hours call-out between midnight and 0800 hours. A request also was made to have the Union check with SeaLand to find out why the air-conditioning system does not work and why there is no heat in the rooms in cold weather. Mr. Donald B. Ganung Chief Steward Captain L. Swick Christmas Meals Voyage 069 On behalf of the officers and crew of the motor vessel Sea-La.nd Endurance, I would like to thank you, and also Chief Cook Martin Ketchem and Utility Frank Pappone, for a job well done today. I cannot give you enough credit for the work that you and your department did in preparing for today's meals. For me personally, this was the fourth consecutive Christmas at sea and my third onboard this vessel. I truly cannot remember Christmas meals at sea equal to those that you served on this day. All your shipmates, including myself, appreciate your efforts. And again, I thank you for a job well done. be repatriated to New York when fit to travel. There is $76 in the ship's fund and $256 in the movie fund. Several videotapes, however, are missing from the video library, and their return would be appreciated. A motion was made to increase the monthly pension fund payments to all members who are receiving $450/month. No one can possibly live decently on this kind of money, crewmembers stated, and still have to pay taxes on that amount. "An i c ase of at least $250/month would certainly be a great help to pay for the necessities of daily life. " Another motion requested that the present status be maintained with regard to vacation pay per month. "No concessions or any more cuts should be allowed in any future contracts. " A vote of thanks was given to the steward department, particularly for the wonderful holiday meals. One minute of silence was observed in memory of our departed brothers and sisters. Next ports: Port Suez and Port Said, Egypt, followed by payoff in Norfolk, Va. USNS WYMAN (LSC Marine), December 8-Chairman Edward A. Dabney, Secretary Carl J. Brown. This meeting was called to resolve a dispute pertaining to the year-end payoff and the withholding of airfare from members' pay. A motion was made to send a Telex to headquarters with regard to the dispute; all present were in favor. The chairman noted that a new TV came aboard in Barbados and that Capt. Fisher from LSC was also present and was able to clear up a lot of the dark areas that exist between licensed and unlicensed personnel. WILLIAM B. BAUGH (Maersk), January 15-Chairman Edwin Rivera, Secretary Joseph Delise, Steward Delegate Gary N. Lackey. No disputed OT. The deck department is running very smoothly, although there are problems in the steward department. First of all , a request was made that the steward department receive some sort of guidelines on the contract. At present they have nothing to go by. It also was noted that all steward/bakers on Maersk Line ships are getting three hours overtime per day for baking-except the steward/ baker on the Baugh. The crew feels he is handling his job very well under the circumstances and that this discrepancy be .... rectified. A request also was made for additional training for all stewards arriving Diego Garcia with regard to stores, codes and bookwork. It was felt they should be briefed at the company office prior to departure for Diego Garcia. Official ships minutes also were received from the following vessels: ADONIS ARION GUS W. DARNELL Personals Jack Linch Please contact Frank Cannella at 500 Brown St., Apt. 502, Duryea, Pa. 18642, or call collect at (717) 452-2766. Fadel (Ali) H. Ghaleb Please let me know how I can contact you. M. (Fred) Leuschner, Seamen's Church Institute, 50 Broadway, New York, N.Y. 10005. Eddie Puchalski Your mother is ill. Please con- -.. tact your sister Stella at 5115 Oak Circle, Moriches , N.Y. 11955. Tel. (516) 878-6023. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ... . ... . .... . .Mond ay, March 2 . ....... ... ..... .... 10:30 a.m . New York .. . . . ....... . . .Tue sday, March 3 . . . . .. . .. . .... . ... . . 10:30 a.m . Philadelphia .. . . . ......... Wedne day , March 4 . .. .... . .... ..... 10:30 a.m . Baltimore ... . .. . .. . . . . .. .Thursday, March 5 .... . ......... ... . . 10:30 a.m . Norfolk . . . . . .... .. .. . ... Thur da y, March 5 ........... . .. . ... . 10:30 a.m . Jacksonville . . . . . ..... . . . .Thursday, March 5 ... . . ... . .. . .. ... . . 10:30 a.m . Algonac ..... .... .. . ..... Friday , March 6 . .... .. . .. ... . ..... . . 10:30 a.m. Houston ... . .. . . .. .... . .. Monday , March 9 . . . .. . . . . .. .. .. ... . . 10:30 a.m. New Orleans ..... . ... . ... Tuesday, March 10 ..... ... ........ ... 10:30 a.m. Mobile . .. . . . ... ... ... . .. Wednesday, March I 1 .... . ........ . . . 10:30 a.m . San Francisco .... . ...... .Thur day , March 12 ..... .... . .. .. . ... 10:30 a .m. Wilmington . ... . .. .... ... Monday , March 16 . ...... . ... . .. ..... 10:30 a .m. Seattle . .. .. .. ... . ... . ... Friday , March 20 ... . ... . . . . . ........ 10:30 a.m. San Juan . ... .... .. ...... Thursday , March 5 . . . .... . . .. .. .. .. .. 10:30 a.m . St. Loui ........ . ....... Friday , March 13 ...... .. .. . .... . .... 10:30 a.m. Honolulu ... . .... . ....... Thursday , March 12 .................. 10:30 a.m. Duluth . ................. Wednesday, March I 1 . ... .. . .. .. ..... 10:30 a.m . Jer ey City .. . ............ Wedne day , March 18 ..... . .... . ... . . 10:30 a.m. .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111111111~ February 1987 I LOG I 29 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JAN. 1-31, 1987 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Joe 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 Class CL Class L Class NP DECK DEPARTMENT 0 22 0 Algonac .... . ... .... .. . .. . . . . Port 0 0 0 26 0 10 0 6 ENGINE DEPARTMENT Algonac ........ .. .. . . . . . . . . . 0 0 9 0 Port 0 0 STEWARD DEPARTMENT Algonac .... ........... . .... . 0 5 0 0 0 HEADQUARTERS ENTRY DEPARTMENT Port Algonac .. . . . ... ......... ... . 42 0 0 1 0 0 0 0 0 Totals All Departments . ...... . 78 3 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. 48 3 90 6 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 Dispatchers Report for Deep Sea - JAN. 1-31, 1987 Port Gloucester ............... New York .. .. . ....... . .. Philadelphia ... . ..... . . . .. Baltimore ............... Norfolk . ... ............. Mobile ...... . .......... New Orleans Jacksonville . : : : : : : : : : : : : : San Francisco ............. Wilmington ... .. .. . ...... Seattle ................. Puerto Rico . ......... . ... Honolulu ............... . Houston . ............... St. Louis ................ Piney Point .............. Totals . . .... . .. . ....... Port Gloucester . . ............. New York . ... . .. . ....... Philadelphia .............. Baltimore . ... . .... . ..... Norfolk . ................ Mobile ... .............. New Orleans .... . ........ Jacksonville . .... . .. .. .. .. San Francisco . . . ......... . Wilmington ........... .. . Seattle ......... . . . . . . . . Puerto Rico ...... . ....... Honolulu .. .. . ... ..... . . . Houston ....... .. ...... . St. Louis ................ Piney Point ..... .. .... . .. Totals ....... .. . . ..... . Port Gloucester ....... . ... . . . . New York .. .......... . . . Philadelphia .. ... ... .. . .. . Baltimore .. ..... . .. . .... Norfolk . ................ Mobile ... .. ......... . . . New Orleans . .......... . . Jacksonville ... . . ... ...... San Francisco ... . ....... .. Wilmington . . ..... . .. . . . . Seattle . .. . . .......... . . Puerto Rico . . ............ Honolulu .............. . . Houston ......... . .... .. St. Louis ... ............. Piney Point ...... . ....... Totals ................. *TOTAL REGISTERED All Groups Class A Class 8 Class C 1 45 4 2 9 14 41 32 32 16 44 16 9 29 0 4 298 0 32 2 5 3 7 25 23 16 12 25 10 6 27 0 3 2 14 0 2 4 4 5 9 11 4 8 0 20 4 0 2 89 1 9 1 2 5 2 6 4 5 2 10 1 14 5 0 7 0 1 0 1 3 1 4 2 7 1 3 0 11 1 0 0 35 0 2 1 0 0 0 2 2 3 1 1 0 11 0 0 0 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 1 0 14 0 3 0 2 0 2 5 1 0 2 3 4 2 5 0 0 3 5 2 5 0 17 12 0 1 0 0 2 0 1 10 1 0 2 1 5 2 6 1 11 1 11 4 0 0 1 44 2 8 6 10 32 33 28 15 41 24 10 28 0 0 282 0 14 1 3 2 5 20 27 9 10 24 16 2 20 0 0 196 74 23 153 1 18 1 6 7 6 15 12 38 12 27 3 2 12 0 0 0 5 2 1 0 0 1 3 5 2 2 1 21 0 0 1 14 1 3 2 3 12 8 24 5 18 14 0 9 0 0 0 0 3 0 0 2 0 1 0 5 0 0 0 41 0 0 0 160 46 49 114 0 3 19 1 1 3 10 9 11 11 7 34 6 117 5 2 5 1 1 1 1 15 5 12 2 2 0 208 1 0 0 Port Gloucester ........... . . .. New York .. . . ........... Philadelphia .. . ........ . .. Baltimore . . ... .. ........ Norfolk .. . .. . . .......... Mobile ...... . .. . ....... New Orleans . .. .. .. . . .... Jacksonville ...... . ... . . . . San Francisco . ........... . Wilmington ............ . . Seattle ............. . . . . Puerto Rico . . ... ...... ... Honolulu . . . .... . ........ Houston .... . .. .. . . .. .. . St. Louis ... ... . ......... Piney Point . ... ... . ... . . . Totals .. ... . . . . . . . . . ... 159 240 266 109 Totals All Departments ... .. . 813 449 373 658 18 1 2 2 0 13 5 32 16 29 15 8 18 0 0 0 3 10 70 STEWARD DEPARTMENT 1 0 1 0 0 1 1 0 0 2 1 0 0 0 3 0 1 1 0 5 3 0 2 0 40 26 0 1 0 0 2 0 19 0 1 1 0 21 ENGINE DEPARTMENT 1 0 8 0 1 3 3 0 3 0 2 0 1 2 4 0 1 3 0 0 1 9 0 0 11 14 0 0 0 0 2 0 51 18 11 5 23 6 15 12 8 8 0 0 48 43 ENTRY DEPARTMENT 1 0 2 23 1 1 4 1 1 3 4 1 10 6 13 2 2 3 1 5 27 1 1 0 142 152 1 5 0 0 1 0 171 243 412 253 **REGISTERED ON BEACH All Groups Class A Class B Class C 2 102 6 8 15 15 74 50 69 37 53 29 9 67 0 4 2 20 1 7 5 6 9 12 15 8 12 1 20 7 0 5 1 1 1 1 4 1 9 2 13 2 1 0 8 3 0 0 56 540 130 47 0 3 1 0 1 2 1 4 1 2 2 1 8 1 0 0 0 69 2 3 7 1 0 7 3 10 5 6 6 11 3 14 7 0 5 0 2 1 0 0 0 3 3 6 2 1 0 6 0 0 0 10 9 10 61 34 34 17 38 14 9 44 0 5 27 356 88 24 0 5 1 0 34 0 0 5 7 7 41 21 81 21 44 0 7 1 1 1 1 2 6 11 3 8 1 25 1 0 4 0 1 5 1 6 2 1 1 34 6 0 0 3 6 8 20 0 3 1 0 0 0 0 1 0 7 0 1 0 28 0 0 0 63 301 72 38 0 0 0 0 0 47 5 10 2 36 4 7 3 2 9 1 0 3 1 23 4 22 3 3 1 244 2 0 0 0 0 0 0 0 0 0 0 0 0 0 6 3 28 9 80 27 48 18 9 26 0 0 10 15 9 24 12 32 11 93 11 0 7 10 0 316 276 328 146 1,513 566 437 *"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 1,469 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,469 jobs shipped, 658 jobs or about 45 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 146 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,496 jobs have been shipped. 30 I LOG I February 1987 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. O1930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave. , Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 2067 4 (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 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Boom Bust B OOM and bust. That's how most people would describe the maritime industry. It's a pretty accurate description. For the past 100 years, the maritime industry has been like one big roller coaster. Boom during the Civil War. Bust afterwards. Boom during World War I. Bust afterwards. Boom during World War II. Bust afterwards. Seamen who make a living in this industry accept this as part of the territory. After you've been around for a while, you get to know the ride like the back of your hand. It goes something like this: POINT A (top of the roller coaster}The United States is faced with a lifethreatening situation (Civil War, World War I, World War II). The Americanflag merchant marine plays a pivotal role in the effort against the enemy (runs a blockade against the Confederacy, brings troops and supplies to our Allies in Europe). Seamen suffer high casualty rates (the second highest during World War II, after the Marines), and are lauded for their heroic actions. POINT B (the car is starting to all}The war is over. Ameri n companies are tired of pa · axes and adhering afety and wage standards. to m1 ey look for a way out. They lobby Congress and the military. The government accepts their arguments and turns a blind eye to the industry (denies seamen's veteran status, enacts hip Sales Act of 1946, formulates Effective U.S. Control Doctrine). Americanowned companies document their vesunder foreign regi tries. PO the car gains speed as it proceeds downward)-Shipboard conditions and wages for eamen decline. Skilled mariners leave the industry. The number of vessels registererd under the American-flag grows smaller each year. POINT D (the car reaches bottom)Conditions for seamen become intolerable. The industry is convulsed with changes (the switch from wooden hulls to steel structures, containerization, intermodal operations). The labor movement remains divided, but tries to respond to the challenge the best way that it can. POINT E (the car starts to climb again, slowly)-Military planners become alarmed. Conditions overseas worsen. Foreign-klg vessels prove unreliable. Last minute legislation is enacted to save the industry (Merchant Marine Act of 1915, Merchant Marine Act of 1936). POINT A (you reach another peak) The United States is faced with a lifethreatening situation .... You get the picture. Right now, we are somewhere between Point D and E. The car has reached bottom (fewer than 400 are ve sels are registered under the American flag). Military planners have become alarmed (The Navy has embarked on a costly buildup of the govemmentcontrolled fleet and predicts a severe shortage of skilled mariners by the early 1990s). Conditions overseas are getting worse (the Iran-Iraq War, Central America, the Philippine ). Foreign-flag vessels have proven to be unreliable (Yom Kippur War of 1973, when the President of Liberia prohibited cargo to Israel from being carried on Americanowned but Liberian-flagged vessels). There's only one problem. The government hasn't come up with a program to revive the industry. It won't even maintain the present level of funding. It makes pious speeches about free trade. If it doesn't get its act together soon, then the ride just might be over. Letters To The E ditor 'Goals Become Reality • • • ' I would like to take this opportunity to thank the SIU, all the staff at SHLSS and you, the members, for the chance I have been given to further my education. I am attending school at the California Culinary Academy with the aid provided by the Charlie Logan Scholarship Program. It is just one of the many opportunities open to Seafarers to continue their education. Thanks to people such as Tracy Aumann, Romeo Lupinacci, Bud Adams and Joe Wall, I was able to complete my requirements for a degree from the Charles County (Md.) Community College ... and I was able to upgrade my steward department skills from third cook to chief cook. And thanks to all of the staff at SHLSS, my short-term goals became reality. The scholarship provided by the Seafarers Welfare Plan now makes my most important long-term goal a close reality. The opportunity, facilities and people at SHLSS are there for all of us. Each member should make full use of them for self improvement. For those members who can't or won't use them, they should be appreciated for the good they are accomplishing. Fraternally, Reynaldo C. Hernandez San Francisco, Calif. Prescripffon Drugs Generic vs. Brand Name Drugs By Phillip L. Polakoff, M.O. Director, Western Institute for Occupational/Environmental Sciences People who have to take prescription medication over a long period can often save a lot of money by switching from a brand name drug to a less expensive generic equivalent. You will need your doctor's cooperation to do this. Some doctors are more willing than others to make the change. But it's worth a try, and you can strengthen your case-and, incidentally, your peace of mind-by knowing something about the pharmaceutical industry and how it's regulated. The vast majority of new drugs start out on the road to stardom as compounds of ordinary generic ingredients. In the lab, they're simply known by a number. Later, they get an official generic or ''scientific'' name, also known as a nonproprietary name. This usually comes during the clinical testing phase. Then, if things are working out right, two important changes take place: The drug get a patent. It also acquires a snappy new trade name , also known as a proprietary name, and move into the bigtime-moneywise. Patients are sometimes surprised to learn that a drug can be patented like an invention. But that's a fact, and the maker can capitalize on it by marking up the price of the drug to recoup the costs of developing, testing and marketing. That protection runs approximately 17 years. During that time, the new star is promoted heavily through glos y ads in medical journals, and by the persuasive pitches of detail reps who cal1 on doctors. A a result, a physician may write a prescription for a highly-touted brand name because of familiarity, habit, even conviction that the product is superior. The brand name is u ually shorter and easier to remember. The generic equivalent is known by its long chem- ical name-hard to spell and practically impossible to pronounce. It's a lot easier to write Librium or Darvocet-N or Dilantin than chlordiazepoxide or propoxyphene napsylate or phenytoin-their generic equivalents, respectively. But, if you can overcome these hurdles to generic prescriptions, what about your health? You want good medicine, first of all. Are the generics just as good as the razzle-dazzle brand names? Will they work a well for you? Under the law, generic drugs must contain the same ingredients as their brand name counterpart , and do the same job. The FDA doe n't allow a company to ell a medicine that' 80 percent or 95 percent a effective as the original product. It's got to be identical. In the language of the trade, thi means that the generic must be ''therapeutically equivalent"-producing the same effects in the body-and "bio- logically equivalent"-having the same active ingredients, strength, and rate of absorption as its brand name counterpart. Not all brand name drugs can be pa~red off against a generic equivalent so you can buy the cheaper version. For one thing, the brand name product may still be protected from competition by its patent. Even after the patent runs out, you still may not be able to find a generic sub titute-again, for an economic reason. Maybe the market for the drug isn't large enough-say, it treats an uncommon condition or symptom and too few people need it-to attract a generic manufacturer to go into production. Mo t public libraries have books on generic drugs and the pharmaceutical business. They can help you to become a more informed consumer. You'll probably save money and, perhaps, help your doctor learn a thing or two in the process. ~ February 1987 I LOG I 31 �Boom Bust B OOM and bust. That's how most people would describe the maritime industry. It's a pretty accurate description. For the past 100 years, the maritime industry has been like one big roller coaster. Boom during the Civil War. Bust afterwards. Boom during World War I. Bust afterwards. Boom during World War II. Bust afterwards. Seamen who make a living in this industry accept this as part of the territory. After you've been around for a while, you get to know the ride like the back of your hand. It goes something like this: POINT A (top of the roller coaster)The United States is faced with a lifethreatening situation (Civil War, World War I, World War II). The Americantlag merchant marine plays a pivotal role in the effort against the enemy (runs a blockade against the Confederacy, brings troops and supplies to our Allies in Europe). Seamen suffer high casualty rates (the second highest during World War II, after the Marines), and are lauded for their heroic actions. POINT B (the car is starting to all)The war is over. Ameri an companies are tired of pa · axes and adhering to m1 afety and wage standards. ey look for a way out. They lobby Congress and the military. The government accepts their arguments and turns a blind eye to the industry (denies hi seamen's veteran status, enact Sales Act of 1946, formulates Effective U.S. Control Doctrine). Americanowned companies document their vesunder foreign regi trie . PO (the car gains speed a it proceeds downward)-Shipboard conditions and wages for eamen decline. Skilled mariners leave the industry. The number of vessels registererd under the American-flag grows smaller each year. POINT D (the car reaches bottom)Conditions for seamen become intolerable. The industry is convulsed with changes (the switch from wooden hulls to steel structures, containerization, intermodal operations). The labor movement remains divided, but tries to respond to the challenge the best way that it can. POINT E (the car starts to climb again, slowly)-Military planners become alarmed. Conditions overseas worsen. Foreign-k1g vessels prove unreliable. Last minute legislation is enacted to save the industry (Merchant Marine Act of 1915, Merchant Marine Act of 1936). POINT A (you reach another peak) The United States is faced with a lifethreatening situation .... You get the picture. Right now, we are somewhere between Point D and E. The car has reached bottom (fewer than 400 are vessels are registered under the American flag). Military planners have become alarmed (The Navy has embarked on a costly buildup of the governmentcontrolled fleet and predicts a severe shortage of skilled mariners by the early 1990s). Conditions overseas are getting worse (the Iran-Iraq War, Central America, the Philippines). Foreign-flag vessels have proven to be unreliable (Yom Kippur War of 1973, when the President of Liberia prohibited cargo to Israel from being carried on Americanowned but Liberian-flagged vessels). There's only one problem. The government hasn't come up with a program to revive the industry. It won't even maintain the present level of funding. It makes pious speeches about free trade. If it doesn't get its act together soon, then the ride just might be over. Letters To The Editor 'Goals Become Reality • • • ' I would like to take this opportunity to thank the SIU, all the staff at SHLSS and you, the members, for the chance I have been given to further my education. I am attending school at the California Culinary Academy with the aid provided by the Charlie Logan Scholarship Program. It is just one of the many opportunities open to Seafarers to continue their education. Thanks to people such as Tracy Aumann, Romeo Lupinacci, Bud Adams and Joe Wall, I was able to complete my requirements for a degree from the Charles County (Md.) Community College ... and I was able to upgrade my steward department skills from third cook to chief cook. And thanks to all of the staff at SHLSS, my short-term goals became reality. The scholarship provided by the Seafarers Welfare Plan now makes my most important long-term goal a close reality. The opportunity, facilities and people at SHLSS are there for all of us. Each member should make full use of them for self improvement. For those members who can't or won't use them, they should be appreciated for the good they are accomplishing. Fraternally, Reynaldo C. Hernandez San Francisco, Calif. Prescription Drugs Generic vs. Brand Name Drugs By Phillip L. Polakoff, M.D. Director, Western Institute for Occupational/Environmental Sciences People who have to take prescription medication over a long period can often save a lot of money by witching from a brand name drug to a less expensive generic equivalent. You will need your doctor's cooperation to do this. Some doctors are more willing than others to make the change. But it's worth a try, and you can strengthen your case-and , incidentally, your peace of mind-by knowing something about the pharmaceutical industry and how it's regulated. The vast majority of new drugs start out on the road to stardom as compounds of ordinary generic ingredients. In the lab, they're simply known by a number. Later, they get an official generic or " cientific" name, also known as a nonproprietary name. This usually comes during the clinical te ting phase. Then, if things are working out right, two important changes take place: The drug get a patent. It also acquires a snappy new trade name, also known as a proprietary name, and moves into the bigtime-moneywi e. Patients are sometimes surprised to learn that a drug can be patented like an invention. But that's a fact, and the maker can capitalize on it by marking up the price of the drug to recoup the costs of developing, testing and marketing. That protection runs approximately 17 years. During that time, the new star is promoted heavily through glos y ads in medical journals, and by the persuasive pitches of detail reps who call on doctors. A a result, a phy ician may write a prescription for a highly-touted brand name because of familiarity, habit, even conviction that the product is superior. The brand name is u ually shorter and easier to remember. The generic equivalent is known by its long chem- icaJ name-hard to spell and practically impossible to pronounce. It's a lot easier to write Librium or Darvocet-N or Dilantin than chlordiazepoxide or propoxyphene napsylate or phenytoin-their generic equivalents, respectively. But, if you can overcome the e hurdles to generic prescriptions, what about your health? You want good medicine, first of all. Are the generics just as good as the razzle-dazzle brand names? Will they work a welJ for you? Under the law, generic drugs must contain the same ingredients a their brand name counterparts, and do the same job. The FDA doe n't alJow a company to sell a medicine that' 80 percent or 95 percent a effective as the original product. It's got to be identical. In the language of the trade, thi means that the generic must be ''therapeuticaUy equivalent''-producing the same effects in the body-and "bio- logically equivalent"-having the same active ingredients, strength, and rate of absorption as its brand name counterpart. Not all brand name drugs can be pa~red off against a generic equivalent so you can buy the cheaper version. For one thing, the brand name product may still be protected from competition by its patent. Even after the patent runs out, you still may not be able to find a generic substitute-again, for an economic reason. Maybe the market for the drug isn't large enough-say, it treats an uncommon condition or symptom and too few people need it-to attract a generic manufacturer to go into production. Mo t public libraries have books on generic drug and the pharmaceutical business. They can help you to become a more informed consumer. You'll probably save money and, perhaps, help your doctor learn a thing or two in the process. February 1987 I LOG I 31 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1987 Description An account of the resource HEADLINES TRADE TOPS SIU HILL AGENDA, BILL COULD BOOST U.S. MERCHANT MARINE CDS RULE OVERTURNED HEYMAN NAMED NEW COUNSEL IRAN-IRAQ WAR ZONE, A THREAT TO WORLD SHIPPING U.S. LINES TO SELL 20 SHIPS DR. SAN FILIPPO NAMED SIU MEDICAL DIRECTOR STATE OF MARITIME IRAN-IRAQ ALF-CIO DEMOCRATIC RESPONSE NEW LEGISLATION MARITIME TRADES DEPARTMENT SEALIFT IS THE BEDROCK OF OUR NATIONAL SECURITY WHERE ARE THE SHIPS MILITARY PLANNERS ARE DISTURBED BY THE DECLINE OF THE AMERICA-FLAG WHAT HAPPENED TO SEALIFT CAPABILITY? THE U.S. MERCHANT MARINE IS THE SOURCE OF U.S. SEALIFT: WHY HAVE WE ALLOWED IT TO DECLINE? WHAT ABOUT FOREIGN-FLAG VESSELS: CAN WE COUNT ON THEM IN A NATIONAL EMERGENCY? THE “EFFECTIVE CONTROL” DOCTRINE: IT FAILS TO ADDRESS THE GROWING INSTABILITY OF MANY THIRD WORLD NATIONS. AMERICAN-OWNED FOREIGN-FLAGGED VESSELS: A MOCKERY OF THIS NATION’S LAWS. THE REAL PROBLEM: WHAT HAS HAPPENED OT THE AMERICAN-FLAG MERCHANT MARINE? THE “EFFECTIVE CONTROL” DOCTRINE: IT HAS COST THE UNITED STATES BILLIONS OF DOLLARS THE DECLINE OF THE AMERICAN FLAG MERCHANT MARINE: PART OF A LARGER PROBLEM THE AMERICAN MARITIME INDUSTRY IN THE INTERNATIONAL MARKETPLACE: THERE IS NO SUCH THING AS FREE TRADE. THIS COUNTRY’S ECONOMIC DECLINE MUST BE REVERSED: SO MUST THE DECLINE OF THE AMERICAN-FLAG MERCHANT MARINE. IT CAN BE DONE! BUT WE MUST ACT AND WE MUST ACT NOW. USNS ASSERTIVE: WELCOME TO THE REAL WORLD MSCPAC TO IMPROVE SERVICES NASSCO WINS NAVY CONTRACT GENERIC VS. BRAND NAME DRUGS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 2 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/2b4e2cc596f31d06a9f69715cf95de44.pdf 1d1e4f8c434d8eadc308ac41bffbf8f1 PDF Text Text Official Publication ol the Seafarers International Union • Atlantic, GuU, Lakes and Inland Waters District • AFL-CIO Vol. 49, No. I .January 1987 P.L. 480 Hike Safe Little New for Maritime in Reagan's FY '88 Budget When the cargo preference share of P.L. 480 shipments jumps from 60 to 70 percent this April, the administration apparently will not challenge it. Figures in the Reagan FY '88 budget include a $48.5 million allotment for the increased U .S.-flag share. Despite the overwhelming support of the House and Senate on the 1985 farm bill (the Food Security Act), there had been some grumblings from powerful farm state representatives and White House officials that the program might be challenged. That 1985 legislation was a compromise which will .eventually lead to a 75 percent U .S.-flag share of what are called Title II shipments under P.L. 480. Those food give-aways or donations were pegged at only 50 percent previously. In return for dropping claim to Title I programs. which are financed through various government loans and loan guarantees, the Title II share was increased for U.S. ships. Except for the P. L. 480 money, the budget items which affect maritime are either little changed from past budgets or reduced. As Operating Subsidy Differential contracts expire, they are not renewed, and if nothing is done in the way of policy change, they will eventually disappear. Currently only 87 U .S.-flag ships receive ODS, and $250.3 million is siotted for ODS. The Strategic Petroleum fill-rate will be reduced from 75,000 to 35,000 barrels a day. The administration claims that will save about $225 million a year. Overall, there is little new or unexpected in the budget requests. It follows a pattern set in 1980 of minimal help for the merchant marine. There are no drastic cuts because those have already been made in previous years. It will be up to Congress and the industry to attempt to find solutions to the massive problems in maritime. In a letter to both House and Senate members on the Merchant Marine and Armed Services committees and subcommittees, SIU President Frank Drozak urged either new action or strict implementation of the 1936 Merchant Marine Act. "I urge the lOOth Congress to initiate action which will reverse the industry's present state of deterioration. Solution toward maintaining a domestic shipyard mobilization base, as well as a sizeable U.S.-flag merchant fleet, are numerous and well documented. Congress must elect to implement a program of revival, either in the form of new legislation, or in strict enforcement of statutes, like the 1936 Act, which are already on the books," he wrote. Highlights of the FY '88 Budget * $66.8 million for operations and training for continued support of the U.S. Merchant Marine Academy, management of maritime promotional programs, and support of the (Continued on Page 22.) Drozak On the Waterfront; Visits Membership in Honolulu During his trip to Honolulu, SIU President Frank Drozak met with the crews of the SS Independence, and the SS Constitution. Above, Drozak (second from left) is pictured with (I. to r.) Commodore Harry Wu, SIU Vice President George McCartney and Bosun Clarence Burgo aboard the Independence. (See pages 4 and 5.) Wave of the Future? Unmanned Ships Will Sail S EAFARERS have had to contend with reduced manning scales for years. In some nations, 12-man crews are the norm and smaller crews are accepted. Even in the worst case, most sailors figured there would have to be a captain, a cook and somebody in the engineroom and on deck, right? Wrong. Next year the Japanese plan to test "crewless" ships, robot bulk carriers, or as one shipping company executive described them, "dummy or slave ships." The experiment is set to include four unmanned bulk carriers which would be electronically controlled by a so-called mother-ship. During the ocean crossing the mother-ship will be sort of an electronic, floating border collie, herding its charges across the seas. When the four ships come close to shore, crews would be transported from shore by helicopter or high speed boats to take over the ships and guide them to port. There sure wouldn't be many beefs at payoff. On a more serious note, crewless ships may or may not be used in the future, but they are an extreme example of the problems merchant seamen everywhere face. Individually, you can protect yourself by learning more skills, upgrading yourself. Collectively, this Union and all maritime unions must help in forging some sort of national maritime policy. This administration and this nation must be shown the important role the merchant marine and the people in it play in both peace time and war. Inside: Labor Honors Martin Luther King Page 3 30 Die in Tragic Winter Sinkings Page 3 Piney Point Blast Kills SIU Boatman Page 7 Special Section-A Look at 1986 At a party honoring his years of service to maritime labor, Executive VP Ed Turner and SIU President Frank Drozak share thoughts. See page 6 for more photos. Pages14-19 Washington Report Looks at New Congress Page 21 �Pre ide t' r by Frank Drozak N INETEEN eighty-six turned out to be a disappointing year for most Americans. The year began on a tragic note when the Space Shuttle Challenger exploded. It ended with the Iran arms scandal, which raised many troubling questions about the way this country is being governed. The nation's two most pressing problems-the budget and trade deficits-continued to worsen. As a result, many American industries were finding it difficult to compete against foreign competitors, and many thousands of American industrial workers were forced into low-paying service jobs or unemployment lines. Maritime was one of the industries most heavily hit. The number of vessels documented under the American registry continued to decline. There are now fewer than 400 active American-flag vessels, one-tenth the number we had during World War II. U.S. Lines, this nation's largest carrier, filed for protection under Chapter XI of the bankruptcy code. Things could have been worse. Our legislative department helped beat back attempts to weaken a number of laws that have provided the maritime industry with an important safety net: a ban on the sale of Alaskan oil; the Service Contract Act; cargo preference laws, and the Jones Act. But something more is needed, and that something is a comprehensive national maritime policy to promote the American maritime industry. With the exception of the Port Development Bill, no major maritime bills were enacted. * * * a manpower shortage within a few years, one which would have profound implications for the security of this nation. Right now, the only new work being created in the maritime industry is onboard military vessels that are being contracted out by the Navy. Fully one-third of all our deep-sea jobs are on military support vessels. The SIU and its members are ready and able to man these ships. At the same time, I must stress that many skilled seamen have left this industry. They just couldn't adjust to the economic uncertainty caused by the lack of a coherent national policy. And this is a great personal loss to these seafarers I have more hope for 1987. It finally seems that Americans are ready to tackle some difficult issues. A new Congress wasjust sworn in. Leaders on both sides of the aisle have promised to enact some kind of trade bill. We in the SIU want to make sure that any such bill takes into account the needs of the maritime industry. For example, a trade bill that allows the export of Alaskan oil would be worse than no trade bill at all. We in the SIU have, therefore, spent the past few months drafting our own recommendations on trade. I intend to unveil these recommendations in February when the Maritime Trades Department meets in Florida. As a member of the AFL-CIO Executive Council, I intend to ask the Council to incorporate into its recommendations on the Trade Bill policy statement language which will include fair access to cargo for U.S.-ftag ships. The maritime industry will be helped, I believe, by a growing public awareness of the pivotal role that the American-flag merchant marine plays in the defense of this country. The Navy just released a study predicting and their families as well as a very real threat to our national defense. The SIU will continue to keep an eye out for developments in other areas as well. We will continue to improve our training facilities at the Lundeberg School. While I will continue to explore mergers with other maritime unions, I intend with the best of my ability and with your support to do whatever is necessary to protect and promote the best interests of this membership. And I pledge to fight tooth and nail any and all attempts to infringe upon our jurisdictional rights, or to threaten your job security. Recertified Stewards See the Hill As part of their training, this group of recertified stewards bad a chance to visit Capitol Hill, where many important decisions affecting maritime are made. The group included Raymundo Agbulos, Rayfield Crawford, Norman Duhe and his wife, Vernon Ferguson, James Jackson, Floyd King, James Lewis, Diane Michener, Lance Rene, William Robles, Jonathan White and Kyle White. J ry1 rers I s ndl -CIO 7 d ol 49 0 1 Executive Board Frank Drozak President Angus "Red" Campbell Joe DiGiorgio Vice President Mike Sacco Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Charles Svenson Editor Secretary Joe Sacco Vice President Leon Hall Mike Hall Managing Editor Max Hall Associate Editor 2 I LOG I January 1987 Ray Bourdius Assistant Editor Deborah Greene Associate Editor 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, Tei'. 899~ 0675. 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 . ' ' • �Civil Rights Leader Honored Labor and Nation Celebrate Martin Luther King Jr. Day Dr. Martin Luther King Jr. dedicated his life to bringing about equal rights for all Americans. This January 19 marks the second year the U.S. will celebrate Martin Luther King Day. Organized labor helped bring about this day to recognize the accomplishments of this giant of the civil rights movement. While the fight to establish a day to honor Dr. King's legacy was nowhere as difficult nor as long as his decades-long struggle for civil rights, union members everywhere should take some pride in knowing they were instrumental in establishing this national day of remembrance. Following are excerpts from remarks by AFL-CIO President Lane Kirkland concerning the King holiday: ''As trade unionists, we think that it would have given Dr. King some small pleasure to know that union members all over this country have turned to their employers and insisted that this holiday be affirmed in their collective bargaining agreements. "On January 19, 1987, the labor movement has the opportunity to help assure that this new tradition, this new holiday, continues to be a day that celebrates all that Martin Luther King lived and died for: justice and dignity, freedom and peace. "We can do it by persuasion, by education and, above all, by example. ''Labor has a special responsibility to help head that off and to point the Martin Luther King Holiday commemoration in the way it should go. No other institution has such direct pipelines to so many members; and no other institution so deeply shares the goals and values that Martin Luther King fought for. "Dr. King's dream is timeless. It is shared by all working people of all races and religions. He spelled it out eloquently when he came before the 1961 convention of the AFL-CIO and said this: 'I look forward confidently to the day when all who work for a living will be one, with no thought to their separateness as Negroes, Jews, Italians or any other distinctions. 'This will be the day when we bring into full realization the American dream, a dream yet unfulfilled: a dream of equality of opportunity, of privilege and property widely distributed; a dream of a land where men will not take necessities from the many to give luxuries to the few; a dream of a land where men will not argue that the color of a man's skin determines the content of his character; a dream of a nation where all our gifts and resources are held not for ourselves alone, but as instruments of service for the rest of humanity; the dream of a country where every man will respect the dignity and worth of the human personality.' "That's where we stand, and it's where we have been standing for a hundred years and more. January 19 this year, and every January in the future, is a time for trade unionists to stand together, with as many of our fellow citizens as we can reach, and renew our vows to bring that dream to reality." Seafarers Welfare Plans Report Health care costs are rising again. At the beginning of 1986, the rise was in the 6 to 8 percent range. The Bureau of National Affairs reports that during the third quarter of 1986, costs for medical services increased as much as 20 percent. Several programs were put into effect to safeguard your welfare fund during the last year. A letter from the trustees will be sent to all members in the next few months explaining any changes made in the Plans. *** All official Union documents, W-2 · forms, the LOG, and letters from the trustees about your benefit plans are sent to our members at the permanent addresses on file. If your permanent address changed during the last year, or if you haven't been receiving Union mail, it is most important that you send your new address to the SIU, Attention: Address Correction Department, 5201 Auth Way, Camp Springs, Maryland, 20746-9971. Include your social security number, your book number, telephone number, and whether you are a pensioner or an active member. Drozak Raps AID Age Rule An Agency for International Development (AID) regulation placing a 15year age limit on U.S. ships carrying AID cargo to Jordan and Egypt is "without legal basis," said SIU and MTD President Frank Drozak. ''The Maritime Trades Department objects to the recent AID policy as it clearly discriminates against a number of U .S.-fiag vessels which have been certified by the Coast Guard to be safe. These standards for certification have been set by the Congress and are the most stringent in the international shipping community. Age is not indicative of the safety or efficiency of a vessel. Many older vessels operating under the U.S. flag are extremely well maintained and repaired. Older ve sels are subject to the ame trict Coa t Guard inspections as newer ve sels. Vessels which have been maintained and improved by their owner should not be rendered obsolete for purposes of the preference trades because of an agency's arbitrary barrier allegedly put Crew Snuffs Out Blaze On Lt. John P. Bobo Late last fall a fire broke out on the 2nd Lt. John P. Bobo. It had the potential to do serious damage to the ship. But quick action by SIU crewmen was able to keep the fire confined to the lower deck in the hold where it broke out. Capt. John F. Maytum cited the crew's training and pecial education provided by the SIU as a main reason for their speedy snuffing out the flames. Following is a letter from Capt. Maytum to SIU VP 'Red' Campbell. "While anchored off Las Palmas, Canary Islands, on 31 October 1986, the M/V 2nd. Lt. John P. Bobo was damaged by a fire on "G" deck lower hold # 3. The fire was discovered by QMED/Pumpman Walter L. Davidson, who quickly passed word to the bridge and returned to fight the fire. Heavy black smoke and extreme heat in a confined area, deep in the ship, made conditions extremely hazardous. Mr. Davidson was quickly joined by D/E/U Daniel Campbell and Chief Mate Michael Duley (Dist.-2, AMO). These men donned self-contained breathing apparatus and had the fire out in a matter of minutes. Minimum damage to the vessel and its cargo were a direct result of the rapid and highly professional response of these SIU crewmen. The hours of training and special education provided by the SIU to their members have paid off handsomely in thi case. The rest of the crew, who were not directly involved in fighting the fire, provided replacement air bottles and other support equipment. The crew and officers performed all their assigned tasks and duties in the most professional manner, and their actions were in the highe t traditions of the merchant marine. It is a pleasure to have men of this caliber on board the ves el.'' Three Sinkings Claim 30 Thirty merchant sailors died in three sinkings during the last week of December. Two of the accidents occurred in the North Atlantic and the third off the coast of Sardinia. Both Atlantic mishaps happened Dec. 26. The tanker was British-owned but registered in Gibraltar. Two Briti h eamen's unions have asked for a British government inquiry into the accident. The ship reportedly carried a life boat which could only hold ix. On the same day, the sinking of the Icelandic freighter Suderlund claimed six lives. But five other crewmen were rescued in stormy seas. The 3,500-ton ship apparently had been battered by heavy seas between Norway and Iceland, and some reports say a large wave slammed into the freighter causing it to list badly. The captain then issued a Mayday and abandoned ship. Five crewmembers were rescued 12 hours later when a Danish Coast Guard helicopter arrived on the scene and hoisted them from their life raft. Three others on the raft were dead by then, possibly from exposure. Three others apparently went down with the ship. On Christmas Day, the Cypriot freighter Stainless Trader sank during a gale off the coast of Sardinia. Eight crewmembers died in the accident and I 0 other were re cued. in place at the reque t of a foreign nation,'' Drozak wrote in a letter to the agency. "Absent a further change in congressional policy, AID is without any legal basis or other authority to limit the pool of eligible vessels based on the objections or demands of a foreign nation. To let this ill-conceived and ill-advised action stand will only encourage other recipient nations to e tabli h similar arbitrary method of minimizing the u e of U .S.-ftag vesels," he said. Drozak asked AID to review and change its policy. All 12 crewmembers aboard the British tanker Syneta perished when the ship ran aground off the east coast of Iceland. After running aground near the mouth of a fjord, the ship sent a Mayday signal it could not launch its life rafts because the Syneta was too close to a rocky outcrop. When the tanker began to sink, the crewmen apparently jumped into the water wearing only life jackets. When other vessels arrived on the scene, they found six bodies in life jackets and a life raft ripped apart. Two other bodies slipped out of the life jackets as rescuers tried to recover them. January 1987 I LOG I 3 �IU President Frank Drozak went down to the waterfront in Hawaii to spend time with the Union's membership, many of whom call the Islands home or stop there in transit. During his six days in port, Drozak went aboard the cableship Charles L. Brown, the tug Susan W. Hannah, the T-AGOS Indomitable, and the cruise ships . S.S. Constitution. and S.S. Independence. With more and more military support vessels calling at the port facilities in Honolulu and at Hickham Field, and with both the S.S. Constitution and the S.S. Independence being home-ported in Honolulu, the Hawaiian Islands have become a major port for the SIU. While he was in Honolulu, President Drozak spent time visiting with the Port Agents of both the Sailors Union of the Pacific, and the Marine Firemen. S SIU President Meets with the Membership in Hawaii On he Wa erfront with Frank SIU President Drozak and VP McCartney meet with Bosun John Ballantine during their visit to the S.S. Constitution in Honolulu. rozak Bosun Charles Little ''takes five'' while the T-AGOS Indomitable lays dockside at Hickham Field in Hawaii. T-Aaos Indomitable S.S. Independence S.S. Constitution President Drozak meets with the lndomitable's Bosun Charles Little, second from left, and Chief Cook Alphonse Dixon. At left is SIU VP George McCartney. SIU President Frank Drozak addresses a membership meeting aboard the S.S. Constitution. 126 crewmembers from all departments attended the meeting. With Drozak at the head table are SIU Vice President George McCartney and Bosun (and Ship's Chairman) John Ballantine. On the SS Independence, Drozak and McCartney take a minute to pose with some of the crew, along with Commodore Harry Wu (left) and Bosun Clarence Burgo (right). SIU President Frank Drozak, Vice President George McCartney and Rep. Tom Fay board the Charles L. Brown for a meeting with the ship's crew. The cable-laying vessel is home-ported in Honolulu. The ship's engineer, at right, takes SIU officials Drozak and McCartney on a tour of the T-AGOS vessel's engineroom. 4 I LOG I January 1987 �Drozak, McCartney and Fay meet with some of the crew in the messroom to talk about the unique problems that come up during cable laying and repair missions. Clockwise from bottom left are Bosun Roy Theiss, Oiler/Maintenance Anthony DiBenedetto, SIU Vice President George McCartney, Chief Electrician William Carroll, Cable AB Bill Mullins, SIU President Frank Drozak and SIU Rep Tom Fay. Drozak spent time talking with Constitution crewmembers. Drozak meets with Bosun Roy Theiss and two Charles L. Brown crewmembers. On the Constitution, a relaxed crew and Drozak get a chance to share some thoughts. SIU President Frank Drozak posed for this photo before boarding the T-AGOS , Indomitable for a meeting with the crew. The Navy support vessel is home-ported in Honolulu. From left are SIU Vice President George McCartney, Drozak, Capt. Michael G. Clarity, senior vice president of Sea Mobility (Pacific), and SIU Rep Tom Fay. It was a good turnout, and members listened carefully to President Drozak's report on their Union's progress. SIU President Frank Drozak looks over the Susan W. Hannah, tied up in transit at the port of Honolulu, before boarding for a meeting with the crew. A key member of the Charles L. Brown's crew is Cook-Baker James B. Richardson seen here at left with Bosun Roy Theiss and SIU President Drozak. January 1987 I LOG I 5 �Forty Years of Service Ed Turner, Lundeberg Ally, SIU VP, Retires ''The SIU is losing more than just a good worker, ' ' said SIU President Frank Drozak recently at the retirement party for Executive Vice President Ed Turner. "It is losing one of the last remaining links to its past." This was just one of many accolades given to the retiring Turner last month at a dinner held in his honor at the Apostleship of the Sea in San Francisco. Fifty years ago when the seamen' s movement lay in ruins, Ed Turner was part of the generation of labor leaders who reorganized the deep sea sailor and laid the foundation for improved wages, conditions and job security. Turner played a pivotal role in many of the early organizing drives. As a result of his loyalty, courage and unquestioned capability, he was chosen head of the Marine Cooks and Stewards Union (MCS). As head of the MCS, Turner was able to steadily improve the living standard of his members. Yet he understood that these improvements could not be maintained without unity. He understood that the maritime industry could not survive if it continued to be split among small, bickering entities. And so for the good of the The Apostleship of the Sea in San Francisco was festively decorated last month at the retirement dinner for SIU Executive Vice President Ed Turner. Ed (second from right) is flanked by his wife, Betty, and SIU President Frank Drozak. Also seated at the head table are Vice President George McCartney, San Francisco Supervisor Tom Hsieh and Mrs. Hsieh. Thanks to John Ravnik and Frank Gill for sending us these photos. maritime industry, and his membership, he agreed to merge with the A&G district of the SIU. During his fifty years in the industry, Ed Turner has seen it all. He has seen merchant seamen die protecting the security of their country, only to be Betty Turner holds the SIU award presented to her husband from President Frank Drozak. George McCartney Oeft) shares in the honor. Ed Turner thanks the SIU leadership for all the honors. 6 I LOG I January 1987 denied veterans' status. He has seen the industry go through boom times and through bust times. And he has worked closely with some of the industry's most talented people-and go one-on-one.against some of its toughest. Ed Turner-a loyal friend , strong family man and dedicated trade unionist-is living proof that organized labor can make a difference in the lives of its members. He has made an indelible mark on the maritime industry. And we will all miss him. A big dent was made in the S.S. Turner-and it was delicious. The entire executive board of the Sugar Workers join in honoring Ed Turner. Also in the photo are Frank Drozak, George McCartney and Betty Turner. �a SIU Boatman Killed Four Die in Massive Piney Point Barge Blast A barge holding the remnants of a load of aviation fuel exploded at the Steuart Petroleum Company depot in Piney Point, Md., killing four workers and injuring a fifth. One of the workers killed in the blast .was SIU Tankerman Glen D. Ponder, 42, of North Carolina who had just moved to Maryland to take a job at Steuart Petroleum. The blast, which occurred Dec. 20 at 2:30 a.m., rocked nearby homes. People as far away as 17 miles described the explosion as ''an earthquake." More than 125 firefighters from eight St. Mary's and Calvert county fire departments battled about three hours to bring the blaze on the barge and the adjacent pier under control. A joint inquiry was immediately called by the U.S. Coast Guard and the National Transportation Safety Board to determine the reasons for the explosion. Three hearings were held over the course of the month, and evidence was gathered. The lone survivor of the explosion, Walter Higgs, 44, of Leonardtown, Md., could not testify at the first two hearings because of the extensive nature of his injuries. Higgs is believed to have survived because he was not on the barge. He was logging information on the pier when the explosion occurred. On Jan. 11, 1987, the day after the third and final hearing was held, The Baltimore Sun reported that Lt. William Diaduk, who headed the investigation, had said that Steuart Petroleum's safety record was "very good." It will be another six weeks before the investigators release a report. "We'll almost certainly know what happened," said Lt. Diaduk. He also indicated that the explosion may have been caused by some kind of spark, and that it occurred during some kind of fuel transfer. One theory is that the spark could have been caused by the suctioning device which was being used to transfer the fuel. The barge would have been filled with the fumes from the jet fuel. According to Robert Thomas, deputy state fire marshal, ''That's more dangerous than if [the barge] was full.'' Tampa Tugs in Hawaii Something Fishy on the Susan W. Hannah Hamming it up for the photographer, Cook Gary Spencer attacks a freshly-caught bonita that was gaffed by Deckhand Rick Wilson. The crew poses with a freshly-caught swordfish which was later transformed into delicious steaks. Exulting in the moment are First Mate Mark Duncan, Chief Engineer Bill Hastings, Crewmember Harvey Walker, Captain Kim Gill, Second Mate Scott Coburn and Cook Gary Spencer. Crowley in L.A. The following Inland members have gone on pension: Baltimore Preston L. Bryant, captain Houston Alfonse B. Cocek, captain Norfolk Elmer Bingham, cook Leslie F. Haynie , captian Philadelphia Raymond H. McMullen, captain & mate In Los Angeles Harbor, SIU Rep Trevor ''Robbie'' Robertson (right) makes sure that Seafarers working the many pieces of Crowley equipment receive good Union representation. Here, Tankermen Dominic Defeo (left) and Gary Harbison enjoy a laugh during one of Robertson's visits. January 1987 I LOG I 7 �In Memoriam Pensioner James Edward Bromwell Sr. , 89, passed away from heart failure in the Johns Hopkins Hospital, Baltimore on Dec. 6, 1986. Brother Bromwell joined the Union in the port of Baltimore in 1957. He sailed as a captain for the Curtis Bay Towing Co . from 1945 to 1970. He was born in Maryland and was a resident of Baltimore . Burial was in the Cedar Hill Cemetery , Brooklyn , Md . Surviving is his widow, Mary. Pensioner Cristobal Jesolua, 80, passed away on Dec. 24, 1986.BrotherJesolua joined the Union in the port of Norfolk in 1967. He sailed for the Virginia Pilots Assn. from 1946 to 1964 and for the Assn. of Maryland Pilots from 1964 to 1972. He was born in the Philippine Islands and was a resident of Churchland, Va. Surviving is his son , Christopher of Portsmouth , Va. Pensioner Henry "Harry" Bill Joyce, 83 , succumbed to heart-lung failure in the Good Samaritan .. Hospital , N.Y. on • Nov. 1, 1986. ' Brother Joyce joined the Union in the port of New York in 1960. He sailed as a floatman and dispatcher for the New York, New Haven and Hartford Railroad from 1942 to 1968. He was born in the Bronx, N. Y. and was a resident of North Babylon, N.Y. Burial was in the St. Charles Cemetery , Pinelawn, N.Y. Surviving are his widow, Gertrude; a son, Ronald; a daughter, Regina, both of the Bronx, and a brother, Howard. Pensioner Lamar Matthew Lott Sr., 72, passed away from lung failure in Perris, Ala. on Nov. 3, 1986. Brother Lott joined the Union in the port of Mobile in 1957. He sailed as a cook for the Mobile Towing Co. from 1973 to 1979. He was born in Mobile and was a resident there. Boatman Lott donated his remains to the Loma Linda (Calif.) Medical School. Surviving is his widow, Esther. Pensioner Raymond Clyde Miller, 63, died on Nov. 5. Brother Miller joined the Union in the port of Norfolk in 1961. He sailed as a deckhand for the Allied Towing Co. from 1961 to 1978. He was born in New Bern, N .C. and was a resident of Chesapeake, Va. Surviving is his widow, Helen. 8 I LOG I January 1987 The crew of the tug Sea Prince (I. tor.): Mate Kerry Dematos. AB John Cox, Captain Larry Levinson, AB Bruno Kalmeta, Cook Joe Buccanfuso and Chief Engineer Mike Glynn. A helicopter view of the platform Irene after the crew change. Crowley Crews Help Complete Pipeline From Nov. IO to Dec . 8, 1986, some members of Crowley Towing and Transportation in Long Beach , Calif. were sent to Pt. Conception on the tug Sea Prince, with barge DB-300 in tow , to help finish the Union Oil (UNOCAL) pipeline from shore to platform Irene , 8V2 miles offshore. Instead of staying on location the whole time, a crew change was made via helicopter. Thanks to AB John Cox for these photos. Barge DB-300 on location and ready to work, after crewmembers ran and positioned the anchors. Dispatchers Report for Inland Waters DEC. 1-31, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester . .. .... . .. ... .. . .. . .. .. New York . . ... ... . . ...... ... ... . . Philadelphia ...................... Baltimore ............... . ....... . Norfolk . . .................. . .... Mobile .... ..... . ... . .... . ..... . . New Orleans ..... . ............. .. . Jacksonville . . . ...... .. .. ... . ... . . San Francisco .. .... ... . . .. . . . . .. .. Wilmington .. ..... . . . ... . . . . . . .. .. Seattle . . . ..... ... .. ... . . . .. . . . .. Puerto Rico ... .. . . . . . .. ..... . .... Houston . . ............... . ....... Algonac . . . ......... . ............ St. Louis .. . . . . . ..... ......... .. . Piney Point .... . ..... . . ... ... .. . .. Totals . . ........................ **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT . . . . . . . . . . . . . . . . . 0 0 2 12 58 0 2 2 0 11 0 0 3 7 2 0 99 0 0 0 0 7 0 3 3 0 1 0 0 0 6 0 0 20 0 0 4 0 0 0 1 14 0 4 0 0 4 0 1 1 29 Port Gloucester . . . .... . . .............. . New York . ... . ..... .. ..... .. ... .. . Philadelphia . .. .. . . . .... .. . . . ... . . . Baltimore ...... . .. .. . .. .. .... . .. . . Norfolk ..... . ......... . ... .. .... . Mobile .... .. .. . ... . ..... . .. . .... . New Orleans ...... . ...... .. ....... . Jacksonville ... . ................ . . . San Francisco .. . ... . . . .. ... . . .. .. . . Wilmington ... . ............... . .. . . Seattle ... . . . . .. . . ........... . ... . Puerto Rico .. . ..... . ........ . .... . Houston .. ...... .... .. .... . . . . . . . . Algonac .. . . .. ..... . ..... . .. . . .. . . St. Louis ..... .. . .... . . . ...... . .. . Piney Point .. . ... . . .. ..... . . ... ... . Totals ................ . ..... .. .. . 0 0 0 0 15 0 0 1 0 0 0 0 0 3 0 0 19 0 0 0 0 6 0 1 0 0 1 0 0 0 3 0 0 11 0 0 1 0 0 0 0 2 0 3 0 0 0 0 0 0 6 Port Gloucester ... . .............. . .. . . New York ... . . ... .. ....... . .. . ... Philadelphia .... . ................. Baltimore ........................ Norfolk .............. . .......... Mobile ..... ... ....... . . . ..... . .. New Orleans . . .. ....... ... .... .. . . Jacksonville .......... . . ...... .... San Francisco . .. .. . .. . .. . . . ... .. .. Wilmington . ...................... Seattle .......................... Puerto Rico . ..... . ............... Houston ..... . ... .... . . .... ... ... Algonac . . ....... .. .............. St. Louis ........ . . . ......... . ... Piney Point .. . ... . . . . .. .. .... . .. .. Totals . . .... . ... . ... . ...... . .. . . TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 3 0 1 10 0 0 35 0 0 0 0 0 8 0 0 1 0 0 0 0 0 8 0 0 0 0 0 0 0 0 6 6 1 0 3 2 0 0 3 0 0 0 61 14 ENGINE DEPARTMENT 0 0 2 0 2 0 8 18 0 2 0 0 7 0 1 35 0 0 23 0 0 1 2 6 0 6 0 0 4 0 10 1 73 32 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 3 0 0 0 0 0 2 19 0 0 0 0 1 0 0 0 0 2 0 3 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 7 25 0 0 3 0 0 0 143 0 0 0 4 0 1 0 12 0 0 0 0 12 0 0 0 9 0 0 0 0 0 0 0 12 75 0 5 1 0 32 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 18 0 0 22 6 0 0 0 0 0 0 0 STEWARD DEPARTMENT . . . . . . . . . . . . . . . . . Totals All Departments .... . .. . ....... . 0 0 0 0 6 0 0 1 0 0 0 0 1 1 0 0 0 0 2 0 6 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 0 0 6 0 0 0 0 0 2 0 10 0 0 0 0 0 0 0 1 0 0 0 2 0 6 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 10 0 0 3 0 0 1 0 22 14 0 0 0 0 0 0 5 83 24 13 197 109 43 4 0 1 0 0 0 1 0 9 10 0 0 6 127 41 41 1 0 10 1 6 0 0 3 0 1 *" 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 . �SHLSS Prepares U pgraders for U.S. Coast Guard Deck License Exatn The upper level deck license courses offered at the Seafarers Harry Lundeberg School prepare qualified students for the U.S. Coast Guard exams for Original Second Mate, Third Mate, Master or Mate of Freight and Towing Vessels (not more than 1000 gross tons). A mass of material is covered during the basic 10-week course and requires a serious student who will average about three hours of study per night. ''The deck license courses are geared to learning the material for the job, not just to pass the Coast Guard test:' says Deck Instructor Jim Brown. To help a seafarer become accustomed to studying again, the Adult Education Department offers a Developmental Studies Course (DVS) one week prior to the deck license courses. In the DVS course a student is taught technical reading skills, study skills, math skills and how to use resources. The complete deck license course consists of a 10-week basic navigation course, a five-week Celestial Navigation course and a two-week Radar Observer course for a total of 17 weeks of training. Some of the navigational related subjects covered during the deck license courses include chart construction, instruments and accessories, magnetic and gyro compasses, dead reckoning, piloting, lines of position, electronic navigation, tides and tidal currents, weather and rules of the road. Other subject areas covered include marlins pike seamanship, shiphandling, cargo gear and cargo handling, firefighting, first aid, CPR, use of various federal regulations ( CFRs) and basic damage control. The 10-week basic navigation course is followed by a five-week course in Celestial Navigation. Subjects covered in this course include basic nautical astronomy, time, latitude by observation of Polaris and noon sights (LAN), lines of position (LOP) and running fixes from sun, star and planet observations, determining compass and gyro error by amplitude and azimuth, star indentification, sunrise, sunset and twilight. The Coast Guard exam is usually taken during the fifth week of the Celestial course. The exam for Second and Third Mate lasts three days. The exam for Master and Mate lasts a day and a half. While it is helpful to have a good math background and be able to solve trigonometry problems, such knowledge is not necessary in order to understand and solve most problems in navigation. A good understanding of addition, subtraction, multiplication and division is all that is required. The minimum service required to qualify an applicant for license as Master of Freight and Towing Vessels of not more than 1000 gross tons is four years on deck including: a. One year service as licensed mate; or r b. Two years service as unlicensed master; or c. One year service as Operator of U ninspected Towing Vessels; or d. Two years service as Quartermaster or Wheelsman while holding a license as Mate or First Class Pilot; or e. Two years service as unlicensed mate while holding a license as operator of small passenger vessels valid within the area for which application is made; or f. Three years service as unlicensed mate. The minimum service required to qualify an applicant for license as Mate of Freight and Towing Vessels of not more than 1000 gross tons is two years on deck including: Third Mate students make constant reference to the books and materials that are a part of daily classroom use. a. One year service in a watchstanding capacity while holding a license as operator of small passenger vessels valid within the area for which application is made; or b. One year service as unlicensed mate; or c. Eighte~n months service as Quartermaster or Wheelsman. All candidates for Original Second Mate and Third Mate must pass a practical flashing light test at a speed of six words per minute. The celestial ponion of the Master and Mate exam is only given when a route of more than 200 miles offshore is sought. The holder of a valid license as either a Second Mate Oceans, or Chief Mate Oceans, who has tested within the previous year will only be required to take the Deck General section of the exam for Master of Freight and Towing of Vessels not more than 1000 gross tons. A valid radar endorsement is required for all upper level licenses if they are to be used on vessels over 300 gross tons. The radar course is two weeks in length. January 1987 I LOG I 9 �SIU Promotes Asbestos Awareness A recent article in the journal of Commerce points out what the Seafarers International Union has known for some time. Namely that asbestos aboard ship can pose a significant health hazard to workers who come in contact with it. The Journal of Commerce article quotes a new study by Dr. Irving Selikoff of the Mt. Sinai School of Medicine. He is regarded as a top expert in the field of asbestosrelated health problems. In the study, which is based on chest x-rays from over 2,300 U.S. merchant seamen, Dr. Selikoff found that 38% of seafarers who sailed before 1946 showed scarring of the lungs, a common effect of handling asbestos. Among longtime sailors who work in engine rooms, 46 % were found to have symptoms of asbestosis, a disease that has been linked to lung cancer. Asbestos is a good insulator and was commonly used in ship Dressed in an asbestos suit, Mike construction from the 19 30 's to the Wilson checks a casting for cracks mid-70's. Although most ships or leaks. built since about 1975 use little or develop problems from asbestos no asbestos in their construction, many years after you were exposed. the age of American merchant This so-called "latent period" can ships dictates that many vessels be 15, 20, 30 or more years. Heavy containing asbestos are still in exposure for periods as short as a service. Some shipping companies month can cause problems years have made efforts to remove later. asbestos from their fleets, but it still It is this concern about the longre~ains on many ships. term health hazards of asbestos Asbestos is also found in a wide exposure that prompted the SIU to variety of products such as tapes, work with the American Steamship sealers, gaskets, paints, and glue. Company on the production of a All of these materials can release videotape that addresses the asbestos fibers into the air where unique problems of seafarers who they form an invisible health work with asbestos. The program, hazard. Workers exposed to ' 'Asbestos Awareness'' , covers asbestos face increased risk from a many aspects of the problem, number of diseases such as including what asbestos is, where it asbestosis, mesothelioma, lung is found aboard ship, the health cancer, and other types of cancer. problems it can cause, and how The government has placed strict you, as a seafarer, can protect limits on asbestos exposure. For yourself. example, the fibers released by The program was videotaped in some types of asbestos may be part aboard the ASC ship, john]. smaller than the point of a pin. Boland''. The SHLSS Video These are of greatest concern Department sent a crew aboard the because when they are inhaled they vessel where they spent several days become trapped in the lungs and videotaping typical asbestos can't be exhaled. The government locations, asbestos handling has set a limit of two fibers per procedures, and safety equipment. cubic centimeter of air for an eight Later this videotape was combined hour work shift. That's two fibers with computer graphics, videotape in a space about the size of a sugar shot in other locations, and other cube. If the asbestos concentration elements to make up the final 13 is at or above this level, you must minute production. ASC provided wear respiratory equipment. the original script and the use of One of the reasons that asbestos the ship, SHLSS contributed the is so dangerous is that once you skills and equipment of the Video inhale or digest the fibers they stay Department. in your body. Asbestos is a natural Production the program glass and, like glass, can cut and required several months and irritate body surfaces. You can 10 I LOG I January 1987 industry experts were consulted to make sure that the information presented was accurate and up to date. The program dearly states the responsibilities of your union, your employer, and yourself. If you would like to know more about the hazards of shipboard asbestos and what you can do to protect yourself, contact your Port Agent and have him request a copy of ''Asbestos Awareness'' for use in your port. All requests should be directed to: Mike Wilson Video Department SHLSS Piney Point, MD. 20674 Darya Marbrook Impressed with changes at SHLSS It's always a pleasure to see SIU members returning to the Lundeberg school. Students who have gone through the SHLSS Trainee Program are an especially welcome sight. Darya Marbrook graduated from the trainee program in 1979 and has returned to SHLSS it upgrade her skills. "I can't believe the changes they've made here," says Marbrook. "The new hotel, the library, the new buildings. I was a bit hesitant about coming because I expected the facilities to be about what they were when I left here in '79, adequate but not great, but now this place is fantastic! When you' re on board a ship you wonder where your union dues are going. When you come to the school you see what they' re being used for.'' Darya sails as an AB on Maersk ships and is currently enrolled in the Sealift Operations and Maintenance class. "We had some sealift training onboard the ship but you were taught only what your individual job would be and I want Darya Marbrook ships out of NY and is enjoying her sealift class at SHLSS. to know something about every job" says Marbrook. "That's why I'm here." ,.------Burial at S e a - - - - The ashes of Walter F. Mueller were spread upon the waters of the Chesapeake Bay, as he had requested , on November 25, 1986. Walter was born May 21 , 1~02 and passed away November 25 , 1986. He will be missed by his family, friends and SIU brothers and sisters. �Jl Recertified Stewards First row (I. to r.) Floyd King, James E. Lewis, Vernon Ferguson, William Robles, Ray Agbulos, Diane Michener, Ken Conklin (SHLSS Vice President). Second row: Kyle White, Jonathan White, James A. Jackson Jr., Rayfield E. Crawford, Lance Rene, Leo .Bonsor (SIU Rep.), Norman Duhe. Marine Electronics (I. to r.) Tony Adamaitis, Julian Lopez, Paul it Army Training Group First row (I. tor.) Richard Dickerson (Instructor), Jesus S. Ombac, Roy L. Williams, M. C. Ray Jr. Second row (I. to r.) Sinclair James, John E. Evans, Antonio Rodriguez, Jim Moore ,(Instructor). Chief Cook (I. tor.) Tom Barret, Edgardo Dedos, Robert Firth, Ray Garcia, Gregory Lee. Olson, John Day. Tankerman (1. to r.) Mike Bullen, Ben Cusic (Instructor), Bob Garcia. Welding First row (I. to r.) Lee Brady, Rashid Ali, C. Suazo. Second row: Bill Foley (Instructor), Jim Sieger, Joseph T. Trauth. (I. tor.) Judy Barbera, Brad Gilbert, Harry Alongi (Instructor), Diesel Engineer (I. to r.) Dan Picciolo, Eric Malzkuhn (Instructor), David Jeff Davis,, Rob Whytock. Cuffee, Mike Novak. Not shown, Richard Williams. Sealift Operations and Maintenance i:..'=.: $!·~:~~ .: Able Seaman First row (I. to r.) Larry Cole, Reginald Watkins, Brad Brunette, Stephen Bowden, Dave Fowkes, Randolph Antonio Liverpool, Raymond Wezik, Jake Karaczynski (Instructor). Second row: Vernon Huelett, William Bolling, Joseph Murphy, Michael Warren, Earl Gray Jr. January 1987 I LOG I 11 �1987 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry February 1987 The following is the current course schedule for February 1987 - June 1987 at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. June 1987 All Rating Upgrading Courses Course Sealift Operations and Maintenance Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. Check-In Date March 18 May 13 Completion Date May 22 July 17 Cook & Baker February 4 March 18 April 29 June 10 May 15 June 26 August 7 September 18 Chief Steward March 18 May 13 May 22 July 17 Course Chief Cook SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Check-In Date Completion Date QMED ·Any Rating March 23 June 12 Marine Electrical Maintenance March 9 May 1 Diesel Engine Technology April 6 Welding Completion Date February 27 March 27 May 8 June 12 August 7 Steward Upgrading Courses The course schedule may change to reflect the membership's needs and the needs of the industry. Course Check-In Date February 2 March 2 April 13 May 18 July 13 Recertification Programs May 15 Course Steward Recertification Check-In Date June 29 Completion Date August 3 April 13 May 8 Bosun Recertification February 24 April 6 Chief Engineer & Assistant Engineer Un inspected Motor Vessel April 6 June 12 Automation June 22 July 17 Fireman/Watertender Oiler February 9 June 8 April 3 July 31 Hydraulics May 11 June 5 February 16 March 27 Refrigerated Containers Maintenance Advanced Deck Upgrading Courses Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) March 2 April 13 May 4 June 15 Adult Basic Education (ABE) & March 2 April 10 English as a Second Language (ESL) May 4 June 12 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: February 16 March 6 April 13 May 1 Check·ln Date Completion Date Celestial Navigation March 13 July 13 April 17 August 14 Able Seaman March 23 May 18 May 15 July 10 Radar Observer March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Third Mate & Original Second Mate May 4 July 10 Lifeboat March 9 May 4 March 20 May 15 Course Associates in Arts Tankerman March 23 May 18 April 3 May 29 Check-In Date March 30 June 8 Completion Date May 22 July 31 Nautical Science Certificate March 30 May 22 Course 12 I LOG I January 1987 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT February 2 February 6 QMED March 16 March 20 Third Mate April 27 May 1 Able Seaman May 11 May 15 FOWT June 1 June 5 College Programs �Upgrading Course Apply Now for an SH LSS ...............................•................................................•.............•.••••..••................................. Seat are rs Harry Lundeberg School of Seamanship Upgrading Application Name (f 1rst) (Last) (City) (State) Deep Sea Member D Date of Birth (Middle) Telephone (Zip Code) Inland Waters Member D Mo./bay/Year --rw-----.......--.--.------- (Area Code) Pacific D Lakes Member D Social Security# _______ Book#_______ Seniority _______ Department _ _ _ _ _ __ Port Presently Date Book Was lssued _ _ _ _ _ _ _ _ _ _ Port lssued _ _ _ _ _ _ _ _ _ _ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From _ _ _____,_.,........,..._to~----(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for Training - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK ENGINE D Tankerman D AB Unlimited DAB Limited DAB Special D Towboat Operator Inland D Towboat Operator Not More Than 200 Miles D Towboat Operator (Over 200 Miles) D Celestial Navigation D Master Inspected Towing Vessel D Mate Inspected Towing Vessel D 1st Class Pilot D Third Mate Celestial Navigation 0 Third Mate D Radar Observer Unlimited 0 Simulator Course 0 FOWT 0 QMED-Any Rating D Marine Electronics (Variable Speed DC Drive) D D D D D D D 0 D o No transportation will be paid unless you present original receipts and successfully D Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engine Technology Assistant Engineer (Unlnspected Motor Vessel) Chief Engineer (Unlnspected Motor Vessel Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Ref rlgerated Containers Advanced Maintenance Hydraulics Electro-Hydraulic Systems STEWARD D D D D Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Welding D Lifeboatman D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation COLLEGE PROGRAM complete the course. D Associates In Arts Degree D Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~~~~DATE~~~~~~~~~~~~~~~ Rev. 12186 RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 .............\ ·························································································································~~:::;;~ January 1987 I LOG I 13 �1986: A glance through the last 12 issues of the Seafarers LOG shows 1986 was an important, a busy and a pretty interesting year for the SIU and its members. Month-by-month, this is what happened last year. JANUARY New Bedford's SIU fishermen take their strike into the new year. Striking for a fair share of each boat's profits and against cutbacks in wages and benefits, SIU fishermen close New Bedford Harbor, stopping $1 million a day in fish business. A new farm bill is signed into law that will increase the U .S.-ftag share of P. L. 480 cargo to 60 percent in 1986 and 75 percent by 1988. The Seafarers Harry Lundeberg School of Seamanship is granted authority by the state of Maryland to issue two-year college degrees. In separate incidents, two SIU ships rescue more than 100 people in the Pacific. The MIV Rover, manned by Government Services Division Seafarers, plucks 63 Vietnamese refugees from one small boat. The Overseas Alice saves 47 victims of a Philippine ferryboat accident. Sonat Marine is put on the AFLCIO' s unfair list ... the Mississippi Queen is put out of ervice after colliding with a tugboat. No one is seriously hurt. The Seafarers Welfare Plan announces a new program to trim medical costs by awarding SIU members 25 percent of any overcharge you find on your hospital or doctor's bills ... Fifty rooms are made available for SIU pensioners at Piney Point in a brand new program. Long-time Seafarer Jim Golder dies at 61. A member since 1943, he was active on many committees, served for a time as a New York patrolman, and helped in many strikes and organizing drives ... On the West Coast, Marie Corsiglia dies. She went to sea in 1934 aboard the SS President Madison (Dollar Line). She spent 46 years at sea and at the age of 71 became the oldest Seafarer to ever qualify for a lifeboat ticket. The Men and Women of the SIU Continue to Work With Many New Military Jobs While Union Looks for Ways To Ride Out Stormy Course of the Maritime Industry To meet the demands of newly contracted military work, more SIU members are trained as crane operators aboard the Gem State , the second crane ship manned by the SIU ... The T-5 tanker Richard Matthiesen is manned by the SIU. SIU President Frank Drozak is named to an AFL-CIO commission to fight apartheid in South Africa, a battle the SIU carries on for all of 1986. An accident in San Francisco Bay takes the life of Edward "Bud" Mackey, 72, a senior captain for Crowley Marine. His tug, Napa River, sank following a collision. MARCH Management weakens in the SIU fishermen's strike in New Bedford as boatowners defect from the Seafood QMED Julian Lopez keeps alive one of the older seafaring traditions, building ships in bottles. The Spanish-born Lopez has been sailing for more than 40 years and joined the SIU in 1960. Producers and sign SIU contracts. More than 300 SIU fishermen go back to work as others carry on the strike. Cafe owner Vivian Francis is honored by striking fishermen for her help by making the Ferry Cafe a warm and peaceful oasis in a strike-tom town. The MTD Executive Board meets in Florida and maps out new ways to help the maritime industry and American labor in the face of massive program cuts brought on by the Reagan administration. MTD President Frank Drozak says, "Cargo is the key factor in the use of American vessels and in creating the (Continued on Page 15.) Bosun Jim Schonstein sailed last year on the OMI Willamette. FEBRUARY In New Bedford, the SIU fishermen's strike i seven weeks old and negotiations break off. The community rallies around the striking fishermen in a large demonstration. Food and other help is made available by hundreds of city sympathizers. The SIU-contracted President Tay lor is boarded by Iranian in the Gulf of Oman. No one is hurt, but the incident exemplifies the danger to shipping in the troubled Middle East. The SIU announces a new program to advance from B to A book or to upgrade to a third assistant engineer diesel unlimited license by hipping on T-AGOS vessels. 14 I LOG I January 1987 The SIU-crewed CS Long Lines was busy last year. Here members crew her up in Norfolk for a short run off the Jersey coast. �The SIU (Continued from Page 14.) demand for new ships, yet we lack a positive national commitment to putting more cargo in U.S.-built, U.S.manned vessels." That commitment never comes from the White House in 1986. An $852 million build and charter program is introduced in the House; the administration testifies against it. Drozak warns that unless something is done to increase seafaring employment, there will not be enough people to man vessels in the case of a national emergency. The administration submits a Marad budget which would cut or eliminate • 1986 many of the programs which had escaped previous axe-swinging. The NLRB upholds a ruling that Outreach Marine in Baltimore was merely an effort by McAllister Brothers to bust the Union. Outreach was simply McAllistrer Brothers under a different name, the NLRB says. APRIL New maritime legislation covering build and charter programs, bilateral trade agreements and the car carriage trade between the U.S. and Japan are introduced. While representatives from David Callis is a Seafarer who works as a launch operator for the Virginia Pilots Association on the Chesapeake Bay. Seafarers around the country last year participated in several major demonstrations against the apartheid system in South Africa. With the Labor Movement supplying continual pressure, hundreds of American firms have pulled out of racist South Africa. Above, SIU Field Rep Seth Harris is pictured with activist Rev. Jesse Jackson at a New York City anti-apartheid rally which drew some 90,000. most segments of the maritime industry throw their support behind what some call "last chance" legislation, for the most part the administration opposes the bills. Drozak begins another call for unity among the maritime industry. Saying divisiveness within the industry has stymied many efforts at revitalization, he stresses, "If major legislation to benefit our industry is to be enacted, then we must all take a hard look at our own contributions to this division and attempt to resolve our differences.'' In New Bedford, about half of the SIU fishermen are working as many owners sign new contracts. But the major management group, the Seafood Producers Association, continues to balk at talks. Many issues are now finding their way to the NLRB. "If we have to, we will go boat by boat" to settle the strike, says SIUNA Vice President Jack Caffey. The last of the former Sea-Land SL7s is launched and crewed. The USNS Pollux rounds out the fleet of eight Fast Sealift Ships (T-AKR), all of which carry 26 unlicensed crewmen . . . . After a 21-month lay-up, the supertanker Manhattan is crewed for a short charter. Safety is always stressed in SIU training programs. Above, during a lifeboat exam, Steve Fisher shows the right way to exit a life raft. The SIU continues its fight against apartheid in South Africa by joining labor rallies in seven cities denouncing the racist system. One of the biggest threats SIU boatmen in the Gulf area face is beaten when the Transgulf Pipeline from Baton Rouge, La. to Fort Lauderdale, Fla. is laid to rest. The company withdraws its pipeline plans in face of strong opposition by the SIU, other labor unions, consumer and environmental groups. After three months of repairs, the SIU's Mississippi Queen is back on the rivers. The annual AFL-CIO Education and University and ColJege Labor Education conferences are held at SHLSS. . . . Arthur and Joan Gilliland become the first SIU pensioners to take advantage of the Union's new retirement program at SHLSS . . . Three former trainees from the SHLSS's first classes come back after more than 18 years and earn their bosun recertification. Rep. Joe Addabbo (D-N.Y.), a longtime maritime supporter and labor ally, dies. He was 61. · MAY "We have been fighting each other for too long," says SIU President Frank Drozak. He startles maritime labor with a sweeping plan to bring all maritime unions under one banner. "It is my firin belief that unless the maritime unions merge together as one, I can see nothing but continued decline in the maritime industry,'' he says. The SIU waits for reaction. The SIU, NMU, MEBA and MM&P join forces at a congressional hearing to testify on sweeping new maritime programs under H.R. 4024. Many Merchant Marine Subcommittee members urge the entire industry to stop their "fratricidal" battles. The Welfare Plans starts a new tollfree hotline for members with medical claims problems in an effort to improve service. Seven scholarships, totaling $60,000, are awarded under the Union's Charlie Logan Scholarship program. Fitout is completed on the Great Lakes, but like other segments of the industry, fewer ships and jobs steamed the Lakes. The SIU begins another program to help its membership. The SIU's Al(Continued on Page 18.) January 1987 I LOG I 15 �I n 1986, the changing face of the maritime industry, and perhaps this Union, began to emerge. The number of jobs aboard military ships jumped dramatically as T-AGOS, MPS, Fast Sealift ships and several other types of military work came on line for Seafarers. Most of last year any A-book could find work and more than half the jobs shipped were Bbooks. Not too shabby, especially if you look around and see the large number of merchant sailors not in the SIU languishing on the beach. With a bleak outlook for the private merchant marine, military work has become the wave of the future , and the SIU wants to ride that crest. SIU President Frank Drozak took some major steps last year in his efforts to establish some kind of job security for Seafarers. While so many maritime leaders simply paid lip service to ' 'unity ,'' Drozak got the SIU off the dime by calling for a merger of all maritime unions. At his urging, leaders from all the unlicensed unions met to discuss merger. While nothing has come of these talks yet, they were a long overdue first step. Also, a new top-to-bottom union was formed by the SIU and MEBA-2 in an effort to secure work for seamen. Last year may have been the beginning of something new for the SIU. Military jobs and the coming together of once rival unions may be the face of the future. But whatever turns out, it will be an old-fashioned idea that will remain the driving force-job security. Military o k, Merger Talks Highlight SIU's 1986 e e Last year, as every year, people around the country took time to honor merchant seamen who sacrificed their lives in World War II and other wars. At the Maritime Day ceremony in Los Angeles, SIU members aboard t.he sailboat Spirit toss wreaths in Los Angeles Harbor. Jobs are always a priority for Seafarers, but s and marches around the country, the SIU helpt in South Africa. Above, Seafarers march on th Like most other segments of the maritime industry, the Great La shipmates OS Wahia Saeed and Watchman Kenneth Shorkey get re: ~ " \ J=~·= ···· ·a1\1 While New Bedford was the site of a long struggle during most of the year, SIU fishermen and their families came together with the community during the annual blessing of that port's large fishing fleet. These young people reflect the feeling the town has for its most important industry. 16 I LOG I January 1987 �g Job e • r in Trouble The PFC Eugene A. Obregon is one of dozens of new ships the SIU is crewing under military charter. These ships are changing the face of the SIU-contracted fleet and keeping Seafarers in jobs. is social justice. Last year in dozens of rallies d lead organized labor's fight against apartheid Shell Oil headquarters in Washington, D.C. es fleet faced hard times last year. On the Belle River in Detroit, dy for another season at fitout. During merger discussions last year, the leaders of the four unlicensed unions had a chance to exchange thoughts. They are (1. to r.) Paul Dempster, SUP; Shannon Wall, NMU; Frank Drozak, SIU, and Whitey Disley, MFOW. This picture sums up the willingness of Seafarers around the world to help. Dasril Panko, a crewmember aboard the SIU's LNG Libra, helps a small child from the deck of a battered and rickety wooden boat that 38 Vietnamese used to flee their homeland. This scene was repeated many times by Seafarers who rescued hundreds of refugees and accident victims last year. January 1987 I LOG I 17 �The SIU (Continued from Page 15.) coholic Rehabilitation Center expands its facilities and staff to treat the growing number of drug addiction problems Seafarers , like the rest of society , face . Bob Pomerlane, longtime Seafarer and Baltimore patrolman, is honored in his city by a special " Robert Pomerlane Day" proclaimed by then city mayor William Donald Schaefer. Maritime Day ceremonies are held throughout the United States to pay tribute to the " courage, honor and commitment" of U.S. merchant seamen, says SIU Executive VP Ed Turner. JUNE Sea-Land Corp. agrees to a $742 million takeover bid from the giant CSX Corp. If finally approved by various federal agencies, the Union's largest employer would become part of a giant barge, railroad and steamship conglomerate. SIU President Frank Drozak testifies on legislation to revive the U.S.fiag passenger ship industry. The legislation could create more than 1,000 shipboard jobs. But labor once again cannot come together as MEBA-1 and the MM&P try to block passage. The first major port development bill in years comes closer to reality as the House and Senate combine forces in conference to iron out differences. Seafarers crew the William R. Button, the fifth Maritime Prepositioning Ship. The cargo onboard can keep a 3,000-man Marine brigade supplied for 30 days. • 1986 Seafarers from the Government Services Division set a towing record when they guide the USNS Na vajo on a 2,500 mile trip from San Diego to Hawaii, towing a target ship and three YTBs. JULY Seafarers come to the rescue again as the LNG Libra pulls 38 Vietnamese refugees from the South China Sea. In what SIU Vice President Joe Sacco calls an "historic development,'' three inland contracts containing SPAD checkoff clauses are ratified. "Members at these inland companies realize that the only way to protect their rights in this day and age is through political action," he says. SHLSS hosts the first Annual Sealift Conference to review the Union's sealift training programs with all who are involved ... The Charles S. Zimmerman which served as a classroom, library and auditorium at the Lundeburg School since 1969 is sold and towed to Norfolk, Va. John Cleveland, 28, who served as cafeteria manager at headquarters, cooking instructor at Piney Point and president of the American Culinary Federation's Southern Maryland chapter, is killed in an automobile accident. He began working for the SIU in 1981. He is survived by his widow and a son. AUGUST SIU Vice President "Red" Camp- bell announces that the SIU wins a major victory when it is recognized as the bargaining agent for seamen in the Lavina Shipping Co. fleet. The 12 oceanographic ships , scheduled for MSC charter, employ about 300 unlicensed seamen. Six new tugs and the jobs that go with them come into the SIU fold when Admiral Towing in Pensacola, Fla. signs a contract. In the Senate , an attack on the Service Contract Act is beaten back with massive labor support. The Act, which protects millions of low-wage workers , has been a cornerstone of government contracting polices for more than 20 years before anti-labor conservatives threaten to dismantle it. On the House side, a bill which would have increased federal safety requirements for fishing boats and possibly lowered skyrocketing insurance rates dies. While the SIU continues to stress its drug rehab programs and urge Seafarers to remain drug free, the Coast Guard announces stringent new drug testing requirements and penalties. At the International Transport Workers' Federation meeting in Luxembourg, SIU President Frank Drozak slams apartheid in South Africa and calls the United States government's position on South Africa "morally bankrupt.'' Two SIU fishermen in New Bedford are the first to have their strike-related cases heard by the NLRB. They are awarded their jobs and back pay. More cases are scheduled as organizers sign new boats to SIU contracts. The T-AGOS Indomitable rescues six people who had spent two weeks on a life raft in the Pacific after their ship sank . . . The /TB Baltimore wins a major safety award for their rescue of 10 people in two different incidents on the same stormy day last year. The SIU celebrates Paul Hall Day, August 20. SEPTEMBER Bob Vahey, a longtime and trusted special assistant to SIU President Frank Drozak, dies. Cancer claims him at 40. Tributes from around the SIU and all of maritime flow in. Vahey is remembered for his foresight, energy and dedication to the SIU. He is survived by his widow, Elizabeth. After more than 80 years of compliance, the Department of Defense begins an end run on the military cargo preference rules, with new proposals to slash the 100 percent U .S.-flag requirement. One of the major fights of 1986 takes shape between maritime and the government. Throughout the country, Seafarers begin to back candidates as the November off-year elections heat up. Labor senses a swing away from the political right and begins a drive to oust anti-labor representatives. At SHLSS , Army reservists take advantage of SIU' s modern training facilities to learn cargo handling . . . Big Red, moored at Piney Point for 18 years as a maritime museum, is sold. The 80-year-old former lightship is towed to New York for conversion to a restaurant. New seniority rules are established by the Seafarers Appeals Board which allow more rapid advancement from B to A book for members who sail military ships. OCTOBER Merger talks begin between the SIU and the NMU , the first serious discussions in years between the com(Continued on Page 19.) Sometimes it's easy to forget that much of the world's population faces a struggle to get by. In Mozambique, the SIU's Sugar Island delivered a load of grain to the poor African nation. The grain which was spilled in off-loading was quickly gathered up by local residents. 18 I LOG I January 1987 �The SIU • 1986 (Continued from Page 18.) peting unions. SUP and MFOW reps sit in. The maritime industry-labor and management-show major unity and beat back Defense Department proposals to eliminate U .S.-flag requirements on military cargo. The victory is one of the year's biggest for maritime. The House passes an SIU-backed passenger ship bill which would allow re-flagging as a means to increase U.S. cruise ships. Both the Navy and the Transportation Institute issue warnings predicting a serious manpower shortage if the U.S. merchant marine continues to decline. The gist of the reports shows that there would be plenty of ships in the Ready Reserve Fleet, but no one to sail them. Dr. Joseph Logue, 91 and a pioneer in maritime medical care, dies. Dr. Logue established the SIU medical clinics in the 1950s, which at one time numbered more than two dozen. Before joining the SIU in 1956, he served almost 40 years as a Navy medical officer and earned the rank of vice admiral. House and Senate agree on a $16 billion port development and water resources billjust before adjournment, $5 billion is earmarked for inland waterways ... Labor is victorious in the elections as Democrats stage a suprising comeback in the U.S. Senate to take control by a 10-seat margin. More seats are gained in the House, and the candidates who rode to victory on Reagan's conservative coattails in 1980 are all but swept out of office. Committees from the SIU and NMU continue their meetings at Piney Point to discuss a possible merger. An explosion aboard the SIU-contracted Ogden Yukon kills four crewmembers, including one Seafarer. The 32 remaining crewmembers are rescued . . . 15 more Vietnamese refugees are rescued, this time by the SIU's LNG Aries. Former SIU vice president Cal Tanner dies at 69. He joined the Union in 1938 and served as VP from 1947 to 1972 .... Rex Dickey, 84, a charter member of the SIU and former Baltimore port agent dies ... Ex-IBU President Merle Adlum dies in Seattle. He was 62. NOVEMBER DECEMBER The 99th Congress ends with little action taken on pressing maritime matters; several bills die and must wait until the new Congress convenes. But after 10 years of debate, the SIU President Frank Drozak announces the formation of the Seafarers Maritime Union with MEBA-2. A topto-bottom union , he says the new concept will mean new job opportunities and may be the only "answer to revitalize this maritime industry.' ' United States Lines shocks the maritime community by filing for bankruptcy protection. The largest and oldest American line, USL faces staggering debts, and some experts fear USL's action is only the first of more to come. The McAllister/Outreach Marine struggle appears to be settled following a short strike and a new contract. Again, Seafarers march against apartheid. This time in Washington, D.C. at Shell Oil headquarters. Final Departures 1986 Bob Vahey, an important and trusted advisor to SIU President Frank Drozak died last year. He was 40 years old. Vahey, who spent the majority of his adult life working for the maritime industry, is credited with many of the innovative programs the SIU has implemented to help its members' jobs and job security. "He did more to protect the job security of this membership than almost anyone else," Drozak said. ..... The SS Constitution is one of the Union's biggest employers. Here are some of the hundreds of Seafarers who sailed in her deck and engine gangs last year. Last year, one of the more important Inland developments was the inclusion of SP AD checkoffs in new contracts. Above are crewmembers of the C.G. Willis tug Roletta shortly after a new three-year contract with SPAD checkoff authorization was signed. They are Deckhand Whit Williams, Capt. Herbert Williams, Norfolk Port Agent Jim Martin and James. Carawan. John Cleveland, who had become a familiar face and ~ friend to hundreds of Seafarers who ate at his cafeteria at SIU headquarters, was killed in an automobile accident last year. Only 28, he was a respected chef and president of the American Culinary Society chapter in Southern Maryland. Dr. Joseph Logue, who spent 30 years as director of SIU medical services and clinics, died at the age of 91 last year. The retired vice-admiral was responsible for establishing a nationwide system of SIU medical clinics. Cal Tanner, a charter member of the SIU and Union vice president from 19471972, died last year. Tanner, 69, played an important role in the growth of the SIU. January 1987 I LOG I 19 - �r si ents' R por Gulf Coast by V.P. Joe Sacco HIPPING o~ the Gulf has steadily S been improving, thanks in large part to the new military contracts that we have been able to pick up. There have been a number of developments relating to contracts. First, the good news. SIU members at Bay Houston Towing have ratified a new contract. Now the rest. We were able to ratify an unlicensed contract at Western Towing, but other items have not gone as smoothly at this Dixie Carrier subsidiary. The management team at Dixie Carriers and Western Towing is from the new school which believes that there is only one way to get ahead-and that is to cut the workers and the union off at the knees. We've opposed people like this in the past, and we'll do it again. With all the problems that we've had at Western Towing, we were able to secure a contract for the unlicensed members. The rub has been in getting a contract for the licensed boatmen. We've referred our problems at Western Towing to counsel. But the truth of the matter is, a labor lawyer is only as good as the board he has to argue in front of. A bad board means that bad labor law will be made. And, unfortunately, the Reagan administration has had the chance to name a lot anti-unionjudges. As I have stated in previous columns, there is a solution, and that is grassroots political activity. That is why I have been pushing the voluntary SPAD check-off for inland boatmen. It is the one sure way that they have to protect their job security. Supporting SPAD is just one way to protect your job security. Another way is to make sure that no ship sails short. If we can't man these new military vessels, then someone else will. It's as simple as that. Gov't. Services by V. P. Buck Mercer T HE year 1986 proved to be somewhat counter-productive for MSCPAC seamen for a number of reasons. First, because of the transfer of the three oceanographic ships, DeSteiguer, Silas Bent and Chauvenet to Lavino Shipping Co., a private 20 I LOG I January 1987 operator, which caused the layoff of a number of MSCPAC temporary marine employees. Second, during the previous 12 months, payment of retroactive money that has been due since 1984 continues not to be forthcoming, and this has kept marine personnel upset. Third, the labor dispute that led to a strike by Philippine nationals at American Military Bases in Manila and Subic Bay, P.l., caused no end to the problems for MSCP AC seamen who were caught behind and outside picket lines set up at the Subic Bay American Military Base. It is apparent, however, that the biggest disappointment suffered by all MSCPAC marine personnel was, and continues to be, the denial of payment of the retroactive money due since 1984. Had the retro money been paid prior to Christmas 1986, the morale of seafarers would have ended the year on a high note. The awful truth is, however, that when it comes to the payment of retroactive money being paid to mariners, the story has been the same for the past 25 years. A prolonged wait, no matter who headsup the MSCPAC Comptroller section. Looking ahead to 1987, the MSCPAC unlicensed mariners can anticipate permanent type promotions in 27 categories in the three departments. The MSCP AC Promotion Board will meet sometime in February for the purpose of making the decisions on the many candidates who have submitted applications for promotion consideration. Dec. 15 , 1986 was the closing date that promotion requests had to be in. Then, all requests are ranked as to the order in which they will be discussed by the Board , taking into consideration a candidate's qualifications, experience, recommendations, work record, disciplinary record, and anything else that might be in the file or that is pertinent. Results of the Board's findings will be announced in late February or early March. It is then expected that there will be disappointment among the candidates who were not selected. But I can assure you that the procedure used by the Board in making their selections gives each and every candidate serious consideration. In my last report, I touched on the effect that the OMB Circular A-76 Program has had on MSCPAC personnel. The possible loss of the cable ships to contract operation will have a drastic effect on any permanent promotions made and, for that matter, on marine personnel in general because there will likely be a reduction in force. The addition of the hospital ship Mercy and the USNS Point Loma will be of little consequence in so far as MSCPAC marine manpower is concerned because the Mercy is scheduled for the bid-block upon her return from her goodwill mission to the Philippine Islands. The Point Loma will be berthed in San Diego with a small MSCPAC crew in a reduced operational status. Commenting on the hospital ships, it would seem that upon the conversion of these supertankers, some thought would have been given to the habitability of the non-officer crew. The living conditions designed for the men are absolutely atrocious. The U.S. Navy spent in excess of half a billion dollars in the conversion of these ships, and the deck and engine watchstanders are housed in two 18-bunk spaces along with dayworkers and steward utilitymen. Lockers are substandard, and toilet and shower facilities are inadequate. When the crew goes aboard they will find an unusual arrangement for meals. , After learning of these deficiencies, the SIU called for a meeting with the MSCPAC Habitability Board and voiced our dissatisfaction about the conditions we found and recommended changes. At this time, the SIU has not been notified as to any changes being made. The new year does not appear to have a lot of potential for marine personnel of .MSCPAC, and we can only hope that the picture will improve. marine, licensed and unlicensed unions are fighting over its remains. The recent decision by the SIU and District 2-Marine Engineers Beneficial Association to put together one bargaining unit must be seen as an important step toward maritime unity. SIU President Frank Drozak and District-2 President Ray McKay understand that licensed and unlicensed seamen need each other. SIU members on the West Coast and in Hawaii have had their pick of jobs recently. The military work that we have been able to sign up over the past few years has made all the difference in the world. Many of our members take this work for granted. They shouldn't. Things are very, very bad in the maritime industry, and getting worse. A recent article in The New York Times predicted that eight out of every 10 shipping companies worldwide will go bankrupt in the near future. America's largest shipping company, the NMUcontracted U.S. Lines, has already filed for protection under Chapter XI. In closing, I'd like to comment on the fine work done by the steward department onboard the SS Sea-Land Endurance, which whipped up a real feast for the holidays. Maritime unity starts onboard the vessels themselves. And so does pride, excellence and hopefully, a renewal of this industry. West Coast by V.P. George McCartney S IU President Frank Drozak made a trip out to Hawaii to get a firsthand glimpse of conditions out there. While in Honolulu, he visited each and every one of our commercial deepsea vessels as well as the passenger ships, tugboats, T-AGOS ships and cable ships. On the way over, Drozak stopped off in San Francisco to attend SIU Executive Vice President Ed Turner's retirement dinner. Drozak talked about his close association with Turner and about Turner's long and distinguished career. Turner was involved in almost every aspect of this business, first as a seaman, later as an organizer and business agent, and eventually as president of the Marine Cooks and Stewards Union. Turner, a protege of the late Harry Lundeberg, made many important contributions to the maritime industry, especially in the areas of civil rights, organizing and education. His finest moment came, I believe, when he decided to endorse a merger between the MCS and the SIU-AGLIWD. This marked an important step forward in maritime unity. Unfortunately, there is little maritime unity to speak about these days, especially between licensed and unlicensed unions. Over the past few months, the SIU, NMU and MFOW have all had to warn their members about jurisdictional disputes involving licensed unions. This, of course, puts an intolerable strain on an already beleaguered maritime labor movement. Instead of working together to bring about a revival of the American-flag merchant '--'"--··~·~~-'-'-A £:::. East Coast by V.P. Leon Hall N INETEEN eighty-six was a pivotal year for the East Coast maritime industry. While shipping opportunities for East Coast sailors improved dramatically, the industry as a whole suffered a serious decline. This decline touched on all segments of the maritime industry-from the fishermen in New England, to our deep sea sailors, to the tug and bargemen who operate in the rivers and harbors. It is becoming increasingly difficult to separate the issues affecting fishermen, deep sea sailors and tug and bargeworkers. Part of this is due to the growing trend toward intermodalism. Yet other factors are at play, including a growing anti-union trend in the transportation sector. It was a particularly difficult year for our fishermen in New Bedford. They started 1986 with a strike, which ended in a draw. By year's end, they were appearing before the National Labor Relations Board in an effort to prove that the Seafood Producers Association had bargained in bad faith. Little progress was made in solving the long-term problems for the decline of the American-flag fishing industry. Congress failed to take any action to alleviate the liability insurance crisis that has decimated the American-flag fishing fleet, or to come up with a (Continued on Page 22.) �I I I I I I I I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America, AFL-CIO Washington Report • Washington may have lost a football championship in January, but it gained a new Congress. As they promised in numerous interviews, the members of the lOOth Congress hit the deck running. By the time the new Congress finished its first day, more than 500 bills had been introduced. One hundred of these bills touched upon some aspect of the maritime industry. Given the intricate nature of the legislative process, several thousand more pieces of legislation will be introduced over the next two years, only a handful of which stand any real chance of being enacted into law. New Congress I I I I The lOOth session of Congress is expected to differ from its predecessor in a number of important ways. For one thing, the Senate will no longer be controlled by the Republican Party. This shift means that there will be new faces in leadership positions. One of those new faces is Senator Robert Byrd (D-W.Va.), the new majority leader. He has stated on a number of occasions that the trade deficit will be the number one issue facing this Congress. I I lranscam I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • The political atmosphere of this city is somewhat unsettled, thanks in large part to the continuing debate over the Iran-Contra arms scandal. As Elizabeth Drew wrote in a recent issue of the New Yorker, ''President Reagan's immense personal popularity had a lot of people in this town cowed." The scandal, she said, has made politicians in both parties more willing to assert their independence, especially on such issues as the trade deficit, entitlement programs and other programs aimed at helping the middle class. Presidential Politics It's hard to believe, but the battle for the 1988 presidential nomination has already begun. Prospective candidates are already devising their campaign strategies. When asked about the chances of a prominent politician, a former staff member in the Carter administration said that "if he doesn't put together a campaign staff by early spring, then he doesn't have a chance.'' This means one thing: the SIU will be gearing up its grassroots political machine. Seamen who have not registered to vote should do so immediately. Budget • The administration has introduced a budget for fiscal year 1988 that calls for a slight increase in defense spending, no new taxes and large cuts in domestic programs. It is the first time that anyone has ever submitted a trillion dollar budget. If enacted in its present form, then the deficit would be reduced to $107.8 billion, which would just meet the Gramm-Rudman-Hollings requirements. The Reagan budget was dismissed by politicians in both parties. One member put it this January 1987 way: ''They could have saved a lot of money by not even printing it.'' As in previous years, everyone is expecting a major battle over the budget. Most people believe that Congress will once again wait until the last minute to resolve the issue. There is a small, but growing sentiment for adopting a two-year authorization cycle instead of an annual one. Marad Authorization Bill The administration's budget requests for the maritime industry were pretty much in keeping with previous years. Had it not been for the fact that some programs were secured by law, then funding levels would probably have been substantially lower. The total outlays for the Maritime Administration, according to the Congressional Information Bureau, would be $369.493 million, with $250.3 million for operating differential subsidies, which are secured by law. The fill rate for the Strategic Petroleum Reserve is scheduled to be cut by more than 50 percent, from the present 75 ,000 barrels per day to 35,000. Maritime Administrator John Gaughan has confirmed thl:lt the budget will prohibit new loan guarantee commitments in 1987 and thereafter. The only new request was for $48.5 million to cover the added costs of carrying additional cargo reserved for U.S.-flag vessels under the terms of the Food Security Act of 1985 (the farm bill). "This is an encouraging sign," aid Pecquex, "because it means that the administration is at least giving tacit support" to the compromise hammered out between the maritime and agriculture industries concerning cargo preference requirements. In exchange for excluding certain "concessional" programs for the provisions of the P.L. 480 Act, cargo preference requirements are scheduled to increase by 25 percent over a three-year period. On April 1 of last year, the cargo preference requirements rose 10 percent from 50 to 60 percent. They will be increased another 10 percent this year, and 5 percent in 1988. Welcome Aboard Nine vacancies on the House Merchant Marine and Fisheries Committee have been filled, with six fre hmen representatives taking seats on the panel. Rep. Walter B. Jones (D-N.C.) will return as chairman of the committee. Subcommittee assignments have not yet been made public. In the Senate, Lloyd Bentsen (D-Texas) has been named chairman of the Merchant Marine Subcommittee. New members named to fill vacancies on the Merchant Marine and Fisheries Committee include Rep. Joseph E. Brennan (Maine), George J. Hockbruckner (N. Y.) and Owen Picket (Va.). Republicans named to the committee will include Joseph DioGuardi (N. Y .), Mac Sweeney (Texas), Curt Weldon (Pa.), Patricia F. Saiki, (Hawaii), Wally Berger (Calif.) and Jim Bunning (Ky.). Bilateral Trade Agreements Rep. Mario Biaggi (D-N.Y.) reintroduced a bill that would require the president to nego- Legislative, Administrative and Regulatory Happenings tiate bilateral maritime shipping agreements with major U.S. foreign trading partners. The bill, which is now numbered H.R. 300, "is more necessary than ever before," said Biaggi. He said that the growing American dependence on foreign vessels to carry American imports and exports makes the U.S. ''highly vulnerable to the policies and practices of foreign nations." Melting Ice The start of the lOOth Congress comes at a time when the maritime industry is experiencing a sharp decline. The New York Times made . . . the following assessment of the industry in a year-end review: From the port of Los Angeles to the docks of Liverpool and the shipyards in South Korea and Japan, the shipping world has been turned upside down by five catastrophic years of tumbling freight rates, rising costs and sinking values of used ships. While the problems are rooted in cyclical overcapacity, many executives now say the downturn is so deep and traumatic that the industry is changing permanently. ''Shipping is like a piece of ice under a hot sun,'' said Frank W .K. Tsao, chairman of International Maritime Carriers, one of Hong Kong's biggest shipping companies. "There used to be hundreds of ship-owning companies in Hong Kong. Now, out of every 10, eight are bankrupt. And the survivors are badly wounded.'' While not everyone agrees that conditions have been quite that bad, shipping companies are indeed collapsing all over the world. Just last month, McLean Industries, an American company whose United States Lines unit is one of the world's largest container shippers, sought protection from its creditors under Chapter 11 of the Federal Bankruptcy Code. And Japan Line Ltd., one of the b?ggest tanker operators in the world, asked its bankers this month for help in reorganizing the company. Ships built for $50 million a half-dozen years ago are sometimes sold as scrap for $5 million. Shipowners who used to earn $20,000 a day on a charter now are happy to accept $5 ,000 a day. In October 1973, the freight charges of a crude oil cargo on a supertanker voyage from the Persian Gulf to western Europe amounted to 106 percent of the value of the cargo; by last year the freight rate had plum· meted to just 3 percent of the value of the oil. Maritime Disunity Last year, SIU President Frank Drozak called upon the various maritime unions to unite so that the administration and anti-labor forces could not play one union against one another. Despite the present difficulties of the maritime industry, said Drozak, there were some hopeful signs. ''There is a growing awareness of just how important the American-flag merchant marine is to the defense of the country. The Navy has just released a study noting that this country faces a severe shortage of skilled mariners. (Continued on Page 22.) - January 1987 I LOG I 21 - �(Continued from Page 20.) policy to stem the tide of heavily subsidized Canadian fish. Very few people noticed, but 1986 marked the 50th anniversary of the Merchant Marine Act of 1936, which made it possible for this country to respond to the challenges posed by World War II. Before the 1936 Act was passed, American shipping was in a near-terminal slump. President Franklin D. Roosevelt understood the true importance of the merchant marine, and took what were then drastic steps to promote its growth. Despite fluctuations, the 1936 Act made it possible for this country to maintain a viable maritime core. Yet that core has been threatened by the policies that . the Reagan administration have followed. To give just one example: the 1936 Merchant Marine Act was the first bill to call for direct subsidies to American operators. Yet funding for the vitally important Construction Differential Subsidy Program was allowed to lapse in 1980. Vice Presidents' Reports The same thing may happen to the Operating Differential Subsidy Program. ODS began lapsing toward the end of this year, and Congress and the administration failed to come up with a new program to replace it. Great Lakes by V.P. Mike Sacco T HERE isn't much to report on the Great Lakes and inland rivers. In other sections of the country, winter conjures up visions of Christmas and holiday cheer. On the Great Lakes and upper inland rivers, it means lay-offs. This is the time of year when Great Lakes sailors upgrade. You know that it's winter when you see a Great Lakes sailor at Piney Point. On a more positive note: the Port Development Act that was enacted last year is expected to have an important effect in stimulating job opportunities in the dredging indu try. In addition, all segments of the maritime industry up here are pushing for modernization of the St. Lawrence Seaway. It would be one way to stimulate shipping in the depressed Great Lakes market. Yet nothing can be done on this front without the active participation of government. In the maritime industry, at least, the government must be seen as a partner in helping to create the proper conditions for growth. Budget (Continued from Page 1.) National Defense Reserve Fleet. * no funds for state maritime schools, except for stipends for students currently enrolled. * $355 million in proposed user fees from beneficiaries of Coast Guard services not directly involving emergency assistance. * $3.3 million in borrowing authority for the Title XI program to honor the federal commitment on defaulted bonds. The administration will propose language to prohibit new loan guarantee commitments in 1987 and thereafter. * a P.L. 480 program level of $1,387 million which is expected to provide * * for the shipment of 5.9 million metric tons through Titles I/III and 1.9 million metric tons through Title II. a 1987 supplemental appropriation of $1. 3 billion and a budget authority request of $19 .1 billion for 1988 for foreign economic assistance. $1 billion for the direct loan program of the Export-Import Bank in addition to $10 billion for loan guarantees and insurance. Of the $1 billion for the direct loan program, $200 million will be used for financing the war chest to fight export subsidization by foreign nations. Unlike last year, the administration is not attempting to abolish the direct loan program. .., ... I Groton Makes Good Role Model for AB Paulino Flores, AB aboard the ITB Groton, poses with a model of the Groton that he made by hand from balsawood. It is a remarkably accurate replica of the vessel, and took him 18 days to complete. He named it the Ana after his wife. Flores' creative assistant in this project was Bosun Neil "Blackie" Matthey. Washington Report (Continued from Page 21.) "Yet as long as the maritime industry and maritime labor refuse to get their own houses in order, we will never get the opportunity to make productive use of this growing public perception.'' Congressman Young Thanks IU fRONTWH POUTICS. SOCIAL ISSUES. THE LABOR MOVEMENT. Calling All Poets • • • Patsy L. Bowers knows whereof she speaks. Her husband of 26 year is a tugboat captain, and she feels that he and other seafarer deserve more respect and recognition than they get from the public. ''I personally think it's time the public's image is changed and our husband and fathers are finally recognized and treated a professionals," Mrs. Bower stated. Toward this goal, Mrs. Bowers is attempting to compile a book of poems written by the men and women who work on ships and tug -or by members of their families. So all you poets or would-be poets: send your verses to Patsy L. Bowers , 206 Anson St., Gretna, La. 70053. Be sure to include your full name and address so that if the book is published you will get full credit for your work-as well as a copy of the book. 22 I LOG I January 1987 - Making pre-election rounds prior to returning home, Rep. Don Young (R-Alaska) dropped in for a visit at the Seattle hall last October. After having coffee with the members, Rep. Young spoke before the regular 10 a.m. job call. He thanked the SIU members for their continued support and stressed the importance of the Jones Act. Citing his experience as a captain and river boat pilot in Alaska, Young noted that he was the only congressman with such a background, giving him personal familiarity with the problems and concerns of boatmen and merchant seamen. Seattle Port Agent George Vukmir (left) introduced Young to the members. (Photo by Seattle Field Rep Neil Dietz.) �S the 1987 school season begins, it's not too early for high school seniors to start thinking about college. For dependents of Seafare rs 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 cholarship Program and then worked hard to keep it strong and growing. A Seafarer Requirements Seafare rs 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 Seat are rs 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 • Don't I y F . ' (b ! Co eg Sc las • I ead ine - A ril 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 1987 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 te,st 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 1987. The deadline for submission of applications is April 15, 1987. January 1987 I LOG I 23 - �I _,. a • ig I j~ ! ·~ I ..., ~--...}-~ l ~ /' 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. DUES 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 respon- sibility 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. KNOW Y KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances . The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submit1ed 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 hall 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 by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board hy certified mail. return receipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia 'ay Prince Georges County Camp Springs, Md. 20746 .., Full copies of contracts as referred to are available to you at all times, either hy writing directly to the Union or to the Seafarers A1->iJeals 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 ohligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 24 I LOG I January 1987 - . G TS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members hould obtain copies of this 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 o affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed, color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111n11Ulll111111n11111111111111UllU111UllU111Ull1111111111111111ll111111lll1111111111111111111111 patrolman or other Union offkial, 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 publi hing any article serving the political purposes of any individual in the Union, officer or memher. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsihility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks. one individual to carry out this rcspon ibility. 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 circumtance 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 he made without upplying 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 heen required to make such payment. this hould immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION --SPAD. SP AD is a separate segregated fund. Its proceeds are used to further it objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contribute to political candidates for elective office. All contributions are voluntary. No contrihution may be solicited or received because of force, job discrimination, financial reprisal. or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Un ion or SP AD by certified mail within 30 days of the contribution for investigation and appropriate action and refum.l. if involuntary. Support SP AD to protect and further your economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ac~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The addr~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. I �Ships Under Operational Control of Military Sealift Command, Pacific USNS Ponchatoula (T-AO 148)-0ne of ix oilers operated by MSCPAC that replenish U.S. Navy ships with fuel at sea. USNS Spica (T-AFS 9)-A virtual grocery store that supplies U.S. Navy ships with everything from soup to nuts, and is generally deployed somewhere in the South Pacific. USNS Observation Island (T-AGM 23)-An instrumentation ship (and one of a kind). USNS Navasota USNS Kilauea (T-AE 26)-An ammunition ship whose major mission is to replenish U.S. Navy ships at sea. Warning: Contact Lens Wearers The following information has been extracted verbatim from a military safety bulletin. It concerns the use of contact lenses in areas where electrical sparking may occur. 1. An electrical worker threw an electrical switch into the closed position, which produced a very quick sparking. An employee at another company flipped open the colored lens of his welding goggles to better position the welding rod. He inadvertently struck the metal to be welded, producing an arc. 2. Both were wearing contact lenses. When they got home from work each man removed the contacts. In both instances, the cornea of the eye was removed along with the contact lenses. Both men are now permanently blind. 3. The electric arc generates microwaves that instantly dried up the fluid in the eye and the cornea bonded itself to the lens. The trauma is painless and the operator never knows he has been injured until he removes his contact lens. 4. Until recently, thi hazard was not known. There are no federal or state safety or health agency regulations on this matter yet, but it is being investigated carefully. 5. Meanwhile, we recommend that all maintenance workers, particularly those who are potentially subject to an electrical sparking situation not wear contact lenses while on the job. The unlicensed deck department brain trust aboard the Navasota got together for this shot taken by our roving camerman. From left, Melvin Davidson, bos'n mate; Boston Johnson, bos'n mate; Lionel Greve, 2nd officer (day); Robert Micco, bos'n, and Arthur Luellen, bos'n mate. January 1987 I LOG I 25 - �Pensioner Bessie Scott Barrera, 83, passed away from lung failure in the Elk Grove (Calif.) Convalescent Hospital on Oct. 6, 1986. Sister Barrera joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. She sailed as a nurse and stewardess for the Matson Line and the American Presidents Line from 1938 to 1969. She first sailed on the West Coast in 1932. Seafarer Barrera was born in New Zealand and was a resident of Kentfield, Calif. She was a naturalized U.S. citizen. Cremation took place in the Lodi (Calif.) Crematory. Surviving are her brother, Allan of Bluff, N .Z. and a niece, Margaret Haffner of Elk Grove. Pensioner James Joseph Connors, 76, passed away on Dec. 1, 1986. Brother Connors joined the SIU in 1943 in the port of New York. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Connors was born in Rhode Island and was a resident of Slidell, La. Surviving is his widow , Euline. Pensioner Joseph Rivera Cuelles, 71 , succumbed to cancer at home in Arabi , La. on Nov. 30, 1986. Brother Cuelle joined the SIU in the port of New York in 1951. He sailed as a cook. He was born in the Philippine Islands . Burial was in the St. Vincent de Paul Cemetery, New Orleans . Sur- viving are two daughters , Elizabeth and Myrne of Manila, P.l. and a sister, Victoria of Arabi. Pensioner Thomas Di Carlo, 80, passed away on Nov. 28, 1986. Brother Di Carlo joined the SIU in the port of Baltimore in 1951. He sailed as a bosun. Di Carlo was born in Italy and was a natu~alized U.S. citizen. He was a resident of Baltimore. Surviving is his widow, Veronica. Nov. 16, 1986. Brother Edwards joined the SIU in the port of Houston in 1963 sailing as a FOWT. He was born in Boaz, Ala. and was a resident of Houston. Interment was in the Forest Home Cemetery, Boaz. Surviving are his widow, Dorothy and"his father, V. G. Edwards of Boaz. Pensioner Dominador F. Esoalona died on Nov. 25, 1986. Brother Esoalonaretired in 1976. Pensioner Robert Lee Garriss, 75, passed away from heart-lung failure in the Glynn-Brunswick (Ga.) Hospital on Nov. 20, 1986. Brother Garriss joined the SIU in 1942 in the port of New Orleans. He sailed as an AB. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Garriss was born in Ben Hill Cty., Ga. and was a resident of Brunswick. Burial was in the Brunswick Park Cemetery. Surviving are his widow, Viola and his father, E. Garriss of Georgia. Pensioner John Joseph Giordano, 80, I passed away on Nov. 22 , 1986. Brother Giordano joined the SIU in 1939 in the port of New York sailing as a cook. He wa on the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Giordano was born in New York City and was a resident of Brooklyn, N.Y. Surviving are his widow, Stephania and a sister, Mary, both of Brooklyn. Pensioner Raymond Francois Gorju Sr., 66, died on Oct. ~i;.~ 7, 1986. Brother Gorjujoined the SIU in 1945 in the port of New York. He sailed as a FOWT. He hit ~:;....llt..::111 the bricks in the 1946 General Maritime beef. Seafarer Gorju was born in France and was a resident of Jackson , Ala. Surviving are his widow , Minnie and a son , Seafarer Raymond Gorju Jr. of Mobile. ........- Pensioner Joseph Di Santo, 60, died on Dec. 20, 1986. Brother Di Santo joined the SIU in 1947 in the port of New York sailing as a FOWT. He was born in Boston , _.. Mass. Surviving are his mother, Catherine and a brother, Dominic, both of Medford , Mass. Pensioner James Preston Edwards, 66, succumbed to arteriosclerosis in St. Joseph's Hospital, Houston on 26 I LOG J January 1987 - . . ... Pensioner Robert B. Green Sr., 76, died of natural causes in the Bronx (N.Y. ) Lebanon Hospital on Nov. 20, 1986. Brother Green joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He sailed as a cook and baker for APL from 1957 to 1974. He first sailed on the West Coast in 1942. Seafarer Green was born in Brenham, Texas and was a resident of the Bronx. Burial was in Woodlawn Cemetery, the Bronx. Surviving are his widow, Reiko; two sons, Robert Jr. and Curtis, and four daughters, Barbara, Carol, Margaret and Dorothy of Washington, La. Pensioner Walter H. Harris died on Dec. 16, 1986. Brother Harris retired in 1976. John Wilbert Hughes Jr., 36, died of heart-lung failure in the Baltimore (Md.) Cty. Hospital on Nov. 17, 1986. Brother Hughes joined the SIU in the port of Baltimore in 1967. He sailed as a wiper. Seafarer Hughes was born in Maryland and was a resident of Woodlawn, Md. Interment was in Woodlawn Cemetery, Baltimore. Surviving are his widow, Barbara; a son, John II; four daughters, Enrica, Tannula, Nicole and Desiree; and his mother, Etta of Baltimore. Roy Pensioner Edward James died on Dec. 22, 1986. Brother James retired in 1979. He was a resident of Galveston, Texas. Pensioner Samuel Johnson Jr., 71 , passed away on Nov. 28 , 1986. Brother Johnson joined the SIU in the port of Mobile in 1955 sailing in the steward department. He was born in Alabama and was a resident of Mobile. Surviving are his widow , Lucille and a son, Donald of Mobile. Pensioner Vernon Myers Johnston, 62, died of a heart attack in St. Rose , La. recently. Brother Johnston joined the SIU in the port of Baltimore in 1959 sailing as an AB. He was born in Middleway , W. Va. and was a resident of New Orleans. Cremation took place in the St. John's Crematory , New Orleans. Surviving are a brother, Forrest of Glen Burnie , Md.; a sister, Frances Ballard of Baltimore, and a niece, Lisa Miller, also of Baltimore. Pensioner Hai Lee, 80, passed away from natural causes in the Chinese Hospital , San Francisco on Nov. 4, 1986. Brother Lee joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He sailed as a chief cook for APL from 1958 to 1969. He first sailed on the West Coast in 1946. Seafarer Lee was born in China and was a resident of San Francisco. Interment was in the Greenlawn Park Cemetery, Colma, Calif. Surviving are two daughters, Ming and Sharon Nieh of Cotati, Calif. Pensioner James Henry Loe Jr., 65, succumbed to arteriosclerosis at home in Wilmington, Calif. on Oct. 18, 1986. Brother Loe joined the SIU in the port of New Orleans iµ 1958 sailing as a bosun. He was a veteran of the U.S. Armed Forces in World War II. Seafarer Loe was born in Kentucky. Cremation took place in the Angeles Abbey Cemetery Crematory, Compton, Calif., and his ashes were scattered in the Pacific Ocean. Surviving are a sister, Julia Cady of Winfield, Iowa and another relative, Thelma Wilson of Covina, Calif. Pensioner Charles W. Laird, 76, passed away on Nov. 17, 1986. Brother Laird joined the SIU in the port of San Francisco in 1964. He was born in the Phi i pines and was a resident of San Francisco. Surviving are his parents , Mr. and Mrs. R. Laird of Daly City, Calif. and a brother, William, also of Daly City. Pensioner Nick Marcogliese Jr., 63, succumbed to cancer in the U.S. Veterans Administration Medical Center, Danville, Ill. on Oct. 26, 1986. Brother Marcogliese joined the SIU in 1948 in the port of Galveston , Texas . sailing as a FOWT. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Marcogliese was born in Illinois and was a resident of Bulpitt, Ill. Burial was in the Oak Hill Cemetery, Taylorville, Ill. Surviving are his mother, Rose of Kincaid, Ill. and his brother, Francis of Bulpitt . Pensioner Benjamin C. Mignano, 58, succumbed to cancer on Oct. 10, 1986. Brother Mignano joined the SIU in 1944 in the port of Philadelphia. He sailed as a recertified bosun . He hit the bricks in the 1946 General Maritime beef. Seafarer Mignano was born in Brooklyn, N. Y . and was a resident of Harbor City, Calif. Surviving is his sister, Frances of Harbor City. �Pensioner Pablo Reyes Ojera, 79, passed away from natural causes at home in Malolos, P.I. on Nov. 5, 1986. Brother Ojerajoined the SIU in 1948 in the port of New York sailing in the steward department. He was on the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Ojera was born in the Philippines. Surviving are his widow, Lulubelle of Oakland, Calif.; a son, Anthony; a daughter, Aurora Morgan of Hawaii, and a granddaughter, Ana Marie Donado of Sta Isabel, Malolos. Pensioner Herbert Milzer Parsons, 78, passed away from a heart attack in the Touro Hospital, New Orleans on Dec. 6, 1986. Brother Parsons joined the SIU in the port of New Orleans in 1951. He was born in the British West Indies and was a naturalized U.S. citizen. Seafarer Parsons was a resident of New Orleans. Burial was in the Garden of Memories Cemetery, Metairie, La. Surviving are his widow, Frances and a brother, David of New Orleans. Pensioner Hubert Pousson died on Dec. , 18, 1986. Brother Pousson retired in 1975. He was a resident of Virginia. Surviving are his widow and a daughter, Betty Lough of Napa, Calif. Pensioner John Percy Schilling Jr., 75, passed away on Nov. 20, 1986. Brother Schilling joined the SIU in the port of Boston, Mass. in 1950 sailing - as a FOWT. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Schilling was born in Alabama and was a resident of Galveston, Texas. Surviving are his widow, Thelma; a sister, Roberta Moore of Mobile, and an aunt, Annie Schilling, also of Mobile. Michael "Mike" Sikorsky, 81, succumbed to a hemorrhage in the Summit Nursing Home, Catonsville, Md. on Nov. 18, 1986. Brother Sikorsky joined the SIU in A Man to Remember 1938-a charter member-in the port of Baltimore sailing as an AB. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Sikorsky was born in Rhode Island and was a resident of Catonsville. Burial was in the St. Stanislus Cemetery, Baltimore. Pensioner Thomas Edward Smolarek, 78, passed away reBrother cently. Smolarek joined the SIU in the port of Baltimore in 1958 sailing as an oiler. He was born in Buffalo, N.Y. Surviving is a daughter, Victoria Bradley of Newark, Del. Leo M. Snellgrove Jr., 47, died on Oct. 1, 1986. Brother Snellgrove joined the SIU in the port of Jacksonville, Fla. in 1980 sailing as an AB. He was born in ..,. Georgia and was a resident of Waycross, Ga. Surviving is his widow, Doris. Pensioner Norman Irving West, 78 , succumbed to cancer at home in South Paris, Maine on Nov. 25, 1986. Brother West joined the SIU in 1944 in the port of New York sailing as an oiler. He was on the picket lines in the 1946 General Maritime, the 1947 Isthmian and the 1948 Wall St. beefs. Seafarer West was born in Maine. Cremation took place in the Brooklawn Park Crematory, Portland, Maine. Surviving is his widow, Dorothy. Pensioner Charles Robert Pischner, 73, passed away from heart-lung failure in St. Vincent's Hospital, Green Bay, Wis. on Dec. 19, 1986. Brother Pischner joined the Union in the port of Buffalo, N. Y. in 1959 sailing as an AB. He was born in Michigan and was a resident of Green Bay. Cremation took place in Appleton, Wis. Surviving is his widow, Alice. Pensioner Stanley Francis Thompson, 62, succumbed to cancer at home ,. in Ormond Beach, Fla. on Dec. 6, 1986. Brother Thompson joined the Union in the port of Detroit, Mich. in 1953. He sailed for the Great Lakes Towing Co. from 1953 to 1986. He was born in Quincy, Mass. Cremation took place in the Cedar Hill Crematory, Daytona Beach, Fla. Surviving is a brother, William of Ormond Beach. Clarence Edward Willoughby, 42, died of a heart attack in St. Mary's Medical Center, Duluth, Minn. on Dec. 6, 1986. Brother Willoughby joined the Union in the port of Detroit, Mich. in 1968. He sailed as a deckhand for the Great Lakes Towing Co. He was born in Duluth and was a resident there. Burial was in the Oneota Cemetery, Duluth. Surviving are his widow, Susan; four daughters, Brenda, Elizabeth, Dona and Mescela, and his father, Carl of Duluth. MCS Pioneer Frank Gomar Dies In September 1983, Cary Grant, his wife Barbara and his daughter Jennifer sailed out of San Francisco for Honolulu aboard the SS Independence. He was aboard for 12 days. The last time he had sailed this vessel was during the filming of "An Affair to Remember" with Deborah Kerr in 1956. Hotel Manager Samuel Nazario remembers that Grant had a great time visiting the SS Independence again and that he was very gracious to all the crewmembers, officers and passengers alike. Cary Grant died last Nov. 29. "He will be missed and remembered by many of us," Nazario said. Grant is pictured above with his wife and Nazario. Frank Gomar, 81, former assistant secretary/treasurer for the Marine Cooks and Stewards Union, died last month and his ashes were scattered at sea Jan. 3. Gomar is pictured above at the far right with former MCS of- ficial Dan Rotan (center) and former Labor Secretary Willard Wirtz. His ashes were scattered from the S.S. Lurline (Matson) about 50 miles due east of Oahu. Gomar is survived by his widow, Isabel, and three daughters. January 1987 I LOG I 27 �GREAT LAKES Algonac Raymond F. Klein David M. LeBarron, deckhand Lawrence E. Rodal George R. Romanowski Herman Wolgast The following SIU members have retired on pension: DEEP SEA Alcohol: Drugs: Baltimore Frank C. Bona, AB Tom R. Danzey Houston Olga J. Edwards Charles I. Darter, AB Franklin E. Taylor Jacksonville Wade B. Pritchett, chief engineer William L. Robinson Theodore Weems, AB Mobile Mark J. FitzPatrick, oiler Thomas J. Hilburn, bosun Harvey H. Hood, AB William F. Jordan Darius L. Knapp, steward/baker Henry W. Miller, wiper Union H. Sanders Jr., chief electrician New Jersey Suska Vladik New Orleans Preston A. Blanc, AB Lamar Gribbon New York Anthony J. Gregoire Hollis C. Kiah, QMED Biliran 0. Sierra Eugenio Smith, CMC Harold B. Stever Norfolk Elmer Bingham, cook Leslie F. Haynie, captain Long-time New Orleans Rep Martin Kanoa (left) moves back home to Hawaii. He's pictured here with Honolulu Port Agent Steve Ruiz. Philadelphia Raymond H. McMullen, captain & mate San Francisco Leo M. De kens, chief steward Alfonso DiFabrizio James C. 0 'Donnell Robert M. Sanchez Chin Hsi Wong, wiper Francis J. White, bosun San Juan Alejandrino Velazquez Seattle Robert L. Anderson William M. O'Connor James W. Pulliam, bosun Rodolfo Rodriguez, ABG Ernest R. Wise Wilmington Robert G. Guerrero Eric J .A. Johnston John Wade Jr. Sherman Wright, chief steward Personal William E. Babbitt Please call Honey at (813) 3694925. The Killer Is Denial There are many unpleasant side effects to alcohol and drug abuse, but the most deadly is denial. Denial comes in many shapes and forms. You can deny that you have money or health problems, or that alcohol and drug abuse is robbing you of your dignity and self-respect. Yet the longer you do so, the more difficult it will be to repair the damage done to your life. Denial goes hand in hand with alcohol and drug abuse. In fact, it is the single most glaring sympton of the disease. The first step to recovery is simply to stop denying that you have a problem. And once you can admit that you've lost control over your life, then you can face other, more difficult things. 'Help Is Available' Dear Mr. Drozak, I have just finished reading the latest issue of the LOG and feel I must give you my "two cents worth" and some information. Please do not stop mentioning drug and alcohol abuse! If something that you say in your column, just once, causes someone to seek help, it will all be worth it. I have been shipping 10 years with the SIU on the Great Lakes. In that time I have seen many seamen in the process of destroying their lives. I know what I'm talking about, because I was one of them. Thank God I finally asked for help, and thank God that the SIU was there for me when I needed them! I attended the ARC a little over a year-and-a-half ago, and my life has not stopped improving since then! I am more productive, more trustworthy, more capable than I ever would have believed possible. Now I enjoy my work! And my life! So, do not stop mentioning drugs and alcohol, or the most important part-that there is help available! Which brings me to the information that I want to give you. There was an article in the LOG about substance abuse and an interview with Rick Reisman of the ARC. He talks about the shipboard seaman trying to maintain contact with AA. I have very good news! There is an "AA. meeting for loners, internationalists, and other AA.'s who cannot attend regular AA. meetings." They can be contacted by writing to the following address: General Service Office Loners-Internatio.nalists Meeting Box 459 Grand Central Station New York, N'.Y. 10163 Billy G. Edelmon (right) receives his first pension check from Honolulu Port Agent Steve Ruiz. They are a group of people who stay in touch by mail with others who are onboard ships all over the world and cannot make regular AA. meetings. It is a godsend to the recovering alcoholic sailor! If at all possible, please let your readers, staff, .everyone, know about it! Sincerely yours, Robert L.R. Gran NEY!!! IF YOURE .OESTRO>'l'AIG YOLIR8RF W/TJ.I BOOZE AND DRLJGS> Tl-IERES llELP. CON7:4CT YOt/RPORT AGENT OR 6111 LJRU6 ANLJ ALCOllOL P~O­ GRAM ATn'NEY POl/VT;MD. 28 I LOG I January 1987 . .,, �Diaes~ of Ships Nee~inas AMBASSADOR (Coordinated Caribbean Transport), November 2-Chairman Carlos Spina, Secretary Paul Lightell, Educational Director M. Sullivan. All three departments reported disputed OT pertaining to the Columbus Day holiday. This will be taken up with the boarding patrolman at payoff. There is $450 in the ship's fund. A motion was made and seconded to let all members who are returning to their jobs register in their home ports-whether they are permanent or relief. A vote of thanks was given to the steward department, particularly for the great cookouts. Next port and port of payoff: Miami, Fla. AMERICAN EAGLE (Pacific Gulf Marine), November 29-Chairman Joe Justus, Secretary Thomas McQuay. No disputed OT or beefs reported. There is $20 in the ship's fund. Due to cargo handling during the ship's stay in Bremerhaven, Germany, the Thanksgiving Day dinner and all the trimmings were postponed until Nov. 29, enroute to Bayonne, N.J. A vote of thanks was given to the steward department for the great spread, with particular recognition to Steward/Baker Thomas H. McQuay, Chief Cook James W. Gard and Steward Assistant Steven R. Hamilton. LNG ARIES (Energy Transportation), December 7-Chairman R.D. Schwarz, Secretary R.F. Frazier, Deck Delegate R.K. Williams, Engine Delegate J.G. Mccranie, Steward Delegate H. Daniels. No disputed OT or beefs reported. There is $494 in the ship's fund. The bosun distributed forms for upgrading at Piney Point. He stressed the need for every seaman to continue his education. He also explained the importance of supporting SPAD. The secretary noted that those persons being relieved this trip should leave their rooms clean and turn in their keys to the proper department head. Mail is quite slow getting to the ship, especially in Tobata, Japan. A vote of thanks was given to the steward department for a job well done. Next ports: Nagoya, Japan and Arun , Indonesia. GALVESTON (Sea-Land), November 4-Chairman C. Dawson, Secretary Ken Hayes, Educational Director W. Walton. No beefs or disputed OT reported, although one member of the steward department missed the ship in Anchorage, Alaska. Payoff will take place this trip in Tacoma, Wash. Members should be sure to include in the minutes any beefs they may have. The chairman said he hoped everyone had voted in the elections to help support a Democratic Congress, and he stressed the importance of donating to SPAD. He noted that from all reports, the Galveston will stay on its run through September 1987. The secretary said that most communications had been posted. He added that voting on Election Day is important and that it also can't hurt to write your congressional representatives and let them know how you feel about some of the bills in Congress affecting the maritime industry. The chief engineer will check on some noise reported aboard ship and will also fix the ice box and range thermostat. Crewmembers were asked to return all films and books to their places before the ship reaches port and to help keep the messrooms clean. GROTON (Apex), November 23Chairman Neil Matthey, Secretary Marvin Deloatch, Educational Director J. Pazos, Deck Delegate Ernesto Guarin, Engine Delegate Tecumseh Williams, Steward Delegate Roderick Bright. No disputed OT reported. The chairman reported that the ship will pay off in Port Reading, N.J. He urged all crewmembers to contribute to SPAD to help the Union fight for a stronger merchant marine. He noted that all previously needed repairs had been made by the chief engineer. The secretary reminded members to take advantage of the upgrading opportunities available to Piney Point-to better your job opportunities and your job security. The importance of practicing safety at all times was stressed by the educational director. All were in full agreement with the motion made to change the shipping rules to provide for area registration and shipping, as proposed by President Drozak in his headquarters report. All crewmembers onboard the Groton pitched in for a new video tape player. The steward gave the crew a vote of thanks for their cooperation in keeping the messroom clean. The crew, in turn, gave Steward Marvin Deloatch and Chief Cook Roderick Bright a vote of thanks for a job well done. Next port: Stapleton, N.Y. fractured hip and leg and will be in traction for three weeks. Wilson's wife is with him in Bermuda. It was also noted that some crewmembers have been going down the gangway before the ship has been cleared to make phone calls in Port Everglades, Fla. It was stressed that no one is to go down the gangway before the ship has been cleared. A vote of thanks was given to the steward department for the fine meals served. Next port: Port Everglades, Fla. SEA-LAND INDEPENDENCE (SeaLand), November 2--Chairman Joseph San Fillipo, Secretary James A. Wright, Educational Director A. Aguiar, Deck Delegate Virgil C. Dowd, Engine Delegate John P. Murray, steward Delegate Terry N. White. No beefs or disputed OT reported. There is $106 in the ship's fund and $435 in the movie fund. The chairman thanked VP "Red" Campbell for all the information on contracts he sent. All communications from Aboard the MV Aurora especially Joe San Fillipo, for keeping the ship clean-"like an SIU vessel is supposed to be." Thanks also went to all the brothers and sisters "who worked so hard on the elections. By early results, it looks like the hard work paid off." Next port: Tacoma, Wash. SENATOR (Coordinated Caribbean Transport), December ?-Chairman George Triplett, Secretary Frank Costango, Educational Director Eric Bain, Deck Delegate Carl Lowery, Engine Delegate J. Brack, Steward Delegate James Sivley. The ship will pay off in Lake Charles, La. this trip. There seem to be no beefs or problems. The ship's fund contains $4. 75 at this time. This amount will be given to the chairman until a new man is chosen since the present treasurer is going on vacation. A discussion was held about the movie problem. One member volunteered the use of his car to go to Lake Charles, and the ship's chairman was elected to accompany him to select movies for the next trip. A vote of thanks was given to George Triplett for decorating the Christmas tree and to the steward department for a job well done. Official ships minutes also were received from the following vessels: LNG AQUARIUS AURORA CAGUAS MARINER OVERSEAS MARILYN PATRIOT SEA-WO ADVENTURER SEA-WO DEVELOPER SEA-LAND EXPLORER SEA-WO PRODUCER SEA-LAND VOYAGER Enjoying the coo out on e Aurora (left) and QMED Juan Rodriguez (right). MOBILE (Apex Marine), November 9Chairman P. Sernyk, Secretary H. Markowitz, Educational Director J. Fonville, Deck Delegate F. Gongora, Engine Delegate H. Aleidaroos, Steward Delegate L. Winfield. No beefs or disputed OT reported. The bosun talked about the importance of donating to SPAD in order to protect our job security. He also informed the crew that the ship will pay off in New York on Nov. 16. The steward thanked everyone for helping keep the ship clean and running smoothly, and the educational director reminded members to send in their upgrading applications to Piney Point. A particular vote of thanks was given to the steward department for all their fine work. Next ports: New York and St. Croix. OMI CHAMPION (OMI Corp.), November 2--Chairman M. Beeching, Secretary H. Evans, Educational Director L. Philpot, Deck Delegate D. Brooks, Engine Delegate J.A. Calix, Steward Delegate C. Lascola. The ship returned from Karachi and laid up in a Gibraltar shipyard from Oct. 8 to Oct. 29. Crewmembers were flown home and then flown back to rejoin the ship. A vote of thanks was given to the steward department for a job well done. Next port and port of payoff: New Orleans, La. SEA-LAND ECONOMY (Sea-Land), November 9--Chairman William E. Reeves, Secretary H. Scypes, Educational Director Glenn H. Watson, Steward Delegate Eddie Fisher. No disputed OT reported. There is $66 in the movie fund and $105 in the crew VCR repair fund. A wire was received from the company about the condition of AB Orie A. Wilson who fell while working on deck between trailers. Wilson fell about 20 or 25 feet and was taken off ship in Bermuda. The doctor reports he has a pex ari e headquarters were read and posted. Crewmembers who are getting off were reminded to leave their rooms neat and clean for the next person. There are plenty of training and safety films onboard, and the educational director urged members to take the time to view them. A vote of thanks was given to the steward department for a job well done and to the entire crew, AMERICAN MADE WITH THE UNION LABEL "RIGHT ON"! • -Gl- •· Union Libel 1nd SeNice Tr1des Department, AFL~IO Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, February 2 .................. 10:30 a.m. New York ............... Tuesday, February 3 .................. 10:30 a.m. Philadelphia .............. Wednesday, February 4 ............... 10:30 a.m. Baltimore ................ Thursday, February 5 ................. 10:30 a.m. Norfolk ................. Thursday, February 5 ................. 10:30 a.m. Jacksonville .............. Thursday, February 5 ................. 10:30 a.m. Algonac ................. Friday, February 6 ................... 10:30 a.m. Houston ...... . .......... Monday, February 9 .................. 10:30 a.m. New Orleans ............. Tuesday, February 10 ................. 10:30 a.m. Mobile .................. Wednesday, February 11 .............. 10:30 a.m. San Francisco ............ Thursday, February 12 ................ 10:30 a.m. Wilmington .............. Tuesday, February 17 ................. 10:30 a.m. Seattle .................. Friday, February 20 .................. 10:30 a.m. San Juan ............ . ... Thursday, February 5 ................. 10:30 a.m. St. Louis ................ Friday, February 13 .................. 10:30 a.m. Honolulu ................ Thursday, February 12 ................ 10:30 a.m. Duluth .................. Wednesday, February 11 .............. 10:30 a.m. Gloucester ......... . ... . .Tuesday , February 17 ................. 10:30 a.m. Jer ey City .... . . . ...... . . Wedne day, February 18 .............. 10:30 a.m. January 1987 I LOG I 29 �CL L NP Directory of Ports Dispatchers Report for Great Lakes DEC. 1-31, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac . .......... . . . ..... .. 0 15 Port Algonac ......... .... . .. .. . .. 0 9 2 Port Algonac ... ... ... .... .... ... . 0 3 Port Algonac ... . ... .. .... ... ..... 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 Class CL Class L Class NP DECK DEPARTMENT 0 38 5 13 0 TOTAL SHIPPED All Groups Class CL Class L Class NP 0 4 2 ENGINE DEPARTMENT 16 0 0 3 0 0 STEWARD DEPARTMENT 15 0 1 0 4 ENTRY DEPARTMENT 0 0 0 0 HEADQUARTERS 0 Totals All Departments ....... . 40 7 D D 69 7 D *"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. 9 0 17 2 Dispatchers Report for Deep Sea DEC. 1-31, 1986 I ~ ~ ~ -Company/Lakes -Lakes -Non Priority JC Al *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs **REGISTERED ON BEACH All Groups Class A Class B Class C Port Gloucester . .............. New York .. . . .. ......... Philadelphia . ..... ........ Baltimore .......... ..... Norfolk . .... ...... . .... . Mobile .... . . . .... . .... . New Orleans . .... . ... ... . Jacksonville . ....... .. . . . . San Francisco ...... ..... .. Wilmington .. .... . .. .. ... Seattle .... .. ... . ... . .. . Puerto Rico ... ..... ...... Honolulu . .. . .... . . ... . . . Houston ... ........ .. .. . St. Louis ....... . . . . ... . . Piney Point . . ........... . Totals .. . ..... ......... 3 57 5 16 12 11 39 29 32 30 40 22 8 54 0 2 360 1 11 3 6 12 2 6 4 10 9 7 4 13 9 0 7 104 0 0 1 0 0 1 8 2 10 1 0 0 3 2 0 0 28 2 38 2 7 12 6 29 25 24 20 29 14 6 37 0 3 254 DECK DEPARTMENT 4 0 12 0 3 0 3 0 8 1 1 1 5 6 6 2 8 4 5 1 5 0 8 0 13 2 11 0 0 0 3 0 95 17 0 11 0 2 1 0 5 4 4 6 13 3 13 9 0 1 72 0 0 581 Port Gloucester ... .. . . .. .. .... New York . .. .. . . .. .. . . . . Philadelphia ...... . .... . .. Baltimore .. . ............ Norfolk .. ... . . ....... .. . Mobile . .... . ... ... ... . . New Orleans .... . ... . .. . . Jacksonville .. . . .. .. . ..... San Francisco ........ . . .. . Wilmington . ..... . .. .... . Seattle .. .... .. . .. ... . .. Puerto Rico . . ............ Honolulu .. . ...... .. . ... . Houston ... .. . .. . . ...... St. Louis ....... ... ... . .. Piney Point . ...... . .... . . Totals ........... . .... . 0 39 1 8 10 5 44 25 18 10 30 15 5 24 0 3 237 6 4 2 0 5 2 12 0 0 1 0 0 0 3 1 5 1 1 0 9 0 0 0 21 0 24 2 4 9 3 18 15 9 11 30 6 2 22 0 3 158 ENGINE DEPARTMENT 4 0 3 1 2 0 0 0 6 0 1 0 5 1 3 0 2 0 5 1 9 0 4 0 7 6 3 0 0 0 5 0 59 9 1 10 0 0 1 0 6 2 2 8 3 4 5 5 0 0 47 0 67 2 9 9 10 60 39 39 18 35 15 5 45 0 2 355 0 10 0 0 0 2 9 3 14 10 12 1 60 7 1 34 3 4 3 6 4 4 9 2 8 6 0 4 74 Port Gloucester . . ..... .. .... . . New York . ..... .. . . .. .. . Philadelphia . . . .... . ...... Baltimore . . ....... .. ... . Norfolk . . .. . ... ........ . Mobile . .... . . .. ........ New Orleans .... .... . . . . . Jacksonville ...... .... . .. . San Francisco .. . . ... .. .. .. Wilmington . ... ..... . .. .. Seattle ... .. . ..... .. .. . . Puerto Rico .... .. . . . . . . . . Honolulu ... ... . . .. ... . . . Houston ... . .... .. .. .... St. Louis .... ....... . .. . . Piney Point ......... .... . Totals .... . . ... ....... . 2 208 43 3 0 4 89 Port Gloucester ............ . .. New York .... . ... ..... . . Philadelphia . . . . ..... . .... Baltimore . . .... ..... . . .. Norfolk .. . .. .... .. . . ... . Mobile .. . . ...... .. ..... New Orleans ... .. . . . .. . . . Jacksonville . . ..... . ..... . San Francisco .. ... . . . . . . .. Wilmington ....... ... ... . Seattle ..... .. . . ........ Puerto Rico .. ... . . ... . .. . Honolulu . . .. . ... ... . .... Houston .... . ...... . . . .. St. Louis .... . ........... Piney Point .............. Totals ... . ... .. .. . ..... 0 37 4 5 1 2 22 7 40 13 30 14 11 15 0 0 201 1 34 1 7 4 7 13 7 16 6 18 8 105 10 0 18 255 Totals All Departments .... . . 1,006 522 0 26 2 3 2 5 32 19 43 11 34 7 9 13 0 1 1 2 1 2 3 1 6 0 0 0 0 0 0 0 0 7 7 8 6 0 0 30 0 0 1 0 0 37 1 6 1 0 STEWARD DEPARTMENT 2 0 2 0 2 0 1 0 2 0 0 0 2 0 3 0 3 5 2 0 4 0 3 0 39 36 2 0 0 0 0 1 2 0 134 69 41 0 14 0 1 7 4 15 11 24 7 25 7 6 12 0 17 1 0 6 1 3 15 2 16 3 2 0 183 4 0 0 9 7 16 8 20 0 9 11 0 0 0 237 104 323 650 ENTRY DEPARTMENT 1 1 31 0 2 0 2 1 8 0 4 2 11 10 6 3 4 9 12 1 29 0 0 0 109 215 7 2 0 0 12 1 243 240 466 307 0 1 129 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 248 5 110 5 17 16 14 79 54 74 40 54 29 12 72 2 21 5 8 8 4 10 8 13 8 10 2 18 4 0 6 127 1 0 1 1 3 0 7 2 7 2 0 0 8 4 0 0 36 3 7 3 3 6 3 14 6 9 3 9 2 11 4 0 0 0 1 0 0 0 3 1 6 84 1 1 0 8 0 0 0 21 1 4 0 0 1 3 2 7 10 0 1 0 0 0 0 1 0 3 17 6 0 37 10 7 23 0 3 293 7 0 32 2 1 0 27 0 0 0 33 6 43 18 84 0 54 4 10 5 4 33 10 84 26 38 18 7 21 0 1 4 79 1 48 5 11 2 6 0 0 8 1 0 3 1 22 1 13 3 2 0 227 314 18 13 21 10 19 11 121 13 0 8 307 0 0 283 1,543 597 373 0 3 *"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 December was up from the month of November. A total of 1,671 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,671 jobs shipped, 650 jobs or about 39 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 248 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4,350 jobs have been shipped. 30 I LOG I January 1987 ~ 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 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. O1930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 7 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �'Pull Together in '87 ... ' I pray that 1987 will be the year that all World War II merchant seamen are recognized as veterans. If all the maritime unions can pull together for once and with our maritime friends in both houses of Congress and the Democrats in control, I don't see how this recognition can be avoided. Time is running out! Fraternally .yours, Otis L. Bouchie Jr. Oneonta,Ala.35121 'Scholarship Provides Belief . 'Helping Defend Democracy ... ' For the last several years I have been trying, and generally succeeding, to donate at least $200 each year to SPAD. The results of the '86 elections were a gratifying return on my investment. I was expecting the worst given the election results of '80, '82, and '84. But I can honestly say now that working people, led by organized labor, have begun to turn the political tide. It's a shameful fact of life that economic progress for working people is so thoroughly linked to the political climate of the country. Reagan showed us how he intended to deal with working people when he fired the Air Traffic Controllers several years ago. The '86 elections were our repayment in kind. I hope and trust we can repay Reagan ten-fold, or even a hundred-fold, in the elections of 1988. I work at American Commercial Barge Lines/Inland Tugs. As we return to political sanity, I hope that company will see fit to negotiate and sign a contract with the Seafarers International Union. And I hope we can elect someone to the White House in '88 who will reinstate the Air Traffic Controllers and sign a contract with PATCO on Inauguration Day 1989. Toward these goals I have decided to increase my SPAD donations. I shall make every effort to contribute $50 a month, every month thru the '88 elections. In doing so I remind myself that organized labor is a cornerstone of democracy, and defense of democracy requires that we right the wrongs of Reagan. A $50 check is enclosed. For Peace, Progress, &Unity, Bick Gantly St. Louis, Mo. 'Quick Action Saves Life . . . ' On Thursday, Nov. 20, 1986, QMED Hubbert Lee was injured while changing a blank in the cargo tank aboard the M.V. Ranger. Lee was able to get out of the tank with the assistance of QMED Richard Butch. Lee fainted on deck, and after quick action by the crew and officers, Lee was brought back to and put in the ship's hospital. We were two days out of Singapore, and after numerous phone calls with port officials was Capt. W.R. Horne able to get Lee off the ship and to medical attention. A boat came out to meet us and take Lee. Assisting in the operation were Chief Mate Michael Miller, ABs Chuck Loveland, Michael Moore and myself. It is the opinion of the crew that Capt. Horne did everything humanly possible to insure Lee's safe return home. I would also like to thank Mrs. Horne, the crew and officers for all their help in making Lee comfortable. Yours truly, George B. Khan Bosun, M.V. Banger • • t Yet another deadline for submitting an application to the Charlie Logan Scholarship Program will arrive this April. I would like to take this opportunity to encourage all interested members to take advantage of this program. Speaking from personal experience, I can say that a Charlie Logan scholarship provides welcome financial aid to those members who wish to pursue a formal education. This March I will graduate from the Ur1iversity of Washington. During my course of study, the program's monetary contribution greatly relieved my financial needs. I would like sincerely to thank the SID membership and leadership for their support. Best wishes, Russell Wiliams W-1131 Seattle, Wash. New Jobs I t's common knowledge that the nations' s employment pattern is changing. Ask any coal miner, steel worker, seafarer or auto worker. Traditional American industries provide living wages and honorable jobs for millions of Americans. Those jobs are disappearing. With unemployment hovering around the 7 percent mark, the administration is fond of pointing out that millions of new jobs have been created in the past six years to replace the ones that have been lost. But unlike a rose, a job is not a job is not a job. More than 60 percent of these new jobs pay less than $7 ,000 a year$134.62 a week-$3.37 an hour. A new study by the Joint Economic Committee shows a frightening trend. One million middle and high income jobs disappeared during the past seven years. Those jobs were replaced by 900,000 low paying ones-less than $7 ,000 a year. The study shows that the vast majority of new jobs are either part-time or near minimum wage. While those types of jobs may be fine for high school students working for date money, how the hell do you pay the mortgage on $134.62 a week? There are many reasons for the changing shape of the workforce, but the biggest has to be the economic policy of the administration. Since 1980, American manufacturing jobs have been exported, the country's trade deficit has soared and so little has been done about it. One of the first things needed is a trade policy which could put American products on an equal footing with foreign competition and bring back American workers to shop floors and assembly lines. Maybe the administration and its spokesmen believe the myths about the new jobs. Perhaps they should leave their offices in Washington and tell the people in Detroit, in West Virginia, in Louisiana, in Pittsburgh or wherever how much better off they are with all these new jobs. Maybe they'd get the kind of reaction they deserve-a good swift kick. OOPS-WE GOOFED 'Expression of Sorrow . . . ' I want to express to you our deep regret over the loss of life following the catastrophic explosion on the OMI Yukon. We do not have a good explanation for the cause of the accident at this time, but we want you to know that the company now and in the future considers as its first priority the safety of its crews. Again, we express to you our profound sorrow. Sincerely, Jack Goldstein President, OMI Corp. Last month's LOG misidentified the artist who created this piece of scrimshaw. Seafarer Gene Barry designed and created this fine example of the traditional seafaring art form. It is part of a major exhibit of American Labor History now on display at the Smithsonian Institution's Museum of American History in Washington, D.C. January 1987 I LOG I 31 �SUPPORT SPAO,, I / SUPPORT6' You 0 0 11001( ON TO AND JOB ~ECURITY � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1987 Description An account of the resource HEADLINES LITTLE NEW FOR MARITIME IN REAGAN’S FY ’88 BUDGET UNMANNED SHIPS WILL SAIL LABOR AND NATION CELEBRATE MARTIN LUTHER KING JR. DAY CREW SNUFFS OUT BLAZE ON THE LT. JOHN P. BOBO THREE SINKINGS CLAIM 30 DROZAK RAPS AID AGE RULE ON THE WATERFRONT WITH FRANK DROZAK ED TURNER, LUNDEBERG ALLY, SIU VP, RETIRES FOUR DIE IN MASSIVE PINEY POINT BARGE BLAST CROWLEY CREWS HELP COMPLETE PIPELINE SHLSS PREPARES UPGRADERS FOR U.S. COAST GUARD DECK LICENSE EXAM SIU PROMOTES ASBESTOS AWARENESS 1986: THE MEN AND WOMEN OF THE SIU CONTINUE TO WORK WITH MANY NEW MILITARY JOBS WHILE UNION LOOKS FOR WAYS TO RIDE OUT STORMY COURSE OF THE MARITIME INDUSTRY THE SIU IN 1986 SEAFARERS TAKE THE LEAD IN PROTECTING JOB SECURITY IN TROUBLED INDUSTRY THE SIU IN WASHINGTON NEW CONGRESS MARAD AUTHORIZATION BILL MELTING ICE IRANSCAM PRESIDENTIAL POLITICS BUDGET WELCOME ABOARD MARITIME DISUNITY BILATERAL TRADE AGREEMENTS MCS PIONEER FRANK GOMAR DIES Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1987 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 49, No. 1 1987 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/7566209bf9c3c140e7fc7b7026178451.pdf 2b342e5aedffd5e3c880a72d4744abfc PDF Text Text Official Publication of the Seafarers International Union • Adantic, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 48, No. I2 December I986 ''We have to look at new i.deas . .. " Frank Drozak (page 2) Annual Reports for: Seafarers Pension Plan, Great Lakes Tug & Dredge Pension Fund Page 19 �President's Report by Frank Drozak I have reported to this membership several times about discussions that our executive board and myself have had with MEBA-2. We have been reviewing this maritime industry and taking a hard look at what we should do about it. I do not see any growth potential given the present situation of our industry, and I do not see any of our companies growingin fact, I see them declining. I think we have to look at a new approach. With automation taking effect, crews on U.S. ships are down to 21 top to bottom, and soon to be down to 18. On the foreign side of it, West Germany, Norway and Sweden are running ships with 12 people onboard. We have to look at new ideas and take new views. We have discussed alternatives in what we can do and what we should do, and we are looking at what is in the best interest of trying to revitalize this maritime industry. We have come up with some ideas and thoughts. We discussed it for a week or two in Miami, Fla. at Ray McKay's MEBA-2 training school, and we discussed it in Piney Point back in July when our two executive boards held joint meetings. How do we put a joint program together? We cannot and will not be able to sign one new company up under the present conditions of having three and four unions on board the ship, or even having just two. So we have come to a resolve that we set up a separate unit, a top to bottom unit, combining the resources of our two unions, meaning the SIU and MEBA-2. If we try go down before and we have seen it come back. In the 1800s, in the 1920s, in the years prior to World War II, after World War II, after the Korean War, and after the Vietnam War we have seen it all happen to us. We have been down before, but the one good part about it is that we are living and we still have job security. Let's maintain that job security by cooperating with each other and together building for the future. We can do it under the concept I am talking about, and I would ask your approval for it. 1986 was a tough year. It got jobs for this membership. There's not an A man that can't go to work, and B men are taking 54 percent of the jobs. That's good. But as I said to you, how long will it last and how long can we keep it up with no growth out there under the present conditions? So I strongly believe that we must continue our efforts to put together this new concept with MEBA-2. This will mean new job opportunities across the board for our membership, and expanding potentials for new operators in our industry. I view as the only answer to revitalize this maritime industry. "... We have to look at new ideas and take new views if we are to organize and grow ..., the only way it's going to work is with new concepts ... " are to organize and grow, that's the only way it's going. to work. It's not going to work any other way. We cannot be sitting here with six crewmembers and the other organization be sitting there with six people. We have to begin to look at how we can move in this direction to revitalize our industry and preserve the jobs and job security of our membership. In order to revitalize this maritime industry, we must try new approaches to restructure our efforts and put our objectives into proper order. We will be continually reporting to this membership on the activity of this program. I believe it's the only way we can go. I don't know of any other way for us to go, and believe me, I have tried every angle I know to bring new life to our industry. While this membership is doing quite well, we have to ask ourselves, how long can it last? Right now, we have I would ask your cooperation on it and I would ask your support for it. It's a tough decision for me to come to you and tell you what the real facts are. But that is what you pay me for, to look out for your security. If I don't level with you, then I'm not treating you right and you should not treat me right. That's just how simple it is. I believe in laying the cards on the table to you. I have always leveled with you and I have always told you the facts. Sometimes it's hard. It would be very easy to tell you everything is rosy, but I have never done that to you and I don't intend to do it now. I'm going to tell it just like it is, and hope that you will understand and hope that you will cooperate with us, and that you will work together with us because there is a future for us and for our industry. Look at history. Time and time again history repeats itself. We have seen. this indus- December 1986 was hard, no question about it. But I believe that if we can get over this hump we'll be on our way. It means you have to understand what the issues are all about. You have to understand that you cannot go to the well and get water when there is no water there. You've had no help from this administration. They made it very clear that they are not going to put one thin dime into this industry. Even those who are enjoying some subsidy can't make it. U.S. Lines, which is subsidized, is going under. And Lykes, which is also subsidized, is in deep financial trouble. Sea-Land is not subsidized, and I don't know what we do with it. But we have got totrytosavethosejobstothe best of our ability. In closing out 1986, I want to wish you all a very Merry Christmas and Happy New Year. Hopefully, as we work together in the coming year, we will turn·this thing around. I will keep you informed. Official Publication of the Seafarers International Union of North Amenca, Atlantic, Gulf. Lakes and Inland Waters District, AFL-CIO Vol. 48, No. 12 Executive Board Frank Drozak President Charles Svenson Editor Angus "Red" Campbell Joe DiGiorgio Ed Turner Vice President Secretary Executive Vice President Leon Hall Joe Sacco Mike Sacco Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Ray Bourdius Lynnette Marshall Assistant Editor Assistant Editor/Photos 2 I LOG I December 1986 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 . �America's Oldest and Largest U.S. Lines Files for Bankruptcy, Slashes Service United States Lines (USL), the largest and oldest U.S.-flag line, has filed for bankruptcy. Facing some $1. 7 billion in debts, the company has asked for protection while it tries to reorganize and get itself back on its feet. Under the terms of Chapter 11 of the federal bankruptcy laws, USL will have at least 120 days of protection from its creditors in the United States. During that time USL will draw up plans to restructure the company, set a schedule to pay its debts, and perhaps turn a profit down the road. Initial plans call for the line's 12 giant container ships (4,420 TEU) to be laid up. The ships are the largest container ships ever built and were just delivered to the line in the past two years. Two of those ships are currently under arrest in foreign ports. The line will disconti1me its North Atlantic service and its around-theworld service, but maintain sailings in the Pacific and South America with 12 smaller container ships. An NMU spokesman said the USL (that union's largest contracted company) is responsible for about 360 unlicensedjobs. In addition, according to USL filings in the proceedings, it owes the NMU's pension and welfare plans about $5.7 million. Worldwide, the company has laid off about 1, 100 employees. Shortly after filing for bankruptcy, the company announced it was bringing in former Sea-Land Chief Executive Charles I. Hiltzheimer to run McLean Industries (USL's parent company which has also filed for Chapter I I protection along with USL (SA) which operates the South American runs). Hiltzheimer, who spent seven years running Sea-Land and making profits, is considered one of the more able shipping executives in the nation. At one stage of his career, when he was in charge of Sea-Land's Pacific operation, that division turned more profit than all the other company's operations combined. Predictions are mixed as to whether the giant line will be able to emerge from Chapter 11 and continue to operate. While the SIU-contracted Waterman Steamship Co. recently came out of bankruptcy and is operating three ships and chartering three others to the military, there is little similarity between the two operations, experts say. First, the size of USL's debt is massive, $1. 7 billion. Also, USL operates 27 container ships as opposed to the small number of LASH vessels Waterman operated. But insiders also say if anyone can turn USL around, Hiltzheimer has the best chance. Reaction to USL's bankruptcy filing echoed the same thoughts , disappointment and the call for some sort of help for the U.S.-flag merchant fleet. "Here's a company with competent management , a history in the ocean freight business and modern equipment, and what happens? It's ready to go down the tubes. If this doesn't motivate Congress and the White House to do something about this country's merchant marine, nothing will. We all might as well march right down to the end of the pier and jump in ,'' said SIU President Frank Drozak. But the administration has indicated it will do little or nothing to help out USL or any other American-flag company. ''I don't expect that policy to change ... The U.S. government houldn't be in the business of guaranteeing the success of any U.S. corporation,' ' said Jim Burnley, deputy secretary of transportation. He added the administration had not thought of bailing out USL. The bankruptcy and the lack of action by the White House is ''further evidence of the indifference of the administration" to the U.S.-flag merchant fleet and the role it plays in defense, said Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee. "I hope ... Congress can get together with the administration and work out'' some sort of new promotional policy for the industry, Jones said. "All U.S.-flag companies must have some sort of financial assistance,'' and be given a competitive edge that other countries give to their merchant marine, said Sen. Daniel K. Inouye (DHawaii). The USL bankruptcy is a reflection of a ''government without a (maritime) policy,'' said Rep. Mario Biaggi, chairman of the House Merchant Marine Subcommittee. He called for ODS reform and enhanced cargo preference regulations. ''If the shipping public continues to be supportive of United States Lines, we believe we can turn it around," Hiltzheimer said. Norway Faces Flag Shift More and more maritime nations are looking to the "quick fix" to solve long-term problems of maintaining adequate deep-sea fleets for national defense and national economic growth. Norway, which along with Sweden and Denmark had maintained a strong national merchant fleet, has lost 80 percent of its merchant fleet in the past 10 years. In 1977, the foreigngoing merchant fleet registered in Norway stood at more than 48 million deadweight tons. Today their fleet is scarcely 9 million DWT, and the flight from Norwegian registry continues. Part of the fleet continues to be Onboard the owned by Norwegian interests but is registered under the "convenience flags'' of Liberia, Panama and other third-world nations. The reason given by shipping companies for transferring to foreign flag is the "high costs involved in Norwegian-flag operations." Norwegian seafarers are "too expensive" to be able to operate the ships profitably, it is said. In addition, several shipping companies have such weak economies that they have been forced by their creditors to sell or operate under foreign flag. ea-Land Explorer SIU Airs Charges Against MEBA At AFL-CIO Hearing The Seafarers International ·Union pressed it charges of "widespread violations" ofjurisdictional work rules by members of the National Marine Engineers Benevolent A sociation (MEBA) at a mediation ession held at AFL-CIO headquarters in Washington, D.C., Dec. 2. At i sue is the widespread practice of licensed engineers taking over the work responsibilities of unlicensed engineroom personnel. This practice of workjurisdiction raiding has increased as automation has forced cutbacks in crew size. Both the SIU and the West Coast Marine Firemen's Union have collective bargaining agreements spelling out workjurisdictions for their members. The SIU and the Marine Firemen filed charges with the AFL-CIO after receiving a number of complaints from their members that the engineers were performing their work. SIU and MFOW representatives told the AFL-CIO me- diator that the issue could not be re olved under the collective bargaining agreements. "What is needed is a firm agreement from MEBA that it will advise its members and its contracted companies that no licensed engineer would perform duties that are traditionally and contractually reserved for unlicensed workers,'' asserted SIU Counsel Leslie Tarantola who is representing both unions. Also attending the hearing were SIU Vice President George McCartney and Marine Firemen President "Whitey" Disley. The AFL-CIO recommended that all parties should meet again to try to resolve the dispute before scheduling arbitration. Plans to schedule another meeting are being made. In the meantime, SIU and MFOW members are being asked to continue to document any contract violations by the engineers, and to turn in overtime for any violations. The steward department of the Sea-Land Explorer takes a moment to pose after preparing the first meal of the day. The threesome is (I. to r.) Lee Grant, GSU; William Hawkins, steward/baker and Jose "Pepe" Bayani, chief cook/delegate. New Jacksonville Clinic Opens SIU members who ship out of Jacksonville, Fla. will receive physical examinations at a new location. The rxams will now be perlormed at Memorial Medical Center, Department of Emergency Medicine, P.O. Box 16325, 3625 University Blvd. South, Jacksonville, Fla. 32216. The center will be open 24 hours a day, seven days a week, and Seafarers will be attended by Dr. M. Dagher. The Plan provides for one medical examination each year and Seafarers should bring a medical examination request form with them to the hospital. The form may be picked up at the Jacksonville hall. According to SIU Port Representative George Ripoll, the center specializes in heart trauma, oncology, cerology and back pain. Any additional information on the Union's welfare plans will be published in the LOG. December 1986 I LOG I 3 �Ocean Mining Could Mean Future SIU Jobs Large scale ocean mining for valuable minerals may be years away, but the SIU is already working to ensure that U.S. workers and ships have a place in this new industry. The SIU has supported a proposed rulemaking from the government which would ensure that each ocean mining vessel and at least one transport ship be registered under the U.S. flag. ''That provision . . . offers tremendous potential for our nation's vital maritime industry and related employment. This in tum will lead to greater United States self-sufficiency in both the supply and transport of strategically important minerals," SIU President Frank Drozak said. Drozak's comments came in a letter to the National Oceanic and Atmospheric Administration (NOAA) which is in the process of setting up rules and regulations regarding Deep Seabed Mining, following the passage of ocean mining legislation by Congress. Part of the proposed rulemaking charges NOAA with determining that U.S . equipment and personnel have Sailing the Overseas Vivian the technological capabilities needed. That i , Drozak said, where the Union's SHLSS comes in. "The school's programs have evolved to reflect the changing needs of the maritime industry and are fully capable of providing qualified personnel to safely and efficiently operate the vessels engaged in ocean mining technologies,'' he said. In addition, Drozak suggested that NOAA set specific training and certification standards for ocean mining crews. "Supplying the industry with trained seafarers should help lower the risk of accidents and reduce insurance rates,'' he said. Along with requiring trained and certified crewmembers, Drozak urged that NOAA require rigid and modem safety standards including annual inspections and modern safety equipment. " Despite the infancy of the industry, it is still necessary to establish standards for the technologies that have yet to be developed ," he said. Grabbing a quick bite on the Overseas Vivian are (I. tor.) OMU Ken Harder, AB Kent Dominguez and Wiper Almuftihi Ahmed. Protesting South Atrican Racism Straight from the Overseas Vivian (Maritime Overseas) in Sobie Bay are (I. to r.) Bosun John Stout, AB Marcelino Bolante, AB Bruce Smith and AB Jerry Barnett. SIU Tests New Tagos Vernon Douglas, chief steward. Do You Have Claims Questions The white hats of the Seafarers could be seen everywhere as more than 100 trade unionists marched and chanted in front of Shell Oil's Washington offices protesting that multinational's key role in fueling the apartheid system of South Africa. The Seafarers, trainees and upgraders from SHLSS in Piney Point, and headquarters staff members from Camp Springs, were led in songs of protest by Piney Point Port Agent John Russell. 4 I LOG I December 1986 If you have any questions about your welfare claims , contact your port representative , your area vice president , or call this toll-free number: 1-800-345-2112. The USNS Indomitable (TAGOS7) crewed up with SIU and MEBA II members Nov. 29 in Pearl Harbor, Hawaii. The vessel was built last year for the Military Sealift Command and is the fourth T AGOS ves el stationed in Hawaii. Three other TAGOS vessels are home-ported in Norfolk, Va. With 18 unlicensed and licensed crew and even RCA technicians onboard, the Indomitable will be in Pearl Harbor for several week preparing for ea duty. The mi ion of the ves el will be to conduct ocean surveillance operations for the U.S. Navy. It will have a range of tours for a maximum period of 75 days. Each of the T AGOS ve el is contructed from the ame blueprints. They are 220 feet long, and have a 40 foot beam. They draw 16 feet of water and are 1,600 gross ton . But what makes these vessels of special note to SI U members is the comfort they provide the crew. Each person will have a private room with a bath and shower. The vessel also has recreational facilities with a fully equipped gymnasium. There is a library of VHS movies with enough of a variety to provide a new movie each day of the week. The USNS Indomitable will begin its first tour of duty the end of December. �. , InIan ews Part of Outreach Marine Fight Strike Brings New Pact The SIU and its Boatmen at BakerWhitely Towing Co. in Baltimore were able to beat back attempts to cut their wages and benefits to half the harbor standard following a two-week strike which ended last month. Some 25 Boatmen took to the picket lines Nov. 6 when the Baker-Whitely management attempted to unilaterally slash their contract. ''These were very difficult negotiations. I think it ' s fair and equitable for us and the operator. But it still hasn't eliminated the company's liabilities, " said SIUNA Vice President Jack Caffey. Those liabilities go back some twoand-a-half years because Baker-Whitely is the latest player in the McAllister Brothers/Outreach Marine struggle in Baltimore. In 1984, McAllister Brothers , which had operated in Baltimore Harbor with SIU labor for many years , announced it had gone out of business and sold its operations to Outreach Marine . Outreach fired some 50 employees and then refused to rehire 26 who had been active in Union activities. The SIU charged that Outreach was nothing more than an "alter-ego" for McAllister. In other words, it was simply an attempt to start a new company to circumvent the Union's contract. The SIU took the case to the NLRB and it ruled in favor of the 26 fired Boatmen and the Union. It ordered Outreach to reinstate the fired employees with back pay and interest last summer. Outreach went out of business, although it was appealing the NLRB action. In November, Baker-Whitely was formed by McAllister. It hired the old employees, including the 26, but did not return the ordered back wages. That is still before the courts. When Baker-Whitely made its attempt to slash wages, benefits and conditions, the strike began. "All the guys are back to work at the harbor rate ," Caffey said. The contract is a I 0-month agreement and will expire when the rest of the Baltimore Harbor pacts end in September. New Inland Contracts Ok' d It's been a busy few weeks for Inland Boatmen and SIU negotiators and committee members. Eight new contracts covering companies in four ports have been negotiated and ratified. In Houston four new con-· tracts were reached. Boatmen at Sabine Towing and Transportation ratified their new contract. Higman Towing Co. workers voted yes on a new pact, as did the Inland Boatmen at Bay Houston and Western Towing Co. Out of Algonac, Mich. comes the news that two new contracts have been inked. Tampa Tug Corp. and The Island of BobLo Co. Boatmen agreed to contract terms. In the busy port of Norfolk. Va. SIU negotiators hammered out a pact with Carteret Towing Co. which was approved by the membership. And in Baltimore (see story above) Baker-Whitely signed a contract with the SIU following a short strike. Boatman Bags Michigan Pike Sabine's Samson and Goliath will be running in Houston under new SIU contracts. Boatman Mike Kelley shows off the northern pike he caught in Michigan. Kelley works as a tankerman for Tampa Tug Co. December 1986 I LOG I 5 �Aboard the Irene Chotin New Pensioners Paulo Gastaneda Cabaluna, 62, joined the Union in the port of Norfolk in 1973. He sailed as a cook for Allied Towing from 1970 to 1974. Brother Cabaluna is a veteran of the U.S. Navy during World War II. He was born in the Philippine Islands and is a resident of Portsmouth, Va. John Daniel Gribble, 62, joined the · Union in 1948 in the port of Galveston, Texas. He sailed as a deckhand , mate and captain for the Galveston wharves from 1960 to 1962 and for the Texas City Refinery Co. in 1964, last out of the port of Houston. Brother Gribble hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. He is a veteran of the U.S. Navy in World War II. Boatman Gribble was born in Birmingham, Ala. and is a resident of Dickinson, Texas. Raymond Norbert Hughes Sr., 60, joined the Union in the port of New Orleans in 1956 sailing as an AB. Brother Hughes is a veteran of the U.S. Navy in World War II. He was born in Algiers, La. and is a resident of Belle Chase, La. Amzi Ernest Prine, 63, joined the Union in the port of St. Louis, Mo. in 1965. He sailed as a lead deckhand and mate for Inland Tugs from 1964 to 1979. Brother Prine last shipped out of the port of Algonac, Mich. He is a veteran of the U.S. Army during World War II. Boatman Prine was born in Paducah, Ky. and is a resident there. Henry Samuel Putegnat, 68,joined the Union in the port of Houston in 1970. He sailed as an AB and mate for the Houston Pilots from 1952 to 1969 and for G & H Towing from 1969 to 1974. Brother Putegnat is a veteran of the U.S. Army before World War II and the U.S. Coast Guard in World War II. He was born in Kingsville, Texas and is a resident of Galveston, Texas. Melvin Lewis Szarek, 59, joined the Union in the port of Baltimore in 1956. He sailed as a lead deckhand for Curtis Bay Towing aboard the tug Drum Point from 1950 to 1974. Brother Szarek was born in Baltimore and is a resident there. 6 I LOG I December 1986 l Boat Delegate Bob B. Alfers Jr. is also the cook aboard the Irene Chotin. This photo was taken aboard the Irene Chotin (Orgulf) several months ago when she was in Wood River, Ill. on the Upper Mississippi. The crewmembers are (I. tor.) Roy Mattson, Steve Risner, Charles Werner and Bob Kennedy. In Memoriam Allied Towing on the tug Taurus in 1977. He also sailed for Ocean Towing from 1975 to 1985. He was born in Isla de Pinos, Cuba and was a naturalized U.S. citizen. Boatman Smith was a resident of Brownsville. Burial was in Pensioner Lantt Lord Smith, 65, died of heart failure in the Valley Medical Center, Brownsville, Texas on Oct. 23. Brother Smith joined the Union in the port of Houston in 1957. He last sailed as a chief engineer for the Roselawn Gardens Cemetery, Brownsville. Surviving are his widow, Raquel; two sons, Richard and Michael, and a daughter, Norma of Houston. Dispatchers Report for Inland Waters NOV. 1-30, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester ...... .... ............. . New York ........................ . Philadelphia ... . .................. . Baltimore ........................ . Norfolk ......................... . Mobile ........ . . ....... .. . ..... . . New Orleans ...................... . Jacksonville ...................... . San Francisco ..................... . Wilmington ....................... . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac ......................... . St. Louis ............ ... .. ...... . . Piney Point ....................... . Totals .......................... . Port Gloucester ....................... New York .......... .... .......... Philadelphia ............ . ......... Baltimore ............ ... ......... Norfolk ........ ................. Mobile .. .. ......... .. ......... .. New Orleans ...................... Jacksonville ...................... San Francisco ..................... Wilmington ................ ....... Seattle .......................... Puerto Rico .............. . ....... Houston ......................... Algonac ... ...................... St. Louis . ....... ..... .... . ...... Piney Point ..... .... ........ ..... . Totals .......................... . . . . . . . . . . . . . . . . . Port Gloucester ....................... New York ........................ Philadelphia ...................... Baltimore ........................ Norfolk ......................... Mobile ....... . ......... .. ....... New Orleans . ........ .... ... ...... Jacksonville ...................... San Francisco ..... ... . ............ Wilmington ....................... Seattle .......................... Puerto Rico ...................... Houston ......................... Algonac ... ........ ... .. ..... .... St. Louis ........................ Piney Point ............. ... ....... Totals .......................... . . . . . . . . . . . . . . . . . TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 0 5 5 49 1 2 0 0 2 0 0 5 6 0 0 0 0 2 0 8 0 1 0 0 1 0 0 1 4 0 0 0 0 3 1 0 0 2 5 0 3 0 0 3 0 4 0 75 17 21 0 0 0 0 0 2 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8 0 0 0 0 0 0 0 0 0 0 0 3 2 0 22 0 0 40 0 0 6 2 0 8 0 0 20 4 2 0 0 2 0 0 0 0 0 5 55 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 2 22 1 2 11 0 0 8 0 0 10 2 0 0 4 0 0 2 31 0 0 0 0 2 0 112 65 0 0 0 0 7 0 0 0 .0 0 0 0 2 19 0 0 0 0 0 0 2 0 0 0 0 0 0 0 4 17 0 0 0 0 1 0 0 0 6 3 0 4 0 0 8 0 9 0 31 ENGINE DEPARTMENT 0 0 0 9 0 0 0 0 0 0 0 3 2 0 0 14 5 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 0 3 11 0 2 4 0 0 0 0 0 0 0 0 0 1 28 23 0 0 0 1 0 0 1 0 0 1 0 0 0 4 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 5 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 95 35 STEWARD DEPARTMENT Totals All Departments ............. .. . 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 1 0 4 0 0 1 0 0 0 0 0 0 0 0 5 0 4 1 0 1 0 0 0 0 0 0 0 1 0 3 94 26 24 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 6 1 0 8 0 0 0 0 0 0 0 0 11 0 0 19 57 11 8 159 *"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. �~c=~: " ·--T:qmnz;;m ·· t.=·~•==• Air Force Logistics Brass at SHLSS Gets Good Look Vice Chairman of Transportation Recently Lieutenant General Alfred G. Hansen USAF and Brigadier General Richard L. Stoner USAF visited the training facilities at Piney Point, Maryland. General Hansen is Director for Logistics and General Stoner is Deputy Director for Plans, Concepts and Analysis, J-4, Organization of the Joint Chiefs of Staff in Washington, D.C. Accompanying them was Navy Captain David R. Bolden of the same office. Institute, and taken on an extensive tour of SHLSS facilities. The Air Force is very involved in sealift by virtue of the massive amount of equipment that would have to be transported by ship in a national emergency to support their forces. This falls into the ]LOTS Ooint Logistics Over the Shore) concept. During the tour many ideas and concerns were shared by both sides for the betterment of a strong merchant marine which would be available at all times to support our armed forces . Upon departing the school again by helicopter, it was felt that both sides had a little deeper insight into the job that each organization does and how both are part of the total sealift picture . In the Shiphandling Simulator Feedback Room, Computer Operator John Morgan (seated) and Simulator Manager Abe Easter (I.) explain the vast capabilities of the computer simulated bridge. (I. to r.) Vice Chairman of Transportation Institute Bob Kesteloot, Brigadier General Richard L. Stoner USAF, Lieutenant General Alfred G. Hansen USAF, SHLSS Vice President Ken Conklin, SHLSS Sealift Training Coordinator Bill Hellwege, Captain David R. Bolden USN. December 1986 I LOG I 7 �------Electro-Hydraulic Systems------- <f}n~~hM~A. ~~~~~ AND BEST WISHES FOR THE ..!Yem- Ween From the Staff of SHLSS ====Course Changes at SHLSS== To better serve the needs of the industry, the courses offered at SHLSS are constantly being updated and revised. New courses are created as technology advances and outdated materials are deleted. In 1987 two of the Engine Department courses have been extensively revised and are being offered under different titles. The title changes are: Marine Electronics has been changed to Marine Electronics (Variable Speed DC Drive Systems) and Hagglund Crane Maintenance has been changed to Electro-Hydraulic Systems. Following 1s the course description, eligibility and prerequisites for the new courses. This course consists of the principles of Electrical Control of Hydraulic Systems. Systems that employ these principles are cargo winches, deck cranes, anchor windlass, ships steering systems, ramps, stern ramps, fire doors and a wide variety of ship board systems. The course reviews the hydraulic components and their functions as well as basic hydraulic systems. Application of electrical controls and some typical shipboard electroh ydraulic equipment is also covered. The first weeks are devoted to the electro-hydraulic deck crane (Hagglund 16 through 50 ton cranes), electrical relay sequenced hydraulic operation together with trouble shooting and maintenance. The remainder of the course will be devoted to other electro-hydraulic ship board systems. Eligibility I Prerequisites All applicants must hold a QMED Any Rating endorsement and must have satisfactorily completed the Marine Electrical Maintenance Course and should have completed the SHLSS Hydraulic course or equivalent. They should have an Electricans Endorsement, but must be knowledgeable of AC and DC machinery, have good test equipment skills and an eighth grade reading comprehension. Due to the small print used on the electrical schematics, good eyesight is important. If you have problems reading small print, you should consider having your eyes checked before you report to class. Original Third Mates License received through SHLSS ---------Marine Electronics--------(Variable Speed DC Drive Systems) This course consists of electronic control of direct current drive systems found in Gantry cranes, container cranes, constant tension mooring winches and a variety of deck machinery. Systems which require precise speed I torque control frequently employ these systems. They are highly advanced versions of the Ward-Leonard Speed Control System. The very latest versions utilize computer I microprocessor drive control. The student learns basic control systems, casualty procedures, card pak replacement, system tune-up, relay logic and development of system sequence charts. He learns how to use the manufacturers instruction book, properly utilizing troubleshooting procedures and system maintenance. A certificate of graduation will be issued upon satisfactory course completion. Eligibility I Prerequisites All applicants must hold a QMED Any Rating endorsement and must have satisfactorily completed the Marine Electrical Maintenance Course. They should hold an Electricians Endorsement but must be knowledgeable of DC machinery, AC machinery, have good test equipment skills and an eighth grade reading comprehension. Due to the small print used on the electrical schematics, good eyesight is important. If you have problems reading small print, you should consider having your eyes checked before reporting to class. Shawn Kennedy, who ships out of Jacksonville, Florida, studied at SHLSS for his Original Third Mates License. He passed the U.S. Coast Guard License exam in November of 1986 and is anxious to ship as a Third Mate. --:SHLSS COURSE GRADUATES Refrigeration Containers Advanced Maintenance (I. to r.) Eric Malzkuhn (Instructor), Alan Hansen , Patrick Cross, Jim McBride, Tom Neville. 8 I LOG I December 1986 Seallft Operations & Maintenance First row (I. to r.) Robert L. Smith , Mark A. Grendahl, Chuck Greer. Second row (I. to r.) George J. Diefenbach, Flavio Pena, John Adams . Third row (I. to r.) Fred Jensen, John Lasky, Steve Fonua, Bill Gizzo. �1987 UPGRADING COURSE SCHEDU[E Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry January 1987 The following is the current course schedule for the first six months of the 1987 school year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as po~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Check-In Date March 23 Completion Date June 12 Marine Electrical Maintenance January 5 March 9 February 27 May 1 Diesel Engine Technology April 6 May 15 Welding April 13 May 8 Course QMED ·Any Rating Chief Engineer & Assistant Engineer Uninspected Motor Vessel April 6 June 12 Third Assistant Engineer & Original Second Assistant Engineer Steam or Motor January 5 March 13 Automation June 22 July 17 Conveyorman January 5 January 30 Fireman/Watertender Oiler February 9 June 8 April 3 July 31 Hydraulics May 11 June 5 Refrigeration Systems Maintenance January 5 February 13 February 16 March 27 & Operations Refrigerated Containers Maintenance Advanced All Rating Upgrading Courses Course Sealift Operations and Maintenance Check-In Date January 5 February 2 March 2 April 13 May 18 July 13 Completion Date January 30 February 27 March 27 May 8 June 12 August 7 Steward Upgrading Courses Check-In Date January 28 March 18 May 13 Completion Date April 3 May 22 July 17 Cook & Baker February 4 March 18 April 29 June 10 May 15 June 26 August 7 September 18 Chief Steward January 28 March 18 May 13 April 3 May 22 July 17 Course Chief Cook Recertification Programs Course Steward Recertification Check-In Date January 26 June 29 Completion Date March 2 August 3 Bosun Recertification February 24 April 6 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) January 5 February 16 March 2 April 13 May 4 June 15 Adult Basic Education (ABE) & English as a Second Language (ESL) Deck Upgrading Courses Check-In Date March 13 July 13 Completion Date April 17 August 14 Able Seaman January 5 March 23 May 18 February 27 May 15 July 10 Radar Observer March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SH LSS before entering this course. Third Mate & Original Second Mate January 5 May 4 March 13 July 10 First Class Pilot January 12 February 27 Lifeboat March 9 May 4 March 20 May 15 Tankerman March 23 May 16 April 3 May 29 Course Celestial Navigation June 1987 January 5 February 13 March 2 April 10 May 4 June 12 Seafarers applying for the upgraders Lifeboat class and _who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: March 6 February 16 April 13 May 1 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT February 2 February 6 QMED March 16 March 20 Third Mate April 27 May 1 Able Seaman May 11 May 15 FOWT June 1 June 5 College Programs Course Associates in Arts Nautical Science Certificate Check-In Date January 19 March 30 June 8 Completion Date March 13 May 22 July 31 March 30 May 22 December 1986 I LOG I 9 �Apply Now for an SH LSS Upgrading Course ·······························•················•·················································•··············•······················• Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name (Last) (City) Mo./Oay/vear Telephone --.-.-----.____,...-.,.-----(Area Code) (Zip Code) (State) Deep Sea Member D Date of Birth -~~~~---­ (Middle) (first) Inland Waters Member D Pacific D Lakes Member D Social Security# _______ Book# _______ Seniority _______ Department _______ Date Book Port Present ly Was lssued _ _ _ _ __ _ __ _ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ Are you a graduate of the SH LSS Trainee Program: D Yes Trainee Program: From _ _ _ _l""T'""""l.---to-.....-.......---(dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s) Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed ENGINE DECK O 0 O O 0 D O O O O O o O O O Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Mites Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course 0 FOWT 0 QMED-Any Rating D Marine Electronics (Variable Speed DC Drive) D 0 0 D D D D D D o No transportation will be paid unless you present original receipts and successfully complete the course. O Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engine Technology Assistant Engineer (Unlnspected Motor Vessel) Chief Engineer (Unlnspected Motor Vessel Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Refrigerated Containers Advanced Maintenance Hydraulics Electro-Hydraulic Systems STEWARD D 0 0 0 Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS O Welding 0 Llfeboatman D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equlvalency Program (GED) D Developmental Studies (DVS) 0 English as a Second Language (ESL) O ABE/ESL Lifeboat Preparation COLLEGE PROGRAM 0 Associates in Arts Degree 0 Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~~~-DATE~~~~~~~~~~~~~~­ S~afarers RETURN COMPLETED APPLICATION TO: Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 , 12186 •............................................................................... ._.....................................••• .._.-:::;:;;;.....-..-.......... Rev. 10 I LOG I December 1986 �Area Vice Presidents' Report West Coast by V. P. George McCartney S HIPPING on the West Coast has been surprisingly good this month. The only downturn occurred in Hawaii, and that was because the SS Constitution was in San Francisco for its annual drydocking and overhaul. Because of the extra cargo available out on the West Coast, Matson Lines has earmarked $1 million to refurbish the Maunalei. The company will keep it running until the Matsonia is completed. APL is going over plans for five new C-IO's which are being built in Germany. The SIU represents the steward department on these vessels. The stewards employed on APL were at one time represented by the Marine Cooks and Stewards Union. As a result of the foresight of former MCS President Ed Turner, the MCS merged with the A&G District of the SIU. The SIU-MSC merger was an important step in the long struggle for maritime unity. Turner, who became an executive vice president in the A&G District, has decided to step down after a long and colorful career. Turner is an institution to West Coast seamen. He was a close associate of the legendary Harry Lundeberg, who founded the SIUNA in the 1930s. Lundeberg and the late Joe Curran, founder of the NMU, took over following the death of Andrew Furuseth and the break-up of the old International Seamen's Union. Bitter enemies, they provided leadership and vision to a weakened and embattled maritime industry. The philosophical differences that divided the two men and their organizations have been eroded by time. All seamen have benefitted from Lun. deberg's uncompromising commitment to democracy and "Business Unionism'' and by Joe Curran's in1 sistence on social justice and racial equality. Great Lakes by V.P. Mike Sacco M UCH of the work on the Great Lakes and upper rivers is seasonal. Once winter comes along, things pretty much come to a grinding halt. In Algonac, we've been busy trying to beat the winter deadline. Leudtke completed a job in Buffalo and has towed its equipment to Milwaukee, Wis. so it can have everything in place when work begins next spring. The dike construction job that Leudtke began in Lorain, Ohio is expected to be finished shortly. The company was awarded a major dredging project at Fighting Island, which is in the middle of the Detroit River. Work is expected to begin next spring. Dunbar and Sullivan is continuing work on its breakwater project in Racine, Wis. There was a decent amount of work for our members on the rivers this season. Next year's projects look promising. The federal and state governments have put off a number of important maintenance projects for so long now that it is a matter of doing them or just writing off the rivers and harbors forever. quently, in any business endeavor, when financial troubles exist, something must be done to bring the operation into focus with incoming revenue. In this respect, the SIU is no exception. The SIU Executive Board has, therefore, made the decision to close the SIU operation in the port of Olongapo City, P .I., this move to be made as soon after Jan. 1 1987 as feasible. Also, staff personnel in all SIU ports will be reduced. These reductions will also take place as soon after the first of the new year as feasible. Port closures and the laying-off of office personnel is never a pleasant task. No doubt there will be some of the membership who do not agree with these moves. In so far as the SIU government and commercial ships in the Far East area are concerned, they will be serviced by a team of SIU officials on a regular basis. As the frustrating 1986 year comes to a close, let us all hope that the new year under the new Congress will improve the sad condition of the American merchant marine. Meanwhile, let me wish all of you the very best during this Yuletide season as well as prosperous New Year. steered this organization in that direction. Yet it must be emphasized that obtaining this kind of military work is a difficult process. Most of our contracts for military work are for short periods-two, three years. When the time period is up, then the Union will have to go through the bidding process all over again. At best, the military work has helped cushion the effects of the decline in the maritime industry. As Vice President ''Red'' Campbell is fond of saying, ''the rest of the maritime industry is on the critical list in the intensive care unit of the hospital. The SIU is ambulatory.'' What is needed is a long-term plan to revive this ailing maritime industry. That is why SP AD is so important. Each month, I make a special point of urging the members to support SPAD. I do that because political action translates directly into job security. If we hadn't had a capable legislative staff monitoring the actions of Congress last session, then many of our ships would have been laid up. It is no longer possible just to get by in the maritime industry-the days of coasting are over. The SIU has been able to survive because we've worked twice as hard as anyone else to get new jobs during this crisis period. Gov't. Services by V. P. Buck Mercer T HE year 1986 has not been particularly fruitful for marine or staff personnel at Military Sealift Command, Pacific. Because of the administration's decision to contract out to the private shipping industry ships in the MSC nucleus fleet under the Circular A-76 program, and because of the multiple changes in shoreside department heads and staff that handle the affairs of seagoing personnel, there has been much consternation among seagoing and staff personnel who wonder about job security, seniority, medical coverage and a host of other questions that the} may think of. It does not stop there, however. The cable ships are also on the bidding block, and the verdict is not yet in on those ships. In the past 12 months there were some marine employees who left MSCPAC for one reason or another, and the SIU was and is able to furnish further seagoing employment to those mariners who wish to continue a career at sea. From Nov. 18 through 21, 1986, the SIU Executive Board met in Dania, Fla. for the purpose of discussing all phases of the Union operation and making hard deci ions in efforts to correct problems that have developed in various areas. The big problem is the mechanization and highly technical ships that are being built today. These ships represent reduced crew . Reduced crews repre ent reduced union member hip, and reduced member hip repre ents reduced union revenue. Con e- Gulf Coast by V.P. Joe Sacco S HIPPING in the Gulf .Coast has been surprisingly good. Seamen have been able to ship out of almost any port with little trouble. In Jacksonville alone the Union recrewed the Cape Douglas, the Westchester Marine, the American Heritage, the Panama and the American Eagle. We even have had difficulty filling all our ratings. Part of this is due to the holiday season. Job opportunities always open up around this time because a lot of people just want to stay home with their families. But there's more to it than that. The reason why there are so many jobs available is that President Drozak, Vice President Campbell and the rest of the organization have been successful in capturing a large share of the military work being generated by the Navy's decision to contract out vessels to the private sector. Yet it would be a mistake for seamen to take these jobs for granted. If too many ships sail short, then the Navy will just bypass u because we will be an unreliable source of manpower. SIU members owe the existence of many of these jobs to the vision and dedication of the late Bob Vahey. He wa one of the fir t people to see the potential of this kind of work, and he '"""'·'·"""~..:--:; : . · 111ki.. East Coast by V.P. Leon Hall G OOD news for East Coast seamen this holiday season. Contracts have been ratified in a number of ports. In Baltimore, members employed by Baker-Whitely Towing voted unanimously to accept the company's final proposals. It was a difficult set of negotiations, but the Union and the members held tough. A special vote of thanks to SIUNA Vice President Jack Caffey for helping to wrap up this one. In Philadelphia we wrapped up two contracts: Coleman Launch and IOT. The IOT negotiations, which have dragged on for several years, pertained only to the so-called non-supervisory personnel. The company refused to negotiate with the Union in regards to the captain, the chief mate and the barge captains. The matter is presently tied up in courts. The IOT negotiations highlight up an important dilemma for this country and for the labor movement. How can workers and their unions make concessions to make companies more productive if they can't trust the companies' ultimate intention ? Labor-management relations are by nature adversarial. Yet a certain degree of cooperation and trust must (Continued on Page 17.) December 1986 I LOG I 11 �Linking Past and Present Independence Day Reminiscences on the Great Lakes By Rick Metcalf S ITTING in the darkened rec room with my watch partner and a few shipmates, we watched silently as the tall ships paraded by on the television screen, passing the l 00-year-old Statue of Liberty. The Fourth of July celebrations continued. We, however, were on Lake Superior downbound from Marquette, Mich. to South Chicago. The big Lakes freighter was heavy with red iron ore. It was rumored to be our last run for a few months. Over half the Great Lakes fleet was laid up; lack of cargo. The man on the television said it was warm and sunny in New York as 60,000 ships and boats peppered the harbor. A thousand miles away on the "sweetwater" of these freshwater seas, the skies were gray and cool. I told my shipmates about my visit last January to New York City-about how I ventured to the South Street Seaport, a collection of ships, exhibits, galleries and theaters near the Brooklyn Bridge. It was quite impressive, I told them. The creaking tall ships, the movies and the music all captured the aura and romance of I 9th Century sailenough to stir even the most dedicated landsman into casting off the lines and watching the last vestiges of land disappear. Afterward, I told them of my stroll southward to visit the Seaman's Church Institute, affectionately known as the ''doghouse'' which, for more than I 00 years, stood at the foot of Manhattan facing the harbor and the seas beyond. Built and staffed by the Episcopal Church, the Seaman's Church Institute was a sturdy respite from the perils of the big city (where too often a sailor's reward for months or even years at sea was a quick separation of his wages or even his life by untold numbers of con artists, pimps, crimps and bad women). The "doghouse" was a secure retreat where sailors of all creed and nationality could berth in safe and snug quarters. Mail and messages could be sent and received, gear stowed, and the mind, body and spirit administered to. And for many seafarers, this was their only home from the sea. Yes, I told them all this-and how clearly I recalled that sharp January afternoon and how my head seemed to boil with the echoes ofjackhammers A modern skyscraper in New York's Wall Street district serves as a backdrop for a mast of the square-rigger Wavertree. Now a part of the South Street Seaport Museum in New York City, the Wavertree is one of the few square-riggers left that tell the tale of a bygone sailing era. (Wide World Photos) as workmen split apart the last few standing walls of the Institute. Land is very valuable in New York City, especially in the financial district. The man on television quoted Conrad and Melville liberally: ''. . . a universe unto itself,'' ''Whenever I grow weary ... " For many men and women whose calling is the sea, the works of Melville and Conrad hold a deep and personal meaning. ''And it is a very fine feeling, and one that fuses us into the universe of things, and makes us a part of the All, to think that, wherever we ocean-wanderers rove, we have Information, Please still the same glorious old stars to keep us company: that they still shine onward and on, forever beautiful and bright, and luring us, by every ray, to die and be glorified with them." Maybe this passage was written by Melville on the site of the "dog- house." He once had a house there. Inside the Institute was the Conrad Library, displaying a large wooden bust of Conrad alongside some personal articles and manuscripts. He was one of us. The man on television said, ''This Liberty Centennial and the tall ships should remind us that as a nation we should preserve our maritime history and heritage." How simply we like to remember our past. And in the process of romanticizing it, we make it neat and tidy by jerking the link of the present from the past. But one would be a fool to say a modem container ship or a squat oil tanker is as graceful as a tall ship which sailed when much of the world and our souls were still a mystery. Of course, the ships have changed as have the men; steam for sail, satellites for stars, a VCR for a concertina, a vocation instead of a sentence. Yet much hasn't changed; the fear, the isolation, the bone-crushing loneliness that no woman or bottle can cure. And who will tell me New York is any safer now than in the past? Let me ask how many citizens whose pride swelled with the tall ships' parade or found the South Street Seaport's display of 19th Century sailing life "quaint" recoil at the sight of his contemporary staggering by-lost-or by the rage of the dispirited men in the seamen's union halls waiting for the non-existent jobs with an everdwindling U.S. merchant fleet. I presume it's safer to keep our seafaring present in the past-a phantom like the billowing sails ready to be unfurled at the next celebration or when a gentrification project needs a theme. Men encased in glass can never ask for too much. Before I could complete my tale, my watch partner and I were called out on deck to secure cargo hatches. A rain squall blew in from the East, the drops tasting bitter on that Fourth of July afternoon. .g;#/f( toad* The law office of Birnberg & Associates is representing Louis Mora and is seeking witnesses to an accident which Mr. Mora suffered on the Overseas Juneau on Dec. 7, 1983. A seaman named Jesus is believed to have seen this accident. Any witness should contact the LOG office in Camp Springs, Md. as soon as possible(301) 899-0675. Anyone having information on the SS John Barry, sunk Aug. 28, 1944, or information on Purser G.L. Richards, please contact Kerry McCarthy at (202) 331-8160. 12 I LOG I December 1986 FRO YOUR UNION'S OFFICERS and ~ .,_ -~<­ .,~, ... ' Stall ~~~~ �Seafarers Display Skills Smithsonian Highlights Century Of U.S. Labor The Seafarers were the center of attention when the Smithsonian Institution opened a two-day conference last month on American Labor History. The focus of the conference, which was a celebration of the heritage and accomplishments of American workers over the past 100 years, was a live exhibition of the skills of American craftsmen. The conference and exhibit was held at the Smithsonian's National Museum of American History in Washington, D.C. At an opening night reception, AFLCIO Secretary-Treasurer Thomas R. Donahue congratulated the Smithsonian for giving the public an opportunity to see the kinds of craftsmanship in live demonstrations ''that has created most of the artifacts that are kept under glass and behind velvet ropes throughout this museum and others like it." Donahue noted that Dec. 10 marks the lOOth anniversary of the day the American Federation of Labor was formed with Samuel Gompers elected as its first president. Among the labor unions which participated in this first in a two-year series of exhibits were the Graphic Communications Union, Bakery, Confectionery & Tobacco Workers, Hotel & Restaurant Employees, Clothing & Textile Workers, Communication Workers and the Flint Glassworkers. The Seafarers drew large crowds of interested adults and delighted children to the area where the maritime industry has a permanent exhibit in the museum. The SIU's executive chef at its training and upgrading school in Piney Point, Romeo Lupinacci, sculpted fancy hors d' oeuvres which were savored by grateful spectators. Jim Moore, also from the SHLSS, captured everyone's attention with his hands-on display of the art of marlinspike seamanship. And Bud Adams, from the school's arts & crafts department, brought to life the skill and history of scrimshaw. Seafarers and their families who are planning visits to Washington are urged to drop by the Museum of American History's maritime exhibit to see the many photos, models and artifacts which trace the proud history of American seafaring men and women. AFL-CIO Secretary Treasurer Tom Donahue welcomed visitors and trade unionists to the first in a two-year series of exhibits on Labor in America that are on display at the Smithsonian Institution. Chef Romeo Lupinacci delighted visitors with his culinary treats and snacks. Jim Moore, Lundeberg School deck instructor, demonstrated the art of marlinspike seamanship, including some fancy ropework, to delighted children and adults. This is an example of the ancient mariner art of scrimshaw by SHLSS instructor Bud Adams. SHLSS Arts and Crafts Instructor Bud Adams sketched a scrimshaw design on glass to show visitors how the detailed drawings for scrimshaw are begun with a first draft. December 1986 I LOG I 13 �I Cruise Ship Health Exams Begin Again by Hill Order Help Is Available refrigeration , sanitation and crew cleanliness. When the CDC announced the inspection halt , the number of ships failing the exams was climbing. But the CDC cited improving records for the cruise vessels and said the industry was capable of policing itself. After the uproar, a group of House and Senate conferees meeting on federal health appropriations ordered the CDC to begin the health inspections once again. They will begin Jan. 1. In March when the Centers for Disease Control (CDC) announced it was dropping its health and sanitation inspections of foreign-flag cruise ships calling at U.S . ports , it created an uproar from Congress, health officials and consumer groups. Last month the CDC said it would begin the inspections again. At the time of the program's cancellation, more than 40 percent of the ships were given failing marks in 1985. The inspections cover water, food , Help A Friend Deal With --- ~ ~ IrlG=J~ Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lud to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SI members who are fighting the same tough battle he is back to healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. .__ a \ 1-------------------------------, : I I : I I : l Alcoholic Rehabilitation Center I am in1ere,1cJ in allcn<lrng a "'"''eek pmgrall' al lhe Alcoholic I Rehahiln.ati<>n Cenler. I un<ler-tanJ tha1 all my me<lical and counseling I recnr<h "ill t>c kepi 'lricll~ ronfidential. and 1hat the~ will nnt be kept I an~ where c"cpt al The tenter. 'lame I I I Audre" I . . . •• ... .. ( ~1rcc1 or RFD ) Book " · ...••....... 1Sta1cl <Zip) I I : I Tclcph<>ne '-n................ . "1 ail 10: THF. CF. TF.R Siar Route Rox 153-A Valle~ Ltt. '1d. 20692 ______________,_______________________________ _ J I I or rnll. ~4 }1111,n-a-dm·. 1301) 9CJ4-00JO If You Think You Have a Drug or Alcohol ProblemThen You Have a Problem Millions of Americans have turned to drugs and alcohol to avoid problems they encounter in their personal and professional lives. Whether they know it or not, these people have taken on more than they can handle. Drugs and alcohol are killers. For some people, like basketball star Len Bias, death can come right away. For others, it comes only after years of decline, which are marked by ill health, worry, financial insecurity and family problems. The effects of alcohol and drug abuse are not confined to the addict. The New York Department of Health reports that two-thirds of all alcoholics seeking treatment in city clinics had at least one alcoholic parent. One recovering alcoholic said recently that he decided to seek treatment when he became aware of what his addiction was doing to his family. ''How could I be there for my kids when I wasn't even there for myself?'' he said. It is conservatively estimated that drug and alcohol abuse costs American businesses tens of billions of dollars each year in lost productivity, absenteeism and work-related accidents. For some companies, it is the difference between staying in business or relocating overseas. 1986 marked a turning point in the fight against drugs. Americans finally became aware of the dimensions of the drug problem in this country. As a result, the number of drug users as a percentage of the overall population is starting to decline. Unfortunately, those still using drugs are using more potent and dangerous chemicals, such as MDA and crack. Private clinics are flooded with people who are trying to beat their drug and alcohol addictions. Yet there aren't enough private facilities in this country to accommodate this increased demand. People often have to wait months to get accepted to programs that cost several thousand dollars a month. * * * Seafarers who become addicted to drugs or alcohol are lucky in the sense that they can make use of the Seafarers Addiction Center in Valley Lee, Md. As long as they meet the eligibility requirements, it won't cost them a dime, and there's usually not that much of a wait. The program was started more than 10 years ago, before alcohol and drug abuse became a fashionable issue. This says a lot about the foresight of this Union and its leadership. To date more than 670 of your fellow Seafarers have regained their sobriety and drug-free status by making use of this program. If you think that you might have a problem with drugs or alcohol, then contact your Port Agent. It might be the most important contact you make in your lifetime. And, don't worry-your coq.fidentiality will be respected . /)RUGS' ARE ,t:()R f)lJNCES'{/ YOU CAN 9TOP ANO eEr NELP/ CON?'ACT YOUR POR7AGENT OR ~IU /JRU6 I I AND ALCOllOl PROGRAM PINEY POINT, MD. DOI/ /VOW/ AT 14 I LOG I December 1986 �New Hospital Ship Christened by Bob Borden, PAO, MSCPAC The world 's largest hospital hip was christened in San Diego, Calif. Nov. 8 at a shipyard that's also building her twin sister. The USNS Mercy {T-AH 19), the third American hospital ship to bear that compassionate name, was officially christened when guest of honor and newspaper publisher Helen K. Copley smashed the traditional bottle of champagne into the hull of the 894-foot long ship built by National Steel and Shipbuilding Company. Mercy and her twin, the USNS Comfort (T-AH 20), will be crewed by 68 MSC mariners. The floating hospitals, larger than any on shore naval medical facility, will be staffed by about 1,300 medical and support personnel when fully operational. The ships are designed to be floating surgical hospitals with a mobile, flexible response capability to provide acute medical care in support of amphibious task forces. Ten years ago, the since-converted ships were being built by NASSCO as 90,000 dwt supertankers to haul Mideast crude oil through the Suez Canal. The USNS Mercy (T-AH 19) on sea trials off San Diego, Calif. (Photo courtesy of NASSCO) Laid up several years later when too much oil glutted world markets, the concept of converting existing tankers to hospital ships was first proposed. Not only could the government save money and time working with a ship already built, reasoned naval architects, but also the added advantage of supertankers was their low center of gravity which reduces roll, a comfort to patients and crew alike. NASSCO won a $400 million contract to convert the two ships to hospital vessels in 1983. The Navy has since spent another $110 million out- fitting the ships with the latest medical equipment.' The floating hospitals each have a total patient capacity of 1,000 beds (the average U.S. hospital has 300 beds), 12 operating rooms, radiological services, medical laboratories, dental service, physical therapy and burn care facilities, an optometry lab, a pharmacy, a morgue and two oxygen producing plants. The ships' massive landing pads are large enough to accommodate the military's biggest helicopters. ''Under the old concept of hospital ships, the idea was to carry casualties M SC's Safety Poster Walks Away With Honors Two MSCPAC employees and the command itself walked away with first place honors in the marine safety poster contest at the National Safety Council's annual congress in Chicago recently. The Golden Safety Poster Award was given to Jack Reich, head of MSCPAC's safety branch; Steve McKnight, an MSCPAC illustrator, and to Military Sealift Command, Pacific, for the creation of a poster that promotes safety in the marine indus- try. The National Safety Council is composed of government and industry representatives to promote safety and occupational health at home and at work sites. Reich and McKnight teamed up a few months ago for the design of their winning safety poster as part of an overall plan to get the message out about safety. The National Safety Council, which automatically had rights to all poster submittals, will reproduce the MSCP AC design and provide it to Accepting first place honors in the marine safety poster contest are (I. tor.) Jack Reich, Capt. W. T. Dannheim and Steve McKnight. Council members nationwide. MSCPAC's entry was creative, informative and thought provocative," said Frank J. Poliafico, awards committee chairman, when he announced the poster contest winners. ''The command obviously has a winner's attitude toward safety, and for this we admire MSCPAC.'' At the same time Reich was in Chicago Oct. 20 to accept the safety poster award, Capt. William T. Dannheim, COMSCPAC, was sending a message to all MSCPAC ships commending them for their efforts in reducing lost-time injuries. In fiscal year 1984, President Reagan set a government-wide goal to reduce work injuries in the federal sector by 3 percent a year over a five-year period, using fiscal year 1983 as a baseline. With MSCP AC mishap figures compiled for the past three years, the command has attained a cumulative 15 percent reduction in lost-time injuries, far exceeding the presidential goal to date. Said Capt. Dannheim in his Oct. 21 message to MSCPAC ves els, "The continuing reduction in mishap rates onboard our ships is a tribute to the collective efforts of all hand . I commend you all for your effort in helping MSCP AC exceed the presidential goal for the third straight year. Well done." back home for care," said Albert Midboe, the MSC construction representative assigned to the T-AH project at NASSCO. "With these ships, a patient receives instant care." A licensed chief engineer, Midboe knows hospital ships. He first served on one with the Army Transport Service before that organization became part of MSTS in 1949. "We're getting a couple of pretty good ships at an economical price," he claims. "The ships had well known designs and propulsion plants which aren't terribly complicated." The USNS Mercy is driven by a single screw, geared steam turbine with 24,500 horsepower. The ship's four distilling plants produce 75,000 gallons of fresh water daily. Three 400-ton air conditioning plants will help keep hospital spaces comfortable. Originally scheduled to be maintained in a Reduced Operating Status in Oakland, Calif. with a five-day deployment capability, the USNS Mercy is now scheduled to go into service next March on a four-month goodwill tour to the Philippines. The purpose of the deployment will be to train MSC and Navy personnel in the operation and support of the ship and its embarked medical treatment facility during extended operations in a remote area. Coincidentally, it provides an opportunity to enhance the U.S. presence in the region and meet medical (Continued on Page 17.) Not Yet for Retro Money Although retroactive money was tentatively expected to be paid around Christmas time, the MSCPAC comptroller has now indicated that because of a major error in computing retroactive wages and overtime increases for unlicensed marine personnel, retro money will not be paid until late February or early March 1987. December 1986 I LOG I 15 �Safeguard Your Shipping ·ghts \ .J~ ! ~ /' I ''""'\ .., ~--..J-~ 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. DUES 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 respon- sibility 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. KNOW YOU RIGHTS - FINANCIAL REPORTS. T he constitution of the SIU Atlantic , Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership 's money and Union finances. The constitution requires a detailed audit by Certified Public Account ants every three months, which are to be submit1ed to the membership by the Secretary-Treasurer. A qu arterly 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 recommendation s. Members of this committee may make dissenting reports, specific recommendations and sep arate findings . TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. ..,,- KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail. return 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 16 I LOG I December 1986 KNOW YOUR IGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should ohtain copies of this 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. 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 memher may be discrimi nated against because of race . creed , color. sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111n1111111111111n111111lll1111111111111111n1111111111111111111111111n1111111111111111111111111111111 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 membership. This established policy has been reaffirmed by membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU 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 attempt to require any such payment he 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 headquarters. SEAFARERS POLITICAL ACTIVITY DONATION --SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. but not limited to, furthering the political. social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All 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 ahove improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPAD to protect and further your economic, political and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ~ 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, Md. 20746. �cove Leader Passes Through Panama canal S. Byerley, OMU A. Sharif, asst. cook Last month, R.A. McClean, master aboard the Cove Leader (Cove Shipping Inc.), sent us some photos of the vessel's crew. Here are a few more, including (above) G. Carter, OMU. A. Flatts, GSU USNS Mercy (Continued from Page 15.) training and care needs of the Philippine people. The Mercy's medical teams, consisting of military and civilian medical personnel (both U.S. and Filipino), will provide health care and preventive advice, training, consultation and patient screening. Detailed planning for this mission i currently under way. The USNS Mercy is expected to be delivered to MSC in mid-December. A Post Delivery Availability, along with crew training and the onloading of supplies and provisions, will keep the ship in San Diego until late February. The ship will deploy on her humanitarian mission in March. The Mercy's pro pective commanding officer i Capt. Richard Hosey , a 34-year veteran of MSCPAC. Capt. Ho ·ey is no stranger to taking hips out of the yard and out to the open sea. He's done it before with a tracking ship, a survey vessel, an ammunition ship, and now the Mercy. "This can be a frustrating time for those of us who will crew the ship , '· says Hosey. "Someone else is administering the shipbuilding contract for a vessel we have to sail, and we have L. Thrasher, steward/baker E.Ott,AB little say over how the ship is built or converted.'' Capt. Ho ey, Chief Engineer Dennis Leggett and a few other prospective crewmembers have spent the past two month climbing up, down and around the massive ho pital ship attempting to learn everything they can about the vessel. They've taken detailed notes, scanned blueprint and technical specifications and submitted some recommendations to the Supervisor of Ships and the MSC construction representative to help bring the hip into compliance with MSC rules and regulations. "We 're trying to identify all the deficiencies of the hip which mu t be corrected before we sail, and those that can be deferred," aid Capt. Hosey, working out of a mall trailer hi five-per on crew hare with the MSC con truction repre entative at N ASSCO. U ing hi experience aboard the USNS Kilauea, Ho ey recently wrote a 78-page operation, manual for the ho pital hip. "The INSURV board liked it," he miled. Though some problem. urfaced during the Mercy's sea trial in late October. the re olution of the problem. is ongoing and Navy official expect the hip to deploy as planned. Unlike other MSC hip with the familiar gold and blue ·tripes on the ship stacks, the USNS Mercy and the Comfort will carry no other markings other than red crosses against the allwhite ships. Military or government markings on hospital ships are prohibited by the Geneva convention agreements which cover such items as maritime warfare and the treatment of prisoners of war. Old-Timers earner Vice Presidents' Report (Continued from Page 11.) exi t if this country is to get on with the business at hand, which is to make American products more competitive. In New York, the Maritime Port Council there handed out its annual Paul Hall Award to Morty Bahr, president of the Communications Workers of America. SIU Pre ident Frank Drozak appeared at the dinner. He poke of Bahr' many contribution to the labor movement, especially in the field of organizing. Drozak also gave a frank as e sment of the state of the industry. "Maritime t dying," he told the 1,000 people in attendance. "We've gone past the point of no return." He pledged to devote hi full energie in per uading the 1OOth Congrc s to enact a trade policy. Pensioner Reino J. Pelaso (P-8) from Vallejo, Calif. sends his Christmas greetings along with a photo of his latest catch. Seems Reino had a good year fishing in San Pablo Bay and Bodega Bay, hooking four sturgeon (25-100 lbs. each), 15 salmon (5-15 lbs.) and 80 pounds of rockfish. "I wish to say hello to all my old shipmates. I hope everyone has a Merry Christmas and that the New Year wiU be good to all my friends." December 1986 I LOG I 17 �Lennard Edward Fuller r., 74, joined the SIU in the port of Houston in 1957 sailing both deep sea and inland. From 1956 to 1972 he sailed as a mate and captain for · G & H Towing. Brother Fuller was a former member of the NMU from 1941to1953. HewasborninLynchburg, Texas and is a resident of Baytown, Texas. Deep Sea George Adamisin, 62, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Adami sin was born in N anty Glo, Pa. and is a resident of Pittsburgh, Pa. A.G. Alexander, 62, joined the SIU in 1947 in the port of Galveston sailing last as a recertified bosun. Brother Alexander graduated from the Union's Recertified Bosuns Program in 1975. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beers and last shipped out of the port of Houston. Seafarer Alexander is a veteran of the U.S. Navy in World War II. A native of Arkansas, he is a resident of Milan, Texas. Fred C. Gissubel, 63, joined the SIU in the port of New York in 1976 sailing as a recertified chief steward. Brother Gissubel graduated from the Union's Recertified Chief Stewards Program in 1981. He began sailing during World War II. A native of New York City, he is a resident of Deerfield Beach, Fla. Carl Harcrow Jr., 65, joined the SIU in the port of Houston in 1970. He sailed as an AB, most recently aboard the MV Aurora. Brother Harcrow was a former member of the NMU. He is a veteran of the U.S. Navy during World War II. Seafarer Harcrow was born in Little Rock, Ark. and is a resident of Franklin, Texas. David Huffer Ikirt, 66, joined the SIU in 1947 in the port of Philadelphia. He last sailed as an AB and deck delegate out of the port of San Francisco. Brother Ikirt also sailed during the Vietnam War and walked the picket line in the 1946 General Maritime beef. He was born in Dayton, Ohio and is a resident there. Bennie J.B. Anding, 58, joined the SIU in the port of Lake Charles, La. in 1953. He sailed as a cook, most recently out of the port of Houston. Brother Anding began sailing during World War II. He was born in Louisiana and is a resident of Orange, Texas. Edgar Bivens, 62, joined the SIU in the port of Mobile in 1969 sailing as a cook. Brother Bivens last sailed aboard the SS Navigator. He is a veteran of the U.S. Army during World War II. Born in Mobile, he is a resident there. - Clyde Allen Kent, 58, joined the SIU in 1948 in the port of Norfolk. He sailed as a deck delegate and recertified bosun last aboard the Bay Ridge out of the port of Baltimore. Brother Kent graduated from the Union's Recertified Bo suns Program in 1982. He hit the bricks in the 1946 General Maritime beef. Seafarer Kent was born in Danville, Va. and is a resident of Laguna Hills, Calif. Edelmiro Colon, 61, joined the SIU in 1945 in the port of San Juan, P.R. sailing as a chief cook. Brother Colon was born in Puerto Rico and is a resident of Caguas, P.R. Henry Joseph Koppersmith, 58, joined the SIU in 1946 in the port of Mobile sailing as a cook. Brother Koppersmith last rode the SS San Pedro. He was born in Mobile and is a resident there. Billy Gailian Edelmon, 59, joined the SIU in 1946 in the port of New York. He last sailed as a recertified bosun out of the port of Honolulu, Hawaii. Brother Edelmon graduated from the Union's Recertified Bosuns Program in 1975. He also sailed during World War II. Seafarer Edelmon was on the picket line in the 1946 General Maritime beef and attended the 1971 Piney Point Crews Conference. Edelmon was a former member of the SIUmerged Marine Cooks and Stewards Union and the Operating Engineers Union. Bosun Edelmon is a veteran of the U.S. Army during the Korean War. Born in Houston, he is a resident nf Honolulu. Horace Carl Long Jr., 59, joined the SIU in 1946 in the port of Savannah, Ga. He sailed as a cook, most recently out of the port of San Francisco. Brother Long was on the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. He is a veteran of the U.S. Navy during the Korean War. Seafarer Long was born in Titusville, Fla. and is a resident of San Francisco. John Fanoli, 61, joined the SIU in 1947 in the port of New York sailing as a cook. Brother Fanoli hit the bricks in both the 1946 General Maritime and the 1965 District Council 37 beefs. He is a veteran of the U.S. Navy in World War II. Seafarer Fanoli was born in New York City and is a resident of Brooklyn, N.Y. Peter Lypen, 61, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Lypen worked on the Sea-Land Shoregang, Port Elizabeth, N.J. in 1981. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Lypen attended the U.S. Military Transport Command School, Sheepshead 18 I LOG I December 1986 ,., Bay, Brooklyn, N.Y. in is a veteran of the U.S. the Korean War. Born in sey, Lypen is a resident beth, N.J. 1943. He Army in New Jerof Eliza- Warren Manuel Sr., 55, joined the SIU in the port of Lake Charles, La. in 1952 sailing as an AB last out of the port of Houston. Brother Manuel is a veteran of the U.S. Army during the Korean War. He was born in Mamou, La·. and is a resident there. Cecil Harles Martin, 62, joined the SIU in the port of Mobile in 1950 sailing last as a chief cook. Brother Martin was on the picket lines in 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. He was born in Alabama and is a resident of Mobile. Wilbert James Miles Sr., 60,joined the SIU in the port of Mobile in 1951 sailing as a chief steward. Brother Miles was born in Mobile and is a resident of Prichard, Ala. John Dow Moore, 65, joined the SIU in the port of New York in 1951. He sailed last as a recertified bosun out of the port of Houston. Brother Moore graduated from the Union's Recertified Bosuns Program in 1975. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Moore is a veteran of the U.S. Marine Corps in World War II. A native of New Orleans, he is a resident of Houston. Richard Ward Moore, 65, joined the SIU after attending a training program at the SIU's Andrew Furuseth School. Brother Moore last sailed as an AB out of the port of Jacksonville. He is a veteran of the U.S. Navy in World War II. Seafarer Moore was born in Dunn, N.C. and is a resident of Jacksonville. Jimmie Lee Morris, 56, joined the SIU in 1949 in the port of Tampa sailing last as a recertified bosun. Brother Morris last shipped out aboard the OM/ Champion from the port of Jacksonville. He was on the picket line in the 1946 General Maritime beef. Seafarer.Morris was born in Pensacola, Fla. and is a resident of Fort McCoy, Fla. Guillermo Ortiz, 62, joined the SIU in 1949 in the port of Philadelphia sailing last as a chief electrician out of the port of Santurce, P.R. Brother Ortiz hit the bricks in the 1946 General Maritime, 1947 Isthmian, 1948 Wall St. and the 1961 Greater N. Y. Harbor beefs. He is a veteran of the U.S. Army in World War II. Seafarer Ortiz was born in Ponce, P.R. and is a resident of Bayamon, P.R. (Continued on Page 19.) �. . C a t Guard in World II. Riutta was born in Astoria, a resident of Las Vegas, William "Bill" Maurice Parker, 61, joined the SIU in 1945 in the port of Mobile. He sailed as bosun. Brother Parker graduated from the Union's Recertified Bosuns Program in 1975. He last shipped out of the port of New Orleans. Parker walked the picket line in the 1946 General Maritime beef. He was born in Illinois and is a resident of Lacombe, La. Emil Henrick Riutta, 65, joined the SIU in the port of Seattle in 1957 sailing as an oiler. Brother Riutta last sailed out of the port of San Francisco. He was on the picket line in the 1961 Greater N.Y. Harbor beef. Seafarer Riutta was a former member of the Teamsters Union, Local 569 and is a veteran Raymond John Christina, 66, joined the Union in the port of Duluth, Minn. in 1956 sailing as a FOWT. Brother Christina last sailed out of the port of Algonac, Mich. He is a veteran of the U.S. Navy during World War II. Laker Christina was born in Houghton, Mich. and is a resident of Hubbell, Mich. Ray Ellis Schrum, 58, joined the SIU in 1947 in the port of Miami, Fla. He sailed last as a recertified bosun aboard the MV Courier out of the port of Houston. Brother Schrum graduated from the Union's Recertified Bosuns Program in 1976. He was on the picket line in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Schrum was born in North Carolina and is a resident of Lincolnton, N.C. (Continued from Page 18.) Stanley "Stan" Partyka, 57, joined the SIU in 1947 in the port of Mobile sailing last as a bosun out of the port of New York. Brother Partyka graduated as a 3rd mate from the HLSS-MEBA District 2 Deck Officers Training School, Brooklyn, N.Y. in 1966. He was on the picket line in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Partyka also attended Piney Point Crew Conference No. 9 in 1970. Born in Pennsylvania, he is a resident of Chicago, Ill. Great Lakes Albert Joseph Verwilt, 69, joined the SIU in the port of New York in 1961 sailing last as a chief electrician. Brother Verwilt also sailed during World War II. He hit the bricks in the 1962 Robin Line and the 1963 Rotobroil beefs. Seafarer Verwilt worked on the Sea-Land Shoregang, Port Elizabeth, N.J. from 1971 to 1978 and also at the Federal Shipyard, N.J. from 1939 to 1944. Born in Hoboken, N.J., he is a resident of Highlands, N .J. ......... L... 'm George L. Vourloumis Sr., 62, joined the SIU in 1943 in the port of New York. He sailed deep sea from 1942 to 1962 and inland from 1962 to 1986 for Independent Towing. Brother Vourloumis last sailed as a recertified chief steward aboard the SS Caguas. He is a veteran of the U.S. Navy in World War II. Seafarer Vourloumis was born in Fitchburg, Mass. and is a resident of Philadelphia. Summary Annual Report Seafarers Pension Plan This is a summary of the annual report of the Seafarers Pension Plan EIN 13-6100329 for the year ended Dec. 31, 1985. 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 $20,887,199. These expenses included $2,749,495 in administrative expenses and $18,137,704 in benefits paid to participants and beneficiaries. A total of 18,444 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, wa $343,248,323 as of Dec. 31, 1985, compared to $294,255,794 as of Jan. 1, 1985. During the plan year the plan experienced an increase in its net assets of $48,992,529. This increase included unrealized appreciation or depreciation in the value of plan 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 $47 ,232,448, including employer contributions of $7 ,930,434, gains of $9,460,509 from the sale of assets, earnings from investment of $29,639,855 and other income of $201,650. MINIMUM FUNDING STANDARDS An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the minimum funding tandards of ERISA. * * * Summary Annual Report Great Lakes Tug & Dredge Pension Fund 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, 1985. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). Donald D. Witt Menter Sr., 51 , joined the Union in the port of Sault Ste. Marie, Mich. in 1961. He sailed as an oiler for the Great Lakes Dredge and Dock Co. from 1957 to 1986, most recently out of the port of Cleveland, Ohio. Brother Menter was a former member of the Laborers Union. He was born in Oswego, N.Y. and is a resident of Conneaut, Ohio. Henry Reinhold Schultz, 65, joined the Union in the port of Alpena, Mich. in 1960 sailing as a wiper and gateman. Brother Schultz last shipped out of the port of Algonac, Mich. He was born in Hubbard Lake, Mich. and is a resident of Hudson, Fla. Shipping Rules Copies of the Shipping Rules as amended by the Seafarers Appeals Board through Sept. 15, 1986 are available on request by contacting the Seafarers Appeals Board at 5201 Au th Way, Camp Springs, Md. 20746. BASIC FINANCIAL STATEMENT Benefits under the plan are provided by the Trust. Plan expen e were 539,518. These expenses included $103,779 in administrative expenses and $435,739 in benefits paid to participants and beneficiaries. A total of 552 per ons 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 $10,540,242 as of Dec. 31, 1985, compared to $8,692,743 as of Jan. 1, 1985. During the plan year the plan experienced an increa e in its net a sets of $1,847,499. This increase included unrealized appreciation in the value of plan 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 $1,641,211, including employer contributions of $239, 758, employee contributions of$96,204, gains of $521,395 from the sale of assets, and earnings from investment of $783,854. - MINIMUM FUNDING STANDARDS An actuary's statement shows that enough money was contributed to the plan to keep 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: 1. An Accountant's report 2. Assets held for investment 3. Tran actions in excess of 3 percent of plan assets 4. 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 $4.10 for the Seafarer Pension Plan report and $1.90 for the Great Lakes Tug and Dredge Pension Plan report, or $.10 per page for any part thereof. You also have the right to receive from the plan administi:ator, 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 statement and accompanying note 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 furni hed 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 Disclosure Room, N4677, Pension and Welfare Benefit Programs, Department of Labor, 200 Constitution Ave., N.W., Washington, D. C. 20216. December 1986 I LOG I 19 - �Pensioner Leonard Stanaslaus Bugajewski, 72, passed away on Nov. 9. Brother Bugajewski · joined the SIU in 1943 in the port of New York. He sailed last as a bosun and quartermaster during the Vietnam War. He hit the bricks in the 1947 Isthmian beef. Seafarer Bugajewski was born in Delaware and was a resident of Aberdeen, N .J. Surviving are his widow, Alice; a brother, Bernard of Chester, Pa., and a sister, Mary Connaugh of the Bronx, N.Y. Pensioner George F. Butler, 64, succumbed to heart-lung failure in the Dominquez Valley Medical Center, Long Beach, Calif. on Oct. I. Brother Butler joined the SIUmerged Marine Cooks and Stewards Union in the port of Wilmington, Calif. in 1958 sailing last as a chief steward. He was born in Los Angeles, Calif. and was a resident there. Burial was in the Woodlawn Park Cemetery, Colma, Calif. Surviving are his widow, Bertha and a daughter, Ara Griffith of Sacramento, Calif. Pensioner John James Cox, 94, succumbed to pneumonia at home in Tempe, Ariz. on Oct. 18. Brother Cox joined the SIU in (a charter 1938 member) in the port of Baltimore, sailing last as an oiler. He hit the bricks in the 1946 Greater Maritime, 1963 Rotobroil and the 1965 District Council 37 beefs. Seafarer Cox was born in London, England and was a naturalized U.S. citizen. Cremation took place in the East Valley Crematory, Mesa, Ariz. Surviving is a daughter, Janice Dawe of Tempe. Pensioner Wilson FrampRandolph ton, 89, passed away in November 1983. Brother Frampton joined the SIU in 1943 in the port of New Orleans sailing last as an oiler. He was born in Huntington, W.Va. and was a resident of New Orleans. Pensioner Fortunato N. Drilon, 88, passed away in the St. Francis Hospital, San Francisco on Oct. 12. Brother Drilon joined the SIU in 1948 in the port of New York sailing as a cook for 50 years. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Drilon was born in the Philippines and was a resident of San Francisco. Interment 20 I LOG I December 1986 was in Holy Cross Cemetery, Colma, Calif. Surviving are his widow, Jung Soon; a son, Jame, and a brother, Felix of Cerigara, Leyte, P .I. Bernard Raymond Kitchens, 67, died on Oct. 30. Brother Kitchens joined the SIU in 1943 in the port of Savannah, Ga. He sailed last as a recertified bosun aboard the Sea-Land Producer from 1985 to 1986. He graduated from the Union's Recertified Bosuns Program in 1979. Seafarer Kitchens walked the picket line in the 1961 Greater N. Y. Harbor beef. Born in Georgia, he was a resident of Savannah. Surviving are his widow, Hattie and a daughter, Nannie of Adrian, Ga. Pensioner Daniel Gerald "Jerry" Lynch, 75, died of a heart condition in the Kaiser Hospital, Portland, Ore. on Nov. 6. Brother Lynch joined the SIU-merged Marine Cooks and Stewards Union in 1943 in the port of Seattle. He last sailed as a chief steward aboard the SS Hawaiian Refiner in 1970. He sailed his first ship, the SS George H. Harris as a steward utility in 1943. Seafarer Lynch was a veteran of the North Dakota National Guard and was a former member of the Knights of Columbus. Born in Scott Mills, Ore., he was a resident of Portland. Pensioner Jack Baron Mauldin, 75, passed away on Oct. 27. Brother Mauldin joined the SIU in 1946 in the port of New Orleans sailing last as a cook. He began sailing in 1929. Seafarer Mauldin was on the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. He attended a Piney Point Educational Conference and was a veteran of the U.S. Navy before and during World War II. Leathercraft was his hobby. A native of North Carolina, he was a resident of Gretna, La. Surviving are two daughters, Evelyn Lovalla of Gretna and Marlene Lee of San Pablo, Calif., and a sister, Mrs. R.R. Vaughn of Ft. Myers, Fla. Pensioner Walter Frederick Mueller, 84, passed away on Nov. 9. Brother Mueller joined the SIU in 1945 in the port of Tampa, Fla. sailing last as a bosun. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beef . Seafarer Mueller attended the 1972 Piney Point Educational Conference. Bosun Mueller was born in Germany and was a resident of Tampa. Surviving is his son, James of West Milton, Ohio. Pensioner Emile Joseph Olive, 69 succumbed to heart failure at home in Pennsville, N.J. on Sept. 30. Brother Olive joined the SIU in 1947 in the port of New York sailing last as a bosun and deck delegate. He was on the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Olive was born in Charlotte Amalie, St. Thomas, V .I. Surviving is his widow, Grace. Pensioner Sloan Mitchell Orr, 65, died on Oct. 9. Brother Orr joined the SIU in the port of New York in 1950 sailing last as a FOWT. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Orr was a veteran of the U.S. Navy in World War II. Born in Walhalla, S.C., he was a resident of Jacksonville. Surviving is his sister, Katie O'Berry of Cashiers, N.C. Pensioner William Ansell Pittman, 63, died on Oct. 13. Brother Pittman joined the SIU in 1942 in the port of New Orleans sailing last as a bosun. He was born in Louisiana and was a resident of Ponchatoula, La. Surviving is his widow, Mabel. Catherine E. Young, 38, died on Nov. 5. Sister Young joined the SIU in the port of Seattle in 1981 sailing as a saloon messwoman. She was born in San Francisco and was a resident of Seattle. Surviving are her parents, Mr. and Mrs. F.R. Young of Concord, Calif. Pensioner Hipol. ito Sanchez Ramos, 78, passed away on Nov. 16. Brother Ramos joined the SIU in 1939 in the port of New York sailing last as a bosun. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Ramos was born in Arecibo, P.R. and was a resident of Baltimore. Surviving is his widow, Antonia. Pensioner Clarence Eugene Roney, 81, passed away on Nov. 15. Brother · Roney joined the SIU in 1947 in the port of Mobile sailing last as a FOWT. He was on the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Roney also attended the 1970 Piney Point Pensioners Conference No. 6. A native of Chatom, Ala., he was a resident of Mobile. Surviving is his widow, Alice. Pensioner Lawrence Smith, 69, died on Nov. 3. Brother Smith joined the SIU in 1947 sailing last as a cook. He was on the picket line in the 1946 General Maritime beef. Seafarer Smith was a veteran of the U.S. Army in World War II. Born in Gretna, La., he was a resident of New Orleans. Surviving is his widow, Inez. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, January 5 ................... 10:30 New York ............... Tuesday, January 6 ................... 10:30 Philadelphia .............. Wednesday, January 7 ................ 10:30 Baltimore ................ Thursday, January 8 .................. 10:30 Norfolk ................. Thursday, January 8 .................. 10:30 Jacksonville .............. Thursday, January 8 .................. 10:30 Algonac ................. Friday, January 9 .................... 10:30 Houston ................. Monday, January 12 .................. 10:30 New Orleans ............. Tuesday, January 13 .................. 10:30 Mobile .................. Wednesday, January 14 ............... 10:30 San Francisco ............ Thursday, January 15 ................. 10:30 Wilmington .............. Tuesday, January 20 .................. 10:30 Seattle .................. Friday, January 23 ................... 10:30 San Juan ................ Thur day, January 8 .................. 10:30 St. Loui ................ Friday, January 16 ................... 10:30 Honolulu ................ Thursday, January 15 ................. 10:30 Duluth .................. Wednesday, January 14 ............... 10:30 Gloucester ............... Tuesday, January 20 .................. 10:30 Jersey City ............... Wednesday, January 21 ............... 10:30 a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. �Dlaest of Ships Meetlnas -,... t AMERICAN HERITAGE (Apex Marine), November 9-Chairman Donald D. Fleming; Secretary Jon Cruz; Educational Director R. Wilson ; Deck Delegate S. Perdiks; Engine Delegate William Casapo; Steward Delegate F. Gonzales. Some disputed OT was reported in the deck and engine departments. There is $1 00 in the ship's fund collected from an arrival pool. The chairman reminded all hands that the Union has a very good school in Piney Point, Md. and that qualified members should upgrade their skills and be prepared to fill the jobs available, especially on the military-contracted ships. Crewmembers also were told if they have a drinking or drug problem, they have a Union that cares and programs to help. "So take advantage of them because losing your papers is one thing, but if you lose your life or loved ones, you don't get a second chance." The educational director stressed the importance of contributing to SPAD. He noted that after six years of the Reagan administration, we should all know how important SPAD is for us-to make sure the Union has the resources to elect our friends who, in turn, will help us. All departments were given thanks for their hard work and for the smooth trip-especially the steward department. "Steward Jonny Cruz and Chief Cook Leopold Faulkner sure know how to feed a hungry sailor with all their goodies and spread. Too bad the ship will be laid up during Thanksgiving because we're going to miss out on some good food." Next port: Jacksonville, Fla. BALTIMORE (Apex Marine), November 1&-Chairman James S. Rogers ; Secretary Edward M. Collins; Engine Delegate Paul Summers; Treasurer Tom Herbert. No beefs or disputed OT. The captain reported that payoff would take place Nov. 20 and that the ship will remain in the shipyard for about 20 to 25 days. All crewmembers leaving the ship were reminded to return dirty linen to the dirty linen locker. New movies were one of the requests, and the patrolman will be asked about the possibility of getting some soon. A vote of thanks was given to the steward department for a job well done. Next port: Norfolk, Va. CONSTITUTION (American Hawaii Cruises) , October 1~Chairman D. Ellette; Deck Delegate J. Balentine; Engine Delegate G. Brown. The chairman noted that a new contract was signed, and the bosun has given a copy to each department delegate. So, if there are any questions about the contract, members should see either the bosun or their delegate. The Constitution is going into the shipyard at Aboard the MV Sugar Islander the end of November and is due out around Dec. 15. The ship should be back in Hawaii by Dec. 20. The chairman will keep the delegates informed as to specific dates. All communications have been read and posted. The bosun mentioned the importance of reading the LOG in order to be informed on what's going on in the Union. The new TVs and refrigerators for the unlicensed crew lounges were received , and a new TV, VCR and refrigerator have now been ordered for the pursers' lounge. The chairman gave the ships' committees and delegates a vote of thanks for their good work. Next port: Honolulu, Hawaii. GUS W. DARNELL (Ocean Ships), November 9-Chairman Louie Diesso; Secretary DA Brown; Educational Director H. Green; Engine Delegate Ronald Aubuchon; Steward Delegate Marc D' Ambrosio; Deck Delegate J. McPherson. No beefs or disputed OT. There is $200 in the treasury, shared jointly with the ship's officers. Members were urged to upgrade their skills at the training center in Piney Point, Md. A request was made on the part of the gang to have lifesaving equipment available during the cleaning of the tanks. Respirators should be checked, and a rescue demonstration be given. Next ports: Guam, Singapore and Japan. LNG LEO (Energy Transportation Corp.), November 2-Chairman John P. Davis; Secretary H. Jones, Jr.; Educational Director Roy C. McCauley. No beefs or disputed OT. There is $372.50 in the ship's fund. From that sum, "We have to buy a net for the swimming pool, so we won't lose the ball each time we play water polo." There is also $50 in the communications fund. The chairman reported that the ship will undergo the annual Coast Guard inspection during the northbound voyage. He reminded all hands, however, that safety is a daily concern-not just necessary at inspection time. He also mentioned the reports of meetings with other maritime unions regarding a possible .merger and believed that such signs are encouraging. "We've got to stick together." Movies are still a problem aboard ship. The same box of movies was received that was sent last year. A vote of thanks was given for all members aboard ship for the respect they are showing their fellow Seafarers by not slamming doors or playing radios loudly. A vote of thanks also went to the steward department for the pool parties and good food. Next ports: Osaka, Japan and Arun , Indonesia. OMI DYNACHEM (OMI Corp.), November 1&-Chairman Horace B. Rains ; Secretary Donnie W. Collins ; Educational This photo, sent to us by Chief Steward Milton Thrash, shows crewmembers enjoying one of the many fine cookouts aboard the Sugar Islander (Pacific Gulf Marine). Director Guy Venus; Deck Delegate Michael S. Pell; Engine Delegate John E. Trent; Steward Delegate Bruce Mesger. No beefs or disputed OT reported. The ship is to lay up in Jacksonville for repairs. Payoff will be Wednesday, Nov. 19. The repair list will be posted and all movies are to be returned to the movie locker. The secretary suggested that everyone read the LOG for up-to-date informaton on what's happening in the Union and in the maritime industry. He also stressed the importance of donating to SPAD. "SPAD helped to get us where we are. So let's all donate. Look at the last election and you can see what we can do together. " The educational director reminded anyone who wants to upgrade their skills-" lt's never too late to go to the SHLSS. " All kinds of courses are available. The steward suggested that one minute of silence be observed in memory of those who died aboard the OM/ Yukon during a recent explosion. A hearty vote of thanks was given to the steward department for the fine food and excellent menus. Next port: Jacksonville, Fla. ST AR OF TEXAS (Seahawk Management), November 1&-Chairman Gene Paschall ; Secretary J.R. Fletcher. No beefs or disputed OT reported . There is $32.20 in the ship's fund. Everything is going smoothly aboard the Star of Texas . The ship will pay off Tuesday, Nov. 18 in Norfolk. According to the chairman , " It has been a good trip with a very good crew. " The ship's fund is in the captain's safe and will be handled by the ship's chairman. Members report that they had a nice trip to Rotterdam, although they did encounter some rough weather on the way back. The crew is looking forward to shore time in Norfolk. A vote of thanks was given to the steward department for a fine job. STUYVESANT (Bay Tankers), November 9-Chairman NA Nagy; Secretary W.J. Smith ; Educational Director Rolando Gumanas. No beefs or disputed OT reported . The ship will pay off on arrival in Long Beach, Calif. on Nov. 15. Two ABs left the ship this trip due to medical reasons. One replacement came aboard in Valdez. Members talked about the future of shipping and the elimination of jobs on some ships. The importance of upgrading at Piney Point was stressed , especially to help train crewmembers for some of the newer, military ships. A vote of thanks was given to the bosun and deck department for refinishing the deck in the crew mess- _ room and a complete cleaning of the bulkheads. A vote of thanks also went to the steward department for their fine food and clean mess areas. Official ships minutes also were received from the following vessels: CAGUAS GOLDEN ENDEAVOR OAKLAND OVERSEAS CHICAGO PUERTO RICO SEA-LAND CONSUMER SEA-LAND EXPRESS Mt. Washington Crew Enjoys Barbeque """°"'' .· :. .; :•..·:;· ..... .. . . , .. ,~ ... . ::=: .· ·. ' 1111111 ....... ~ Chief Cook J .D. Wilson gets the steaks on the grill. Steward/Baker Nazareth Battle, Bosun William L. Davis and AB Robert S. Livermore are ready for the barbeque. Helping out with cooking and tasting are GSU John Briggs Jr., OS Julio C. Arzi and QMED Horacio A. Arnold. December 1986 I LOG I 21 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes NOV. 1-30, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac . . ............. .. .. . . Port Algonac . . .. . . ..... ... . ...... 0 12 3 ENGINE DEPARTMENT 18 0 0 5 0 STEWARD DEPARTMENT 8 1 0 0 4 0 0 19 0 6 0 0 Frank Drozak, President Ed Turner, Exec . Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 1 47 6 0 9 Port Algonac .... . . .... ... . . . ..... TOTAL SHIPPED All Groups Class CL Class L Class NP HEADQUARTERS ENTRY DEPARTMENT Port Algonac ..................... 0 0 12 0 0 73 8 0 2 1 1 22 Totals All Departments .. . ..... *"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. 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 4 40 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. Dispatchers Report for Deep Sea NOV. 1-30, 1986 Port Gloucester ... . ......... . . New York .... ... .. .. .... Philadelphia . . .. . ..... .... Baltimore ... . .. . ........ Norfolk ... . . . ... . . . ..... Mobile ........ . ........ New Orleans ... .. ........ Jacksonville ... ... ...... . . San Francisco . .. .. .... . .. . Wilmington . .... . . . . . . .. . Seattle ..... . . ...... .. .. Puerto Rico ... ... . . .. . . .. Honolulu .. .. . .. ... . . . .. . Houston .. . . ............ St. Louis ...... . .. .. ... .. Piney Point .. ... .. . .. .. . . Totals ... . .. ........... Port Gloucester .... .. . ... . . . .. New York . ........... ... Philadelphia .. . . . .. . .. . . .. Baltimore ... .. .. ........ Norfolk ......... .. . ... . . Mobile ... . .. ..... . ..... New Orleans . .. . ... . ..... Jacksonville .......... . .. . San Francisco .. . .. ........ Wilmington . .. . . .. . ...... Seattle . . ........... . .. . Puerto Rico .. . .......... . Honolulu . . . ............. Houston . . . . . . . . . . . . . . . St. Louis .. . ... . .... . .... Piney Point ....... . ...... Totals . .... ............ Port Gloucester ...... . ........ New York ... . ........... Philadelphia .............. Baltimore ............... Norfolk .. .... . .......... Mobile ................. New Orleans ............. Jacksonville .............. San Francisco . ............ Wilmington .............. Seattle . . ......... . . .. .. Puerto Rico .............. Honolulu ..... . ... . ...... Houston .... .. .......... St. Louis ... . .. . ......... Piney Point .. . . . .. . . ..... Totals ..... .. . ... ...... Port Gloucester ..... . .... . .... New York .. . ..... . ... . .. Philadelphia .... .. ... .. . . . Baltimore ......... .. . . .. Norfolk .. . ... .. .. . . ... . . Mobile .. .... . . . ... . .... New Orleans . . . . . ........ Jacksonville .. ... .. ... .... San Francisco .. . . . .... . .. . Wilmington .. .. . ..... . . .. Seattle .............. .. . Puerto Rico . ......... .. . . Honolulu ... ..... . .... ... Houston . . . .. . . . . ....... St. Louis .. ... . . ... .. .. . . Piney Point . ... . . . ... . . . . Totals .. ... . . .. . .. . . .. . ,.~ - 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio *TOTAL REGISTERED All Groups Class A Class B Class C 1 54 5 10 12 9 40 35 41 17 32 5 13 34 0 1 3 15 6 4 7 3 7 7 6 3 7 1 11 3 0 1 1 0 0 0 6 0 6 1 1 2 1 0 6 1 0 0 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 35 3 7 7 12 26 15 26 10 28 3 8 27 0 2 311 84 25 209 0 31 2 7 5 9 23 24 19 11 15 2 5 29 0 3 0 5 2 0 5 1 7 1 2 4 6 0 1 0 0 2 0 0 0 4 1 1 0 7 0 0 0 0 29 1 8 4 6 20 17 11 9 18 2 6 12 0 2 0 12 2 0 5 185 52 16 145 0 1 3 1 0 1 0 0 14 0 0 3 1 6 16 6 22 4 11 2 4 7 20 1 3 7 4 16 11 33 7 19 3 6 14 0 1 1 0 0 0 2 2 3 3 1 5 0 0 0 28 0 0 0 0 2 0 29 0 0 3 145 48 37 0 15 1 6 10 3 8 10 34 13 24 1 5 9 0 0 1 24 6 6 6 1 10 6 7 12 15 3 109 10 0 9 0 139 225 3 0 1 3 0 6 4 12 0 2 0 174 0 0 1 206 0 0 1 97 0 7 0 1 1 1 10 4 16 11 18 0 6 8 0 0 83 Trip Reliefs **REGISTERED ON BEACH All Groups Class A Class B Class C 1 0 0 1 4 0 4 1 1 3 0 0 10 2 0 1 0 0 0 0 2 1 3 0 1 1 1 0 4 0 0 0 0 9 2 0 1 1 12 4 7 4 4 4 17 7 0 0 73 575 141 28 1 5 0 0 1 0 3 0 1 4 7 0 8 3 0 1 0 0 1 0 0 0 4 0 1 0 10 0 0 0 17 0 9 0 1 2 0 3 4 1 4 6 1 7 5 0 1 4 64 3 6 8 10 41 34 37 21 35 17 2 50 0 5 2 8 4 4 8 3 10 4 8 4 9 0 11 2 0 8 0 1 0 0 1 0 2 66 13 ENGINE DEPARTMENT 0 1 34 STEWARD DEPARTMENT 0 3 1 0 2 1 0 2 3 0 0 2 25 0 0 3 0 0 0 0 0 0 1 0 3 0 0 0 14 0 0 0 42 18 ENTRY DEPARTMENT 1 14 1 1 6 5 5 5 6 7 6 0 81 6 0 10 154 0 3 0 1 2 0 6 2 15 1 2 0 126 1 0 0 159 Totals All Departments ...... 780 409 284 534 296 207 *"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 . 6 111 4 11 20 11 73 61 80 34 52 30 10 69 7 23 7 5 5 3 7 11 15 5 13 4 24 6 0 6 2 11 2 3 6 3 7 5 7 2 5 1 8 4 0 0 0 3 0 2 2 0 0 5 0 0 0 44 337 85 13 0 4 0 1 33 3 4 10 7 32 13 75 14 37 9 7 24 0 4 3 6 1 2 2 0 3 5 7 2 2 2 29 0 0 3 0 2 0 0 0 0 1 1 4 0 0 0 33 0 1 0 5 4 11 2 6 1 62 0 0 0 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave ., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 11 5 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 0 0 0 96 273 68 41 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 47 1 12 11 2 26 10 77 20 34 14 9 22 0 0 1 60 7 9 6 4 24 12 20 18 33 15 135 10 0 4 0 7 0 1 2 0 25 4 2 1 0 1 305 3 0 1 0 285 358 352 213 1,470 652 434 Shipping in the month of November was down from the month of October. A total of 1,250 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,250 jobs shipped, 534 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 213 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 4, 102 jobs have been shipped. 22 I LOG I December 1986 5443 Ridge Rd . 44129 (216) 845-1100 PINEY POINT, Md. St. Mary's County 2067 4 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 �'Friends Forever . . . ' After reading in the Pensioner's Corner of the most recent Seafarers LOG that Eric Joseph retired, I recalled the time he and I sailed aboard the same vessel out of the port of New York and, when the subject of "boxing" came up, we donned the gloves and sparred on deck, briefly. We both were out of shape, it seemed. But, I was careful not to hit him in his blind eye that was the result of donating part of it to a former shipmate, "Phil" Pron. It was a most unselfish gesture, and there was quite a write-up about it in the LOG at the time. So, among his other accomplishments while in our Union, I trust he'll have the good feeling of the foregoing to keep him company in retirement. Eric, the pressure is off. Enjoy yourself, go home and visit your family and stay as long as you like. No more sailing boards to cope with. Someone else will do the cooking now, friend. Maybe our paths will cross again at some future date. But for now, smooth sailing and steady as she goes. Friends forever, Clarence (Bud) Cousins (C-59) Butler, Pa. No Decision Made-What Do You Think? SHLSS Student Loan Program Is Only Under Study The article on a proposal to work up a fee schedule for courses at SHLSS, which appeared in the Nov. 1986 LOG, was not intended to imply that any fee program has been established. The SHLSS and the Trustees are looking for new ways to improve the educational opportunities for our membership. A study has revealed that a number of people have used the facilities of the school and then left the industry. The purpose of the school is to improve both the industry and the job opportunities of those members who stay with the industry. We would like to hear from you. r-------------------------------------~ Should we continue the present system that allows some people to use the free educational facilities of our school for their own advancement and then leave the industry? D yes D no Should we charge a fee to those who use the school's educational facilities and do not stay with the industry? D yes D no Please send this to: Charles Svenson, Editor The LOG Box 123 Seafarers International Union 5201 Auth Way Camp Springs, Md. 20746 ~-------------------------------------~ Preference (Continued from Page 24.) tices a ''contraction'' for all practical purposes? 4. The Cargo Preference Act of I 904 requires that military supplies shipped ''by sea'' must be sent on U .S.-flag ves el . It has been brought to our attention that the Department of Defense has flown supplies to Iceland rather than send them by sea on U.S. vessels pursuant to the cargo preference laws. Will you please provide details as to the typ.e of military cargo ent by air, the justification for using air rather than surface transportation, and the cost comparison for air versus surface transportation. 5. Why did the Defense Industrial Supply Center (DISC) not institute administrative debarment procedures against Brussels Steel Co. after their knowingly false statements and deliberate breaches of contract concerning cargo preference were di covered? That would have been much more timely than the protracted review by the Inspector General that wa instituted. 6. Department of Defense procurement procedures and regulations allow shipper to make arrangements that have the effect of limiting application of the cargo preference laws. Why have these regulation not been changed to encourage the use of U .S.-flag vessels. Letters To The Edi-tor 'Union Labor Still the Best . .· . ' Many times we fail to applaud our brothers and sisters for going beyond their duties to show that union labor is still the best. After boarding the M/V GaJrice Transport and hearing of a two-man steward (department], reaction of the worst kind was felt. Nevertheless, Henry Jones and James Byron (both SIU members] showed us that even with the reduced manning scale, they made outstanding credit, not only to themselves, but most important to the Union. I thought you would like to know. Vern Johansen Deck Delegate-SUP Legislative Agenda (Continued from Page 24.) aren't introduced to repeal the ban on the export of Alaskan oil, or to abolish the Cargo Preference Act of 1954. The Union also will be monitoring the different agencies and departments to make sure that they are implementing maritime promotional programs already on the books. This has been a big problem during the past few years. A problem already has arisen. The Department of Agriculture has indicated that it might be inclined to waive the cargo preference requirements for vessels older than 15 years. In addition, the SIU legislative staff is expected to concentrate its efforts on coming up with a new build and charter bill and in securing legislation to stimulate American participation in the U.S.-Japan auto carriage trade. The SIU will be looking into ways to beef up this nation's passenger vessel fleet. A bill that would have reflagged several foreign-flag passenger vessels under American registry was allowed to expire in the 99th Congress. Had it been passed, it would have created thousands of jobs for American seamen. ''The key to any revival of the American-flag merchant marine is cargo," said Drozak. "Whether it's through cargo preference or bilateral ., trade agreements is immaterial. The important thing is that we have an American-flag merchant marine capable of meeting this nation's defense and commercial needs." �1OOth Congress Meets Next Month Trade Bill, Job Security Top SIU's Hill Agenda .. The period between Thanksgiving and New Year's has traditionally been a quiet time in the nation's capital. This is not, however, a typical year. Two weeks before Thanksgiving, stories broke involving the biggest political scandal to hit this town since Watergate-the Iran-Contra arms deal. Up until that time, talk in the nation's capital centered around the Redskins (Washingtonians are rabid football fans) and rumors about prospective committee assignments. The great danger for the maritime industry, and the country, is that the administration and the 1OOth Congress will get bogged down on this one issue. President Reagan, by virtue of his immense personal popularity, has been able to dominate the political agenda of this country during the past six years. Unfortunately, that agenda has rarely included any maritime promotional programs. Even before the Iran-Contra arms scandal, the administration was perceived as having lost some power because it was unable to influence the results of the November elections. Now, the administration is in a state of near-disarray. What do these latest political developments mean to seamen? A great deal. For the past 100 years, job security for American seamen has been closely tied to government policy. With the exception of cargo generated by the two world wars , the maritime industry has had to depend on the leadership of Washington to survive in the face of heavily subsidized foreign fleets. While the actual number of vessels registered under the American-flag merchant marine may have fluctuated widely during the 20th Century, promotional programs such as the Cargo Preference Act of 1954 preserved a viable core capable of meeting this nation's minimum commercial and defense needs. The wholesale elimination of many important maritime programs during the past six years has endangered that core. A recent study by the Navy predicted a shortage of skilled mariners in the event of a national emergency. Aside from the Iran-Contra arms scandal , the lOOth session of Congress is expected to concentrate its efforts on resolving those troublesome issues that its predecessors left untouched. A little background on the 99th Congress is in order. It was able to reach a bipartisan consensus on a surprising number of issues-tax reform, immigration, toxic waste, South Africa. Yet it failed to make much headway on the festering budget and trade deficits. It also failed to take any constructive action to halt the decline of the American-flag merchant marine. This, however, was not entirely the fault of Congress , or even the administration. Much of the blame rests squarely at the feet of the maritime industry, which was unable to come up with a common legislative program. This disunity was an important factor in the failure to secure the reform of the liner subsidy program, which will start to expire at the end of this year. SIU President Frank rozak testified before Congress last fall on this very issue. He said that dire consequences would result if action were not taken to resolve this problem. Those dire consequences have hit with a resounding bang. U.S. Lines, Merchant Marine Panel Finally Sets Up Shop WASHINGTON-The Commission on Merchant Marine and Defense finally is in business. After 18 months of delays since its creation by Congress, the commission has its members and is ready to start work on its first preliminary report, due in nine months. It isn't clear yet who will actually act as chairman for Navy Secretary John Lehman. But the commission staff has been in place since early this year under Navy Capt. Bernard D . Dunn. The commissioners, appointed by President Reagan in October, just did gain Senate confirmation before Congress adjourned. They took their oaths Wednesday. Beside Secretary Lehman, or his designate, the commissioners are: John Gaughan, maritime administrator; Edward E. Carlson, chairman emeritus of UAL Inc., Washington, D.C.; William E. Haggett, president and chief executive officer of Bath Iron Works, Bath, Maine; James L. Holloway, president of the Council of AmericanFlag Operators here; Joseph Sewall, 24 I LOG I December 1986 president of the consulting firm, James W. Sewall Co., Old Town, Maine; and Shannon J. Wall, president of the National Maritime Union, New York City. The idea of the commission and the study it is to undertake began in the House Seapower Subcommittee headed by Rep. Charles E. Bennett, D-Fla. The Reagan administration has been unenthusiastic. The commission is expected to examine emergency shipping needs as well as the shipyards' ability to meet them. After its initial report to Congress and the president, a follow-up series of recommendations is due three months later. A final report is due nine months after that, followed by concluding recommendation in another three months. The law specifies that the Navy secretary, or "his designate" be chairman. No decision has been disclo ed on whether Mr. Lehman will preside personally or name someone else to do so. Journal of Commerce this nation's largest shipping company, has filed for protection under Chapter 11 of the bankruptcy code. While U.S. Lines is not an SIU-contracted company, its financial difficulties are indicative of the shaky state of the American maritime industry as a whole. "The industry is dying," Drozak told the N. Y. Maritime Port Council recently. "We have to work with our newly elected friends in the House and the Senate to bring about a revival of the American-flag merchant marine." At the top ofDrozak's and the SIU's legislative agenda will be the trade issue, which is being viewed as a potential test of wills between a reinvigorated Congress and an embattled executive branch. Organized labor has already drafted the broad outlines of a trade policy , which would center around increasing the powers of the U.S. trade representative. As it is, the trade representative has little authority of his own. Trade policy is scattered among numerous departments and agencies. A general trade policy is only half the answer. What is also needed is executive and legislative action dealing with specific industries. The SIU has been working hard to come up with its own program that would complement the one drafted by the AFLCI O. Indeed, much of this Union's activity during the period before the inauguration of the lOOth Congress will be spent in meeting staff members of the different committees in order to convey our feelings about the trade issue and proposed maritime legislation As in previous sessions of Congress , there are indications that the maritime industry will have to devote a large share of its energies just to make sure that the few remaining promotional programs still in existence aren't abolished. According to Frank Pecquex, director of legislation for the SIU, the Union will be monitoring the actions of Congress to make sure that bil (Continued on Page 23.) House to Monitor DOD Preference Compliance The House Merchant Marine Subcommittee is not convinced that the Department of Defense is committed to following strict interpretations of cargo preference rules. ''The testimony of your witnesses at our two hearings . . . cast doubts upon the sincerity of the administration's support for cargo preference. The Department of Defense witnesses presented narrow and contradictory legal arguments to support their procurement practices, indicating a negative attitude and an attempt to avoid application of cargo preference laws,'' 12 members of the subcommittee wrote in a letter to DOD Secretary Casper Weinberger. The letter noted that the administration's policy is to neither expand nor contract present cargo preference laws, but the DOD witnesses seemed to indicate an effort by the department to narrow the scope ·of the laws. ''Aren' t the current procurement practices a 'contraction' for all practical purposes ,' ' the letter asked. In particular, the representatives were concerned about testimony that claimed parts and components purchased overseas , but for assembly in the United States, were not covered by cargo preference. In addition, they noted that some shipments scheduled for sea transportation were diverted to airborne shipping, which is not covered by the preference laws. The group asked for answers to six questions about the DOD's cargo preference prac ice . hey a o to einberger that they would carefully monitor all DOD shipments to ensure that the cargo preference laws are followed. The questions they asked were: 1. The Navy determined that the cargo preference laws only apply to final products delivered to the Navy, not to component parts purchased by the contractor to fill a contract. Would you explain how that decision was arrived at when the 1904 law makes no distinction based on passage of title? 2. If a component is imported duty free because it is for the government's use , ·even though title has not passed, is it not logical that the same component is subject to cargo preference laws? 3. How does your agency's position on the cargo preference laws square with the clearly stated position of the administration that it does not support any "expansion or contraction'' of the current cargo preference laws? Aren't the current procurement prac(Continued on Page 23.) Inside: SIU-MEBA-2 Form New Union Page 2 U.S. Unes Seek Bankruptcy Protection Page 3 Page 13 Smithsonian Spotlights Seafarers Page 23 Changes Made to Welfare Plan � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1986 Description An account of the resource HEADLINES OCEAN MINING COULD MEAN FUTURE SIU JOBS PROTESTING SOUTH AFRICAN RACISM SIU TESTS NEW TAGOS STRIKE BRINGS NEW PACT NEW INLAND CONTRACTS OK’D AIR FORCE LOGISTICS BRASS GETS GOOD LOOK AT SHLSS INDEPENDENCE DAY REMINISCENCES ON THE GREAT LAKES SMITHSONIAN HIGHLIGHTS CENTURY OF THE U.S. LABOR CRUISE SHIP HEALTH EXAMS BEGIN AGAIN BY HILL ORDER NEW HOSPITAL SHIP CHRISTENED MSC’S SAFETY POSTER WALKES AWAY WITH HONORS COVE LEADER PASSES THROUGH PANAMA CANAL USNS MERCY TRADE BILL, JOB SECURITY TOP SIU’S HILL AGENDA HOUSE TO MONITOR DOD PREFERENCE COMPLIANCE MERCHANT MARINE PANEL FINALLY SETS UP SHOP U.S. LINES FILES FOR BANKRUPTCY, SLASHES SERVICE NORWAY FACES FLAG SHIFT SIU AIRS CHARGES AGAINST MEBA AT AFL-CIO HEARING Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 12 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/b925226014a2e2715bb088cbe786421b.pdf d3eed750242f854ea6b088289fbbc416 PDF Text Text ** ** *:a* ·~--· · Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 48 No. l l November l 986 One Seafarer Among Victims Blast Rips Ogden Yukon in Pacific, Four Dead An explosion ripped through the SIU-crewed Ogden Yukon (OMI), killing one Seafarer and three other crewmembers Oct. 28. The remaining 32 crewmembers abandoned the ship and were rescued the next morning by a Japanese fishing boat, some 300 miles south of Midway Island. QMED James William Duffy, 52, of Union City, Calif., was killed in the blast. It is suspected to have been triggered in the engineroom or bunkers, according to preliminary Coast Guard and company reports. Also killed in the explosion were Second Assistant Engineer Ed Roy Connolly, 62, of Texas (a member of MEBA-2) and two members of the riding crew, identified as Jim Turk and Jerry Baker. The Yukon had discharged a cargo of Alaskan oil in Honolulu and was on her way to a shipyard in Korea for various repairs when the explosion occurred about 10:30 a.m. The blast destroyed the stack and stack-deck on the 13-year-old, 70,000 GWT tanker. Two of the victims were reportedly working in the engineroom and the other two were near the stack when the blast ripped through the afterend of the ship. See Page 3 for Firstha d Accoun of Explosion The heat from the explosion was so intense, according to reports, that some crewmembers who were in their quarters at the time could not exit through their quarters' doors because they were so hot, and were forced to escape through the kick-out panels at the bottom of the doors. Along with the crew and riding crew, 11 Japanese workers were onboard to muck out the tanks. A company This picture of the Ogden Yukon was taken shortly after the ship was abandoned. The extensive damage is visible at the stern of the ship. (Associated Press Photo) spokesman said all the tanks had been inerted prior to the explosion. The Yukon continued to burn after she was abandoned, and OMI officials were determining their salvage prospects. Following their rescue, the crew (Continued on Page 13.) Maritime Issues Go in Circles Congress Ends Session Still Facing Deficit Crisis Pilot Launching On Chesapeake Pages 16 & 17 Editor's Note: A session of Congress lasts two years, during which time a lot can be accomplished. But it is becoming a Washington tradition for senators and representatives to wait for the pressure of a fast approaching close to the session before they begin to clear the decks of issues they have been facing. Max Hall, LOG associate editor and Washington Report columnist, takes a look at the last-minute activity and reviews the two-year session. With national elections just a few weeks away, and control of the Senate up for grabs, the 99th Congress ended on a frantic note. There were lastminute roll calls, missed deadlines, late nights. In some ways, it was a replay of the 98th Congress. Yet there was one major difference. The 98th Congress didn't accomplish much of anything. The 99th Congress, however, passed several major pieces of legislation. Unfortunately, none had very much to do with the maritime industry. The 99th Congress left many people scratching their heads. The same Congress that was able to produce a sweeping reform of the tax code had difficulty coming up with a simple budget. Split down the middle between a Republican-controlled Senate and a Democratic House, the 99th Congress was able to reach a bipartisan consensus on a surprising number of issues. Even the most ardent critics of the 99th Congress acknowledged that it made headway on many important national issues-tax reform, toxic waste cleanup, reorganization of the Pentagon, sanctions against South Africa, drug abuse and immigration reform. * * * Nineteen eighty-six was supposed to have been the year of GrammRudman. At the start of the 99th Congress, both the House and the Senate passed legislation mandating acrossthe-board cuts if Congress failed to meet certain budgetary goals. The president enthusiastically signed the bill into law. Ironically, the budget submitted by the president failed to meet the goals enunciated in the Gramm-Rudman bill. Parts of the bill have since been declared unconstitutional. Inside: While Congress technically adhered to Gramm-Rudman's budgetary goals for this year, it had to use a variety of political gimmicks to do so: questionable accounting methods and revenues generated from the one-time sale of national assets, such as Conrail. Nevertheless, the budget deficit for next year is expected to exceed $220 billion. Almost no one believes that the Gramm-Rudman timetable can be maintained. Most economists maintained that there was a causal relationship between the budget crisis and the growing trade deficit, which reached an alltime high of $140 billion in 1985 and will likely be broken in 1986. The inability of Congress and the administration to come up with a coherent trade policy threatened the viability of many American industries, including maritime. The SIU tried to highlight the trade (Continued on Page 4.) Navy Group Trains on Crane at SHLSS Page 7 Former VP Cal Tanner, Port Agent SJU-NMU Merger Talks Continue Page 19 at Committee Level Page 3 Rex Dickey Die SIU Files Raiding Charges Against Cruising the Panama Canal With Page 22 National MEBA Page s the Cove Leader �nt' re ep r b Frank D ozak ONGRESS has adjourned, a new Congress has been elected, and we are coming to the end of another year. The coming year will bring challenges and new opportunities. I have made up my mind that what we do with these challenges and opportunities is going to be up to us. A number of our friends have been elected in both the House and the Senate. And the Democrats, with the strong support of organized labor, have won control of the Senate with a 5545 majority. But, let's not kid ourselves. Having friends in Congress does not guarantee that our programs for revitalizing this maritime industry are going to become the C because we, as the unions which represent the unlicensed workers, cannot get our act together, these same companies pit us one against the other to get cheap contracts and lower manning We Are No Longer Going To Be The Ones To Bite The Bullet. Let Those Organizations Representing Ucensed Personnel Take Note .. . policy of this nation. We have had our friends in both the House and the Senate for many years, and they have been willing to do what they can to give new life to this unhealthy industry. What has been lacking is a unity of purpose on our partand I mean both within the industry and within our family of labor. For too long, we have all been victims of our own ''dogeat-dog" attitudes. This has been true of the steamship companies we deal with, and it has been true of our dealings with each other. As our industry shrinks, everyone is out to save his own little piece of the turf. There are fewer than 10 U .S.-flag liner companies left, and all of them are fighting for survival. And scales. And all the while, the licensed unions charge blindly ahead, totally oblivious to the handwriting on the wall. I want to assure the membership of our Union of a couple of things. First of all, we are no longer going to be the one to bite the bullet. If cutbacks are necessary to save a shipping company from going under, it will not be the unlicensed seamen who make the concessions. We have gone that route too many times. No more. Let our contracted companies and those organizations representing licensed personnel take note. I also want our membership to know that we are going to vigorously resist any and all attempts by the engineers to raid our jurisdiction aboard ship. We need your support for this. As you will see in this issue of the LOG, we have filed Article XX charges against the National Marine Engineers Benevolent Association for infringing on the job rights of members of the SIU and the Marine Firemen. See the story on this which is on page 5, and let me know personally of any instances of this contract violation aboard your ship. Finally, I want to assure our membership once again that as we continue to work with the National Maritime Union toward the goal of a merger of our two organizations, the job rights and job security of this membership will be my most important priority. I firmly believe that the merger of our two organizations, and hopefully the merger also of the Marine Firemen and the Sailors Union, is in the best interest of all organized unlicensed seamen and boatmen. We have had our first meetings , and while there remain some very serious differences, I am still hopeful that eventually we will come to an agreement. I think Shannon Wall and I understand that neither of us can afford to go it alone any longer. As our job base continues to shrink because of automation and the irresponsible policies of the Reagan administration, we must all realize that unless we have unity of purpose and of organization we will founder. But again, your job security comes first with me, and I will continue to keep you fully informed. Upgraders See Congress This group of QMED's had a chance to visit Capitol Hill this fall. The members of the class were Edward Desoucey, Kenneth Stratton, David Belkamp, Floyd Acord, John Bertolino, Rex Bolin, Servando Campbell, James Carnell, Jose Castro, Walter Fey, Orlando Flores, Darrell Hurts, Randy McKinzie, David Merida, Clifford Miles, Tim Pillsworth, Alfred Regas, Joe Saxon, Michael Wells, Paul Westbrook, Carlos Coello, Christopher Beaton, George Phillips and Robert Johnston. November, 1986 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf , Lakes and Inland Waters District. AFL-CIO Vol. 48 , No. 11 Executive Board Frank Drozak President Charles Svenson Editor Angus "Red" Campbell Joe DiGiorgio Ed Turner Vice President Secretary Executive Vice President Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Ray Bourdlus Lynnette Marshall Assistant Editor Assistant Editor/Photos 2 I LOG I November 1986 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. 89906~~· Sec~nd-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 . �• SIU, U F rm C m ees To ork 0 t o·ffere ces • As erger Ta s Be PINEY POI T, MD.-Committees named by the heads of the two major unlicensed maritime unions in the U.S. began a series of meetings to work out differences in the structures and shipping rules of their organizations as merger talks got under way here Oct. 20. MU President Shannon Wall and SIU President Frank Drozak opened the meetings with frank admis ions of the many problems involved in a merger, but also with expressions of the "absolute need" for unity in the face of a dwindling job base and an indifferent White House. Opening the meeting, SIU President Drozak de cribed the obvious advantages of a merger: a unity in bargaining with employers; a unity in lobbying for crucial maritime legislation in Congress; and an end to the cut-throat bidding which private companies and the military are using to their advantage and to the detriment of the deep ea membership of both unions. (Continued on Page 5.) SID President Frank Drozak makes a point during the opening ~ion of the merger talks. With him are, from right, John Fay, Joe DiGiorgio, Angus "Red" Campbell and George McCartney. The Sailors Union of the Pacific, and the Marine F1remen, Oilers & Watertenders came to the merger talks as observers. From left are SUP President Paul Dempster, SUP Representative Gunnar Lundeberg and MFOW President ''Whitey'' Disley. Looking at the t o ni pp V"ce President Angus "Red" Camp Representative Ri h Berger. assigned two personal representatives to participate AFL-CIO Pres"dent Lane Kirld e merger discussio , Bill Sidell, at right, and Kevin Kistler. ·ce President Louis Parise and SIU Special Representative John Fay discussed the n prob ems of their " ·de" memberships. November 1986 I LOG I 3 �99th Goes Home, Deficit and Trade Wait 100th (Continued from Page 1.) issue when it supported legislation to open up the auto carriage trade between the United States and Japan, which has been effectively restricted to Japanese and Japanese-controlled shipping companies. Yet opposition by the administration limited any meaningful progre s on correcting the inherent unfairness of the situation. The administration's ''free trade'' bias also prevented enactment of a comprehensive trade bill or a bill aimed at limiting imports of textile products. The trade bill, which passed by a veto-proof margin in the House, never made it out of the Senate. The textile bill, which passed both the House and the Senate, was vetoed by President Reagan. Maritime and Labor For both the labor movement and the maritime industry, the 99th Congress was not unlike a roller coaster ride. There were a few spine-tingling moments, but after everything was said and done, both wound up pretty much where they began. A number of controversial anti-labor bills were introduced, including one that would have gutted the Service Contract Act, which protects the wage security of workers employed on projects contracted out by the federal government. Yet most of these bills were defeated in the Democratic-controlled House of Representatives, or SIU President Frank Drozak spent many hours on Capitol Hill trying to persuade Congress to act on merchant marine problems. through a coalition of Democrats and moderate Republicans in the Senate. Similarly, many pro-labor bills were left stranded in the more conservative Republican-controlled Senate. Numerous attacks were made on the 1954 Cargo Preference Act, which is one of the most important maritime promotional laws in existence. The ability of the maritime industry to repel attacks on the Cargo Preference Act marked an important victory. For most people in the maritime industry, the emotional highpoint of the 99th Congress came one night late in the the session when the industry defeated 20 separate anti-cargo pref- Agency Will Operate, but ... Reagan Vetoes Marad Funding Authorization It may have been only symbolic, but President Reagan's pocket veto of funding authorization for Marad was another slap to an already beat up maritime industry. Marad and the Federal Maritime Commission will be able to operate because the $400 million for those agencies was contained in other legislation already signed. The House and Senate disagreed on the funding levels during conference and the $400 million matched the budget request from the White House, but there were some changes in the way the money was allocated. Rep. Walter B. Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee, called the bill (HR 4175) "routine and noncontroversial'' and said it was needed "to authorize funds for the small maritime program we have left to support our strategic needs." Reagan saw it differently. Observers say the veto was the result of something left out of the bill-the repeal of the Title XI credit guarantee program. ''The maritime industry must be encouraged to rely on the private credit market without federal intervention as its source of capital if we are to con- 4 I LOG I November 1986 tinue our progress toward restoring the industry to full health,'' Reagan said in a veto message. "Nobody can argue that Title XI doesn't have problems, but a lot of people ay that those problems are ~ direct result of this administration's lack of any kind of a comprehensive maritime policy. I'd also like to know what 'progress' the president is talking about. So many companie are dancing on the brink of bankruptcy, I find it hard to believe the administration can claim the industry is progressing to full health," said SIU President Frank Drozak. Because of the other legislation, Marad will continue to operate. The biggest chunk of the $400 million budget is earmarked for Operating Differential Subsidy payments , $320 million. Other budget items include: • $3.5 million for research and development; • $64.6 million for operations and training activities; • $29 .4 million for education and training expenses ($19.2 million to Kings Point and the rest to state maritime schools); • $9.5 million for national security support capabilities, and • $25. 7 for other operations and training. erence amendments to the 1985 farm bill. The maritime industry stood united on that issue, and the results spoke for themselves. Maritime was able to take on one of the most powerful special interest groups in the country. A compromise was eventually reached that satisfied both the maritime and agriculture industries. Cargo preference requirements for concessional agricultural exports increased from 50 to 75 percent over a threeyear period. In exchange, certain programs, such as Payment-In-Kind, BICEP and Blended Credit, were exempted from the provisions of the 1954 act. Maritime unity was also evident in another important victory-renewal of the Export Administration Act of 1970, which resulted in the continuation of the ban on the export of Alaskan oil. Still, maritime unity on Alaskan oil and cargo preference were the exception and not the rule. For the most part, the maritime industry remained fragmented. The inability of the maritime industry to overcome its differences had an important effect in one critical area: subsidy reform. The 99th Congress adjourned before it could deal with this issue. Operating Differential Subsidies, which keep most American shipowners in business, are scheduled to begin running out later this year for some companies. ''The inability of the various segments of the maritime industry to resolve their differences," said Jim Henry, legal counsel for the Transportation Institute, "could lead to serious financial difficulties for several U.S.-flag liner companies. ''While we hope that these predictions aren't accurate," said Henry, "the next three to five months will be critical." Time Ran Out on These Bills Congress came close to enacting several pieces of legislation that the SIU had been pushing for all year, but time ran out. The most important of these bills included a plan to reflag several vessels under American registry and another one to carry U.S. mail on American-flag vessels. There was , however, a growing awareness about the problems that face the American-flag merchant marine. During the 99th Congress, the Navy released the results of a study it had condvcted on strategic sealift. Not surprisingly , the study projected a severe manpower shortage for the American-flag merchant marine. Members of Congress grew increa ingly frustrated at the recalcitrant attitude of the administration. The maritime industry and individual members of the House had to check the actions of the administration to see if it wa carrying out promotional laws already on the books. Maritime continued to remain a low priority of the Reagan administration. Even though it had little real effect, the president pocket vetoed a bill authorizing funding for the Maritime Administration and the Federal Mar- itime Commission. The move was seen as a rebuff to the Title XI loan guarantee subsidy program. A potentially serious controversy between the maritime industry and the Department of Defense involving the carriage of military cargo to Iceland was resolved during the final weeks of the 99th Congress. The compromise prevented the 1904 Military Transportation Act from being gutted. In exchange the maritime industry did not oppo e a one-shot, military transportation agreement between the United States and Iceland which assured Iceland at least 35 percent of cargo which otherwise would have been carried on American-flag vessels. Many segments of the maritime industry were left high and dry during this session of Congress. Little was done, for instance, to revitalize the Great Lakes industry. The fishing and canning industries also were neglected. A bill seeking to resolve the insurance liability crisis in those industries gained considerable support for a while, but never passed. The one major promotional program to come out of this session of Congress involved the tug and barge industry. A port development bill calling for the first major infusion of federal funds in more than a decade was enacted during the final days of the session. The bill almost died because Congress and the administration had difficulty resolving their differences over ways to fund it. Great Chan e The 99th Congress coincided with a period of great change, both for the country and the maritime industry. The lines between railroads, tug and barge operators and deepsea companies are slowly being erased. There is a growing trend towards intermodalism. The worldwide shipping reces ion had gotten so bad that the ftag-ofconvenience registries were trying to undercut one another. The government of orway unveiled a plan to reduce its manning requirement to just six people: one captain, two licensed engineers, two licen ed deckhands, and one unlicen ed seaman. Many transportation companies are being taken over by conglomerate . Sea-Land, which employs a large number of SIU seamen, became the subject of a takeover by CSX Railroad. Meanwhile , structural changes were occurring in the U.S. and worldwide economy. America' s industrial base continued to decline. The number of active ve els registered under the American flag fell below 400. Congress passed a sweeping tax reform bill. Few people were willing to predict the long-range effect of the law. The tax reform proposals enacted by Congress contained one revolutionary provision for the American maritime industry-the elimination of tax avoidance by American companies on the earnings of their foreign-flag fleets. (Continued on Page 5.) �SIUNA Files Article XX Charges Against MEBA; . Seeks End to Jurisdiction Raiding by Engineers The Seafarers International Union of North America has asked the AFLCI O to halt the jurisdictional raiding of the National Marine Engineers Beneficial Association which is threatening the job security of unlicensed seamen. In a detailed letter to AFL-CIO President Lane Kirkland on behalf of the SIUNA' s A&G District and West Coast Marine Firemen , Oilers & Watertenders , SIUN A President Frank Drozak charged that MEBA was engaged in "widespread violations" of contract provisions safeguarding the work jurisdiction of unlicensed engmeroom crew. Drozak further charged that MEBA is in violation of Article XX of the AFL-CIO constitution which provides that ''each affiliate shall respect the established work relationship of every other affiliate.' ' Both the SIU and the MFOW have received several complaints from their members documenting violations of the work jurisdiction of the unlicensed seamen in which licensed engineers , who are members of MEBA, are per- forming work which is specifically set forth in the collective bargaining agreements as being the duties of unlicensed crewmembers. At least one employer has acknowledged violations , and in an effort to settle the dispute has paid a premium overtime penalty to the affected unlicensed personnel. But, Drozak said, payment of penalties does not alleviate the underlying jurisdictional problem. He said that the SIU and the MFOW have already suffered significant reductions in manning because of automation. ''The actions of the MEBA, if not immediately halted by directive of the AFL-CIO, will effectively cause a further diminution of the jurisdiction of unlicensed unions, " Drozak said. He asked President Kirkland to move quickly to prevent further harm to the job security of the SIU and MFOW membership. In the meantime, Drozak is asking SIU and MFOW members to document any further contract violations by MEBA engineers , and to tum in overtime for all violations within 72 hours of the violations. Jones Wins AOTOS Award, Seafarers Honored, Too House Merchant Marine & Fisheries Committee Chairman Walter B. Jones was given the 1986 Admiral of the Ocean Seas award Sept. 26. The award is presented annually by the United Seamen's Service in recognition of outstanding public service to America's shipping industry, and is based on results of a nationwide maritime industry poll. In accepting the award from Sen. John W. Warner (R-Va.), the Carolina congressman promised to continue to work to strengthen U.S. maritime policy. As the 600 guests invited to share in the award ceremonies listened, Chairman Jones outlined work now being done in Congress to construct a viable maritime policy. The congressman was the 20th recipient of the AOTOS award and received the symbolic silver statuette of Christopher Columbus who was one of the earliest recipients of the Admiral of the Ocean Seas award given by Queen Isabella of Spain in the 15th Century. Mariners plaques and rosettes were also presented at the dinner to captains and crews who were selected for special recognition for their outstanding service in carrying out rescues at sea. Among the award recipients were SIU members who participated in the rescue operations of the SS M anukai -Merger Talks- Personals Walter Scott Richmond Anyone knowing the whereabouts of Walter Scott Richmond-please get in touch with his sister, Ola Richmond at 1116 Highland Glen, Westwood, Mass. 02090, or call (617) 296-6203. Marion Unable to reach you concerning Lisa at the phone number listed in the LOG. Please call collect: (301) 969-8600. Jack Rhodes. Stamatios Tsaroudis Please call Mr. Turner at (504) 484-6425. (Matson Navigation Co.) and the !TB Baltimore (Apex Marine Corp.). Those on the M anukai received a plaque for bringing to safety the crew of a sunken yacht in the Pacific. The captain and the crew of the Baltimore were lauded for rescuing the crews of two sailing vessels that had gone down in heavy seas off Cape Hatteras during Huricane Kate. ) Rep. Walter B. Jones (D-N.C.) (center) was presented the Admiral of the Ocean Seas award. Jones was accompanied to the dinner by bis wife Elizabeth (far right). Capt. Robert Hart, president of the Marine Index Bureau and chairman of the AOTOS National Committee, is shown passing the statue of Christopher Columbus to Jones. Book on SUP's First Century Love of the sea and dedication to union ideals are the prime themes of a new book about the first 100 years of the Sailors' Union of the Pacific. Stephen Schwartz, a one-time seaman and SUP member who later became a Railway and Airline Clerks activist, said that writing "Brotherhood of the Sea" was a "humbling experience." His lesson and the one he conveys to readers, he said, is "what a labor organization means to its members and to the community.'' In his preface to the book, California Labor Federation Executive Secretary-Treasurer John F. Henning said labor history "has a highly honored place for union seamen and their wars against violence of nature and the grasp of shipowners." The SUP's history "embodies the story of an organizational militancy that survived decades of combat to win the workers liberation.'' The book is available from SUP headquarters at 450 Harrison St., San Francisco, Calif. 94105. The cost is $35 for union members, $30 for union retirees, and $40 for non-union members, plus a shipping charge of $1.19 per copy for mailing to any U.S. postal zone. (Continued from Page 3.) Speaking for the NMU, Shannon Wall opened by stating that: "I am not concerned with turf. What I am concerned with are the rights and job security of the members of our merged organization. With good will and good intentions , our problems are resolvable." In addition to full meetings attended by representatives of both unions during the two-day sessions, a continuing series of committee meetings was begun. These committees are working to iron out differences in the various programs and structures of the two organizations , including shipping, training, welfare and pension plans, contracts and constitutions. Also attending the meetings were two representatives assigned by AFLCIO President Lane Kirkland, Bill Sidell and Kevin Kistler. Meetings of the various committees are continuing. 99th Congress Ends (Continued from Page 4.) Still, a great many people in the maritime industry felt that tax reform might be something of a wash, especially since depreciation schedules were made more stringent. Most provisions in the tax code concerning the maritime industry were left pretty much untouched, despite attempts by the administration to have them changed. The provisions included the Capital Construction Fund, deduction of business expenses for conventions held onboard passenger vessels, tax breaks for American companies doing business in Puerto Rico and the U.S. Virgin Islands, and deductions for con- tributions made to employee benefit plans. Throughout the latter part of the 99th Congress, the SIU and the NMU publicly talked about the possibility of merging into one unlicensed maritime union. Whether or not that comes about, the continuing decline of the maritime industry and the indifference of the present administration poses a dilemma for all maritime unions. The SIU has been able to protect the job security of its members during this difficult period by helping its contracted companies make bids for vessels that had been contracted out by the military. November 1986 I LOG I 5 �Safe ua OD Shipping Righ 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. KNOW YOUR RIGHTS 1 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters Di trict 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 repo~ts, 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 tru t fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. 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 hy 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 ref erred to are available to you at all times, either hy 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 6 I LOG I November 1986 KNOW YOUR RIGHTS all Union halls. All member should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer i attempting to deprive you of any con titutional right or obligation by any method. such as dealing with charge , trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and a members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discriminated against because of race. creed, color. sex and national or geographic origin . If any member feels that he is denied the equal rights to which · he is entitled, he should notify Union headquarters. 11111nu11111n111111t1111111111111111un1111111n1111111n111111111111111lll1111111111111111111111111111111 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 publi hing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing article 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 con titutional port . The re. ponsihility for Log policy i ve ted 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 thi re. ponsihility. PAYMENT OF MONIES. No monie are to be paid to anyone in an} official capacity in the SIU unle an official Union receipt is given for same. Under no circumstances hould any member pay any money for any rea on unle he i given such receipt. In the event anyone attempts to require any such payment he made without supplying a receipt. or if a member i~ required to make a payment and is given an official receipt, but feels that he should not have heen required to make such payment. thi , should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are u ed to further it objects and purposes including, but not limited to, furthering the political, social and economic interest of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. joh discrimination, financial reprisal. or threat of such conduct, or as a condition of member hip in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Support SPA D to protect and further your economic, political and , ocial intere ts, and American trade union concepts. H 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 ac~ to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The addr~ is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Lundeberg School Trains Navy Group on Heavy Crane The Navy Reserve Cargo Handling Training Battalion came to Piney Point recently to receive training on the school's 32-ton Hagglund crane. The battalion, stationed in Williamsburg, Va., is an active duty unit with a primary mission of training all Navy cargo handling force personnel, both active and reserve. It is the primary augmentation unit for the Navy in the event of premobilization action and is a Quick Response Combat Support Unit of the Operational Forces specializing in open ocean cargo handling. The training given to the members of this unit helped acquaint them with the Hagglund crane and reinforced their cargo handling technique . The SIU's support of the sealift community's cargo handling programs is one example of the nation's "Fourth Arm of Defense" in action. Melvin Hewitt (I.) and Gerald LeBar preparing to hook up the spreader in twin operation. The signalman gives the signal to lower the jib in preparation for placing the crane in twin operation. Crane Operator William Northey raises the jib while hoisting the cargo. Signalman Donald Williamson signals the crane operator to lower the jib. Preparations are completed for hoisting the 35 ft container. First row (I. to r.): Richard Dickerson (Instructor), Gerald LaBar, Donald Williamson. Second row (I. tor.) Gary Creech, Mike Prell, Jimmie Maynor. Third row (I. to r.) Melvin Hewitt, Carl Bruce, William Northey. November 1986 I LOG I 7 �Physical Science Instructor Roger Francisco explains the capabilities of an air track to Gary Heatherington (I.) and Kyle White. Plan Ahead for the SHLSS College Program in 1987 The Seafarers Harry Lundeberg School College Program began its fourth session of college courses in November. The November session wraps up the final offering of college courses for 1986, and next year there will be five sessions of college courses, eight weeks in length offered to SIU members. Courses offered during the sessions vary according to student needs. In the past year students have been working on their college requirements by taking English Composition and Rhetoric, General Physical Science and math courses based on placement tests. These seem to be some of the more popular courses as they meet the early requirements in the 2 ...year associates degree program. Next year, these same courses will be offered along with a variety of other courses in the areas of science, social science, psychology and, of course, math and English courses. The dates for the college program sessions for 1987 are published each month in the LOG along with the dates for vocational and adult education upgrading courses. Students who enroll in the college program are treated as any other upgrader at SffiSS. Room and board are provided at no charge and transportation expenses are reimbursed upon successful completion of the program of study. Students are scheduled for their courses with study time built into their day to help them meet the demands of taking college level courses. Depending upon course difficulty and student ability, students are usually scheduled for two to three courses per eight week session. So far, student reaction to the program has been very positive. Some of the benefits of the program cited by students are that the classes run for eight weeks at a time rather than the traditional 16 week semesters at most other colleges and that the classes are small which makes it easy for Third Mate First row (I. to r.) Douglas A. Craft, Rick deMont, Dan Severinson, Shawn Kennedy. Second row (I. to r.) Paul Konstantino, Edwin Rivera, Stephen Gateau, Skip Krantz, Jim Brown (Instructor). Able Seaman First row (I. to r.) Don Gearhart, Thomas Sherrier, Vernon Johnson Jr., Erowin C. Udan, Raymond Kucharczyk, Jake Karaczynski (Instructor). Second row (I. to r.) Joel Miller, Royce Kauffman, Jeff Libby, John Joseph Arnold, Kenneth Gilson. 8 I LOG I November 1986 students to get individual help from instructors. Another benefit of the college program is that there are placement tests and remedial courses available for those students who are not quite ready to step into college level work. Student Kyle White, who just completed a session of the college program, stated that, ''This college program is very beneficial to the seafarers, and I just wish that more people would take advantage of it." Mr. White found his course in Physical Science both challenging and interesting. He added, ''The classes are good because the teachers are very supportive and will give you as much help as you need. The class sizes are small so there is a greater chance to get individual help and really understand the material.'' When asked what he would say to other seafarers about the college program, Mr. White says simply, ''Get back to Piney Point and take advantage of a great educational opportunity,'' The first step to get into the college program is to fill out an application. The application in the LOG can be sent in and then the college programs office will contact the student about scheduling dates, courses available and placement in the program. It's easy to get information about the program. Just contact the College Programs Office at SffiSS. Don't hesitate to call or write if there are any questions. Look at the course schedule for 1987 and start making plans to attend the college program next year. -·-·-·-------·-·---------·-----·, College Program Information D Please send more information D Please send more information and an application Name Address~~~~~~~~~-...-~~~~~~~~~~~~ treet State City Zip Code SIU Book Number Circle whichever applies to you Inland Great Lakes Deep Sea Deck Engine Steward Mail This Coupon To: Tracy Aumann SHLSS Piney Point, MD 20674 -·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-· Lifeboat First row (I. to r.) Joseph Murphy, Stephen Bowden, Veronika Cardenas, Ben Cusic (Instructor). Second row (I. to r.) William Bolling, Judy Barbera, Bill Simmons. Marine Electrical Maintenance First row (I. tor.) Fred Vogler, Robert, Raff, David Hamilton, Paul Olson, Dan Picciolo. Second row (I. to r.) Gary Gateau, Corbin Piper, John Gener. Not pictured: Walter Kimbrough, Richard Williams. Army Training Group First row (I. to r.) SGT John W. Holt Jr., SSG Steven R. Wilson. Second row (I. to r.) SSG Oscar Nadal, Richard Dickerson (Instructor), SSG Charles Williams. Refrigeration First row (I. to r.) Pat Cross, A. H. O'Krogly, Larry Hines. Second row (I. to r.) Eric Malzkuhn (Instructor), Charles Sandino, Joe Pomraning, Alan Hansen, Joaquin R. Miller, Bob Hill. Third row (I. tor.) John Wright, Robert Bunch, Jim McBride. �1987 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry January 1987 The following is the current course schedule for the first six months of the 1987 school year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as po~ible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs and the needs of the industry. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Check-In Date March 23 Completion Date June 12 Marine Electrical Maintenance January 5 March 9 February 27 May 1 Diesel Engine Technology April 6 May 15 Welding April 13 May 8 Chief Engineer & Assistant Engineer Uninspected Motor Vessel April 6 June 12 Third Assistant Engineer & Original Second Assistant Engineer Steam or Motor January 5 March 13 Automation June 22 July 17 Conveyorman January 5 January 30 Fireman/Watertender Oiler February 9 June 8 April 3 July 31 Hydraulics May 11 June 5 Refrigeration Systems Maintenance & Operations January 5 February 13 Refrigerated Containers Maintenance February 16 March 27 Course QMED - Any Rating Advanced Deck Upgrading Courses Course Celestial Navigation Able Seaman Radar Observer Check-In Date March 13 July 13 Completion Date April 17 August 14 January 5 March 23 May 18 February 27 May 15 July 10 March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Third Mate & Original Second Mate January 5 May 4 March 13 July 10 First Class Pilot January 12 February 27 Lifeboat March 9 May 4 March 20 May 15 Tankerman March 23 May 18 April 3 May 29 Recertification Programs Course Steward Recertification Check-In Date January 26 June 29 Completion Date March 2 August 3 Bosun Recertification February 24 April 6 June 1987 Steward Upgrading Courses Check-In Date January 27 March 18 May 13 Completion Date Open Ended Open Ended Open Ended Cook & Baker February 4 March 18 April 29 June 10 Open Open Open Open Chief Steward January 27 March 18 May 13 Open Ended Open Ended Open Ended Course Chief Cook Ended Ended Ended Ended All Rating Upgrading Courses Check-In Date January 5 February 2 March 2 April 13 May 18 July 13 Course Sealift Operations and Maintenance Completion Date January 30 February 27 March 27 May 8 June 12 August 7 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: January 5 February 16 High School Equivalency (GED) March 2 April 13 May 4 June 15 January 5 February 13 March 2 April 10 May 4 June 12 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: February 16 March 6 April 13 May 1 Adult Basic Education (ABE) & English as a Second Language (ESL) The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT February 2 February 6 QM ED March 16 March 20 Third Mate April 27 May 1 Able Seaman May 11 May 15 FOWT June 1 June 5 College Programs Course Associates in Arts Nautical Science Certificate Check-In Date January 19 March 30 June 8 Completion Date March 13 May 22 July 31 March 30 May 22 NOTICE To All SIU Members Who Are Scheduled To Attend SHLSS You must present an up-to-date SIU clinic card before attending classes. All students who are enrolled in a U.S. Coast Guard certified class must carry a valid clinic card. November 1986 I LOG I 9 �Upgrading Course Apply Now for an SH LSS ......•........................•..................................................................•.................•.......•............• Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name Deep Sea Member 0 Inland Waters Member D Mo./Oay/Year Telephone -~~.---..------­ (Area Code) (Zip Code) (State) (City) Date of Birth (Middle) (f 1rst) (Last) Pacific 0 Lakes Member D Social Security# _______ Book# _______ Seniority _______ Department _ _ _ _ _ __ Date Book Port Presently Was lssued __________ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: 0 Yes Trainee Program: From _ _ _ _~_to~----(dates attended) No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Have you attended any SHLSS Upgrading Courses: D Yes No 0 (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: 0 Yes No 0 Firefighting: 0 Yes No 0 CPR: 0 Yes No 0 Date Available for T r a i n i n g - - - - - - - - - - - - -- - - - - - - -- - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D D D D D D D D D D D D D D ENGINE Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial_Navigation Third Mate Radar Observer Unlimited Simulator Course Sealift Operations & Maintenance No transportation will be paid unless you present original receipts and successfully complete the course. 0 0 D D D D D D D D D D D D 0 FOWT QMEO-Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engine Technology Assistant Engineer (Unlnspected Motor Vessel) Chief Engineer (Unlnspected Motor Vessel Third Asst. Engineer & Original Second Asst. Engineer Steam or Motor Ref rlgerated Containers Advanced Maintenance Marine Electronics (LASH Crane) Hydraulics Hagglund Crane Maintenance STEWARD D D 0 D Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ALL DEPARTMENTS D Welding D Llfeboatman D Seallft Operations & Maintenance ADULT EDUCATION DEPARTMENT D Adult Basic Educ:atlon (ABE) D High School Equlvalency Program (GEO) D Developmental Studies (OVS) D English as a Second Language (ESL) 0 ABE/ESL Lifeboat Preparation COLLEGE PROGRAM D Associates In Arts Degree 0 Nautical Science Certificate RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE_~~~~~~~~~~~~~~-DATE~~~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 10 I LOG I November 1986 c �Kennedy and the 'Monsignor' Members of the Third Mates, Operation and Maintenance, Able Seamen and Refrigeration classes listen to SIU legislative reps Liz Demato and Frank Pecquex explain the Union's role in politics. Below are Seafarers who recently took part in Sealift and Operations, Marine Electrical Maintenance and FOWT upgrading classes at SHLSS. Still monitoring the pulse of politics, retired SIU VP Edward X. Mooney was as active as ever in the recent congressional elections. Working part-time out of the Seattle hall, Brother Mooney was on hand to greet Congressman-elect Joseph P. Kennedy (D-Mass.) during Kennedy's visit to Seattle in July. VP Reports (Continued from Page 14.) Fund Drive Nets $3,000 For John Cleveland Family Mrs. John Cleveland and her son John Travis Jr. were presented with a check for $3,000 last month from Arthur Kalen, SIU director of personnel. The check establishes a trust fund for two-and-one-half-year-old John Jr. SIU staff member volunteers raised money for the trust fund by soliciting donations during a raffle and a picnic held on Paul Hall's Birthday at the Seafarers Harry Lundeberg School August 20, 1986. Chief fund raisers included (I. to r.) Barbara Adams, Jean Brown, Pat Reid, Mary Georghiou, Diane Coleman and Deborah Porter. In addition, the volunteers raised money from direct donations from companies interested in the welfare of John Jr. John Cleveland Sr. was director of the SIU Headquarters Food Services. He was fatally injured last summer following a car accident not far from his home in St. Mary's County, Md. with no sign of reactivating. Up in Seattle, there are a number of laid up ships. Shipping, however, continues to be very good. And unless a member is real choosy, he should have no trouble shipping out. Out in Honolulu, we're still very busy with our military-contracted ships. The Constitution and the Independence were paid off, and the Constitution is coming to the coast for her annual drydocking on Nov. 29. The tanker Ogden Yukon also came through Honolulu before an explosion aboard ship claimed the lives of four crewmembers. I knew the QMED, Jam es Duffy, the one SIU member who was killed. He was a good shipmate and a good Union brother. I'm pleased to report that a contract agreement has been reached between the SIU-AGL&IWD, SUP and MFOW on the one side with the Pacific Maritime Association (PMA), which represents APL and Matson Navigation. The terms of the agreement extend the contract from June 15, 1987 to June 15, 1990. It also includes a 2 percent wage increase effective July 1, 1987, July 1, 1988 and July 1, 1989, as well as COLA adjustments. We also were able to negotiate an increase in wages & benefits for any member 60 years or older who qualifies for a long-term pension under the present plan (25 years sea-time). SIU members throughout California have been assisting striking Kaiser hospital workers by participating in rallies and other forms of support. In closing, I would like to express my sympathies and regrets on the passing of our old friends Cal Tanner and Rex Dickey. They were both great old guys and will be missed. November 1986 I LOG I 11 �Ale h F, mily By Dr. Phillip L. Polakoff Director, Western Institute for Occupational/Environmental Sciences Alcoholism is more than an individual problem. It's a family affair. One-third of all Americans, according to a national poll, admit that alcohol has been a cause of trouble in their families. The alcoholic's symptoms are well known: excessive drinking, blackouts, morning shakes, confusion, irresponsible behavior at home and in public; delirium and even death in extreme cases. What's not widely known is that the wives and husbands, children and parents of alcohol-chemical dependent persons have their own set of symptoms. Unless these family members recognize that they, too, need help and get it, they can carry a burden of guilt, psychosomatic illness, social isolation and sexual problems with them long after the death of an alcoholic parent or the divorce of an alcoholic spouse. Following are some family patterns, or symptoms, compiled by the Marworth Alcoholism and Chemical Dependency Treatment Centers in Pennsylvania. Other sources of information and support are Al-Anon and Alateen, anonymous fellowships modeled after Alcoholics Anonymous. AA groups are usually in the phone book. One of the earliest family symptoms is denial. For whatever reason, family members don't accept or confront the negative effects of another person's drug or alcohol use. The abnormal becomes normal to them. They pretend and act as if everything is okay. They'll often say-and truly believe"It's not that bad." Preoccupation and fear are common. Family members become totally absorbed in the mood, behavior and activity of the chemically dependent person. The addicted person becomes the main focus of the family. The others may neglect their own responsibilities. Because of the unpredictable and often erratic behavior of the alcoholic, family life is full of anxiety and dread. No one knows what will happen next. But based on experience, everybody expects trouble. This leads to tension and irritability. Finally, unable to suppress feelings of anger, shame and worry, family members overreact. They lose their tempers. Raise their voices. Throw things. Guilt feelings follow. Family members assume responsibility for another's drinking and behavior. They believe that if they can do something better or different-or don't do some- Staying Drug-Free: There Is A Way Open A little more than 10 years ago, the first group of Seafarers took that first step in getting their lives back together. They were the first to go through the SIU's Alcoholic Rehabilitation Center. Both the Union and those members realized alcohol was killing them, and it was time to do something. Since then, almost 1,000 SIU members have taken advantage of the help that is available to them, but some things have changed in the last decade. For the most part, it was alcohol that was destroying the lives of that first group. Today almost 80 percent of the Seafarers who enter the program are also addicted to other drugs. Because of that change, the SIU has refocused its efforts to include help for members fighting drug problems. Unless you live in outer space, you are aware of the problems drugs have caused this country, this industry, this Union. Far too many of our brothers and sisters have fallen victim to drug addiction. It can destroy their personal lives and it can ruin their careers. It can maim and it can kill. It is getting to the point that a large percentage of the jobs available to SIU members require Seafarers to be drugfree. If you want to ship, you're going to have to take a test. If you don't pass it, you don't ship. The Coast Guard is cracking down. 12 I LOG I November 1986 New rules may be even tougher. The threat of having- your papers jerked is real if you are found with drugs onboard or if you are caught working under the influence. If drugs or alcohol have become a problem in your life, you have the opportunity to reclaim control over your life. Your Union has provided the tools for you, but you have to use them. The Alcohol and Drug Abuse Rehabilitation Center can be where you take that first step. It's a tough step. But it is a step you will be thankful that you took all your life, because it can be the step that gives you back all your life again. • If thing-the drinking or chemical use will stop. Others take over the alcoholic's role and responsibilities, including parenting, financial obligations and household chores. In alcoholic families , older children often take over for one or both parents . Resentment over these role reversals can persist for years , sometimes even after the alcoholic stops drinking, or dies, or is no longer in the lives of the affected family members. Sexual relationships suffer along with everything and everybody else. Partners stop sharing feelings-and, very often, bedrooms. Children have no role models on which to form their own healthy sexual relationships. High tension and stress levels in an alcoholic home result in a variety of real or imagined physical conditions. Family members of alcoholics don't feel well a lot of the time, and make frequent visits to the doctor for medical attention. One of the most depressing-and useless-things that can happen is for some family members to increase their own chemical use: "If you can't beat 'em, join 'em." They may do this to numb the feelings of pain and frustration. Others may be motivated by revenge or spite. Fortunately, this tactic is usually temporary. This is a somber story. But as the problem becomes more widely recognized, more help is becoming available for families. Educational and support groups are being sponsored by schools, churches, community organizations, hospitals and alcoholism treatment centers. Often these valuable services are provided at no charge. If you need such help, please try to find it and use it. If you have any questions, or suggestions for future articles, write to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. R E ST "Made a decision to turn our will and lives over to the care of God as we understood Him.'' One of the three essential beginning steps on the road to recovery. Practicing Step Three is like opening a door which to all appearances is still closed and locked. All we need is a key, and the decision to swing the door open. There is only one key, and it is called willingness. Once unlocked by willingness, the door opens almost of itself. Looking through it we shall see a pathway beside which is an inscription. It reads: ' 'This is the way to a faith that works.'' To every worldly and practical-minded beginner, this step looks hard, even impossible. No matter how much one wishes to try, exactly how can he turn his own will and his own life over to the care of whatever God he thinks there is? Fortunately, we who have tried it, and with equal misgivings, can testify that anyone can begin to do it. A beginning, even the smallest, is all that is needed. Once we have placed the key of willingness in the lock and have the door ever so slightly open, we find that we can always open it some more. And even though self-will may slam it shut again and again, as it frequently does, it will always respond the moment we again pick up the key of willingness. Once we have made the beginning, we can, in times of emotional stress or indecision, ask for quiet and in that stillness simply say: "God grant me the serenity to accept the things I cannot change; courage to change the things I can, and the wisdom to know the difference." * * * A.A.'s Twelve Steps are a group of principles, spiritual in their nature, which, if practiced as a way of life, can expel the obsession to drink and enable the sufferer to become happily and usefully whole. Step One. We admitted we were powerless over alcohol and drugs, that our lives had become unmanageable. Step Two. We came to believe that a power greater than ourselves could restore us to sanity. @jOOK£D? A cJIJNK/EP DO . SOMerHING ABOUT /Tf' CV/V?ACT YOUR PORTA6ENT OR S'./.U. Ar CAMP SPRING{;, MO. �Captain, Crew Stay Cool After Blast, No Way to Fight Fire, So Crew Waits Brian O'Hanlon never got a chance to finish his pineapple juice. An explosion so powerful that ''it felt like the ship was picked up'' and a fireball blazing across the Ogden Yukon's starboard porthole in the mess sent O'Hanlon heading for what he hoped was safety on the deck of the tanker. ''It was a low and powerful feeling and then I saw a fireball outside the porthole. I thought 'holy shit! '" said the 42-year-old AB from Livermore Falls, Maine. O'Hanlon, who spoke to the LOG several days after the explosion, said he, the chief steward and a BR first tried to make their way to the port side through the darkened and smokefilled deck house. "We weren 't wasting no time. But the port side was on fire when we got there and somebody said, 'We can't get out this way.' There were no lights, the house was full of smoke. I guess it only took about 15 or 20 seconds before we got outside," he said. When he and the others reached the deck, they saw the massive damage the blast had done to the ship's stack and stack deck. They were virtually destroyed. "Later when I thought about it, I was surprised there were only four killed," he said. As the crew gathered after the blast, some men were trying to break out the hoses, but the explosion had left the ship dead in the water-no power, no pumps. no way to fight the fire. The crewmembers who were on the bridge at the time of the blast were forced to lower themselves from the bridge by lines; their other escape routes were blocked by smoke, debris -Ogden Yukon(continued from Page 1.) was transferred from the fishing boat to the Singapore-flag freighter Dresden which took them to Midway Island. The crew was flown to Honolulu where the Coast Guard is conducting interview as part of its investigation into the fatal blast. Four other crewmen suffered minor injuries, including the First Engineer who sustained a broken leg. Seafarer Duffy joined the Union in 1951 and, except for a tour in the U.S. Army Infantry. sailed with the SIU continuously. He first sailed as a wiper but upgraded, earning both QMED and chief electrician end or ements. He completed a Sealift Maintenance and Operation course at SHLSS in 1985. ENJOY THANKSGIVING DON'T BUY MARVEL TURKEYS The explosion is suspected to have originated in the engineroom of the Ogden Yukon. Two of the victims were reportedly working there when the blast ripped through. Above is a picture of the engineroom aboard the Yukon's sister ship the Ogden Dynachem. and fire. A quick head count was taken and that was when the four victims of the blast were discovered to be missing. Also several crewmembers suffered injuries in the explosion. "When I first got out, I saw the first engineer there and carried him midships," O'Hanlon recalled. It was later reported the engineer had suffered a broken leg. Once the captain and crew discovered there was no way to fight the fire, the crew moved forward, toward the bow and hopefully away from any further explosions. One lifeboat had been blown apart in the blast but the other was still serviceable. However, to get to it meant having to return to the area of the fire and explosion. ''The captain asked if we wanted to go back there and bring the boat around. I said 'Well you're the captain ... ,' " O'Hanlon said. O'Hanlon and several other crewmembers made their way back to the lifeboat. "Being good little Catholic boys, we crossed ourselves and went over the portside and got the lifeboat. We lowered it and moved it forward,'' he said. After the lifeboat had been secured, they sat. About an hour later another explosion rocked the ship and it was suspected to have been a bunker tank going up, he said. During the course of the day, several other small explosions were heard and the crew guessed they were from oxygen and acetylene tanks exploding. At about 4:30 p.m., some six hours LNG Aries Rescues 15 After 45 days in a small rickity boat, 15 Vietnamese refugees were finally plucked from the ocean by the LNG Aries (ETC). The refugees (pictured below) said several ships had passed them by during their five weeks at sea. None stopped. At the left is the steward department, which had a lot of extra work to do feeding another 15 people. They are (clockwise) GSU Jacqueline Davis (seated), Steward Abdul Hassan, Chief Cook Henry Daniels, GSU Perry McCall and GSU Juan Ro ario. after the first blast, the captain decided it was time to abandon the Yukon. "We had some people with injuries and we didn't want to have to get them in the lifeboat in the dark, so we started to lower them down,,., O'Hanlon said. Even with the riding crew and the 11 Japanese workers who had been aboard to muck the Yukon's empty tanks, the lifeboat and one life raft were able to accommodate the crew, he said. The weather was fair and the seas calm that night, but the emergency transmitter aboard the lifeboat didn't function properly. However the EPIRB's (an emergency location device) signal had been picked up by the Coast Guard , and a Japanese fishing vessel was on the way to the Yukon's crew. It was quiet in the boat and no one seemed particularly worried that night about being rescued, O'Hanlon said. "By that time we were pretty well exhausted," he said. About 6 or 7 a.m. the next morning, the Shosi Maru reached the scene and took the Yukon's crew aboard. Two hours later they were transferred to the Singapore-flag ship the Dresden which took them the 300 miles to Midway Island. Later the Coast Guard flew the crew to Honolulu. 0' Hanlon said one of the things which surprised him during the initial time after the explosion was, "how calm everybody was. Everbody really kept their cool.'' He also singled out Capt. Terry Kotz and Chief Mate Ed lngermann for their coolness and professionalism in an extremely deadly and stressful situation. SHLSS Launches Student Loan Program Jan. 1 Beginning Jan. 1, 1987 all trainees and upgraders attending clas es at the Seafarer Harry Lundeberg School of Seamanship will participate in a scholarship loan agreement program. Under the agreement, the chool will provide instruction, cour e materials, room and board. All students will sign loan contracts agreeing to repay the loans if they fail to work a certain number of days per year for companies which contribute to SHLSS. The loan is reduced by the amount of time the employee works with a contributing employer. If an employee continues working for an SIU company, it is likely that he or she would totally reduce the amount of his loan and would not be responsible for any repayments. November 1986ILOGI13 �Area Vice Pre ide ts' Report Great Lakes by V.P. Mike Sacco T HE Midwest, which has already been hard hit by the decline of this nation's industrial base, is gearing itself for massive lay-offs in the auto industry. General Motors has announced plans to let go 29,000 workers in the region. While this will further depress the Great Lakes maritime industry, it will have no immediate effect on the job security of our members. A number of long-standing dredging projects were finally finished. Leudtke Engineering completed its Buffalo, N.Y. dredging job. It is moving its equipment to Milwaukee, Wis. to have it ready for the spring thaw. Other dredging companies are trying to beat the winter frost. Still, things are quickly winding down in the area. One good piece of new . The towboat companies are trying to move all the grain they can out on the rivers before the bad weather comes. This has helped pick things up for our members. The Delta Queen and the Mississippi Queen have headed South for the winter. For the next few months, they'll be spending most of their time around New Orleans. An interesting aside: the Paymentin-Kind program, which was exempted from the provisions of the P.L. 480 program as part of a compromise between maritime and agriculture, has recently come under attack. every single group of voters, including registered Republicans. Barbara ikulski became the first woman to be elected to a Democratic Senate seat in her own right. Republican Helen Bentley staged a heroic battle to defeat Kathleen Kennedy Townsend. Townsend had the Kennedy name and a lot more money, but Bentley's long-time ties to the port of Baltimore made the difference. The 1986 elections came at a pivotal time for the American maritime industry. According to the most recent issue of the Navy Times, the American-flag merchant marine has fewer ves els than the Navy for the first time in the history of this nation. As any SIU member contemplating retirement can tell you. the face of the maritime industry has changed almost beyond recognition in ju ta few years. An important sign of that change are the merger talks that the NMU and the SIU are engaged in. Thirty years ago, all anyone who wanted to feel the pul e of the maritime industry had to do was take a walk on the West Side of Manhattan, where the bulk of the MU' s pa senger vessels and the SIU's cargo ship were tied up between runs. Today, the docks are rotting and the eamen's bar are clo ed. When people talk abou a renai ance, they don't mean ships; they mean condominiums, parks and even a proposed superhighway. The deepsea fleet is not the only part of the maritime industry to feel the pinch. Up in ew Bedford, our fishermen are also being hard pre sed by foreign competition a growing antiunion backlash and soaring in urance rates. We will be starting a trial in ew Bedford against the Seafood Producers, who violated the rights of our members during the strike that was held there earlier this year. One last note: Morton Bahr, president of the Communication Worker of America CWA), has been named this year's recipient of the Paul Hall Award. The award is handed out by the New York Maritime ort Council to an individual who has done the most to promote the labor movement, the maritime industry or the port of ew York. East Coast by V.P. Leon Hall Seafarers across the Gulf volunteered their time, passing out leaflets, canvassing, making signs, manning telephone banks and attending rallies for the candidates this Union believed would give s an ear in Washington. The victories we were able to achieve show how important SPAD is to the SIU. It shows our members why we are including voluntary SPAD checkoff clauses in all the contracts we are negotiating or our Inland members. In Louisiana, the efforts of our membership, organized labor and the Democcatic party were able to beat back the millions of dollars and the upport of President Reagan and Vice President George Bush in the Senate election there. Just weeks before the election, the so-calJed experts predicted Republican Hen on Moore would walk away with the election. They gave Rep. John Breaux little chance. Some 5-6 million in GOP funds and various presidential visits later, Breaux won the election handily, a 54--46 percent margin. In Alabama and Florida, our endor ed candidates defeated Republican incumbents. In Florida, Gov. Bob Graham took the Senate eat from Sen. Paula Hawkins, and in Alabama Dick Shelby defeated incumbent Senator Jerimiah Denton. The gras roots work of our member hip, the efforts of the variou Port Councils, and SPAD contribution played a great role. Overall it wa a pretty good victory. · ow e have to loo to 1988 when the pre idential campaign hits full stride, and we have to find a candidate who will support the maritime industry. It may seem a way down the road but ·t is never too oon to start. Staying on litics for minute, I recently had chance to ost, along with other Houston Democrats and labor leaders, Paul Kir head of the Democratic ational Committee. ey were here to look over ouston as a possible site for the 988 Democratic convention. I understand ou ton i in the top three as a po ible site. We've been pretty bu yon the contract fron . We've negotiated contracts with Higman To ing in Orange, Texa which will cover a out 60 Boatmen. We also completed tal with Bay Towing of Hou ton and with estem Towing, also in ou ton. The Red Circle contract has been ratified n ew Orlean. T HE big story this month on the East Coast was the overwhelming success of the SIU's grassroots political efforts. In New York, every single candidate we supported for the House of Representatives was elected. Governor Mario Cuomo and Senator Al D' Amato defeated their opponents. In Pennsylvania, SIU-backed Arlen Specter won re-election to the Senate in a difficult campaign. In Maryland, where some of our members manned phone banks, William Donald Schaefer defeated his Republican opponent for governor by better than a four-to-one margin. This IU-backed candidates cored clo e to a clean sweep in the Gulf states in this off-year election. Part of their success has to be attributed to the hard work and SPAD donations by long-time friend of the SIU carried this membership. 14 I LOG I November 1986 Gulf Coas by V.P. Joe Sacco S Governmen Services by V.P. Buck Mercer T HIS office continues to receive reports from crewmembers on various SCPAC ship regarding the use of drugs, pot, pills, etc., by other crewmembers while aboard ship. On everal previous occa ions, I have spo en on this ubject, but it seems that the more that is aid, the worse the roblem get . e know, of cour e that it takes only a few individual violators to make things unsafe for not only themselves, but for others around them, and can put "heat" on any ship. y concern i afety for all crewmembers, and I know that when one crewmember is "spaced-out," not only does that person fail to perform properly but place every other crewmember in jeopardy. Drugs affect different people in many different ways. f'or that matter, I venture to ay that the basi for some of the di putes that happen aboard ship are due to drugs. Customs officers and dog don't come aboard ships and pull surprise searches for nothing-and if you get caught, "you lo e." If you have a problem with drugs or alcohol, why not help y~mrself by doing omething po itive about it before it's too late? Why continue down the road to destruction when a sistance is as near as your telephone? SCPAC has a policy to offer free and confidential coun eling to all employee who have personal problem which are affecting their job perlormance or conduct. The Civilian Employee Assistance Program (CEAP) can help with a variety of ituation including drug dependency and the u e of alcohol. Why wait to be disciplined before taking advantage of this program? If you feel thi program could be of assistance you are urged to contact the CEAP c ordinator at (415) 466-4732. Remember, you must take the first tep toward recovery by fir t admitting to your elf that you have a problem. Then, make that '"all important" telephone call and help i on the way. est Coa t By V.P. George cCartney HIS past election shows more than ever the need for the SIU to be active in politics to protect our maritime interests. think we did very well out here in California, particularly with the re-election of Sen. Alan Cranston. We had quite a few SIU volunteers working the polls on election day, and I believe thi helped. It is also reassuring that the Democrats ave recaptured the Senate. We are going to need every bit of help we can get to cope with this administration. n the port of San Franci co, we covered 31 ships, 20 payoffs and 11 ships in transit. The SS President Truman came in, paid off, laid up and was turned back to arad. The only other hip we have in lay up here is the SS Transcolumbia of Hud on waterways (Continued on Page 11.) �.., ... Rivers, Ports Set for $5 Billion in Improvements More than $5 billion will be spent to improve the nation's inland waterways and ports under the provisions of a $16 billion water resources/port development bill signed into law late last month. The bill, HR 6, is the culmination of almost 10 years of debate on how to improve the ports and rivers and how much to spend. During that time many inland waterways began to deteriorate as locks and dams grew old and deepsea ports saw the arrival of deeper draft ships which couldn't navigate the shallow channels of many U.S. ports. In the past, almost all work on ports and rivers was paid for by the federal government. But a growing deficit and changes in philosophy resulted in the two new provisions-local cost sharing obligations and user fees-as ways to ease some of the federal burden. Of the $5 billion earmarked for port and river projects , local authorities will have to raise $2 billion. Tax revenues and bond issues are expected to finance the major share of local cost obligations for the projects. The legislation also includes a formula for user fees which will be used for maintenance of harbors and should Dozens of the important locks and dams on the inland waterways will benefit from the port development bill. cut current federal costs of harbor dredging maintenance by about 40 percent. Shippers will pay a .04 percent tax on the value of their cargo moving through U.S. ports. That tax is expected to raise about $140 million a year. The issue of user fees raised questions during the debate, but some modifications of the fee and how it is applied convinced most shippers to go Chesapeake Bay Pilots Navigation laws say cargo ships must seek the assistance of licensed pilots when sailing the inland waterways. SIU members at a number of pilot stations play an important role in providing safe navigation by transporting pilots to cargo carriers. Or they work to bring pilots back to land by launch once a vessel has received pilot assistance. In the Chesapeake Bay, the Association of Maryland Pilots and the Association of Virginia Pilots have several stations and a fleet of pilot launches for just such transport services. During the night hours the Chesapeake is often jammed with traffic. Pilots board cargo vessels to direct shipments through the maze of small and large boats and ships. Launches meet cargo carriers at prearranged buoy locations. The See Pages 16 & 17 For More Photos The Maryland, a pilot launch owned by the Association of Maryland Pilots, is docked at the Association's Solomon's Island, Md. Lusby station. rendezvous route becomes habit. At the Lynn Haven Inlet station on the Virginia side of the Chesapeake Bay, SIU launch operators meet inbound vessels at one of four marked locations off the Virginia Capes. What is unpredictable for SIU pilot launch operators is the weather. And nowhere is this truer than on (Continued on Page 16.) along with the arrangement. Some of the projects and the federal share included in the bill are: • Monogahela River, Pa.-$123 million and $82 million for replacement of two locks and dams. • Black Water-Tombigbee River, Ala.-$150 million for lock and dam replacements; • Ohio River, Ohio and W. Va.$268 million for replacement of Gallopolis locks and dams; Major improvements also are scheduled for Mobile Harbor, the Mississippi River Ship Channel, Texas City Channel, Norfolk Harbor, San Pedro Bay and New York Harbor. In all, 48 projects are included in the legislation. Ex-IBU of Pacific Chief Merle Ad/um, 62, Dies in Seattle Former head of the Inland Boatman's Union of the Pacific, Capt. Merle D. Adlum, 62, died in the Swedish Hospital, Seattle last month. He had cancer. Brother Adlum joined the then SIUaffiliated IBU of the Pacific in 1954 working as an organizer. Later he was assistant to the president of the Union for several years before becoming head of the IBU of the Pacific. At the same time, Capt. Adlum was assistant business agent for the Masters, Mates and Pilots Union , Local 6 and was president of Virginia V Foundation, Seattle. He was also a member of the Seattle Port Commission from 1964 to 1984. As a port commissioner, Capt. Adlum won the Muncipal League of Seattle and King County Outstanding Citizen Award in 1967 and the Puget Sound Maritime Press Assn. Maritime Man of the Year Award in 1972. He was a veteran of the U.S. Navy before World War II serving on the aircraft carriers USS Saratoga and USS Oklahoma. Born in Friday Harbor, Wash., he was a resident of Seattle. Surviving are his widow, Miriam; five daughters, Virginia Houser, Joan Chandler and Jackie Strople, all of Seattle, Judi Blanks of Port Townsend, Wash. and Cindy Larsen of Woodland, Wash.; and two sisters, Sister Victoria Ann Adlum (S.N .J.M.) of Everett, Wash. and Bette Copelin of Napa, Calif. Merle Adlum November 1986 I LOG I 15 �David Callis has worked five years as a launch operator with the Virginia Pilots at Lynn Haven. The challenge for him has been overcoming the risks inherent in the job of transferring pilots, "holding the launch in there when a ship is under full speed." Besides the danger of the boarding itself, Callis adds that northeasterly winds along Virginia's coast can try the patience of launch operators and make navigation unpredictably hazardous. .., .., .. , Engineer Bob Hurst is in charge of seasonal and regular maintenance of Lynn Haven pilot launches. 16 I LOG I November 1986 Deckhand Doug Gardner (below) works to maintain the Calvert, a launch owned and operated by the Association of Maryland Pilots at Lynn Haven. With assistance from SIU members on the pilot launch Old Dominion, Pilot Skip Howard (right) boards the Dutch carrier Rouen as it plowed at 8 knots down the Chesapeake Bay. The Old Dominion is operated by the Association of Virginia Pilots, Lynn Haven. (Continued from Page 15.) the Chesapeake Bay. Heavy fog and northeast winds can make a trip on the Bay treacherous going for SIU launch operators. In fog, a launch operator may see no farther than two feet in front of the prow. In heavy seas, the launch will be hidden in swells and will not be picked up on the radar screen. Launch operators are then forced to rely on radio contact and a compass to find the vessel. Less of a hazard are winter temperatures, since most pilot launches are built with an underlay er of heating ducts that deice decks and railings. Getting there is then only half the challenge. The other half is the boarding itself. It is a delicate undertaking for both the pilot and launch operator. The pilot must climb up several stories by ladder to board the vessel. The launch operator must get close to the ship, but not too dangerously close. The photographs of SIU launch operators and launch engineers that follow show some of the danger inherent in the work SIU members perform for the Association of Maryland Pilots and the Association of Virginia Pilots. And the satisfaction that SIU members express over their work. �elp Laun h Chesa eake ay - The Association of Maryland Pilots and the Association of Virginia Pilots are prominent throughout the Chesapeake Bay region. At the Virginia station a fleet of launch vessels is docked along the shoreline of the Lynn Haven inlet. The two associations have administrative and maintenance shop buildings. Overnight sleeping quarters are provided for pilots. A launch operator at Lusby shows a student from the Seafarers Harry Lundeberg School of Seamanship some industrial arts skills he applies to pilot boat maintenance. SIU members aboard the Old Dominion stood by the Rouen until Pilot Skip Howard had completed the difficult climb up the Jacobs ladder to the safety of a side hatch opening. Story and Photos by Lynnette Marshall For SIU launch operators at Lusby, there is a special perk that comes with their job. Maryland blue crabs are in season in the summer months and may be easily netted from the piers at the Association of Maryland Pilots at Lusby. November 1986 I LOG I 17 �In Memoriam - Michael Keith Birt, 28, died of injuries sustained in a crash when his car went off the highway in Avon Park, Fla. on Oct. 4. Brother Birt joined the Union following his graduation from the Seafarers Harry Lundeberg School of Seamanship Entry Trainee Program in 1979. He sailed as an AB and tankerman for G & H Towing and Dixie Carriers in 1979, deep sea from 1980 to 1981 and from 1985 to 1986, Sabine Towing from 1983 to 1984, Crowley Marine from1984 to 1985 and Red Circle Towing in 1986. Boatman Birt had a semester of South Florida Vocational Junior College. Born in Avon Park, he was a resident there. Burial was in the Bouganvillea Cemetery, Avon Park. Surviving are a son, Richard Birt Ill; his mother, Louise Graham of Avon Park; his father, Richard Birt Sr. of Tarpon Springs, Fla.; a brother, Richard Birt II of Avon Park, and an uncle, Alfred Doherty, chief mate for Sabine Towing in the port of Houston. Pensioner Cleverne Lloyd Bradberry, 66, died on Oct. 8. Brother Bradberry joined the Union in the port of Port Arthur, Texas in 1975 sailing as a cook for Sabine Towing from 1971 to 1984. He was a former member of the Electricians Union. Boatman Bradberry was a veteran of the U.S. Army during World War II. Born in Center, Texas, he was a resident of Port Arthur. Surviving is a brother, J. E. Bradberry of Jasper, Texas. Pensioner Ruel William V. Chandler, 67, died of heart-lung failure in the South Baltimore (Md.) Hospital on Sept. 12. Brother Chandler joined the Union in the port of Baltimore in 1957. He sailed as a captain for Curtis Bay Towing (tug Gremlin) from 1945 to 1981. He was a former member of the HIW Officers Division and the ILA. Boatman Chandler was born in Kentucky and was a resident of Linthicum Heights, Md. Burial was in the Meadowridge Park Cemetery, Baltimore. Surviving are his widow, Erma and a son, William of Woodbine, Md. Pensioner Murriel Deese, 78, passed away on Sept. 13. Brother Deese joined the Union in the port of Mobile in 1956 sailing as a cook. He was born in Uriah, Ala. and was a resident of Frisco City, Ala. Surviving is his widow, Nora Inez. Dennis Wayne Dietz, 36, was reported missing and presumed dead on Jan. 18. Brother Dietzjoined the Union in the port of St. Louis, Mo. in 1977. He sailed as a deckhand and tankerman for ACBL and National Marine Service from 1977 to 1979 and for Crowley Marine out of the port of Wilmington, Calif. from 1980 to 1985. He won a Transportation Institute Towboat Scholarship and attended a 18 I LOG I November 1986 Piney Point Inland Conference in 1979. Boatman Dietz was a former member of the Teamsters Union in 1979. A native of Dickinson, N.D., he was a resident of St. Louis. Surviving are his father, George of Belfield, N .D. and his brother, Lawrence of Fargo, N.D. Pensioner John Joseph Oteri Sr., 78, passed away on Sept. 23. Brother Oteri joined the Union in the port of Port Arthur, Texas in 1961 sailing last as a chief engineer for D.M. Picton. He was born in New Orleans and was a resident of Albuqueque, N.M. Surviving are his widow, Beryl of Jasper, Texas; two sons, John Jr. and Francis of Bridge City, Texas; four daughters, Lois, Iris., Betty and Frances Martin of Bridge City, and a son-in-law, Seafarer Murphy P. Martin of Bridge City. Pensioner Early Jural Rush Jr., 85, succumbed to cancer in the Church Hospital, Baltimore on Sept. 16. Brother Rush joined the Union in the port of Baltimore in 1957. He began sailing in 1946. He was born in Baltimore and was a resident there. Interment was in the Gardens of Faith Cemetery, Baltimore Cty. Surviving is his widow, Estella. brothers, Jules and Charles, both of New Orleans. Pensioner Walter Leon Jarrett, 70, passed away from an ulcer in St. Anthony's Hospital, Louisville, Ky. on Aug. 2. Brother Jarrettjoined the Union in the port of St. Louis, Mo. in 1965. He sailed as a cook for Inland Tugs from 1963 to 1978. He was a former member of the United Steel Workers Union. Boatman Jarrett was a veteran of the lJ.S. Army during World War II. Born in Louisville, Ky., he was a resident there. Burial was in the Resthaven Park Cemetery, Louisville. Surviving is a sister, Norma Edwards of Louisville. Pensioner Harry E. Larson, 71, died on Sept. 8. Brother Larson joined the Union in the port of Philadelphia in 1960. He sailed as a lighter captain for the Independent Pier Co. from 1948 to 1977. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Boatman Larson was a native of Philadelphia and was a resident there. Surviving is a sister, Augusta Szczepanski of Philadelphia. (Continued on Page 27.) New Pensioners Pensioner Freddie Cleber Jean Landry, 77, succumbed to heart-lung failure in the Jefferson Home for Health Care, New Orleans on Sept. 5. Brother Landry joined the Union in the port of New Orleans in 1957 and sailed as a deckhand for Dixie Carriers in 1971. He was born in Plattenville , La. and was a resident of New Orleans. Interment was in Greenwood Cemetery, New Orleans. Surviving are his widow, Anna and two Robert Hall Campbell, 66, joined the Union in the port of Philadelphia in 1961. He sailed as a mate on the tug McGraw. Brother Campbell was born in Pennsylvania and is a resident of Westmont, N.J. Dispatchers Report for Inland Waters OCT. 1-31, 1986 Port Gloucester ... ........... .......... New York ...... ....... .. ....... ... Philadelphia ....................... Baltimore . .. .......... .. .......... Norfolk Mobile .::::: ::::::::::::::::::::: New Orleans ....................... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ... ........... .......... Seattle ........................... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac .... .............. ........ St. Louis .....• .......... . ......... Piney Point ........................ Totals . .................... .. .. .. *TOTAL REGISTERED All Groups Class A Class B Class C 0 0 3 3 68 0 4 1 0 3 0 0 1 7 1 0 91 0 0 1 0 12 0 1 2 0 3 0 0 0 7 1 1 28 0 0 3 0 0 0 7 6 0 8 0 0 4 0 9 0 DECK DEPARTMENT 0 0 0 0 4 3 10 0 47 11 0 0 0 0 1 2 0 0 2 0 0 0 0 0 2 0 1 9 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 8 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 1 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 37 Port Gloucester . ....... . ..... . ..... .... New York .... ..................... Philadelphia ................... ... . Baltimore ............... . ......... Norfolk Mobile .:: :::::::::::::::::::::::: New Orleans ................... ... . Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington ........................ Seattle ..... .. ............... ..... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac ......... .... ............. St. Louis ...... .. ................. Piney Point ........................ Totals ........................... Port Gloucester ........................ New York ... . ........... .. ........ Philadelphia ................... ... . Baltimore ......................... Norfolk Mobile.:::::::::::::::::::::::::: New Orleans ....................... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington .... ....... ..... . .. . .... Seattle ........................... Puerto Rico Houston ... : : : : : : : : : : : : : : : : : : : : : : : Algonac ..... ..... ... ........ ..... St. Louis ......................... Piney Point ... ....... ............ .. Totals ........................... Totals All Departments ................ 0 0 0 0 20 0 0 0 0 0 0 0 1 3 0 0 0 0 0 0 8 0 0 0 0 0 0 0 0 4 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 24 12 2 0 0 0 0 8 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 1 0 11 6 4 126 46 43 76 11 18 7 0 0 4 0 0 0 4 6 0 1 0 0 5 0 9 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 29 0 0 0 3 91 0 3 0 0 17 0 0 4 15 0 1 134 0 0 0 0 25 0 0 0 0 12 0 0 5 35 0 1 0 0 2 0 0 0 3 4 0 3 0 0 7 0 10 0 0 0 1 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 1 22 0 0 0 0 0 0 4 0 0 0 0 0 0 0 2 26 0 0 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 0 78 29 3 31 32 4 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 0 10 0 0 1 0 0 0 0 0 18 0 0 29 0 0 0 0 2 0 0 0 0 0 0 0 0 8 0 0 10 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 194 120 37 10 1 3 97 26 35 4 *"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. �Retired SIU Retired SIU Vice President William Calton "Cal" Tanner, 69, a charter member of the Union, passed away late last month. Brother Tanner joined the SIU in 1938 in the port of Tampa, his birthplace, sailing as an OS. He first shipped out in 1935 as a member of the International Seamen's Union. Seafarer Tanner retired to Tampa in 1979. In World War U, he sailed in all the war zones as an AB and bosun. In 1943, riding the 23-year-old SS Nonvalk off Cuba with the late SIU VP Claude "Sonny" Simmons, a Nazi U-Boat torpedo blew the ship from under them at about 3 a.m. Tanner helped lower a lifeboat and then made it to a raft. When daylight broke, the crew was picked up by a Norwegian ore carrier and then transferred to a Cuban gunboat which took them to Cuba. Just before the end of the war in the Pacific, Cal was asked to come ashore by the late SIU President Paul Hall, then New Yor port agent. In 1947, Tanner with Hall and Simmons and the former SIU VP Lindsey Williams and the late SIU VP "Bull" Shepherd, organized and igned up the 20 ships of the Isthmian Line. Simultaneously, they organized and put into the SIU fold the Cities Service Oil Co. He also helped organize the Great Lakes Port Councils. Tanner eld the vice pr~sidency from 1947 to 1972. From 1947 to 1960, he was the port of obile agent and a member of the State Dock Board and MTD Port Council. In 1960 he was elected the first executive vice pre ident of the SIU A & G District. In the mid-1970s Tanner was elected SIU vice president in charge of contract and contra~t enforcement. Surviving are his idow, Mary: a son, Robert, and a daughter, Sandra Hurley. nt 41 years serving the Union and its to vie pre ident and held several other edica C Tributes to D . osep Lo ue, SIU Here are wo tributes to the late Dr. Joseph B. Logue, 91, who passed away early last month. Dr. Logue was SIU medical director from 1956 to 1986 establishing health clinics throughou the Union's ports. Previously, he ad spent 36 years in the U.S. Navy Medical Corps retiring as a vice admiral. The first tribute is from Florence Penney, special a sistan to Dr. e at the Pete Larsen SIU Clinic in Brooklyn for almost 30 years: '•During the month of anuary 1957, I had the opportunity of being interviewed by Dr. Logue for a secretarial position with the Seafarers Welfare Plan at which time their main office was located in Manhattan. ''I never realized at the time I was hired I would have the pleasure of working with him for close to 30 years. He was a kind, warm and gentle man whom I loved working with and whom I loved very much. ''I remember well the opening of the first SIU Clinic in the spring of 1957. He was so very proud of it and went on to establish other clinics in the various ports. ''He was a man who was dedicated to his work and the membership, and many times he reached in his pocket to give a helping hand to those in need. "My elationship with Dr. Logue was very special. He was a friend and confidant, and I will cherish his memory in my heart forever." The econd tribute lauding Dr. Logue is from SIU Atlantic Vice President eon Hall: ''Logue was responsible for opening up this Union's nation ide system of clinic . One of the last urviving admirals from World War I, be had a truly remarkable career. ··Logue dedicated the last part of his life to providing quality medical Rex Die ey, Fo e Agent, C arter em Rex Dickey, a charter member of the SIU, former organizer and Baltimore port agent, died Oct. 26 in Deerfield Beach, Fla. He was 84 years old. The cause of death has not een determined. Dickey joined the SIU in October 1938 as the fledging seamen's union was just organizing. He sailed in the deck department as an AB until 1942 when he joined the service. He was wounded in combat and returned to the merchant marine in 1943. He participated in the 1946 General Maritime Strike, and in 1948 then Organizing Director Paul Hall asked Dickey to work as an organizer. He participated in large organizing drives during that time. In 1952 he became a patrolman in Baltimore and was elected portage t there ·n 1960. Dickey retired o·es P Ca Ta al ' • in 1972. Dickey continued o make bis home in Baltimore following his retirement. He was active in several ocial groups. including the Bull Liners and the Over 50 s. Dickey was in Florida or the wedding of a grandson Oct. 25. He wa stricken the following day. He collapsed in a hotel lobby and was taken to Broward ospital here he later died. He is survived by his wido Rosalie J. Dickey; one son, Joseph ofFalston, d. ·two stepsons, obert arldand of Elkton, d. and Richard arkland of orco, Calif., and three grandchildren. He was preceded in death by his first wife Theresa. Dickey was buried at Oak Lawn Cemetery in Highlandtown, d. ov. 1. e care to American seamen. He ad a real affection for this membership.'' After odd War I, Dr. Logue specialized in traumatic urgery for the Haitian government from 1927 to 1930. He was assistant chief of urgery at the aval Hospital in Washington, D.C. from 1936 to 1939 and commanding officer of the a val Hospitals i ey e , a. an from 1945 to 1947. He was with the avy Department's Bureau of Medicine and Surgery, ashington D.C. from 1947 to 1949, and he a in charge of ortho edic and traumatic surgery on the Naval hospital hip U.S. Relief in Brooklyn, N.Y. . Logue also did special wor in surgery at the Mayo Foundation Clinic, Rochester, inn.; as achu etts Genera Hospital, Boston; University of Pennsylvania, Philadelphia and the Po tgraduate Hospital, e Yo City. He was a member of the American edical Assn., Fellow of the American Co lege of Surgeons, Alpha Omega Alpha Honorary edical Society, e Yor State and County edical Society ssn. of Military Surgeon of e .S. and was certified by the . . S. orkmen's Compen ation Board for orthopedic urgery. Funeral services for one of the last surviving .S. avy admirals of World F Dr. oseph B. L gue r. at the time he was ap inted Rear Admiral. War I were held in Br oklyn, .Y. on Oct. 6. Burial with ful1 military honors was at the U.S. ational Cemetery, Arlington,. Va. on Oct. 10. Surviving are hi on, Jo eph B. Logue Jr. of ew York City; a daughter, JoAnne Daugherty of Redwood City, Calif.· two i ter , Rubie Adkins of Georgia and Myrtu Yoder of orth Carolina; a grand on, Paul Daugherty of San Franci co, and a granddaughter, Colleen Daugherty of Alexandria, Va. 's Jo n Lyons Dies, as e o Workers President John H. Lyon , a longtime member of the AFL-CIO's Maritime Trades Departme t and resident emeritus of the Iron orkers, died Oct. 26 following a stro e. He was 66. Lyons erved as Iron or ers president for 24 years and on the AFLC 0 Executive Council for 18 years. He retired in 1985. He pent 48 years with the Iron or ers and was elected to that union's top po t in 1961. Along with serving in the MTD, Lyon al o was a vice president and executive council member for both the etal Trades and Building and Construction Trades departments at the AFL-CIO. He wa appointed to 19 advisory commis ions and panels by s· U.S. presidents and served as cochairman of the 1984 ational Democratic Party Platform Committee. November 1986 I LOG / 19 �• ··::~\ff • Pictured with their awards are Leon Powe Jr., wiper; M. Thompson, engine utility; J. L. Rhodes, third steward; George Grier, SIU representative, and L. Ramon, laundryman. Open Season .for Health Plan Changes The period designated as Open Season this year for federal employees health benefits changes is Nov. l 0 through Dec. 5, 1986. This is the period during which eligible federal employees may change from one health plan to another, or from Self Only to Self and Family. Each plan participant has been sent a personalized Enrollment Change Form and FEHB Plan Comparison Chart along with a brochure. All should be studied very carefully before making a final decision to change plans. In some cases premiums have been increased; in other instances, premiums have been slightly lowered. What is mo t important, however, is whether services have been increased or decreased, and cost-sharing amounts charged for primary care have changed. Answers to these que tions can be found in the brochure. Remember, if you cancel your coverage altogether, and at a later date you enroll again, you must maintain coverage for a fiveyear period prior to your retirement. Otherwise, you lose your benefits. It is also important that the "Privacy Act Statement'' that appears on the reverse side of the ''Enrollment Change Form" be studied and understood. The Privacy Act Statement states in part, "This information may be disclosed to other federal agencies or congressional offices which may have a need to know it in connection with your application for a job, license, grant or other benefit. It may also be shared with national, state, local or other charitable or social security administrative agencies to determine·and issue benefits under their programs. In addition, to the extent this information indicates a possible violation of civil or criminal law, it may be hared with an appropriate federal, state or local law enforcement agency.'' Unlicensed Promotions Announced The announcement ha gone out to all MSCPAC hip and po ted on the bulletin board at Building #310. Naval Supply Center, for civilian marine unlicen ed permanent and competitive temporary promotions in 28 categorie . The categories include: • Boatswain (Unrep). Boat wain (Freighter), Carpenter (Freighter), Boatswain Mate (Day) (Rig Captain). Boatswain-Mate (Cable). Able Seaman and Able Seaman (Maintenance). • Chief Electrician (all clas es), Refrigeration Engineer (Day), Second Refrigeration Engineer. Third Refrigeration Engineer, Deck Engineer-Machinist, Unlicensed Junior Engineer, Second Electrician (Day), Engine Utilityman, Pumpman, Oiler and FiremanWatertender. • Chief Steward, Third Steward, Steward-Baker, Chief Cook, ight 20 I LOG I ovember 1986 Cook and Baker, Second Cook-Baker, A i tant Cook. Third Pantryman, Laundryman, and Yeoman-Storekeeper. All promotion reque t should be submitted to MSCPAC Employment Divi ion (Code P-22), Oakland, Calif. 94625 prior to the clo ing date of Dec. 15. 1986. Interested candidate who are afloat hould ubmit their request via me age, even though you may have ubmitted a previou reque t. In addition, recommendations from hip ' ma ters on behalf of candidate who are under their supervision go a long way when a candidate is being considered for permanent or competitive temporary promotion. Each time there is an MSCPAC marine promotion announcement, it seems that marine employees who are in a leave status fail to get the word. This time, however, MSCPAC will be A Whole Lotta Years-Plus Length of Service and a Sustained Superior Performance Award were presented to four MSCPAC marine employees recently by MSCPAC Commander, Capt. W. T. Dannheim. M. Thompson and L. Ramon each have 40 years federal service while J. L. Rhodes can boast of 41 years. Ramon and Rhodes elected to retire and spend a little time with their families-and the rest of their leisure fishing on the banks of the various California rivers. Thompson remains on the MSCPAC rolls unfit for duty but is thinking strongly of "throwing in the towel." Just think-that's 121 years of federal civil service between the three. That's a "whole lotta years." Leon Powe Jr., who received a ''Special Achievement A ward'' for his sustained superior performance while serving aboard the cable ship USNS Zeus, has worked as a wiper since joining MSCPAC in June 1982. Powe received a check in the amount of$741 for his productive labor, accomplished at times under adverse circumstances. In receiving his award, Powe proved to himself, the crew of the Zeus, and to all MSCPAC unlicensed marine personnel, that individuals can be rewarded for the execution of their duties in an exemplary manner. Tug Catawba Three of the four-member steward department take a break from their arduous duties aboard the USNS Catawba. They are, from left: Charles Abernathy, utility and Thomas Dryden, steward/baker. Seated is Arthur Victor, chief cook. Merry Christmas,_,_-Maybe? MSCPAC unlicensed deck, steward department and yeomen/storekeeper personnel received a one-half (.05%) percent retroactive base wage increase on May 23, 1986 for the period March 16 through August 31, 1984. Only a portion of that half-percent was paid at that time. There remains one-half percent to be paid for the period Sept. 1, 1984 through May 15, 1985. Additionally, there is a retroactive payment of three-and-one-half (3.5%) percent increase on base wages due sending copies of the announcement to tho e employees who are in a leave status in order to give them the same opportunity for promotion consideration as those afloat employees. After the closing date, which is Dec. 15, 1986 it will take the MSCPAC staff some time to compile all the paperwork and set up the ranking order in the different departments and categories. Consequently, the MSCPAC Promotion Board will not meet until some time after the new year. for the period April 1, 1985 through May 15, 1986, plus a two (2%) percent increase in two increments on premium pay rates. This retro money is payable to all unlicensed personnel. Together, these payments represent a sizable sum for each affected employee, and the new MSCPAC Comptroller, CDR R. E. Odegaard, has indicated his staff would do their level best to have the long overdue retroactive money paid before Christmas 1986. Personnel who will be aboard ship and want their checks mailed to them should write to the MSCPAC Comptroller's Office, telling them where they want their check mailed. Alertness Is The Key to Vessel Safety �MV PAUL BUCK-Some of the crewmembers take time out for a snapshot while offloading in Pearl Harbor. They are, from the left: J.L. Carter, AB; George Pino, GSU; Alfred L. DeSimone, DEU; Marion E. Howell, chief cook, and Klaus Tammler, AB. BEAVER STATE-While stopping off in Honolulu, the deck gang, led by Bosun Jack Edwards, takes on parts for the engine room . •• Photos by Steve Ruiz and Bob Hamil ~11 ,~ :·····. SS CONSTITUTION-The deck and engine gang onboard the SS Constitution turn out for a Union meeting while at sea. MV lST LT. JACK LUMMUS-From the port of Honolulu, the crew takes time out to send a warm aloha to the mainland. Seated (I. tor.) are Ellen Jobbers, SA; Luke Meadows, bosun; Mike Tracey, AB; Edward Ellis, SA; Mark Stevens, AB, and Rick Holt, SA. Standing (I. tor.) are Steve Parker, chief cook; Cathy Hobs, baker, and Brad Girliech, SA. SS INDEPENDENCE-SIU Rep Bob Hamil accepts a contribution to the Maritime Defense League from Mrs. Vickie Irving in the port of Hawaii. kf.:·· SS CONSTITUTION-Passenger Service is first-rate aboard the SS Constitution with the help of the lovely and competent purser department. They are (I. tor.) Ivonne Darley, jr. asst. purser; Gay Hammett, chief purser; Heidi McCartney, jr. asst. purser, and Kathy Harper, jr. asst. purser. November 1986 I LOG I 21 �cove Leader Passes Through Panama canal The SS Cove Leader (Cove Shipping Inc.) passed through the Panama Canal Sept. 11 on her way back to the Gulf after shuttling six voyages from Valdez/West Coast this summer. The vessel underwent a shipyard period in Portland, Ore. and recrewed out of the Seattle hall. Thanks to R.A. McClean , master aboard the Cove Leader, for sending us these photographs of the crew. (Look for more pictures of the Cove Leader next month.) C. Smith, bosun M. Bolger, AB H. Lewis, chief cook M. Williams, pumpman 22 I LOG I November 1986 C. Broerman, AB R. Schwender, OMU J. Kass, AB �Help A Friend Deal With Alcoholism Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lfad to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fell ow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to healthy' productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step ·back to recovery is only an arm's length away . ~-------------------------------~ Alcoholic Rehabilitation Center I am interested in attending a six-week prograw at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential. and that they will not be kept anywhere except at The Center. Name ............................. Book No ............ . a Address (Street or RFD) (City) (State) (Zip) Telephone No ................ . Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 I : I ________________________ ---------------------------------' .__ or call, 24 hours-a-day, (301) 994-0010 : November 1986 I LOG I 23 �Hawaii Honors WWI I Merchant Marine Vets Correction Due to an editor's error, the captions on the above pictures which appeared in the October LOG were switched. Above (left) is AB Raymond Rainey. Steward Assistant Mark Fuller is pictured on the right. Going Out on Pension? Here Are Some Tips ... If you are going out on pension, it is to your advantage to plan ahead. Get all the forms and paperwork together so that there will be no delay in getting your pension application approved and your checks in the mail. You will need: • A copy of your birth certificate. • Copy of your wife or husband's birth certificate. • Copy of your marriage certificate. • Copies of your discharges. Especially those for the years prior to 1951 and the last year you worked. • Passport size photograph. If your application is for an Inland pension, you will also need: • A Type I Statement of Earnings from Social Security. • A company letter outlining your service with the company. Additional documents are needed for those of you who are applying for a disability pension: ington, D. C. well ahead of the time you will be submitting your pension application. Your Union's pension and welfare departments are set up to give you prompt service. Your help in giving them the necessary documents to prove eligibility will ensure that you get your benefits on time. • A Social Security disability award. • A Permanently Not Fit for Duty letter from your doctor. If you lost any of your discharges, write to the U.S. Coast Guard, Wash- We want to make sure that you receive your If you are getting more than one copy of the copy of the LOG each month and other important LOG delivered to you, if you have changed your mail such as W-2 Forms, Union Mail and Welfare address, or if your name or address is misprinted Bulletins. To accomplish this, please use the or incomplete, please fill in the special address address form on this page to update your home form printed on this page and send it to: address. SIU & UIW of N.A. Address Correction Department Your home address is your permanent address, 5201 Auth Way and this is where all official Union documents, Camp Springs, Maryland 20746-9971 W-2 Forms, and the LOG will be mailed. -----------------------------------------------------------PLEASE PRINT HOME ADDRESS A Poem of Love The Sailor I Married He is so very special to me, My life without him ... Just wouldn't be. He is gone for four months At a time, But when he comes home to me He is all mine Al tho he's gone from home a lot . . . A wonderful husband and father we got. He calls me often just to say, I love you sweetheart . . . In his own special way. So you see, this sailor I married Was just meant to be . . . The most wonderful, loving, caring, devoted Husband who was specially meant Just for me! I love you sweetheart, tho the miles Between us are far apart . . . It's you I love and keep near my heart. Date: _ _ _ _ _ _ _ _ __ Social Security No. Phone No. ( Area Code Your Full Name Apt. or Box# Street Book Number D SIU City D UIW State D 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 mailings. This address should remain in the Union file unless otherwise changed by me personally. (Signed)------------------ -----------------------------------------------------------J 24 I LOG I November 1986 Grace Freeman Panama City, Fla. (wife of QMED Mark Allan Freeman aboard the LNG Aquarius) o You Have e tio s Cairns If you have any questions about your welfare claims, contact your port repres~nta­ tive, your area vice president, or call this toll-free number: 1-800-345-2112. �S the 1987 school season begins, it's not too early for high school seniors to start thinking about college. For dependents of Seatare rs 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 Seatare rs 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 Req'uirements 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 Don't Wait! Apply Now For 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 1987 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 1987. The deadline for submission of applications is April 15, 1987. November 1986 I LOG I 25 �e~=Ir=li=~=@=ll=:========<E>~~~,~,~"~>=====uill)~~~a·w@~~M~~~=' Deep Sea Pensioner Frank Bauer passed away on Oct. 16. Brother Bauer joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1968. Pensioner Steven Boides, 78, passed away from cancer on Sept. 13. Brother Boides joined the SIU in the port of San Francisco. He was born in Greece and was a naturalized U.S. citizen. Seafarer Boides was a resident of San Francisco. Burial was in the Greek Memorial Park Cemetery, Colma, Calif. Surviving are his widow, Areti and a son, Franklin of Walnut Creek, Calif. Herbert "Herb" Gerard Boudreaux, 39, died on Sept. 25. Brother Boudreaux joined the SIU in the port of New Orleans in 1967 working last on the Sea-Land Shoregang, Port Elizabeth, N.J. and on the Waterman Shoregang, New Orleans from 1983 to 1984. He hit the bricks in the 1980 ACBL beef. In 1975, he worked as a spinner maintenance mechanic for the Louisiana Dock Co. (UIW) New Orleans. And in 1977, he was a delegate to the 5th UIW Quadrennial Convention in New York City. Herb worked at the SHLSS from 1969 to 1970 during the school's building period. And he was a veteran of the U.S. Marine Corps during the Vietnam War. Born in Louisiana, he was a resident of Violet, La. Surviving are his widow, Vilma of Honduras and five daughters, Wendy, Lynn, Sue Ann, of San Ysidro, Calif., Cynthia and Carol of New Orleans. Pensioner Francis Edward Burley, 64, died on Oct. 20. Brother Burley joined the SIU in the port of New York in 1951. He sailed last as a cook out of the port of Houston. He was born in New Hampshire and was a resident of Spring, Texas. Surviving are his widow, Mavis; his mother, Dorothy Sargent of Dover, N.H., and a brother, Elmer. Joseph Anthony Dixon, 34, died in a hospital on Sept. 18. Brother Dixon joined the SIU in the port of Mobile in 1969 sailing as a cook and AB. He also shipped out on the West Coast from the port of San Francisco. Seafarer Dixon was born in Mobile and was a resident there. Surviving are his mother, Lavern of Mobile and three Seafarer brothers. Pensioner Harold P. Faisone, 55, died of he"rt-lung failure in the Kaiser Foundation Hospital, San Francisco on Aug. 20. Brother Faisone joined the SIU-merged Marine Cooks and 26 I LOG I November 1986 Stewards Union in 1949 in the port of San Francisco sailing as a porter. He first sailed on the West Coast in 1947. Seafarer Faisone was a resident of San Francisco. Surviving are two daughters, Mercie White of Lubbock, Texas and Sherry Mercedes of San Francisco and a sister, Myrtle Willis of San Francisco. Herbert Van Dunn, 45, died on March 8. Brother Dunnjoined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1978. Brother Dunn first sailed on the West Coast in 1962. He was a veteran of the U.S. Army during the Vietnam War. A native of California, he was a resident of Oakland, Calif. Surviving is his mother, Sybil Wightman of Oakland. Pensioner Lee Hguey Gong, 85, passed away from lung failure in the French Hospital, San Francisco on Sept. 1. Brother Gongjoined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco sailing as a cook for APL. He first sailed on the West Coast in 1935. Seafarer Gong also sailed during World War II. Born in China, he was a resident of San Francisco. Interment was in the Ning Yung Cemetery, Colma, Calif. Surviving are his widow, Len Hai; three sons, Bock Kai; Bock Hung and Michael of San Francisco and a daughter, May Fong. Pensioner George R. Higgs died on June 2. Brother Higgs joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1977. Pensioner Frank Chouza Lijo, 81, succumbed to arteriosclerosis in Brooklyn, N.Y. on Aug. 19. Brother Lijo joined the SIU in the port of New York in 1951 sailing last as a chief steward. He walked the picket lines in the 1946 General Maritime, 1947 Isthmian, 1948 Wall St., 1961 Greater N.Y. Harbor and the 1962 Robin Line beefs. Seafarer Lijo was born in Corona, Spain and was a resident of New York City. Burial was in the Rosedale Cemetery, Linden, N .J. Surviving are a brother, Manuel of Norwood, Mo. and a sister, Josefa of Coruna. Pensioner Manuel Sanjurjo Medina, 57, succumbed to cancer in the Ashford Hospital, San Juan, P.R. on Oct. 4. Brother Medina joined the SIU in the port of San Juan in 1964 sailing as a wiper and AB. He was born in San Juan and was a resident there. Interment was in the Puerto Rico Cemetery, Isla Verde, Carolina, P.R. Surviving are his widow, Ernestina; two sons, Juan and Reyes; a daughter, Santa, and his mother, Adela of San Juan. Pensioner George G. Silva, 77, passed away from cancer at home in Hawaii on Sept. 7. Brother Silva joined the SIU-merged Marine Cooks and Stewards Union in the port of New York in 1955. He first sailed on the West Coast in 1926. He was born in Hawaii. Burial was in the Chapel of the Chimes Cemetery, Oakland, Calif. Surviving are his widow, Bertha of San Leandro, Calif.; three sisters, Ida, Maria Camara of Winchester, Mass. and Alice Gonsalves of San Francisco, and two nieces, Loma Perry of Hayward, Calif. and Jean Gonsalves of San Francisco. Pensioner Harry David Silverstein, 67, died of lung failure in the Virginia Mason Hospital, Seattle on Aug. 5. Brother Silverstein joined the SIU in the port of San Francisco in 1956. He sailed as a cook, waiter and bartender. He also sailed during the Vietnam War. Seafarer Silverstein was a veteran of the U.S. Army in World War II. A native of San Francisco, he was a resident of Seattle. Cremation took place in the Butterworth Crematory, Seattle. Surviving are his mother, Sophie of North Hollywood, Calif; a brother, Maurice of Sacramento, Calif.; a sister, Ethel of Daly City, Calif.; two nephews, Jackie and Herman Gravitz of Daly City, and a niece, Donna Franzen of San Francisco. I" Eugene Van Sobczak, 66, succumbed to lung failure in the Hayward (Calif.) Hospital on Sept. 11. Brother Sobczak joined the SIU in the port of New Orleans J in 1951 sailing as an oiler. He also worked as a railroad brakeman. Seafarer Sobczak was a veteran of the U.S. Navy in World War II. Born in Chicago, Ill., he was a resident of Hayward. Burial was in the Holy Sepulchre Cemetery, Hayward. Surviving are a brother, Harry of Chicago; a sister, Adeline Kafka also of Chicago, and a niece, Barbara Wagner of Oak Forest, Ill. Pensioner Vertis Cook Smith, 74, passed away from a heart attack in St. Joseph's Hospital, Tampa, Fla. on Aug. 30. Brother Smith joined the SIU in 1942 in the port of Baltimore ailing as a recertified bosun, 3rd mate and ship's delegate. He graduated from the Union's Recertified Bosuns Program in 1975. And he was on the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. Beefs. Seafarer Smith was born in Heflin, Ala. and wa a resident of Tampa. Interment was in the Fitzgerald Cemetery, Mulberry, Fla. Surviving is his widow, Irma. Pensioner Alexander Sokolowski Jr., 62, died at home in New Orleans on Sept. 11. Brother Sokolowski joined the SIU in 1942 in the port of New York sailing as an AB. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Sokolowski received a Union Personal Safety Award in 1961 for sailing aboard an accident-free ship, the SS Steel Surveyor. Sokolowski was born in Westfield, Mass. Cremation took place in the Security Plan Crematory, New Orleans. Surviving are his mother, Anna of Westfield, and a sister, Jennie O'Keefe of Springfield, Mass. Pensioner Sven Orage Stockmarr, 62, died on Sept. 13. Brother Stockmarr joined the SIU in 1943 in the port of New York. He sailed as a recertified bosun, graduating from the Union's Recertified Bosuns Program in 1973. Seafarer Stockmarr walked the picket line in the 1946 General Maritime and the 1961 N.Y. Harbor beefs. He also attended the U.S. Maritime Transport Service Schools in Hoffman Is., N .J. and Sheepshead Bay, Brooklyn, N.Y. Bosun Stockmarr was born in Denmark and was a naturalized U.S. citizen. He was a resident of Brooklyn. Surviving are his father, S. Stockmarr of Morley, Denmark and two sisters, Karen Nielson and Gudrun Stockmarr, both of Esbjerg, Denmark. Pensioner Vasser Szymanski, 70, died on Oct. 2. Brother Szymanskijoined the SIU in 1946 in the port of Galveston sailing as a chief steward. He walked the picket line in the 1946 General Maritime beef. Seafarer Szymanski was a veteran of the U.S. Army in World War II. Born in Massachusetts, he was a resident of Springtown, Texas. Surviving are his widow, Queen Victoria, and two sons, John of Salem, Mass. and Ernest. Pensioner Phillip "Blackie" Rodney Wagner, 61, died on Aug. 29. Brother Wagner joined the SIU in 1947 in the port of New York. He sailed as an oiler and engine delegate and helped to organize Tideland Marine Services. Seafarer Wagner hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Wagner was a veteran of the (Continued on next page.) �(Continued from previous page.) U.S. Navy in World War II. Born in Hastings, Neb., he was a resident of New Orleans. Surviving are his widow, Mary and his father, G. W. Wagner of Grand Island, Neb. Pensioner Merle Edward Williams, 79, passed away from heart-lung failure in the Swedish Medical Center, Seattle on Jan. 4. Brother Williams joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1967 sailing as a cook and steward for APL. He first sailed on the West Coast in 1922. Seafarer Williams was born in Wichita, Kans. and was a resident of Seattle. Interment was in the Mt. Pleasant Cemetery, Seattle. Surviving are two sons , Reanuel of Compton, Calif. and Vandrea of Los Angeles, Calif. and two daughters, Casandra of Los Angeles and Jacqueline Franklin of Seattle. Robert Michael Wilson Jr., 36, died in a fall aboard the Sea-Land Endurance at sea enroute to the port of Yokohama, Japan on Sept. 22. Brother Wilson joined the SIU in 1971 following his graduation from the Seafarers Harry Lundeberg School of Seamanship Entry Trainee Program, Piney Point, Md. He sailed as a QMED. He also sailed during the Vietnam War. Seafarer Wilson was born in San Francisco and was a resident there. Surviving are his father, Robert "Sam" M. Wilson Sr. of Port Angeles, Wash.; his mother, Ruby of Pahoa, Hawaii, and a brother, Michael of California. Pensioner John McCabe Yates, 58, died at home in Jacksonville on Aug. 25. Brother Yates joined the SIU in the port of Baltimore in 1953 sailing as a bosun. He was on the picket line in the 1961 N.Y. Harbor beef. Seafarer Yates was a veteran of the U.S. Army in World War II. He was a native of Columbus , Ohio. Burial was in the Seafarers Haven Cemetery, Piney Point, Md. Surviving is his sister, Elizabeth Blackstone of New Concord , Ohio. Great Lakes Pensioner Harry Herion, 79, passed away from heart failure in the Berlin Hospital, Green Bay, Wis. on Sept. 19. Brother Herion joined the Union in the port of Frankfort, Mich. in 1956. He sailed as an AB for the Ann Arbor G ing (Mich.) Car Ferries from 1966 to 1972 and also worked as a journeyman rigger. He was born in Michigan and was a resident of Manitowoc, Wis. Cremation took place in the Jens Crematory, Manitowoc. Surviving are his widow, Luella and a son, Dale. Atlantic Fishermen Pensioner Philip Thomas Parisi passed away on Oct. 10. Brother Parisi joined the SIU-merged Gloucester Fisherman's Union in the port of Gloucester, Mass. sailing as an AB. He retired in 1976. In 1975 he rode the CS Long Lines (AT&T). Fisherman Parisi was a resident of Gloucester. In Memoriam (Continued from Page 18.) Joseph Christopher Muscato III, 34, died of injuries sustained as a passenger in a car crash on Rt. 249, St. George' s Is. , St. Mary 's Cty. , Md. on Sept. 19. Brother Muscato joined the Union following his graduation from the Harry Lundeberg School of Seamanship Entry Trainee Program in 1977. He sailed as a relief captain for Sonat Marine (IOT) from 1979 to 1984 and as an AB and tankerman for Crowley Marine from 1985 to 1986. Boatman Muscato had three years at Jacksonville University studying the liberal arts. A native of New York City, he was a resident of Jacksonville. Interment was in Arlington Cemetery, Jacksonville. Surviving are his parents, Joseph and Myrtice Muscato Sr. of Jacksonville and two brothers, Michael and Joseph Jr. Pensioner James Russell Wathan Jr., 66, died of heart-lung failure in Lake Jackson, Texas on Sept. 20. Brother Wathen joined the Union in the port of Houston -in 1957. He sailed for Dixie Carriers from 1957 to 1983. Boatman Wathen also sailed for the Dow Chemical Co. from 1952 to 1957. Capt. Wathen was a former member of the Carpenters and Joiners Union of America from 1940 to 1941. And he attended a Piney Point Gulf Crews Conference in 1977. Wathen was a veteran of the U.S. Navy in World War II. Born in Carrabelle, Fla., he was a resident of Freeport, Texas. Burial was in the Restwood Park Cemetery, Lake Jackson. Surviving are his widow, Elizabeth; two sons, James II and Daniel of Freeport, and a daughter, Joanne Wicke of Freeport. A P ROVING that the Seafarers LOG will go to any lengths to get a photo of one or two of its contracted ships, LOG editor Chuck Svenson (with Chief Mate Susan Svenson aboard) went to sea in his pea-green boat the Flicka with camera and telephoto lens. The 10-day voyage down the Chesapeake to Hampton Roads, around Cape Charles and up the Atlantic Coast to Cape Henlopen, up the Delaware Bay, through the C&D Canal, and back into the Chesapeake netted three SIU vessels (see photos), two aircraft carriers, 30 foreign-ftaggers , a herd of porpoises and several flights of pelicans. The Flicka. ghosts on the waters of the Chesapeake Bay at the beginning of her 10-day voyage around the Delmarva peninsula. ~:···;:;:,.,,:~·.:· ::~;.···. The Sealand Developer is down to her marks as she steams inbound at Hampton Roads. - The Lt. John T. Bobo lies at anchor at Hampton Roads. The Mount Vernon Victory is silhouetted by the setting sun as she heads outbound on the Delaware Bay. November 1986 I LOG I 27 �Deep Sea Robert Hilton Bell Jr., 56, joined the SIU in 1947 in the port of New York sailing as an AB. Brother Bell last shipped out of the port of Mobile. He was born in Alabama and is a resident of Pensacola, Fla. Clifford "Cliff'' Aubrey Bellamy, 65, joined the SIU in the port of New York in 1953 sailing as a bosun. Brother Bellamy began sailing in 1948. He also sailed on the Great Lakes. Seafarer Bellamy sailed during both the Korean War and the Vietnam Conflict. And he is a former member of the SUP, Hod Car• riers Union and the Mine, Mill Smelters Union and is a veteran of the U.S. Navy in World War II. Bellamy is a published poet. Born in Boone, N.C., he is a resident of Salt Lake City, Utah. Thomas Gregory Boland, 58, joined the SIU in 1947 in the port of Seattle. He sailed as a recertified bosun last shipping out of the port of Houston on the SS Fa/con Princess. Brother Boland graduated from the Union's Recertified Bosuns Program in 1983. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Boland is a Sp/3d Class veteran of the U.S. Army in the Korean War. A native of Davenport, Iowa, he is a resident of Texas City, Texas. - John David Burchinal Sr., 63, joined the SIU in 1944 in the port of New York sailing as a chief electrician. Brother Burchinal last shipped out of the port of New Orleans. He is a veteran of the U.S. Navy in World War II. Seafarer Burchinal was born in Pennsylvania and is a resident of Harvey, La. Juan I. Gomez, 66, joined the SIU in the port of Seattle in 1957. Brother Gomez last shipped out of the port of New York. He was born in Puerto Rico and is a resident of New York City. Francisco "Frank" DeDominicis, 63, joined the SIU in 1944 in the port of New York sailing as an AB. Brother DeDominicis last shipped out on the Sea-Land Economy in the port of New Orleans. He was born in New York and is a resident of New Orleans. of the port of Jacksonville. Brother Rice graduated from the Union's Recertified Chief Stewards Program in 1979. He is a veteran of the U.S. Navy in World War II. Seafarer Rice was born in Federal PakePerry Pt., Md. and is a resident of Ormond Beach, Fla. James Michael Lennon, 61, joined the SIU in 1943 in the port of New York sailing as an oiler. Brother Lennon also sailed in the Vietnam War. He hit the bricks in the 1961 Greater N. Y. Harbor and the 1962 Robin Line beefs. Bearer Lennon was born in New York City and is a resident of Brooklyn, N. Y. Lloyd Douglas Richardson, 65, joined the SIU in 1944 in the port of Norfolk sailing as a bosun last on the SS Long Beach. Brother Richardson is also an electrician. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Richardson was born in Richard, Va. and is a resident of Chesapeake, Va. Herschel Leon Myers, 65, joined the SIU in the port of Wilmington, Calif. in 1968 sailing as an AB. Brother Myers also worked as a plasterer. He is a veteran of the U.S. Navy in World War II. Seafarer Myers was born in Lebanon, Ind. and is a resident of Hawaiian Gardens, Calif. Juan Oquendo Jr., 65, joined the SIU in 1943 in the port of New York sailing as a recertified chief steward. Brother Oquendo graduated from the Union's Recertified Chief Stewards Program in 1981. He walked the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer Oquendo was born in Puerto Rico and is a resident of Uniondale, N.Y. Vincent Pascal Pizzitolo Sr., 64, joined the SIU in the port of New Orleans in 1953 sailing last as a recertified chief steward riding the Sea-Land Producer. Brother Pizzitolo graduated from the Union's Recertified Chief St~wards Program in 1981. He is a veteran of the U.S. Army Paratroopers in both World War II and the Korean War. He was wounded in Belgium, France and Korea. Seafarer Pizzitola was born in New Orleans and is a resident there. Charles Martin Rice, 64, joined the SIU in 1945 in the port of Boston, Mass. sailing last as a recertified chief steward and ship's chairman aboard the SS Ponce out John Francis Scully, 58, joined the SIU in 1946 in the port of New York sailing as an AB. Brother Scully last worked on the port of Seattle Sea-Land Shoregang from 1978 to 1986. He was on the picket line in the 1946 General Maritime beef. Seafarer Scully was born in Beverly, Mass. and is a resident of Seattle. Kenneth Hennis Steinmetz, 59, joined the SIU in 1947 in the port of New York sailing last as QMED on the SS Thompson Pass out of the port of San Francisco. Brother Steinmetz hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. He was born in New Jersey and is a resident of Clearlake, Calif. Raymond Payton Taylor, 62,joined the SIU in 1947 in the port of New Orleans sailing as a chief steward last on the SS Arctic (Maritime Overseas). Brother Taylor walked the picket line in the 1946 General Maritime beef. He was born in Louisiana and is a resident of Harvey, La. Great Lakes Joseph Leo Vieira, 65, joined the SIU in the port of Cleveland, Ohio in 1966 sailing last as a chief pumpman for the Erie Sand Co. from 1966 to 1986. Brother Vieira also worked as a turret lathe operator and as a yacht refinisher. He is a veteran of the U.S. Coast Guard in World War II. Laker Vieira was born in Ohio and is a resident of Erie, Pa. Ex-SIU Agent 'Pete' Drewes Retires Longtime SIU official Peter "Pete" Walton Drewes, 59, retired on Oct. 1. Brother Drewes joined the Union in 1945 in the port of Charleston, S. C. sailing this last year as a recertified bosun aboard the SS Ambassador (Coordinated Caribbean Transport) out of 28 I LOG I November 1986 the port of Jacksonville, Fla. Previously, he had sailed Sea-Land ships from 1980 to 1982. He graduated from the Union's Recertified Bosuns Program in 1974. Seafarer Drewes first became a SIU official as a patrolman in the port of Duluth, Minn. serving from 1959 to 1961. He was the portofDetroit, Mich. agent from 1964 to 1967. From 1969 to 1975 he was a patrolman in the port of Houston, Texas mixed in with a 1972 to 1973 stint as agent in the port of St. Louis, Mo. In 1975 he attended a Union Crews Conference at the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md., and in 1981 he was a delegate to the SIUNA Triennial Convention in Washington, D.C. A native of Brooklyn, N. Y., Drewes is a resident of Dunedin, Fla. For more than 33 years, Harold "Buck" Weaver made his living sailing deepsea or inland, until a knee injury forced him to retire last month. Weaver spent the last dozen years working as an AB for G&H Towing in Houston. Throughout the years he sailed as an AB, AB deck/maintenance and recertified bosun. Brother Weaver began sailing with the SUP in 1943 and the SIU in 1951. Houston Port Agent Dean Corgey said Weaver "is one of the more respected and admired members around the Houston hall." �PFC Diaes• of Ships Nee•inas BALTIMORE (Apex Marine), September 21-Chairman C. Mattioli; Secretary Edward M. Collins; Educational Director C.R. Wright. Some disputed OT was reported in the engine department pertaining to the pumpman. There will be a payoff this trip in New York. Both the chairman and secretary thanked the crew for their cooperation and for helping keep the pantry and messroom clean. The importance of contributing to SPAD was aJso stressed. One suggestion brought up was to see the patrolman about getting more movies aboard ship. Next port: St. Croix, V.I. 1st LT. JACK LUMMUS (AMSEA), September 21-Chairman Douglas Luke Meadows; Deck Delegate William E. Ashman; Engine Delegate Larry Brown; Steward Delegate Catherine Kohs; Secretary Wiiliam E. Bragg. No disputed OT reported. There is $129 in the ship's fund. The crew voted to earmark that money, as well as money from the various pools, for the necessary equipment to complete the video system. On the subject of the video system: The crew will handle only the VHS format machine and are prohibited from using the Navy's Beta format machine. The bosun will have a cabinet built to house the tapes in the 0-4 linen locker. The chairman reminded the crew that "we are still members of the SIU" and "we should strive to live and work by the rules of our contract and make every effort to run the ship as any other SIU ship." It was suggested that the crew start football pools to get additional funds for the ship. And regarding the amount of milk allotted by the company, it was decided to wait until the next meeting to file a beef. Next port: Honolulu, Hawaii. to SPAD. A vote of thanks was given to the steward department for a job well done. Next port: Baltimore, Md. JAMES ANDERSON, JR. (Maersk), September 21-Chairman Alfonso Armada; Secretary T. Maley; Educational Director Steve Miller; Deck Delegate Edwin Ortega; Engine Delegate Benjamin 0. Conway; Steward Delegate Gregory Lee. No beefs or disputed OT reported. A telegram was sent to headquarters advising them of the number of Class A and Class B seniority onboard. A Brotherhood of the Sea: The True Meaning We would like to commend the following crewmembers and officers on the Pride of Texas during the boat-dropping incident. Upon accidental release of Lifeboat # 1, AB Tony Dundee fell approximately 70 feet from the lifeboat davits with the lifeboat into the Elizabeth River in Portsmouth Va. at the Moon Engineering dock. Prompt action during this crisis resulted in the safe rescue of this crewmember from the river. Instrumental in the rescue were the following individuals: Chief Engineer Jim Fernandez who did not hesitate to jump into the river upon first seeing the victim. Chief Mate Wayne Edwards, 1st Asst. Engineer Paul Walker, and Engine Cadet Patrick Paddack assisted Brother Dundee who was conscious but obviously disoriented and injured. The Moon Engineering utility boat was quick to the scene to further assist in moving the victim to the awaiting ambulance. The Third Mate and Medical Officer Jerry Jones accompanied Brother Dundee to Maryview Hosptial. We thank and commend these men as well as all others who were part of this successful rescue. They put forth unselfish efforts and kept level heads during this time of crisis and thus deserve recognitition. Sincerely, Ships Committee Robert B. Crane, Master M/V Pride of Texas GROTON (Apex Marine), September OVERSEAS WASHINGTON (Mari- 21-Chairman Neil Matthey; Secretary Marvin Deloatch; Educational Director A. Gardner; Deck Delegate P. Barney; Engine Delegate Tecumseh Williams; Steward Delegate Roderick Bright. No disputed OT reported. The chairman noted that all repairs were made in the shipyard, and the new washing machine that was ordered should be aboard this trip. The ship will pay off in Baltimore Sept. 25. He urged all qualified members to take advantage of the upgrading courses offered at Piney Point. The secretary talked about the decline of the maritime industry. He suggested that all members write their congressional representatives to try to help build a stronger merchant marine. And the educational director reminded members that the Groton is a tanker; therefore, there should be NO SMOKING outside on deck at any time. He stressed that crewmembers practice safety at all times. He also noted the continuing importance of contributing time Overseas), September 18--Chairman W.E. Hampson; Secretary C.A. Guerra; Educational Director H.S. Butler. Some disputed OT was reported in the engine department. It will be taken up with the boarding patrolman in Texas City. There is $62.52 in the ship's fund. The chairman reports everything running pretty smoothly with no major beefs. He stressed the importance of contributing to SPAD and urged all qualified members to upgrade their skills at the SHLSS in Piney Point. The secretary gave the crew a vote of thanks for helping keep everything clean and for their cooperation in taking the 90 days stores. The need for practicing safety at all times was reiterated by the educational director. All hands gave the steward department a vote of thanks for the excellent food and a job well done. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Texas City, Texas. copy of the crew list followed. The chairman reported on the start of negotiations with Lavino Shipping and on the anti-Service Contract Act drive on in Congress, recently defeated by the Kennedy Amendment. The chief steward reported that the captain had cancelled the work order for roach extermination by shoreside professionals, but that the steward would continue to spray. SAMUEL L. COBB (Ocean Ships), August 31-Chairman Ubie E. Nolan; Secretary Kris A. Hopkins; Educational Director Barry Kiger; Deck Delegate Joseph Carver; Engine Delegate Ronald Gordon; Steward Delegate Daniel V. Crawford. Some disputed OT was reported in the deck department over an air conditioner problem. SEA-LAND PRODUCER (Sea-Land Service), September 21-Chairman W.C. Boyd; Secretary C. Hollins; Educational Director P. Thomas. No beefs or disputed OT reported. There is $9 in the ship's fund at this time. The ship will pay off in New Orleans Sept. 27. Anyone getting off should be sure to give 24 hours notice so that a replacement can be obtained from the Union hall. The educational director reminded crewmembers about the upgrading opportunities at Piney Point. He said that anyone interested in attending the school should see their Union rep in the hall they ship out of. Several problems were noted. The first was that the air conditioning system is not working well. The rooms are 82° most of the time. The chief engineer will be advised of this. The steward department aJso had a complaint about the jackets and aprons they are getting which look as if "someone has been wiping the ship down" with them. They have asked the captain to back them up on this point. The steward department was given a vote of thanks for a job well done. Next port: Everglades, Fla. Official ships minutes also were received from the following vessels. LIG GEM I SA ERSEAS OVERSW PFC WIWAM B. A H SEH.UD CO MER SEA ST YAGER F TEXAS Bull Lines Info Sought Anyone with information on the pre-World War II log books for the Bull Line ships SS Carolyn and SS Evelyn please contact: H.C. Hansen 1327 Burleigh Rd. Lutherville, Md. 21093 Hansen is an historic researcher and would like to review the logs or hear from any former crewmembers who sailed on either ship prior to World War II. Monthly Membership M~etings Port The LNG Aquarius softball team was victorious (18-10) over the team of Americans at the com.pound in Indonesia. They are, from left to right (front row): James Roberson, chief coolc; Salim Abrahiln, AB; Jerry Bass, wiper; James P. O'Reilly, SA; Al.an Bartley, SA, and George (Slcip) Hofmann, AB. From left to righJ (back row) are Roger Franz, 3rd mate; Dave EllUJlt, AB; Stewart Davis, 2nd mate; Armando VolunJad, OS, and Jerry Johnson, QMED. The pumpman cautioned all personnel involved to be certain that all tanks are gasfree before entering. A deck officer should be present at that time. Crewmembers are in the process of forming an arrival pool to help raise money for the ship's fund. The garbage problem back aft was discussed as was common courtesy when using the washer and dryer and the VCRs (which are located on the bridge). A vote of thanks was given to the steward department for a job well done. Next port: Subic Bay, P.I. Date Deep Sea Lakes, Inland Waters Piney Point ............... Monday, December 8 ................. 10:30 a.m. New York ............... Tuesday, December 9 ................. 10:30 a.m. Philadelphia .............. Wednesday, December 10 .............. 10:30 a.m. Baltimore ................ Thursday, December 11 ............... 10:30 a.m. Norfolk ................. Thursday, December 11 ............... 10:30 a.m. Jacksonville .............. Thursday, December 11 ............... 10:30 a.m. Algonac ................. Friday, December 12 ................. 10:30 a.m. Houston ................. Monday, December 15 ................ 10:30 a.m. New Orleans ............. Tuesday, December 16 ................ 10:30 a.m. Mobile .................. Wednesday, December 17 .............. 10:30 a.m. San Francisco ............ Thursday, December 18 ............... 10:30 a.m. Wilmington .............. Monday, December 22 ................ 10:30 a.m. Seattle .................. Friday, December 26 ................. 10:30 a.m. San Juan ................ Thursday, December 11 ............... 10:30 a.m. St. Louis ................ Friday, December 19 ................. 10:30 a.m. Honolulu ................ Thursday, December 18 ............... 10:30 a.m. Duluth .................. Wednesday, December 17 .............. 10:30 a.m. Gloucester ............... Tuesday, December 23 ................ 10:30 a.m. Jersey City ............... Wednesday, December 24 .............. 10:30 a.m. November 1986 I LOG f 29 �CL L p .spa c ers -Compa y/Lakes - l kes n Priority Directory of Ports r re t La es OCT. 1-31, 1986 p Cl Port Algonac ..................... 0 3 Port Algonac ..................... 0 12 Port Algonac ..................... 0 4 p Cl 46 1 2 E 0 STEW 0 0 18 0 3 SS 1 0 25 4 0 0 15 0 0 0 6 T 0 0 30 p D EP R 6 E TR DEPAR Port Algonac ..................... Frank Droza , President Ed Turner, Exec. Vice President Joe o· iorg·o, Secretary Leon H , Vice President gus "Red" C mpbe I, Vice President · Sacco, Vice President Joe Sacco, Vice President Geor Roy rcer, Vice President S eve Edney, Vice President BEACH '**REG 0 0 HEADQUARTERS 5201 Auth Way Camp Springs, Md. 207 46 (301) 899-0675 4 7 1 7 1 Totals All Dep rtm ts ........ 6 0 *"Total Registered" means the number of men ho 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. 1spa c ers r e 2 60 2 7 10 11 44 26 40 22 30 11 6 45 0 1 317 Gloucester .................. ew York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... obile ..................... ew Orleans ................ Jacksonville ................. San Francisco ............... 1lmington ................. Seattle ..................... Puerto Rico ................. Honolulu .................... Houston .................... St. Louis ................... Piney Point ................. 2 31 4 5 2 13 31 17 14 13 33 8 6 28 0 2 Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... obile ..................... ew Orleans ................ Jacksonville ......... . ....... San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piner Point .... ............. Tota s...................... p rt Gloucester .................. Ne York ................... Philadelphia ................. Baltimore .......... ......... Norfolk ..................... obile ..................... e Orleans ................ Jacksonville .......... ~ ...... San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. T tals ...................... d. 1216 E. Baltimore St. 21202 (301) 327-4900 CLE ELA DJ Ohio *TOTAL REGISTERED IGro Cla A Ca B Cla To Is ...................... Port T Is ...................... p rt ea e c 5 13 3 4 2 3 8 11 6 9 0 18 10 0 5 1 Cl 0 0 0 2 0 0 2 1 6 2 1 1 10 1 43 5 2 6 36 0 1 0 0 255 32 1 8 1 3 4 2 6 3 6 5 10 0 6 4 0 3 2 0 1 0 0 0 0 1 0 4 0 0 0 9 0 0 0 5 2 4 1 1 0 1 1 2 8 2 3 0 23 1 0 3 52 0 1 0 0 0 0 0 0 5 0 0 EACH Tri Ii p rt Gloucester .................. e York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. ich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTl ORE, • OCT. 1-31, 1986 ALGO AC, 9 11 34 32 21 20 21 11 9 1 14 5 7 2 8 27 15 7 8 17 6 5 21 0 1 1 0 6 0 5 .o 0 7 0 0 0 0 0 3 2 9 1 1 1 2 7 7 100 0 2 0 0 6 0 0 n 7 E EP 0 4 1 0 4 2 1 3 5 3 5 0 7 4 0 1 0 0 0 0 0 0 2 0 2 0 0 0 4 0 0 0 9 6 5 1 10 4 0 0 0 4 1 0 0 1 5 4 1 2 8 0 3 3 0 0 32 2 11 13 16 70 42 71 27 59 25 7 64 0 4 51 72 3 12 8 12 39 30 36 20 45 12 4 41 0 7 345 c Cl A Cla 8 20 4 4 4 4 7 12 21 7 12 3 22 7 0 5 1 D LU H, GLO CESTER, HO OLUL , Hawa·i 636 Cooke St. 96813 (808) 523-5434 OUSTO , Tex. 1221 Pierce St. 77002 (713) 659-5152 J CKSO VILLE, Fla. 26 7 1 2 7 1 2 2 1 3 4 10 2 7 3 28 0 0 4 0 1 0 0 1 0 2 0 4 0 0 0 30 0 0 0 3315 Liberty St. 32206 (904) 353-0987 JERSEY C TY, 1 3 0 21 0 3 2 1 22 2 38 14 24 7 8 17 0 0 159 1 36 2 3 8 6 10 9 14 10 15 8 86 6 0 17 231 0 21 0 0 0 27 0 8 0 1 1 0 18 0 9 2 0 0 188 3 0 0 0 19 0 1 2 3 19 13 22 7 13 6 6 12 0 1 12 0 17 2 1 1 2 11 3 18 5 16 0 3 9 0 0 1 2 2 0 0 0 0 5 2 5 1 0 23 1 0 4 0 1 0 0 0 0 0 0 5 0 1 0 17 0 0 0 24 0 7 0 0 0 9 0 6 1 0 0 123 0 0 0 T Is All D *"Total Registered" means the number of men ho actually registered for s ipp·ng at e port last month. **"Registered on the Beach" means the total number of men registered at e port at e end of last month. 0 3 1 0 0 0 7 2 7 5 5 0 34 0 2 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 2 31 2 5 5 10 33 8 73 5 32 10 5 20 0 7 2 2 43 1 11 5 0 29 6 71 22 35 13 13 25 0 0 27 ,397 76 2 57 3 5 8 11 24 11 26 6 31 14 104 10 0 9 331 626 38 B LE, la. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 I E BEDFORD, NE ORLE S, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-80 -325-2532 E ORK, .Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 ORFOLK, a. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 Pl EV POI T, d. St. Mary's County 20674 (301) 994-0010 SA FRA CISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SA TURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, ash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, o. 4581 Gravois Ave. 63116 (314) 752-6500 43 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 IL GTO , Calif. 510 30 I LOG I November 1986 ass. 50 Union St. 02740 (617) 997-5404 0 6 0 1 2 0 23 2 5 2 2 1 310 4 0 0 358 .J. 99 Montgomery St. 07302 (201) 435-9424 D DEP 1 16 2 2 2 7 27 6 6 13 14 4 6 15 0 ass. 11 Rogers St. 01930 (617) 283-1167 0 1 0 1 0 0 0 0 3 0 2 2 0 0 8 0 0 0 inn. 705 Medical Arts Building 55802 (218) 722-4110 0 0 0 2 1 1 3 0 5 2 0 0 10 1 4 11 2 5 3 5 4 6 7 11 1 6 4 0 6 5443 Ridge Rd. 44129 (216) 845-1100 . Broad Ave. 90744 (213) 549-4000 �Trade New Congress Must Act W HAT may have been the dirtiest off-year election ever is finally over. The voters showed why the process works, in spite of their bombardment by nasty television ads, personal attacks and mudslinging. They went into the voting booths across the country, scrapped the muck off the ballots and, for the most part, sent people to office on the basis of the issues and facts. The Democrats won suprisingly big in the Senate and gained a few seats in the House. The GOP made some big strides on the state level, picking up several new governors' seats. What that shows is that people voted on the issues, which hopefully will carry over to representatives and senators when they come back to Washington in January. That may be a good sign for the SIU and the maritime industry. While there was no nationwide theme to the balloting, the word is out that one of the first priorities for the new Congres will be trade, an area sorely neglected ring the past several years. Trade is the lifeblood of the merchant marine, and it plays an important role for American industry as a whole. Every month this country imports billions of dollars more of goods than it exports. Six years worth of handsoff, so-called free trade have left the nation's balance of trade in shambles, and America's industrial workers jobless. The last Congress had a chance to attack the trade problem when the House overwhelmingly passed a trade bill which would have put American industry on a more equal footing with its trading partners. The Republicancontrolled Senate failed to act. The administration has shown no signs of implementing any kind of fair trade policy. It will be up to the new Congress. A fair trade policy will put more American's back to work. A fair trade policy will help seafarers and the maritime industry stay afloat. But it will take a bipartisan effort to ensure action on trade legislation. If the new Congress takes a good look at the election results, they will see the voters selected them on the basis of the issues and the candidates' qualifications, not necessarily blind party loyalty. The new Congress should act accordingly. Miracles Never Cease (But Prayers Often Go Unanswered) ommentary by Capt. Robert Kesteloot (USN Ret.) T WO important reports were made public recently, and their common and miraculous feature was that they were in agreement and, in fact, complement one another. This was particularly unusual since the first report came from the Transportation Institute, a trade association supported by companies with the Seafarers International Union, and the second report from (of all places) the U.S. Navy. Both studies concluded that the Navy program to lay up additional ships in the Ready Reserve Force (RRF) was an unsound policy since the absence of an adequate sized U .S.-flag fleet precluded the existence of sufficient numbers of citizen mariners to man the government-owned ships in time of war. The Navy study, as well as the industry study, concluded, in the words of the Navy study, that the only "fail-safe solution" was a "robust peacetime U .S.-flag fleet that supports as a minimum an active seafarer pool of adequate size sufficient to meet all shipping requirements in time of war.'' Capt. Robert Kesteloot (USN Ret.) is the vice chairman of the Transportation Institute. He is the former director of the Navy's Strategic Sealift division. We find it paradoxical that this administration is so strongly supportive of national defense, yet so noncommittal on maritime policy. This country has a forward defense posture. That is, we intend to meet enemies on soil other than our own and keep the war fighting away from our own shores. To this end we spend billions on defense, but we have ignored the crucial investment in our U .S.-ftag fleet that is required to deploy our forces where needed. The cost, in terms of cargo preference laws, bilateral trade agreements, tax incentives to shippers or even outright subsidies, is ··in the grass" compared to defense outlaws and would be, therefore, highly leveraged dollars because they would ensure the executability of this nation's forward defense strategy. It is regrettable that our maritime policy. has been left to those in the Office of Management and Budget when it should be included, by definition, as a part of national defense on which this administration rightfully prides itself as a strong advocate. It's too bad that an entire industry's prayers go unanswered simply because the definition of ··national defense" is too narrow. To The Editor 'A Colleague and Friend • • • ' With great sorrow I have heard of the passing of Dr. Logue, and wish to extend my condolences to you and the S.I.U. membership. Dr. Logue has been a pioneer in maritime occupational medicine. We were fortunate that he was able to provide his expertise to the meetings of the Seafarers Health Improvement Program, where he and Mr. Tom Cranford made valuable contributions. I shall miss him as a colleague and as a friend. Sincerely, C. J. Urner, M.D. Medical Director Lykes Bros. Steamship Co. DEALING WITH STRESS By Phillip L. Polakoff, M.D. Director, Western Institute for Occupational/Environmental Sciences Learning how to deal with stress is more important to you than trying to avoid it altogether, which is impossible in modern life. Unfortunately, many people experiencing unusually high amounts of stress tend to do all the worst possible things to remedy the situation. They may start to smoke more. Or eat more. Or drink more. At the same time, they may cut back on physical activities. All of these reactions to stress-overindulgence and lack of exercise-just perpetuate the cycle. It's helpful in getting a handle on stress to recognize that it's a normal, fundamental element in our existence. The stress mechanism is present and working for us whenever we respond to a sudden danger. Some stress can be an exhilarating experience. You've felt it at any exciting athletic contest-whether you were playing or rooting for your side. That's the good side of stress-a sort of shifting into high gear to help us protect ourselves, or to heighten enjoyment. The trouble comes when the system doesn't ease back into equilibrium when the peak has passed. Then stress becomes a nagging, ever-present condition. Besides understanding what stress is and how it works, developing a healthy life perspective is another good step in learning how to cope. Robert Eliot wrote a book called "Is It Worth Dying For?" In it, he said there are basically two rules for stress management: * First, don't sweat all the small stuff. * Second, it's all small stuff. But keeping cool and following a good diet and exercise program still may not be enough. That tape recording in your brain keeps repeating the same tension-filled messages. Talk it over with your doctor. If you 're concerned about your health, the doctor probably will want to make sure you've had a recent physical examination. That's to rule out any organic disease as a source of your problem. Then together you should make an honest behavioral asses ment of your lifestyle, including diet, exercise, smoking, social support, and other potential risk factors that are under a person's control. According to Dr. Dennis Davidson, a heart specialist at the University of California in Irvine and director of a • disease prevention program, "The next step would be to see how interested the patient is in change. We'll have to confront the reasons why stress has become a problem and the motivations for change.'' Therapists generally can help analyze the sources of your discomfort and assist you in developing a means of tackling anxieties. Studies also show that social support is important for a better mental outlook. Invest some time in developing close friendships. You may also wish to explore such stress-reducing techniques as biofeedback, meditation, self-hypnosis, progressive relaxation and behavior modification. Although its total impact on the body remains a matter of controversy, there's little doubt that stress to some degree may contribute to a variety of health problems. These include back pain, headache, high blood pressure, cardiovascular disease and a number of intestinal disorders, including ulcers, colitis and irritable bowel syndrome. Controlling stress is worth working at. Just remember, it's easy to fall back into old habits. Once you get a handle on stress, you have to make a continual effort to help ensure longterm change. Otherwise, stress can recur. November 1986 I LOG I 31 �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1986 Description An account of the resource HEADLINES BLAST RIPS OGDEN YUKON IN PACIFIC, FOUR DEAD CONGRESS ENDS SESSION STILL FACING DEFICIT CRISIS SIU, NMU FORM COMMITTEES TO WORK OUT DIFFERENCES AS MERGER TALKS BEGIN 99TH GOES HOME, DEFICIT AND TRADE WAIT 100TH REAGAN VETOES MARAD FUNDING AUTHORIZATION SIUNA FILES ARTICLE XX CHARGES AGAINST MEBA; SEEKS END TO JURISDICTION RAIDING BY ENGINEERS JONES WINS AOTOS AWARD, SEAFARERS HONORED, TOO BOOK ON SUP’S FIRST CENTURY 99TH CONGRESS ENDS LUNDEBERG SCHOOL TRAINS NAVY GROUP ON HEAVY CRANE PLAN AHEAD FOR THE SHLSS COLLEGE PROGRAM IN 1987 AFTER BLAST, NO WAY TO FIGHT FIRE, SO CREW WAITS HELP LAUNCH PILOTS UP AND DOWN THE CHESAPEAKE BAY RETIRED VP CAL TANNER DIES TRIBUTES TO DR. JOSEPH LOGUE, SIU MEDICAL CHIEF REX DICKEY, FORMER BALTO. AGENT, CHARTER MEMBER, DIES MTD’S JOHN LYONS DIES, WAS FORMER IRON WORKERS PRESIDENT A WHOLE LOTTA YEARS-PLUS OPEN SEASON FOR HEALTH PLAN CHANGES UNLICENSED PROMOTIONS ANNOUNCED EX-SIU AGENT ‘PETE’ DREWES RETIRES TRADE NEW CONGRESS MUST ACT RIVERS, PORTS SET FOR $5 BILLION IN IMPROVEMENTS EX-IBU OF PACIFIC CHIEF MERLE ADLUM, 62, DIES IN SEATTLE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 11 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/43be958295eeef3055f31e3e6566fca2.pdf 96b02abf251c7f1decef600ce4ce5032 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 48 No. 10 9ctober 1986 SUP and MFOW Attend as Observers SIU, NMU Begin Merger Talks in Piney Point A meeting of top officials of the Seafarers International Union and the National Maritime Union began Oct. 20 to set up procedures for the eventual merger of the two major unlicensed mariners unions. Earlier this month, SIU President Frank Drozak and NMU President Shannon Wall held exploratory discussions and agreed "in principle" on the "need and deirability" of a merger. The meetings, which are being held Presidents of the four labor organizations representing unlicensed seamen in the U.S. were on deck as merger talks got under way. From left are Paul Dempster, Sailors Union of the Pacific; Shannon Wall, National Maritime Union; Frank Drozak, Seafarers International Union, and Henry "Whitey" Disley, Marine Firemen, Oilers & Watertenders. in Piney Point, Md., could last several months. Five officials from each union are taking part. AFL-CIO President Lane Kirkland has designated two personal representatives to aid and participate in the talks. Drozak said that representatives from the Sailors Union of the Pacific and the Marine Firemen's Union have been invited, too. He said representative from those two unions have the option to come simply as observers to the talks or as active participants. ' ' Shannon and I are both well aware of the decades of rivalry between our two unions . But we are both very aware of the problems we face-fewer ships, fewer jobs, foreign competition and a hostile administration in the White House," Drozak aid. He described the initial meeting as friendly and frank and said he and Wall discussed the many difficult issues that must be resolved between the two unions. They also talked about the many advantages of a merger. The issue of the merger has been discussed aboard both SIU and NMU ships and in the LOG and NMU Pilot. The initial reaction from the memberships appears to be favorable. At the headquarters member hip meeting in Piney Point earlier this month, the SIU members gave Drozak a unanimous vote to proceed with the merger talks. The idea of a merger has been kicked around for many years. While several joint projects between the two unions were undertaken, merger plans never got past the talking stage. Earlier this year Drozak proposed a meeting of all maritime unions-licensed and unlicensed-to discuss the possibility of a merger. While the initial propo al to include the licensed unions met with some resistance, the idea of one large unlicensed union has fared better. (Continued on Page 24.) DOD Backs Down in Cargo Preference Battle The Department of Defense has backed down in its efforts to overturn the 1904 Military Cargo Preference Act (see Sept. LOG) following fierce opposition from the maritime com- Long Lines Crews in Norfolk Pages 12 & 13 It was a pretty short line for Steward As.sistant Mark Fuller as he waited for the launch to take him to the cable ship Long lines. munity. A new treaty between the U.S. and Iceland appears to have brought the controversy to an end. The treaty will open up the U.S. military cargo trade to Icelandic ships again, but State Department officials insist that it will set no precedent for other military shipments around the world. Under the 1904 Act, 100 percent of that cargo is reserved for U.S.ftag ships. Also, as part of the agreement, the DOD has dropped its efforts to gut the Act by allowing foreign-flag ships into any other· military shipments. U oder the terms of the treaty, the first 65 percent of the cargo will go to the lowest bidder, regardless of flag. The remaining 35 percent will go to the lowest bidder of the other country. Only Iceland and the U.S. will be involved in the bidding. The flap began over a relatively small amount of military cargo between the U.S. and its airbase in Keflavik, Iceland. Icelandic hips carried the hipments for more than 15 years because no American company offered service. In 1984 Rainbow Navigation, an American company, was formed and claimed right to the cargo under the 1904 Act. It one ship, charted from Marad, began carrying the cargo, and the Icelandic ships were shut out of the trade. The issue wound it way through the courts-which upheld Rainbow's rights, the State Department-which wanted to accommodate Iceland because of the importance of the U.S. base, and the maritime communitywhich wanted to protect the 1904 Act which provides a large amount of revenue for U .S.-flag ships. This summer the DOD proposed a new rule which would have slashed the U .S.-flag share of military cargo to 50 percent, and even that percentage was not guaranteed if the DOD found the freight rates "excessive." That action mobilized maritime interests in the industry and on Capitol Hill. Legislation was introduced to prevent the DOD from implementing new rules. Letters were sent from almost every maritime union and management groups asking representatives and senators to preserve the 1904 Act. The issue also became a hot political item in Iceland, and the State Department wanted to reach some sort of agreement because of the strategic importance of the U.S. base there. When the treaty wa announced there wa fear in some quarters that it could et a precedent which would affect all military cargo hipments. The administration assured the Senate Commerce, Science and Tran portation Committee that (1) "the treaty would not be understood or appear to be a precedent for similiar weakening of the 1904 Cargo Preference Act in other trades; (2) the administration is committed to the overall integrity of the 1904 Act and (3) the treaty will be implemented in such a way that the existing United States-flag service in the Iceland trade would not be disadvantaged as a result of the treaty.'' Those assurances appear to have calmed the fears of Congress and the indu try, and the treaty is expected to meet with congressional approval. Inside: Re-Flagging Bill Page 2 Navy, Tl Warn of Crew Shortage Page 3 Inland News Pages 5 & 6 SHLSS Pages 7-10 Government Services Page 15 �President's Report by Frank Drozak The 99th session of Congress, which just ended , was one of the most productive in recent memory. own when there are fewer than 400 vessels in the active deepsea fleet , and when manning is being cut? Far-reaching reforms were made in the tax code and immigration policy. Sanctions were imposed against the government of South Africa. There are some hopeful signs. There is a growing awareness of just how important the A~erican-flag merchant marine is to the defense of this country. The Navy has just released a study noting that this country faces a severe shortage of skilled mariners. Yet in one area, at least, the 99th session of Congress came up considerably short. Very little was done to turn things around for this nation ' s severely depressed maritime industry. This was not entirely the fault of the Congress. There were many capable senators and representatives who were willing to look into new and innovative ways of promoting the American-flag merchant marine. But they were frustrated at every turn by an industry which was unwilling to present a united front. We could have accomplished a great deal more had we not been promoting different legislative programs, and fighting among ourselves. Don't get me wrong. The maritime industry had some important victories. It was able to repulse attacks on the few remaining promotional programs , most notably P.L. 480 program and the ban on the export of Alaskan oil. Unfortunately, the time has long since passed when it was enough for the maritime industry just to hold it own. What does it mean to hold your Yet as long as the maritime industry and maritime labor refuse to get their own houses in order, we will never get the opportunity to make productive use of this growing public perception. It is no accident that in those areas where the maritime industry was most fragmented-i.e. , the passenger vessel trade-little headway was made in turning things around. Yet when the maritime industry stood united, it held its own against the most powerful interest groups in the country: oil and agriculture. The maritime industry possesses a number of strong political assets. Ocean transportation plays an important role in the economic life of this country. The existence of hundreds of ports and harbors provide us with a readymade grassroots base. Yet as long a we fight among ourselves, our message will not get out. It will be drowned out in our own shouts. House OKs Passenger Ship Re-Flagging Bill the "substantially completed" requirement, a ship must have its keel laid , have "firm and irrevocable" building commitments , and 50 percent of the vessel's total construction financing must be spent or contracted for. " Everybody knows where the SIU stands. We have been trying to find a way to give U.S. operators a chance to get into this multi-million dollar cruise business. When you look at the popularity of cruises and the money spent by Americans on foreign-flag ships, you know there has to be a place for U .S.-flag interests," said SIU President Frank Drozak. He also pointed out that a large cruise ship could generate about 1,000 shipboard jobs. If no U.S. building projects meet the requirements, foreign-built ships would be allowed to re-flag in that two-year window. But those ships must be at least 10,000 gross tons, carry a minimum of 600 passengers and be able to be used as troopships in case of an emergency. The House version contains provisions which would protect the only two current U.S.-flag passenger ships, the SS Constitution and SS Independence, which operate in the Hawaii trade. Both ships are SIU-crewed. No date has been set for a conference to iron out the differences between the House and Senate versions of the bill. The House of Representatives took a major step in the effort to bolster the U .S.-flag passenger fleet when it approved a measure which could allow foreign-built cruise ships into the trade. The bill, S. 1935, which the Senate approved earlier, passed by voicevote. It could solve the impasse on the passenger ship issue which has divided the maritime community for almost four years. The House did not substantially change the Senate version but did amend it, and a conference between the two houses will be necessary before it is sent to the White House for signature or veto. The bill gives U.S. shipyards until Sept. 1, 1988 to construct or "substantially complete" or refurbish two ships. If that happens, then no foreignbuilt ships will be allowed into the coastwise trade which is protected by the Jones Act. That provision may placate some who have claimed the use of foreignbuilt ships would hurt American shipyards. However, since the debate began, many shipyards and investor groups have claimed to have concrete plans to build a passenger ship in the U.S. Those ships never materialized, but the claims were enough to stall several pieces of passenger ship legislation during the past few years. This new bill would allow foreignbuilt ships into the trade between Sept. 1, 1988 and Sept. 1, 1990 only if no U.S. yard has substantially completed a new ship or refurbishment. To meet SIU Medical Head Dr. Joseph Logue Dies at 91 SIU Welfare Plan Medical Director Dr. Joseph Bruce Logue Sr. died in Brooklyn, N.Y., Oct. I. He was 91. Dr. Logue became director of the Seafarers Medical Program in 1956. The next year he opened the Union's first health center, the Peter Larson Memorial Clinic in Brooklyn. It was also the first medical clinic for seamen in the U.S. In subsequent years other SIU clinics were opened by Dr. Logue in the ports of Mobile, Baltimore, New Orleans, Houston, Philadelphia, San Juan-Santurce, PR., Boston, Norfolk, Port Arthur, Texas, Melvindale, Mich. (Detroit) Alpena, Algonac, and Frankfort, Mich.; Buffalo, N. Y., Jack- sonville and Tampa, Chicago, Ill. , Cleveland and Toledo, Ohio, Duluth , Minn., Seattle, San Francisco and Wilmington , Calif., Gloucester, Mass., Paducah, Ky. , Honolulu, Hawaii and Louis, Mo. Before he joined the SIU, Vice Adm. Logue (USN-Ret.) was chief of the Isthmian Steamship Co. (U.S. Steel) Medical Department in New York City from 1954 to 1956. A native of Gibson, Ga., he graduated from the Medical College at Georgia in 1918 entering the U.S. Navy Medical Corps for World War I service. From 1930 to 1943 he was an instructor at the Navy Medical School and chief of surgery at the U.S. Naval LOG Charles Svenson Editor Deborah Greene Associate Editor Ray Bourdlus Assistant Editor 2 I LOG I October 1986 Funeral services for one of the last surviving U.S. Navy admirals of World War I were held in Manhattan, N. Y. on Oct. 3. Burial with full military honors was at the U.S. National Cemetery, Arlington, Va. on Oct. 10. From 1943 to 1945, he was the 1st Marine Division surgeon in the battles of Guadalcanal, New Guinea, New Britain, Peleliu and Okinawa. Later he was commanding officer of the Naval Hospitals in Dublin, Ga. and at Key West, Fla. Surviving are his son, Joseph Logue Jr. of New York City, a daughter, Jo Anne Dogharty of Redwood City, Calif., two sisters, Rubie Adkins of Georgia and Myrtus Yoder of North Carolina and a grandson, Paul J. Dogharty of San Francisco and a granddaughter, Colleen Dogharty of Alexandria, Va. Lastly, he held different posts from 1947 to 1954 ending up on the medical staff of the commander of the Western Sea Frontier and retiring that final year as a vice admiral. He was awarded the. Legion of Merit (One Battle Star) Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District. AFL-CIO October 1986 Vol. 48, No. 10 Executive Board Frank Drozak President Angus "Red" Campbell Joe DiGiorgio Vice President Secretary Ed Turner Executive Vice President Leon Hall Joe Sacco Mike Sacco Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice Presidenf • Vice President t Mike Hall Managing Editor Max Hall Associate Editor Purple Heart and Presidential Unit Citation (Two Battle Stars). Hospitals in Portsmouth, N.H., Pearl Harbor, Hawaii, Boston, Chelsea, Mass. and hospital chief at the Parris Is., S.C. Marine Corps Base. Lynnette Marshall Assistant Editor/Photos -,\o'""'« .. ,. . 7" i 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. �7en:ry of rews Manpower Shortage Could Tie Up Reserve Fleet If the U.S. had to break out and man its 81-ship Ready Reserve Fleet (RRF) today, there would be 3,500 too few crewmen and officers to sail those vessels. By 1990, when the fleet reaches 136 ships, there will be a shortage of more than 8,000 merchant sailors. Those figures were revealed in two studies last month, one by the Transportation Institute (Tl) and one by the Navy itself. In addition, a General Accounting Office (GAO) survey casts doubt on the RRF' s ability to meet its mission because of manpower shortages and several other reasons (see accompanying story). "The irony is almost palpable: The decline of the U.S. merchant fleet has required the Navy to purchase ships to transport men and materiel in war; however there is a critical shortfall in experienced seafarers to man the ships the Navy has purchased because of the declining numbers of the the U.S. merchant fleet," the TI report revealed. ''I view the situation not as being in a 'near crisis mode,' but rather, from a war planner's point of view, we are well into the early stages of crisis," said Vice Admiral Thomas J. Hughes Jr., deputy chief of naval operations (logistics). Both reports agreed that a strong and larger U.S. merchant fleet could solve the crew shortage problem and provide needed sealift. Along with the shrinking U .S.-flag fleet, both reports listed other reasons for the manpower shortage: smaller crews on modern ships, the lack of control of flag-of-convenience shipping because those crews, even if the ships are U .S.-owned, have no obli- gation to sail into a war zone, the NATO fleet-which fits into sealift plans-is experiencing the same problems as the U.S. fleet. If liner reform (S.2662), which will revamp Operating Differential Subsidies for the U.S. fleet, is not passed, as much as 50 to 75 percent of the U.S.-flag fleet could go foreign within the next several years, the TI report predicted. While the Navy study did not endorse any specific measures to boost the number of ships in the private U.S. merchant marine, it did say that "even stopgap measures must be implemented to assure the availability of manning at the time of contingency.'' Capt. Robert W. Kesteloot, USN (Ret.), now vice chairman at TI, who prepared the TI report, offered several ways for the U.S. to reverse the decline of the private fleet, increase the number of trained seafarers and also reduce the military's dependence on a large RRF. * * * Reaffirm the integrity of the Jones Act; Subject U.S. shipowners to the same tax treatment regardless of the flags their ships sail under; Provide U.S. operators with increased access to cargo by enhanced cargo preference laws, bilateral trade agreements and/or tax incentives for U.S. shippers to use U.S.-flag ships. The goal of these points is to increase the number of U.S. ships, which in turn would lead to a larger pool of trained seafarers and would also decrease the need for RRF ships. According to the TI report, if these GAO Questions Reserve More than I 0 years ago , the General Accounting Office (GAO) discovered that the nation's reserve merchant fleet of the time was obsolete , with mostly World War 11 ships , and that the ships could not be activated within a 10-15 day readiness window. Today some of those same problems remain despite a complete restructuring of the reserve fleet , according to a GAO study relea ed this month. Like many other recent studies (see accompanying story) , the GAO found that there is a manpower problem for the Ready Reserve Fleet (RRF). ''There is little assurance that ( 1) available crews would have the skill and experience to operate the older RRF equipment , (2) crews can actually be assembled within the critical five and I 0-day activation periods and (3) there would be no competing demands for manpower,'' the report said. ''Maritime union personnel have voiced concerns regarding the shortage of certain classes of crewmembers as well as possible logistics problems in locating and assembling the approximately 6,000 crewmembers needed in fiscal year 1992 and beyond to crew the 136 RRF ships," the GAO said. In addition, the report cited problems which include: * * * * * * Congestion at anchorage sites; Availability of shipyard resources; Behind schedule ship maintenance; Limited test activities; Incomplete inventory of spare parts, and A lack of systematic evaluation of test results. One problem is on its way to being olved, the report said. The contracting out of 51 of the current 81-ship RRF to private companies has reduced congestion at various anchorages. measures were enacted, the U.S.-flag fleet could grow to some 600 active ships. With that growth, the Navy could slash the RRF to about 70 ships. The savings to the Navy in costs of maintaining a large RRF would be about $62 million a year, which would be some $5 to $40 million more than native path to providing the additional ships and qualified seafarers needed to support this nation's vital security interests in peace and war. ''The strategy proposed here will serve to carry out the policy explicitly expressed in the Merchant Marine Act of 1936," the report said. "In con- ... By 1990 when the Ready Reserve Fleet reaches full strength, there will be a shortage of more than 8,000 merchant sailors ... the cost of revamping the subsidy system under S.2662. ''Our national maritime strategy must be modified and refocused to support an increase in the size of the U.S. merchant marine. There is no alter- junction with the passage of S.2662, these measures will ensure that an adequate number of U.S.-flag ships and a sufficient pool of highly trained citizen-seamen will be available for any future national emergency.'' Memorial Model to Be Unveiled More than 40 years after World War II, a major memorial to the men who served and died in the merchant marine is set to be unveiled next year. The China Coasters , the Southern California Chapter of the American Merchant Marine Veterans Inc., is the major backer of the effort. The group contacted the various maritime labor unions in the Los Angeles area, including the SIU, for help. The unions volunteered their services and established a fund raising committee. In addition to the unions, many other maritime organizations have joined the committee, including shipping company executives, marine contractors, harbor officials and others. A sculptor was selected to develop a model for the memorial. Jasper D' Ambrosi , who also designed the Arizona Vietnam Veterans Memorial in Phoenix , died August 1 before he could finish the work. However, his two sons , Mark and Michael , are also sculptors who worked closely with their father , and the two have vowed to complete his work. Contributions for the memorial (which the committee is seeking a tax exemption for) may be sent to: American Merchant Marine Veterans Memorial Committee Inc. P.O. Box 1659 Wilmington, Calif. 90748 EPIRBs Set for House Vote An amendment has been attached to H.R. 4208, the Coast Guard Authorization Act of 1986, which requires Emergency Positioning Indicating Radio Beacons (EPIRBs) on all U .S.-flag fishing vessels. ''The SIU supports this amendment,'' said SIU President Frank Drozak. "While commercial fishing is considered the most dangerous occupation in the nation, the industry remains totally unregulated." This is the model for the American Merchant Marine Veterans Memorial, due to be dedicated in San Pedro, Calif. on Maritime Day 1987. The amendment was passed by the Senate and is currently under review by the full House. New ARC Rules The Seafarers Welfare Plan will continue to pay for initial treatment for members at the Seafarers Addiction Rehabilitation Center in Piney Point. However, new rules approved by the plan's trustees will require the member who wishes to or needs to use the facility on subsequent occasions to be responsible for all costs for the subsequent treatment. October 1986 I LOG I 3 �I I I I I I I I I I I I • I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Nearing the End • • I I I I I I I I I I •· I I • As this session of Congress rapidly draws to a close, attention is being focused on the upcoming elections, the situation in South Africa and the growing trade deficit. Not much more is expected in terms of legislation. Congress has passed a sweeping tax reform bill, which it hopes will be its major legacy. Meanwhile, Congress and the administration have done absolutely nothing about the budget deficit, which has been estimated between $148-$230 billion, depending on whose accounting methods you use. Gramm-Rudman, which was supposed to have alleviated this problem, has proven to be ineffective. South Africa President Reagan was handed his first major legislative defeat when Congress overrode his veto of a bill that imposed sanctions against South Africa. Some commentators were calling this defeat the beginning of the post-Reagan era. While Reagan remains overwhelmingly popular with the American people, he does not seem able to shape the national agenda as he once did. The November elections are being viewed as an important indication of what post-Reagan America will look like. A good showing by the Republican Party will be interpreted that the American people want the Reagan agenda maintained, or even expanded. Most elections are being waged on local issues and personalities. The only two issues of national importance to come out of these elections are the drug problem and the growing trade imbalance. Ironically, few people realize that negotiations for the General Agreement on Tariffs and Trade (GATT) have already begun. GATT regulates the way that the nations of the Free World conduct their trade. Clayton Yeutter, America's representative to these talks, outlined five areas where the U.S. will concentrate its efforts. Not one of them concerns manufacturing or maritime. Cargo Preference I I I I I I I m Seafarers International Union of North America. AFL-CIO I I I I I I I I I I I + • Members of the House Merchant Marine Subcommittee used an oversight hearing to vent their frustration at the administration's · refusal to comply with this nation's cargo preference laws. ''The committee must reverse the present trend," said Rep. Helen Bentley (R-Md.), who noted that ''it was the exception and not the rule" for federal agencies to comply with existing cargo preference laws . . "It is troubling," said House Merchant Marine Subcommittee Chairman Mario Biaggi (DN. Y .) , "that government officials seem to be . . . creating loopholes that circumvent the spirit of the law. It reeks of an attitude that we are a government of men, not laws." "The subcommittee," said Rep. Robert W. Davis (R-Mich.), "seems to be spending an inordinate amount of time looking over the shoulders of the various executive agencies to make sure that they are following the laws that Congress has enacted." SIU President Frank Drozak agreed with the remarks made by the subcommittee members . 4 I LOG I October 1986 October 1986 "While other governments are promoting their maritime industries,'' Drozak noted, ''the American-flag merchant marine has to drag the present administration to court just to get it to carry out laws that are already on the books." Military Cargo An attempt to weaken one of this nation's most important cargo preference laws ended when the Department of Defense signed a bilateral treaty with Iceland. The treaty opens up the trade to Icelandic ships with 65 percent of the military cargo going to the lowest bidder and 35 percent reserved for the lowest bidder from the other country. Only U.S. and Icelandic shipping firms will be allowed to bid. The treaty is a departure from present practice. Under the 1904 Military Transportation Act, 100 percent of all military cargo has to be carried on American-flag vessels. The administration assured the Senate Commerce Committee ''that the treaty should not be understood or appear to be a precedent for a similar weakening of the 1904 Cargo Preference Act in other trades.'' The administration also stated that it was ''committed to the overall integrity of the 1904 Act,'' and that ''the treaty will be implemented in such a way that existing U.S.-flag service in the Iceland trade would not be disadvantaged.'' Two years ago , the Department of Defense tried to shut an American company out of the trade. It wanted to placate the government of Iceland, which hosts an important American military base. The issue went to court, where it was determined the 1904 Military Cargo Act reserved 100 percent of all such cargo for Americanflag vessels. Earlier this year, the Department of Defense tried to unilaterally implement a provision of the 1904 Act that allowed foreign-flag participation when American rates were "excessive or unreasonable" and to cut the U.S.-flag guarantee to 50 percent. The move was immediately opposed by the maritime industry, as well as by the Department of Transportation, which has the right to monitor the rates under the law. Rather than risk a confrontation that would have jeopardized the entire $1.8 billion military cargo preference program, the SIU and the rest of the maritime industry agreed to this compromise. Foreign-Flag Seamen The Panamanian Maritime Authority hopes to forge closer ties with the People's Republic of China on licensing and other matters, according to a report carried in The Journal of Commerce. During a five-day visit to China, Hugo Torrijos, director general of Maritime Affairs of Panama, sought ways to make it easier for Chinese mariners to be granted licenses. ''China wants to provide labor for all world shipping fleets-not just its own-and we feel it is important to offer some service," Torrijos told The Journal of Commerce. Ships registered under the Panamanian flag are considered to be under effective U.S. control. Legislative. Administrative and Regulatory Happening. Seafarers Shortage The Department of the Navy has estimated that there would be a seafarer shortage of over 3,500 if a national emergency occurred today, and the shortfall could increase to over 8,000 billets by 1990. Manning shortfalls were calculated in a study by the Navy's Chief of Naval Operations, Strategic Sealift Division. The study-finished last July but made public just last monthexamined the ability of the active seafaring workforce to man all defense shipping needs during a "mobilization scenario." North Slope Oil A California oil company wants to get around the existing ban on the export of Alaskan oil. The Alaska Pacific Refining Corporation of Santa Barbara, Calif., has filed plans to build a refinery at the ocean terminus of the transAlaska pipeline, in Valdez, Alaska. Lawyers for the company contend that the ban on the export of Alaskan oil extends only to crude oil, not to refined products. "Oil industry analysts ... expressed doubt that such a refinery ... could be built," said The Journaf. of Commerce. "I don't think that thi plan is viable," said SIU Legislative Director Frank Pecquex. "The refinery would have to clear tough financial, environmental and legal hurdles before construction could begin. "What the plan does do," said Pecquex, " is to remind us that there are people out there who are all too eager to abolish the ban on the export of Alaskan oil." Port Development Senate-House conferees are again moving toward a compromise bill on pending port and waterways development legislation. The compromise bill could be passed before Congress adjourns for the year. Activity on the legislation stalled in September after the Senate and House resolved most of their differences on the omnibus funding legislation. Points still in contention include specific projects and the issue of user fees. Passenger Vessel Bill The House of Representatives is still considering its version of a cruise ship re-flagging bill. Legislation dealing with this issue was passed by the Senate last month. The Senate bill, S. 1935, would give U.S. shipyards until Sept. 1, 1988 to either build two new cruise vessels or refurbish two existing U.S. ocean-going luxury cruise liners. If this new building or refurbishments do take place in an American yard within the prescribed two-year period, all re-flagging authority by the terms of the legislation expires. This waiting period was inserted into the bill during mark-up in the Senate Commerce Committee. It was billed as a ''put up or shut up'' mandate for the opponents of re-flagging legislation, according to SIU Legislative Director Frank Pecquex. ''The SIU continues to support any measure that could lead to the revitalization of the U .S.-flag cruise ship fleet," said SIU President Frank Drozak. �... ews ASC Begins New "Outreach" Program for SIU Lakers Recently, American Steamship Co. (ASC), which operates 11 Great Lakes ships with SIU crews began a new Employee Assistance Plan for its workers. The plan will offer help for employees with personal problems ranging from alcohol and drug abuse, emotional, health, financial, legal and other problems. Basically it will assist employees in finding help in their communities. The following article explains the program. It was written by Tom Anderson, safety and employee assistance administrator for ASC. He is a former SIU member. Stop to think for a moment, "Have you or a family member, a friend or shipmate ever encountered a personal problem in your lives for which the solution seemed just out of reach? Some sort of difficulty that you or they simply could not solve on their own and at the time could have really used a helping hand?'' Perhaps the situation concerned a marriage or divorce, personal finances, legal difficulties, a medical related problem such \as alcohol or drug abuse/addiction, the full range of human problems. • In excess of 40 percent of marriages will end in divorce. • 3-5 percent of Americans suffer from chronic, psychologically crippling forms of mental illness. • One in six Americans will face the psychological consequences of being victim of a violent crime. • In excess of 15 percent of the adult population exhibit some potentially serious symptoms of stress (e.g., high blood pressure). • No less than 6 percent of those who drink are, or will become, alcoholic. • There are over 3,000,000 teenage alcohol and drug abusers in the U.S. today. • The U.S. has one of the highest suicide rates in the world. • A large percentage of Americans live beyond their financial means. The rate of personal bankruptcy and/or default is escalating. These facts and figures speak for themselves; they are issues which affect the entire country including every man and woman in the work force. Merchant seamen are certainly no exceptions and do not have immunity to these problems. Recent issues of the LOG have presented excellent discussions on some of the more pressing issues affecting seamen today, cocaine abuse, and other substance abuse. These are hard problems with no easy solutions. But there is one unavoidable, indisputable fact, "If someone is suffering from a major personal problem and this problem is left unresolved, it will sooner or later affect how they perform on the job.'' So what is the answer? A basic company philosophy is that the employees are the company's most important asset. This being the case, American Steamship Company has started an Employee Assistance Program (EAP) to take on the full range of human problems its employees may encounter. American Steamship Company developed their EAP with the help and expert advice from companies such as Crowley Maritime Corporation and the SIU's Alcoholic Rehabilitation Center in Piney Point, Md. The company readily admits that employees' mental health, well-being, and happiness off the job directly relate to how they work on the job. The troubled employee is not an isolated problem, but rather a companywide problem, and the EAP stands ready to provide assistance. All the employee or family member need do is pick up the phone and ask. The EAP is open to the employees' family members also because the company realizes that trouble within the family is just as hard on the employee as having the problem themselves. The EAP is not a source for quick cures or dramatic solutions to tough problems. Rather it is a sympathetic and compassionate "ear" that will listen to the troubled employee and, depending on the nature of the problem, put them in touch with the right resource in their community. In effect, the EAP administrator acts as an advisor or referral source who will put employees in contact with trained professionals in the community. These "community resources" may be doctors, counselors, lawyers, self-help groups, financial consultants, etc., de~ pending on the nature of the problem. The EAP tries to find a referral source within or as close to their community as possible so that the employee and/or family has easier access to the assistance available. After an employee has asked for assistance and has been referred to a community resource, further consultation or treatment may be necessary to resolve the particular problem. In these instances, a professional meeting with the employee will make a recommendation about what should be done next. In the event SIU members seek assistance through the EAP for an alcohol or drug problem, and further treatment is recommended, they will be referred to the Welfare Plan's own facility in Piney Point, Md., the Seafarers Alcoholic Rehabilitation Cen- ' ter. But no matter what the problem is, the EAP administrator will stay in touch with the employee all the way to make sure that person is getting the help they need, as long as the employee chooses to receive it. Employees who call the EAP are guaranteed absolute confidentiality in all matters discussed. All information The H. Lee White is one of the American Steamship Company vessels whose members will be assisted by a new Employee Assistance Plan. is kept strictly between the employee and the EAP administrator. This confidential treatment is guaranteed by federal law and company policy. Some people are not able or are not willing to recognize their problems and don't try to get help in handling them. These people will become more and more troubled in their personal lives, and sooner or later it starts to show up on the job, aboard ship. This is when their supervisors, captain, chief engineer or steward must be sharp enough to notice a good man going down hill and take action. The supervisor has a responsibility to take that person aside and tell him that his work is not as good as usual, perhaps not even satisfactory. The supervisor points out the need for improvement and also tells the man that the company's Employee Assistance Program is available to him if he wishes to use it. The supervisor does not pass judgment or try to "diagnose" the employee's problem. He simply tells him he must do better on the job and that this EAP is available to help him. The decision whether to use the EAP or not is still up to the employee entirely, but now he knows he must improve on the job. It is only fair, if an expensive piece of machinery onboard ship breaks down, much effort is taken to have it repaired and returned to service. Certainly the seamen deserve at least the same consideration. American Steamship Company feels they do. By the same token, it is also the responsibility of the Seafarer's shipmates to help him. When they notice or find out their shipmate is troubled and in need of help, it is their duty to talk with him and tell him the EAP is available. It is in the highest tradition of the sea to come to the aid of a shipmate in his time of need. To help a shipmate by encouraging him to use the EAP is one way seamen aboard American Steamship Company vessels can uphold that tradition. The Employee As istance Program-a good idea whose time has come. It is both pro-union and procompany-but more importantly, it is pro-people. American Steamship Company employees and family members may contact the Employee Assistance Program by calling Tom Anderson at the following numbers: 800-828-7230 (outside New York State); 716-854-7649 (in New York State). October 1986 I LOG I 5 �New Pensioners Vance Earl Meeks, 55 , joined the Union in the port of Norfolk in 1970. He sailed as a cook for the Steuart Transportation Co. from 1969 to 1972 and for Marine Towing and Transportation (SONAT) from 1977 to 1980. Brother Meeks is a veteran of the U.S. Army during the Korean War. He was born in Martin Cty., N .C. and is a resident of Portsmouth, Va. Peter Michael Ryan Jr., 60, joined the Union in the port of Houston in 1957. He sailed as a chief engineer for G & H Towing from 1973 to 1974. Brother Ryan is a veteran of the U.S. Army in World War II and the Korean Conflict. He was born in Galveston, Texas and is a resident of ·Santa Fe, Texas. George William Walkup, 62, joined the Union in the port of Baltimore in 1956. He sailed as a deckhand and mate for Harbor Towing from 1963 to 1972. Brother Walkup is a veteran of the U.S. Army in World War II. He was born in Crawley, W. Va. and is a resident of Baltimore. Harold Lloyd Weaver, 63, joined the Union in the port of Mobile in 1951 sailing as a deckhand on the tug Trojan and as a recertified bosun. Brother Weaver graduated from the SIU Recertified Bosuns Program in 1974. He last shipped out of the port of Houston and took part in the organizing drives at the Atlantic Dispatchers Report for Inland Waters SEPT. 1-30, 1986 Port Gloucester .................... . ... New York .............. .. ......... Philadelphia . ................ .. .. . . Baltimore . . ....... . . . . . .... . . .. ... Norfolk .. .. ...... ...... .. .. . .... . Mobile .. ... ... . . . .. . ............. New Orleans . ........ . .......... . .. Jacksonville .... . . ..... ........... . San Francisco . ........ . . . .. .. .... .. Wilmington . . ...... . ... . . .... ... ... Seattle .... . ..... .. . .... · . . .. . . . . .. Puerto Rico . . . . ........ .. . ... . .. .. Houston .... . .... . ................ Algonac ..... ....... . .. ....... .... St. Louis ......... . .. .. ........... Piney Point .. ............ ........ . . Totals . ........ ... .. . .. . . .... . ... Port Gloucester . ........... .. . .. ... . ... New York ... ... ... . .... . . ..... ... . Philadelphia .. . ... . ..... . .... .. .... Baltimore .... . . . . .. ............... Norfolk Mobile .: ::::::::::: : ::::::::::::: New Orleans .. .. .. . ... . ........ .... Jacksonville San Francisco : : : : : : : : : : : : : : : : : : : : : : Wilmington . .... . . ... . .. ........... Seattle . .... ...... ... ............. Puerto Rico . ... . . .... . ... . ... ..... Houston . . ........................ Algonac .. . .. . ......... . .... . ..... St. Louis ...... . . ... .. .. .... . . .... Piney Point ... .... .. . .............. Totals . .. ............. . . ... . . .... *TOTAL REGISTERED All Groups Class A Class B Class C 0 0 1 0 62 1 2 5 0 6 0 0 4 3 0 1 0 0 1 0 9 1 0 0 0 2 0 0 0 6 12 0 TOTAL SHIPPED All Groups Class A Class B Class C 0 0 2 1 0 0 1 4 0 6 0 0 14 0 12 0 DECK DEPARTMENT 0 0 0 0 0 2 12 0 44 9 1 0 2 0 3 0 0 0 0 0 0 0 0 0 5 3 5 10 2 12 1 0 85 31 40 0 0 0 0 17 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 3 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 10 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 1 0 0 0 3 0 0 2 0 0 0 0 1 0 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 7 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 18 7 4 Port Gloucester .. ... . . ............ . . ... New York ... ...... ..... . ... .. . . . .. Philadelphia ....... . .. . .. .......... Baltimore ....... ....... . ... ....... Norfolk Mobile.::: : ::: : : :: : : :::: ::: :::: : : New Orleans .... . .. . ... ... ........ . Jacksonville .. . .. . . .... . ........ .. . San Francisco ........ ...... .. ... .. . Wilmington . .... .. ..... ... . ....... . Seattle ..... ........ .. . .... . . .. . . . Puerto Rico . . .......... . .... . . .... Houston . ...... ..... .. . ..... ...... Algonac . . . ...... ... . . ...... .. . ... St. Louis . ..... ... . ... ......... ... Piney Point . .... ...... ............. Totals .. . . . ... ............. .... . . 0 0 0 0 5 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 2 0 0 6 7 Totals All Departments .. . . . . ... ....... 110 44 51 7 75 13 36 5 9 2 97 43 **REGISTERED ON BEACH All Groups Class A Class B Class C 1 0 0 1 89 4 1 2 0 12 0 0 3 20 0 2 0 0 0 0 0 0 2 1 0 0 0 0 4 0 8 0 0 0 1 0 27 1 0 2 0 9 0 0 2 27 0 1 0 0 2 0 0 0 5 3 0 7 0 0 17 0 11 0 15 135 70 45 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 11 0 0 0 0 0 0 0 1 20 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 19 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 3 32 21 3 0 0 1 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 8 0 0 0 0 0 0 0 1 15 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 8 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 5 24 12 2 23 191 103 50 *"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. Refining Co. in the port of Philadelphia in 1955 and at Bay Towing and the Marine Enterprise Co. in 1956. In 1960 he received a Union Personal Safety Award for sailing aboard an accidentfree ship, the SS Clairborne. Boatman and Seafarer Weaver was born in Lucedale, Miss. and is a resident of Houston. Support SPAD In Memoriam Pensioner John 0. De Cesare, 76, died recently. Brother De Cesare joined the Union in the port of New York in 1960. He sailed as a deckhand for the Baltimore and Ohio Railroad from 1937 to 1975 and worked as a clerk at the N. Y. Stock Exchange from 1929 to 1934. Boatman De Cesare was a former member of the American Federation of Musicians Union, Local 802. And he was a veteran of the U.S. Navy in World War II. Born in Portland, Maine, he was a resident of Staten Is., N.Y. Surviving are his brother, Anthony of Staten Is., and two sisters, Letitia and Mary Cadier of Tenafly, N.J . ... .--. ..... ............. -...~ IF ~ ~ YOU I CAN'T SNAKE LOOSE, TllERF/~ APR06RAM TOHEJ.P You •1 CONTACT YOUR PONT AGENT DOITH~Wf 6 I LOG I October 1986 I �Scouts Enjoy a Two-Week Educational Vacation at SHLSS Boy Scouts and Girl Scouts from all over the country had a chance recently to spend two weeks at the Seafarers Harry Lundeberg School of Seamanship and enjoy an ''educational vacation.'' The scouts, 14 in all, were selected through the Maritime Trades Department as ''MTD Scouts of the Year'' by the Maritime Pon Councils in various cities and given the opportunity to visit SHLSS to learn more about the SIU, the labor movement, and the nation's capital. During the scouts' stay, from August 3, 1986 to August 16, 1986, they visited the Patuxent Naval Air C,enter, Baltimore's Inner Harbor and aquarium, the Smithsonian, the AFL-00 building, and Capitol Hill as well as local historical sites, SIU Headquarters and, of course, SHLSS. The scouts had a full schedule at the school including making arts and crafts projects, a fishing trip and producing a videotape at the SHLSS television studio. There was enough time left over, though, for swimming, tennis and the Health Spa. Many of the scouts later wrote to SHLSS Vice-President Ken Conklin thanking him for the experience. Lawrence LeBlanc of Mobile, Alabama was one of those who helped show that the trip was a real succes.5. He wrote: ''This was a great trip! I learned a lot, had a lot of fun and wanted to stay another week. If it's offered next year I hope I'll be able to come!'' Sailing on the "Manitou" gave the Scouts a quite relaxing afternoon. ' . ~;~'.~'. . :~t·~~;, L. tor. Chaperon Jeff Mccranie, SIU Secretary Joe DiGiorgio, Dan Dickey, Henry Ruszkowski, Devon Williams, Keith Gibel, Scott Gillinger, Michael DelaPena, Laurence LeBlanc, Kim Gdowski, Michael Avirett, Robin Zanca, David Ackerman, Tully Folsom, Rebecca Noranbrock, Michael Gilbert, Chaperon Andrea Mccranie. Devon Williams and Michael DelaPena enjoyed taking a tour of the Patuxent Naval Air Test Center. October 1986 I LOG I 7 �A nature study trip was enjoyed at Point Lookout State Park. A tour of the Baltimore Aquarium was enjoyed by the Scouts. "MTD Scouts of the Year" gather in the lobby of the AFL-CIO headquarters bullding in Washington, D.C. "I hope next year it'll be offered for three weeks!'' Lawrence LeBlanc Scouts view the U.S. Supreme Court. SIU Secretary Joe DiGiorgio discusses union history with Robin Zanca. The Scouts gather on the steps of the Capitol before departing Washington, D.C. 8 I LOG I October 1986 The Scouts take a few minutes from their active schedule to relax. Rebecca Noranbrock poses by a peacock during the Scout's tour of the Smithsonian. �Harbor Tug Members SIU & MEBA 2 Members Tour SHLSS .. , are Impressed with SHLSS Facilities : (I. tor.) SIU Vice Pres. Jack Caffey, SIU Vice Pres. Buck Mercer, MESA 2 Jerry Joseph, MESA 2 Ray McKay, SIU Vice Pres. George McCartney, SIU Manpower Coordinator Bart Rogers, SHLSS Sealift Coordinator Bill Hellwege. --St. Mary's County Fair is .............~·>·filjf->~; .·• & UIW Volunteers.--- •. .-.~ Florence Bean (r.) holds a balloon while Pam Mundie ties it to a child's wrist. Ninteenth Annual Blessing of the Fleet Members of the SH LSS trainee class assisted people in arriving and departing at the St. Clements Island Blessing of the Fleet. SHLSS GRADUATES .• • Bosun Recertification First row (I. tor.): T. Banks, Robert Wood, Zaine Basir, Oliver Pitfield, Norman Erieson. Second row (I. to r.) Ray A. Waiters, Michael Murdock, James E. Davis, William E. Lough, TR Colangelo, Christopher LoPlccolo, Larry Watson. Naval Cargo Handling Group First row (I. to r.): Richard Dickerson (Instructor), Gerald LaBar, Donald Williamson. Second row (I. tor.) Gary Creech, Mike Prell, Jimmie Maynor. Third row (I. to r.) Melvin Hewitt, Carl Bruce, William Northey. )?m . Afr.,, ,, Inland Trainee Group First row (I. to r.): Warren D. Halloway, Andrew J. Barrett, Steven L. Kurosz, Denny R. Lewis, Anthony Hurt. Second row (I. to r.) Doug Williams, Steve Butery, Dana McGlothin, Tom Casey (Instructor), Richard Jones, Andy R. Rollins, Tom Downton, Tony Finke. October 1986 I LOG I 9 �1987 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry January 1987 The following is the current course schedule for the first six months of the 1987 school year af the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as possible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Check-In Date March 23 Completion Date June 12 Marine Electrical Maintenance January 5 March 9 February 27 May 1 Diesel Engine Technology April 6 May 15 Welding April 13 May 8 Chief Engineer & Assistant Engineer Uninspected Motor Vessel April 6 June 12 Third Assistant Engineer & Original Second Assistant Engineer Steam or Motor January 5 March 13 Automation June 22 July 17 Conveyorman January 5 January 30 Course QMED ·Any Rating Fireman/Watertender Oiler February 9 ·June 8 April 3 July 31 Hydraulics May 11 June 5 Refrigeration Systems Maintenance & Operations January 5 February 13 Refrigerated Containers Maintenance February 16 March 27 Advanced Deck Upgrading Courses Course Celestial Navigation Able Seaman Radar Observer Check-In Date March 13 July 13 Completion Date April 17 August 14 January 5 March ·23 May 18 February 27 May 15 July 10 March 16 April 20 March 27 May 1 Radar Observer (Renewal) Open ended course, however, must notify SHLSS before entering this course. Third Mate & Original Second Mate January 5 May 4 March 13 July 10 First Class Pilot January 12 February 27 Lifeboat March 9 May 4 March 20 May 15 Tankerman March 23 May 18 April 3 May 29 Recertification Programs Course Steward Recertification Check-In Date January 26 June 29 Completion Date March 2 August 3 Bosun Recertification February 24 April 6 10 I LOG I October 1986 June 1987 Steward Upgrading Courses Check-In Date January 27 March 18 May 13 Completion Date Open Ended Open Ended Open Ended Cook & Baker February 4 March 18 April 29 June 10 Open Open Open Open Chief Steward January 27 March 18 May 13 Open Ended Open Ended Open Ended Course Chief Cook Ended Ended Ended Ended All Rating Upgrading Courses Course Sealift Operations and Maintenance Check-In Date January 5 February 2 March 2 April 13 May 18 July 13 Completion Date January 30 February 27 March 27 May 8 June 12 August 7 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for the first six months of this year, the courses will be six weeks in length and offered on the following dates: High School Equivalency (GED) January 5 February 16 April 13 March 2 June 15 May 4 Adult Basic Education (ABE) & English as a Second Language (ESL) January 5 February 13 March 2 April 10 May 4 June 12 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: February 16 March 6 May 1 April 13 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: FOWT February 2 February 6 QMED March 16 March 20 Third Mate April 27 May 1 May 15 Able Seaman May 11 FOWT June 1 June 5 College Programs Course Associates in Arts Nautical Science Certificate Check-In Date January 19 March 30 June 8 Completion Date March 13 May 22 July 31 March 30 May 22 Chef Instructor, Baking Instructor SHLSS needs instructors to teach adult shipboard culinary skills including basic and advanced cooking, baking and butchering classes. Must have a minimum 5 years culinary experience and/ or be a graduate of a culinary institution. Send resume to: Director of Culinary Dept. Harry Lundeberg School Piney Point, MD 20674 �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. W HENEVER the SIU needed congressional support on maritime legislation, Congresswoman Helen Delich Bentley from Maryland's second district could be counted on to cast a vote for maritime jobs. Rep. Bentley has served two years in Congress. She was elected in 1984 and is running for re-election this year. Most recently, Bentley rallied support among her colleagues for passage of the 1985 cargo preference compromise. Without the bill, the U .S.-flag maritime industry could not have continued to operate. For 25 years prior to her election to Congress, Bentley worked for the Baltimore Sun covering the Baltimore waterfront and the maritime shipping industry. She became known worldwide for her advocacy of the American-flag merchant marine in her columns and published news stories. She produced in the 1960s a for-television documentary on the port of Baltimore. The documentary ran for 15 years educating Baltimorians to the importance of the city's port to Baltimore's economic foundations. In 1969, President Nixon picked Bentley to head the Federal Maritime Commission. She was for some time the highest ranking woman in the federal government and continues to be one of the chief authorities on maritime shipping and international and domestic trade. M ISSOURI'S Lieutenant Governor Harriett Woods is the only woman ever to be elected to statewide office there. This year, she comes before voters as the Democratic nominee for the U.S. Senate. She promises to work hard to move Congress vigorously toward adopting a national policy on trade. The trade imbalance is an emotional topic in Missouri where farmers are major producers of wheat, much of it exported. While Lt. Gov. Woods can see how the trade imbalance has affected every segment of society and has called for a national program on trade to increase U.S. trade exports, her opponent, former Gov. Christopher Bond, is taking a shortsighted swing at the maritime industry. If elected, Bond has said he will ask Congress to repeal P.L. 480 cargo preference legislation. If Woods wins the election, she has said her long-range plan will be to restore U.S. trade to its former position of prominence. "More than 75 percent of the goods produced in our country compete against products made abroad. And that figure goes up each month," Woods told Missouri voters in a recent address. "The simple reality is that our jobs and paychecks-and our high standard of living-must be earned in the global marketplace. And, ladies and gentlemen, we 're howing less ability to earn our way in that marketplace." The fact that for almost I 00 years the U.S. was a major exporter is something she has highlighted in her campaign speeches~ from the 1890s until been involved in Missouri politics since 1976. She served two terms as a state senator before filling the post of lieutenant governor. Among her accomplishments are numerous bills she has sponsored from the state legislature that include nursing home reform legislation, pay equity for public employees and legislation on asbestos clean-up regulations. C Rep. Helen Bentley Maryland Even as a candidate for Congress against incumbent Congressman Clarence Long, Bentley made maritime the center of attention. In three election campaigns in 1980 and 1982 and again in 1984, her central theme was to build the port of Baltimore into a productive center of commerce. In 1984 the electorate chose Bentley, and the picture for maritime has been brighter. Congresswoman Bentley has served on the Merchant Marine and Fisheries Committee,· the Public Works and Transportation Committee and the Select Committee on Aging. ~,. mw-:tt f:~~!:t::::::· Lt. Gov. Harriet Woods Missouri 1971, the nation exported more than it imported in trade. This year alone, the U.S. will run up a $160 billion trade deficit. In order to accomplish the tran ition from importer to exporter nation, Woods would begin a program to invest in measures that would allow the U.S. to compete again t low-wage and governmentub idized foreign indu trie . She has hinted that she would consider shifting money from defense to inve t in shoring up the imbalance in U.S. trade. "Today, security is more and more economic in nature and le and less military. And per onally," Woods remarked, "I regard inve tment in our national economy as far more productive-in terms of human value and national ecurity-than inve tment in the o-called Star War y tern." Lieutenant Governor Woods ha ONGRESSMAN Herbert Bateman (R) is running for a third term as representative of the first district in Virginia. Half of the residents of the district live in and around the Hampton Roads harbor where the economy is based on military and shipbuilding operations. The Newport News Shipbuilding Company alone employs 25 ,000 workers. With bouts of unemployment frequent in the shipbuilding trades, the meat and potatoes issue of employment is the most important issue before Tidewater voters, many of whom are employed in shipbuilding. This is where the congressman has logged a noteworthy achievement. On Jan. 1, 1986 there were 3,000 more jobs at Newport News Shipyard than when Rep. Bateman was first elected to Congress. The congressman's interest in jobs for his community runs second only to his desire to strengthen America's defense posture. He has brought naval contracts to his district and introduced numerous pieces of legislation designed to strengthen the U.S. merchant marine. Congressman Bateman is one of 42 representatives serving on the Merchant Marine and Fisheries Committee. It is from this vantage point that he has been able to influence the outcome of maritime legislation. Each time cargo preference legislation has been forwarded to the merchant marine committee, the congressman has been at the forefront, bringing members of the committee into a unified force to defeat measures that would take cargo away from the U.S.flag fleet. Mindful of the importance of America's shipbuilding capability, he has voted to protect U.S. shipyards. t,,d~ Rep. Herbert Bateman Virginia Rep. Bateman has asked that dangerous and toxic materials used by shipyard workers be taken from the market until their possible harmful side effects may be more thoroughly investigated. The congressman has introduced other bills into Congress that deal with maritime issues. He has persuaded Congress to spend an additional $2.5 million per year on the program to clean up the Chesapeake Bay and he has fought for allocations to deepen the channels in the port of Hampton Roads. Dredging in the harbor is currently under way. He is also the author of legislation that would require electronic safety signaling devices aboard fishing trawlers to reduce accidents and loss of life. A complementary measure sponsored by Rep. Bateman asks that federal grant monies be given for a study on improved compensation plans for injured fishermen. The bill is making its way through Congress. Congressman Bateman was first elected to Congress in 1982. He had previously served in the Virginia State Senate for 15 years. Service Contract Review Continues The Department of Labor (DOL) is continuing its review of the Service Contract Act (SCA) and the issue of whether it should be applied to TAGOS vessels. The review has been under way since July 1 (see August LOG). Last year a federal court overturned a DOL decision that claimed the SCA applies only when government-contracted work takes place "significantly" or "substantially" within the United States. It was that DOL ruling which was the basis for denying SCA coverage to T-AGOS vessels. The contract for the vessels was signed two months before the court decision. The Labor Department ha appealed. Records indicate that about 25 percent of T-AGOS work takes place within the United States. The SCA basically guarantees that the prevailing wage hall apply for government-contracted work. In other words, if the prevailing wage in private industry is $10 an hour for a certain job, companies bidding on similar work for a government contract cannot undercut wage in order to ecure a low bid and the contract. The SIU, other unions and several congre sional repre entatives have filed petitions with the DOL supporting the SCA and it application to T-AGOS. There ha been no indication from the department when its decision will be announced. October 1986 I LOG I 11 �A Great Feeder and a Yellow Submarine A Good Calling for Some The Long Lines (AT&T) has many amenities not found anywhere else on an SIU vessel. To begin with, where else could one find such a good feeder? Twelve types of Breyers ice cream are on display in the galley at a self-service dessert bar open 24 hours a day. Filet mignon is served for dinner several times a week. Lobster is on the menu almost as often. And where else could SIU members be met at the door of their Union hall by a company-owned bus? Or the crew be treated to AT&T stenciled t-shirts compliments of AT&T. Though Eva Russell had just married 13 days earlier and was enjoying her honeymoon, the answer was "yes" when the call came from SIU Patrolman 'Scrap Iron' Jones that the Long Lines was crewing up. Mark Fuller interrupted upgrading courses at the Lundeberg School to answer the job call. AB Jamie Wilson cut short his vacation from a permanent job on a Waterman vessel because he had heard so much about the Long Lines. The Long Lines left Sept. 24 for a seven-day voyage to lay and repair cable off the New Jersey coast. A launch from Shawn's Launch service ferried SIU crewmembers to the offshore archorage of the Long Lines. The gangway was lowered. Each member of the crew made the ascent from the launch onto the gangway and up what appeared to be 30 steps to the deck, as the gangway swayed with each step. Once the vessel is underway, the hours pass quickly. The Long Lines is host to a weight room with the latest in Nautilus exercise equipment. It houses a well-stocked library. For the crewmember whose pleasure it is to fish from the stern, fishing poles are provided. And since the vessel runs at half a knot when running through cable fields, it is possible for a few fishermen to bring in enough of a catch to feed the entire crew. AB Raymond Rainey Story and Photos by Lynnette Marshall Onto a bus bound for Shawn's Launch site are three jubilant Seafarers. A wave and a smile from Marion Romero, AB; Ray Coypo, COS, and David L. Stinson ID ABG. Eva Russell and a fellow crewmember on AT &T's own charter bus. The bus met the crew in front of the SIU hall in Norfolk. :;., With AB Steven Coker in the lead, Seafarer climb the gangway onto AT &T's Long Lines. It was an opportunity well worth the wait. In 1963 Coker was introduced to the vessel when it docked at Pier 27, Hampton Road for cable repair exercises. "One of the best and mo t pleasant ships I've ever been on," is how Coker remembers the vessel, 23 years later. 12 LOG October 1986 The Long Lines also has its own yellow submarine. A yellow submarine? While it may be that the ocean can sometimes be an unsettling experience for the novice, and being away from land for extended periods has caused visions of such things as strange sea monsters, this vessel does indeed have a yellow submarine. All a Seafarer has to do to see it is to enter the control room of the Long Lines and watch it on an undersea monitoring screen. The submarine works on the bottom of the ocean floor. It is the eyes of AT&T, the worldwide telecommunications company. It wanders through miles of coral reefs, acres of underwater sea plants and schools of fish large and small until it comes upon a branch of AT&T cable it has been sent to find. Finding the cable, it sends a beep to the control room. Then the cable is pulled up and over the stern. SIU members who work on the vessel as cable personnel will check the cable for corrosion, breakage or barnacle as it is brought onto the ship. If the cable is beyond repair, new cable i spliced to replace it. The cable i hosed off. Then it is channeled (Continued on Page 13.) �(Continued from Page 12.) onto a spool in the spool hold by other SIU members and travels aft and down once more to the bottom of the sea. Though the procedure is fairly routine, there is room for the unexpected. At home Eva Russell has a souvenir, a piece of cable that was replaced when she was last on the Long Lines. It is still a mystery. Scientific testing revealed it to be 100 years old, perhaps the oldest cable ever stretched between the continents to carry telephone communications. As the yellow submarine scans the bottom of the sea, there is also the expectation on every journey that it will come across a wealthy treasure trove. Or uncover a centuries old vessel sunk in a fierce gale. Or uncover new life, a new animal or plant species to be logged into the book of science. Shawn's Launch Service provided transport for the new members of the Long Lines crew. The Long Lines was at anchorage several miles offshore outside the port of Norfolk. Free, Discount Lawyers to Help SIU Joins New AFL-CIO Legal Aid Services Plan Making the job call for AT&T global communications were Ray J. Coypo, COS; Ronnie C. Hall, COS; Gerald L. Hyman, 3rd cook; Randolph A. Liverpool, COS, and Curtis J. Spencer, steward assistant. Cable Ship AB's Learn New Splicing Skills Eight Seafarers recently completed a two-week training seminar on how to repair and splice the complicated communications cable maintained by the two SIU-crewed cable ships. The new AB-Jointer/Splicers will rotate between the two AT&T cable ships, the Long Lines and the Charles Brown. Currently they are putting their new training to work off the coast of New Jersey where the Long Lines is repairing a cable break. These eight Seafarers are the first of a new rating established by the SIU and AT&T for their two cable ships, AB/Jointer-Splicers. The new skills they acquired open up new job opportunities for SIU members. They are (I. to r.) Joseph J. Olson, Lyle R. Swindell, Robert Leake, Timothy McCormick, Michael Eaton, Jay Beavers, Ray Bliksvaer and Jeremiah Harrington. A new, free legal aid program for union members is being developed by the AFL-CIO, and the SIU will participate in this innovative program. Called Union Privilege Legal Services, the program should be under way by the first of the year. A national network of lawyers will be recruited and overseen by the AFLCIO. Certain services will be free; others will be offered at discount rates. The program's goal is to let union members practice "preventive law" o legal question won't turn into legal problems. ''The new legal services program is going to help Seafarers and all union members. It is also a major step for the labor movement in providing benefits and protection that aren't available to non-union workers," said SIU President Frank Drozak. When the program begins it will offer: • FREE Consultation-Members meet with a participating lawyer-at the attorney's office or by phone-on any matter they choose. There is no limit on the number of consultations your member may have, provided each is about a separate matter. However, there is a 30 minute limit on any one consultation. • FREE Document Review-Members can avoid mistakes by understanding what they sign. Important papers-leases, insurance policies, installment sales contracts, to name a few-are carefully reviewed. They are provided an oral explanation of terms and specific questions are answered. Written evaluations are not part of this benefit nor are documents written by the participant or for u e in a business capacity. • FREE Follow-up ServicesSometimes a problem can be olved by having a lawyer write a letter or make a phone call on the member' behalf. If the consulted lawyer think o, a letter will be written or a telephone call made-at no co t. • 30 Percent Discount on Additional Services-When a member is faced with a more complex legal matter, the participating lawyer will charge 70 percent of the normal fee-a full 30 percent discount. In a contingent fee casewhere the lawyer's fee comes out of any recovery or award obtained-or on a business matter, a smaller discount may apply. Also, flat fees may be available for some commonly needed services, such as a simple will or an uncontested divorce. • Written Fee Agreement-The participating lawyer will provide an agreement on fees-this p~o­ tec\s the member and prevents any surprises. • Quality Control-Your member's opinion counts! Each time the Union Privilege Legal Services is used, he or she will be asked to evaluate the lawyer and the provided service. A simple, short form is provided by the lawyer and returned directly to the program administrator. The member chooses whether to identify him or herself or not. • Grievance Procedure-In the unlikely event of a disagreement with the lawyer regarding fees or other matters, the program will try to resolve it through informal mediation or, if necessary, arbitration. Excluded matters Being a union program, matters involving any union, related organization or union official are not included. There may be times when a lawyer will not accept a particular case. When the program begins, a list of the participating attorneys will be published in the LOG and made available through the ports, a well as how to contact them and other details. October 1986 I LOG I 13 �Area Vice Presidents' Report West Coast by V. P. George McCartney S HIPPING has been quite good in Seattle, even though Sea-Land's Newark and Portland were laid up. The Union has been quite active on a grassroots political level. The race for the Senate is in a dead heat. Slade Gorton, the incumbent, has been a friend of maritime, so we're throwing our weight behind him. We're also supporting Mike Lowry, Don Bonker and John Miller. Our members up here came out en masse to help pass out leaflets for Miller's campaign. Meanwhile, in California, the SIU will participate in a widely anticipated media event to help drum up support for Tom Bradley in his bid to become the first black governor. Thousands of trade unionists and Bradley supporters will take part in a race from San Diego to Sacramento. Each person will carry the California state flag for half a mile and pass it on to someone else. Bertha Ronquillo, Dennis Lundy and William Tavella will represent the SIU in this race. Our members in Southern California have had a lot of jobs to pick from, mainly because of the military work. Port officials in Wilmington say that there is a real need for qualified electricians. Still, things could be much better. The port of Los Angeles is flooded with foreign-flag vessels carrying Japanese cars to American consumers. Thanks to the unfair trading practices of the Japanese government, American companies have been effectively shut out of this lucrative market. The SIU has been applying pressure to get the Japanese to open up this market. The Union has the full support of the House Merchant Marine Committee. As usual, however, the administration has been less than helpful. Gulf Coast by V.P. Joe Sacco S HIPPING in the Gulf has improved dramatically over the past few months. Much of this improvement must be attributed to the new military work that we've been able to pick up. Were it not for this military work, things would be pretty bad. The econ14 I LOG I October 1986 omy of the region is in a slump because of declining oil prices. Louisiana has the highest unemployment rate in the nation right now. That is not to say that everything is rosy. The situation with National Marine is still up in the air. The attorneys for the SIU have filed suit with the 5th Circuit Court of Appeals in New Orleans to protect the interests of our members. This brings me to an important subject: grassroots political action. The present administration has launched an all-out attack against the labor movement. We need to get out the vote in November in order to elect a Democratic Senate. At least one race is turning around. John Breaux has been picking up support in his bid to represent Louisiana in the Senate. This is one race I know we can win. There were two more important pieces of good news. Responding to the financial crisis in the domestic oil producing states, the Department of Energy has reversed itself and promised to maintain a 35,000 barrel-a-day fill rate for the Strategic Petroleum Reserve. The SIU has been fighting for this for quite some time. In addition, the Houston Astros confounded everyone and made it to the National League play-offs. If Mike Scott were a politician, he'd have my vote for president. Government Services by V. P. Roy "Buck" Mercer A trial that is being held in London holds important lessons for MSC members. A Jordanian is accused of planting a bomb in the luggage of his unsuspecting, pregnant Irish girlfriend in order to blow up an Israeli El Al airplane. Thanks to stringent security measures employed by El Al in London, the crime was prevented. This underscores the importance of following the MSC's anti-terrorist program. Terrorism is a fact of modem life, and American vessels are prime targets. In August, the SIU was able to beat back an attempt by the Reagan administration to restrict the application of the Service Contract Act. Since 1965, the Service Contract ha protected the wage scale of worker employed by companies under contract to the federal government. Companies bidding for government work cannot undercut each other by slashing wages below prevailing wages. The SCA proved extremely u eful in helping the SIU keep the 12 ocean- ographic ships that were contracted out as a result of the Circular A-76 program. The Reagan administration's decision to contract out federal work makes the SCA more important than ever to this membership. Of course, the SCA does not pertain to jobs perlormed in international waters. But it does affect work done here. And it has made a big difference in the overtime rates for most CIVMAR's. The SIU's legislative activities in Washington, D.C. have had an important effect in protecting the job security of merchant seamen employed in the private and government controlled fleets. Another thing that the SIU does for its members is to provide information so that an individual can protect his or her own job security. One of the easiest and most effective ways of protecting your job security is to remain drug free. The Navy is very serious about getting rid of all people who test positive for drugs. In addition, make sure that you take care of any goverment property entrusted to your care. In January 1983, the Department of Navy issued a hotline program to combat what it perceived to be unacceptable levels of fraud and mismanagement. A toll-free 800 number was implemented. People were encouraged to call the number to report ''questionable behavior"-e.g., fraud and mismanagement. This all means one thing. At any time, an investigator can come onboard your ship in order to determine if there has been any fraud or misuse of government property. In a sense, the hotline program is a lot like testing for drugs. The best way to protect your job security is just not to engage in any behavior that might compromise yourself. •••• • llllllMIUHHil &IHHI !I IU Great Lakes by V.P. Mike Sacco P ORT officials have one eye on the thermometer. From now on, it i going to be a race to ee when winter comes. Of course, shipping comes to a standstill during the winter months. That is why I'm glad to say that Luedtke Engineering won two important dredging jobs, one in Buffalo, N. Y., the other in Racine Wi . We've been busy working on our gras roots campaign. There is a en e that we can pick up some Senate eat , especially ince a lot of Midwest farmers are unhappy with the Reagan administration' record on agriculture. If anything, the Reagan admini tra- tion' s record on maritime is even worse than its record on agriculture. There doesn't seem to be any relief in sight for the hard-pressed maritime industry on the Great Lakes. Retired Rear Admiral Anthony F. Fugaro, a former Coast Guard commander, was recently named executive director of the Cleveland-Cuyahoga County Port Authority. He said he would place a high priority on waterlront development. There is talk of spending $35 miJlion to develop the waterlront in Lorain, Ohio. If it goes through, it might turn Lake Erie into one of the big vacation spots in the Midwest. If approved, the waterlront plan would require extensive dredging. That would be good news to our members up here, so we'll be monitoring the situation very closely. --=.-~-'-' ,/?-. East Coast by V.P. Leon Hall S IU officials and members in the port of New York were saddened to learn of the death of Dr. Joseph Logue, the Union's medical services director. Logue was responsible for opening up this Union's nationwide system of clinics. One of the last surviving admirals from World War I, he had a truly remarkable career. Logue dedicated the last part of his life to providing quality medical care to American seamen. He had a real affection for this membership. Logue always lectured about the importance of preventive medicine. His message is more important than ever, especially in light of changes in the maritime industry. Most of the new jobs available to seamen are on board military vessels. The medical requirements for those jobs are much more stringent than those for private sector work. Elsewhere on the East Coast, the SIU is continuing to fight for the rights ofits members in New Bedford. We've been able to win back wages and reinstatement for some of our members who were adversely affected by the strike again t the Seafood Producers. Fighting the fishing fleet owners in the courts is very tricky, however. In many cases, we have to challenge them on a ship by ship basis. The fishing industry is still plagued by imports from Canada, depressed fish prices and insurance problem . The SIU continues to press for beefed up safety mea ure in order to get the price of insurance down. Shipping on the Ea t Coast has been good, especially in Norfolk, which has garnered a large hare of the new military work. Our inland member in Norfolk have agreed to new three-year agreements with Allied Towing Corp. and Lynnhaven Launch Service. �MSCPAC's Incentive Awards Administrator Searches for Excellence by Bob Borden, PAO, MSCPAC John Tate, MSCPAC's Incentive A wards Administrator, is clearly a man with a mission. The enthusiastic Tate is determined to lift the spirits of those who deserve recognition by their acts, deeds and performance. In the process, he hopes to motivate others to follow the outstanding performance of their peers. For good measure, he also wants employees to start treating each other with due respect and courtesy. Tate is approaching his formidable assignment like an excited cheerleader preparing to rouse the fans at a championship game. His positive spirit was honed by more than 20 years of Air Force service before he retired as a senior non-commissioned officer. "The Air Force has a tendency to send a lot of their people to management schools and I can't even remember the number I went through during my career," says Tate, who specialized in personnel and administrative work with the service. ''Having worked and been trained in these management principles, they're almost second nature to me now.'' Behind Tate's desk are a few of his favorite management books, including "In Search of Excellence," "Iacocca," and "Quality is Free." Tate is convinced the principles of success found in the books can be applied to everyday operations at MSPAC. ''No manager can ignore his people," says the Incentive Awards Administrator, pounding his desk to make a point. "If you make people feel like losers, they'll act that way. We have to change that concept immediately and make everybody think of themselves as winners.'' To get more afloat and ashore people into the winner's spotlight, Tate is making sure MSCP AC managers and supervisors are aware of the numerous performance awards available to their U.S. National Security and the Maritime Industry by Irwin Heine (One year before Ronald Reagan was elected president of the United States, Irwin Heine published a report on the U.S. maritime industry. Heine, who served as Marad's chief for International Affairs from 19531965, wrote about the relationship between national security, economic development and the American-flag merchant marine. What he wrote in 1979 is as true today as it was then.) Shipping sustains the industrial power of the United States. The nation's defense posture is, in turn, dependent upon the American industrial system for the ships, airplanes, tanks, transportation equipment, and all the sophisticated weapons in the country's arsenal. There is an interrelationship between shipping and the American economy/defense structures that cannot be divorced without irreparable harm to the nation. Since World War II, and especially Highest World War II Casualty Rate Members of the U.S. merchant marine serving aboard U.S.-flag cargo ships during the Second World War suffered a greater percentage of warrelated deaths than did the nation's regular armed forces combined. Of the four branches of the armed forces, only the Marines suffered a higher casualty rate. Odds of being killed Serving Deaths Killed(%) Army* Navy Marines Coast Guard 11,260,000 4, 183,466 669,100 241,093 234,874 36,950 19,733 574 2.08 .88 2.94 .24 One One One One Total 16,353,659 292, 131 1.78 One in 56 200,000 5,662 2.83 One in 35 Branch Merchant Marine *Includes Armv Air Force in in in in 48 114 34 417 during the past 20 years, there has been an increase in the merchant fleets of the developing nations and in the size of the state-controlled merchant marines. While nationalism is one of the factors in their acquisition of shipping facilities, another is the conservation of foreign exchange for shipping services, which is sometimes in short supply. Many use their fleets, especially those that are state-controlled, to earn much needed foreign exchange by offering lower freight rates than those posted by conference members. They also tend to institute cargo sharing practices on shipments between their own countries and their trading partners. The struggle for foreign markets is becoming more intense. Competition from foreign shipping operators is rising at an increasing rate, not only from the traditional maritime nations, but from the rapidly growing fleets of the Third World and the state-owned and controlled shipping of the Soviet Bloc. These Third World nation , and Ru sia with its dependent satellites, are expanding the size and effectivene s of their merchant fleets without apparent regard for accountable cost . They see such expan ion a one mean of trying to obtain a larger hare of foreign exchange earning and of the world s economic output. employees, such as sustained superior performance ratings, quality salary increases, special achievement, beneficial suggestions, mariner awards of excellence, marine employee of the year, MSC distinguished career development awards, length of service and retirement awards, as well as certificates for special recognition, appreciation and letters of commendation. Tate is a man who puts his money where his mouth is. His incentive awards budget has increased 200 percent, with some individual awards carrying a cash gift as high as $2500. Tate is convinced the incentive awards program can make a difference. When he worked at Mare Island Naval Shipyard in Vallejo, Calif., the shipyard commander adopted the same ideas and philosophy Tate is now pushing at MSCPAC. Two years after the program was implemented, the Chief of Naval Operations visited the base to make an award for the most improved naval shipyard in the U.S. ''You could see an attitude change and feel the enthusiasm of the employees," says Tate, recalling his five years spent at the shipyard. "People became proud of their work and accomplishments. In some cases, they'd complete jobs 60 days ahead of schedule." In addition to being MSCPAC's incentive booster, Tate wants to instill respect and dignity to the workplace. The ideal place to start, he says, is in the ''pool'' area of MSCP AC headquarters where afloat employees wait for ship assignment . "I've heard some of the mariners complain of the reception they've received," Tate said. "I think we should make them feel at home here." Tate is already talking about plans to enlarge the "pool" area, creating a mall library and moving the snack bar downstairs. "We want to make it as comfortable as possible for them," he says, "because without the mariners, none of us would have jobs." In their best-selling book, "In Search of Excellence,'' Thomas Peters and Robert Waterman wrote of productivity through people and the fact some of the best managed companies in the U.S. put an emphasis on human relations and respect for their employees. Many of the best companies, noted the authors, really view themselves as an extended family. ''That's what we've got to do here,'' ... empha ized Tate, again pounding his desk to make a point. "We've got to create a team spirit and become a family-oriented organization." The search for excellence will continue but John Tate i convinced he 'II find it and tap it for all it's worth at MSCPAC. October 1986 I LOG I 15 �Deep Sea George Patrick Barnes, 59, joined the SIU in the port of Philadelphia in 1957 sailing as an AB. Brother Barnes is a veteran of the U.S. Marine Corps during World War II. He was born in Philadelphia and is a resident there. John Dawson Bennett, 57, joined the SIU in the port of New York in 1960 sailing as a cook. Brother Bennett last sailed out of the port of Wilmington, Calif. He is a veteran of the U.S. Army in the Korean War. Seafarer Bennett was born in Escabana, Mich. and is a resident of Long Beach, Calif. George Bennett Forrest, 65, joined the SIU in the port of New York in 1953 sailing as an AB. Brother Forrest last shipped out of the port of New Orleans. He is a veteran of the U.S. Navy in World War II. Seafarer Forrest was born in Beltsville, Md. and is a resident of Slidell, La. Salvatore Candela, 62, joined the SIU in 1942 in the port of New Orleans sailing as an AB. Brother Candela is a veteran of the U.S. Army in the Korean War. He was born in New Orleans and is a resident there. Benjamin Edward Fowler, 66, joined the SIU in the port of Jacksonville in 1970. He sailed as an AB, last out of the port of Mobile. Brother Fowler was a former member of the IBEW Union. He was born in Forsyth Cty., Ga. and is a resident of Grand Bay, Ala. Douglas Avery Clark, ~2, joined the SIU in the port of Norfolk in 1951 sailing as an AB. Brother Clark also worked as a shipfitter. He is a veteran of the U.S. Navy during World War II. Seafarer Clark was born in Weldon, N .C. and is a resident of Portsmouth, Va. George Frazza, 66,joined the SIU in the port of San Francisco in 1968 sailing last as a chief cook. Brother Frazza is a veteran of the U.S. Army in World War II. He was born in New Bedford, Mass. and is a resident of San Francisco. James Edward Collins, 61, joined the SIU in 1947 in the port of New Orleans sailing as an AB. Brother Collins last shipped out of the port of Mobile aboard the Sea-Land Venture. He hit the bricks in the 1946 General Maritime beef. Seafarer Collins was born in Georgia and is a resident of New Orleans. Guy De Baere, 62, joined the SIU in the port of San Francisco in 1962 sailing last as a recertified chief steward. Brother De Baere was a former member of the SUP from 1942 to 1962. He last shipped out of the port of New York. He sailed aboard a Liberty ship in World War II and attended junior college in France. A native of Nantes, France, he is a naturalized U.S. citizen and a resident of New York City. Harold Joseph DeLatte, 65, joined the SIU in the port of Houston in 1964 sailing as a chief pumpman. Brother DeLatte also worked as a hospital stationary engineer. He is a veteran of the U.S. Army in World War II. Seafarer DeLatte was born in Lockport, La. and is a resident of Lufkin, Texas. David Douglas, 62, joined the SIU in the port of Houston sailing as a chief electrician. Brother Douglas is a resident of Pharr, Texas. ..., Norman William Dubois, 62,joined the SIU in the port of New York in 1953 sailing last as a recertified bosun. Brother Dubois graduated from the Union's Recertified Bosuns Program in 1980. He also sailed during the Vietnam War. Dubois was a New Orleans patrolman and a delegate to the Union's 13th Biennial Convention in 1967. He was also a former member of the Bartenders Union. Dubois is a veteran of the U.S. Navy in World War II. A native of New Bedford, Mass., he is a resident of Tamarac, Fla. Oren Hamilton Dowd Sr., 65, joined the SIU in the port of New Orleans in 1972. He sailed as an AB for GATCO in 1972 and for Mobile Towing from 1972 to 1977. Brother Dowd sailed deep sea from 1960 to 1977, last sailing out of the port of Mobile. Seafarer Dowd is a veteran of the U.S. Navy in World War II. Born in Wetumpha, Ala., he is a resident of Chickasaw, Ala. 16 I LOG I October 1986 Alexander Gega, 64, joined the SIU in the port of Wilmington in 1971. He sailed as a FOWT, riding last the SS Inger (Sealift Bulkers). Brother Gega began sailing in 1961. He was a former member of the Marine Firemen, Oilers and Wipers Union. Seafarer Gega is a veteran of the U.S. Army in World War II. A native of Honolulu, Hawaii, he is a resident of Wilmington. William "Bill" Thomas Higgs Sr., 59, joined the SIU in the port of Baltimore in 1963 sailing last as a recertified chief steward. Brother Higgs graduated from the Union's Recertified Chief Stewards Program in 1982. He worked as a copper miner from 1947 to 1950 in Great Falls, Mont. Seafarer Higgs is a veteran of both the U.S. Navy, riding the USS Austin in World War II, and the U.S. Army after that war. Born in Lyons, Ga., he is a resident there. Eric Joseph, 62, joined the SIU in 1947 in the port of Baltimore. He sailed as a cook for the Seatrain Shoregang, Edgewater, N .J., from 1971 to 1973; Sea-Land Shoregang, Port Elizabeth, N.J. in 1974, and the Puerto Rico Marine Shoregang, Port Elizabeth, N.J. from 1975 to 1978. Brother Joseph also sailed during the Vietnam War, having his ship hit by Vietcong shellfire on the Saigon River. He hit the bricks in the 1961 Greater N. Y. Harbor beef. Seafarer Joseph, in 1956, had the U.S. Congress and America's President "Ike" Eisenhower sign into law a bill admitting Joseph into the United States as a permanent resident. A native of Calcutta, India, he was ·a British subject until he became a naturalized U.S. citizen. A world traveler in his off time, he once rode the Trans-Siberian Railroad from Moscow. He now resides in New York City. David E. Kidd, 60,joined the SIU in the port of Houston sailing as an AB. Brother Kidd is a resident of Houston. Edward Levy, 59, joined the SIU in 1945 in the port of New Orleans. He sailed in the steward department last on the C.S. Long Lines (AT&T) out of the port of Baltimore. He walked the picket line in the 1946 General Maritime beef. Seafarer Levy was born in Pennsylvania and is a resident of Baltimore. Walter W. Lungren, 66, joined the SIU-merged Marine Cooks and Steward Union in the port of Wilmington. Brother Lungren is a resident of Long Beach, Calif. Theodore "Ted" Macris, 65,joined the SIU in the port of New York in 1964. He sailed last as a chief steward aboard the Sea-Land Producer. Brother Macris also sailed inland for the N. Y. Traprock Co., W. Nyack, N.Y. on the Hudson River in 1951. He is a wounded veteran of the U.S. Army in World War II. Seafarer Macris was born in Brooklyn, N.Y. and is a resident of New York City. Jose Almeida Madurei, 70, joined the SIU in 1944 in the port of Baltimore sailing as an AB. Brother Madurei last shipped out of the port of Houston. He is a veteran of the U.S. Marine Corps before World War II. Seafarer Madurei was born in Brazil, is a naturalized U.S. citizen and a resident of Dallas, Texas. Benjamin Mignano, 58,joined the SIU in 1944 in the port of Philadelphia sailing last as a recertified bosun. Brother Mignano graduated from the Union's Recertified Bosuns Program in 1976. He also sailed as a 3rd mate. Seafarer Mignano was also on the Vietnam War run and was on the 1946 General Maritime beef picket line. Mignano worked, too, as a lifeguard. He's a veteran of the U.S. Army in the Korean War. Born in Brooklyn, N. Y., he is a resident of Harbor City, Calif. Peter John Mistretta, 65, joined the SIU in the port of Baltimore in 1954. He sailed as an AB last on the Sea-Land Pioneer. Brother Mistretta began sailing in 1946 and hit the bricks in the General Maritime beef that year, the 1947 Isth- �Viekko Pollanen, 65, joined the SIU in the port of New Orleans in 1951 sailing last as a recertified bosun. Brother Pollanen graduated from the Union's Recertified Bosuns Program in 1973. He had one year of college in Finland. Seafarer Pollanen was born in Finland, is a naturalized U.S. citizen and a resident of Metairie, La. mian strike and the 1975 N.Y. Longshoremen' s beef. He also attended the 1970 Piney Point Crew Conference No. 4. "Amiable Seafarer" Mistretta is a veteran of the U.S. Army Air Corps in World War II. Mistrett~ likes Spain, builds plastic models of ships and airplanes and is a deer hunter on the Eastern Shore of Maryland. Anative of Baltimore, he is a resident there. Antonio Romero, 58, joined the SIU in the port of New York in 1971 sailing as an AB last out of the port of Santurce, P.R. Brother Romero was born in the United States and is a resident of Coral Gables, Fla. Jack Alli Nasroen, 63, joined the SIU in 1948 in the port of San Francisco. He sailed as a chief cook last for the Sea-Land Shoregang, Oakland, Calif. from 1980 to 1986. Brother Nasroen was born in Java, Indonesia and is a resident of Marysville, Calif. Rudolph Reginald Paschal, 62, joined the SIU in 1947 in the port of New Orleans sailing as a bosun. Brother Paschal last shipped out of the port of Jacksonville. He also sailed during the Vietnam War. Seafarer Paschal hit the bricks in the 1946 General Maritime beef. And he is a veteran of the U.S. Navy in World War II. Paschal was born in Alabama and is a resident of Jacksonville. Frank Pasquali, 61, joined the SIU in 1947 in the port of Boston, Mass. He sailed as an AB last out of the port of San Francisco. Brother Pasquali walked the picket line in the 1946 GeneralMaritime beef. He attended the 1978 Union's annual Alameda, Calif. Central Labor Council Man of the Year award dinner. Seafarer Pasquali also worked as an aviation metalsmith and is a veteran of the U.S. Navy in World War II. Born in Woonsocket, R.I., he is a resident of San Francisco. Michael Piteris, 65, joined the SIU in the port of New York in 1970 sailing last as a QMED. Brother Piteris is a veteran of the Greek Navy. He was born in Turkey and is a naturalized U.S. citizen. Seafarer Piteris is a resident of Attika, Greece. Marshall Donald Bryant, 64, joined the Union in the port of Duluth, Minn. in 1961. He sailed as an oiler for Great Lakes Towing from 1948 to 1986. Brother Bryant also worked as a stationary engineer for the Interlake Iron Corp. from 1946 to 1948. He was a former member of the Machinist Union. Laker Bryant is a veteran of the U.S. Navy during World War II sailing aboard the USS Harry Lee as a MM lie. Born in Duluth, he is a resident there. Robert Rivera, 62, joined the SIU in the port of New York in 1955 sailing as a cook last out of the port of Wilmington. Brother Rivera was on the picket lines in both the 1946 General Maritime and 1947 Isthmian beefs. He is a veteran of the U.S. Marine Corps in World War II. Seafarer Rivera was born in Los Angeles, Calif. and is a resident of Newhall, Calif. William Morris, Jr., 62, joined the SIU in 1943 in the port of Baltimore sailing as an AB. Brother Morris last shipped out of the port of Houston. He walked the picket lines in both the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Morris was born in Bristol, Tenn. and is a resident of Crosby, Texas. Edmund Pacheco, 56, joined the SIU in 1949 in the port of New York last sailing as a QMED out of the port of San Francisco. Brother Pacheco was on the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. He is a veteran of the U.S. Army during the Korean War. Seafarer Pacheco was born in New York City and is a resident of Clear Lake, Calif. Great Lakes I Martin Figueroa Sierra, 62, joined the SIU in 1941 in the port of New York sailing last as a chief cook out of the port of Wilmington. Brother Sierra is a veteran of the U.S. Navy in World War II. He was born in Pennsylvania and is a resident of Malilipot Albay, P .I. Charles Willard Thorpe, 59, joined the SIU in the port of New Orleans sailing last as a chief cook out of the port of eattle, Wash. Brother Thorpe also worked as a small arms mechanic. He is a veteran of the U.S. Army in World War II. Seafarer Thorpe was born in Minnesota and is a resident of Seattle. Melvin Rex Ward, 62, joined the SIU in the port of Baltimore in 1952. He last sailed as a bosun out of the port of Seattle in the SeaLand Shoregang from 1978 to 1986. Brother Ward was a former member of the SUP and attended the 1975 Piney Point Crew Conference. He was born in Kentucky and is a resident of Seattle. David Roy Yotter, 62, joined the SIU in the port of Seattle in 1956 sailing as an AB. Brother Yotter is a veteran of the U.S. Marine Corps in World War II. He was born in Leon, Kans. and is a resident of Darrington, Wash. Richard Rolland Hartford, 62, joined the Union in the port of Toledo, Ohio in 1960. He sailed as a lead deckhand on the tug Pennsylvania (Great Lakes Towing) from 1959 to 1986. Brother Hartford also worked for the American Shipbuilding Co. from 1955 to 1959. He was a former member of the Iron Workers Union, Local 85. Laker Hartford is a veteran of the U.S. Army during World War II. Born in Toledo, he is a resident of Oregon, Ohio. Herbert Vaughn Kerley, 56, joined the Union in the port of Detroit, Mich. in 1960. He sailed as an oiler and last as a QMED for the Boland and Cornelius Steamship Co. in 1965. Brother Kerley began sailing in 1955, last out of the port of Algonac , Mich. He is a veteran of the U.S. Army in the Korean War. Laker Kerley was born in Crossville, Tenn. and is a resident there. Stanley Francis Thompson, 62, joined the Union in the port of Detroit, Mich. in 1960. He sailed as a deckhand and dredgeman for the Great Lakes Dredge and Dock Co. from 1945 to 1946, Marine Towing in 1962 and for the Great Lakes Towing Co. Brother Thompson began sailing in 1948. He was an SIU organizer from 1963 to 1964. And he was a former member of the Bartenders and Teamsters Unions from 1949 to 1956. Laker Thompson is a veteran of the U.S. Navy in World War II. A native of Quincy , Mass., he is a resident of Ormond Beach, Fla. Atlantic Fishermen Cecilio J. Cecilio, 63, joined the SIU-merged Gloucester Fishermen's Union in the port of Gloucester, Mass. sailing as a captain. Brother Cecilio is a resident of Gloucester. Personals George Amos Mates Looking for our father, George Amos Mates, nickname "Mike," from Jackson, Mich. Last seen: June 1948. Birthdate: May 26, 1914. Height: 6'1", brown hair, hazel eyes. Tattoos of names of daughters on forearms: "Carole" on one arm, "Marlene" and "Judy" on the other. Social Security number: 386- 07-6282. If anyone knows anything about George Mates, please contact Carole Potter, 208 Steward Ave., Apt. B, Jackson, Mich. 49201, or call (517) 788-7855. Jack Rhodes Please contact Marion concerning your daughter Lisa at (716) 8248454. October 1986 I LOG I 17 - �Pensioner Billy James Anderson, 62, died of a heart attack at home in Greenville, Texas on July 31. Brother Anderson joined the SIU in 1945 in the port of Galveston, Texas. He sailed as a chief pumpman and hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Anderson was a veteran of the U.S. Navy during World War II. Burial was in the Lone Star Cemetery, Point, Texas. Surviving are his parents, J. P. and Emma Anderson of Point and a brother, Bruce of Lone Oak, Texas. Samuel M. Benigno, 34, died on July 10. Brother Benigno joined the SIU following his graduation from the Seafarers Harry Lundeberg School of Seamanship Entry Trainee Program, Piney Point, Md. in 1969. He sailed as an AB. Born in Mississippi, he is survived by his mother, Marguerite of Magnolia, Miss. Pensioner William Bino, 73 \ died of heart disease at home in Phoenix, Ariz. on May 25. Brother Bino joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. He last sailed as a chief steward in 1969 aboard the SS India Mail. Seafarer Bino sailed as a bellboy in 1932on the U.S. Army Troop Transport U.S. Grant. Bino first sailed on the West Coast in 1937. During World War II, he experienced submarine attacks, ship groundings and ship collisions. Steward Bino was born in Bridgeport, Conn. Cremation took place in the Greenwood Crematory, Phoenix with burial later in Bridgeport. Surviving are a brother, Charles of Clearwater, Fla. and a sister, Mary Cossa of Arlington, Va. Pensioner Robert Joseph Bird, 68, died on Sept. 20. Brother Bird joined the SIU in the port of Houston in 1961 sailing as a FOWT. He was a veteran of the U.S. Army in World War II. Seafarer Bird was born in Kentucky and was a resident of Houston. Surviving is his widow, Jean. - Pensioner Percy Joseph Boyer, 80, passed away in the Ochsner Hospital, New Orleans on Sept. 12. Brother Boyer joined the SIU in 1938 in the port of New Orleans sailing as a bosun. He walked the picket line in the 1946 General Maritime beef. Seafarer Boyer was born in Ellendale, La. and was a resident of Metairie, La. Surviving is a daughter, Margaret of Metairie. 18 I LOG I October 1986 Pensioner Paul Louis Brien, 81, · passed away from a heart attack in Crockett, Texas on Sept. 7. Brother Brienjoined the SIU in the port of New York in 1950 sailing as an oiler. He also sailed during World War II. Brien attended the UnionMEBA, District 2 School of Engineering, Brooklyn, N.Y. in 1967. Seafarer Brien was on the picket lines in both the 1946 General Maritime and the 1947 Isthmian beefs. Born in New Bedford, Mass., he was a resident of Crockett. Interment was in the Wesley Chapel Cemetery, Houston Cty., Texas. Surviving are two brothers, Henri of New Bedford and Al of Dunedin, Fla. and a sister, Blanche of Los Angeles, Calif. Pensioner Milton · Jack Brown, 63, died at home in Hot Springs, Ark. on Aug. 25. Brother Brown joined the SIU in San Francisco in 1951 sailing as an AB and deck delegate. He was a veteran of the U.S. Navy in World War II serving in the Pacific Theater. Seafarer Brown was born in Hot Springs. Burial was in the Mt. Valley Cemetery, Hot Springs. Surviving are two brothers, Gene of Hot Springs and Leo of Citrus Heights, Calif. Pensioner William Duncan Campbell, 83, succumbed to a heart attack in Gig Harbor, Wash. on Aug. 22. Brother Campbell joined the SIU in the port of Seattle in 1960 sailing as a FOWT. He also worked as a CME on the Sea-Land Shoregang, Seattle. Seafarer Campbell hit the bricks in the 1961 Greater N. Y. Harbor beef. He was a former member of the Building Trades Union, Local 252 of Tacoma, Wash. and was a veteran of the U.S. Navy in World War II. A native of Bisbee, Ariz., he was a resident of Tacoma. Interment was in the Mt. View Cemetery, Tacoma. Surviving are his son, Henry of Olympia, Wash. and a brother, Frank of Tacoma. Pensioner Richard Joseph Delaney, 82, passed away on July 31. Brother Delaney joined the SIU in 1946 in the port of New York. He sailed as a cook last on the C.S. Long Lines (AT&T). He walked the picket lines in the 1946 General Maritime, 1947 Isthmian, 1948 Wall St. and the 1965 District Council 37 beefs. Seafarer Delaney was a veteran of the U.S. Army in World War II. Born in New York, he was a resident of Honolulu, Hawaii. Surviving is an aunt, Elaine Martin of New York City. Pensioner Stephen Thomas Dent, 74, passed away on Sept. 2. Brother Dent joined the SIU in the port of New York in 1956 sailing as a chief cook. He began sailing in 1951. Seafarer Dent was born in Mississippi and was a resident of Mandeville, La. Surviving are an uncle, Dave Roberts of Culver City, Calif. and a cousin, Linda McQueen of Kerner, La. Pensioner f An- )* .~~~~7i::~~~:~~i~ struction in the Pontchartrain Guest House, Mandeville, La. on Aug. 30. Brother Ducote joined the SIU in the port of New York in 1951 sailing as an AB. He helped to organize the Robin Line in 1957. Seafarer Ducote was a veteran of the U.S. Air Force in World War II. Born in Marksville, La. he was a resident of Metairie, La. Burial was in St. Vincent de Paul Cemetery, New Orleans. Surviving is a sister, Edna Ragusa of New Orleans. Pensioner Alejandro Eusebio Sr., 85, passed away on Sept. 4. Brother Eusebio joined the SIU in 1948 in the port of Galveston, Texas sailing as a cook. He was on the picket line in the 1946 General Maritime beef. Seafarer Eusebio was born in the Philippine Islands and was a resident of New Orlenas. Surviving are his son, Alejandro Jr. of Harvey, La.; a brother, Krisanto of Cavite, P.l.; a nephew, Renedo of Harvey, and a goddaughter, Mary Teresa Fischer of New Orleans. Pensioner William W. Evans, 74, passed away on Aug. 14. Brother Evans joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1952 sailing as an assistant storekeeper. He first sailed on the West Coast in 1945. Seafarer Evans was born in Louisiana and was a resident of Los Angeles, Calif. Interment was in the Lincoln Park Cemetery, Los Angeles. Surviving are his widow, Lillie and a nephew, Herb Scott of Los Angeles. Pensioner Candinial J. Ferandezees Sr., 61, died on Aug. 2. Brother Fernandezees joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1955 sailing as a cook. He was born in Chicago, Ill. and was a resident of San Jose, Calif. Surviving is his widow, Beatrice. Pensioner Frank Fisher, Jr., 75, passed away from lung failure in the Angleton - Danbury (Texas) Hospital on Sept. 8. Brother Fisher joined the SIU in 1947 in the port of Galveston sailing as an AB. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Fisher was born in Seattle, Wash. and was a resident of Santa Fe, Texas. Burial was in the Grace Park Cemetery, Hitchcock, Texas. Surviving is his widow, Elvira. Pensioner Harry Frank Goodwin Jr., 78, succumbed to arteriosclerosis in the Maine Medical Center, Portland on Sept. 13. Brother Goodwin joined the SIU in 1947 in the port of Mobile, Ala. sailing as an AB. He was a veteran of the U.S. Coast Guard before World War II. Seafarer Goodwin was born in Dexter, Maine and was a resident of Waterville, Maine. Interment was in the Pine Grove Cemetery, Waterville. Surviving are his widow, Abertine and a brother, Leon of Waterville. Pensioner Louis "Lou" Detlef Guellnitz, 90, passed away on Sept. IO. Brother Guellnitz joined the SIU in 1942 in the port of New York sailing last as a chief steward. He began sailing in 1927 and hit the bricks in the 1946 General Maritime beef. Seafarer Guellnitz was a veteran of the U.S. Navy in World War I. Born in New York City, he was a resident of Paterson, N .J. Surviving is his widow, Clara. Pensioner Wilmer "Willie" Edward Harper, 79, passed away from lung failure in Doctors Hospital, Mobile on July 2. Brother Harper joined the SIU in 1947 in the port of New Orleans. He sailed as a chief steward and wa on the picket lines in the 1946 General Martime and the 1947 Isthmian beefs. Seafarer Harper was born in Mississippi and was a resident of Lucedale, Mi s. Burial was in the New Hope Cemetery. Agricola, Miss. Surviving is his widow, Gladys. Pen ioner James Edward Hill Jr., 76, passed away from heart failure in the N. Charles Hospital, Baltimore on Sept. 15. Brother Hill joined the SIU in the port of Baltimore sailing as a cook. He was born in Baltimore and was a resident there. Interment was in Daisy Cemetery, Howard, Md. Surving is his widow, Helen. �! L r l Robert Howard Hirsch Jr., 59, died on Sept. 9. Brother Hirsch joined the SIU in the port of Seattle in 1967 sailing as a wiper for the Delta Line. He was a veteran of the U.S. Anny in World War II. Seafarer Hirsch was born in Denver, Colo. and was a resident of La Habra, Calif. Surviving are his son, Robert Hirsch III of La Habra and his mother, Margaret Arambarri of Anaheim, Calif. Chester William ·~ :o:~:~:n~~~ui~~:~ say City, P.I. on Sept. 12. Brother Hoff joined the SIU in the port of Yokohama, Japan in 1973 sailing as a QMED. He also sailed as a 3rd assistant engineer. Seafarer Hoff was born in Chicago, Ill. and was a resident of the Philippines. Surviving are his widow, Piedad and a brother-in-law, · Tomas Vasquez. Pensioner Karl Anagnar Ingebrigtsen, 70, passed away on Aug. 26. Brother Ingebrigtsen joined the SIU in 1942 in the port of Baltimore sailing as an AB. He 4 was born in Norway and was a naturalized U.S. citizen. Seafarer Ingebrigtsen was a resident of Baltimore. Surviving is a sister, Hilde Johansen of Storsteinnes, Norway. Pensioner Hans Jacob Jacobson, 77, passed away on Sept. 10. Brother Jacobson joined the SIU in the port of Jackson ville, Fla. in 1960 sailing last as a quartermaster. He hit the bricks in the 1966 Miami-Tampa beef. Seafarer Jacobson was a veteran of the Norwegian Navy during World War II. Born in Drammen, Norway, he was a resident of Edgewater, Fla. Surviving is his widow, Nora. Pensioner Albert Frank Knauff, 67, died on Sept. 14. Brother Knauff joined the SIU in 1948 in the port of Baltimore sailing as a cook. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Knauff was born in Maryland and was a resident of Pasadena, Calif. Surviving are his mother, Helen of Galveston; a brother, Seafarer Jean Edward Knauff of Baltimore, and two sisters, Louise Milchling of Ocean view, Del. and Gertrude Johnson of Baltimore. Pensioner Frank Lamuriglia, 62, died on Aug. 17. Brother Lamurigliajoined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1974. He sailed as a waiter for the Delta Line from 1978 to 1979 and for the APL in 1980. He was born in Padova, Italy and was a naturalized U.S. citizen. Seafarer Lamuriglia was a resident of San Francisco. Surviving is his widow, Rosalina of Mercedita, P.R. J.C. Mahaffey, 59, succumbed to cancer on Aug. 31. Brother Mahaffey joined the SIU in the port of San Francisco in 1971 sailing as a cook. He was a veteran of the U.S. Army paratroops both in World War II and the Korean War. Seafarer Mahaffey was born in Chesnee, S.C. and was a resident of Ellenboro, N.C. Surviving are a son, Michael of Bessemer City, N.C. and two sisters, Maxine Larson of Ellenboro and Lona of Stone Mt., Ga. Pensioner Peter Paul Matwa, 67, died on Aug. 29. Brother Matuza joined the SIU in 1943 in the port of Baltimore sailing as an AB. Brother Matuza walked the picket line in the 1946 General Maritime beef. He was born in New Jersey and was a resident of Elizabeth, N .J. Surviving are his widow, Hwa Chung and his parents, Joseph and Mary Matuza of Elizabeth. Pensioner Francesco Joseph Natale, 63, succumbed to heart-lung failure on Aug. 19. Brother Natale joined the SIU in 1943 in the port of Boston, Mass. sailing as a bosun. He hit the bricks in the 1961 N. Y. Harbor beef. Seafarer Natale was born in Boston and was a resident of Stoneham, Mass. His remains were given to the Tufts University Medical School, Boston for the advancement of medical science. Surviving are his son, John of Fairfield, Conn.; a daughter, Giatas of Forestdale, R.I.; his parents, Salvatore and Carmella of Boston; a brother, Salvatore Jr. of Framingham, Mass., and a sister, Etta of Stoneham. Pensioner Odd Emil Olsen, 79, passed away on Sept. 13. Brother Olsen joined the SIU in the port of New York in 1952 sailing as a bosun. He also sailed during the Vietnam War. Seafarer Olsen walked the picket lines in the 1961 N. Y. Harbor and the 1962 Robin Line beefs. Born in Bergen, Norway, he was a resident of Brooklyn, N. Y. Surviving is his sister, Edel Hanstuedt of Miami Beach Fla. Pensioner Curtis Paul Primeaux Sr., 57, died on Dec. 21, 1985. Brother Primeaux joined the SIU in the port of New York in 1953 sailing as an AB. He was a veteran of the U.S. Army in World War II. Seafarer Primeaux was born in Leroy, La. and was a resident of Kaplan, La. Surviving are his widow, Rose; a son Curtis Jr. of Kaplan; his parents, Aurlien and Amy of Mobile, and an aunt, Winnie Landry. Juan Ramos, 55, died on Sept. 24. Brother Ramos joined the SIU in the port of New York in 1967. He also sailed inland as a chief cook for Caribe Towing (Crowley Marine) in 1977. He was born in Griogrande, P.R. and was a resident of Jersey City, N .J. Surviving are his widow, Mildred and his mother, Josefa Escobar of New york City. Correction Due to the mixup in names and photos, we now print the correct photo and information. Please excuse the mishap. Pensioner Chin Shing You, 74, ., passed away on Aug. 5. Brother You joined the SIU in the port of New York in 1957. Sailing last as a chief steward. He hit the bricks in the 1961 Greater N. Y. Harbor and the 1965 District Council 37 beefs. Seafrarer You also worked in the Lotus Garden Restaurant and at the Hotel Oceanic Restaurant in New York. A native of Shanghai, China, he was a naturalized U.S. citizen and a resident of New York City. Surviving are his widow, Yan Hau and a brother, Thomas of New York City. Pensioner Michael "Mike" Thomas Doherty, 63, died of heart failure in the Garden City (Mich.) Osteopathic Hospital on Aug. 22. Brother Doherty joined the Union in 1949 in the port of Detroit, Mich. He sailed as a recertified bosun and ship's delegate for the Kinsman Line from 1967 to 1985, McKee Sons and the Erie Sand Co. in 1977. He graduated from the Union's Recertified Bosuns Program in 1976. Laker Doherty was a former member of the SUP, sailing in World War II, and of the United Auto Workers Union. A native of Detroit, he was a resident of Westland, Mich. Burial was in the Michigan Cemetery, Flatrock, Mich. Surviving are his widow, Madaleen; his mother, Vera of Garden City, and another kin, Robert Doherty of Romulus, Mich. Pensioner Harold Earl Jones, 82, died of a tumor at home in New Port Richey, Fla. on Aug. 24. Brother Jonesjoined the Union in the port of Buffalo, N.Y. in 1961. He sailed as an AB and dredgeman for the Great Lakes Dredge and Dock Co. from 1956 to 1967. He was born in Pennsylvania. Cremation took place in the West Pasco Crematory, Hudson, Fla. Surviving are his widow, Sarah and a son, Lance. Great Lakes Joseph Richard Kane Sr., 55, died on Aug. 18. Brother Kane joined the Union in the port of Ashtabula, Ohio in 1961. He sailed as a deckhand aboard the tug Idaho (Great Lakes Towing) from 1956 to 1986. He was Ashtabula port agent from 1974 to 1975. Laker Kane was a former member of the International Brotherhood of Boilermakers, Iron Shipbuilders, Blacksmiths, Forgers and Helpers Union, working as an arc welder at a New York City reclamation plant. And he was a veteran of the U.S. Marine Corps during the Korean Conflict. Born in Ashtabula, he was a resident there. Surviving are his widow, Joanne; a son, Joseph Jr.; four daughters, Loretta, Mary, Rita and Joan, and a brother, Robert of Ashtubla. Pensioner John L. Berger Jr., 71, passed away from lung failure in the Paul Oliver Hospital, Frankfort, Mich. on Aug. 19. Brother Berger joined the Union in the port of Elberta, Mich. in 1953. He sailed as an AB-watchman for the Ann Arbor (Mich.) Car Ferries from 1970 to 1974. He was born in Sturgeon Bay, Wis. and was a resident of Frankfort. Burial was in the Gilmore Twsp. (Mich.) Cemetery. Surviving are his widow, Vernice and a son, John Jr. of Frankfort. Pensioner Leon Kornacki, 63, succumbed to cancer in the Bertrand Chaffee Hospital, Springville, N.Y. on Sept. 4. Brother Kornacki joined the Union in 1946 in the port of Buffalo, N. Y. He sailed as a pipeline deckhand for Merritt, Chapman and Scott in 1962, Great Lakes Dredge and Dock Co. from 1962 to 1970 and for the Great Lakes Towing Co. from 1970 to 1984. In 1970, he was the Buffalo tug agent. Laker Komacki was a veteran of the U.S. Air Force during World War II. He was born in Wilkes-Barre, Pa. and was a resident of West Valley, N. Y. Interment was in the Mt. Hope Cemetery, West Valley. Surviving are his widow, Iva and a daughter, Florence. October 1986 I LOG I 19 �Union Seeks Some Changes Coast Guard Drug Proposal!-SIU Responds Earlier this summer the Coast Guard proposed new tough drug and alcohol regulations for all licensed and unlicensed U.S. seamen. The Coast Guard's proposal would prohibit the consumption of any alcoholic beverage four hours prior to duty, mandatory blood alcohol tests (similar to the ones police give suspected drunken drivers) in some cases and onboard drug testing in other instances. While the new rules could jerk a seaman's documents or an officer's license if found guilty of operating a ship under the influence, it also stresses rehabilitation. After completion of a rehab program, the seaman or officer could reacquire the documents or license. The SIU has endorsed many aspects of the Coast Guard's proposal, but the Union has raised questions about certain aspects of the new rules. Following are excepts from a letter written by SIU President Frank Drozak to the Coast Guard. After all comments from interested parties are received, the Coast Guard will issue its final regulations: - - The SIU's position on substance abuse onboard U.S.-ftag vessels is clear. The SIU has not and will not condone either the use of unauthorized drugs or the uncontrollable use of alcohol on U .S.-ftag vessels. The SIU has taken progressive and positive steps toward dealing with the incidence of alcohol and drug abuse which may exist among its membership. Training programs at the Seafarers Lundeberg School of Seamanship are intended to educate the merchant mariner to the dangers and repercussions of drug use and alcohol abuse. Furthermore, the SIU has included in its collective bargaining agreement with many contracting companies a provision for pre-employment drug and alcohol screening. The SIU has also included procedures for testing actively employed individuals when reasonable grounds exist to suspect that an employee's job performance may be adversely impaired by drug or alcohol use. The SIU has established its own Alcohol and Drug Rehabilitation Center in Valley Lee, Md. The SIU endorses-with minor exception-the compassionate nature of the Coast Guard's proposed program for drug and alcohol rehabilitation. Nevertheless, the SIU has serious reservations and concerns with several areas of the proposed regulation, which in our view are too severe and, therefore, require deletion, change or clarification. As drafted, the regulation proposes to adopt chemical testing to determine drug and alcohol consumption onboard vessels if behavioral indicators point to the use of intoxicants. The SIU opposes the use of chemical testing under these circumstances for determining the degree of intoxication since at this stage of development, such test results are scientifically questionable and oftentime proven inaccurate. According to an article, "What You Should Know About Drug Screen20 I LOG I October 1986 ing," published in the October 1985 issue of LABOR NOTES, there is a general consensus among the scientific and medical communities that the ''EMIT'' test is unreliable and inaccurate. Positive results gained from the "EMIT" test do not establish when or even whether a drug was actually used. False positives can be caused by a number of factors, including lawful over-the-counter drugs such as Contac, Sudafed, aspirin and some foods and beverages, such as poppy seeds and herbal teas; as well as negligent handling and record keeping, and dark colored skin. Error rates as high as 69 percent in a controlled environment-laboratories-performing "EMIT" tests have been reported in a study prepared by the Centers for Disease Control (CDC) in April of 1985. The odds of false positive readings due to erroneous readings, in this instance, cannot justify the curtailment of a man's right to earn a living. For the same reason, the SIU would be opposed to placing breath analysis equipment onboard U.S.-ftag vessels. It is our opinion that behavioral standards are better suited to the marine environment to determine if a seaman is intoxicated. Furthermore, in the area of testing, the SIU also objects to the proposed section 95.017(b). The creation of a presumption of intoxication due to a refusal to submit to a toxicological test appears to be beyond the Coast Guard's statutory authority. Since the master can direct the testing, it leaves open the possibility of abuse, and refusal to take a test should not lead to this presumption. We feel the Coast Guard's purpose would be better served by allowing such a refusal to submit to testing to be introduced as evidence of intoxication. The law enforcement officer's or investigating officer's testimony as to the individual's state coupled with the refusal to submit to a test would probably result in a finding of intoxication, if there is no other contradictory evidence. The SIU also questions the stated justification for establishing two blood alcohol levels for merchant mariners, depending upon whether or not the ves el on which they are employed is subject to the manning requirements of 46 USC Part F. In our view, blood alcohol limits should be consistent throughout all sectors of maritime employment. The SIU takes strong exception to the application of Section 95.020 to crewmembers aboard U .S.-ftag vessels. In effect, the rule prohibits the consumption of any alcohol within four hours of scheduled duties. Given the nature of the industry, the SIU contends that this proposed rule is not only unrealistic but also unenforceable. Considering the impact of advanced technology on minimal turnaround port time--0ften several hours or less-it is impractical and unrealistic to prohibit the consumption of a responsible amount of alcohol by a seaman when ashore when he has been prohibited by current company policies to consume alcoholic beverages during the voyage. Certainly, the SIU concurs with the Coast Guard that individuals on watch must be sober. In our view, however, the Coast Guard should leave this matter to the authority and discretion of each ship's master who measures the pulse of his own crew and can determine whether or not a seaman is fit for scheduled duty. The SIU further notes with grave concern the proposal by the Coast Guard to define failure of a crewmember to report persons who they know are intoxicated to the master, owner, or person in charge as an act of misc~:mduct, subject to suspension and revocation of the seaman's document. It is important to note that a seaman may not be qualified to make such a determination. Implementation of such a rule would create not only an unfair burden on an individual but will place a severe strain on the relationship among crewmembers. In addition, such a rule would create an uncomfortable and suspicious atmosphere onboard ship, where daily life is already stressful. It is the SIU's view that if a seaman truly feels that he or the vessel is endangered by an intoxicated crewmember, he will not require a regulatory stimulus to report the incident. The SIU additionally does not agree with the Coast Guard's opinion that a crewmember should inform the master of the vessel of his use of prescription drugs. In our view, this is considered privileged information between a patient and his physician and should only be disclosed at the patient's own discretion. As mentioned heretofore, the SIU fully endorses and supports the Coast Guard's humane concern for alcohol and drug affliction by recommending a drug/alcohol rehabilitation program. The SIU disagrees with the provision denying upon request the return of the certificate in the case of drug addiction until the seaman completes the rehabilitation program, participates in a monitoring program, and demonstrates complete non-association with drugs for six months after completion of the program. In essence, a seaman is being unfairly penalized by being denied the possibility of employment for a six-month period (Continued on Page 21.) Step Two SIU members who go through the Union's Addictions Rehabilitation Center in Valley Lee , Md. are given the tools to lead productive lives. The most important of those tools are the Twelve Steps as outlined by the highly successful Alcoholics Anonymous program. During the past 50 years, millions of Americans have been able to lead sober, drug-free lives free of compulsive behavior because they practiced these steps in their daily affairs. As discussed in last month's issue of the LOG, the first step is perhaps the hardest. It is to admit that you are powerless over alcohol and/or drugsthat your lives have become unmanageable. The second step is slightly different. As stated in the AA Big Book, it is this: "(We) came to believe that a power greater than ourselves could restore us to sanity.'' This step causes its own set of problems. For one thing, few alcoholics or drug users like to admit that they don't have all the answers. Step One effectively did away with that argument, however. Once you admit that you are powerless and that your life is unmanageable because of your drinking and drug-taking, then obviously you need to believe in something. Many people who go through this program rebel at Step Two because they think that it implies a belief in God. Many of the people who recover do choose to interpret it in that way. But the important thing to remember is that they don't have to. All they have to believe in is that something can restore them to productive, sober lives. For many people in AA , the higher power that they choose to believe in is the Twelve Steps themselves. ''I used to think that I was a religious person," said one AA member. "But it wasn't until I came into AA that I learned \What true spirituality is. "I learned that every action I take has a consequence. By choosing not to drink or take drugs a day at a time, I am part of a fellowship of recovering alcoholics and drug users who choose not to drink or take drugs. "Before I came into this program, I used to use any excuse to indulge. I was depressed. My co-workers didn't understand me. I had financial problems. ''After being in the program for eight years, I have met people-recovering alcoholics-who faced their own death without resorting to alcohol or drugs. ''They were told that they had cancer. Rather than drink, they did something productive. They went to AA meetings and shared their pain. "ff those people didn't have to drink, then neither did I. They taught me the true meaning of spirituality.'' (Next month: Step Three) Step One We admitted we were powerless over drugs and alcohol, that our lives had become unmanageable. Step Two We came to believe that a power greater than ourselves could restore us to sanity. �Diaes~ of Ships Nee~inas AMERICAN CONDOR (Pacific Gulf Marine), September ?-Chairman Paul Butterworth; Secretary William A. Burdette. No disputed OT. Once again, the main subject of conversation dealt with the TV. Apparently the TV works well in U.S. ports, but is not compatible with European stations. The company is working to satisfy the crew's request. The chairman advised all members to keep up-to-date on events within the industry and within the SIU. This can best be accomplished by reading the LOG and by attending Union meetings while not at sea. Taking advantage of the upgrading opportunities at Piney Point is also a benefit more Seafarers should make use of. The bosun mentioned that everyone should keep an eye out for some possible new rate changes in the welfare and medical coverage, and all were in agreement that a revision is needed in the dollar amount paid by the company for transportation. Next port: Charleston, S.C. OMI CHARGER (OMI), September 14Chairman F.R. Schwartz; Secretary Charles Corrent; Educational Director W.L. Yarber. No disputed OT. There is $26 in the ship's fund. Thirty-five new movies have been purchased for the ship, and donations to help pay for them would be appreciated. A new video system is being put aboard the vessel, with the chief engineer doing the wiring . Crewmembers were asked to buy blank tapes or contribute toward their purchase. Wiley Yarber will start an arrival pool to help pay for the new system. In response to a radiogram sent to the Charger from headquarters regarding the number of "A," "B'' and "C" books a~oard ship, the response was that there are all "A" book members onboard . The vessel is en route to Rhode Island from Houston and will then head out to the Virgin Islands. The BR asked that all soiled linen be stowed in the dirty linen locker, not in the passageways, and the sanitary men asked that cups and dishes not be left in the rec room. The bosun thanked the men for a job well done on cleaning the tanks-and thanks went to the steward department for their fine meals and service. OMI LEADER (OMI), September 1Chairman Frank Smith; Secretary Floyd Mitchell; Educational Director Charles R. Allen; Deck Delegate Stanley Zeagler; Engine Delegate Roberto Rodriguez; Steward Delegate Robert E. Thomas. No beefs or disputed OT reported. There is $103 in the movie fund and $60 in the ship's fund. The chairman reports everything running smoothly. The ship will pay off this trip in Baton Rouge, La. All hands were asked to help keep the pantry and messroom clean to help alleviate the roach problem aboard ship. The entire ship will have to be sprayed, including all rooms, to be successful in combatting this problem. A vote of thanks was given to the chief cook for a fine job in the preparation of food. The washing machine is forever in use and really doesn't work that well. A new machine for the crew laundry could be helpful, "especially when we carry the extra men of Casey's gang." Next port: Baton Rouge, La. SAM HOUSTON (Waterman), July 27Chairman Anthony Maben; Secretary G. Aquino; Educational Director LR. Taylor; Steward Delegate Robert W. Bess. No beefs or disputed OT. Minutes from the previous meeting were read, and the bosun talked about the need for SPAD and the reasons for all members to support it with their contributions. The steward stressed the importance for all qualified members to upgrade and become as proficient as possible in their jobs. The mate noted his intention to demonstrate the proper use of survival suits as soon as possible. All hands, unless on watch, will be required to attend the demonstration. In a discussion of retirement plans, the crew indicated their desire to upgrade the pension plan. Most men seem to be talking about retiring at an earlier age these days. The steward thanked all crewmembers for helping keep the messroom and pantry clean, and a vote of thanks was given to the steward department for the fine food and exceHent service. Next port: Suez. LNG GEMINI (ETC Corp.), August 10Chairman Luther Myrex; Secretary D. Velandra; Educational Director/Engine Delegate Jesse Parrish; Deck Delegate Francis Smith; Steward Delegate William F. Christmas. No beefs or disputed OT. There is $100 in the ship's fund. The formation of an arrival pool was suggested to help boost this sum and to buy some prawns for a cookout. The bosun read reports from Red Campbell on seamen acting up at hotels and airports and from the company on trying to keep the food costs down. He not object, the patrolman should check out the problem and get it cleared up. This will give the crew a chance to make purchases of gifts and clothing when the ship is in port for only a few hours-and would be good for the crew's morale. A vote of thanks was given to the steward department for the good food and fresh salad throughout the voyage. Next port: Long Beach , Calif. SENATOR (CCT), September 20Chairman Dave Newman; Secretary Frank Costango; Educational Director E. Bain ; Deck Delegate Tom Duggers ; Engine Delegate Dennis Baker; Steward Delegate Jack Rankin. Everything is running smoothly with no beefs or disputed OT. After sending a telegram to headquarters, there is now $4.25 in the ship's fund. Minutes of the last meeting were read and accepted, and it was reported that a new TV for the crew lounge had been put aboard ship in Miami last trip. The repair list has been posted for a week and will be taken down following this meeting, with copies to the captain, tance of upgrading your skills and education. He also mentioned the possibility that this may be the last year that dues and SPAD contributions can be deducted on income tax returns, "so load up on your SPAD donations this year." The secretary mentioned that he has most forms and applications available (upgrading, medical). He has, however, run out of vacation forms. Crewmembers were reminded to take the proper SIU benefit forms with them when visiting a doctor's office. And a discussion ensued on workman's compensation or industrial insurance as compared to the SIU's insurance. A vote of thanks was given to the steward department for their fine food preparation and service. Official ships minutes also were received from the following vessels: AMERICAN CORMORANT AMERICAN FALCON ARCHON ATLANTIC SPIRIT LNG ARIES COURIER 1ST LT. A. BONNYMAN 1ST LT. B. LOPEZ LURLINE OMI COLUMBIA OMI YUKON OVERSEAS BOSTON PANAMA SAN JUAN SEA-LAND DEVELOPER SEA-LAND INDEPENDENCE SEA-LAND LEADER SEA-LAND LIBERATOR SEA-LAND PACER SEA-LAND PATRIOT SEA-LAND VOYAGER STONEWALL JACKSON LNG VIRGO Drugs (Continued from Page 20.) reminded all qualified members to go to Piney Point for upgrading . courses. Additional skills are the only way to advance in pay and grade in today's merchant marine. He also stressed the importance of contributing to SPAD. Crewmembers were looking forward to arrival in Arun, Indonesia for a softball game. The bosun reminded everyone that proper clothing must be worn in the messhall and that coffee is in short suppy so "don't toss away half a pot to make a new one." Next port: Nagoya, Japan. MOKU PAHU (Pacific Gulf Marine), August 26-Chairman Ray Todd; Secretary R. Spencer; Educational Director D. Norris. No beefs or disputed OT. The chairman reported that the Moku Pahu will pay off this trip to Galveston, Texas. Some repairs are to be made by the chief engineer as soon as he can get to them. There also will be a Coast Guard inspection this trip. Everything is running pretty smoothlythe only complaints being that the fresh milk spoiled on the way to Hawaii because of improper temperature controls in the ice box, and the crew's dislike of the current brand of peanut butter (it will be changed). Next port: Galveston, Texas. ST. LOUIS (Sea-Land Service), September 14-Chairman E.F. Wallace; Secretary F. Cordero. Some disputed OT in the deck department will be taken up with the patrolman in Port Elizabeth, N.J. Otherwise, everything is running smoothly. The secretary stressed the importance of signing up for SPAD for job security and better conditions. Crewmembers were asked to please take care of the equipment aboard ship such as the ice machine and the video cassette. A vote of thanks was given to the steward department for a job well done. SEA·LAND INNOVATOR (Sea-Land Service), August 17-Chairman Victor Ardowski; Secretary James A. Jones; Educational Director A. Brosseux. No beefs or disputed OT. One item brought up at the meeting was that in Yokohama and Kobe, Japan, vendors are allowed to come aboard ship and peddle their wares, but in Pusan, Korea, they are not. Since the captain does chief engineer, boarding patrolman and the ship's record file. A vote of thanks was given to the steward department for a job well done. Next port: Miami, Fla. WESTWARD VENTURE (lnterocean Management Corp.), June 29-Chairman Jack Edwards; Secretary Alva McCullum; Educational Director John T. Ross; Deck Delegate John B. Noble; Engine Delegate S.R. Alvarado. No disputed OT. Minutes of the previous meeting were read and accepted. The vessel will pay off this trip, and a patrolman will be present. The chairman discussed the highlights of the safety meeting ~eld aboard ship and the impor- even though he has voluntarily ought a rehabilitation program. This rule could backfire and actually become a deterrence to a voluntary surrender. This rule should apply only if a seaman reverts to drug and alcohol abuse for the second time. BE INFORMED ON ISSUES BEFORE YOU GO TO VOTE Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ................ Monday, November 3 .................. 10:30 New York ................. Tuesday , November 4 .................. 10:30 Philadelphia ............... Wednesday, November 5 ............... 10:30 Baltimore ................. Thursday, November 6 ................. 10:30 Norfolk ................... Thursday, November 6 ................. 10:30 Jacksonville ............... Thursday, November 6 ................. 10:30 Algonac ................... Friday, November 7 .................... 10:30 Houston ................... Monday, November 10 ................. 10:30 New Orleans .............. Wednesday, November 12 .............. 10:30 Mobile .................... Wednesday, November 12 ... . .......... 10:30 San Francisco ............. Thursday, November 13 ................ 10:30 Wilmington ................ Monday, November 17 ................. 10:30 Seattle .................... Friday, November 21 ................... 10:30 San Juan .................. Thursday, November 6 ................. 10:30 St. Louis .................. Friday, November 14 ................... 10:30 Honolulu .................. Thursday, November 13 ................ 10:30 Duluth .................... Wednesday, November 12 .............. 10:30 Gloucester. ................ Tuesday, November 18 ................. 10:30 Jersey City ................ Wedne day, November 19 .............. 10:30 a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m . a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. October 1986 I LOG I 21 - �.,CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes SEPT. 1-30, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac ... . .. . .. ... . . .. .. .. . 0 32 2 DECK DEPARTMENT 1 56 1 0 27 5 Port Algonac . .. . ......... . .. ... .. 0 10 0 ENGINE DEPARTMENT 23 2 0 0 9 0 Port Algonac ..... . .. ... . . . . .. .. .. 0 3 STEWARD DEPARTMENT 7 0 0 0 4 ENTRY DEPARTMENT 0 0 0 3 27 67 Port Algonac ..... . ... . ...... ... .. 37 82 4 Frank Drozak, President Ed Turner, Exec. Vice President Joe DiGlorglo, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP Totals All Departments . .... . .. 1 7 1 86 3 3 *"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 7 13 Dispatchers Report for Deep Sea SEPT. 1-30, 1986 - - *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester . .. .... ... .. . ... .. New York . .... ... . . . ..... ... Philadelphia . ....... . .. . .. ... Baltimore ... . . .. . . .. .. .. . .. . Norfolk ... .. . . . .. . ......... . Mobile .... ......... .. ... . .. New Orleans . ..... . . .. . .. .. . Jacksonville .. .. .. . . .. . .. . .. . San Francisco .. . .. . . .... . . . . Wilmington .. . ... ... . ....... Seattle .... .. . ... .. ......... Puerto Rico .. .......... .. ... Honolulu . .. . .. .. . . . .. . ... . . Houston . .. .... .. . .. . ... . . .. St. Louis . . . ................ Piney Point . . ........... . ... 4 57 2 4 14 10 28 29 36 13 36 17 13 40 0 6 4 14 3 3 4 2 8 12 8 7 11 4 20 6 0 6 0 0 0 0 0 2 1 2 3 1 2 0 2 2 0 0 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 1 44 1 5 19 4 42 15 22 12 34 11 7 30 0 1 Totals . . .... . ......... .. . ... Port 309 112 15 247 Gloucester .. ... .. . ....... . .. New York . ... ... ..... .. .. . .. Philadelphia .. . . . .. .. ... . . ... Baltimore ........... .. .... . . Norfolk . . ... . ..... . . . . . .... . Mobile ..... . . . . ..... . ... . .. New Orleans . .. . . .. . .. ..... . Jacksonville . .. ... ....... .... San Francisco . . ... . ... .. .... Wilmington .......... . ... .. . Seattle . . .. . ........... . .. . . Puerto Rico ... .............. Honolulu . . . ........ . ....... Houston ....... .. . . ..... . .. . St. Louis ................... Piney Point .. . ........... ... 4 39 5 9 8 7 23 14 19 8 27 14 3 20 0 3 3 5 3 1 4 1 7 1 6 5 6 0 9 3 0 4 0 1 0 0 0 0 2 0 0 3 0 0 6 0 0 0 0 26 4 3 10 3 25 12 14 9 17 6 4 14 0 0 Totals ......... .. . .. ... . . ... Port 203 58 12 147 Gloucester .. . ............... New York ............... . ... Philadelphia ... .. ....... . .... Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans .. . ....... . ..... Jacksonville . ................ San Francisco .. . .. .......... Wilmington ................. Seattle ..... . ............... Puerto Rico . ................ Honolulu .. . ............... . Houston ... . ..... . .. . .... . .. St. Louis .. . .......... . ..... Piney Point ......... . ....... 0 25 1 4 4 7 22 7 31 4 28 3 6 20 0 3 1 5 2 1 2 0 2 6 5 4 8 2 27 0 0 8 0 1 0 0 0 0 0 2 3 0 0 0 23 0 0 0 0 16 0 2 6 1 18 4 25 7 20 4 4 16 0 1 Totals ...................... Port 165 73 29 124 Gloucester .. . ... . ........... New York ................... Philadelphia ............. ... . Baltimore ..... . ............. Norfolk ........ . ....... .. ... Mobile ...... ...... . ...... .. New Orleans . . .. .. . .... .. . .. Jacksonville . .... . . . . .. ... . . . San Francisco ... .. ...... . ... Wilmington . .. .............. Seattle ......... . ........... Puerto Rico .. . .... . ..... . ... Honolulu ..... . .. .. . .. . .. ... Houston .. .................. St. Louis ..... . . . .... . .. . ... Piney Point ...... . . . . .... . . . 0 30 2 7 3 1 19 4 24 7 22 4 10 17 0 0 0 30 2 4 9 6 20 8 16 6 20 6 97 10 0 4 0 6 0 0 1 1 20 2 7 4 1 0 192 2 0 0 0 18 0 2 7 0 16 6 21 10 17 0 8 12 0 0 1 17 1 5 7 1 9 9 6 5 9 0 13 9 0 1 0 0 0 0 0 1 1 1 4 0 1 0 1 1 0 0 1 3 1 0 2 1 6 1 7 2 5 5 10 4 0 1 0 1 0 0 0 0 3 0 1 2 0 0 7 0 0 0 1 5 0 1 2 0 2 3 0 0 0 0 0 0 0 2 4 0 10 93 ENGINE DEPARTMENT 49 14 STEWARD DEPARTMENT 2 4 1 18 0 0 4 0 0 0 20 0 0 1 0 31 1 4 13 4 14 8 10 1 20 0 84 5 0 0 47 23 ENTRY DEPARTMENT Trip Reliefs 0 9 0 3 1 0 8 4 6 1 6 2 14 8 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 6 110 7 12 11 19 65 56 65 29 55 29 13 63 0 8 6 20 5 5 8 5 6 21 16 9 10 4 18 5 0 5 0 0 0 0 2 1 5 1 4 1 2 0 3 1 0 0 62 548 143 20 1 9 0 0 0 1 3 1 5 0 2 4 2 3 0 0 4 69 5 16 9 10 42 29 33 20 42 14 5 37 0 8 4 8 2 2 5 3 12 7 6 6 9 1 12 5 0 6 0 0 0 0 0 0 3 0 1 2 0 0 4 0 0 0 31 343 88 10 0 7 0 0 0 0 2 3 1 37 2 7 4 9 32 15 1 6 2 1 2 0 2 8 0 1 0 0 1 0 2 0 7 60 4 4 2 5 0 53 2 0 1 16 35 8 8 20 0 6 5 8 4 27 1 0 7 0 1 0 38 0 0 0 82 260 78 47 1 2 0 0 0 1 20 0 8 3 2 0 110 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 50 4 10 7 1 20 8 63 20 36 14 7 19 0 0 261 2 52 6 3 14 6 24 14 27 29 30 19 98 14 0 8 346 0 6 0 1 5 0 16 6 5 2 2 1 312 3 0 0 359 175 1,412 655 436 Totals . ... .. .. . . ....... .. .. . 150 238 236 117 195 147 Totals All Departments ... . .... 827 481 292 635 384 194 *"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 September was down from the month of August. A total of 1,388 jobs shipped on SIU-contracted deep sea vessels. Of the 1,388 jobs shipped, 635 jobs or about 46 percent taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 175 trip jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 3, 724 jobs have shipped. 22 I LOG I October 1986 were were relief been 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave . 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 2067 4 (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 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St. , W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �Letters To The Editor Welfare Report 'Proud of the SIU . . . ' My husband Bernard and I wish to express our sincere gratitude for the help you gave me in paying my bills of October 1985. Bernard is very proud of the SID, and we are both more than appreciative of your kind consideration. At the last few meetings, we talked about the rising costs of providing health care benefits. Some proposed changes to the Welfare Plan were announced in the August LOG. For those of you who did not have an opportunity to read the August issue of the LOG , we want you to understand how your hospital claims will be handled after Jan. 1, 1987. During 1987, the first time a member is confined to the hospital as an in-patient, the Plan will pay 100 percent of the charges. If the member has any other in-patient hospitalizations during that year, the Plan will pay 80 percent of the charges. If the member's spouse is working, his or her health plan will pick up the other 20 percent under the coordination of benefits clause. Starting in 1988, a member will again receive 100 percent for the first inpatient hospital confinement, with 80 percent payment for any other hospitalizations during that year. If a member is treated as an outpatient in the hospital, the Plan will Yours very sincerely, Ellen Feely Daytona Beach, Fla. 'Expressing Appreciation . • •' I express my appreciation for your cooperation in caring for my wife Janina when she was in the Freehold Area Hospital in May 1986. Without your indulgent help, I would have been at a complete loss. Thank you on our behalf. Yours, Jan Piorkowski Howell, N.J. U.S. and NATO Planners, Take Note! Earlier this year maritime affiliates of the International Transport Workers' Federation (ITF) around the world, with the exception of those in the United States and Canada, adopted a policy position reserving the right for its members to refuse to sail into "war-like zones." To many skeptics and military planners on both sides of the Atlantic, this was billed as rhetoric and not reality. Last month, however, rhetoric melted away in the heat of action. En route to the Saudi Arabian port of Ras Tanura, the British-flag combination carrier Pawnee was struck by a missile during an Iranian helicopter gunship raid directed against the ore/bulk/oil ship. Prior to the Pawnee entering the Persian Gulf, six of the 12 British officers onboard exercised their right to refuse to sail into the war zone and were replaced by Indian officers. This clearly demonstrates that the ITF "war zone" policy is for real and must be considered very seriously by those responsible for U.S. and NATO military sealift planning. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances . The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be suhmitted 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 hy 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 hy 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 ohligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU pay 100 percent coverage for up to three out-patient visits in a oneyear period. Starting with the fourth out-patient visit during that year, the Plan will pay 80 percent. The cycle repeats the following year. The cycle for dependents will be 100 percent payment for the first in-patient hospital confinement during a three-year period, with 80 percent for any subsequent in-patient hospitalizations during those three years. Pensioners who are currently eligible for welfare benefits will not be affected by any amendments to the Welfare Plan. Pensioners who qualify for pensioner's welfare benefits after Jan. 1, 1987, will come under the new rules until they become eligible for Medicare. Once eligible for Medicare, the Seafarers Welfare Plan becomes the secondary carrier, and all benefits available to medicare-age pensioners from the Plan will continue in effect. Another amendment will help to (Continued on Page 24.) Personals (714) 527-2733 (home) or (714) 2201879 (work). Jeffrey McPherson Your nephew Jody McPherson would like to hear from you. Please write him at 150 S. Magnolia, #138, Anaheim, Calif. 92804, or call at V.D. Lee Please contact Mark C. Gibbons at R.D. #1 Box 805-A, Oakdale, Pa. 15071, or call (412) 221-8315. KNOW YOUR -RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in . r +. ' all Union hall s. All memhcrs should ohtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member nr officer is attempting to deprive you of any constitutional right or ohligation hy any methods such as dealing with charges. trials. etc .. as well as all other details. then the mcmher so affected should immediately notify headquarters. EQUAL RIGHTS. All mcmhers arc guaranteed equal right · in employnH.:nt and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts v.hich the Union has negotiated with the employers. Consequently. no memher may he discrimi nated against hecause of race. creed. color. sex and national or geographic origin. If any member feels that he i-. denied the el{ual rights to which he is entitled. he should notify Union head4uarters. 11111n1m111nu11111nu11111111111111111111111n1111111111111111111111111n1111111111111111111111111111111 patrolman or other Union offi:::ial. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed hy membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsihility. PAYMENT OF MONIES. No monies are to he paid to anyone in any official C<1pacity in the SIU unless an official Union receipt is given for same. Under no circumstances shoul<l any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to rc4uire any such payment he made without supplying a receipt. or if a memher is required to make a payment anJ is given an otlicial receipt. hut feels that he should not have heen re4uireu to make such payment. this should immediately he reported to Unilm hcadquart~rs. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects anJ purposes including. hut 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 anJ boatmen and the advancement of trade union concepts. In connection with such objects. SPAD suppllrts and contributes to political candidates for elective otllce. All contributions arc voluntary . No contrihution may he solicited or received hecause 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 hy reason of the ahove improper conduct. notify the Seafarers Union or SPAD hy ccrtitied mail within 30 Jays of the contrihution -for inve-.tigation anJ appropriate action and refund. if involuntary. Support SPAD. to protect and further your economic. political anJ 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 access to Union records or information, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The add~ is S.201 Auth Way and Britannia Way, Prince Georges County. Camp Springs, Md. 20746. October 1986 I LOG I 23 - �Letters To The Editor Welfare Report 'Proud of the SIU . . . ' My husband Bernard and I wish to express our sincere gratitude for the help you gave me in paying my bills of October 1985. Bernard is very proud of the SID, and we are both more than appreciative of your kind consideration. At the last few meetings, we talked about the rising costs of providing health care benefits. Some proposed changes to the Welfare Plan were announced in the August LOG. For those of you who did not have an opportunity to read the August issue of the LOG , we want you to understand how your hospital claims will be handled after Jan. 1, 1987. During 1987, the first time a member is confined to the hospital as an in-patient, the Plan will pay 100 percent of the charges. If the member has any other in-patient hospitalizations during that year, the Plan will pay 80 percent of the charges. If the member's spouse is working, his or her health plan will pick up the other 20 percent under the coordination of benefits clause. Starting in 1988, a member will again receive 100 percent for the first inpatient hospital confinement, with 80 percent payment for any other hospitalizations during that year. If a member is treated as an outpatient in the hospital, the Plan will Yours very sincerely, Ellen Feely Daytona Beach, Fla. 'Expressing Appreciation . ' • • I express my appreciation for your cooperation in caring for my wife Janina when she was in the Freehold Area Hospital in May 1986. Without your indulgent help, I would have been at a complete loss. Thank you on our behalf. Yours, Jan Piorkowski Howell, N .J. U.S. and NATO Planners, Take Note! Earlier this year maritime affiliates of the International Transport Workers' Federation (ITF) around the world, with the exception of those in the United States and Canada, adopted a policy position reserving the right for its members to refuse to sail into "war-like zones." To many skeptics and military planners on both sides of the Atlantic, this was billed as rhetoric and not reality. Last month, however, rhetoric melted away in the heat of action. En route to the Saudi Arabian port of Ras Tanura, the British-flag combination carrier Pawnee was struck by a missile during an Iranian helicopter gunship raid directed against the ore/bulk/oil ship. Prior to the Pawnee entering the Persian Gulf, six of the 12 British officers onboard exercised their right to refuse to sail into the war zone and were replaced by Indian officers. This clearly demonstrates that the ITF "war zone" policy is for real and must be considered very seriously by those responsible for U.S. and NATO military sealift planning. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic , Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances . The constitution requires a detailed audit hy Certified Public Accountants every three months, which are to be suhmitted 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 by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls . If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers. notify the Seafarers Appeals Board hy 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 hy 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 ohligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU pay 100 percent coverage for up to three out-patient visits in a oneyear period. Starting with the fourth out-patient visit during that year, the Plan will pay 80 percent. The cycle repeats the following year. The cycle for dependents will be 100 percent payment for the first in-patient hospital confinement during a three-year period, with 80 percent for any subsequent in-patient hospitalizations during those three years. Pensioners who are currently eligible for welfare benefits will not be affected by any amendments to the Welfare Plan. Pensioners who qualify for pensioner's welfare benefits after Jan. 1, 1987, will come under the new rules until they become eligible for Medicare. Once eligible for Medicare, the Seafarers Welfare Plan becomes the secondary carrier, and all benefits available to medicare-age pensioners from the Plan will continue in effect. Another amendment will help to (Continued on Page 24.) Personals (714) 527-2733 (home) or (714) 2201879 (work). Jeffrey McPherson Your nephew Jody McPherson would like to hear from you. Please write him at 150 S. Magnolia, #138, Anaheim, Calif. 92804, or call at V.D. Lee Please contact Mark C. Gibbons at R.D. #1 Box 805-A, Oakdale, Pa. 15071, or call (412) 221-8315. KNOW YOUR . RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in . r +. ' all Union hall s. All memhcrs should ohtain copies of this constitution so as to familiarize themselves with its contents . Any time you feel any memher or officer is attempting to deprive you of any constitutional right or ohligation hy any methods such as dealing with charges. trials. etc .. as well as all other details. then the memhcr so affected should immediately notify headquarters. EQUAL RIGHTS. All memhers are guaranteed equal rights in employnll:nt and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts ""hich the Union has negotiated with the employers . Consequently. no memher may he discriminated against hecause of race. creed. colnr. sex and national or geographic origin . If any member feels that he i" denied the equal rights to which he is entitled. he should notify Union headquarters. 11111111mu1n1111111nu11111111111111111111111n1111111111111111111111111n1111111111111111111111111111111 patrolman or other Union offbal. in your opinion, fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or member. It has also refrained from puhlishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed hy membership action at the September. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate. from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to he paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memher pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he maJe without supplying a receipt. or if a memher is required to make a payment and is given an otlicial receipt. hut feels that he should not have heen required to make such payment. this should immcJiatcly he reporteJ to Union hcaJquartcrs. SEAFARERS POLITICAL ACflVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including. hut not limited to. furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective otllcc. All contrihutions arc voluntary. No contrihution may he solicited or received hecause of force. joh discrimination. financial reprisal. or threat of such conduct. or as a condition of memhership in the Union or of employment. If a contribution is made hy reason of the ahove improper conduct. notify the Seafarers Union or SPAD hy certitied mail within 30 days of the contrihution -for invc'\tigation and appropriate action and refund. if involuntary. Support SPA D. to protect and further YlHlr economic. political an<l 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. 1be add~~ S.201 Auth Way and Britannia Way. Prince Georges County. Camp Springs, Md. 20746. October 1986 I LOG I 23 - � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1986 Description An account of the resource HEADLINES SIU, NMU BEGIN MERGER TALKS IN PINEY POINT DOD BACKS DOWN IN CARGO PREFERENCE BATTLE MANPOWER SHORTAGE COULD TIE UP RESERVE FLEET MEMORIAL MODEL TO BE UNVEILED THE SIU IN WASHINGTON NEARING THE END SOUTH AFRICA MILITARY CARGO NORTH SLOPE OIL SEAFARERS SHORTAGE PORT DEVELOPMENT CARGO PREFERENCE FOREIGN-FLAG SEAMEN PASSENGER VESSEL BILL ASC BEGINS NEW “OUTREACH” PROGRAM FOR SIU LAKERS SCOUTS ENJOY A TWO-WEEK EDUCATIONAL VACATION AT SHLSS LONG LINES DUTY-A GOOD CALLING FOR SOME SIU JOINS NEW AFL-CIO LEGAL AID SERVICES PLAN MSCPAC’S INCENTIVE AWARDS ADMINISTRATOR SEARCHES FOR EXCELLENCE U.S. NATIONAL SECURITY AND THE MARITIME INDUSTRY COAST GUARD DRUG PROPOSAL- SIU RESPONDS HOUSE OKS PASSENGER SHIP RE-FLAGGING BILL SIU MEDICAL HEAD DR. JOSEPH LOGUE DIES AT 91 Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 10 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/aa28842dde3dbd771c8912aca46266e5.pdf 17f5bc494d1ae54d669bbf0ba2c98ecf PDF Text Text Official Publication of the Seafarers International Union • Atlantic, Guff, Lakes and Inland Waters District • AFL·CIO Vol. 48 No. 9 September 1986 New Rule Allows Foreign Flags DOD Fires on Cargo Preference Law What began as a squabble between a small U.S. carrier, the Department · of Defense and Iceland could open the doors of $1.8 billion in guaranteed U.S. cargo to foreign ships. The Department of Defense has proposed a rule to allow foreign-flag ships into a trade that since 1904 has been reserved for U .S.-flag ships (see editorial page 23). The Navy coordinates all military shipments. Currently the 1904 Military Cargo Preference Act requires that I 00 percent of all military cargo be shipped on American vessels, unless the cost is excessive and then 50 percent of the cargo may be shipped foreign. The Department of Transportation (DOT) has the final say if the cost is excessive. Under the DOD proposal, the entire amount of military cargo could be opened to foreign shippers, and the Navy would be the group which determines if the rates are excessive. The fear expressed by opponents to the action is that any time an American bid for cargo is higher than foreign rates, the Navy will determine it is "excessive." No one in the industry denies foreign-flag shipping is cheaper. Now when the DOT attempts to determine.if an American shipping firm is charging excessive costs, the basis is ''whether the costs or the profits to the operator are excessive or otherwise unreasonable and not whether the cost is excessive to the government," said Jim J. Marquez, the department's general counsel. mine if the costs are excessive and then waive cargo preference. · "It could be applied any time you have some bureaucrat who simply arbitrarily says your rates are excessive, without knowing what your costs are,'' said Albert E. May, executive vice president of the Council of AmericanFlag Ship Operators. While some claim this move is an effort to cut costs, most industry observers say the new rule is an attempt to appease the government of Iceland. For many years, supplies to a U.S. Air Force and Navy base were transported by three small Icelandic ships, because no U.S. carrier was in the trade. However, in 1985 Rainbow Navigation, Inc. was founded and claimed they had rights to the cargo under the 1904 Cargo Preference Act. Rainbow won the cargo but the government of Iceland put pressure on the U.S. to return the business, or at The DOD proposal would give a contracting officer the right to deter- (Continued on Page 24.) ''Sure foreign-flag ships charge cheaper rates. They pay their crews less, their ships cost less, they have fewer safety and other regulations to follow and they receive backing from their governments. But then nobody ever called the Liberian-flag fleet 'America's Fourth Arm of Defense' either," said SIU President Frank Drozak. All Roads Lead to ... Diego 11 J ~;;:;;;- ~iiiii8' 12 & 13 Pages Well Bless My Sole New Bedford Fishing Fleet Gathers for Blessing W HEN Herman Melville wrote Moby Dick, he gave mention to the whaling port of New Bedford , Mass. settled in 1640. It seemed to him the sturdy, small houses and flower beds had all been harpooned and pulled up from the sea so much did the air hold the taste of salt, so much did generations pass on the whaling trade and sermons at Seamen's Bethel on Johnny Cake Hill offered up prayers for a successful voyage. Today, New Bedford is a major fishing port and houses the largest assemblage of fishing boats anywhere on the East Coast. The pulpit at Seamen's Bethel is carved into the shape of a ship's prow. Fishermen's wives still watch quietly from the docks for their husbands' return from the sea. The most recent wave of immigration brought Portuguese fishermen and their families here. Many belong to the SIU. And each year in August the Portuguese community and all of New Bedford tum out to take part in the Feast of the Blessed Sacrament and (Continued on Page 16.) Bob Vahey Dead Page 3 • President's Column: SIU-NMU Merger, 'Pattern of Approval' Page 2 • Page 24 The procession of New Bedford fishing vessels makes its way to the Coast Guard cutter and the blessing. �roza Reagan Aide Misinforms Senate On Ship Crew Manning Issue T HIS Union is in excellent shape. We have jobs for our membership, and they are goodjobs. We have training programs which are providing our members with the skills to handle these new jobs responsibly and efficiently. And, as we continue to expand the job opportunities for this membership, we continue to grow as an organization. But-this maritime industry is in terrible shape. It is in the worst shape that I have seen it in all of my years as a seaman and as a Union official. The last of the liner companies, Farrell, Lykes and U.S. Lines, are all in bad financial shape. Sea-Land, an unsubsidized company, an innovative leader in the industry worldwide, and for many years a financially stable organization, today is losing millions of dollars each quarter. Waterman, which astounded the industry by recovering from bankruptcy, is facing new difficulties because the Maritime Administration is letting other shipping companies into their trade routes. The Reagan administration continues to steer a ruinous "free trade" course despite all of the warning signals. Efforts by some segments of our industry to make the U.S.-flag competitive on the high seas are ignoreddeliberately. In a recent letter to Sen. Ted Stevens, chairman of the Senate' s Subcommittee on Merchant Marine , the director of Reagan's Office of Management and Budget urged the senator to drydock any operating subsidy program because of "the lack of change in the areas of crew size and wages ... ' ' (See the full text of this letter published on this page.) The fact is that the SIU has substantially restructured crew size and crew responsibilities which have resulted in significant savings to its contracted operators. And this has been done without compromising the job security of this Union's membership. Let me give you an example. When Sea-Land designed and put into service 16 new diesel ships, 12 D-9s and four D-6s, this Union negotiated crew reductions for both types of vessels. According to figures published by the U.S. Maritime Administration, this results in a savings to Sea-Land of $10 million per year. A significant operating cost reduction, and it was negotiated without compromising the job (See President's Report this page.) EXECUTIVE OFFICE OF THE PRESIDENT OFFICE OF MANAGEMENT AND BUDGET WASHINGTON, D.C. 20803 security of SIU members or the safety of the ships. We have been effecting these crew reductions wherever we can to do our part in making the U.S.-ftag competitive. But, we can't do it all, and we can go no further alone. We would hope that other unions would begin to take a look at their manning requirements in light of the reality of the shipping world as it is today , and to take positive actions within their organizations so that we can work together to save this industry. If we can do this together , we can together per uade Congress that whatever form of operating subsidie are then necessary to keep our industry viable and our nation ' s defense needs secure should be forthcoming. * * * Speaking of working together, this membership is well aware that we have been working toward the merger of maritime labor organizations. We feel that the unity of common efforts toward common goals is both necessary and proper. We have had many discussions about merger in the past 25 years. Just recently, at my request, AFL-CIO President Lane Kirkland sent letters to all of the maritime unions with a copy of our merger proposals. During the past two months, the National Maritime Union has discussed these proposals in their publication, and has polled their membership. NMU President Shannon Wall wrote to me recently and said that "support for merger of all the unli- Honorable Ted Stevens Chairman Subcommittee on Merchant Marine Committee on Commerce, Science, and Transportation United States Senate Washington, D.C. 20510 August 16, 1986 Dear Ted: Thank you for your recent letter concerning S. 2662, legislation designed to reform the Operating Differential Subsidy (ODS) program. The administration recognizes the need for meaningful ODS reform and would be pleased to explore with you ways to achieve a consensus on both the substance and cost of such a legislative package. S. 2662 already includes several reforms that the administration believes are important, such as authority for subsidized U.S.-flag operators to construct or acquire vessels at world market prices and increased operating flexibility necessary to respond more efficiently to market conditions. I believe, however, that S. 2662 must go much further in restructuring the existing ODS program in order for it to be a meaningful reform package. Among other things, the administration is particularly concerned about the lack of change in the areas of crew size and wages, both of which need to be restructured to improve the long-term competitiveness of the U.S.-flag fleet. Cost is also a critical area. I agree with your assessment that S. 2662 has significant budgetary problems and believe that its cost needs to be brought in line with the cost of the existing ODS program. Crew size and wage reforms will help achieve this goal as well as a hard look at the number of ships eligible for subsidy and the need for grants to the small operators. With the end of this Congress quickly approaching, I can understand your sense of urgency in seeking early Senate action on S. 2662. On the other hand, I believe the substantive and budgetary problems associated with S. 2662 are too significant to await conference for resolution. Instead, I urge you to address these problems before S. 2662 is brought to the Senate floor. Sincerely yours, James C. Miller Director ct: Honorable John C. Danforth Honorable Ernest F. Hollings Honorable Daniel K. Inouye (Continued on Page 23.) September 1986 Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 48 , No. 9 Executive Board Frank Drozak President Charles Svenson Editor Angus "Red" Campbell Joe DiGiorgio Ed Turner Vice President Secretary Executive Vice President Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Ray Bourdlus Assistant Editor 2 I LOG I September 1986 Lynnette Marshall Assistant Editor/Photos 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. �He Was Dedicated, Innovative and Energetic Bob Vahey, Architect of Many SIU Programs, Dies Bob Vahey (left) was instrumental in developing many of the programs and issues that have helped the SIU stay afloat in troubled times. He is pictured with SIU President Frank Drozak. Bob Vahey, who waged a heroic year-long battle against cancer, died Sept. 17. He was 40 years old. Described by those who worked with him as "tireless" and "energetic," Bob was involved in every phase of this Union's activities. Named special assistant to the SIU - president in I 983, Vahey made a lasting contribution to the SIU and the maritime industry in such diverse areas as safety, education and grassroots political activity. "Although Bob's name was not on the SIU ballot," said SIU President Frank Drozak, "he did more to protect the job security of this membership than almost anyone else I can think of.,, Bob played a pivotal role in helping the SIU secure thousands of military-related jobs for its members. ''Bob Vahey was one of the first people to understand the importance of military work to the survival of the American-flag merchant marine," said SIU Vice President Red Campbell. ''He did everything he could to push this organization in that direction.'' At a time when the American-flag fleet has dwindled to fewer than 400 ships, fully one-third of the jobs available to SIU members are onboard military-contracted vessels. One of the last things that Bob did before he entered the hospital for the final time was to secure a bid from La vino Shipping Co., which means 300 more jobs for SIU members. "I've never seen such a raw display of courage or devotion," said Mike Neumann, director of the Government Contracts Department of the Transportation Institute, who accompanied Bob to that meeting. "Bob knew he was dying, but all he could think about was the well-being of the membership." "I think the Lavino thing kept him going," said Tom Messana, another assistant to the SIU president. "He would not let himself die until he secured those jobs for the membership." "It was Bob Vahey," said SIU Vice President Roy "Buck" Mercer, "who first came up with the idea of applying the Service Contract Act to the maritime industry.'' Bob joined the SIU in 1979 to head its inland waters division. A veteran of the ACBL, Dixie and Outreach Marine beefs, he had been on the front line in the battle to protect the rights of Union members employed in the tug and barge industry. He braved bullets in Jeffersonville, Ind. and time-consuming and often heart-wrenching legal maneuverings in the federal courts and the National Labor Relations Board to grapple with the growing anti-union trend in the tug and barge industry. ''Bob felt a personal sense of solidarity with our members in the inland industry,'' said John Fay, assistant secretary treasurer of the SIU. "He was not willing to see their wages and benefits cut.'' "The battle to protect the rights and dignity of Union members on the rivers is still being waged," said SIU Vice President Mike Sacco. "We've had some wins as well as some losses. But when the final chapter is written, a great deal of credit will have to go to Bob Vahey.'' "No matter how difficult or impossible a situation seemed," said SIU legal counsel Jim Altman, "Bob Vahey had a way of rallying the troops, of making things bearable through hi optimism, professionali m and tenacity." Before Bob joined the SIU in 1979, he was director of re earch for the Tran portation In titute, a nonprofit maritime re earch organization. His commitment to excellence helped tran form that organization into one of the leading center of maritime research in the country. "Many of the maritime program that were enacted in the 1970 would never have een the light of day had it not been for Bob Vahey,'' said Richard Da chbach, former maritime counsel for the Senate Commerce Committee. "I always knew," said Daschbach, "that I could rely on the integrity and professionalism ofVahey's research." ''Bob Vahey was the father of the ocean mining and outer continental shelf issues," said Jean lngrao, secretary-treasurer of the Maritime Trades Department. ·'He worked on developing programs relating to ocean thermal energy and cargo preference." "He was the impetus behind the General President's Council on the Outer Continental Shelf,'' added SIUNA Vice President Jack Caffey. Bob served as a delegate to the International Labor Organization in 1984, and wrote the Sealift Training Manual for the Seafarers Harry Lundeberg School of Seamanship. He coordinated the SIU's efforts to block construction of the Cross-Florida Pipeline. "He was a brilliant mechanic," said Frank Paladino, head of the SIU's inland division. "Bob Vahey was the only person I know who could have gone through all those RFPs (Request for Proposals)," said Red Campbell, in reference to the bidding system for Navy work. "Some of those proposals were in excess of 500 pages. It was Bob who alerted many of our owners to potential military work." "Bob Vahey represented the finest of today's new breed of labor leaders," said Ron Rasmus, president of Admiral Towing.and Barge Company. "We liked working with him because he understood and could balance the needs of Seafarers with the needs of the maritime industry today.'' ''Bob Vahey was instrumental in helping us shape a curriculum that was sensitive to the needs of the industry," said John Mason, head of curriculum development at the Seafarers Harry Lundeberg School of Seamanship. "If it weren't for him, we wouldn't have had a Sealift Conference, which was the first of its kind in the country, or a crane operator's course." "It was Bob Vahey who sold the Navy on the idea that the military work could be performed by civilian mariners," said Bob Kesteloot, vice chairman of the Transportation Institute and former head of the Navy's Sealift Division. ''The turning point came in 1985, when the Southern Cross became the first vessel manned by civilian mariners to do something more than just participate in exerci es. "The eyes of the Navy were really opened by the flawless performance of the SIU crew," said Kesteloot. "More than anyone else I can think of," said Marianne Rogers, the SIU's political director, "Bob Vahey maintained a standard of excellence. And he made people live up to that standard." ''Bob Vahey made an immeasurable difference in this Union's grassroots political efforts," said Rogers. "He had a genius for coordinating the efforts of a diverse group of people." "Bob Vahey kept in daily contact with the ports," said Tom Messana. "He gave full support to the officials in the field. In return, he demanded that they maintain a certain standard in ervicing the membership." "Whenever I had a problem," said Don Anderson, port agent for Wilmington, "I knew that I could turn to Bob Vahey.'' ''You didn't mind working your guts out for him," said one official, "because you knew that he· was working twice as hard as you were." ''Bob Vahey had an uncanny ability,'' said Jim Patti, head of the Maritime Institute for Research and Industrial Development and one of Bob's frat brothers at George Washington University more than 20 years ago, "to make practical use of any conversation." "You'd say something to Bob," said Tom Messana, •'and months later you'd find out he had used it as a basis for some new idea or program.'' "He was a lovable guy," said Frank Paladino. "You could go in and talk to him about anything." "He was more than a boss," said Jeanne Textor, his administrative assistant. .. He was a friend." "Once you reach a certain age," said SIU Legislative Director Frank Pecquex, quoting something Bob himself had said shortly before his death, "you finally understand that no one is indispensable. Yet while everyone can be replaced," said Pecquex, ·'it takes longer to replace some people than others." "It will be many moons," said Pecquex, "before we 'II see the likes of Bob Vahey again." At his request, Bob Vahey was interred at the Seafarers Harry Lundeberg School of Seamanship. On the day of his death, SIU President Frank Drozak had the flags at the SIU headquarters building flown at half mast. Bob is survived by his wife Elizabeth; his parents; and two brothers, William and Chris. As an SIU representative to the International Labor Organization (ILO), Bob Vahey helped bring unions from around the world together to face common problems. Last year in Geneva, Switzerland, Vahey (right) and Richard Daschbach, who represented the Maritime Trades Department, confer at the ILO meeting. September 1986 I LOG I 3 �I I I I I I I I I I I I I I I I I I • orth America, AF -CIO Washington Report I I I I I I I I I I I • I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Manpower Shortage • • A hypothetical question: What if Libya were to continue to sponsor terrorist activities? Many noted experts, including Richard Nixon and former Secretary of State Henry Kissinger, believe that this country should impose an embargo. But the question remains: Would this country have adequate sealift capability to do that? Captain Robert W. Kesteloot, former director of the Navy's Strategic Sealift Division, and the new vice chairman of the Transportation Institute, says that "the U.S. merchant fleet will be nearly 250 ships short and would face a crew shortage of nearly 5,000 to 6,000 seamen in 1992 if a national emergency were to occur.'' The key to correcting that situation, ay Kesteloot, is cargo. Otherwise, the United States would remain a musclebound giant: overequipped in high-tech weaponry, but lacking in sealift and other conventional capabilities. Trade Deficit Soars •• I I I I I I I "I knew the end was coming when the lights went dark. I pushed the children down on the floor and covered them with my body.'' Those words were spoken by one of the hostages onboard the ill-fated Pan American World Airways Flight 73 in Karachi, Pakistan. The woman was lucky. She and her children survived the 16-hour ordeal. Eighteen of the 389 passengers and crewmembers did not. International travel in this day and age poses a problem. That is especially true for those people whose job it is to transport goods and materials on planes and ships. Without these transportation workers, international commerce would be impossible. Yet it is they who are on the front line in the war against terrorism. Planes and ships have become natural targets for terrorists. Indeed, after the raid on Libya, the Islamic Jihad promised to retaliate against ••American embassies and ships." In the Persian Gulf today, neutral ships (in the context of the Iran-Iraq War) are being stopped and searched. These latest developments demonstrate how important it is for this country to have an adequate sealift capability as well as a comprehensive policy on terrorism. The SIU is dealing with this issue on many different levels, from its training school at the Seafarers Harry Lundeberg School of Seamanship to its legislative staff in Washington, D.C. • August was a time for bad economic news. The trade deficit reached an all-time monthly high. The country's economic performance continued to stagnate. In addition, the Office of Management and Budget (OMB) estimated that the fiscal year 1987 budget deficit would top $163 billion. What does that mean? According to the OMB, if across-the-board spending cuts under the Gramm-Rudman-Hollings deficit reduction law are still in effect, then non-defense programs would have to be slashed by 7 .6 percent while defense programs would face cuts amounting to 5.6 percent. 4 I LOG I September 1986 September 1986 For the Department of Transportation, that would mean a cut in spending authority for fiscal year 1987 of $2.4 billion and a cut of $500 million in estimated outlays. Maritime Administration operations and training, research and development outlays would be reduced by aboQt $4.7 million. Drug and Alcohol Testing The SIU outlined its reaction to a proposed rule by the Coast Guard on alcohol and drug abuse. ··Just like American society,'' said SIU President Frank Drozak, ·'people who work in the U.S. merchant marine face some serious drug and alcohol abuse problems. We at the SIU have done quite a bit on our own to help our people overcome the burden of addiction. We applaud the Coast Guard's efforts in this area. "We do, however, object to certain aspects of the proposed rule .... " Among the objections that Drozak cited were the provisions that would make it mandatory for seamen to turn someone in for drug use or else face loss of their own license· onboard alcohol and drug testing, and a re~ habilitation program that would implement a six-month waiting period for anyone who is sent to or who volunteers to go to a rehabilitation program. Drozak noted that the average seaman does not have the expertise to determine who is or is not on drugs, and that requiring them to tum someone in would create dissension onboard a vessel. If they feel someone's behavior poses a threat to the safety of a vessel, most seamen have enough sense to report that person. Most of the tests presently employed in field alcohol and drug testing are notoriously unreliable. In some cases, there has been an inaccurate testing rate of 65 percent. And while Drozak applauded the concept of allowing people to retain their documents by going through a rehabilitation program, he feels it should be up to a seaman's counselor to determine if he is fit to go back to work. To mandate a six-month waiting period would deter many people from seeking help. stopped anti-labor forces from gutting the Service Contract Act. The victory came when Sen. Ted Kennedy (D-Mass.) offered an amendment from the floor. Since its inception in 1965, the SCA has set stringent wage standards for companies bidding for government-generated work. Under its provisions, a company cannot pay its workers less than prevailing local industrywide standards. Language was included in the Senate version of the FY 1987 Department of Defense Authorization bill which would have severely restricted the application of these wage restrictions. The SIU worked with the rest of organized labor to strike this language. 11 Tax Reform On August 16, House and Senate conferees announced the broad outlines of a compromise tax reform bill. •·Although the details of the final package remain sketchy," said SIU Legislative Director Frank Pecquex, "it would appear that the U.S. maritime industry fared very well. Almo t without exception, every item or change sought by the SIU was included in the conference committee's final bill." Among other things, the conference measure pretty much retains existing law with respect to the vessel Capital Construction Fund and the deduction of expenses while attending a convention onboard a U .S.-flag cruise ship. Both will continue. It repeals deductions that had spurred investment in so-called •'flag-ofconvenience vessels." Cargo Preference Under the Military Transportation Act of 1904, 100 percent of the nation's defense cargoes are reserved for U .S.-flag vessels. The Act waives this requirement, however, if no U.S. tonnage is available or if the rates charged by the U.S. carriers are excessive or "otherwise unreasonable.'' Under present regulations, the U.S. Maritime Administration is the agency charged with the responsibility for determining whether a U .S.-flag rate is excessive or unreasonable. Bowing to pressure from the U.S. Department of State, the Department of Defense has re- cently published a proposed rulemaking in the Federal Register which would transfer this authority to the Department of Navy. "The SIU believes that such a change would be detrimental to the U .S.-flag fleet," said SIU Legislative Director Frank Pecquex. The proposed rule also has garnered the opposition of The Journal ofCommerce, which notes that it would strip the Maritime Administration of one of its more important functions. Such a move, said The Journal of Commerce, might even make Marad expendable. That would prove disastrous for the maritime indu try, said the Journal, because every industry that wants to protect its own interest must have at least one federal agency or department backing it. Shipment of Coal to Military Bases Both the Senate and Hou e .versions of the Department of Defense Authorization Act for fiscal year 1987 contain provisions which would require certain overseas U.S. military bases to convert from coal powered heating systems to district heat. Better known a "city steam heat" in the United States, district heat is a system whereby American forces surrender independent control of their own energy sources on U.S. bases and tie into municipal power plants. ·'Aside from the national security concerns associated with such as move," aid SIU Legislative Director Frank Pecquex, "it could force the layup of several SIU-contracted ships." Because the Military Transportation Act of 1904 requires that I 00 percent of the coal for these bases travel onboard U.S. vessels, it provides full-time employment for quite a few Service Contract Act By an overwhelming 61-34 vote, the Senate (Continued on Page 7.) �Sabine Captain First to Sign Up For Inland SPAD Checkoff Frank Jewell, a captain for Sabine Towing in Port Arthur, Texas, not only helped come up with the first SP AD checkoff plan for Sabine, but became the first Boatman there to sign up for it. The 29-year-old, who has been working tugs since shortly after high school, was on the contract committee which recently hammered out an agreement with Sabine. "I told them if we could come up with a plan, I would be the first to sign up," he said. After three years as a deckhand, Jewell was one of the first Boatmen to complete the Transportation Institute' s Operator Scholarship Program at SHLSS. Then three years ago he upgraded again when he received his offshore license. Capt. Frank Jewell (right) receives congratulations from Houston Rep Dean Corgey for being the first Boatman at Sabine Towing to sign up for SPAD checkoff. Luedtke Engineering Dredging Buffalo Harbor Luedtke Engineering has won the contract to dredge the Buffalo (N. Y .) Harbor. • Luedtke has also won the job to dredge the harbor of Racine, Wis. Dunbar & Sullivan will do the shoreside work there . • The Zenith Dredge Co. is on a dredge job in the Duluth, Minn. area . • The new contract for Boatmen at the Tampa Bay Pilots Assn. was signed, sealed and delivered. A SPAD checkoff agreement was also included in a new three-year contract with C.G. Willis Towing. Aboard the tug Roletta in Paulsboro, N.J. are from the left, Whit Williams, deckhand; Herbert Williams, captain; Jim Martin, SIU Norfolk port agent, and James Carawan. Tug Marion Moran Sails for Chile The crew of the tug Marion Moran (Moran of Texas) gets a little free time as she awaits a berth in Galveston, Texas to take on a load of wheat bound for Chile. The crew is (front I. tor.) 2nd Mate Dick Holt, AB Jimmy Papis Jr., Asst. Engineer Paul Joiner, Chief Engineer Joe Kadak, (back row) Cook John Lee, Capt. Lou Vest, 1st Mate Jim Moran, OS Wade Wansley and AB Robert Wiggins. Crowley Votes New Contract SIU Boatmen at Crowley Marine in the ports of Wilmington and Long Beach, Calif., Philadelphia, San Juan, Lake Charle and Jacksonville early this month voted 165 to 114, with four ballots voided, for a new three-year contract. The last contract expired June 30. In the ports of Wilmington and Long Beach, Calif., unlicensed Boatmen work 24-hour shifts manning 15 tugboats, 20 barges and call boats. The bigger boats have 6-man crews and the smaller boats have 5-man crews . They dock ships and shift barges for the U.S. Navy and for private shipping there. Crowley Marine also has unlicensed and licensed SIU Boatmen on their Caribe Towing giant sea-going tugs and barges on the run from the ports of Jacksonville, Fla. and Lake Charles, La. to San Juan, P.R. and return. September 1986 I LOG I 5 �New Pensioners Joe Albritten, 64, joined the Union in the port of St. Louis , Mo. Brother Albritten is a resident of Murray , Ky. Pink Amos Jr., 60, joined the Union in the port of Norfolk in 1959. He sailed as a deckhand for the Chesapeake and Ohio Railroad from 1961 to 1986. Brother Amos is a veteran of the U.S. Army during World War II. He was born in Rutherfordton , N.C. and is a resident of Hampton, Va. Cleverne Lord Bradberry, 65, joined the Union in the port of Port Arthur, Texas in 1975. He sailed as a cook for Sabine Towing from 1971 to 1976. Brother Bradberry last sailed out of the port of Houston. He was a former member of the Electricians Union. Boatman Bradberry is a veteran of the U.S. Army during World War II. Born in Center, Texas, he is a resident of Port Arthur. Thomas Joseph Dujmovich Sr., 62, joined the Union in the port of Philadelphia in 1961. He sailed as a storekeeper and maintenance man for Curtis Bay Towing from 1948 to 1977. Brother Dujmovich was a former member of the IBL of APL. He is a veteran of the U.S. Coast Guard during World War II. Boatman Dujmovich was born in Philadelphia and is a resident of Glenolden, Pa. Benjamin Edward Edge, 61 , joined the Union in the port of Norfolk m 1962. He sailed as a deckhand and chief engineer for Stone Towing m 1958 and for Cape Fear Towing from 1969 to 1976. Brother Edge also worked as a machinist for Coastal Motors from 1954 to 1958. He was a former member of the United Mine Workers Union, District 50 from 1958 to 1962. Boatman Edge is a veteran of the U.S. Army during World War II. A native of Bladen City., N.C., he is a resident of Wilmington, N .C. David B. George, 64, joined the Union m the port of Norfolk. He sailed as a deckhand. Brother George was born in North Carolina and is a resident of Wilmington , N .C . Gustave Henry LeBlanc Jr., 65, joined the Union in the port of New Orleans m 1956. He sailed as a deckhand and captain aboard the tug Coyle (Coyle Line) from 1947 to 1957 and for Crescent Towing from 1958 to 1977. Brother Le Blanc last shipped out of the port of Mobile and 6 I LOG I September 1986 was a former member of MEBA , the Teamsters Union and the Elevator Construction Union. He attended the 1977 Piney Point Gulf Inland Educational Conference. Boatman Le Blanc is a veteran of the U.S. Navy during World War II. He was born in Gretna, La. and is a resident of Belle Chasse, La. William "Will" Drue Savage, 60, joined the Union in the port of New Orleans in 1969. He sailed as a tankerman and deckhand for Dixie Carriers from 1967 to 1986. Brother Savage last sailed out of the port of Wilmington, Calif. He is a veteran of the U.S. Marine Corps. Born in Jackson Parish, La., Savage is a resident of Houma, La. Charles Hammond Yates, 62, joined the Union in the port of Houston in 1956. He sailed as a tankerman and AB for G & H Towing from 1951 to 1986. Brother Yates was born in Cape Giradeau, Mo. and is a resident of Houston. Aboard the Gulf Star (Sheridan Transportation) are (I. to r.) SIU Rep Nick Celona; J. R. Thomas, AB; Steve Parrish, AB, and Steve Frantz, mate. In Memoriam July 23. Brother Walsh joined the Union in the port of Savannah, Ga. in 1957 sailing last as a captain for the C.G. Willis Barge Line. He was born in South Carolina and was a resident of Vidalia, Ga. Burial was in the Old Mt. Zion Cemetery, Lyons, Ga. Surviving is his widow, Mamie. Eugene Parham died on June 5. Brother Parham sailed for National Marine Service from 197 5 to 1977 and for Sabine Towing in 1985. Berry G. Walsh Jr., 58, died of a heart attack in Chesapeake, Va. on Dispatchers Report for Inland Waters AUG. 1-31, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester ....................... New York .. .... ... ....... .. .. .... Philadelphia . . .. . .. . .......... . .. . Baltimore .... . ................ . . . Norfolk . ... . ........... .. . .. ... . Mobile .. .. ..... . . .... ... . .. . . . .. New Orleans . ...... . . ... ..... . .. .. Jacksonville ........ . ............. San Francisco ...... . . . .. . ......... Wilmington ... ....... . . . ..... . ... . Seattle ........... . ........... . .. Puerto Rico ...................... Houston .... . ........ . ........... Algonac ......................... St. Louis ....... . . . .. . ........... Piney Point .. . . ........ . . . ... . .... Totals ............... . .......... . . . . . . . . . . . . . . . . . Port Gloucester .......... . ....... . . . .. New York ........................ Philadelphia ...................... Baltimore ..... . .................. Norfolk ...... . .................. Mobile . ......................... New Orleans ............ ... ....... Jacksonville . . . . ......... . . .. ..... San Francisco ..... ...... . ... ... ... Wilmington .. ... . . . . .. . ....... . ... Seattle ..... . .... . ..... . . . .. . .... Puerto Rico ...... . . . ...... . . . .... Houston . . ... .................... Algonac ......................... St. Lou is ............... . ..... . .. Piney Point ..... . ................. Totals ... . ......... . ........ . ... . . . . . . . . . . . . . . . . . 12 Port Gloucester ........... . ......... . . New York . ....................... Philadelphia .... . ................. Baltimore ... . .................... Norfolk ......................... Mobile . . ... . ......... . .. .. .... . . New Orleans ...................... Jacksonville ...................... San Francisco . ... .. ........ . ...... Wilmington ....................... Seattle .. . ... .. ... .. .... . ........ Puerto Rico ... . . ... .............. Houston . .................... . ... Algonac . . .. . ... . . . . ....... .. .... St. Louis . .... . . .... .... . .. . ..... Piney Point . .... .. . . ..... . ........ Totals ... ... . ........... . ....... . . . . . . . . . . . . . . . . . 0 0 0 0 9 0 0 0 0 0 0 0 0 1 0 0 10 0 0 0 0 0 1 0 0 2 0 5 111 26 51 TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 1 0 1 3 60 1 2 2 0 10 0 0 4 4 0 1 89 0 0 0 0 8 0 2 1 0 1 0 0 1 5 0 1 0 0 4 0 0 0 5 4 0 11 0 0 6 0 7 1 19 38 0 0 0 0 2 0 1 0 0 0 1 0 0 0 1 5 0 1 0 0 0 0 0 0 8 0 0 2 10 0 0 0 0 38 13 0 2 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 4 0 1 0 0 0 0 0 2 7 0 8 3 0 1 0 1 0 7 1 63 23 1 0 6 3 0 0 0 0 92 26 5 0 0 1 0 6 0 0 1 4 2 0 14 0 0 3 17 1 0 16 148 0 0 0 0 0 2 0 1 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 0 1 0 0 0 0 0 3 29 1 1 65 0 0 5 0 0 0 4 4 0 15 0 0 7 0 0 0 44 ENGINE DEPARTMENT 0 0 0 0 10 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 0 5 0 0 0 0 10 0 0 4 0 0 40 0 0 0 0 2 0 0 0 0 0 0 0 1 22 0 0 0 0 0 0 13 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 13 0 1 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 15 0 0 0 0 0 0 0 1 18 0 1 35 0 0 0 0 1 0 0 0 0 0 0 0 0 7 0 1 9 88 27 22 223 99 2 2 0 0 0 0 0 0 0 0 0 0 0 12 3 25 25 0 0 1 0 0 0 0 3 0 1 0 0 1 0 1 0 7 STEWARD DEPARTMENT Totals All Departments ..... . ......... . 0 0 0 0 1 0 0 0 0 0 0 0 0 0 2 1 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2 0 4 55 *" 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. �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. T HROUGH six terms in office, three in the state legislature and three in the U.S. Senate, Senator Bob Packwood has been a representative of the people of Oregon. In his reelection campaign, he once more has the full support of the Seafarers International Union. Oregon, a deep-water port state, carries on important shipping for the nation's western seaboard. Maritime is a major component ~f Oregon's economy. While new technologies may be good to cure short-term problems caused by a slump in the timber industry, Packwood believes that maritime is the staple of Oregon. Of primary interest to Senator Packwood is supplying maritime workers and enterprises, especially U .S.-flag shipping, with every bit of cargo that he could bring through his vote in Congress. In the Senate, Packwood has never been absent from the floor when the Senate has met to consider key maritime bills. Each time he has voted on the final version of legislation, he has voted on the side of the American flag. He has voted with the SIU on the cargo preference compromise, oil cargo preference, Alaskan oil export, the SPR fill rate, P.L. 480 cargoes, the convention tax deduction, TAK-X spending and T-5 spending, the Cunard waiver, shipping deregulation legislation, and the Senate resolution 1159. Only on the SPR fill rate vote in 1982 did Packwood take a position contrary to the SIU. Two years later, when the measure came up again in the Senate, he was to rejoin the SIU camp by voting for maintaining a fill rate on the Strategic Petroleum Reserve. The youngest representative in the Senate at the time he took office, Senator Packwood rose quickly to assume chairmanship of the Senate Finance Committee. His main interest has been tax reform. As a Republican he has followed a conservative outline, seeking such changes as tax deductions for taxpayers who send their children to private schools and capital gains tax savings for companies. But he has also fought against proposals to tax employee benefits. In the debate Rep. Timothy Wirth Colorado C olorado's 2nd district is home to wealthy oil magnates and poor hispanics, University of Colorado students and settled conservative subur- Sen. Robert Packwood Oregon on the 1985 tax reform package submitted to Congress, "If taxation of employee benefits is in the bill," he said, "that in and of itself will make the entire bill unacceptable to me and I will work hard to defeat it regardless of what else it contains." On labor's side again in 1978, this time working on revising labor laws, Packwood favored elimination oflabor laws that have limited union organizing and common-site picketing. Lifting such laws would give workers in the construction trades more freedom to act in support of their union during a strike by workers. Packwood has been criticized by members of his own party for his prolabor stands. He has also been criticized for his work to gain equal rights for women and for supporting antidiscrimination laws. Packwood is perhaps the most outspoken advocate of legalized abortion in the Senate today and has been the object of a movement by the New Right to unseat candidates favoring continuance of pro-choice laws. In other areas, Senator Packwood has tried to bring deregulation of the broadcasting industry, equal insurance rates for women and men and non-discrimination in educational institutions receiving federal assistance. He serves on the Commerce, Science and Transportation Committee (and is a former chairman of the committee) and the Committee on Joint Taxation. ban resident . Yet, since 1974, when Rep. Timothy E. Wirth was first elected to Congress, he has managed to support the interests of each of the e divergent groups. The proof is in his re-election to office six times since his first campaign in 1974. In addition, Congressman Wirth has been asked to support legislation affecting the maritime industry. Though Colorado is not a maritime state, but rather a new growth area of high technology industries, the congressman has given his vote on the following issues: He has voted for retention of the Convention Tax Deduction for business expenses on U .S.-flag vessels. In 1981 and 1982, he voted for Naval Construction subsidies and for the elimination of user fees as a means to clear up the U.S. share of the St. Lawrence Seaway debt. Congressman Wirth favors a strong defense and has worked hard to convince members of Congress to invest in strengthening the nation's conventional military forces which include the maritime fleet. He has lobbied to put Superfund environmental cleanup funds to use in his state and to keep essential social programs from being cut from the budget. He is a strong environmentalist working toward clean air legislation and an ''Atari'' Democrat who supports legislation aimed at promoting high technology education and industrialization. In particular, the Colorado congressman is credited with blocking two efforts that would have had serious implications for Coloradans and the nation. One, a move to hasten energy exploration projects asked that local, state and federal laws be waived in some instances. Seeing that among other things, Davis-Bacon union wages could have been waived if the effort passed, the congressman led the Commerce Committee to oppose the plan. In the end, the plan was so watered down that its originators stopped their lobby and it failed to pass out of the committee stage. In the 1980 Congress, Wirth stood with five of his Democratic colleagues in the Budget Committee against that year's budget as it came onto the floor of the House. It had even greater cuts in social programs and increases in defense than the budget that was passed later that year. Together, the five congressmen were able to defeat the budget. Wirth has served on the House Budget Committee and the Science and Technology Committee. He has also served as a member of the Energy and Commerce Committee. S ENATOR Alan Cranston, senior senator from California, is campaigning to serve a fourth term in office. He has served in the Senate as Democratic Whip since 1977. Originally elected in 1968, the Democratic senator has faced uphill races in recent elections. California voters are wedded to a history of Republican endorsements and faithful to former Governor Ronald Reagan. Beginning his political career in 1958, Cranston ran for California state controller. He won the race, the first time in 72 years that a Democrat had been elected state controller. In 1984, Senator Cranston ran for the Democratic presidential nomination losing to Walter F. Mondale. Besides taking on difficult elections, Senator Cranston has often been at the center of difficult issues. He has been a leader of the nuclear freeze movement and a fervent believer in arms control, working to limit the spread of the nuclear capability to other nations. As part of his work on national defense, Senator Cranston has asked Congress to strengthen conventional armed forces and to rekindle national interest in the U.S. merchant marine. Cranston voted to increase tonnage for U .S.-flag vessels. He supported the SIU on 1985 cargo preference legislation, Strategic Petroleum Reserve quotas, P.L. 480 cargoes, oil cargo preference and convention tax Sen. Alan Cranston California deductions for passenger vessels. He also voted against export of Alaskan North Slope Oil. For the labor movement as a whole, Senator Cranston has contributed to development of job training programs and child care assistance programs. He sponsored the Comprehensive Employment and Training Act (CET A) in 1973, a program that grew to include thousands of unemployed teenagers and displaced workers throughout the nation and provided sources of job education and employment. Senator Cranston has served on the Banking, Housing and Urban Affairs Committee, the Foreign Relations Committee, and the Veterans Affairs Committee. Washington Report (Continued from Page 4.) U.S. vessels. "In an effort to protect jobs and not jeopardize the security of our military heating sources," said Pecquex, "the SIU has joined a coalition of other interested parties to eliminate the mandatory conversion provisions contained in the Department of Defense Authorization Act." Strategic Petroleum Reserve Responding to the financial crisis in the domestic oil producing states, the Department of Energy has promised to maintain a 35 ,000 barrel-a-day fill rate for the Strategic Petroleum Reserve. The SIU has long argued that such a move would not only benefit the oil industry, but would also protect American national security interests. Under the P. L. 480 program, all such oil would have to be transported by American-flag vessels. September 1986 I LOG I 7 �Army Reservists Come to Piney Point To Learn Cargo Handling With Seafarers The SHLSS 32-ton Hagglund Crane was recently used by members of the U.S. Army Reserve 1173RD Transportation Unit from Boston, Massachusetts. These soldiers reported to SHLSS for their two week Active Duty Training in Cargo Handling and were integrated with SIU members who were undergoing the regular four week Sealift Operations and Maintenance Course. Since the Army Reserve accounts for 60 % of all military cargo that would be loaded aboard the Ready Reserve Fleet during a national emergency, a common bond existed between seafarer and soldier during this training period. The large numbers of outsize and heavy equipment, such as helicopters, tracked and wheeled vehicles, are of primary concern for the loadout of sealift vessels by the military and merchant marine. In addition to this type of cargo, 20 ft. and 40 ft. containers must also be loaded and stowed either below deck or topside. The extensive sealift training facility at SHLSS is ideally suited for this type of operation. While training with the crane was the primary goal for the soldiers, fork truck operations were equally important and included in their schedule. Under the instruction of Crane Operator John Russell and Fork Truck Instructor Joe Marshall, these soldiers left the school trained and ready to perform as vital members of the sealift community's cargo handling team. I ,! A truck is hoisted clear and ready to be placed on a barge. Fork Truck Instructor Joe Marshall (I) directs fork truck drivers, SP-4 Joseph Iannuzzi (c) and SSG Marco Morales (r), on where to set down the oallatized ammunition containers. SSG David Comeau (I) and SP-4 Joseph Iannuzzi control the tag lines as the crane operators prepare to place the aircraft engine on a barge. 8 I LOG I September 1986 The signalman SSG Marco Morales directs the operation and gives the hold signal. �Salvacion Harris, Edwin 'Red' Harris and daughter Kathy chat with SHLSS Vice President Ken Conklin Seafarer Promotes American Goods Red Harris is a seafarer who believes very strongly that Americans should buy Americanmade products. So strongly, in fact, that he has written a book about it. Made In America: A Jobs Creating Manual is published by Red-Blooded American Enterprises, a company Harris set up to educate American consumers about the perils of buying foreign-made products. ''When people buy foreign products", says Harris, "they're really only hurting themselves. They may save a little money in the short run, but in the long run it will lead to the collapse of the American economy.'' For example, Harris says, buying a foreign car does more than just put American auto workers out of a job~ it is effectively a layoff of whole families. This has a domino effect that strains the entire economy when the worker and his family can't buy food and other necessities. According to Harris, it isn't the government's fault that the economy is weak, and it isn't the fault of the companies or unions. The only one who is really to blame is the consumer. ''The most important thing anyone can do is to buy American. Sometimes it takes a little looking to find American products anymore, but we all have to do it or soon we will have no economy at all. '' Army Reserve 1173RD Front row (I. to r.) Neil Coyle, SGT Larry Debnan. Second row: Bill Hellwege (Inst.), SSG David Comeau, SSG Paul Cully, SP-4 Joseph Iannuzzi, SP-4 John Pratt, SSG Marco Morales. - - - - B i g Red Departs SHLSS"'""---The SHLSS Lightship Big Red has seen a lot of service in its 80 year history. The former U.S. Lightship WAL-.509 saw nearly sixty years of service as a U.S. Coast Guard "Relief Lightship - Search and Rescue Vessel.'' The Coast Guard donated the ship to the school in 1968 where it was turned into a floating museum. Recently this vessel was sold and on August 19, 1986 it was towed to Yonkers, New York where it will be used as a special catering restaurant. SHLSS Course Graduates . Welding First row (I. to r.) Mike Calhoun, Patrick Coppola, Robert Oppel. Second row: Bill Foley (Inst.), Chri.s Benzenberg, Spiros Perdikis, John Trent. Seallft Operations & Maintenance First row (I. to r.) Lexa Mcclean, William Simmons, Joseph Krebs, Jack Freeman, Joseph A. Foote. Second row (I. to r.) Joe Marshal (Instructor), Mike Hasson, John Day, Joseph Jay Arnold. Third row (I. to r.) David R.C. Elliott, Hayden Gifford, Kris Carson, James E. Llewellyn. Fourth row (I. to r.) Jon Beard, Billy Ray Hanbury, Robert Carson, Thomas Hogan. Not pictured: Mike Bolger, and F. Mosebach. Diesel Engine Scholarship I. to r. J. Christopher Clifford, Eric Malzkuhn (Instructor), Leo G. McGeoghegan, Rudolph Salvaggio, Harold L. McDaniel, Billy Ben Harroff. ~~~~ ' .itlli Towboat Operator Scholarship First row (I. to r.) Chuck Taylor, Joseph Owens, Kenneth Glaser. Second row Stephen Judd , Willie Owens, Thomas White, Michael Davis. Inland Trainee Group Front row (I. tor.) Robert Williams, Joe Marshall (Instructor), Charles Butler Jr. Second Row (I. to r.) Ben Cusic (Instructor), Chris Schlumm, Steve Booth, Bill Weatherholt, Vern Hoenes. Third row (I. to r.) Roy Matteson, Gary Haskett, Dennis Jerry, Danny Fortner, Tom Casey (Instructor). September 1986 I LOG I 9 �Recertification Programs Upgrading Course Schedule Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry The following is the current course schedule for the 1986 school year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effon will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. SIU Representatives in all ports will assist members in filling out the application. Course Check-In Date Completion Date Steward Recertification November 3 December 8 Adult Education Courses Check-In Date Course Completion Date For students who wish to apply for the GED, ESL, or ABE classes for this year, the courses will be six weeks in length and offered on the following date: October 31 December 13 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: 1987 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: Able-Bodied Seaman October 17 October 24 College Programs Engine Upgrading Courses Course Check-In Date Completion Date Marine Electronics (LASH Crane) October 31 December 12 Diesel Engine Technology November 7 December 19 Welding November 7 December 5 Deck Upgrading Courses Course Check-In Date Completion Date Celestial Navigation October 10 November 14 Lifeboat October 6 October 10 October 17 October 24 Able Seaman October 24 December 19 Radar Observer November 14 November 28 Tankerman December 1 December 11 Radar Observer (Renewal) November 7 December 5 November 14 December 12 All Rating Upgrading Courses Course Check-In Date Completion Date Seal ift Operations and Maintenance October 17 November 14 November 14 December 12 Steward Upgrading Courses Course Check-In Date Completion Date Chief Cook October 1 Jan.9, 1987 Cook & Baker October 1 November 19 Jan.9, 1987 Feb. 27, 1987 Ch ief Steward October 1 Jan.9, 1987 10 I LOG I September 1986 Course Check-In Date Associates in Arts 1987 Nautical Science Certificate November 10 Completion Date December 19 NOTICE To All SIU Members Who Are Scheduled To Attend SHLSS You must present an up-to-date SIU clinic card before attending classes. All students who are enrolled in a U.S. Coast Guard cenified class must carry a valid clinic card and pass a Coast Guard approved physical examination before entering the course. SPECIAL NOTICE TO Third/Second Assistant Engineers of Steam Vessels Do you hold either a Third or Second Assistant Engineer's License for Steam Vessels? If so, we want to bring to your attention the fact that there is a method of adding "motor vessels" to that license. As you well know, there is a demand for engineers of motor vessels in the industry. The U.S. Coast Guard offers a "motor addendum'' to those persons who obtain six months watch-standing seatime on a motor vessel as either Oiler, QMED or Junior Engineer while holding a license as Third or Second Assi tant Engineer of Steam Vessels. However, the six months watch-standing eatime must be obtained after you receive your license. The ''motor addendum'' consists of two examinations: (I) Propulsion Die- sel Engines: Fuel and Lube Oil Systems and (2) Propulsion Diesel Engines: Cooling, Intake and Exhaust, and Drive Train Systems. Upon passing these exams the U.S. Coast Guard will add either Third Assistant Engineer-Motor Vessels or Second Assistant Engineer-Motor Vessels, depending on your license. To assist you in preparing for the "motor addendum," the Seafarers Harry Lundeberg School is offering a four-week Motor Addendum preparation course. The course will be the last four weeks of the Original Third/ Second Assistant Engineer of Steam or Motor Vessels course. To make application or for further information, contact the Vocational Department of the Seafarers Harry Lundeberg School of Seamanship. ~ �At the end of their Recertified Stewards training at SHLSS, the class throws a culinary arts party with all sorts of fine food. Four members of the class (left) were (I. to r.) Peter Gonsalves, Yogo Gonsales, Franki Ross and Rudolf Spingat. At right is a bread basket made by the class. That's right, it's made from real bread. Rudolf Spingat (below) poses by his petit fours. Old-Timer Seeks Club Mates My name is Charles Hill, BK # H-573. I recently retired from the SIU and I am doing nothing but fishing in my lake in my backyard. I came up with the idea of starting a club for us rocking chair guys. It would be a means of keeping up communications with each other and possibly doing things we would enjoy together. I know we've been spread out all over the country and that in a way is an advantage, especially to those traveling across country on vacations, etc. It would provide us with visitors from our past years of shipping and a lot of interesting sea stories retold. I would appreciate it if you could put a write-up in the Log, describing my idea. If anyone is interested, they could send me a letter with name, address, telephone number, the department that they worked in, hobbies and anything else that might improve on the idea. Fraternally, Chuck Hill Rt. 1Box107 Shepherd,Texas77371 KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copie of the SIU constitution are available in FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership , makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. 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 KNOW YOUR RIGHTS all Union halls. All memhers should ohtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any memher or officer is attempting to deprive you of any constitutional right or ohligation hy any methods such as dealing with charges. trials. etc., as well as all other details, then the memher so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Con. equently, no memher may he discrimi nated again t because of race. creed. color. sex and national or geographic origin. If any memher feels that he i'\ denied the equal rights to which he is entitled. he should notify Union headquarters. 11111n1m1un1111111nu11111111111111nu11111111111111n1111111111111111n1111111111111111111111111111111 patrolman or other Union offi:::ial, in your opinion. fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publi hing any article serving the political purposes of any individual in the Union. officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. 1960. meeting in all constitutional ports. The responsibility for Log policy is vested in an editorial hoard which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks. one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memher pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he 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 heen required to make such payment. this should immediately he reporteLI to Union heauquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its proceeds are u ed to further its objects and purpose including. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force. job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made hy reason of the ahove improper conduct. notify the Seafarers Union or SPAD hy certified mail within 30 days of the contribution for inve. tigation and appropriate action and refund. if involuntary. Support SP AD to protect and further your economic, political and social interests. and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right or a~ 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, Md. 20746. September 1986 I LOG I 11 �Clue #1 What's 9, 721 miles southeast of Grundy, Va.? Clue #2 What's south of the Equator and north of the Tropic of Capricorn? A Speck in the Indian Ocean Is Home to 100 Clue #3 Where can you get a free haircut? Too bad. Time's up and you've lost the car. The correct answer, as several hundred Seafarers who have been there know, is Diego Garcia, an island in the Indian Ocean that is probably smaller than the town of Grundy. Anchored off this small island in the British Indian Ocean Territories are usually about a dozen or more American-flag ships under charter to the MSC. It's a Maritime Prepositioning Ships' location. These ships carry everything from tanks to water to supply American military forces if they are ever needed in that part of the world. Last month when Headquarters Rep Carl Peth left Camp Springs to service the ships, eight SIU-contracted vessels were there, with more than 100 Seafarers onboard. In addition, seven other U .S.-flag ships were in the anchorage. The five Maersk Line ships, all carrying enough gear to outfit a 3,000man Marine amphibious brigade, were the Cpl. Louis Hauge Jr., 1st Lt. Alex Bonnyman, PFC James Anderson Jr., PFC William Baugh and the Pvt. Harry Fisher. All these ships are named after Congressional Medal of Honor winners. In addition, the Falcon Leader (Seahawk Management) and the Overseas Valdez (Maritime Overseas Corp.) were floating at anchor off the island. Also the semi-submersible American Cormorant (Pacific Gulf Marine) which carries several military tugs aboard was at Diego Garcia. After getting a job on one of these MPS ships, it takes a bit more time to Stationed in Diego Garcia, the American Cormorant is a semi-submersible ship, which also carries tug boats and other gear. Above is the crew (I. to r. front) Mohamed Abdullah, AB Tony Spurgeon, SIB Nancy Heyden, SIA Albert De La Alma, AB Robert Crooks, (middle) Chief Cook Mavna Wilson, AB Charles Davis, (rear) AB Michael Moore, SIA Alonzo Belcher, AB James Bernachi, QMED Michael Coyle and Bosun Wallace Perry. Photos by Carl Peth Above is the crew of the Pvt. Harry Fisher (I. to r. front) AB Fred Bischoll, Bosun Rich Minutello, SIA Lufti Nagi, (rear) Chief Cook Andrew Marcus, QEE Calvin Langley, AB Mike Masek, AB Robert Bakeman, GUDIE David Diamond, SI A Saleh Hassen, ALU James Gladney and SIB Eddie Johnson. The crew of the PFC James Anderson Jr. r.) AB Charles Boles, AB Gregory Lee, Tankersley, (standing) AB David Dees Ortega, SIB Tom Maley, GUDIE To Bernard Blunt and Bosun/AB Alfonso Ar A launch service at Diego Garcia ferries supplies and crews from ship to shore. Here the launch is alongside the PFC James Anderson Jr. 12 I LOG I September 1986 A shipboard barbeque is a special treat on the F Steward Assistants Lufti Nagi (left) and Saleh H man the serving table. �farers on Prepositioning Ships get aboard than a taxi ride from the hall to the waterfront. "I was lucky," Peth said, "I gc,t a charter from Newark via Paris and Cairo. It only took a little more than 20 hours. That was the Cadillac of repat flights. Some of those military C-141 flights take about 48 hours." Normally a tour of one of the MPS ships is four months on and two off. "But it's a different kind of sailing," Peth said. During an average month, exercises might take the ship (by itself or sometimes with another) out for anywhere from one to three nights. During those exercises the crew will practice underway replenishment, helicopter landings and man overboard drills. In port, the order of the day is usually general maintenance work and other drills. Diego Garcia may be tiny and it may be in the middle of nowhere, but the island does provide some amenities you couldn't find if you spent most of your time at sea with fast turn arounds in port. A launch service runs 10 trips a day from shore to the ships. Once ashore, a seaman can take a college course or drink a beer. The University of Maryland and Central Texas College have an extension center. In addition, there is a Seaman's Club with a gift shop, restaurant and bar. There is also a medical clinic, a library, Post Office, barber shop (with free haircuts), tailor shop, Stars and Stripes Book Store, ice cream stand, a post exchange and a chapel. The island also is home to an officers club, CPO club and E.M. club, bowling alley, swimming pool, a beach, hiking and jogging trails, a gym, movie theater and a package store. A Seafarer can swim, snorkel, sailboat and windsurf off the island too. There's a lot more to do on Diego Garcia than there is on a ship in the middle of the North Atlantic. But as Peth said, it is a very different kind of sailing, not for everybody, but not bad work if you can get it. On the 1st Lt. Alex Bonnyman, Bosun Jim Spencer takes on stores delivered by the launch service. More than 1,000 eggs depend on his smooth operation of the crane through the hand controls. " One of the first MPS ships crewed was the Cpl. Louis Hauge. Pictured above is the current crew: SIA William Gigante, Bosun Gus Koutouros, AB David Brantley, Chief Steward Georg Kenny, Chief Cook Maureen Kenny, AB Robert Trainor, AB Sal Ciculla, GUDIE Ali Amran, SIA Lisa Wright, AC Ivan Salis, Cook/Baker "Bill the Baker" Seidenstricker, AB Jim McHugh, AB Carlos Irizarry, SIA David Collison, GUDIE Clarence Pompey and QEE Charlie Lore. The Overseas Valdez delivered a load of oil to Diego Garcia. In the galley are Chief Cook Henry Planel (left) and SIB Ray Mann. September 1986ILOGI13 �Area Vice Presidents' Report also were successful in negotiating this same PAC clause with Red Circle and other companies. This is a very important step for all inland members, one that will give us a stronger voice in maritime issues affecting our jobs and job security. Gulf Coast By V.P. Joe Sacco S HIPPING in the Gulf area has been steadily picking up. In New Orleans this month, the Pollux will go on sea trials for two weeks. This will require a full crew. The Bellatrix will be right behind her when she returns , also requiring a full crew. Most importantly, we are urging our membership to assist the SIU with the Lavino ships and all the Navy vessels. We have worked hard to get these jobs. There is a lot at stake for the Union and our membership in terms of job security. In Jacksonville, this past month we crewed up the Falcon Duchess and the Ogden Willamette. I am also happy to report that there is plenty of relief work for those who are short on seatime for their eligibility. In the inland division in Houston, notification has been sent to Higman Towing Co. in Orange, Texas for reopening of the contract for negotiations. Also, the Tampa Pilot contract has been successfully negotiated and ratified by the SIU membership in Tampa, Fla. I was informed last week that National Marine Service Inc. is being sold to a private investor group under the name of National Barge Lines of New Orleans. It also was made known that Dravo Mechling took over the three vessels and 141 barges through a short-term charter. This will make Dravo the largest tank barge fleet in the industry. The attorneys for the SIU have filed suit with the 5th Circuit Court of Appeals in New Orleans to protect the interests of our members . At this time , no trial date for a hearing has been set. I will keep the membership advised. We are now under the second year of the contract for the unlicensed personnel of Dixie Carriers. We still have a $21 million law suit pending in the District Court in Harris County , Texas dealing with the agreement for licensed Boatmen. The personnel aboard these boats now understand the importance of an SIU agreement and recognition. We still have a lot of work to do with this company, and we will keep the membership posted. The Red Circle Transportation Co. contract has been negotiated and ratified by the membership in New Orleans. In Mobile, a contract was successfully completed with Admiral Towing Co. located in Pensacola, Fla. These are all new jobs where four tugs are exclusively assigned to do work for the military, and two tugs are assigned to do commercial work in that area. They are SIU top to bottom. In April we were successful in negotiating the first SIU Inland Political Activities Contribution checkoff with Sabine Towing Co. in Port Arthur. We 14 I LOG I September 1986 for a course at Piney Point. I guarantee when you leave you will not only know about military ships , but will know how to operate that gantry crane you see on the school grounds. With more MSC ships up for bid , and with an SIU-contracted company having the best chance to win these ships , it behooves us to do our part in not only taking these jobs, but doing a yeoman ' sjob while we are out there. Not only do you help yourselves, but you help your fringe benefits and your Union. ------~ /i,;:=. Government Services by V.P. Roy Mercer East Coast by V.P. Leon Hall I T is interesting to note the changes in Government Services shipping that have taken place since the merger of the Military Sea Transport Union into the Seafarers International Union , Government Services Division, almost five years ago. The most notable change is the administration's decision to contract out to private industry work that is or was performed by Federal Civil Service employees. To this end, the Military Sealift Command is in the process of contracting out to private industry many of their nucleus ships under the Government OMB Circular A-76 Program. This simply means that certain MSC ships are bid for operation as per MSC specifications by private steamship operators. If the successful bidder' s price is 10 percent lower than the MSC operational price, the private operator takes the ships over for operation. Most recently , the 12 MSC oceanographic ships that President Drozak and Vice President Campbell have been telling you about are a result of the A-76 program. You may wonder why more of our members in the Government Services Division do not take these jobs. The fact is that MSC has not released any permanent marine personnel from their rolls as yet. We have been able to hire those few MSC seamen who were under temporary MSC status with less than one year service. The MSC must conduct a Reduction in Force, a government procedure of laying off employees by category. As yet, the MSC has not used this system but has chosen to keep these excessive seamen on the government rolls. As long as the MSC sailors are on the government rolls, they cannot seek employment with, in this case, Lavino Shipping Co. because it would be a conflict of interest. The SIU has been very successful in that SIU-contracted companies have been the low bidders in winning these military contracts, but it is up to you, the members, to take these jobs. The Lundeberg School is here for the purpose of helping and assisting the membership. If you are reluctant to take one of the military jobs because you feel that you are not qualified, sign up was vetoed by an indifferent Reagan administration. That same administration has dragged its feet and ultimately diminished funds for badly needed dredging and marine construction project . The few jobs that come up for bid are attacked by non-union , price-cutting companies to such a degree that our contracted companies have to seek contractual concessions from us to stay in th )all game. S Great Lakes by V.P. Mike Sacco T HE activity on the inland waterways is at its high mark at this time of the year. OrgulfTransportation is crewing new boats in an effort to handle its grain contracts. This means more jobs for our membership. In the last few months, we have had to start an Inland Deckhand Training Program at Piney Point to train new members to meet the demand for unlicensed personnel at Orgulf. We have had three classes so far this year, and one is in progress at this time. We expect to start a fourth class Sept. 15. The Orgulf contract comes at an important moment. The number of jobs on the Lakes and the inland rivers has been steadily declining for the past several years. The ba ic reason for the decline in the Lakes freighter business has been the so-called ' 'Free Trade'' position taken by the Reagan administration in allowing unlimited imports of foreign cars , car parts and steel. Those foreign-subsidized products make it extremely difficult for American steel mills and manufacturers to compete. LTV , the nation's second largest steel producer, has filed for bankruptcy , and other major producers are in danger of doing the same. And American steelworkers are out on the streets. Driven by the threat of "going under,'' large steel and other manufacturing companies have embarked on new cost-saving moves. Pensions and medical benefits for the elderly are being drastically cut. Companies declaring bankruptcy are tearing up their signed labor agreements as if they had never been agreed to. SPAD and other politically supportive funds have become the voice of labor. Pressure is being brought to bear to stop the wanton disregard of workers' rights, and the government is responding-at least in the Congress. Earlier this year, the House of Representatives passed a trade bill, but it HIPPING has been good in all deepsea ports on the East Coast this month. In New York , we crewed up the new bulk carrier MV Aspen for a grain run to Pakistan. In Philadelphia, contract negotiations will begin with Interstate Oil Transport Sept. 29. In that same port, Coleman Launch Service negotiations also are coming up. In Baltimore, the Union has won some favorable decisions relative to the "alter ego" case against McAllister Brothers (Outreach Marine). The Union will stay on top of any new developments a far a the McAllister/ Outreach issue is concerned. Hopefully , within the next month or so, a favorable conclusion can be reached on behalf of those members who lost their jobs illegally. In Baltimore , the SIU is involved in two organizing drives: Harbor Cruises , which will oon be going to a hearing , and Hale Towing. In Norfolk , we crewed up the SS Pride of Texas . Our inland members in Norfolk have agreed to new three-year agreements with Ocean Towing and Lynnhaven Launch Service. Al o, wage re-openers were negotiated and signed for Cape Fear Towing and Stuart Transportation. Union officials are working on a new agreeement for Allied Towing. In New Bedford, the Union has won jobs and back wages for some of our members. The Union is continuing to pressure those boat owners who continue to defy the decision of the National Labor Relations Board. In addition, the Union ·is preparing to go before an administrative law judge to win back pay wages and reinstatement for those members who were fired illegally. The SIU has picked up three more fishing boats that were organized over the last few months and is continuing to organize the non-union fishing vessels in the area. Anyone wishing to help out with this organizing should contact their local agent for details. (Continued on Page 23.) �Military Sealift Command Displays Ship Models at Expo '86 Vancouver, B.C.-MSC brought its impressive exhibit and four ship models to the 1986 World Exposition in late July to this largest and busiest port on the West Coast of the Americas. By all indications, MSC'.s one-week appearance in Vancouver was favorably received by the global public and fair organizers who have already hailed Expo '86 as a world-class success. Upwards of 145,000 people a day passed through the gates of Expo '86 to see a dazzling array of exhibits that reflected the fair's theme, "World in Motion-World in Touch." MSC's display was part of Expo's Marine Commerce period and featured beautiful, hand-made models of the USNS Zeus (T-ARC 7), USNS Henry J. Kaiser (T-AO 187), the chartered ship M/ V Lyra and the MPS vessel, Pfc. William B. Baugh. Among the thousands of visitors who passed thr.ough the giant tent that housed MSC's and other maritime exhibits were commander and Mrs. William G. Sandberg (USN-Ret.) of San Diego. When they viewed the glassenclosed case of the Zeus and discovered the scale model was made by their friend, Cmdr. Bill Benson (USNRet.), who died three months ago, they said he would have been honored to have his work on display with MSC at the world's fair. Most visitors were either curious about MSC and the ship models or had their own unsolicited comments to make. "I know about MSC," said Martin Smith, a Canadian marine engineer who had seen the real Zeus and USNS Neptune in Vancouver before. "You guys have all the weird-l09king ships." An older gentleman from the United States stared at the paneled MSC exhibit which explained the MSC's mission through written information and photographs. "I remember this organization when they called it MSTS,'' said Joe Swan, a retired merchant mariner from Chicago. "Ever hear of the SS Texan? I was on her for a while when she was chartered to MSTS back in 1952.'' Swan ticked off the names The glass-enclosed case houses a scale model of the USNS Zeus (T-ARC 7), an MSCPAC cable ship which was displayed at Expo '86. of a few USNS ships he remembered: The Gen. Collins, Gen. Patrick and the Bald Eagle. ''I guess they were turned into razor blades a long time ago,'' he laughed, admiring several photographs of ships in the current MSC fleet. One woman who forgot her geography lessons thought the U.S. government was purchasing Russian-built ships. "It says here this ship was built in Odense,'' said the perturbed woman, reading a small metal plate attached to the base of the Pfc. William B. Baugh. "The U.S. government is in real trouble if it has to buy ships built in Russia.'' CORRECTION The March 1986 issue of the LOG carried an article on page 27 regarding the Pumpman pay scale. In accordance with Article IV, Section 1 of the 1985 New Standard Tanker Agreement, that article should read as follows: "On all vessels carrying a QMED/Pumpman, he shall be paid in accordance with his QMED classification in effect, or at the rate applicable to the Chief Pumpman, whichever is higher." The crew of the USNS Zeus was happy to see their SIU Brother and Business Agent George Grier. From the left, front row: Gregory Green, George Grier, Charles Grover, Lloyd Staton. Second Row: Jesse Fruge, Charles Washburn, David Ritchie, Donald Persian, Harry Atwell, Richard Mello. Back Row: Clifford Stanley, Rodney Kubiak. "I can assure you we're not doing that," said Lt. Cmdr. Don Norman, a reservist from Seattle who helped staff the MSC exhibit. "Odense is in Denmark. Perhaps you're thinking of Odessa, which is in Russia.'' (Editor's Note: The U.S. is still in trouble if it has to buy its ships at Odense. We should have a functioning shipbuilding industry in the U.S.A.) A number of U.S. Marines on va- cation in Vancouver with their families recognized the MPS vessel right away. ''She's one of the ships that will support us," said a Marine officer. "The Maritime Prepositioning Ships are our bread and butter.'' MSC's Carl Beauchert, who coordinates the MSC's exhibit program, estimated 10,000 people daily walked past or browsed in the vicinity of the MSC static display. At the close of the Marine Commerce segment of Expo '86, Beauchert accepted an attractive plaque on behalf of COMSC from Capt. Mike Williamson for having one of the best designed, informative exhibits among the many other maritime companies and organizations participating in the Marine Commerce period. "It was important to the show that we get a wide variety of maritime firms to participate,'' said Capt. Williamson, a former master aboard British merchant ships who supervised marine events at Expo '86. "With MSC's international reputation, you were a splendid addition to Expo '86. '' MSC's appearance at the world exposition was a first for the command. Carl Beauchert, who designs MSC exhibits, hopes it won't be the last. Expo '88 is scheduled to take place in Brisbane, Australia. Capt. William T. Dannheim Named MSCPAC Commander Captain William T. Dannheim, USN, has taken over as commander of MSCPAC. He relieved Captain Manuel A. Hallier, USN, on Aug. 12, 1986 in a retirement ceremony held at San Francisco Bay's Treasure Island. Hallier had served as MSCPAC commanding officer since May 1984. Rear Admiral WalterT. PiottJr., USN, commander, Military Sealift Command, commended Hallier for his many accomplishments during his naval career. "We will be exchanging one good officer for another," said SIU Vice President Roy "Buck" Mercer. "Hallier served admirably during hi stint as MSCPAC head. We expect that Dannheim will do the same.'' Dannheim brings a wealth of experience to his new job. His most recent assignment was with the Organization of the Joint Chiefs of Staff. Before that, he was assigned to duty on the staff of the commander in chief, United States Atlantic Fleet/Atlantic Command, where he served as executive assistant to the deputy. He has earned many prestigious awards, including the Navy Cro sand the Bronze Star medal with the Combat "V." He i a graduate of the Georgia Institute of Technolog} and holds a Master of Arts degree in government from Georgetown University. Dannheim received his commission from the Officer Candidate School in Newport, R.I. in 1963. Upon receiving his commission, he served tours of duty on the USS Metscher (DL-2) and the USS Norfolk (DL-1). He graduated from destroyer school in 1967, after which he was ordered to the USS Meredith (DD-890) as weapons officer. In 1969 he attended the U.S. Naval Postgraduate School in Monterey, Calif. He then served a tour of duty in Vietnam. In 1971 Captain Dannheim was ordered to the staff of the Chief of Naval Operations, where he served under the deputy chief of naval operations (surface warfare . In August 1975 he assumed duties as commissioning executive officer on the USS Elliot (DD-967). Following graduation in 1979 from the Naval War College, Dannheim was assigned to the Office of the Secretary of the Navy, where he served as executive assistant to the director, Office of Program Appraisal. He then served as a federal executive fellow at the Brookings In titute in Washington, D.C. September 1986 I LOG I 15 �Fishing Tradition Carries On • s g edf rd Co Women in the galley of the Imigrante prepared traditional Portuguese dishes for dmner and supper meals. Story and Photos by Lynnette Marshall Father and son Francisco and Michael Ferreira on the Vila de Ilhavo. Ferreira is a member of the SIU Fishermen's Union and a native of Portugal as are many of the fishermen of New Bedford. About 98 percent of SIU-contracted vessels in the fleet have Portuguese speaking crews. Forty years ago, according to SIU New Bedford Representative Henri Francois, as soon as a fisherman's son finished school he went to work on a fishing vessel. Today, the children of New Bedford fishermen are going to college. 16 I LOG I September 1986 (Continued from Page 1.) regale in their native culture. The festival arrived August 17 this year. Rose Catulo, a frail woman in her 80's watched the festival unfold from inside her parked car beside the Portuguese wharf. This year she could not make it onto the Imigrante as she had in previous years for the festival day. She arrived in America 12 years ago through Boston Harbor after her husband, a fisherman in Portugal, passed away. With a shawl over her light frame keeping off the dank sea air, she could see the festival, hear Portuguese folksongs and watch as American and Portuguese flags were raised on fishing vessels. The chief events of the festival are the actual blessing of the fleet and a contest for the most beautiful vessel. To ready for the competition, fishermen and their families begin decorating the boats early in the morning of the festival. Up and down the pier, banners fly in the wind and in the hands of children. Fishermen climb high on the boats, carefully, slowly, until the ban- ners hang one after another, boat after boat. Tissue paper flowers and brightly colored streamers of all kinds are pasted onto the vessels. Guests arrive bringing covered dishes. At 11 a.m. the fishing boats cast off from the pier. They made a short journey down the harbor. Each was then blessed as it passed before the Coast Guard cutter where religious leaders stood with city officials, Union officials and the press. Then, ships' captains dropped a rose in memory of Father Hogan who for years had blessed the fleet but diedjust before this year's festival. Prayers were offered for the safety of the crews in the coming year. On a smaller Coast Guard boat, judges looked over the fishing boats to decide which would win the festival's most beautiful boat contest. The vessels returned to the piers. Bottles of Portuguese wine were poured into paper cups. Children tried to catch fish off the stem and climbed railings onto neighboring vessels. As the sun went down, word reached the lmigrante and the other vessels-the Sangor was awarded first place. Cleaning baskets of sardines flown in from Portugal for the feast are SIU fisherman Algusto Rosa, and friend, Francisco Oliveira, on the Imigrante. �SIU fishermen, friends and family together on the Linda and Ilda. Gel Carlos cracks open a lobster for a sumptuous table buffet laid out on the lmigrante. i The feast on the Imigrante: cakes of all kinds, sweet rice, caramel and pineapple molds of gelatin, lobster salad, rice with hot savory spices, fish chowder, brown Portuguese bread to make into sandwiches of barbequed meats and wafer light sardines. More platters are brought from the kitchen. Then cleared before supper is served. SIU fishermen Domingos Figuero, Manny Suza and Joseph Estrella on the Galaxy rescue a plank that fell into the water as they readied their boat to sail in the festival procession. Families and crewmembers trimmed the Lady Laura in red and white, from banners to tissue flowers to a new dressing of paint. The Lady Laura entered the contest held each year to judge the most beautiful boat in the New Bedford fishing fleet. September 1986 I LOG I 17 �Algernon Whittier Hutcherson, 70, joined the SIU in the port of New York in 1969 sailing last as a recertified chief steward. Brother Hutcherson graduated from the Union's Recertified Chief Stewards Program in 1984. He last sailed out of the port of Norfolk. Seafarer Hutcherson is a veteran of the U.S. Navy during World War II and the Korean War. Born in Portsmouth, Va., he is a resident there. Deep Sea Edmund Abualy, 65, joined the SIU in 1941 in the port of Jacksonville. Brother Abualy graduated from the Union's Recertified Bosuns Program in 1975 and last shipped out of the port of Philadelphia as a recertified bosun. Seafarer Abualy hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. A native of the Madeira Is., Portug4l, he is a resident of Woodbury, N.J. Thomas Alvin Baker, 65, joined the SIU in the port of Norfolk, Va. in 1964 sailing last as a chief steward. Brother Baker attended the 1975 Piney Point Crews Conference. He also worked as a chef at the CPO Club, Norfolk from 1959 to 1962, chefand steward at Hodges Seafood, Portsmouth, Va. from 1962 to 1963 and as a cook and butcher at the Lafayette Yacht Club from 1963 to 1964. Seafarer Baker is a veteran of the U.S. Navy during World War II. Born in Erwin, Tenn., he is a resident of Princeton, W. Va. John "Johnny" Benedict, 58, joined the SIU in 1947 in the port of New Orleans sailing last as a bosun. Brother Benedict walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. He also worked on the Delta Line Shoregang, New Orleans from 1975 to 1981. Seafarer Benedict was born in New Orleans and is a resident of Harahan, La. Granville Ward Davis, 65, joined the SIU in the port of Houston in 1964 sailing last as a QMED. Brother Davis also ailed during World War II and is a veteran of the U.S. Navy before that war. He also sailed inland for Mobile Towing and Gulf Canal in 1964 and for G & H Towing in the port of Galveston in 1968. Seafarer Davis was born in Houston and is a resident there. John Calvin Griffith, 62, joined the SIU in the port of New York in 1951 sailing as a chief electrician, ship's delegate and last as a QMED. Brother Griffith attended the 1970 Piney Point Crews Conference No. 6. He last shipped out of the port of Houston. Seafarer Griffith was born in Wilkes-Barre, Pa. and is a resident of Houston. Joseph Hicks, 68, joined the SIU in the port of San Francisco in 1955 sailing last as a chief cook and recertified chief steward. Brother Hicks graduated from the Union's Recertified Chief Stewards Program in 1982. He sailed with the U.S. Maritime Service in 1948. Seafarer Hicks sailed 33 years with APL and also sailed as a 3rd purser. A native of Shreveport, La., he is a resident of San Francisco. 18 I LOG I September 1986 Walker Taylor La Clair, 64,joined the SIU in 1948 in the port of Norfolk last sailing as a bosun. Brother La Clair last shipped out of the port of Houston. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Seafarer La Clair is a veteran of the U.S. Army in World War II. A native of North Carolina, he is a resident of Galveston, Texas. Everette Woodson Lambe Sr., 66, joined the SIU in the port of Norfolk in 1951. Brother Lambe last shipped out of the port of Houston as a chief steward. He was born in North Carolina and is a resident of Cold Springs, Texas. 't Raymond Joseph McPhillips, 60, joined the SIU in 1943 in the port of Baltimore sailing last as a FOWT out of the port of Houston. Brother McPhillips is a veteran of the U.S. Navy during World War II. He was born in Warren, R.l. and is a resident of Houston. Gerald Linburg Nance Sr., joined the SIU in 1947 in the port of Norfolk sailing as a chief electrician and last aboard the ClS Long Lines (AT&T). Brother Nance was on the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. He was born in North Carolina and is a resident of Chesapeake Va. Michael "Mike" Nash Sr., 57, joined the SIU in the port of New York in 1951 sailing last as a quartermaster. Brother Nash also worked on the Sea-Land Shoregang, Port Elizabeth, N.J. in 1979. He is a veteran of the U.S. Navy in World War II. Seafarer Nash was born in Elizabeth, N.J. and is a resident of Freehold, N.J. Reidar Meinick Nielsen, 65, joined the SIU in the port of New York in 1953 last ailing as a chief electrician. Brother Nielsen was born in Norway and is a resident of Ostre Halsen, Norway. Anthony Notturno, 62, joined the SIU in the port of Galveston, Texas in 1951 sailing last as a recertified bosun. Brother Notturno graduated from the Union's Recertified Bosuns Program in 1981. He also worked as a journeyman plumber. Seafarer Notturno attended the 5th Piney Point Educational Confer- ence. He is a veteran of the U.S. Army during World War II. A native of Philadelphia, he is a resident of Villas, N.J. Donald L. Peters, 73, joined the SIU in the port of Wilmington, Calif. last sailing as a QMED. "' Brother Peters is a resident of South Gate, Calif. Stanley Francis Prusinski, 63, joined the SIU in 1948 in the port of New York sailing as a cook. Brother Prusinski walked the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. He last sailed out of the port of Algonac, Mich. and received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Alcoa Polaris. Seafarer Prusinski is a wounded veteran of the U.S. Army during World War II. Born in Chicago, Ill., he is a resident there. James Junior Reeves Jr., 57, joined the SIU in the port of New Orleans in 1967 sailing as a cook. Brother Reeves was born in Ohio and is a resident of Buna, Texas. William "Bill" Howard Reynolds Sr., 64, joined the SIU in the port of Baltimore in 1955. He sailed as an oiler last out of the port of Houston. Brother Reynolds helped to organize the Atlantic Steamship Co. and ran for Union office in 1971. Seafarer Reynolds is a wounded veteran of the U.S. Army Infantry and Paratroops in both World War II and the Korean War serving as a sergeant. A native of Millville, W.Va., he is a resident of Bacliff, Texas. Olavi A. Rokka, 65, joined the SIU in the port of New York last sailing as a deck engineer. Brother Rokka is a resident of Massapequa, N.Y. Albert John Sacco, 63, joined the SIU in 1947 in the port of New York sailing last as a recertified bosun. Brother Sacco graduated from the Union's Recertified Bosuns Program in 1983. He last sailed out of the port of Wilmington, Calif. Seafarer Sacco also sailed during the Vietnam War. He hit the bricks in the 1946 General Maritime, 1947 Isthmian, 1948 Wall St., 1961 Greater N. Y. Harbor and the 1962 Robin Line beefs. Sacco is a veteran of the U.S. Air Force in World War II. A native of Illinois, he is a resident of San Diego, Calif. Alexander Sokolowski, 62, joined the SIU in 1942 in the port of New York. He sailed as an AB and 3rd mate, most recently out of the port of New Orleans. Brother Sokolowski was on the picket line in the 1946 General Maritime, 1947 Isthmian and 1948 Wall St. beefs. He received a 1961 Union Personal Safety A ward for sailing aboard an accident-free ship, the SS Steel Voyager. A native of Massachusetts, he is a resident of New Orleans. �1 t l i George Silva, 61, joined the SIU in the port of Boston, Mass. in 1952 sailing as a FOWT. Brother Silva last sailed out of the port of Baltimore. He was born in Massachusetts and is a resident of Sykesville, Md. Bryan "Bill" Varn Jr., 66,joined the SIU in 1943 in the port of Savannah , Ga. He sailed as a cook and chief steward. Brother Varn also worked as a Sea-Land port steward in Port Elizabeth, N .J. He received a 1960 Union Personal Safety A ward for sailing aboard an accident-free ship, the SS Raphael Semmes. Seafarer Varn hit the bricks in the 1961 Greater N. Y. Harbor beef. A veteran of the U.S. Army during World War II, Varn is a native of Florida and resides in Durant, Fla. Charles Walter Spence, 59,joined the SIU in the port of Wilmington, Calif. in 1966. He sailed as an AB and deck delegate. Brother Spence last shipped out of the port of Houston. He was a former member of the IL WU. Seafarer Spence is a veteran of the U.S. Navy in the South Pacific during World War II. Born in Norfolk, Neb., he is a resident of Corpus Christi, Texas. James Erwin Watler, 65, joined the SIU in 1947 in the port of New Orleans sailing as an AB. Brother Watler last shipped out of the port of Houston He was on the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Watler was born in the Grand . Cayman Is., B.W.I. and is a resident of Houston. Alexander Szmir, 65, joined the SIU in the port of Philadelphia in 1951 sailing as an AB. Brother Szmir was born in Philadelphia and is a resident there. Richard Dale Thoe, 59, joined the SIU in the port of Mobile in 1965 sailing last as a recertified bosun. Brother Thoe graduated from the Union's Recertified Bosuns Program in 1976. He also worked as an electrician. Seafarer Thoe is a veteran of the U.S. Navy in World War II. A native of Brainerd, Minn., he is a resident of Mobile. Raymond Joseph Thomas Jr., 66, joined the SIU in 1942 in the port of New York sailing last as a chief steward. Brother Thomas last shipped out of the port of Mobile. He was born in Alabama and is a resident of Mobile. Walter Frederick J. Gunn Sr., 59, joined the Union in the port of Cleveland, Ohio in 1960. He sailed as a deckhand and scowman for the Great Lakes Dredge and Dock Co. from 1950 to 1960 and for Great Lakes Towing in 1975. Brother Gunn last shipped out of the port of Jacksonville. He was a former member of the Dredge Workers Union from 1948 to 1951 and the Oil, Chemical and Atomic Workers Union from 1951 to 1961. He was a Lakes SIU trustee in 1970. Laker Gunn also worked as a stationary fireman and is a veteran of the U.S. Air Force during World War II. Born in Cleveland, he is a resident of Light House Point, Fla. Stanley Francis Thompson, 62, joined the Union in 1948 in the port of Detroit. He sailed as an AB, tankerman, dredgeman and tugman for the Great Lakes Dredge and Dock Co. from 1945 to 1960, Marine Towing in 1962 and for Great Lakes Towing in 1970. Brother Thompson was a SIU official and organizer from 1963 to 1964. He was a former member of the Bartenders and Teamsters Unions. Laker Thompson is a veteran of the U.S. Navy in World War II. A native of Quincy, Mass., he is a resident of Ormond Beach, Fla. Howard Frederick Welch, 70, joined the SIU in the port of San Francisco in 1964 sailing as an OMU. Brother Welch last shipped out of the port of Jacksonville. He also worked as a stationary engineer. Seafarer Welch was born in Hyatt, Tenn. and is a resident of Jacksonville. Henry Joseph Kozlowski, 63,joined the Union in the port of Detroit in 1960 sailing as a tunnelman and AB. Brother Kozlowski last sailed out of the port of Cleveland. He is a veteran of the U.S. Army in World War II. Laker Kozlowski was born in Cleveland and is a resident there. Larry Poy Young, 67, joined the SIU in the port of New York in 1956 sailing as a cook. Brother Young began sailing in 1940. He hit the bricks in the 1961 Greater N. Y. Harbor and the 1962 Robin Line beefs. Seafarer Young was born in Canton, China and is a naturalized U.S. citizen. Young is a resident of New York City. Great Lakes William Clinton Traser, 72, joined the SIU in 1944 in the port of New York. He la t sailed as a QMED. Brother Traser hit the brick in the 1961 Greater N. Y. Harbor beef. He was born in Richmond, Va. and is a resident of Hou ton. Ernest Frederick De Merse, 58, joined the Union in the port of Detroit in 1952. He sailed as a deckhand, scowman and dredgeman for Dunbar and Sullivan from 1955 to 1961 and for the Great Lakes Dredge and Dock Co. in 1961. Brother De Merse was a former member of the Laborers Union from 1950 to 1953. He is a veteran of the U.S. Air Force after World War II. Laker De Mer e was born in Raco , Mich. and is a resident of Brimley, Mich. OOAl7- YOUR fSfllPMATeS OBdECT TO WORKING' WITH AN AL.COh'OL/C •P Atlantic Fishermen Hughes S. Amero, 66, joined the SIU-merged Gloucester Fisherman's Union in the port of Gloucester, Mass. Brother Amero is a resident of Glouce ter. ME7 AN ALCOflOL/C? I ON.LY £'RINK 7WO QL/ARr6' OF BOOZE A PAY. ... ANO IJ/E B£/NG DOING IT FOR rweNrY Ye4RSfl WllY DRINK YOLIR- S£LF !Nro THE GRAVE . Q j/ff/...,D /6' AVA/L.AB.t.E, CON7:4CT YOL/R' PORT 6~Nr OR//./,!?' :51.1.U. OO/TNOW0U September 1986 I LOG I 19 �Deep Sea Pensioner Roy Watson Anderson, 77, passed away from heart failure in the Baptist Medical Center, Jacksonville on July 3. Brother Anderson joined the SIU in the port of _ Jacksonville in 1963 sailing as a FOWT and cook. He was born in Oklahoma and was a resident of Jacksonville. Cremation took place in the East Coast Crematorium, Jacksonville Beach, FJa. Surviving is his widow, Elizabeth. Pensioner Charlie Burns, 60, died on Aug. 2. Brother Bums joined the SIU in the port of New York in 1955 sailing as an AB. He was a veteran of the U.S. Navy during World War II. Seafarer Bums was born in Louisiana and was a resident of New Orleans. Surviving are his widow, Helen; two daughters, Elishia Brewster and Margaret Wilcox; his father, John and his mother, Elishia Pratts, all of New Orleans. Charles Bertell Eagleson Sr., 45, died on July 31. Brother Eagleson joined the SIU in the port of Houston in 1956 sailing last as a QMED. He was born in New York City and was a resident of Houston. Surviving are his widow, Jean; two sons, Charles Jr. and Jason; a daughter, Penny Curry, and his mother, Anna Booth of Houston. Pensioner Joseph George Edwards Sr., 73, succumbed to cancer in the Shelby Hospital, Center, Texas on Aug. 12. Brother Edwards joined the SIU in the port of New Orleans in 1958 sailing as a cook and waiter. He also worked 30 years as an office manager and junior executive. Seafarer Edwards was a veteran of the Louisiana National Guard Infantry before World War II. Born in New Orleans, he was a resident of Center. Cremation took place in the East Texas Crematory, Kilgore, Texas. Surviving is his widow, Olga. Pensioner Loyd J. Griffis, 77, passed away recently. Brother Griffis joined the SIU in 1945 in the port of Mobile sailing last as a deck engineer. He was a veteran of the U.S. Navy during World War II. Seafarer Griffis was born in Mississippi and was a resident of Beaumont, Miss. Surviving is a niece, Winifred Bellamy of Gautier, Miss. Antoine "Steve" Gurney, 56, died on June 11. Brother Gurney joined the SIU in the port of Baltimore in 1959 sailing as an oiler. He last sailed out of the port of Seattle and was a former member of the Canadian Seamen's Union. Seafarer Gurney was a veteran 20 I LOG I September 1986 of the U.S. Army after the Korean War. Born in Canada, he was a resident ofHoguiam, Wash. Surviving are his widow, Dolores; two sons, Tony and Billy; a daughter, Sharon March of Hoguiam, and three aunts, Irene Kolinchuk and two others of Transcona, Manitoba, Canada. Pensioner Louis Philip Hagmann Jr., 79, succumbed to a lung ailment at home in Metairie, La. on · July 27. Brother Hagmann joined the SIU in the port of Lake Charles, La. in 1957 last sailing as a chief steward. He was born in New Orleans. Burial was in the Metairie Cemetery. Surviving are three sons, Dewey, George and Raymond, and three daughters, Joyce, Michelle and Eugenie, all of New Orleans. Pensioner Frederick "Red" Edgar Hansen, 74, passed away from heart failure in the Ralph K. Davies Hospital, San Francisco on June 1. Brother Hansen joined the SIUmerged Marine Cooks and Stewards Union (MC&SU) in 1939 in the port of San Francisco sailing as a bellboy, laundry foreman and steward on PMA ships. He began sailing on the West Coast in 1931. Dec. 8, 1941 he was aboard the SS President Madison (APL) with a contingent of U.S. Marines in Balikpapan, Borneo when he learned of Pearl Harbor. Seafarer Hansen was also a MC&SU official and organizer. A native of Oakland, Calif., he was a resident of San Francisco. Hansen was a model train enthusiast and stamp collector. Burial was in the Cypress Lawn Park Cemetery, Colma, Calif. Surviving are his widow Dorothy and a sister, Mabel Sandbote of Walnut Creek, Calif. Pensioner Antonio Ibarro, 75, passed away on June 28, Brother Ibarra joined the SIU in 1944 in the port of New Orleans sailing as an AB. He hit the bricks in the 1946 General Maritime beef. Seafarer Ibarra was born in Puerto Rico and wa a resident of New York City. Surviving are his widow, Praxedes and a son, Maxwell of Naranjito, P.R. Pen ioner Herbert Paul Knowles, 71, pa ed away on Aug. 14. Brother Knowles joined the SIUmerged MC&S U in .1946 in the port of New York sailing last as a chief steward. He was born in New Jersey and was a resident of Rodeo, Calif. Surviving are his widow, Wilma and a son, J. Knowles. Pensioner Robert Lee McDavitt, 60, died of heart failure in the U.S. Veterans Administration Medical Center, Jackson, Miss. on July 27, Brother McDavitt joined the SIU in the port of New Orleans in 1950. He sailed as a chief pumpman and 2nd assistant engineer. In 1967 he graduated from the Union-District 2, MEBA School of Engineering, Brooklyn, N. Y. and he walked the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer McDavitt was a veteran of the U.S. Navy in World War II. Born in Fort Madison, Iowa, he was a resident of McComb, Miss. Interment was in the Hollywood Cemetery, McComb. Surviving are his mother, Jeanette and a brother, Thomas of McComb. Vincent Tierney, 33, died on July 5. Brother Tierney joined the SIU following his graduation from the Harry Lundeberg School of Seamanship Entry Trainee Program, Piney Point, Md. in 1977. He sailed as an AB. A former member of the Metal Wire Latherers Union, Local 46, N.Y. from 1969 to 1975, Seafarer Tierney was born in New York City and was a resident of Land O' Lakes, Fla. Surviving are his parents, John and Alice of Tampa; a brother, Joseph of the Bronx, N.Y., and a sister, Barbara Drugan of Bayville, N.J. Pensioner Ching You, 74, Shing passed away on Aug. 5. Brother You joined the SIU in the port of New York in 1957 sailing last as a chief steward. He hit the bricks in the 1961 Greater N. Y. Harbor and the 1965 District Council 37 beefs. Seafarer You also worked in the Lotus Garden Restaurant and at the Hotel Oceanic Restaurant in New York. A native of Shanghai, China, he was a naturalized U.S. citizen and a resident of New York City. Surviving are his widow, Yan Hau and a brother, Thomas of New York City. Great Lakes Pensioner Theodore Johannes Hansen, 77, passed away from cancer in the Manor Care Nursing Center, Lucas Cty., Ore. on July 26. Brother Hansen .__......,......__....,.. joined the Union in the port of Buffalo, N. Y. in 1962 sailing last as a chief steward. He sailed for the Boland and Cornelius Steamship Co. from 1963 to 1964. Laker Hansen was born in Germany and was a naturalized U.S. citizen. Hansen was a resident of Toledo, Ohio. Burial was in the Ottawa Hills Park Cemetery, Toledo. Surviving is a daughter, Sharon Hornyak of Toledo. Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point ................ Monday, October 6 ..................... 10:30 a.m. New York ................. Tuesday, October 7 .................... 10:30 a.m. Philadelphia ............... Wednesday, October 8 .................. 10:30 a.m. Baltimore ................. Thursday, October 9 .................... 10:30 a.m. Norfolk ................... Thur day, October 9 .................... 10:30 a.m. Jacksonville ............... Thursday, October 9 .................... 10:30 a.m. Algonac ................... Friday, October 10 ..................... 10:30 a.m. Houston ................... Tuesday, October 14 ................... 10:30 a.m. New Orleans .............. Tuesday, October 14 ................... 10:30 a.m. Mobile .................... Wednesday, October 15 ................. 10:30 a.m. San Francisco ............. Thursday, October 16 ................... 10:30 a.m. Wilmington ................ Monday, October 20 .................... 10:30 a.m. Seattle .................... Friday, October 24 ..................... 10:30 a.m. San Juan .................. Thursday, October 9 .................... 10:30 a.m. St. Louis .................. Friday, October 17 ..................... 10:30 a.m. Honolulu .................. Thursday, October 16 ................... 10:30 a.m. Duluth .................... Wednesday, October 15 ................. 10:30 a.m . Gloucester. ................ Tuesday, October 21 ................... 10:30 a.m. Jer ey City ................ Wednesday, October 22 ................. 10:30 a.m. �AURORA (Apex Marine), August 10Chairman C.A. Cuttirres; Secretary Joseph Bennett Jr.; Deck Delegate H.D. Jackson; Engine Delegate Juan Rodriguez. No disputed OT. There is $105 in the ship's treasury. The Aurora will pay off in Houston, Texas on Aug. 13 and will immediately start loading for the next voyage to Haifa, Israel. A wire was sent to headquarters requesting clarification on the shipping status of two ABs. The response was not clear, and the matter will be taken up at payoff. The secretary noted that the voyage was very good "thanks to the seamen aboard who were more brotherly to one another than I have ever witnessed during my time at sea. I hope there is a future for guys such as these." All movies are to be turned in before arrival in Houston so that they may be exchanged for new ones. It was suggested by the members that something positive be done about the welfare payments to doctors and hospitals for bills incurred due to illness. "Many of us are ending up with bad credit because of this." A vote of thanks was given to the steward department for a very good job of feeding and for the wonderful cookout. Next port: Houston, Texas. BORINQUEN (Puerto Rico Marine), July 27-Chairman Donald Wagner; Secretary C. Carter. No beefs or disputed OT. There is $13 in the ship's treasury. Correspondence from SIU Vice President "Red" Campbell concerning pension funds was read and explained fully to the membership. The letter was posted in hopes of tabling any written motions in future meetings. A special vote of thanks was given to Vice President Leon Hall for his efforts to reduce the required time for New York State unemployment insurance from 23 weeks to 15 weeks. The bosun urged all qualified members to consider applying for the Sealift Operations and Maintenance course for future employment opportunities and job security. The steward is taking a well earned vacation next trip and was given a vote of thanks for a job well done. Next port: Port Elizabeth, N.J. FALCON CHAMPION (Titan Navigation), July 13-Chairman J. Chermesino; Secretary Paul Cox; Educationa1 Director D. White; Deck Delegate Carl Schmidt. Some disputed OT was reported in the deck department. The ship's treasury is doing quite well with a balance of $4 after flower donations ($115) and other expenses ($111 ). The movie fund now has $165.74, and the balance in the popcorn fund is $7.14. The Falcon Champion is going into the shipyard on July 21. The captain stated that the crew would be kept aboard provided the Union agrees to let the company furnish security in lieu of a deckdepartmentgangwaywatch. The Union was notified. Vice President "Red" Campbell said that it is OK if the crew agrees. A vote of crewmembers showed 8 in favor of staying, 4 in favor of going home. An official reply is still being awaited from headquarters. The next stop is England. Crewmembers were reminded to declare all items, and any member getting off should make sure his room is clean. Expressions of deepest sympathy were given to Brother Charlie Mann and his family on the loss of his brother. Flowers were sent from the crew and officers. The steward maintains a library of approximately 650 movies. They are enjoyed by all, and crewmembers were asked to help keep them in good order. Apart from one complaint about the food, a vote of thanks was given to the steward and his department for a job well done. The cooking and baking have been excellent. The steward explained that "this is not the States. The quality of stores are the best that can be purchased in the area." Next port: England. MAJOR STEPHEN W. PLESS (Waterman-MSC), August 3-Chairman R.E. Hagood; Secretary B.W. Steams Jr.; Educational Director 8. Stearman; Deck Delegate Arnold Bustillo; Engine Delegate Earl N. Gray Jr.; Steward Delegate Antonio Prizmik. No beefs or disputed OT. There is approximately $700 in the ship's fund to buy VHS movies and recreational equipment to be used aboard ship. The Pless will pay off on Aug. 11 while at anchorage at Lynnhaven, Va. and will then shift to another anchorage later that day. It is not known exactly when the "B" team will arrive onboard for the rotation of crews, but all members were reminded to clean their rooms and tum in all linen to the soiled linen locker. The secretary reported that on July 31 the Pless played host to the commanding general and the staff of the Obregon wi I arrive at Lynnhaven anchorage. Customs forms were handed out and the launch schedule will be posted. Two days transportation will be paid, with meal money, out to Cadiz. The vessel met up with the USS Platte oft the Virginia Capes and participated in an UNREP exercise. The U.S. Navy commended the crew for their skill and professionalism and thanked them for their hospitality. New rules for ship security have been posted; ID cards have been issued to all hands. Marine guards may be assigned to the ship while in port. If so, "show them courtesy and make them feel welcome. They are there for our protection." No new training films are onboard that the members haven't already seen. A suggestion was made to send copies of the monthly headquarters meeting. Another suggestion was to supply refrigerators in each crew room. A vote of Crewmembers aboard the PFC Eugene A. Obregon receive the hose from the USS Platte during UNREP exercises. 6th MAB for a briefing on an upcoming operation in Europe. The ship recently received a communication from the commanding general expressing his appreciation for the fine luncheon. He was impressed "with all of our efforts, the cleanliness, good condition of the ship and of our overall professionalism in having the Pless 'on station and ready.'" Questions were asked about the new SIU contract, and a suggestion was made to hire a SIU shoregang for stowing voyage stores-or at least call three stand-bys for the steward department. Two crewmembers, A. Bustillo and A. Bell Sr., will retire after this voyage. "We all wish them good luck and a long life." A vote of thanks was given to the steward department for a job well done. In its report to the LOG: "While on station in Portland, Maine, the ship held two outdoor barbecues for the people of Portland and the adjacent town. We had over 300 visitors to these parties. In tum, the ship was invited to a New England Clam Bake and Lobster Dinner (given by the Chamber of Commerce, Portland) at House Island, the site of a fort in the War of 1812. A good time was had by all who attended. OMI CHARGER (OMI), July 27Chairman F. Schwarz; Secretary A. Fluker; Educational Director!Treasurer Wiley Yarber; Deck Delegate John Landry; Engine Delegate L. Craig; Steward Delegate Melvin Morgan. No disputed OT. The steward just joined the ship and noted that the galley is not in good shape. The range and oven need repair, the reefer boxes need fixing, and the galley needs to be sprayed for roaches. He said that the steward department is doing a good job of working under these conditions, but that the two hours OT each day are not enough to keep the department clean. A VCR is aboard ship with 80 assorted movies. Members are asked to take care of the machine. The chief pumpman will pick and sign out movies as needed. A problem was brought up about draws on the OM/ Charger. It appears that every time a crewmember puts in for a draw, the captain says there is not enough money onboard. This will be taken up with headquarters and the company. Next port: New York. PVT EUGENE A. OBREGON-¥· &TC (Waterman-MSC), June 15-Chairman William Kratsas; Secretary Lee de Parlier; Educational Director Ronnie L. Herian. Some disputed OT was reported in the deck department which will be referred to the boarding patrolman at payoff. There is $14 in the ship's treasury. The thanks was given to the steward department for their continued good job of food preparation and service. Next port: Norfolk, Va. SEA·LAND ADVENTURER (SeaLand Service), July 27-Chairman Robert U. Dillon; Secretary Glenn C. Bamman; Deck Delegate Philip Poole; Steward Delegate Harry E. Jones. No beefs or disputed OT reported. The chairman stressed the importance of contributing to SPAD and the job security it provides-particularly with the military-contracted vessels. The secretary spoke on the need to consolidate the various maritime unions into a single voice instead of having the different unions work at cross purposes. Cooperation between the unions and the contracted companies can benefit all, especially while shipping is in a slump. The educational director advised members to upgrqade their skills at Piney Point. "It's the only way to stay competitive in today's world." A vote of thanks was given to the steward department for a job well done. Next port: Port Elizabeth, N.J. SENATOR (CCT), July 21-Chairman Mark Lamar; Secretary George W. Luke; Educational Director Eric Bain; Engine Delegate Dennis A. Baker; Steward Delegate Angel B. Correa. No beefs or disputed OT. The ship is due in Miami on July 22 for a payoff. Everything is running smoothly. The chairman said, "I have had the pleasure of sailing with a very good crew. The bosun has been very helpful in all ways and should be given a vote of thanks. We have had a nice trip." A number of suggestions were made. The first was that the SIU not merge with any other union outside of "our own AFL union." A second was that a new washing machine is badly needed for the crew laundry room. The membership also feels that the clinic in Jacksonville, Fla. is too far from the Union hall. A clinic closer to the hall should be obtained or the Union should furnish transportation to and from the present clinic. A vote of thanks was given to the bosun and to the steward department for jobs well done. Next port: Miami, Fla. STAR OF TEXAS (Titan Navigation), July 20-Chairman G. Paschall; Secretary I.A. Fletcher; Educational Director J. Nathan; Engine Delegate Walter E. Sargent; Steward Delegate B. Young Jr. No disputed OT. The chairman re-emphasized the importance of contributing to SPAD and encouraged everyone to take advantage of the upgrading courses offered at Piney Point. A vote of thanks was given to t e entire crew for helping keep the ship free of coal dust and for making the five passengers feel welcome. The passengers were Ray and Rita Hale-Torres and their daughter Tanya, along with Robert and Christine Rockwell. Both families were returning home after retiring from the military forces, and both families expressed their gratitude for the reception they received from the entire crew. Mail still continues to be a serious problem aboard the Star of Texas. Mail addressed to the Fleet Post Office has never been delivered, and some crewmembers have not received mail since last May. A vote of thanks was given to the steward department for an excellent job. Next port: Philadelphia, Pa. LNG VIRGO (Energy Transportation Corp.), August 10-Chairman Billy Nuckols; Secretary C. Shirah; Educational Director Engine Delegate Tom Curtis; Deck Delegate Albert C. Pickford; Steward Delegate Udjang Nurdjaja. Some disputed OT was reported in the engine department. The new feeding plan was brought up, and the secretary said he had been told that if the ship was not getting the proper foods, to bring the matter to ETC in Japan. It seems that food is coming from everywhere but the U.S.-ham from Denmark, chicken from Brazil, beef from New Zealand. When the food problems have been settled with ETC, all records will be sent to SIU headquarters. Next port: Himeji, Japan. Official ships minutes also were received from the following vessels: ALTAIR AMERICAN CORMORANT AMERICAN EAGLE AMERICAN FALCON UIG AQUARIUS ARCHOI UIG ARIES ATWITIC SPIRIT CAPE DECISION COVE LIBERTY 1ST LT. BALDOMERO LOPEZ GALVESTON GOLDEN ENDEAVOR MOKU-PAHU OMI CHAMPI I OMI MISSOURI OMI WABASH OVERSW HARRIEm OVERSEAS NATALIE PANAMA PAUL BUCK PHILADELPHIA ROBERT E. LEE ST. LOUIS SU PEDRO SEA-LAND CONSUMER SEA-LAND DEVELOPER SEA-LAND ECONOMY SEA-LAND EXPLORER SEA-LAND INDEPENDENCE SEA-LAND INNOVATOR SEA-LAND LEADER SEA-LAND LIBERATOR SEA-LAID PACER SEA-LAND PATRIOT SEA-LAID PIONEER SEA-LAND PRODUCER SEA-LAND VENTURE Personals Mike Dumars Please contact Daniel Lee Hanbury at 2950 Cottage Knoll Dr., Mobile, Ala. 36609, or call at (205) 633-0056. Bill Earl Linn Your old friend William A. Todd would like to get in touch with you. Write him at 5108 NW 47, Oklahoma City, 0 kla. 73122, or call at (405) 787-6520. Edward McGunnigal Please get in touch with your nephew, Bill McGunnigal, at 1320 5th St., Peru, Ill. 61354, or call (815) 223-7863. Daniel J. McMullen Celia Stajkowski and her husband often think about you and really would be pleased to hear from you. You can write them at 310 Cameron St., Reading, Pa. 19607. Isadore Ostroff Josephine 0. Mize is trying to locate you. Please write her at 1805 North Berry Rd., Ajo, Ariz. 85321. September 1986 I LOG I 21 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes AUG. 1-31, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac .... . . .. . ....... .. .. . Port Algonac . . . . . . . . . . . . . . . . . . . . . O Port Algonac . . . . . . . . . . . . . . . . . . . . . 0 Port Algonac . . . . . . . . . . . . . . . . . . . . . 2 **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 0 76 6 21 7 2 33 0 TOTAL SHIPPED All Groups Class CL Class L Class NP 13 ENGINE DEPARTMENT O 32 O 5 0 6 0 STEWARD DEPARTMENT 0 16 0 0 4 0 4 ENTRY DEPARTMENT 0 O 0 37 Frank Drozak, President Ed Turner, Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus " Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President HEADQUARTERS 2 Totals All Departments . . . . . . . . 2 89 7 O 124 7 3 *"Total Registered " means the number of men who actually registered for shipping at the port last month . **" Reg istered on the Beach " means the total number of men registered at the port at the end of last month . 22 7 52 14 Dispatchers Report for Deep Sea AUG. 1-31, 1986 Port Gloucester ....... . ..... . . ... New York ... ... . . . . . ...... . . Philadelphia ............. . ... Baltimore .. ... . . . . .... . . . .. . Norfolk . .. .. .. ........ . .. . .. Mobile .. . ..... . ............ New Orleans . .. ............. Jacksonville ... . .... ... . .. . .. San Francisco .. . .... ... .. ... Wilmington .. .... . ...... . . .. Seattle ........ . . .. .. . .. .. .. Puerto Rico ... .. .. .... . .. .. . Honolulu ................ ... Houston .... ... . . .. .. .... .. . St. Louis .................. . Piney Point .. .... .. . ..... .. . Totals .. . .. . ... .... . ........ Port Gloucester . .. .. . .... . ... . .. . New York ... . .... .. . .. .. .. . . Philadelphia .. .. . . .. . .. .. . .. . Baltimore . .. ... . ............ Norfolk . ..... ... .. .. . . ...... Mobile . . ...... . .. . .. . . . . . .. New Orleans . .. ... . ......... Jacksonville .... . ... .. . . .. ... San Francisco .... . . . .... . . .. Wilmington . . .. ... . ......... Seattle . . .... . ........... . .. Puerto Rico . ... ....... . .. . .. Honolulu ... ... ... . . .... . .. . Houston . . . ..... .. ....... . .. St. Louis . ... .. . . .. . . ..... .. Piney Point .. .. . . . . . ...... .. Totals .. ... . . ... ........ . ... Port Gloucester ... . ......... . .... New York ..... . ........ . . . .. Philadelphia ....... .. .... .. . . Baltimore . ... .. . . ... . .. . .... Norfolk . . . . . .. . .. . . .. .. .. . .. Mobile .. . . . ... ... . .. ... . ... New Orleans . ... ........... . Jacksonville .. .. . ..... . ..... . San Francisco .. .... . .. ...... Wilmington ... .... ... .. .. . . . Seattle . . . ... .. .. . . . . ....... Puerto Rico .. .. ... . . ..... . .. Honolulu ............. . ... . . Houston ...... . . . .. . .. .. .. .. St. Louis .... .. . . .. .. . .. .. . . Piney Point .. .. ........ . .... Totals . . ........... . ... . ... . *TOTAL REGISTERED All Groups Class A Class B Class C 2 46 5 7 9 10 42 32 34 14 36 10 5 36 0 1 3 17 3 8 11 5 2 10 11 5 6 1 14 5 0 0 0 0 0 0 1 1 5 1 6 0 0 0 4 0 0 0 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs 1 53 3 3 14 8 37 34 20 13 29 11 4 35 0 1 DECK DEPARTMENT 3 0 12 1 1 0 3 0 9 0 4 1 2 2 1 6 3 1 4 1 10 0 2 0 14 7 5 0 0 0 0 0 1 15 1 0 2 0 8 6 4 5 11 1 10 8 0 0 289 101 18 266 0 33 2 7 13 10 28 24 21 13 17 9 8 24 0 6 1 5 2 0 2 3 8 3 8 2 6 3 14 7 0 3 0 0 0 0 1 0 3 0 1 2 0 1 8 0 0 0 0 32 3 4 9 9 22 22 5 11 12 11 4 16 0 1 ENGINE DEPARTMENT 0 0 2 0 2 0 0 0 5 1 1 0 1 3 4 0 6 0 5 1 7 1 3 0 14 9 4 0 0 0 1 0 STEWARD DEPARTMENT 0 0 0 0 2 0 0 0 1 0 1 0 2 1 6 0 1 0 1 0 2 0 1 0 27 28 0 0 0 0 2 0 215 67 16 161 1 14 1 4 8 3 0 2 0 1 4 2 3 7 3 4 6 0 20 0 0 5 0 0 0 0 1 0 3 0 1 0 0 0 35 0 0 1 1 19 1 3 9 4 13 11 22 12 22 3 6 15 0 0 17 17 38 14 21 6 7 14 0 5 170 57 41 141 2 17 1 4 10 1 10 11 44 12 22 5 6 10 0 0 2 32 4 4 10 5 13 8 13 8 18 3 80 6 0 4 1 3 0 0 2 0 6 1 4 0 4 0 186 0 0 0 0 12 1 0 7 3 15 8 Port Gloucester . ..... . . ... ... .... New York ................... Philadelphia ............ ..... Baltimore ...... . ...... ... ... Norfolk .... . .. . . . ......... . . Mobile .... . . . .. . ........... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle .. . ....... . ...... . ... Puerto Rico ................. Honolulu ... . .. . ........ . ... Houston .................... St. Louis ............ . ...... Piney Point ........ . ........ Totals ........... . .... . ..... 155 210 207 114 Totals All Departments ... . .... 829 435 282 682 23 6 20 0 4 15 0 0 78 57 46 14 13 29 ENTRY DEPARTMENT 1 0 22 3 2 0 3 0 14 0 8 0 11 0 12 0 0 6 5 0 15 1 0 0 111 151 2 0 0 0 0 3 215 155 396 211 **REGISTERED ON BEACH All Groups Class A Class B Class C 6 110 8 18 18 15 94 46 59 33 69 23 8 64 0 3 5 29 4 10 10 5 9 21 19 9 12 0 13 11 0 4 0 0 0 0 2 0 5 3 7 3 1 0 2 1 0 0 72 574 161 24 0 3 0 1 2 0 4 5 1 2 4 0 5 1 0 0 2 68 5 14 17 8 50 39 32 28 44 11 11 37 0 6 5 6 1 3 3 3 13 7 7 5 10 2 15 7 0 4 0 0 0 0 0 0 4 0 2 1 0 0 6 0 0 0 28 372 91 13 0 6 0 1 0 1 6 1 4 7 10 1 40 3 0 1 0 36 1 7 7 8 32 15 69 18 32 10 8 22 0 5 1 8 0 1 4 2 4 6 4 7 0 0 0 0 1 0 2 0 1 0 2 0 40 0 0 1 7 1 20 1 0 4 81 270 70 47 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 47 2 3 67 7 4 14 6 27 17 30 25 36 21 90 8 0 4 1 2 0 1 5 0 19 5 9 2 3 2 274 1 0 0 9 10 2 24 12 72 24 40 14 6 18 0 1 0 283 359 324 181 1,499 681 408 *" Total Registered " means the number of men who actually reg istered 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 August was up from the month of July. A total of 1,470 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,470 jobs shipped, 682 jobs or about 46 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 181 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 3,549 jobs have been shipped. 22 I LOG I September 1986 5201 Auth Way Camp Springs, Md. 20746 (301 ) 899-0675 ALGONAC, Mich. .520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 5443 Ridge Rd. 44129 (216) 845-1100 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 2067 4 (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 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St. , W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 51 O N. Broad Ave. 90744 (213) 549-4000 , ~1 . �Defense Shot Could Send Industry to Ute Boats The Department of Defense is right. Foreign-flag ships haul cargo cheaper than U.S. ships. But will a foreignflag ship that carries military families' furniture to Germany in peacetime, carry tanks to the Middle East in war time? Absolutely not. That's why the DOD wins the CutOff-Your-Nose-To-Spite-Your-Face award. Earlier this summer the DOD issued a proposed new rule which would allow it to circumvent the Military Cargo Preference Act which requires that 100 percent of American military cargo be shipped on American vessels. They want to allow foreign-flag ships the cargo when U.S. rates are "excessive" (see story page 1). ''The right to carry government cargo is the only reason anybody has a U.S.flag ship," said one industry executive. Figures show that the Navy (through the Military Sealift Command) paid about $1.8 billion dollars to ship cargo last year. Other estimates show that foreign ships offering the same services might save the Navy 10 to 30 percent. In other words, the Navy might save $180 to $540 million. That sounds like a lot. But what Editorial would they lose in exchange? Very possibly a good portion of the ships they would have to count on in an emergency-Sea-Land, U.S. Lines, Lykes Brothers, and American President Lines-the backbone of the U.S. liner fleet. Even with the money from military cargo, between them U.S. Lines, SeaLand and APL lost more than $200 million. The revenues received from cargo preference are ·not making these companies barrels of profits. The DOD has to remember that the merchant marine has a role in national defense. The merchant marine is partner to the Navy. Most military planners agree that today there is a short- fall of U.S. merchant ships and seamen if a national emergency ever did arise. The Navy knows that. Look at their buildup of the nation's reserve fleet. Look at the dozens of newly-built or converted ships serving the Military Sealift Command: TAKX, Maritime Preposition and others. Those ships are there because the U .S.-flag merchant marine has been dwindling for decades. If the folks at the Pentagon don't want to overcome a strategic sealift shortfall, then maybe it's right for a field grade procurement officer who hasn't shipped anything but a desk for years, to determine that company's rates are excessive and let a Liberian ship lay up an American ship. That doesn't sound like good planning. 'Hyatt Is Union' Because of solid labor backing and the support of hundreds of allied organizations and individuals, our boycott of the Hyatt-Regency New Orleans has been successful-last month the hotel signed a first contract with SEID Local 100, and the service workers there now have a chance at the kind of wages, benefits and working conditions they deserve. For us, the contract means the end of a five-year struggle. For organized labor and our friends, it represents a significant step forward in a part of the country that is particularly hostile to labor unions. We thank you for honoring our boycott and for supporting our campaign. And now we ask that you conscientiously patronize the Hyatt-Regency New Orleans and enjoy the service of a unionized workforce you helped win! A.gain, our heartfelt thanks. Sincerely and fraternally, JohnJ. Sweeney International President Vice Presidents (Continued from Page 14.) West Coast by V. P. George McCartney I would like to give you a rundown on what is happening on the West Coast and Hawaii . Starting with the port of San Francisco, our three main companies on the coast are American President Lines, Matson Navigation and Sea-Land. In addition, we have tankers of Maritime Overseas and Ogden Marine regularly visiting the Bay Area and occasionally paying off there. As a result of the rotary shipping rules now in effect, we have a pretty good turnover in jobs, and while the old happy homesteaders who used to stay on the same ship four or five years or longer in some instances might not like it, I feel very strongly that the change in our shipping rules has been for the best of all concerned, particularly in view of the fast turnaround and short stays in port of today's modem container vessels and tankers. And the overwhelming majority of our members on the coast have told me that they prefer it this way. In addition to the deepsea ships, we have approximately 200 inland jobs with Crowley, depending on how many tugs and barges are operating in the Long Beach-Los Angeles harbors. Out in Hawaii, the two cruise ships Independence and Constitution continue to run with full passenger loads which is very welcome indeed considering the number of jobs this provides the members. In addition to the two cruise ships, all of the Matson ships pass through Hawaii. We also have the two . sugar vessels Moku Pahu and Sugar Islander visiting regularly. The cable ship Charles L. Brown is home ported in Honolulu and provides quite a few 'Thanks for the Help . ' • • I received from your legislative office copies of postcards sent to members of the House of Representatives and Senate by Seafarers members urging support of the veto override of H.R. 1562. I was very pleased to see that postcards were sent from a wide variety of states including Maryland, New Jersey, Texas, Washington, Alabama, New York and Arizona. On behalf of the ILGWU let me thank you and the members of the sru for all of your support and help in this vital effort to override the president's veto of the Textile and Apparel Trade Enforcement Act on August 6, 1986. Sincerely, With every good wish. Evelyn Dubrow Vice President Legislative Director jobs for our members out there. There are also quite a few military ships and an occasional tanker coming through the Islands. So all in all, Honolulu has become one of our bigger ports as far as employment opportunities go. And I hope that you all realize that these new employment opportunities didn't just happen by accident. They came about as a result of long, hard work on the part of your Unionstarting right at the top with President Frank Drozak' s untiring efforts on your behalf. The most recent victory with the Lavino ships will mean more than 300 new jobs for our members, and our Vice President of Contracts, Red Campbell, has just successfully negotiated increases and improvements in this contract. So now it is up to you, the membership, to take these jobs and prevent any of these ships from sailing short or being delayed at any time. Our reputation is on the line, and only you-the rank and file-can protect our good name by sailing these ships and doing the best job that you can while aboard as a capable, competent, professional SIU seaman. It is only in this way that we can continue to pros- per and grow, enjoying the security of good shipping for all our members in the years to come. President's Report (Continued from Page 2.) censed deep sea unions, NMU, SIU, MFU and SUP, into one new organization was obvious and enthusiastic." I am encouraged by this positive response from the NMU and I will be meeting with Shannon in the near future. I will keep our membership fully informed, and at all times will keep the job security of our membership in mind. * * * Bob Vahey is dead. I have lost a good and trusted friend, and this Union has lost a valued worker. Bob's energy, dedication and sense of responsibility to this organization and to this membership were without equal. Bob would be the first to say, "We must move on." We will do that, but we will miss him. September 1986 I LOG I 23 �Lavino Talks Completed New Force of 12 Ships Opens 300-Plus Jobs Negotiators for the SIU and Lavino Shipping Company (LSC) have reached tentative agreement on a contract for 12 ships. The oceanographic research ships will be under charter to the Military Sealift Command. The contract runs for the life of the charter, about four years. "We've been able to reach a surprisingly strong contract in the areas of wages and seniority, especially in light of the shipping situation for most American companies,'' said SIU President Frank Drozak. The ships, which will operate throughout the world, will carry various sized crews depending on the missions, said Red Campbell, SIU vice president and contract chief. He added that the ships mean more than 300 Seafarers will be able to find new work and job security. A special seniority clause in the new pact will enable Seafarers to move up the seniority ladder in a shorter period of The USNS De Steiguer is one of the 12 new oceanographic ships Seafarers will man under a new contract with Lavino Shipping Co. time. A wage scale has been agreed to and has been sent to all ports and vessels manned by SIU personnel. Campbell urged Seafarers interested in shipping on the new vessels to familiarize themselves with the new contract before accepting employment in order to avoid any misunderstanding after shipping out. SAB Amends Seniority Rules for Military Ships The Seafarers Appeals Board has amended rules and procedures for advancing to ''A'' seniority shipping rights, and for registering and shipping aboard military support vessels. The new rules will provide an opportunity for all SIU members with '' B'' seniority and a rating above the entry level to advance to ''A'' seniority by shipping aboard the defined military vessels for 18 months, provided they fully comply with the tour of duty for which they are hired, whether permanent or temporary, and provided they complete the two-week orientation program conducted at the Seafarers Harry Lundeberg School of Seamanship in Piney Point. With regard to registration and shipping on military support ships, rules are in effect to assure that these vessels will be fully crewed and ready to sail on time. To effect this policy, the new rules provide: • The seaman being relieved must report to the Union hall to register within 48 hours of being relieved; The USNS Hess is assisted by a tug. She's another of the new ships under SIU contract. DOD (Continued from Page 1.) least part of it, to their country's ships. Last year a U.S. District Court upheld Rainbow's claim to the business. That's when the DOD issued its new proposals. The Navy's Military Sealift Command spent about $1.8 billion to ship cargo overseas last year. American liner companies such as Sea-Land, American President Lines, U.S. Lines and Lykes received a substantial portion of that cargo. But even with those military contracts, the companies lost money. Between them, Sea-Land, U.S. Lines and APL lost more than $200 million. ·'This would pull another leg out from under an industry that is already on the verge of total collapse," May said. 24 I LOG I September 1986 In a letter from eight House members in~luding Rep. Walter B. Jones (D-N.C.), chairman of the Merchant Marine and Fisherie Committee, and the committee's ranking Republican, Rep. Robert W. Davis (Mich.), the defense role of the merchant marine was stres ed. "We have been willing to pay to assure an adequate supply of ships to meet our economic and military needs ... The U.S.-ftag merchant marine is an important part of our national defense," they wrote. The Transportation Institute, Marad and several large U.S. shipping firms issued comments challenging the Navy's rule. The Department of Defense is expected to issue its final ruling by late September or early October. If the proposal is unchanged, court action is expected. • The seaman has the responsibility of maintaining contact with the port agent of the port registered relative to his return to the vessel; • The seaman must return to the vessel at the completion of his relief by reclaiming his job from the hiring hall shipping board no later than the day prior to the vessel's arrival in port; • The seaman who is registered to return to his vessel must notify the port agent at the port registered at least 15 days prior to his scheduled return to his assigned vessel that he intends to return to that vessel. Failure to reclaim his job or to confirm his intended return to the assigned vessel will cause his job to be shipped in accordance with the Shipping Rules, and will require that seaman to re-register. In announcing the shipping rule changes, SIU Vice President Angus "Red" Campbell said: "This Union has worked hard to get these 1,000 or more jobs for our membership, and we have the responsibility to see to it that these ships are properly manned to meet the requirements of the mili. tary agencies to which they are chartered. We are training our members to qualify to take these jobs, and we are offering them seniority incentives to take these jobs and to stay aboard for their full tours.'' Campbell noted that many letters of commendation on the outstanding performance of SIU crews have been published by the Navy, and he said that more and more of the membership are understanding that these jobs have become the "cornerstone" of our job security. Rep. John Breaux's (D-La.) bid for the Senate got a boost last month when the SIU hosted a rally for the candidate at the New Orleans hall. The rally helped raise funds and generate publicity for the SIU-backed Senate. hopeful. Above (I. tor.) are Breaux, New Orleaqs Port Agent Ray Singletary and Patrolman Nick Celona. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1986 Description An account of the resource HEADLINES DOD FIRES ON CARGO PREFERENCE LAW NEW BEDFORD FISHING FLEET GATHERS FOR BLESSING REAGAN AIDE MISINFORMS SENATE ON SHIP CREW MANNING ISSUE BOB VAHEY, ARCHITECT OF MANY SIU PROGRAMS, DIES THE SIU IN WASHINGTON DRUG AND ALCOHOL TESTING MANPOWER SHORTAGE CARGO PREFERENCE TAX REFORM SHIPMENT OF COAL TO MILITARY TRADE DEFICIT SOARS SERVICE CONTRACT ACT SEAFARER PROMOTES AMERICAN GOODS SEAFARERS ON PROPOSITIONING SHIPS MILITARY SEALIFT COMMAND SHIP MODELS AT EXPO ‘86 CAPT. WILLIAM T. DANNHEIM NAMED MSCPAC COMMANDER NEW BEDFORD COMES TOGETHER FOR FLEET BLESSING DEFENSE SHOT COULD SEND INDUSTRY TO LIFE BOATS NEW FORCE OF 12 SHIPS OPENS 300-PLUS JOBS SAB AMENDS SENIORITY RULES FOR MILITARY SHIPS ARMY RESERVISTS COME TO PINEY POINT TO LEARN CARGO HANDLING WITH SEAFARERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 9 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3b87e7c9ac3eb057613bc717a5620bca.pdf 45cb9e82e0c36abb1585e555174b7c8e PDF Text Text Official Publication of the Seafarers International Vnion •Atlantic, Gulf, Lakes and Inland Waters District• AFL-CIO Vol. 48 No. 8 August 1986 Agreement on Subsidy Reform? Senate Bill Gains Wide Support, Fast Action? Trying to bring all segment of the maritime industry together in consen~u on ubsidy reform is somewhat like trying to teach table manners to sharks in a feeding frenzy. But it appears as if the indu try may have brushed up on "Miss Manners" in it attempt to pass the latest in a long line of subsidy reform legislation. Late last month S. 2662 was intro- duced by senators Daniel K. Inouye (0-Hawaii) and Ted Stevens (RAlaska). Faced \.\ ith a long -ummer recess from mid-Augu ·t pa t Labor Day and fall elections. a sense of urgency ha · emerged as legislators and the industry try to find common ground. "The need for this legislation and the relief it would bring to our liner operator ha never been more clear Leapin' Ute Rafts cut. One need only look at the corporate balance heet of the companies represented here today to realize the urgency and severity of the situation," SIU President Frank Drozak told the Senate Merchant Marine Subcommittee during a hearing on the bill, only three days after it was introduced. As usual. the admini tration expressed seriou re ervations about portions of the bill. a it ha about most maritime legi lation during the past six years. Decades-old subsidy programs have been eliminated during the Reagan administration, and the government has continued a pattern that began prior to Reagan: a lack of a comprehensive maritime policy. The need for some kind of action is so pressing that after the hearing Stevens said he intended to attach the bill to the maritime authorization bill when Congress returns from recess. That would drastically shorten the bill's path to enactment. On the House side. Rep. Mario Biaggi (D-N.Y.), Merchant Marine Subcommittee chairman, approved of Stevens' plan to speed up the process. "Current regulatory policies in the United States leave an American operator with few choices for the future-he either can re-flag all or a portion of his fleet foreign or he can remain under the U.S. flag and face pos ible bankruptcy." Drozak said. S. 2662 is intended to replace the current Operating Differential Subsidy program, which ha been a target of the budget ax. While the government continues to honor current ODS contracts, it has refused to enter into any new contracts and has encouraged operators to leave the program through buyouts. ODS wa established in 1936 to help Americans compete with cheap foreign competition. 11 covers wages. insurance costs, maintenance and other expenditures U.S. owner mu t make. The new bill is a "wages only" package, but it al o would lift many of the regulation which operator claim impede their opportunitie . It would eliminate certain trade route restrictions, lift re trictions on the interchange and transfer of vessels and allow subsidy for foreign-built ships. Wage ·ubsidie would be based on manning scales established in collective bargaining, not on minimum Coast Guard manning levels, which are conidered unsafe and "barebone " levels by many. The wage portion is one of the areas Marad Administrator John Gaughan objected to during the hearings. However. he admitted under questioning that unle something is done soon. 10.000 to 20,000 seagoing job could be lost and that the indu try is "near the peril point." Two concerns seem to be spurring (Continued on Page 4.) SIU Wins Navy Tug Work, 15 Jobs in Pensacola Every journey begins with the first step. Turn to page 24 to see where Je se Natividad Jr. is headed. Lavino Recognizes SIU Contract Tai ks Start for 300 Jobs Plus The SIU won a major organizing victory as Lavino Shipping Co. recognized the Union as the bargaining agent for its fleet of 12 oceanographic ships scheduled for MSC charter. SIU Vice President Red Campbell made the announcement as the LOG went to press. Campbell said contract talks were expected to begin soon. ''With shipping the way it is, anytime you can add 300 more jobs for people, it's a great step forward," said SIU President Frank Drozak. �In the past year, I have spoken to labor groups throughout the United States urging them to join in our efforts such as the Shell Oil boycott to support our brothers and sisters in South Africa, and I intend to continue such activity. AFL-CIO President Lane Kirkland has just returned from South Africa where, with a ICFTU Delegation, he stood in solidarity with the trade unionists in opposition to the Botha government's policies. Brothers and sisters, in union halls, school rooms and civic groups across the United States we recite a pledge of allegiance to our flag. It ends with the words ''WITH LIBERTY AND JUSTICE FOR ALL.'' The present policy of the Reagan government makes a shameful mockery of this commitment, and I pledge myself to continue to oppose that policy and to fight for human rights throughout the world.'' President's Report The following statement of Frank Drozak was submitted into the record of the proceedings of the 35th World Congress of the International Transport Workers' Federation which met earlier this month in Luxembourg. "Brothers and sisters, I cannot sit silently and permit the record of this ITF Congress to close without expressing my strong opposition and that of the leadership of the AFL-CIO in the United States against the disgraceful spectre of apartheid in South Africa. The Reagan government does not speak for me or the AFLCI O leaders on this subject, nor does its morally bankrupt position reflect our feelings. Drozak Brings US Seafarers Concerns to Meetings Free World's Transport Unions Meet in Luxembourg The 35th Congress of the International Transport Workers' Federation (ITF) was held in Luxembourg from July 31 through Aug. 7, and over 800 delegates representing the 5 million members of 400 affiliate trade unions from 89 countries attended . Fifteen transportation workers ' unions from the U.S. were present including the American Radio Association; International Longshoremen' s and Warehousemen ' s Union ; International Organization of Masters , Mates and Pilots; Marine Engineer Beneficial Association; National Maritime Union; Radio Officers Union ; and the Seafarers International Union of North America were the American maritime unions represented. Frank Drozak headed the SI UN A delegation. The ITF' s principal work is conducted through eight separate industry sections: Civil Aviation; Dockers ; Fishermen; Inland Navigation ; Railwaymen; Road Transport ; Seafarers ; and Travel Bureau. During the Congress, Section Conferences met to debate relevant motions , report on activities , and establish future work programs. The Seafarers' Section Conference adopted a SIU-submitted motion on terrorism urging all affiliates to call on their governments to undertake measures to improve the security and reduce the risk to the lives of passengers and crews on board ships. In the debate on a Radio Officers ' resolution covering present and future ship communications systems, Drozak vigorously upheld the need for electrician ratings aboard ships and expressed his grave concern over any actions jeopardizing that position. Part of the U.S. labor delegation is seen here during one of the sessions. In the center row, from left, are MFOW President "Whitey" Disley, SIU President Frank Drozak and MEBA (Dist. 2) President Ray McKay. In the top row (behind Drozak) are ILA President Teddy Gleason and MM&P President Robert Lowen. Agreement also was reached by the Seafarers to challenge the International Maritime Organization' s (IMO) position and to require ocean vessels to carry a lookout at night. Fishermen Safety Concerns The Fishermen's Section Conference reaffirmed its policy position that fishermen should be covered by the International Labor Organization' s (ILO) seafarer instruments. The Conference received for future consideration a resolution concerning safeguards for fishermen from collision. This was submitted by the American Radio Association and the Radio Officers Union (USA) as a direct response to the recent running down , with the loss of all aboard , of the San Francisco-based fishing vessel Jack Jr. SIU President Frank Drozak, left, joins in a discussion with Ake Selander, right, assistant general secretary of the ITF, and Mols Sorensen, chairman of the Seafarers Section. LOG Charles Svenson Editor A resolution urging all ITF affiliates to persuade their governments to enact legislation to curb pollution in the interest of the workers in the fishing industry , and the marine environment also was adopted by the Conference. * in *its plenary * The Congress sessions adopted a number of resolutions and declarations dealing with a broad range of topics including: full employment, protection of the environment, nuclear power, privatization of public transportation systems , terrorism, nuclear waste and human and trade union rights particularly in South Africa and South America. At the conclusion of the Congress , Frank Drozak stated , " The ITF's international situation closely reflects the separate national circumstances of many individual trade unions. Conservative governments around the world are seeking to restrict the rights of labor organizations and their members. Their economic policies coupled with their attacks on organized labor demand that we stand together and extend support and solidarity to all our brothers and sisters." Off1c1al Publication of the Seafarers International Union of North Amenca , Atlantic, Gulf, Lakes and Inland Waters District , AFL-CIO August 1986 Vol. 48, No. 8 Executive Board Frank Drozak President Angus "Red" Campbell Joe DiGiorgio Vice President Ed Turner Secretary Executive Vice President Joe Sacco Mike Sacco Leon Hall Vice President Vice President Vice President George McCartney Roy Mercer Steve Edney Vice President Vice President Vice President Mike Hall Managing Editor Max Hall Associate Editor Deborah Greene Associate Editor Ray Bourdlus Assistant Editor 2 I LOG I August 1986 Lynnette Marshall Assistant Editor/Photos 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. �Passes Committee Level Fishing Safety Bill Could End Insurance Crisis A bill to upgrade safety standards on fishing boats and encourage the insurance industry to re-issue (possibly at lower rates) liability coverage for fishing boat owners, passed the House Merchant Marine Fisheries Committee last month. The legislation for the first time sets mandatory safety standards with penalties for non-compliance. At the same time it establishes new compensation standards for crewmen who are hurt on the job, while preserving a crewmember's right to sue if the injury is not temporary. A $500,000 cap was set on the awards , except in cases of negligence or if any of the safety standards are not met on the vessels. Medical expenses are not included in the $500,000 cap, which means the awards could be higher when medical expenses are added. The bill is a "potential remedy to the current insurance crisis facing the Bulletin The House refused to consider H.R. 5013 (the fishing liability and safety bill) when it voted not to suspend its rules and allow the bill on the floor. The action means the SIU and others may have another chance to strengthen its safety and enforcement provisions before it is brought to the House floor for a vote. domestic fishing industry-the availability and affordability of property and casualty insurance,'' SIU President Frank Drozak said. Committee members and witnesses said there is no guarantee that the insurance companies will issue policies at affordable rates, but they said improved safety and changes in the compensation system would lower the risks for msurance claims and also allow the insurance industry to better predict their risks. During the past several years fishi11g boat owners have seen their insurance rates skyrocket and in some cases their policies have been cancelled. At the same time a large number of accidents and fatalities on some fishing vessels in very unsafe condition have been recorded. Because fishermen are not normally covered by workmen's compensation laws, they bring suits against the owners and insurance companies which sometimes result in awards of many millions of dollars. Sponsors and supporters of the legislation hope their action will solve problems in all three areas. If the bill passes the full House and the Senate, all fishing boats will be required to carry: * * * * * Emergency Position Indicating Radio Beacons (EPIRBS); Life rafts; Exposure suits; Visual distress signals, and Radio equipment All boats built after 1987, or those substantially altered , will be required to undergo stability tests. On the legal side, the bill sets a compensation system which would guarantee a crewmember maintenance and cure, or medical and living expenses for the duration of the temporary injury. The bill sets the rate of $30 a day or 80 percent of what the person would have earned on the vessel. The crewmember would receive whichever figure is greater. In the case of permanent injury, the owner would be liable for up to $500,000 per person, per incident, in addition to maintenance and cure payments. These limitations would not apply where the injury arose out of gross negligence, willful misconduct, or where the owner does not comply with the maintenance and cure requirements. Drozak called the bill a good "initial step" in trying to solve the problems. But he al o said that a mandated inspection system, certification/licensing requirements and physical examinations for crewmembers would increase the bill's impact on both safety and insurance rates. But those suggestions were not included in the bill. SIU Wins Jobs and Back Pay For 2 New Bedford Fishermen A new fishing safety bill establishes mandatory safety equipment and practices on fishing boats and sets up a compensation system for injured fishermen. House Hears Ideas to Bolster U.S./Canada Great Lakes' Trade Several suggestions to help increase the U.S. share of Canada/U .S. Great Lakes trade were made by industry and labor witnesses at a House Merchant Marine subcommittee hearing last month. The oversight hearing was called after a Government Accounting Office (GAO) report showed that U.S. ships carry only 6.4 percent of Lakes ' trade between the countries . Most of the witnesses called for: j Bilateral trade agreements; j Tax breaks for operators and crews; j Cargo reservations; j Labor cost reductions; j Waivers of St. Lawrence Seaway tolls; j Waivers of customs fees, and j Permission for wider vessels to pass through the Seaway. The GAO said, and most witnesses agreed, that the Canadian dominance of the trade is the result of assistance programs by the Canadian government to ship owners, lower operating costs , modernization of the Canadian fleet to take advantage of the Seaway, domestic trade policies in Canada and the fact that American operators have concentrated on their own domestic market. All trade between U.S. Lakes ' ports is reserved for U .S.-ftag ships. Jose and Remigio Pereira spent a good part of last December trying to convince their crewmates onboard the fishing boat Lucky Venture that they needed the SIU to protect and represent them. The Pereiras were fired for their efforts. But last month after the SIU took their ca e to the National Labor Relations Board, the two New Bedford fishermen won their jobs and back pay from the time they were fired. "This was a tough case, but the men and the Union won. This is the first of many cases coming up for hearings, and the victory gives the fishermen a more hopeful attitude toward the future ," said New Bedford Patrolman Henri Francois. Organizing efforts among the New Bedford fleet continue, and several more boats have signed SIU contracts, said Port Agent Joe Piva. Salernum Re-named The SIU-contracted cable ship Salernum (AT&T) was re-christened last month in San Francisco. The ship was named the Charles L. Brown in honor of AT&T's retiring board chairman. The Italian-built Brown will homeport in Honolulu and will maintain and repair more than 12,000 nautical miles of undersea cable between Hawaii , the mainland and other Pacific points. No legislation addressing the issue has been introduced, but ·'The methods suggested this morning to change this picture will be closely examined by the committee in the months ahead,'' said Rep. Walter B. Jones (D-N.C.), chairman of the Merchant Marine and Fisheries Committee. Rep. James L. Oberstar (D-Minn.) said he hoped the GAO report and the hearing would be a ''takeoff point'' for action on the problem and that it would not be ignored like its "hundred or more" predecessor reports. At the ceremonies renaming the SIU's cableship Salernum to Charles L. Brown were (I. to r.) 3rd Cook Mamoli Misafa, AB Don Matisse, AB Errol Pak, Bosun Peter Amper, SIU VP George McCartney, Chief Steward Dennis Prescott and Cook/Baker Philip Lau. August 1986 I LOG I 3 �2,000 Members Face Job Threat Service Contract Act Is Under Attack in Senate More than 2,000 SIU Inland and Deepsea members could see their wages, benefits and job security gutted if an attempt by rightwing forces on the Senate and White House to virtually abolish the Service Contract Act (SCA) succeeds. The SIU members who would be affected include every member working for a company with a Department of Defense (DOD) contract. SCA requirements for all maritime contracts issued by the DOD would be eliminated under the current Senate version of the FY 1987 DOD authorizations bill. (See page 17 story.) The bill, S.2261, was introduced by Sen. Gordon Humphrey (R-N.H.) and has also gained the support of Sen. Phil Gramm (R-Texas). In a closed session last month, the Senate Armed Services Committee voted to keep the anti-SCA provisions in the bill. Bulletin By an overwhelming 61-34 vote, the Senate stopped anti-labor forces from gutting the Service Contract Act. The victory came on the Senate floor when Sen. Ted Kennedy (D-Mass.) offered an amendment to the DOD Authorizations bill (S.2261) to remove the antiService Contract Act provisions which would have eliminated wage protection to hundreds of thousands of workers. The SIU backed Kennedy in his action. In addition to eliminating all maritime workers from SCA protection, hundreds of thousands of service workers employed by companies under contract to the federal government would suffer, too. Most of those people are in traditionally low-paid jobs such as janitorial work, food service and landscaping. In addition, many are minority workers and women. The SCA operates somewhat like the Davis-Bacon Act in that a prevailing wage for an occupation and area is set by the Secretary of Labor. In that way, companies bidding for government work cannot undercut each other by slashing wages to minimum wage level. A prevailing wage is one that is paid most often for the type of work done. For example, if the prevailing wage for a deckhand in a certain area is $75 a day, the SCA sets that as the minimum for wages in a bid. Senate Adds Construction Window to Passenger Bill An effort to put the U.S. back into the passenger cruise business made it out of a Senate Committee this month, but not before a new twist was added to the old debate on re-flagging. S.1935 would allow up to five foreign-built passenger ships to re-flag American and enter the booming cruise trade, now dominated by foreign owners. If re-flagged, the ships would have to be owned and operated by Americans. But an amendment attached by members of the Senate Merchant Marine Subcommittee puts a two-year hold on any re-flagging. That two-year period is a .. window" of sorts for American business to begin construction of passenger ships in U.S. yards or to refurbish ships in American yards. If, during that time two ships are under construction or refurbishing, no foreignflag ship will be allowed to re-flag. But those ships must be near completion and ready to enter service by 1989. In addition, provisions of the amendment would allow o-called "bumrmg" for another two year . If a ·hip i · re-flagged becau e no American hip is built during the first two years, it can still be "bumped out of the trade if a ship is built in the next two years." The amendment was introduced by Sen. John Danforth (D-Mo.), and the bill passed out of committee with no dissenting votes. The SIU has supported the concept of re-flagging for the past several years Upgraders Visit Capitol Hill for both economic and national security reasons. Currently dozens of foreign-flag ships siphon off millions of American vacation dollars and thousands of possible berths for U.S. seafarers. In addition, despite many announcements about plans to build crui e hips in American yards, none has been built in the U.S. for more than 30 years. But the changes ought in S.2261 would change the way that cost is figured by allowing the lowest wage in the area to be used. For example, if a non-union company was paying its deckhands $35 a day, under the proposed changes that could be set as the prevailing wage. Most contracts covered by the SCA are relatively small in terms of dollars and the number of employees. The SCA now applies to contracts worth more than $2,500 with more than five employees. Gramm and Humphrey want to change that to $I million and more than 25 employees. When contracts are rebid now, any wage and benefit gains the workers won through collective bargaining are set as the prevailing wage for those jobs. In effect, that protects those gains. The AFL-CIO is oeginning a massive drive in Congress to beat back these attempts to gut the SCA. If the full Senate passes the DOD authorization with the provisions in it. the bill must still go to conference with the House because its version does not contain the anti-SCA provisions. Proposed Coast Guard Regs Set Tough Drug Alcohol Penalties Drug and alcohol abuse aboard ships may carry even stiffer penalties if proposed new Coast Guard regulations are approved. The proposed rules would establish new testing procedures and penalties. The proposals would for the first time encourage rehabilitation for drug and alcohol abusers by allowing them to "deposit" their papers or licenses while undergoing rehabilitation. The SIU has not taken a stand on the proposals yet. The Union will submit its comments later. "They intend to crack down," said SIU Vice President Red Campbell. The LOG will carry more details of the proposals in future issues. Subsidy Reform Gains Support (Continued from Page 1.) As part of their education schedule, upgraders at SHLSS get a first-hand look at the U.S. Congress. Here on the steps of the Capitol are George Jacobs, Lito Acosta, Glen D' Ambrosio, John Wiggins, Monroe Watson, Richard Paulson, Linda Turner, Donald Mann, Theodore Quammie, Saelo Mafahi, Ali Matania and Robert L. Oppel. 4 I LOG I August 1986 the industry and possibly the government to quick action. The first is the rapidly increasing economic problem the industry is facing. Almost every liner company has reported millions of dollars of losses so far this year. There also seems to be a realization within the government of potenti~lly serious defense problems if the U.S.flag fleet dies. "Our defense posture is built on deterrence and to be effective it must be credible," Drozak said. He estimated that while the Defense Department has increased the nation's Ready Reserve Fleet and has plans for almost 150 reserve ships, there would be a shortage of 5 ,000 to 6,000 seamen to crew tho e hips if needed. In addition, he pointed out that the plans to rely on foreign-flag ships owned by American companies are not sound. A recently adopted International Transport Workers' Federation re olution gives those seafarer the right to refuse to sail ships bound to a war zone. ··Even if those vessels were made available for America's use in a war type atmosphere, who would man and sail tho e ship in the war zone?" he asked. Recent published reports indicate that Defense Department officials have approached the White House in an attempt to convince the administration that the pleas for subsidy reform and help "are not just another industry crying wolf.'' Sea-Land, American President Lines, United States Lines, Lykes Brothers Steamship Co., and Farrell Lines Inc. testified in favor of the bill. Waterman Steamship Corp., Crowley Maritime Corp., Matson Navigation Co., Totem Ocean Trailer Express and Central Gulf Lines expressed support for parts of the bill but sugge ·ted some changes. The SIU noted some concerns. but Drozak called the legislation a "good first step" and urged its passage. �.., Inland News ,-~ ~ tug/tow ; iharge/dredge~ ~~:rn:r-mi:~-:m::::::~=~::::::::a.~~==:::~:::::~@~::::~m:~1;W~l==~~=w.~r::h SIU Company Sets Up Pensacola Tug Operation The SIU has successfully completed a new contract with Admiral Towing and Barge Company of Pensacola to do Navy tug work at the Navy's Pensacola Naval Air Station. This is the first SIU operation in the West Florida area. The new operation involving six Admiral tugs and I 5 crewmembers is the re ult of a Navy bid won by Admiral to provide tug services for the Navy in Pensacola. The Navy currently operates one carrier from Pensacola, as well a numerous auxiliary equipment, that would be serviced by Admiral Towing. At a meeting with the membership in Pensacola, SIU Mobile Port Agent Tom Glidewell and a SIU representative from headquarter , Bob Vahey, laid out the contract, how it was bid and won and the benefits to be accorded the new members. Most are retired Navy veterans living in the Pensacola area, and they were "welcomed aboard" the SIU team. The crews' many questions were answered, and all signed up for SIU membership benefits. A the Navy work was formerly done by non-union local tug operators, the crews were glad to have the opportunity to be SIU members working for Admiral. The company hopes to further expand its operations in the we tern Florida area and opportunitie for SIU members along with them. Bob Vahey (center), SIU representative from headquarters, meets with the membership of Admiral Towing and Barge Co. of Pensacola to lay out the terms of the new contract. From the left are Charles E. Lester, deckhand; Rodney Delart, engineer; Marc Steinbaugh, engineer; Darrell A. Catherman, captain; Leonard E. Richardson, captain; Thomas G. Bacon, deckhand; Vahey; Joseph D. Proulx Jr., deckhand; Paul A. Dirschka, captain; Alve C. Holmes, captain; Thomas A. Marsh, deckhand, and Reuben Lewis, engineer. SIU's Pressure Puts Outreach Marine Out Of Business in Baltimore Harbor An SIU beef, picketing, an NLRB favorable decision and a court fight led to putting the alter ego of McAllister Brothers-Outreach Marineout of business in the port of Baltimore. Now we are in new contract negotiations there with McAllister Brothers. but they are asking for many contract "concessions" in the new agreement notably on wage and other matters. Recently, the U.S. National Labor Relations Board (NLRB) upheld Administrative Law Judge Marvin Roth's ruling that Outreach Marine (McAllister Brothers) of the port of Baltimore was formed in 1984 to evade the SIU contract, an unfair labor practice and violation of the law. The Board ordered Outreach Marine to restore jobs and back pay with interest to 26 former employees. Outreach Marine said that it planned to appeal the deci ion to the U.S. 4th Circuit Court of Appeals, but the appeal wa denied. Outreach began operation after presumably buying four tugs from McAlli ter, di charging mo t of the former employee and rehiring other at lower wage scale and without the benefit of a Union contract. The licensed per onnel were cla sified a supervisor , not employee . The NLRB al o affirmed Judge Roth' April 22, 1985 finding that Outreach wa McAllister' " ucce sor'' and that they were really alterego ~one and the ame. The SIU had charged that McAllister-Outreach unlawfully withdrew recognition of the Union a the collective bargaining agent for their employees, captain , mate , engineers and unlicen ed per onnel, that it bypassed the SIU by dealing directly with their employee , and that it uni- laterally reduced employees' wages, crew size and vacation benefits. It also eliminated overtime pay and failed to recall employees according to seniority rules. Judge Roth also found that the loan deal (in which McAllister old it tugboats to Outreach but stayed liable for $1.9 million to a bank for repayment of a $1 .4 million loan Outreach secured by a first preferred fleet mortgage on the boats) was nothing but a papershuffting device ''guaranteeing one mortgage for another.'' Outreach was further ordered by the Board not to discourage membership in the SIU and to live up to the terms of the Union contract. Additional order included not to refu e to recognize and bargain collectively and in good faith with the SIU as exclusive representative of all licensed and unlicensed employees and to reimburse the SIU for any loss of dues. Crowley Marine Vote Set for Sept. 3 Contract SIU Boatmen at Crowley Marine will again ca t their votes for a new three-year contract with the ballots to be counted on Sept. 3. The last contract expired June 30. The last contract vote foundered, more or less, on a company proposal to pay their tankermen $2 less an hour, a proposal which again will be voted on by the SIU members. In the port of Wilmington and Long Beach, Calif., unlicensed Boatmen work 24-hour shifts manning 15 tugboat , 20 barges and call boats. The bigger boats have 6-man crews and the smaller boats have 5-man crews. They dock ships and shift barges for the U.S. Navy and for private shipping there. Crowley Marine also has unlicensed and licensed SIU Boatmen on their Caribe Towing giant sea-going tugs and barges on the run from the ports of Jacksonville, Fla. and Houston, Texas to San Juan, P.R. and return. August 1986 I LOG I 5 �Pete le Beouf Retires In Memoriam Thomas Eugene Godwin, 51, died on Feb. 12. Brother Godwin joined the Union in the port of Port Arthur, Texas in 1972. He sailed as a tankerman for National Marine Service in 1971 , Marine Fueling Service from 1971 to 1972 and for Sabine Towing from 1982 to 1983. He was a former member of the NMU from 1950 to 1965. Boatman Godwin was born in Glasgow, Scotland and was a resident of Vidor, Texas. Surviving is his widow, Jeanette. Pensioner John William Hamilton, 85, passed away from heart-lung failure in Franklin Square Hospital, Rossville , Md. on July 3. Brother Hamilton joined the Union in the port of Baltimore in 1957 sailing ·as a chief engineer aboard the tug Brittania (Baker-Whiteley) in 1958. He sailed for that company from 1916 to 1958. Boatman Hamilton was born in Baltimore and was a resident there. Burial was in Moreland Park Cemetery, Baltimore. Surviving is his widow, Stella. Pensioner George Edward Hudgins Jr., 71, passed away in Riverside Hospital, Newport News, Va. on June 1. Brother Hudgins joined the .~ Union in the port of ,,/··· Norfolk in 1967. He sailed as a mate, pilot and captain for Southern Materials from 1950 to 1956 and for the Assn. of Maryland Pilots aboard the P/B Baltimore from 1956 to 1977. He was a former member of the ISU and NMU. Boatman Hudgins was born in Motorun, Va. and was a resident of Bavon, Va. Interment was in the St. Paul Annex Cemetery, Susan, Va. Surviving are his widow, Margaret; a son, Richard, and a daughter, Louise. ....... Pensioner Joseph G. Licharowicz, 86, passed away from a heart attack in the Stella Maris Hospice, Towson, Md. on July 5. Brother Licharowicz joined the Union in the port of Baltimore in 1957. He last sailed as a chief engineer for Curtis Bay Towing from 1940 to 1965. He was born in Maryland and was a resident of Baltimore. Interment was in Holy Cross Cemetery, Baltimore. Surviving is his widow, Bertha. Darren Raymond Naze, 23, died of injuries sustained in an accident aboard a Crescent Towing boat at Pier C, Alabama State Docks, Mobile on July 8. Brother Naze joined 6 I LOG I August 1986 the Union following his graduation from the Harry Lundeberg School of Seamanship Entry Trainee Program, Piney Point, Md. in 1981. He sailed as a deckhand. Boatman Naze was born in Mobile and was a resident of Chickasaw, Ala. Burial was in Mobile (Ala.) Gardens Cemetery. Surviving are his widow, Tina; a daughter, Tara; his mother, Judy of Mobile; his father, Ross; a brother; a sister, and an aunt, Cynthia Gay of Mobile. Dennis Stephen Walker, 61, died on June 4. Brother Walker joined the Union in the port of Houston in 1957. He sailed as an assistant engineer and chief engineer for G & H Towing from 1955 to 1979. He worked as an electrician for the New Electric Co. from 1953 to 1955. Boatman Walker was a veteran of the U.S. Air Force in World War II and during the Korean War. Born in Center, Texas, he was a resident of Texas City, Texas. Surviving are his widow, Doris and a daughter, Carolyn. Pete Le Beouf, a 25-year SIU Inland member, receives his first pension check from Houston Port Agent Dean Corgey. Galveston (Texas) Grain Elevator beef in 1965. After 46 years sailing for D.M. Picton and Moran Towing, Chief Engineer Absie "Pete" Mitchell Le Beouf in 1961, with former Houston Port Agent Bob Matthews and Mickey Williams, were instrumental in organizing and bringing Picton Towing (Moran Towing) under the IBU contract. This was the first IBU contract in the Texas area. Pete hit the bricks for 87 days on the Picton beef picket line in 1962. He also walked the picket line in the Gulf strike at Higman Towing in 1964 and was on the picket line again on the Boatman Le Beouf was president of the Sabine National Tugboat Assn. District Independent Union from 1946 to 1961, when he joined the SIU in the port of Port Arthur, Texas, where he resides. "This man has been a great asset to the SIU and has played an active role in the job security of the inland membership in the Port Arthur area,'' said Houston Port Agent Dean Corgey. Dispatchers Report -for Inland Waters JULY 1-31, 1986 *TOTAL REGISTERED · All Groups Class A . Class B Class C Port Gloucester ....................... . New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile .......................... . New Orleans ...................... . Jacksonville ...................... . San Francisco ..................... . Wilmington ....................... . Seattle ... .. ..................... . Puerto Rico ...................... . Houston ...................... ... . Algonac ............... ... ...... . . St. Louis ........... ...... ....... . Piney Point . . . . . . . . . . . . . . . . . . . . . . .. Totals .......................... . Port Gloucester ............ . .......... New York ... ..................... Philadelphia ......... .... ......... Baltimore . ....................... Norfolk ......................... Mobile .......................... New Orleans ..... ....... .......... Jacksonville ...................... San Francisco ... .................. Wilmington . ................ ...... Seattle .......................... Puerto Rico ....... . ... ........... Houston ......................... Algonac ......................... St. Louis ........................ Piney Point ....................... Totals .......................... . . . . . . . . . . . . . . . . . Port Gloucester ....................... New York ........................ Philadelphia ....... .......... ... .. Baltimore ..... ......... .......... Norfolk ................... .. .... Mobile ........ ........ .......... New Orleans ............ .......... Jacksonville ...................... San Francisco . . ........... ..... ... Wilmington ............ ...... .. ... Seattle .......................... Puerto Rico ...................... Houston ......................... Algonac ......................... St. Louis ........................ Piney Point ..... ..... .. ........... Totals .......................... . . . . . . . . . . . . . . . . . .; TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 0 1 6 59 4 2 0 5 0 0 5 6 2 1 0 .0 0 0 11 1 1 0 8 0 0 0 4 9 0 0 0 1 0 0 0 5 0 11 0 0 2 0 4 0 91 34 23 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 16 0 1 0 0 0 2 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 2 6 0 42 11 0 0 1 0 NO REPORT SUBMITIED 0 0 0 0 0 0 0 3 0 0 0 4 0 0 94 2 5 5 0 0 0 0 0 15 0 10 0 1 0 8 0 4 0 70 31 0 0 3 6 0 10 0 9 0 0 9 20 3 1 155 0 0 0 0 30 2 0 0 0 6 0 0 0 12 0 0 9 11 0 0 0 2 24 2 0 0 5 0 10 0 69 44 0 0 0 0 0 0 1 0 0 0 0 ENGINE DEPARTMENT 1 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 6 1 0 0 1 0 0 0 1 0 0 0 0 9 0 2 1 0 0 NO REPORT SUBMITIED 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 30 0 0 0 0 9 0 0 1 0 0 1 0 1 0 0 0 20 0 0 0 3 0 0 0 0 0 0 4 0 0 0 1 0 0 0 0 0 0 0 0 1 0 1 42 22 0 0 0 0 0 0 0 0 12 0 1 0 STEWARD DEPARTMENT Totals All Departments ....... ....... . . 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 30 0 8 0 2 0 0 0 0 3 0 6 13 227 99 54 10 0 NO REPORT SUBMITIED 0 0 0 0 0 2 0 0 9 0 0 0 0 0 2 0 0 4 0 1 0 0 0 0 2 0 3 0 0 10 0 116 42 28 89 32 0 0 0 0 2 0 0 0 0 0 17 0 0 2 0 0 0 7 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. �Great Lakes by V.P. Mike Sacco Marine Subcommittee, he did a great deal to protect the rights and job ecurity of American seamen. We could surely use his expertise in the Senate. We were able to conclude a contract with Tampa Bay Pilots. I want to take the opportunity to urge all members to make use of the facilitie at Piney Point. The best way to protect your job security is to make sure that you are the most qualified person for the job. T HINGS are so bad for the Great Lakes maritime industry that the Great Lakes Task Force, which represents carriers, shippers, labor and regional governments, has literally had to beg Congress to take some kind of constructive action. Recent statistics released by the General Accounting Office (GAO) paint a grim picture. Less than 6 percent of all water-borne commerce between Canada and the United States is carried on American-flag vessels. Given this kind of atmosphere, SIU members have fared relatively well, though things could certainly be better. Dunbar and Sullivan has finished its Chicago project, and has moved on to Racine, Wis. The company also has begun a series of three Coast Guard light structures-one of which will be built in Toledo, two in Detroit. We~ve also been very busy on a grassroots political level. The Aug. 5 primaries produced some interesting results. Bill Lucas became the first black to run for governor on a Republican ticket. James Blanchard, the incumbent Democratic governor, won the Democratic primary handily. He had the solid backing of labor, civil rights organizations, and many industry groups. Gulf Coast by V.P. Joe Sacco S HIPPING has been good for the port of Houston even though the domestic oil industry i m a neardepression. We still are plugging away on National Marine. Judge Morey Sears finally delivered a written copy of his decision, which I personally believe misrepresents what happened down there. We are appealing his decision to the 5th Circuit Court of Appeals. I attended the Texas State AFLCIO COPE Convention. President Drozak was also on hand to talk about the importance of this year's elections. A good friend of the maritime industry, John Breaux, is running for the Senate in nearby Louisiana. As a congressman on the House Merchant East Coast by V.P. Leon Hall West Coast by V.P. George McCartney S HIPPING has been good in the port of Wilmington, Calif., especially for Inland members. Seattle hasn't been bad either. We recently crewed up the Ultramar there, which was scheduled to depart to Bangladesh. Government Services by V.P. Roy Mercer T HE contracting-out to private shipping companies of MSC ships has cau 'ed much confusion and consternation among marine personnel of the Military Sealift Command. The 12 MSC oceanographic ships that already have been contracted, and with the prospect of the cable ships, tug boats and Observation Island going by virtue of the bid process in the near future, has left MSCPAC marine as well as shoreside staff personnel in a state of confusion. The added possibility of other MSC ships going on the block doesn't help. This all seems quite evident when one reflects on the present Reagan administration policy of divesting the federal government of as many federal civil service employees as possible by contracting-out to private industry. This in itself has caused much consternation among federal civil service employees with respect to future employment security. The immediate concern, however, is marine employment for those MSCPAC Seafarer who will become unemployed in the near future a a result of termination or reduction-inforce procedures. So far, the lo s of the three MSCP AC oceanographic ships ha re ulted in the termination of a few temporary marine employees with le than one year government service. But when all the contractingout of MSC hips is finished, how many hips and positions will be left for federal marine employee ? Will the reduction-in-force proce be in place in time to give the federal mariner a fair shot at a eagoing po ition with the winning contracting company? At this point in time, these and other questions have yet to be answered, but tho e who are terminated from their MSCPAC marine positions should make certain that they report to the SIU office in San Francisco to regi ter for future seagoing employment. We have been active on a grassroots level. Our members have gone all out for Tom Bradley's bid to become the next governor of California. In Seattle, we have played an active part in trying to help re-elect Rep. Norm Dicks. Delegates on the Crowley negotiating committee have come up with a new contract. The voting period will run out on Aug. 31, and the ballots will be counted on Sept. 3. Until we iron out a new contract, we will be working under the old agreement. I want to commend the fine work that the crew of the cableship Charles R. Brown (the former Salernum) performed. When the vessel was laid up here recently, the ship donated its food to the Apostleship of the Sea, a local organization that gives a helping hand to seamen who are down on their luck or in between jobs. Chief Steward Dennis Prescott deserves a special "thank you" for his efforts. The SIU has been supporting the AFL-CIO in its boycott of Shell oil. Our members have been handing out informational leaflet about the tragic situation in South Africa. W E'VE been working on many different levels to protect the interests of our members who are employed in the fishing industry. Since boat owners are finding it next to impossible to get liability insurance coverage, our president, Frank Drozak, has testified in front of nine congressional hearings on the matter. He said that safety standards have to be improved in the fishing industry, and that something needs to be done to ensure that fishing owners can receive some kind of coverage. We won 49 unfair labor charges against the Seafood Producers Association in New Bedford. We also were able to organize two new scallopers there. In just two short years, we've been able to re-establish ourselves as a presence in New Bedford. We've become part of the community. Later this month, we will participate in the Blessing of the Fleet ceremonies. Elsewhere. were able to put the Mariner contract to bed, at least for the non-supervisory personnel. We will be counting the IOT ballots. We've been working hard on the grassroots political level. Election Day is not ~hat far away, and this will be a pivotal year for the maritime industry. In Philadelphia, we've been working on behalf of Rep. Robert Borski and Sen. Arlen Spector. In Maryland, we've been working hard to elect Barbara Mikulski to the Senate. Polls show her running 30 points ahead of her nearest challenger for the Democratic nomination. Delivering the Message SIU Vice President Joe Sacco told delegates at the AFL-CIO COPE Convention in Baton Rouge, La. that "We must stick together." The American Labor Movement, under attack from the New Right and from professional labor-hailers, is mounting a grassroots political campaign to protect working men and women everywhere. August 1986 I LOG I 7 �In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. Richard Shelby Rep. James Jones C R EP. Richard C. Shelby (D-Ala.), a strong supporter of the maritime industry, is running for incumbent Senator Jeremiah Denton's Senate eat in Alabama. A member of the House Energy and Commerce Committee and the Veterans Affairs Committee, Shelby was elected to the Congress by Alabama 7th District voters in 1979. Denton, who came to office as a war hero, surviving prisoner of war camps during the Vietnam years, had his first introduction to politics in 1980, when he was elected to the Senate. If most recent polls are correct, the incumbent holds a slight four-point lead in the race. Labor organizations and the state AFL-CIO are lining up support for Richard Shelby. Most recently, surveys have shown a block of voter support for Congressman Shelby from voters educated in labor issues. Voters ·with family members in labor unions and others who are members of unions are expected to vote for him. He has earned labor's support by creatingjobs, a central theme throughout his years in Congress. And it is jobs that Alabama needs most. Alabama has one of the highest unemployment rates in the country, and residents of this state have witnessed the shutdown of steel mills and machine shops, mines, factories and farms in and around Birmingham. Unable to compete with the goods and services provided by nearby states whose economies are flourishing, Alabama has been unable to recover from the joblessness of the nation's last serious recession. Meanwhile, President Reagan is bringing Republican leaders into the election spotlight to publicly promote Republican Senator Denton. The race has become important on a national level. If Shelby is elected and if two other uncommitted 'swing' states elect Democrats as well, the Republican party could lose the majority it has retained for six years in the Senate. For this reason, the Alabama race is one of the more important races of the 1986 election season. On trade issues, Shelby has consistently fought against the policies of the Reagan administration. In Carrollton, the heartland of the new Tennessee-Tombigbee Waterway project, Shelby last spring reiterated his opposition to President Reagan's ''free trade" program. He has promised to work toward developing an economic program that would increase exports of American-made products, rather than accept the continuance of import Rep. Richard Shelby heavy trade. Through his efforts to bring approval for the Tenn-Tom project, the barge canal now provides jobs for maritime workers. Shelby hopes to win a similar result in the Senate to bring relief to Alabama's traditional industries-timber, primary metals, mining and textiles. He strongly believes these industries should not be abandoned. Where the representative finds fault with Senator Denton is in the incumbent' s concentration on international issues at the expense of pressing domestic problems. Denton is aloof with his constituents, rarely returning to his home district to meet with business and civic leaders. The Senate has had not a clue to many of Alabama's concerns as a consequence. Through his years as a public servant (Shelby previously served eight years in the state Senate and held various other state offices), Shelby ha always been accessible to the people of Alabama. Last year, he traveled through Alabama's 167 counties. He has met with maritime leaders and supported maritime on many issues. Among these, he has supported the cargo preference compromise and the waiver for passenger vessels. He has also voted against the export of Alaska North Slope oil and was a co-sponsor of H.R. 1242, the cargo preference bill submitted by Congresswoman Lindy Boggs of Louisiana. Denton, although retired from the Navy, has never supported the SIU on any kind of cargo preference legislation or foreign trade bill. Shelby has been pro defen e on most spending bill to pa Congress in the 1980s. He is also conservative in favoring a balanced budget. He introduced a bill for a constitutional amendment for uch a balanced budget. In other areas he is respon ible for the establishment of 25 experimental preventive health care centers that are now operating around the country and ha opposed White House attempts to eliminate COLA's from Social Security. Support SPAD 8 I LOG I August 1986 ongressman James R. Jones (DOkla.) was elected to the House in 1972. He has served the 1st District for seven terms and this year is challenging incumbent first-term Senator Don Nickles for the U.S. Senate. In 1971, one year before Jones won his House seat, the Arkansas River Navigation System was opened to commerce. The system today links Tulsa with the Gulf of Mexico, making Oklahoma a deep-water port state. The interests of the newly emerging maritime industry in Oklahoma have found a voice in Congressman Jones. Jones has supported the maritime industry as no other Oklahoma representative has. And for the following reasons the SIU is hoping for a Democratic victory in the Oklahoma Senate race. Congressman Jones has voted with the maritime industry on oil cargo preference legislation and in support of the convention tax deduction bill. He voted favorably on the Naval Construction Subsidy plan of 1981 and passenger ship legislation. He was a co-sponsor of H.R. 1242, the Boggs bill, to increase cargoes for U .S.-ftag vessels. Congressman Jones worked his way through law school to launch his political career. Born into poverty, his family was still paying off debts from the Depression in the 1950s. In the 1960s, Jones became a legislative assistant to Senator Lyndon Johnson and served President Johnson as White House chief of staff. In the House, members of Congre s began to recognize Jones for the unusual ability he had for being able to judge the outcome of controversial legislation. An astute observer, he could predict how the vote would go. Before he was elected to the House, he acted as a freelance agent in building coalitions. It was not long before member began to realize that Jones could carry the votes on an issue. Even Speaker of the House Thomas P. "Tip" O'Neill had to pay attention to the coalitions Jones was forming. In committee assignments, Jones rose to become chairman of the House Budget Committee and to serve on the prestigious Way and Means Committee while his opponent, Don Nickle , left labor leaders on the defensive with his appointment to the chairman hip of the subcommittee on Labor and Human Resource . Nickles, who has Rep. James Jones the backing of ultraconservative groups in Oklahoma, worked in their interest to bring about a sub-minimum wage for youth and for the repeal of the Davis-Bacon Wage Act. On other issues, Nickles has ~ome down on the side of Big Business, which in Oklahoma can be singularly referred to as the petroleum industry. He has voted against oil import fees and the emergency farm credit bill. Jones has dedicated his career to promoting the well being of working Americans. He submitted legislation to make Social Security a self-operating entity and legislation requiring that money borrowed from the fund be paid back with interest. He was the author of the Fair Trade bill that gives the U.S. new latitude in allowing the implementation of trade sanctions against countries that discriminate against American products. To do something about the steady bankruptcies of industries that were not able to modernize their facilities to compete with cheaper foreign imports, the Congressman wrote a tax bill for 1981 to allow companie to deduct higher depreciation allotments for their plants and equipment. In 1978, he put together a coalition to render a tax bill to the Ways and Means Committee to reduce the capital gains tax on corporations, as a way to help failing companies offset losses created by unfair foreign competition. In 1981, Jones acceded to the chairmanship of the Budget Committee. He was later to say that the chairmanship was the most frustrating experience of his political career. While Jones had been successful in bringing about bipartisan coalitions to pass other pieces of important legislation, with the Reagan administration in complete control of the budget, he wa unable to see the type of budget that he wanted drafted into law. He was never able to bring the Democrats and Republicans together. UPGRADERS: SPECIAL NOTICE All SIU members who plan to attend upgrading courses at SHLSS must have an up-to-date Clinic Card which will remain valid during their entire stay at the school. Any member whose Clinic Card will run out before he completes his upgrading course must get a new Clinic Card before arriving at SHLSS. �I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America. AFL-CIO Washington Report I I I I I I I I I I I • I I I I I I , I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • I Time is running out on this session of Congress. The August recess is about to begin. When Congress reconvenes, it will barely have time to consider the issues before it adjourns, probably some time in mid-October. Meanwhile, many important issues will have to be decided. What does this mean for the average Seafarer? Well, statistics released by the Maritime Administration show that the deepsea American-flag merchant marine decreased by 23 vessels last year. Things are no better for any sector of the maritime industry, either. Everything from the Great Lakes to the tuna industry is experiencing serious problems. What follows is a short summary of the major political and economic trends affecting the maritime industry: Authorizations August 1986 "While the SIU supports increased United States' economic assistance to Guatemala, Honduras, Costa Rica and El Salvador," said Drozak in a letter to the Senate, "we believe the transfer of funds from the Food for Peace program only exacerbates the problem confronting two beleaguered industries (agriculture and maritime). Coast Guard User Fees The House Merchant Marine Committee failed to include Coast Guard user fees in its budget resolution for fiscal year 1987. ''The time for Coast Guard user fees may be coming,'' said House Merchant Marine Chairman Walter B. Jones (D-N.C.), "but it's not today . . . I take very seriously this committee's commitment to formulate thoughtful policies." Flag of Convenience A new breed of flag of convenience vessels is challenging Liberia and Panama in the battle to attract American-flag vessels. Many of the countries are similar to the Isle of Man-tiny independent islands off the coast of a large industrial nation. Auto Carrier Bill Gramm-Rudman A report issued by the House Merchant Marine and Fisheries Committee said that H.R. 3655, the Equitable Automobile Transportation Act of 1986, would "counter discrimination in the U.S.-Japanese vehicle transportation trade that has prevented U.S.-flag operators from entering the trade.'' In a related development, Nippon Yusen Kaisha, one of Japan's six largest shipping firms, announced it will reduce its fleet of carcarrying vessels because of declining exports of fully assembled automobiles to the United States. The Journal of Commerce says that H.R. 3655 "still faces major obstacles in the House, most notably in the Ways and Means Committee." The auto carriage trade also is affected by proposed changes in the tax code. SIU President Frank Drozak sent letters to the Senate expressing his support of the ''Transition Rule'' offered by Sen. Russell B. Long (D-La.), which seeks to maintain tax investment credit for all American-flag operators seeking to enter the Japanese auto carriage trade. Under the Senate and House tax reform bills, only one of the four companies that are seeking to enter the trade would be eligible for that credit. Congress is trying to meet the budget cuts mandated by the Gramm-Rudman Act, even though parts of that bill were declared unconstitutional earlier this year. Its job has been made more difficult by the slowdown in economic growth, which has increased the size of the deficit. Members of the Caribbean Economic Community criticized the Caribbean Ba in Initiative program that was passed two years ago. Among other things, they want Congre to end all remaining import restrictions, including one that deals with canned tuna. Cargo Preference • as ington The House of Representatives has passed a $10.3 billion transportation bill for fiscal year 1987. The Senate approved a $295 billion Defense Authorizations bill for fiscal year 1987, which was $9 billion higher than what the House approved earlier this year. Caribbean Basin Initiative I I I I I I I I m SIU Pre ident Frank Drozak opposed language contained in Title II of H.R. 5052, the Military Construction Appropriations bill. The bill would permit Food for Peace (P.L. 480) funds to be used for purposes other than food relief and cargo preference. Grassroots • The SIU has been active on a grassroots level for the upcoming elections. Polls in Maryland find Rep. Barbara Mikulski (D-Md.) far ahead of her rivals in the upcoming Democratic primary for the Senate. • One of the largest and potentially most powerful organizations in the country, the American Association of Retired Persons, has decided to go into electoral politics for the first time. With 21 million members, it is the United States' largest single group of older people. Great Lakes The U.S. General Accounting Office recently released statistics showing that American-flag ships only carry 6 percent of the cargoe between U.S. and Canadian ports. The matter wa discussed at hearings of the Subcommittee on Oversight and Investigations of the Hou e Merchant Marine Fisherie Committee. Navy Homeport The Appropriations Subcommittee on Military Construction approved $6.8 billion to implement the Navy' propo al to build new Navy port in New York Harbor and Puget Sound in Seattle, Wash. Liability Insurance The liability insurance cri is i having serious ramifications for the maritime industry. Legislative, Administrative and Regulatory Happening Like other industries, the maritime industry has been hard hit by rising premiums. The situation has reached crisis proportions in the fishing industry, where boat owners have been unable to obtain the necessary coverage. Either the cost of the in urance is too high, or it is unobtainable. SIU President Frank Drozak testified earlier this year on a bill that would correct some of the problems. He said that much of the blame had to go to the boat owners themselves for failing to adhere to stringent safety standards. The liability insurance bill was recently marked up. Maritime Seagoing jobs in the maritime industry declined from 13,770 in 1984 to 13,154 last year. The average age of the unlicensed crew was slightly over 50 years. Mergers • The Brotherhood of Railway Carmen of the United States voted, by a margin of 87 percent, to merge with the Brotherhood of Railway and Airline Clerks. This marked a trend toward mergers in recent years of labor organizations in the transportation industry and in sectors hard hit by foreign competition. • In the most recent issue of the NMU Pilot, NMU President Shannon Wall asked his membership to comment on a recent proposal by SIU President Frank Drozak concerning a merger. According to Wall, the NMU has "four options"-to stay as it is, to merge with the SIU or some licensed maritime union, to merge with the ILA, or to merge with the Teamsters. • Eight U.S. maritime union presidents attending an international labor congress adopted a broad re olution aimed at protecting their members' jobs at waterfront facilities and aboard U.S.-flag ve sels. The union presidents included the following: William Steinberg of the American Radio Association; Thoma W. Gleason of the ILA; James Herman of the International Longshoremen' s and Warehousemen's Union; Robert Lowen of the International Organization of Masters, Mates and Pilots; Raymond McKay of the Marine Engineers Beneficial Association; Thomas Harper of the Radio Officers Union and SIU President Frank Drozak. Passenger Vessels S. 1935, a bill that would allow foreign-built pa senger ves el to be re-flagged American, was passed out of the Senate Commerce, Science and Transportation Committee. It contained amendment that would delay the effective date of the re-flagging proposal by two year . If. during this period, two crui e vessels are built in an American ·hipyard or two exi ting U.S.-ftag crui e ve el are refurbished in an American shipyard, the legi lation. by its own term . will lapse. The legislation al o contains a provi ion which give any American-built pa enger ve el the right to bump any ve el re-flagged under the legi lation. Thi goe for all future pa senger ves els as well a for all existing one . (Continued on Page 32.) August 1986 I LOG I 9 �Safe uard Your Future Diesel Engine Technology Course Designed to Prepare You for 1990' s As the merchant shipping industry heads toward the 1990s, most forecasters would agree on a continuation of two major trends : One: the merchant fleet will continue to become more proportionately diesel propelled. Two: a decrease in manning levels will result in watchstanding jobs to become increasingly more scarce. If you sail in the engine department, in order to safeguard your future, you should give careful consideration to taking the six-week course in Diesel Engine Technology at SHLSS. Not only will you learn the operating principles and construction of two Todd Smith reassembles an engine as part of the Diesel Engine Technology Class. 10 I LOG I August 1986 and four stroke cycle diesel engines and their associated auxiliaries, you will also learn the fundamentals of diesel engine maintenance, repatr and troubleshooting. Course activities include the complete teardown, diagnosis and evaluation, reassembly and tuneup of an operating diesel engine. In order to succeed in today's maritime world, you must be prepared to meet its challenges. Upgrade your skills as a dayworker by applying for enrollment in the Diesel Engine Technology course. All applicants must hold a FOWT endorsement or have equivalent inland experience. Checking his manual for proper procedures is Aldo Santiago. :· ;· Carl Merritt uses a test meter to troubleshoot a diesel engine. �'1'J C .. v//I\. fl 11 . , 111111//1///tI n'[""1t 1 -- Arts & Crafts Is Part Of ARC Residents' Routine a.. ~ The Seafarer's Addictions Rehabilitation Center (ARC) does more then just provide its residents with counseling to help them overcome their drug and alcohol problems. Because of the close proximity of the ARC to the Seafarers Harry Lundeberg School of Seamanship, ARC residents can take their meals in the SHI.SS Hotel Cafeteria, use the Health Spa and work on individual projects at the Arts and Crafts Center. Residents are scheduled for one hour of arts and crafts twice each week and have the option of extending the sessions by an additional hour. Bud Adams, Arts and Crafts Coordinator, says working on projects not only gives the members a sense of accomplishment, but can provide them with a hobby to help occupy their spare time aboard ship. Says Adams, "We try to teach these members how to plan a project from start to finish. Many Seafarers are surprised at what they are capable of.'' Leatherwork and jewelry are the most popular projects, but scrimshaw, stained glass and woodworking also provide opportunities for individual creation. William Spatle~ finds working in the Arts and Crafts Department relaxing and enjoyable. He is currently working on a silver ring with an emerald stone. SHLSS Trainees Find Their First Trip Exciting Sailing onboard the SS Ogden Charger has been an exciting experience for Edward (Thumper) Johnston and James Bloodworth. These men have just completed Phase I of the SHLSS Trainee Program and are shipping on their first vessel. Johnston is sailing as a Trainee Ordinary and Bloodworth is sailing as a Trainee Wiper. The captain and crew are pleased with the training these men received at SHLSS and report that they're both hard working and anxious to learn more. Johnston and Bloodworth boarded the tanker on June 22 in Ft. Lauderdale, Florida. The vessel sailed through the Panama Canal, up the west coast and discharged its oil in Bellingham, Washington. They picked up a new cargo and made the return trip stopping at several ports along the way. Both men really like shipping. ''Sleeping was at first difficult'' says Johnston, "and learning where everything is located took some time. I really miss my friends but everything is so new to me I haven't had time to think about it. Time's really gone by fast." Some of the work is quite beautiful and expressive but, says Adams, "we're not art therapists. We don't analyze their work. SHLSS COLLEGE PROGRAM Earn Your College Degree The Seafarers Harry Lundeberg School of Seamanship now offers Associates in Arts degrees in Marine Engineering Technology and Nautical Science Technology to SIU members. Requirements for the degree include English, Math, Science and Social Science courses as well as vocational upgrading courses. For more information about the College Program fill out and mail the coupon below to: Crew of the SS Ogden Charger. (I to r.) Wiley Yarber, Bruna Monti, Warren Lombard, Edward Johnston, Derk Tingsley, James Bloodworth, Port Agent John Russell, Steve Kastel, SHLSS Vice President Ken Conklin, SIU Manpower Coordinator Bart Rogers, and Mike Leidelmeijer. SHI.SS College Program Office Piney Point, Maryland 20674 •••••••••••••••••••••••••••••••••••••••••••• Scouts from across the nation enjoy a two-week learning vacation at SHLSS. Name Address Street City State Zip Code Phone No. SIUBookNo. ~~~~~~~~~~~~~~~~~~~ Department You Sail In Circle One: Check One: Great Lakes Deep Sea Inland D Please send more information about the College Program. D Please send more information and an application for the College Program. August 1986 I LOG / 11 �1986 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry Adult Education Courses The following is the current course schedule for the 1986 school year at the Seafarers Harry Lunde berg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: Deck Department courses; Engine Department courses; Steward Department courses; Adult Education courses; All Department courses and Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as ~ible. Although every effon will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course Check-In Date Completion Date QMED - Any Rating September 19 December 11 Check-In Date Course Completion Date For students who wish to apply for the GED, ESL, or ABE classes for this year, the courses will be six weeks in length and offered on the following date: December 13 October 31 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: September 19 October 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: QMED September 12 September 19 Able-Bodied Seaman October 17 October 24 College Programs Check-In Date Completion Date Marine Electronics (LASH Crane) October 31 December 12 Course Refrigerated Containers Advanced Maintenance September 26 November 7 Associates in Arts September 15 November 7 Nautical Science Certificate November 10 December 19 Diesel Engine Technology November 7 December 19 Welding November 7 December 5 Fireman/Watertender & Oiler September 12 November 6 Don't Miss Your Chance to Improve Your Skills Deck Upgrading Courses Check-In Date Completion Date Celestial Navigation October 10 November 14 Lifeboat October 6 October 10 October 17 October 24 Able Seaman September 2 October 24 October 24 December 19 Radar Observer November 14 November 28 Tankerman December 1 December 11 Radar Observer (Renewal) September 5 November 7 December 5 September 12 November 14 December 12 Course All Rating Upgrading Courses Course Sealift Operations and Maintenance Check-In Date Completion Date September 5 October 17 November 14 October 3 November 14 December 12 Steward Upgrading Courses Check-In Date October 1 Completion Date Jan.9, 1987 Cook & Baker October 1 November 19 Jan. 9, 1987 Feb. 27, 1987 Chief Steward October 1 Jan.9, 1987 Course Chief Cook Recertification Programs Course Check-In Date Completion Date Steward Recertification November 3 December 8 Bosun Recertification September 2 October 6 12 I LOG I August 1986 How? SHLSS has self-study materials in many areas. Upon your request; SHLSS will send them to you to study in your spare time. You can use these skills: on your job. to improve your skills for upgrading. to further your education. Please send me the area(s) checked below: MATH Fractions D Decimals D * * * Percents D D D D D D STUDY SKILLS Listening Skills D How To Improve Your Memory D Tri~onometry How To Use Textbooks D fPane) Spherical) Study Habits D Test Anxiety D ENGLISH: Writing Skills Test Taking Tactics D Grammar Books D Stress Management D Writing Business Notetaking Know-How D Letters D SOCIAL STUDIES Geography D D COMMUNICATION SKILLS U.S. History D D Tax Tips for Seafarers D Economics D Basic Metrics D Political Science Name Street City _ _ _ _ __ State _ _ _ _ __ Zip _ __ __ Algebra Geometry Book No. Social Security No. Department Sailing In _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Cut out this coupon and mail to: Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it todav! �Apply Now for an SH LSS Upgrading Course ···········•···········•·······•··•······•························································•······································ Seafare rs Harry Lunde berg School of Seamanship Upgrading Application Name (first) (Last) (City) Mo./Day/Vear Telephone -~~~~----­ (Area Code) (Zip Code) (State) Deep Sea Member D Date of Birth -~~-~---­ (Middle) Pacific D Lakes Member D Inland Waters Member D Social Security# _ _ __ _ __ Book# _ ______ Seniority _ _ _ _ _ __ Department _ _ _ __ __ Date Book Port Presently Was Issued __________ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From----~~ to_---.---...---(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK O O D D O 0 0 0 O O O O O O 0 O Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course Sealift Operations & Maintenance No transportation will be paid unless you present original receipts and successfully complete the course. ENGINE 0 FOWT 0 QMED-Any Rating o Marine Electronics O Marine Electrical Maintenance O Pumproom Maintenance & Operation O Automation O Refrigeration Systems Maintenance & Operations O Diesel Engine Technology 0 Assistant Engineer (Uninspected Motor Vessel) O Chief Engineer (Unlnspected Motor Vessel 0 Third Asst. Engineer (Motor Inspected) 0 Refrigerated Containers Advanced Maintenance 0 Marine Electronics (LASH Crane) 0 Hydraulics D Hagglund Crane Maintenance ALL DEPARTMENTS STEWARD D O O O Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ADULT EDUCATION DEPARTMENT 0 Adult Basic Education (ABE) O High School Equivalency Program (GEO) O Developmental Studies (DVS) O English as a Second Language (ESL) 0 ABE/ESL Lifeboat Preparation COLLEGE PROGRAM O Associates in Arts Degree O Nautical Science Certificate D Welding D lifeboatman O Sealift Operations & Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~~~-DATE~~~~~~~~~~~~~~­ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 .............................................................................................................................~::::;;>ol..........., Rev 8186 August 1986 I LOG I 13 �Is Cocaine Making Your Life Unmanageable? Then Get Help! What follows is a short inventory that you might want to take to help you determine if "cocaine is making your life unmanageable." If you check even one of these boxes, you should seriously think about contacting your port agent about going to the Union's Alcohol and Drug Abuse Rehabilitation Center in Valley Lee, Md. I. Group 1 NEGATIVE MEDICAL EFFECTS 1. D physical deterioration 2. D general health failure 3. D loss of energy 4. D insomnia 5. D sore throat "6. D nose bleeds 7. D need for plastic or nasal repair surgery 8. D headaches 9. D voice problems 10. D sinus problems 11. D running nose 12. D lose sex drive 13. D poor or decreased sexual performance 14. D trembling 15. D seizures or convulsions 16. D nausea or vom1tmg 17. D can't stop licking lips or grinding teeth 18. D constant sniffing or rubbing nose 19. D loss of consciousness 20. D trouble breathing or swallowing 21. D heart palpitations (flutters) 22. D decreased interest in personal health or hygiene (e.g., last MD/DDS appointment) 23. D other (specify) How severe do you think are these problems? D mild D severe D no real problem D moderate Has a physical problem caused you to stop using cocaine? Dyes D no If yes, for how long? __ days III. DEPENDENCE 1. D think you are addicted 2. D real need for cocaine 3. D significant distress without 4. D 5. D 6. D 7. D 8. D 9. D 10. D 11. D 12. D 13. D II. Group 2 NEGATIVE PSYCHIATRIC EFFECTS 1. D jitteryness 2. 3. 4. 5. 6. 7. 8. 9. D anxiety D depression D panic D fears D irritability D delusions (false beliefs) D suspiciousness D paranoia D D D D D concentration problems D hearing voices in head D other hallucinations D loss of interest in friends D loss of interest in non-drug related activities 15. D memory problems 16. D thoughts of suicide 17. D attempted suicide 18. D blackouts 19. D compulsive behaviors (e.g., combing hair, straightening tie, tapping feet or others) 20. D must take other drugs or alcohol to calm down 21. D decreased interest in appearance 22. D other (specify) 10. 11. 12. 13. 14. 20. 21. 22. 23. 14. D 15. D 16. D 17. 18. D D 19. D cocaine can't tum it down when it is available unable to stop using for I month trying to force self to limit use binge use (24 hour or more of near continuous use) u e of cocaine resulting in missing work or re cheduling an appointment or breaking a date or family/social obligation prefer cocaine to talking to friends prefer cocaine to family activities prefer cocaine to sex prefer cocaine to food use cocaine in a.m. before breakfast use of cocaine has led to the need for excuses reduced focus on work and promotion borrowing from friends and family dealing other illicit activity to support habit fear of being discovered as a user usually use cocaine alone Monday absenteeism loss of control over cocaine if you stop using you get depressed or crash or lose energy or motivation IV. SOCIAL AND OTHER PROBLEMS 1. 2. D D D D 5. D 6. D 3. 4. 7. D 8. 9. D D 10. D 11. 12. D D arrests because of the drug unusual behavior for you while intoxicated job/career problems loss of job loss of spouse or loved one(s) traffic violations due to cocaine traffic accidents due to cocaine loss of friends fighting or arguments due to cocaine impaired coordination or injuries due to cocaine court case pending loss of pre-cocaine values 13. D 14. D threats of separation or divorce threats of being thrown out of the house V. ADVERSE OPINIONS 1. 2. 3. 4. 5. people keep telling me I'm different wife/husband/lover objects to D use D wife/husband/lover objects to amount D other important people object D feel guilty about effect I'm having on others D VI. FINANCES (as a result of cocaine) 1. D in debt 2. D no money left 3. D used 50% or more of savings 4. D caused me to steal or borrow without repaying 5. D stole from work 6. D stole from family or friends The 12 Steps Since 1935, millions of Americans have stopped drinking alcohol or using drugs because they practice something called the Twelve Steps. The Twelve Steps form the basis of the Alcoholics Anonymous program. Though originally set down by alcoholics, they can be applied to any kind of addiction - food, drugs, compulsive gambling and compulsive spending. Millions of Americans and thousands of SIU members are now leading productive lives because of these steps. Alcoholism was once thought to be an incurable disease. In 1935, two alcoholics in Ohio got together and started the AA program. Ten years later, 100 recovering alcoholics got together and set down the Twelve Steps which their experience showed can lead to recovery. The Twelve Steps are merely suggestions, says AA literature. But the more you accept and practice the Twelve Steps, the more unshakable will be your recovery. Most experts seem to agree that recovery from drug and alcohol abuse is impossible unless the person who is addicted makes that first, painful admission that he or she has a problem. People who have used the AA program to abstain from drugs or alcohol usually say that the first step of the program is the hardest. It reads as follows: "We admitted we were powerless over alcohol or drugs and that our lives had become unmanageable." Indeed, the biggest killer of chemically dependent people is not drugs or alcohol, but DENIAL. It's usually easier to blame one's troubles on people, places and things rather than on the true cause - oneself. Typical of that reluctance is what happened to a fellow Seafarer who is now coming to grips with a serious cocaine problem at the Union's Alcohol and Drug Abuse Rehabilitation Center in Valley Lee, Md. "I had reached the point," said the member, "where I was stealing money out of my mother's pocketbook to support my cocaine habit. Friends and family members kept on telling me that I had a problem with cocaine, but I would not admit it. "It was only after my drug dealer pulled a gun on me that I admitted that cocaine had messed up my life. It took me two weeks to work up enough courage to talk to my port official. I was afraid of labeling myself a drug addict. "I didn't have to worry. My conversation was strictly confidential. And thanks to it, I am now in a program that is giving me the tools of recovery." Members who are accepted into the Union's Alcohol and Drug Abuse Rehabilitation Center go through a six- to 12-week program that gives them the tools to lead alcohcland drug-free lives. "The 12-week program is only the beginning," said Rick Reisman, head of the Union's facilities. "There are no miracle cures. The hardest step comes when a member admits that he has a problem. The real work comes after he or she leaves the clinic and goes out into the real world." COCAINE KILLS/ WH'Y KIL1YOURBELF ?• COAl~CT YOUR PORT A6ENI OR S. I. L/. DRUG AAl.O ALCOJIOL PROGRAM AT PINEYPO/AIT. MD.. 14 I LOG I August 1986 �Aboard the OM! Willamette (GATX 118) • zn Wilmington, Calif. (Photos by Dennis Lundy) John Schoenstein, bosun. Leon Butler, GSU Charlie Edwards, OMU Lunch time! (I. tor.): Raphael Sepulveda, chief cook; Lambert Waldrop, steward, and James Paul Jr., chief pumpman. August 1986 I LOG I 15 �TAGOS Persistence Crews in Norfolk SIU Crews Excell in Special Military Missions ;z l ...•. ·.·:·. '. ~.:·::;·~.·:·:·.::::; SIU Reps David "Scrap Iron" Jones (left) and Frank Paladino helped get the Persistence's crew squared away. Officers from MEBA-2 make up the rest of the crews of TAGOS vessels. Here (1. tor.) are 3rd Mate Sherri Wiwczar, MEBA Rep Bill Powers and Chief Mate John Dickenson. On the long, slow TAGOS cruises, food is an importnt part of the voyage. The steward department of the Persistence is (I. tor.) Steward/ Baker Eddy Edwards, temporary dockside cook Herbert Davis and Steward Assistant Terry Green. 16 I LOG I August 1986 Michael W. Shay is an AB on the Persistence. �Union Seeks laQustry Wage Pari!}! foF TAGOS Earlier this year the SIU won a court battle with the Navy concerning the Service Contract Act and its applicability to crewmembers on TACOS vessels. But an appeal has been filed. Following are excerpts from a letter by SIU President Frank Drozak to the Department of Labor. The Seafarers International Union wishes to add its support to the Petition for Review filed by workers employed on contract No. 00033-R4003, operation and maintenance of up to 12 T AGOS vessels. The unlicensed worker on these vessels are represented by the Seafarer · International Union and as 'UCh, we strongly support their .assertion that they have been erroneously denied the protections of the Service Contract Act. These seamen man one of the mo 't sensitive and important vessels in the U.S. Navy and serve one of the longest sea duties of any Navy vessel. Yet the Navy has repeatedly denied these men the right to Service Contract Act protections, de pite the clear mandate of the law that the Act should apply to at least part of the T AGOS normal operation ·. The Navy continue to hide behind an aberration in the law 'Ub equently ruled invalid by a federal court, but still clung to a· a reason for not giving the seamen Service Act protection. A a result, these seamen work under what is undoubtedly the poore ·t wage scales in the entire U.S. merchant marine, yet do a mi sion that has been praised as indispensable by Navy hierarchy. T AGOS vessels have routinely spent part of their service in U.S. waters, where the Service Contract Act applies. They are repaired in U.S. shipyards, where the Act would also apply. Like the crews of tugboats, ship and related vessels already covered by the Act, the crew's work qualifie for protection by the Act. Even if the Act were extended to the portion of the T AGOS work time in the U.S., the result would not be a major inflation of the contract cost, as the Navy would only be required to pay the difference between the Service Contract Act rate and what they pay now. It would, however, be a major economic boost to the T AGOS crews, who suffer economic hardships when taking work on these ve sels. All they seek i a wage standard comparable with the industry as a whole. While the crews are entitled to Service Contract Act wage from the date of the decision by the United States Court of Appeals in AFL-CIO Indomitable Rescues Six After 2 Weeks on Life Raft in Pacific Six people who spent two weeks adrift in a small life raft in the Pacific Ocean were rescued last month by SIU crewmen aboard the USNS Indomitable. a T AGOS vessel from Honolulu. The six were spotted by lookouts as the lndomitahle wa ·about 350 miles northeast of the island of Hawaii, a Navy spokesman said. The survivors were part of the crew of the 167-foot fish processing vessel, the West /, which was on a voyage from Seattle to Honolulu. It sank June 21. All hands made it to life rafts, but the captain died shortly before the rescue. The first mate left the group of survivors the day after the sinking in an attempt to ail for help. He spent 17 days at sea before hitting land on a small i land about 140 mile north of Honolulu. All seven urvivors were reported to be in good condition depite their ordeal. (See page 2 .1.) The SIU is fighting for Service Contract Act rights on TAGOS vessels like the Stalwart (above). l'. Donovan, at the very least, they hould be paid the Service Contract Act rate from the contract's one year anniversary date. I am sure naval authorities will admit that the T AGOS Contract was awarded at a cost far below projections and that even if the SCA is applied, the savings to the Navy would still be tremendous. We would also point out that despite the Navy's assertions, its record of adherence to the Service Contract Act rules i extremely poor. Navy contracts routinely ignore the Act until a protest is filed, and in some cases federal court challenges by the SIU have been requi~ed to gain compliance with the raw. By approving this petition, the Labor Department will reaffirm that the Service Contract Act cannot be flaunted or disregarded by any organization of the government. And you would provide needed economic relief to the crews of the T AGOS ve sels, as they are entitled to under the Service Contract Act. We would urgently request your early and favorable action on the pending petition for review of the Deputy Wage and Hour Administrator's decision denying the protections of the Service Contract Act to the T AGOS contract. Ban Asbestos I '----~-;!!!!!!!!~ Baltimore Wins Safety Award )$'.:- The ere\\ of the SIU-contracted /TB Baltimore (Apex Marine) was awarded the Ship Safety Achievement Award by the American Institute of Merchant Shipping. They won the honor for their rescue last November of five people from a capsized sailboat and later that same day the Baltimore's crew rescued five others from a life raft in storm) Atlantic seas. SIU upgraders threw their support to Local 1977 of the Operating Engineers recently when that union marched in support of strong anti-asbestos legislation in Prince Georges County, Md .• near Wahington, D.C. Dave Elliot, Jack Freeman and John Beard marched in front of the count~ courthouse. August 1986 I LOG I 17 �Run "It's smooth sailing out here onboard the T.T. Stuyvesant," reports Tillman Churchman, an AB aboard that vessel. "Our run is from Long Beach, Calif., where we were anchored for 11 days with engine repairs. Then it was up to Valdez, Alaska for a load of oil for the port of Puerto Armuelles, Panama.'' Here are a few photos taken by Churchman "of my friends who make sailing fun and adventurous." (Photos by Tillman Churchman) The serenely beautiful snow-capped mountains above the port of Valdez, Alaska. -~~ The photographer, Tillman Churchman, AB. "This shows people at home in Chicago what I do for a living.'' Troy Smith, relief AB Mike Freeburn, AB 18 I LOG I August 1986 The T. T. Stuyvesant at anchor in Valdez. Ammed Yafai, OS �Raymond Garcia, chief steward Jim Kirsch, AB Jim Martin, QMED, and his wife, Ruth. Bob Stenehjen, AB Jim Ellette, relief bosun Sinbad Ali, OS Ken Couture, pumpman August 1986 I LOG I 19 �By Phillip L. Polakoff, M.D. Health Tips for Seafarers & Boatmen: Director, Western Institute for Occupational/Environmental Sciences Americans are a "salty" people. Not just ''salt of the earth,'' or salty in the dictionary meaning of' 'piquant, sharp, witty, racy." We simply consume too much salt. Or, more exactly, too much sodium. (Salt is a chemical compound made up of four parts of sodium and six parts of chloride.) So, when your doctor says to cut down on your salt, he or she is advising you to watch your intake of sodium. For reasons that aren't completely clear, an excessive amount of sodium seems to be an important factor in high blood pressure-a condition that affects more than 60 million Americans. The National Academy of Sciences says that an adequate and safe level of sodium for adults is somewhere in the range of 1, 100 to 3 ,300 milligrams (mg) of sodium daily. Many people consume two or three times that amount. One teaspoon of salt, for example, contains approximately 2,000 mg of sodium. On the average, Americans consume about two-and-a-half teaspoons a day. Of course, you don't sprinkle that much on the food you eat at a meal, although as much as a third of our daily intake comes from the salt shaker, either at the table or added during cooking. Sodium (a mineral) occurs naturally in many of the foods we eat. Along with potassium, it performs the vital Go Easy on Salt function of maintaining the fluid balance in the body. But a sizeable portion of our daily intake of sodium, or salt, comes from "hidden" sources. Sodium is added during processing, both to flavor and preserve products. Examples include: monosodium glutamate (MSG), a flavor enhancer; baking soda, a leavening agent; sodium saccharin, an artificial sweetener; sodium nitrite, a curing agent, often found in bacon and other meat products, and sodium benzoate, a preservative. Sodium can also be found in products other than food. Alkalizers, antacids, laxatives, aspirin, cough syrup-even toothpaste and mouthwash-may contain sodium. The last two, however, probably have very insignificant amounts. How can you tell when you're getting sodium in the processed foods and other products you buy? Get in the habit of reading the labels, especially the list of ingredients. Look for such words as "sodium" or "soda" as part of the name of an ingredient. Remember that the various items are listed in descending order-the most coming first and so on down the line. If you'd like to cut down on your sodium intake-and most people probably should-here are some suggestions: -Leave the salt shaker off the dining table, and avoid reaching for it KNOW YOUR RIGHTS while cooking. -Use seasonings other than salt. But don't kid yourself by substituting garlic salt, onion salt, seasoned salt and so on. They're all still salt. -Don't try to change overnight. Your habits and tastes probably have had a long time to get set in place. But do have a definite sodium reduction goal in mind. -If you eat a lot of processed foods, try switching to fresh. A tablespoon of canned peas, for A Seaman's Way of Life Life of a seaman was hard in the past, From the first wooden ships with their towering mast, To the ships of steel that today they make, A career as a seaman is still a hard one to take. The ports of call are a joy it is true, Though most of your time is spent sailing the blue, Where steady a course they make sure they steer, For the ocean is one to respect and to fear. The ship while at sea must stay under way, So each crewmember aboard works every day, Through a gentle sea or a raging storm, We work together as the crew we form. After you've been through the Loneliness of it all, You finally reach that port of call, Where off the ship you go till she again sets out to sea, For where else my friend would a seaman be. Ken Stratton S-2068 KNOW YOUR RIGHTS 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 arc 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 hetwecn the Union and the employers. notify the Seafarers Appeals Board hy 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 hy 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 <is filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU 20 I LOG I August 1986 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution arc available in all Union halls . All mcmhers shoulJ ohtain copies of this constitution so as to familiarize then\sclvcs with its contents. Any time you feel any mcmhcr or otticcr is attempting to Jcprivc you of any constitutional right or ohligation hy any mcthoJs such as Jealing with charges. trials. etc .. as well as all other Jctails. then the mcmhcr -.o affected shoulJ immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit hy Certified Public Accountants every three months. which are to he suhmitted 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. A\I these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. example, can contain as much sodium as five-and-a-half pounds of fresh peas. Try to do more scratch cooking. There are many low-sodium cookbooks available. -There are also many "low sodium" or "low salt" products on the market. However, these can often be more expensive, so you have to watch for that. -If your doctor has put you on a special diet, know how much sodium you 're allowed to have and keep within the limit. Read the labels. -Always keep in mind, even though you may want to reduce your sodium intake, you need to eat a variety of foods. . 11111n1m111n1111111n1111111n1111111111111111n1111111n1111111111111111n1111111111111111111111111111111 patrolman or other Union offi::ial. in your opinion. fails to protect your contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY -THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union. officer or mcmhcr. It has also rcfraineJ from publishing articles decmcJ harmful to the Union or its collective membership. This estahlisheJ policy has been reaffirmeJ hy membership action at the Septemhcr. 1960. meetings in all constitutional ports. The rcsponsihility for Log policy is vcstcJ in an cJitorial hoarJ which consists of the Executive BoarJ of the Union. The Executive BoarJ may Jclcg~1te. from among its ranks. one individual to carry out this responsibility. PAYMENT 01<' MONIES. No monies are to he paid to anyone in any ofticial capacity in the SIU unless an official Union receipt is given for same. UnJcr no circumstances shoulJ any mcmher pay any money for any reason unless .he is given such receipt. In the event anyone attempts to require any such payment he maJc without supplying a receipt. or if a member is rcquireJ to make a payment anJ is given an oflicial receipt. hut feels that he shoulJ not have heen required to make such payment. this should immeJiatcly h~ reportcJ to Union heaJquartcrs. EQUAL RIGHTS. All mcmhcrs an: guarantccJ equal rights in employment anJ as mcmhers of the SIU. These rights arc clearly set forth in the SIU con-;titution and in the contracts ""hich the Union has negotiated with the employers. Consequently. no memhcr may he Ji:-.crimi nateJ against hecau-.c of race. creel.I. color. sc\ and national o; geographic origin . If any mcmhcr feel-. that he i-. Jenicd the equal rights to which he is cntitlcJ. he shoulJ notify Union heaJquartcrs. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a -;cparatc segregated funJ. Its proceeds arc useJ to further its objects and purpo-;cs including. hut not limited to. furthering the political. social anJ economic interests of maritime workers. the preservation anJ furthering of the American Merchant Marine with improvcJ employment opportunities for seamen and hoatmcn anJ the aJvancement of trade union concepts. In connection with such ohjccts. SPAD suppl)rt<; and contrihutcs to political canJiJatcs for elective otlice. All contrihutions arc voluntary . No contrihution may he solicited or rcceivcJ hecausc of force. joh Jiscrimination. financial reprisal. or threat of such conJuct. llr as a conJition of mcmhership in the Union or l)f employment. If a contribution is made hy reason of the ahovc improper conduct. notify the Seafarers Union or SPAO hy certified mail within JO Jays of the contrihution for invc-;tigation anJ appropriate action anJ refund. if involuntary. Support SPAD to protect anJ further your economic. political anJ -;ocial 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 address is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �August 1986 I LOG I 21 �Bill Calls for DOD to Inspect Charter Flights (Editor's note: the following article by Walt Morrisette appeared in the August 4, 1986 issue ofThe Navy Times.) WASHINGTON-The House Armed Services Committee has passed a bill that would require the Defense Department to inspect all military charter flights 72 hours or less before takeoff. The committee would leave it up to the Secretary of Defense to determine ....._ the kind of inspections to be performed and the qualifications of the inspectors, said Joseph Cirincione, counsel to Rep. Charles Bennett, D-Fla. The bill does not require an inspection immediately before every takeoff, provided the plane has been inspected within the previous 72 hours, he said. The drive to require the Defense Department to inspect military charter flights was inspired by the crash Dec. 12 at Gander, Newfoundland, of a chartered Arrow Air DC-8 that killed 248 soldiers from the lOlst Airborne Division (Air Assault). Investigations into the causes of the crash showed that several carriers chartered by the Defense Department to fly military people have been plagued by poor aircraft maintenance, and that the Federal Aviation Administration lacks sufficient inspectors to physically check all the aircraft for which it is responsible. Cirincione said the House Armed Services Subcommittee on Investigations approved the measure in closed .- hearings July 16-17. The bill (HR-5027) is commonly known as the Wade Report bill because it closely follows the recommendations of a panel headed by Jam es P. Wade Jr., the assistant secretary of Defense for acquisitions and logistics. The group reviewed military air charter safety after questions were raised by the Gander crash. The House investigations subcommittee rejected a bill proposed by Bennett, which would have required inspections within 48 hours of every charter flight's departure. Bennett then resubmitted his bill as an amendment to HR-5027, sponsored by Rep. Larry J. Hopkins, R-Ky., and Rep. Bill Nichols. D-Ala., before the full committee July 23. Again in closed session, the House Armed Services Committee passed HR-5027 and amended it to include the compromise on Bennett's inspection requirement. The original Hopkins bill would have required only frequent random inspections. The committee will submit the legislation to the House for inclusion in the defense authorization bill during the week of Aug. 4, he said. The inspections would cost about $10 million a year, much of which would be used to pay for about l 00 inspectors. - 22 I LOG I August 1986 Rep. Ron Dellums, D-Calif., chairman of the House Armed Services Subcommittree on Military Installations and Facilities, was instrumental in pushing the committee to pass the Hopkins-Nichols bill with Bennett's amendment, Cirincione said. "Ron Dellums' speech helped carry the amendment," he said. "He said it was do-able and it doesn't cost much and it needs to be done." Cirincione said the Senate also has a charter-safety bill. If the Senate pas es it, a conference will resolve any differences between the measures. Jim Jensen, a spokesman for Sen. Albert Gore, D-Tenn., who introduced legislation that would revamp FAA operations, said his office still is assessing the Senate's position. This Senate package, co-sponsored by Sen. James Sasser, D-Tenn., and Rep. Charlie Rose, D-N.C., would direct a subcommittee to study a proposal for an air-safety commission that would take away the FAA's responsibility for air-safety enforcement. It also would make falsifying aircraft maintenance records a felony punishable by as long as five years in jail. HR-5027 is based on the Defense Department's "Passenger Airlift Policies and Procedures Review'' published April 2, in which for the first time, DOD acknowledged and examined its responsibility for the safety of defense personnel on charter flights. The review called for more frequent inspections, a more active FAA-DOD relationship including improved liaison, and more stringent requirements for air carriers. Sealift Essential to Naval, Defense Strategy Captain Robert Kesteloot, who once headed the Navy's Division of Sealift, was recently named vice chairman of the Transportation Institute, a nonprofit organization aimed at promoting maritime research. In this interview, Kesteloot talks about the pivotal role that the private and government controlled American merchant marine has played in protecting this country's freedom, and the potential danger involved in not doing something to revive the industry. This is an issue that goes beyond the confines of the maritime industry. The merchant marine has traditionally served as this country's Fourth Arm of Defense in times of war. Without an adequate sealift capability, the billions of dollars that have been poured in the recent military build-up are meaningless. Q: You had a distinguished career in the Navy. What made you decide to accept your new position at the Transportation Institute? A: A couple of reasons. I enjoyed the people I met in the maritime industry. I also believe that the industry will turn around in the next couple of years, and I want to be part of it. Q: Why do you believe that? A: People realize that we spend billions of dollars on defense. This country has a forward defense, that is we hope to engage the enemy on foreign soil. If the potential enemy can perceive that you can't deploy your forces, then you have no credibility. The billions of dollars that you spend on defense still do not buy you any credibility. In order to have that credibility, you have to have sealift. And the money you spend on the Americanflag merchant marine is highly leveraged. Q: Is that what the Soviet merchant marine has done? A: Yes. It is the most militarily useful merchant marine in the world. You don't see low built containers, you see ships that are built to size, ships that are militarily useful. They even have chemical defense systems built in. One of the primary purposes of the Soviet merchant marine is to be useful in times of war. Q: What kind of program would you suggest to turn things around for the American-flag merchant marine? A: The outlines of that program are contained in the Merchant Marine Act of 1936. It says that this country should maintain a strong American-flag merchant marine that will be useful in times of war. It does not say the Defense Department, it says ''this nation.'' The cost should be spread across all parts of the government. Given the absence of an adequate program, the Navy has come up with a make-shift solution. While this has helped tremendously, it is not the answer. It is only an interim solution. We need a strong American-flag merchant marine that can operate every day-not just a ready reserve fleet where the vessels remain idle. By having an active merchant marine you create the manpower pool that is neces ary in times of national emergency. Q: What would happen today if we were involved in a major international emergency. Would we have the necessary manpower pool? A: We would be marginally short of people-1,000 to 2,000 trained seafarers. The more the American-flag merchant marine declines, the worse it will get. If we had a larger force, as I said, 650 vessels, then we would have enough. Our military planners are counting on Allied support, but the NATO fleets are declining as rapidly as ours. Q: What do you think of the Effective U.S. Control Doctrine (EUSC)? A: It's shaky at best. Not many of the vessels that fall under that category are militarily useful. There is also a question as to whether those vessels would be available. Q: What is the key, do you think? A: The key to a strong American-flag merchant marine is cargo. Some administration-if not this one, then some other one down the linewill have to bite the bullet and deal with this problem. There are a lot of ways to do it: bilateral treaties, cargo preference programs, tax breaks for American-flag shippers. But the key is cargo. It is absolutely necessary to realize that you can't live with this paradox. It's a shame that a great maritime nation like the United States doesn't have a great merchant marine. �''East Meets West'' USNS Spica Redeployed to Mediterranean A hi storic meeting occurred in ~a­ pies, Italy when storage ships from two different MSC fleets met for the first, a nd perhaps la ·t, time. The USNS Spica. whic h is under the command of the MSC Pacific fleet, and the USNS Sirius, which is under the command of the MSC Atlantic fleet, met when the Spica was deployed from Subic Bay, P.I. to the Mediterranean area . The Spica has served the MSC Pacific fleet with honor, according to Arthur Luellen, the SIU 's ship's chairman onboard the vessel. And it maintained that ·tandard of excellence in the Mediterranean, where it received everal "well-done" me ages from MSC Washington, D.C., MSCPAC. MSC Subic and the Commander, Seventh Fleet. Captain Gill of the USNS Spica told the crew that he was proud of the way that they handled themselves and the vessel. The Spica and the Siriw are id ... ntical navy store ships. "Just like Safeway," aid SIU Vice President "Buck" Mercer. The USNS Spica and Sirius, side by side. The crews of both vessels received commendations from the top brass at the MSC. USNS Indomitable Rescues Six at Sea by Bob Borden, PAO, MSCPAC Two harp-eyed civil service mariners aboard the USNS Indomitable spotted a red flare in the early morning hours of July 5 that led to the re cue of ix hipwrecked sailors and one oog floating in two life raft about 580 miles northeast of Hawaii. The stranded sailors and two others were aboard the West I. a 180-foot freighter converted to a fi h proce sing vessel, when it sank June 21 on it way from Crescent City, Calif. to Honolulu, Hawaii. For two week , mo t of the eight crewmembers and the dog stayed together in life raft , eating granola bars and catching fish with their bare hand to survive. The day before their re cue, En- rique Caldron, 59, the captain of the West I. died of dehydration and injuries sustained when he abandoned his sinking ship. He was buried at sea. The chief mate, Thoma Jacob o n , left the group on a 16-foot skiff to seek help. He was assumed missing by the Coast Guard when the Indomitable picked up the remaining six ·ailors July 5. Five days later, Jacobson made it ashore on Niihau, the westernmo t i land in the Hawaiian chain. The survivors picked up by the Indomitable had two day of food and water left when their red flare wa potted by Second Mate William Kenneweg and AB Jeff Hodge. Though the tranded ailor were only about five miles away, it took Indornitahle Two For One The crews of the USNS Pollux and Regulus hold a joint membership meeting. nearly two hours to locate the two rafts in the early morning darkness while exploring the Pacific waters with her searchlights. Rubber Rafts "Rubber rafts aren't a real good radar target," quipped Capt. Don Smith, the master of the lndomitahl<!. who directed the search. The Indomitahle 's nurse , David Bole , checked the five men and one woman when they were finally brought aboard the MSCPAC ship. Considering their two-week ordeal, the sailors were in remarkably good condition, ·uffering only from dehydration and expo ure. "They were obviou sly relieved it wa over," said Capt. Smith, who reported his crew wa · in high spirih. too. "It's a great feeling to do something like this, and we're very satisfied with the way things turned out." Less than two days after their rescue, the lndomitahalC' brought the survivors to Pearl Harbor-the ~hip"s homeport-where they were takef1: to Straub Hospital and Clinic for one da ~ and then released . The Coast Guard is invc~tigating the ·inking of the West I . an American hip that had been purchased by a firm in Manila where the "hip was hound before it went down in the Pacific. In a written statement after the six ·ailors left the Indornitahl<! . their ·poke man, George Thomas, offered their gratitude to the crew of the ocean surve illance hip that rescued them. Said Thoma , " Indomitable saved our lives-a miracle to say the least." T he n , q uoting from Shakespeare's "Cym beline," he added, "Fortu ne brings in some ships th a t a re not teered ." A quiet moment onboard the USNS Spica. SIU Ship's Chairman Arthur Luellen, left , and U.S. Navy Commander Gary J. Angelopoulos show off their catch. USNS Narragansett Lee Davis, chief cook aboard the USNS Narragansett, tries out his favorite recipe. August 1986 I LOG I 23 �Lifeboat Exam-Ticket to Safety Text and photographs by Leonard Earl Johnson Seamen are often asked to perform tasks unheard of by those living only on land. The most frightening of all is to follow the command 'Abandon Ship!' The Seafarers Harry Lundeberg School of Seamanship at Piney Point, Md. conducts an information packed two- week course on how to respond should that command fall on your ears. The following photographs show SHLSS Class #404 under the instruction of Jake T. Karaczynski, himself a one-time trainee at the Lundeberg School who now hold a third mates license obtained through Lundeberg training. On June 26, Class 404, along with upgraders from New Orleans and Jacksonville, sat for their lifeboat exam before United States Coast Guard officials. The exam was given at Piney Point and all passed with flying colors. And for all of us, this quote from Joseph Conrad: •'This new ship here is fitted according to the reported increase of knowledge among mankind. Namely, she is cumbered, end to end, with bells and trumpets and clocks and wires which, it has been told to me, can call voices out of the air or waters to con the ship while her crew leep. But sleep thou lightly, 0 Captain! It has not been told me that the Sea has ceased to be the Sea.'' After landing in the life raft, Steve Fisher exits headfirst. Alvin Hom pulls himself up out of the water after completing his survival suit training. Kevin Samuels and Lee Laffitte struggle in the water with Laffitte's survival suit. Seafarers March for Justice-Against Apartheid Seafarers were part of the largest anti-apartheid rally ever held when they joined 90,000 others in New York recently. Above, Field Rep Seth Harris meets with activist Rev. Jesse Jackson. 24 I LOG I August 1986 Part of the SIU crew at the rally (I. to r.) Scott Getman, Field Rep Seth Harris, Ed Doruth, Bill Stevens, Charlie DiCanio, Ed Dandy, Charlie O'Brien, Jim Niotis. �Clara L. Denton, 65, joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1956 sailing as a waitress. Sister Denton was born in Idaho and is a resident of San Jose, Calif. Deep Sea Tommy Abello, 65, joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco in 1962. He sailed as a 3rd officer and room steward for the Pacific Far East Line from 1971 to 1978 and aboard the SS Santa Maria (Delta Line) from 1980 to 1982. Brother Abello was born in Manila, P.I. and is a resident of San Francisco. Michael N. Boris, 69, joined the SIU in 1946 in the port of Baltimore. He last sailed as a chief cook out of the port of San Francisco. He hit the bricks in the 1946 General Maritime beef. Seafarer Boris is a veteran of the U.S. Army during World War II. He was born in United, Pa. and is a resident of San Francisco. r r Manuel Ferreira Caldas, 59, joined the SIU in 1944 in the port of Boston, Mass. He sailed in the steward department, most recently out of the port of New York. He walked the picket line in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Caldas was born in Massachusetts and is a resident of Lakeville, Mass. Joseph Elwood Carender, 64, joined the SIU in 1947 in the port of New York. He last sailed as a bosun out of the port of Baltimore. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Carender is a veteran of the U.S. Army in World War II. A native of Tennessee, he is a resident of Glen Burnie, Md. Charles Jack Clark, 61, joined the SIU in 1946 in the port of Baltimore. He last sailed as a bosun. Brother Clark was on the picket lines in the 1946 General Maritime, 1947 Isthmian, 1948 Wall St. and the 1961 Greater N.Y. Harbor beefs. He also worked as an auto mechanic. Seafarer Clark is a veteran of the U.S. Navy during World War II. Born in Pennsylvania, he is a resident of Baltimore. Maurice Francis Culp, 70, joined the SIU in the port of New York in 1951. He last sailed as a chief cook out of the port of San Francisco. He helped to organize Cities Service. Seafarer Culp attended the 1970 Piney Point Crews Conference No. 3. Culp is a veteran of the U.S. Army in World War II. A native of Conshohocken, Pa., he is a resident of San Francisco. Raymond Merton Davis, 61, joined the SIU in the port of Boston in 1956. He sailed as an oiler. Brother Davis is a veteran of the U.S. Navy in World War II. He was born in Athol, Mass. and is a resident of Cloversdale Farm, Contoocook, N.H. Theodore Walter Drobins, 62, joined the SIU in the port of Baltimore in 1955 sailing last as a recertified bosun. Brother Drobins graduated from the Union's Recertified Bosuns Program in 1973. He also sailed inland as a deckhand for Curtis Bay Towing from 1972 to 1977. Seafarer Drobins is a veteran of the U.S. Army in World War II. Born in Shamokin, Pa., he is a resident of Baltimore. Louie Eddie Hudson, 59, joined the SIU in 1947 in the port of Mobile sailing last as a chief cook. Brother Hudson attended a Piney Point educational conference. He was born in Uniontown, Ala. and is a resident of Mobile. Konstantino Keramidas, 52, joined the SIU in the port of New York in 1967. He sailed in the steward department, last shipping out of the port of Houston. He was born in Greece and is a naturalized U.S. citizen. Seafarer Keramidas is a resident of Houston. Paul John Lattik, 66,_joined the SIU in the port of New York in 1977 sailing last as a QMED. Brother Lattik began sailing before World War II. He last shipped out of the port of Baltimore. Seafarer Lattik was a former member of the ISU. A native of Baltimore, he is a resident there. Carl Christian Madsen, 65,joined the SIU in 1947 in the port of New Orleans. He sailed as a FOWT, last shipping out of the port of San Francisco. Brother Madsen hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Madsen was born in Denmark and is a resident of San Francisco. Thomas J. Malone, 66, joined the SIU in 1946 in the port of New York sailing as an AB. Brother Malone walked the picket line in the 1946 General Maritime and the 1947 Isthmian beefs. He was born in Scotland and is a resident of New York City. Charles Alfred Martinez Sr., 65, joined the SIU in 1945 in the port of Mobile. He last sailed as a QMED out of the port of Jacksonville. Brother Martinez also sailed during World War II. Seafarer Martinez was born in Belize, British Honduras, is a naturalized U.S. citizen and is a resident of Tampa, Fla. Roland Frederick Muir, 59, joined the SIU in the port of Baltimore in 1953. He sailed a a FOWT and cook. Brother Muir is a veteran of the U.S. Army during the Korean War. He was born in Baltimore and is a resident of Belair, Md. Charles Pafford, 67, joined the SIU in the port of Baltimore in 1956. He sailed as an AB, last shipping out of the port of Jacksonville. Brother Pafford was born in Cornerbrook, Newfoundland, Canada and is a resident of Jacksonville. Otis Paschal, 68, joined the SIU in the port of Ne\\ York in 1958. He sailed as a waiter and chief steward for the American Banner Line in 1959 and aboard U.S. Maritime Service (USMS) ships. Brother Pa chal is a graduate of the USMS Cooks and Bakers School in Brooklyn, N. Y. He al o worked for the U.S. Veterans Administration, Washington, D.C. in 1946. Seafarer Paschal attended the 1970 Piney Point Crews Conference No. 6 and in 1976 was elected to the Union's Financial Tallying Committee. Steward Paschal was a former member of the TWU, Local 806 from 1955 to 1956, working for the Pennsylvania Railroad in New York City. Paschal is a veteran of the U.S. Army during World War II. A native of Savannah, Ga., he is a resident of the Bronx, N. Y. ~Luther James Pate, 65, joined the SIU in 1947 in the port of New Orleans last sailing as a recertified bosun out of the port of New York. Brother Pate graduated from the . Union's Recertified Bosuns Program in 1975. He was on the picket line in the 1963 San Juan, P.R. maritime beef. And in 1960 he received a Union Personal Safety Award for sailing aboard an accident-free ship, the SS Alcoa Ranger. Bosun Pate also worked as a steelworker. Pate is a veteran of the U.S. Navy in World War II. A native of Mobile, Ala., he is a resident of Mt. Vernon, N. Y. Wade Bryan Pritchett, 55, joined the SIU in 1948 in the port of Galveston, Texas sailing with the rating of chief engineer in the engineroom. Brother Pritchett last shipped out of the port of Jacksonville. He hit the bricks in the 1946 General Maritime, 1947 Isthmian_. and the 1948 Wall St. beefs. Seafarer Pritchett was born in Florida and is a resident of Tampa, Fla. Alfonso Cruz Rivera, 65, joined the SIU in 1945 in the port of New York sailing last as a recertified bosun. Brother Rivera graduated from the Union's Recertified Bosuns Program in 1973. Seafarer Rivera worked as bosun in 1976 on the Puerto Rico Marine Shoregang. Bosun Rivera walked the picket line in the 1946 General Maritime beef. He last sailed out of the port of Santurce, P.R. Born in Puerto Rico, he is a resident of Bayamon, P.R. Correction Due to a mi labeling of a pension photo, we had the wrong photo with the right information, almost. Pardon the mixup, please. Richard "Dick" James Maley, 65, joined the SIU in 1947 in the port of New York sailing as a bo un. Brother Maley last sailed out of the port of New Orleans. He was on the picket lines in the 1946 General Maritime beef and the 1947 Isthmian trike. Seafarer Maley is a veteran of the U.S. Army in World War II. A native of Lynn, Mass., he is a resident of Greene, Maine. - August 1986 I LOG I 25 �Pensioner Blair Allison, 72, passed away from heart dis• ease at home in Brooklyn, N.Y. on Feb. 10. Brother Allison joined the SIU in 1938 in the port of New York. He last sailed as a bosun. He hit the bricks in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Allison was born in Pennsylvania. Burial was in Mt. Union Cemetery, Lovely, Pa. Surviving are a brother, Ward of Johnstown, Pa.; a sister, and a nephew. Pensioner John Ismay Calamia, 62, died on May 23. Brother Calamia joined the SIU in the port of New Orleans in 1952 sailing in the engine department. He was born in Louisiana and was a resident of New Orleans. Surviving is his widow, Martha. ~ William Charles Cato Jr., 58, died of a heart attack in New Orleans on June 29. Brother Cato joined the SIU in 1947 in the port of New York sailing as a FOWT. He began sailing during World War II. Seafarer Cato hit the bricks in the 1946 General Maritime beef. He was a veteran of the U.S. Army during the Korean War. Cato also worked as a security guard. A native of New Orleans, he was a resident there. Burial was in the Cypress Grove Cemetery, New Orleans. Surviving are his widow, Betty; his mother, Mrs. William Cato Sr. of New Orleans, and a daughter, Sandra. Herbert Oscar Ernest Engelder, 62, died on July 8. Brother Engelder joined the SIU in 1945 in the port of New York sailing as an AB. He was born in Hoboken, N.J. and was a resident of Tuckerton, N .J. Surviving is his father, Ernest of Tuckerton. - Albert Erastus Foster Jr., 49, died of a heart attack on June 25. Brother Foster joined the SIU in the port of New York in 1973 sailing last as a QMED. He also worked as a diesel mechanic for Caterpillar Tractors. Seafarer Foster was a former member of the United Auto Workers Union. And he was a veteran of the U.S. Coast Guard after the Korean War. A native of Exeter, N.H., he was a resident of Yulee, Fla. Surviving is his widow, June. 26 I LOG I August 1986 Pensioner Martin Leonard Felman, 61, died of heart failure at home in San Francisco on July 11. Brother Felmanjoined the SIU-merged Marine Cooks and Stewards Union in the port of Wilmington, Calif. in 1958. He was born in Pennsylvania. Interment was in Woodlawn Park Cemetery, Colma, Calif. Surviving is a sister, Elizabeth Lomazoff of Philadelphia, Pa. Pensioner Hugh Gallagher, 61, died on July 1. Brother Gallagher joined the SIU in 1948 in the port of Galveston, Texas sailing as an AB. He began sail• ing in World War II in 1943. Seafarer Gallagher walked the picket line in Port Arthur, Texas in the 1946 General Maritime, 1948 Wall St., and the Seattle longshoremen' s beefs. Gallagher was a veteran of the U.S. Army after the Korean War. Born in St. Ignace, Mich., he was a resident of Bradenton, Fla. Surviving are his mother, Sheila and a sister, Nora, both of Bradenton. Pensioner George Joseph Garfunkel, 71, passed away on July 5. Brother Garfunkel joined the SIU in the port of New Orleans in 1953 sailing as a waiter and cook. He attended a Piney Point educational conference. Seafarer Garfunkel was born in Brooklyn, N.Y. and was a resident of New Orleans. Surviving is a sister, Rae Metzen of New Orleans. Pensioner Harold Mack Gooding, 71, passed away on June 9. Brother Gooding joined the SIU in the port of Jacksonville in 1970 sailing in the steward department. He was a veteran of the U.S. Army during World War II. Seafarer Gooding was born in Florida and was a resident of Jacksonville. Surviving are his son, Richard of Jacksonville and a sister, Marie Thomas, also of Jacksonville. Ursino Rivera Guzman Sr., 79, pa sed away from a heart attack on April 24. Brother Guzman joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco in 1950 sailing in the steward department for APL. He began sailing during World War II. Seafarer Guzman was born in Toa Alto, P.R. and was a resident of Bayamon, P.R. Surviving are his widow, Consuelo; three sons, Ursino Jr., Andres and George, and two daughters, Rosalina and Maria. Pensioner Sven Erik Jansson, 65, died of heart-lung failure in the Lakeview Manor Nursing Home, Lakeview Twsp., N .J. on April 26. Brother Jansson joined the SIU in 1944 in the port of New York last sailing as a recertified bosun. He graduated from the Union's Recertified Bosuns Program in 1973 and also sailed as a mate and production superintendent aboard the dredge Hydroatlantic (Construction Aggregates) from 1975 to 1978. He also worked on the SeaLand Shoregang in Port Elizabeth, N .J. Bosun Jansson sailed 31 years and in the North Atlantic during World War II (1944 to 1945). He was on the picket line in the 1946 General Maritime and 1%5 District Council 37 beefs. In 1960 he received a Union Personal Safety Award for sailing aboard an accident-free ship, the SS Steel Voyager. The bosun was a veteran of the U.S. Armed Forces in World War II. A native of Borsth, Sweden, he was a naturalized U.S. citizen and a resident of Toms River, N .J. Burial was in Ocean Cty. Park Cemetery, Toms River. Surviving are his widow, Solveig; a son, Roy; two daughters, Diane and Vivian, and another relative, A. Jansson of Stockholm, Sweden. Pensioner Ricardo Sanchez Lata, 75, passed away in the San Rafael Sanitarium, La Coruna, Spain on April 6. Brother Lata joined the SIU in the port of New York in 1950 sailing as a FOWT. He also worked on the Sea-Land Shoregang, Port Elizabeth, N .J. from 1966 to 1974. Lata received a 1960 Union Personal Safety A ward for sailing aboard an accidentfree ship, the SS Antinous. Born in Spain, he was a naturalized U.S. citizen and a resident of Staten Island, N. Y. Interment was in La Coruna. Surviving are a daughter, Edythe Volta of Staten Island and a brother, Manuel of Barcelona, Spain. Joseph Victor Manno, 73, passed away from heart disease in Lakewood Hospital, Tacoma, Wash. on July 1. Brother Manno joined the Marine Cooks and Stewards Union in the port of San Francisco in 1956 sailing as a room steward for APL. He began sailing on the West Coast during World War II in 1943. Seafarer Manno was a resident of Tacoma. Cremation took place in the Brookside Crematory, Tacoma. Surviving are his widow, Patricia; a daughter, Pattie, and an uncle, Robert Manno of Sunnyside, Calif. Pensioner Joseph J. Martin, 84, passed away on June 26. Brother Martin joined the SIU in 1947 in the port of Galveston, Texas sailing last as a chief cook. He began sail- ing during World War II. Seafarer Martin was a former member of the NMU. A native of Louisiana, he was a resident of Galveston. Surviving are his widow, Louella and a daughter, Mrs. Billairs. Jose Ramon Torres Martino Sr., 38, died of lung failure on June 9. Brother Martino joined the SIU in the port of New York in 1965 sailing as an AB. He was born in San Juan, P.R. and was a resident there. Surviving are a son, Jose Jr.; a daughter, Deborah, and his mother, Luz Conte of Bayamon, P.R. Pensioner Carmelo C. Martinez, 76, passed away from heart disease in Brunswick Hospital, Amityville, N.Y. on J.uly 17. Brother Martinez joined the J SIU in 1945 in the port of New York sailing as an AB. He began sailing before World War II. Seafarer Martinez was on the picket line in the 1946 General Maritime, 1947 Isthmian, 1962 Robin Line and 1965 District Council 37 beefs. Born in Puerto Rico, he was a resident of Lindenhurst, N.Y. Burial was in St. Charles Cemetery, Pinelawn, N. Y. Surviving is his widow, Concepcion. Pensioner Freddie Emillia Nasalga, 70, succumbed to cancer in St. Paul's Hospital, Ilailo, P .I. on June 4. Brother N asalga joined the SIU in the port of Wilmington, Calif. in 1967 sailing as an AB. He began sailing before World War II. Seafarer Nasalga was born in the Philippine Islands and was a resident of Ilailo. Surviving is his widow, Isabel. Pensioner Karl Olman, 76, passed away on June 15. Brother Olman joined the SIU in 1945 in the port of New York sailing as an oiler. He began sailing in World War II. Seafarer Olman hit the bricks in the 1946 General Maritime beef. He also worked as an electrician. Olman was a veteran of the Estonian Navy before World War II. Born in Estonia (now USSR), he was a resident of Baltimore. Surviving is a sister-in-law, Linda Olman of Tallin, Estonia. Pensioner Santos Pizarro Sr., 72, passed away on July 19. Brother Pizarro joined the SIU in 1946 in the port of New York sailing in the teward department. He began sail- . �ing during World War II. Seafarer Pizarro walked the picket line in the 1946 General Maritime , 1947 Isthmian , 1961 Greater N.Y. Harbor and 1962 Robin Line beefs. Pizarro also worked as an elevator mechanic. A native of Puerto Rico, he was a resident of the Bronx, N.Y. Surviving are his widow, Josephine and a son , Santos Jr. Pensioner Lonnie Percell Robinson Jr., 69, died of heart-lung failure in the Kaiser Foundation Hospital. San Francisco on May 19. Brother Robinson joined the Marine Cooks and Stewards Union in the port of San Francisco in 1956 sailing last as a chief cook. He sailed over 30 years beginning during World War II in 1943. Seafarer Robinson was born in Texas and was a resident of San Francisco. Burial was in the Olivet Park Cemetery, Colma, Calif. Surviving are his widow, Maurine; a son, Lonnie Robinson III; his mother, Lucille Hilburn of Texas, and a niece , Barbara Lowell of San Francisco. Pensioner Ralph Forest Rumley, 61, succumbed to emphysema in the Memorial Medical Center, Jacksonville on June 10. Brother Rumley joined the SIU in the port of Baltimore in 1957 sailing last a s a QMED. He was a veteran of the U.S . Navy during World War II. Born in Winston-Salem , N.C. , he was a resident of Jacksonville. Burial was in Forest Hill Park Cemetery , Lexington, N .C. Surviving are a son, Allan of Lexington and a daughter, Cynthia of Salisbury , N.C. Md. He sailed as an AB aboard the M/V Spirit of Texas (Titian Navigation) . Seafarer Walden attended Alvin Junior College , Texas studying computer science. Born in Houston , he was a resident of Rosharon, Texas. Interment was in Forest Lawn Cemetery , Houston. Surviving is his mother, Yuki Pourchot of Rosharon. Pensioner William "Bill" Joseph Scarlett, 77, passed away from heart failure in the Oakwood Park Su Casa Nursing Home , Tampa, Fla. on July 2. Brother Scarlett joined the SIU in 1943 in the port of Tampa sailing last as a ~chief cook. He began sailing in 1939 and attended a Piney Point educational conference. Seafarer Scarlett also worked a an ironworker. He was a veteran of the U.S. Navy in World War II. A native of Tennessee, he was a resident of Tampa. Cremation took place in the West Coast Crematory , Clearwater, Fla. Surviving are a son, Dennis and a sister, Edith Reff of St. Petersburg, Fla. Pensioner Luther Elvin Wing, 71 , succumbed to cancer in Sacred Heart Hospital, Pensacola, Fla. on June 14. Brother Wingjoined the SIU in 1938 in the port of Mobile sailing last as a bosun. He began sailing in World War II. Seafarer Wing was on the picket line in the 1946 General Maritime and 1947 Isthmian beefs. He attended the 1970 Piney Point Crews Conference No. 5 and was also a former member of the ISU. He last shipped out of the port of Jacksonville in 1972. Born in Alabama, he was a resident of Pensacola. Interment was in the Mobile (Ala.) Gardens Cemetery. Surviving are a sister, Be sie Stanton of Prichard, Ala. and a niece, Helen Stanton of Pensacola. Timothy Louis Walden, 32 , died of epilepsy in Houston on June 13. Brother Waldenjoined the SIU in 1972 following his graduation from the SHLSS Entry Trainee Program, Piney Point, If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address , and this is where all official Union documents , W-2 Forms, and the LOG will be mailed. Thomas Allen Schopp, 35, died of a heart attack in the port of Cleveland on May 28. Brother Schopp joined the Union in the port of Sault Ste. Marie, Mich. in 1977. He sailed as a deckhand and gateman for the American Steamship Co. , aboard the tug Arthur F. Zeman Jr. (Great Lakes D. & D.) from 1974 to 1978, Hannah Marine from 1978 to 1981 and for Dunbar and Sullivan from 1984 to 1986. He was a veteran of the U.S. Army during the Vietnam War. Laker Schopp was born in Sault Ste. Marie and was a resident of Detour Village, Mich. Surviving i his father, Allen of Detour Village. Atlantic Fishermen Are You Missing Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms , Union Mail and Welfare Bulletins. To accomplish this , please use the address form on this page to update your home address. Pensioner John Rottaris, 71, passed away on July 14. Brother Rottari joined the Union in the port of Detroit, Mich. in 1960. He retired in 1969. Boatman Rottaris was a resident of Marine City, Mich. Surviving are his daughter , Rebecca Paquette and an aunt , Mable Mission of East Detroit , Mich. ------------------------------~----------------------------Date: _ _ _ __ __ _ __ PLEASE PRINT HOME ADDRESS Pensioner Thomas Fowler died on June 30. Brother Fowler joined the SIU-merged Gloucester Fishermen's Union in the port of Gloucester, Mass. He retired in 1978. Fisherman F owler was a resident of Brockton, Mass . .._ Surviving is his widow, Julia. Pensioner Thomas P. Scola, 64, died of heart disease in Gloucester, Mass. on June 21. Brother Scola joined the Gloucester Fisherme n's Union in the port of Gloucester in 1967 saili ng as an AB and captain aboard the fis hing boat Lady of the R osary. He began sailing in 1946 and retired in 1983. Capt. Scola was born in Gloucester and was a resident there. Burial was in Calvary Cemetery, Gloucester. Surviving is his widow, G race. Social Security No. Phone No. ( Area Code Your Full Name Support Am~rican Labor- Buy Union Made Products ... Apt. or Box# Street Book Number 0 City SIU 0 UIW State 0 Pensioner ZIP Other-------- UIW Place of Emplo y m e n t - - - - - - - - - - - - - - - - This will be my permanent address for all official Union mailings. This address should remain in the Union file unless otherwise changed by me personally. (Signed)----------------- -----------------------------------------------------------J LOOK FOR THE UNION LABEL • ~ 21 Union Label and Service Trades Oepanmenl AFL -CIO August 1986 I LOG I 27 �23 Students Win Trips, Bonds in Maritime Essay Contests Three collegians from 23 colleges won $2,250 in cash prizes, and 20 high schoolers from 63 ports won ocean voyages on U.S. ships and U.S. savings bonds in the 51 st and 10th annual national Harold Harding Maritime Essay Contest sponsored by the 16,000 member Propeller Club. The awards were given in ceremonies on Maritime Day, May 22, and at college graduation exercises. The theme for the college essays was '' Sealift and the American Merchant Marine Working Together-An Economic and Defense Necessity." The high school theme was "'What Direct Effect Does the American Merchant Marine Have on Your Life, Your State, Your Country? " Out of the port of Detroit was first prize winner of $1,000 John G. Swar-- tout of the Great Lakes Maritime SUMMARYANNUALREPORTFOR SEAFARERS VACATION PLAN This is a ummary of the annual report of Seafarers Vacation Plan, l.D. No. 13-5602047 for Jan . 1, 1984 to Dec. 31 , 1984. 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 The value of Plan asset after ubtracting liabilitie of the Plan, was $588,922 as of Jan. 1, 1984 compared to ($621,261) as of Dec. 31, 1984. During the Plan year the Plan experienced a decrease in its net assets of $1,210,183. This included unrealized appreciation and depreciation in the value of Plan assets; that is, the difference between the value of the assets at the end of the year as compared to the value of the assets at the beginning of the year, or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $36, 117 ,076 includof ing employer contributions $35,529,250, and earnings from investments of $587 ,826. Plan expenses were ($37 ,327 ,259) and are comprised of three classes of expenses: (1) Vacation benefit expenses of $34, 132, 172, (2) Administrative expenses $2,922,358 and (3) Other expenses of $272,729. The Vacation benefit expenses included benefits of $31,683 ,962, payroll taxes on vacation Academy, Traverse City, Mich. Out of the port of Baltimore was second prize winner of $750 Michael Rainey of the University of Maryland, College Park. Out of the port of New York was third prize winner of $500 Jeffrey L. Qualman of the U.S. Merchant Marine Academy, Kings Pt., L.l. An honorable mention went to Peter J. Rochford of the University of Rhode Island and Narragansett Bay. The contests' objectives were to make the general public aware of the need for a strong U.S. merchant marine and allied industries, show the importance of our ocean-going and inland merchant marine to the military security and economic welfare of our nation , and educate teenagers in maritime matters, especially careers in marine transportation. Among the high school winners who will board SIU ships were James R. Knudsen of Mt. Pleasant, S.C. and the Charleston Club who won a trip on the SIU-manned American Hawaii Cruises from the port of Honolulu. Stephanie L. Furr of the Wilmington, N.C. Club won a 15-day tramp trip aboard an OMI ship to and from a U.S. port. Shara G. Briggs of Pt. Neches, Texas and the Texas-La. Sabine Club and Patricia A. Delaunay of the Brownsville, Texas Club won trips on Maritime Overseas ships from the East or Gulf Coasts to either the east coasts of Panama or Mexico or the West Coast to Alaska and return. Elizabeth W. Delo of the Newport News, Va. Club won a voyage on a Keystone Shipping Co. vessel either from the port of Philadelphia or Hamp- benefit of $2,448,210. Administrative expen es were comprised of salaries, fees, and commissions, provisions for reserving those contributions that are doubtful of collection and other general administrative expenses. Plan expenses were $29,802,406 and are comprised of three clas e of expenses (1) Welfare Benefit expense of $25 ,002,933. (2) Administrative expenses of $4,321,434, and (3) Other ex pen es of $478,039 (i.e., profes ional fees, travel, Tru tee meetings, etc.). SUMMARY ANNUAL REPORT FOR SEAFARERS WELFARE PLAN This is a summary of the annual report of Seafarers Welfare Plan, l.D. #13-5557534 for Jan. 1, 1984 to Dec. 31, 1984. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). This is a summary of the annual report of Seafarers Plan I.D. #13-6100329 for Jan. 1, 1984 to Dec. 31, 1984. 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 ST ATEMENT BASIC FINANCIAL STATEMENT The value of Plan assets, after ubtracting liabilities of the Plan, was ($18,711,913) as of Jan 1, 1984 compared to ($18,020,088) as of Dec. 31, 1984. During the Plan year, the Plan experienced a decrease in its net assets of $691,825. This decrease included unrealized appreciation and depreciation in the value of Plan assets; that is, the difference between the value of the Plan's assets at the end of the year as compared to the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $29,111,301 including employer contributions of $28,475, 174 and earnings from investments of $624,973. The value of Plan assets, after subtracting liabilities of the Plan, was $265 ,296,340 as of Jan. 1, 1984 compared to $294,255,794 as of Dec. 31, 1984. During the Plan year, the Plan experienced an increase in its net assets of $28,959,454 unrealized appreciation and depreciation in the value of Plan assets: that is the difference between the value of the Plan assets at the end of the year and the value of the assets at the beginning of the year or the costs of assets acquired during the year. During the year, the Plan had a total income of $47, 106, 109 including employer contributions of $11,924, 165, and earnings from investments of $35,181,944. Plan expenses were $18, 146,655 and are comprised of two types: (1) Benefit Expenses of $16,294,520 and (2) Administrative expenses of $1,852, 135. The $18, 146,655 Pension Benefit payments were made directly to participants or their beneficiaries. Administrative expenses were comprised of salaries, fees, and commissions, fiduciary insurance premium and general administrative expenses. Summary Annual Report for SIU Pacific District-PMA Pension Plan This is a summary of the annual report for the SIU Pacific Di trict-PMA Pension Plan·, Employer Identification No. 94-6061923, for the year ended July 31, 1985. 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 a trust arrangement. Plan expen e were $16,610,625. These expen es included $946,986 in administrative expenses, and $15,663,639 in benefits paid to participant and beneficiaries. A total of 7 ,755 persons were participants in or beneficiarie of the Plan at the end of the Plan year, although not all of these persons had yet earned the right to receive benefit . The value of Plan assets, after ubtracting liabilities of the Plan, was $127,550,291 as of the end of the Plan year compared to $118 ,637 ,367 as of the beginning of the Plan year. During the Plan year, the Plan experienced an increa e in it net assets of $8,912,924. This increase included unrealized appreciation in the value of Plan assets; that is, the difference between the value of the Plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of the assets acquired during the year. The Plan had total income of $13,547 ,446, including employer contributions of $3,023,632; earnings from investments of $10,193,077, settlement income from bankruptcy proceedings and miscellaneous income in the amount of $330,737. The Plan incurred book losses in the amount of $248,240 from the sale of certain assets; therefore, the net revenue to the Plan was $13,299,206. Minimum Funding Standards An actuary's statement shows that enough money was contributed to the Plan to keep it funded in accordance with the minimum standards of ERISA. 28 I LOG I August 1986 SUMMARY ANNUAL REPORT FOR SEAFARERS PENSION PLAN ton Roads, Va. to New England's Brayton Pt. or Salem, Mass. David Di Prima of Chula Vista, Calif. and the San Diego Club and Gregory Scott of the Valdez, Alaska Club won voyages on Totem Ocean Trailer Express ships from SeattleTacoma, Wash. to Anchorage, Alaska and return. Winners ofU .S. savings bonds were Annette Stevens of the Louisville, Ky. Club ($500) from APL; Mary Buchanan of the Buffalo, N.Y. Club from Energy Tran port ($100), Nicole Gagliano of Metairie , La. and the port of New Orleans Club from Sea-Land ($500), and Peter Murray of the Portland, Maine Club from Navieras de Puerto Rico ($500). YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to receive a copy of the full annual report, or any part thereof, on reque t. The items listed below are included in that report: 1. An accountant's report 2. A ets held for investment. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Al Jen en, 5201 Auth Way, Camp Springs, Md. 20746. The charge to cover copying costs will be $1.00 for the full annual report, or $0.10 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 liabilitie 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 right to examine the annual report at the main office of the Plan, 5201 Auth Way, Camp Springs, Md. 20746, and at the U.S. Department of Labor upon payment of copying cost. Request to the Department should be addressed to Public Disclo ure Room N4677, Pension and Welfare Benefit Programs, U.S. Department of Labor, 200 Con titution Ave., N.W. Washington , D.C. 20216. Summary Annual Report for SIU PD-PMA Supplemental Benefits Fund, Inc. This is a summary of the annual report for the SIU PD-PMA Supplemental Benefits Fund, Inc., Employer Identification No. 94-1431246, for the year ended July 31, 1985. The annual report has been filed with the Internal Revenue Service, as required under the Employer Retirement Income Security Act of 1974, ERISA. Basic Financial Statement Benefits under the Plan are provided by a tru t arrangement. Plan expenses were $9,169,002. These expenses included $195,058 in administrative expen es and $8,973,944 in benefits paid to participants and beneficiaries. A total of 2, 138 persons were participants in or beneficiaries of the Plan at the end of the Plan year, although not all of the e persons had yet earned the right to receive benefit . The value of Plan asset , after subtracting liabilities of the Plan, was $2,692,598 as of the end of the Plan year compared to $2,863,486 as of the beginning of the Plan year. During this Plan year, the Plan experienced a decrease in its net a ets of $170,888. The Plan had total income of$8,998,114 including employer contributions of $8,584,224, earnings from investments of $339 ,677, settlement income from bankruptcy proceedings of $29,279, lapsed benefits of $36,357, unclaimed compensation of $8,305 and other income of $272. �Diaest of Ships Meetinas ~ CAGUAS (Puerto Rico Marine), June 29-Chairman Manuel A Silva; Secretary G. Vourloumis; Educational Director D. Dukehart; Deck Delegate R. Morales; Steward Delegate Victor Gonzales. No disputed OT. Bosun M. Silva suggested that everyone read the LOG and be more informed as to what is going on in Washington. Some pro-maritime legislation has been passed, and "our contributions to S~ AD are the only way to achieve our goals." Silva also expressed appreciation to George Ripoll in Jacksonville, Fla. for his concern in assisting the Caguas when the ship was in that port. Communications have been received and posted, and movies are sent periodically. All in all-it's a "happy ship." A vote of confidence was given to Bosun Silva. And a vote of thanks was given to the steward and his department for the superb menu and very efficient service and preparation of meals. Payoff will be in Jacksonville on July 5. GALVESTON (Sea-Land Service), May 11-Chairman C. Dawson; Secretary Ken Hayes; Educational Director W. Walton; Deck Delegate Frank Timmons; Engine Delegate E. Stewart; Steward Delegate James Boss. Some disputed OT in the deck department will be taken to the patrolman at payoff in Tacoma, Wash. The shipping industry is not in good shape, the chairman reported. So members should take care of the jobs they have and write to their congressional representatives asking for their support. He also stressed the importance of contributing to SPAD and of keeping informed of Union activities through the LOG. The secretary reminded all hands that his door is open to anyone requiring information. New members should read the LOG and study the shipping rules and contracts, and beefs should be taken to department delegates, not to the captain. He added that applications for Piney Point are available in his office. Next port: Tacoma, Wash. GROTON (Apex Marine), June 15Chairman Neil D. Matthey; Secretary Marvin Deloatch; Educational Director A Gardner; Deck Delegate Mario R. Romero; io Engine Delegate Gerardo Vega; Steward Delegate Pedro Mena. No disputed OT. Chairman Matthey reported that the ship is scheduled to go in to the shipyard around Aug. 1. He asked the crew to make out a list of all repairs to be done at that time. He also advised members to take advantage of the upgrading courses offered at Piney Point, noting that special skills are becoming more essential as crew sizes become smaller. Secretary Deloatch stressed the importance of crewmembers working together. He also noted the importance of contributing to SPAD to help protect the interests of all SIU members .. and the maritime industry. Alan Gardner, the educational director, talked about the decline of the maritime industry and suggested that all members write their congressmen to try to help build a stronger - merchant marine. He also stressed safety aboard ship at all times. A motion was made that all permanent crewmembers be able to register for jobs and reclaim jobs in their home port rather than the port at which they leave the ship. A vote of thanks was given to the steward department for a job well done. Next port: Stapleton, N.Y. LNG LIBRA (ETC), June 22-Chairman Pete Waters; Secretary S. Wagner; Educational Director Dasril Panko; Engine Delegate Barry Harris; Steward Delegate Kim DeWitt. No disputed OT. There is $197 in the ship's fund. Arrival pools have been going well. Fifty dollars are added to the fund at each port from the "pilot onboard" pools. The fund is being used to help improve the video library. A letter from headquarters was read by the chairman concerning the conduct of crewmembers while in foreign countries-stressing the importance of acting responsibly and re~ spectfully in foreign ports. Members also were reminded to help keep the lounge and messhall clean at all times. The ship is scheduled to enter the shipyard in October. Perhaps at that time the basketball court can be moved to a location less likely to cause injuries to players. The bosun will be relieved this trip in Japan, and he expressed his thanks to the crew for making this a good tour. Next ports: Nagoya, Japan and Bontang, Indonesia. OMI DYNACHEM (OMI), July 13Chairman F. Sellman; Secretary N. Evans; Educational Director/Engine Delegate G. Rodriguez; Deck Delegate E. Bronstein; Steward Delegate P.O. Willis. No disputed OT. The Dynachem is due to pay off in Bayway, N.J. on July 16. The bosun thanked everyone for performing their duties well. And a special vote of thanks went to the steward and his department for making sure everyone had a good, hot meal, regardless of what time they were able to eat. There was a consenus onboard ship that the new pension plan is not to the members' liking. They feel that any new ruling should be put to a vote before the entire membership instead of a handful of men. OVERSEAS ALASKA (Maritime Overseas), June 22-Chairman F. Cottongin; Secretary W.O. Wallace; Deck Delegate T. Stephens; Engine Delegate P.E. Johnson; Steward Delegate R.D. Bridges. No disputed OT or beefs reported. There is $200 in the movie fund. Members were reminded that if they have a beef, they should take it to their department delegate or the bosun, or they should bring it up at the shipboard meetings. No beef will be handled by the patrolman unless it has already been discussed. The Overseas Alaska may go on a lightering run, but this is still up in the air. The steward department was given a vote of thanks for a job well done. Members were again advised of proper dress in the messhall-no cut-out t-shirts will be allowed. Next port: Panama. OVERSEAS ALICE (Maritime Overseas), July 1J_.-..:.Chairman S. Copeland; Secretary C. Loper Jr.; Educational Director J.H. O'Rawe. No beefs or disputed OT. ("The only beef is in the meat box," says the steward delegate.) The chairman informed the crew that all requests for a replacement or relief should be in writing, in accordance with the captain's wishes. The bosun then spoke about the training opportunities available at the Harry Lundeberg School in Piney Point, Md. He encouraged all those interested to submit their applications immediately and keep abreast of the new technologies on the ships of today. It was requested that the captain inform the guards on the ship to stay out of the messhalls at night (as they are eating all the night lunch). Their job is to watch the outside of the ship-not the messhalls. OAKLAND (Sea-Land Service), June 28--Chairman C.B. Pickle; Secretary F. Costango; Educational Directior F. Quebedeaux; Deck Delegate R. Moore; Engine Delegate M. Lawrence; Steward Delegate; R. Escobar. No disputed OT, although beefs were brought up from the engine department concerning a day's pay in lieu of a day off and equalization of OT. These beefs will be taken up with the boarding patrolman. A safety meeting was held at which time a film on the methods of transporting injured persons was shown. Thus far, this trip has been accident-free. Members were told that the company will supply laundry soap in bulk quantities. Therefore, containers with soap will be placed in the laundry room. The shortage and condition of linen onboard the Oakland will be discussed with the port steward in New Orleans by the ship's relief steward. Next port and port of payoff: New Orleans, La. PVT. HARRY FISHER (Maersk Line), June 13-Chairman Sidney Wallace. No beefs or disputed OT. All departments have done a fine job, reported the chairman. Their show of togetherness and cooperation made it an enjoyable four months in Diego Garcia. The secretary added that all is well and that members are performing their duties in SIU style. Communications are being received in Diego Garcia but very slowly. Several suggestions were made. The first was that the Welfare Plan should cover seamen all year long if they are able to work and remain in good standing. The second was that transportation be increased to fully cover expenses, similar to what the officers get. And a third suggestion was to get some kind of device aboard ship to test the milk. SEA·LAND EXPLORER (Sea-Land Service), June 1-Chairman LC. Cope; Secretary S. Amper; Educational Director S. Telech. No disputed OT. There is $112 in the ship's movie fund, in safekeeping in the captain's office. The bosun stressed the importance of donating to SPAD to support our Union and its members. Next ports: Long Beach and Oakland, Calif. SEA·LAND EXPRESS (Sea-Land Service), July &-Chairman J.M. Ard; Secretary S. Kolasa; Educational Director David O'Donnell. No beefs or disputed OT. From the chairman comes word that "we have just spent the Fourth of July at sea on a voyage between Old Amsterdam and New Amsterdam (Rotterdam and New York). It was a pleasant day for us all-with fair weather and a very good July 4th meal on our floating home away from home. The captain, officers and crew exchanged July 4th greetings in a very friendly atmosphere." A vote of thanks was given to the bosun (chairman) "for the wonderful job he is doing as our representative." And the crew gave a vote of thanks to the steward department for another job well done. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Elizabeth, N.J. SEA·LAND FREEDOM (Sea-Land Service), July 13-Chairman Fred Findahl; Secretary L.A. Lamphere; Educational Director L. Morin; Deck Delegate R. Crauthers; Engine Delegate R. Leyva; Steward Delegate J. Roman. No beefs or disputed OT. There is $72 in the ship's fund. Everything is running smoothly. The chairman spoke with the patrolman about getting a day's pay for having to come back aboard ship for the fire and boat drill, but was informed that no payment was due since the drill was required by the Coast Guard. There may also be another drill in Tacoma. He'll keep members informed. The secretary thanked the crew for helping keep the messroom and lounge clean. He also mentioned that the new GSU is doing an excellent job, and the captain is pleased. The chairman gave a short speech on the advantages of going to Piney Point to upgrade. The courses available at the school help a member advance in his particular field, whether deck, engine or steward, and help insure job security. He also reminded members to keep abreast of Union activities by reading the LOG and stressed the importance of helping the Union's work in Washington, D.C. by contributing to SPAD. A vote of thanks was given to the steward department for a job well done, and the chairman thanked the entire crew for their cooperation. He said it had been one of the best crews he had ever sailed with. Next port: Yokohama, Japan. Official ships minutes also were received from the following vessels: ALTAIR PAllAMA AMERICAI COIDOR PAii. BUCK AURORA ROVER BALTIMORE ST. LOUIS BORllQUEI SALERIUM BROOKS RAIGE SAMUEL L. COBB llG CAPRICORI SEA-WO ADVEITURER COISTITUTIOI SEA-WO COISUMER COURIER SEA-WO DEVELOPER COVE LIBERTY SEA·WD ECO OMY GREAT WD SEA·WD llDEPEIDEICE I DEPEIDEICE SEA-WD WDER KAUAI SEA-LAID LIBERATOR LAWREICE H. GIAIEUA SEA-WD MARllER WRLllE SEA-LAID PACER MOBILE SEA-WO PIOIEER OMI COLUMBIA SEA-LAID PRODUCER OMI HUDSOI SEA-LAID VEITURE OMI WDER SEA-LAID VOYAGER OMI WABASH STAR OF TEXAS OMI YUKOI LNG TAURUS OVERSEAS CHICAGO WESTWARD VENTURE OVERSEAS MARILYN Personals Anthony Evanosich Please contact your brother Francis J. Evanosich at 1129 New Hamphire Ave., N.W., Apt. 1011, Washington, D.C. 20037, or tel~­ phone at (202) 659-1243. Vincent Leroy Ratcliff Walter Karlak would like to hear from you. Write him at 35-20 62nd St., Queens, N.Y. 11377. Monthly Membership Meetings Port Piney Point. .............. New York ............... Philadelphia .............. Baltimore ................ Norfolk .................. Jacksonville .............. Algonac ...... . .......... Houston ................. New Orleans ............. Mobile .................. San Francisco ............. Wilmington ............... Seattle ................... San Juan ................. St. Louis ...... . .......... Honolulu ......... . ....... Duluth ................... Gloucester ........ .. .. . .. Jersey City . . .......... . . . Date Deep Sea Lakes, Inland Waters Monday, September 8 ................. 10:30 Tuesday, September 9 ................. 10:30 Wednesday, September 10 .............. 10:30 Thursday, September 11 ............... 10:30 Thursday, September 11 ....... : ....... 10:30 Thursday, September 11 .. . ............ 10:30 Friday, September 12 .................. 10:30 Monday, September 15 ................ 10:30 Tuesday, September 16 ................ 10:30 Wednesday, September 17 .............. 10:30 Thursday, September 18 ............... 10:30 Monday, September 22 ................ 10:30 Friday, September 26 .................. 10:30 Thursday, September 11 .. . ............ 10:30 Friday, September 19 .................. 10:30 Thursday, September 18 ............. . . 10:30 Wednesday, September 17 ... . .......... 10:30 Tuesday, September 23 .............. . . 10:30 Wednesday, September 24 .............. 10:30 a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. August 1986 I LOG I 29 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Por-ts Dispatchers Report for Great Lakes JULY 1-31, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP **REGISTERED ON BEACH All Groups Class CL Class L Class NP 19 8 Port Algonac ..................... 2 22 6 DECK DEPARTMENT 4 51 12 Port Algonac ..................... 0 17 6 ENGINE DEPARTMENT 0 25 6 2 12 4 Port Algonac ................ ..... 0 6 2 STEWARD DEPARTMENT 15 3 5 0 4 2 21 6 56 20 Frank Drozak, President Ed Turner, Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Steve Edney, Vice President HEADQUARTERS ENTRY DEPARTMENT Port Algonac ..................... 13 36 6 0 0 0 4 7 91 23 81 27 Totals All Departments ........ 8 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 -· (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 Dispatchers Report for Deep Sea ~ JULY 1-31, 1986 Port Gloucester ............. . .... New York ................... Philadelphia ................. Baltimore ... . . .............. Norfolk ... .................. Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis .............. ..... Piney Point ................. Totals ...................... -4' Port Gloucester .................. New York ................... Philadelphia ................ . Baltimore ................... Norfolk ..................... Mobile ..... . .... .... ....... New Orleans ................ Jacksonville . ................ San Francisco ............... Wilmington ................. Seattle ...... . .............. Puerto Rico ....... .......... Honolulu ..... . . ... ......... Houston .................... St. Louis ....... ............ Piney Point ..... ............ Totals ...... .......... ... ... Port Gloucester .................. New York . .................. Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ....... ......... . Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Lou is ................... Piney Point ................. Totals ...................... *TOTAL REGISTERED All Groups Class A Class B Class C 1 71 4 12 13 10 47 36 32 21 43 0 6 42 0 3 3 16 4 4 10 2 6 10 7 11 11 0 7 9 0 1 0 1 0 0 1 0 1 1 0 0 1 0 3 0 0 0 TOTAL SHIPPED All Groups Class A Class B Class C 1 36 6 4 9 3 33 23 30 19 27 0 8 24 0 0 341 101 8 223 0 35 8 13 7 3 37 31 14 13 32 0 7 27 0 0 2 3 1 1 4 1 8 4 5 5 6 0 11 6 0 2 0 0 0 0 0 0 1 0 1 0 1 0 11 0 0 0 0 26 3 8 6 2 23 15 10 12 19 0 4 22 0 0 DECK DEPARTMENT 1 0 17 0 2 0 4 0 6 0 0 0 1 0 7 0 3 0 6 0 8 0 0 0 7 1 5 0 0 0 1 0 68 1 ENGINE DEPARTMENT 0 0 3 0 1 0 0 0 0 0 0 0 3 0 2 0 5 0 6 0 7 0 0 0 11 9 5 0 0 0 1 0 227 59 14 150 0 24 1 5 7 2 18 9 26 11 20 0 4 17 0 1 2 7 2 1 1 0 1 6 2 2 5 0 22 2 0 1 0 0 0 0 0 0 0 0 0 0 1 0 30 0 0 0 0 23 2 4 4 1 14 5 23 4 16 0 1 12 0 1 STEWARD DEPARTMENT 1 0 2 0 2 0 1 0 0 0 1 0 0 0 3 0 2 0 1 0 7 0 0 0 24 18 0 0 0 0 1 0 0 23 4 1 6 0 15 7 25 7 14 0 4 12 0 0 ENTRY DEPARTMENT 1 0 17 0 2 0 4 0 3 0 2 1 8 1 11 0 1 8 5 0 15 0 0 0 85 112 5 0 0 0 2 0 145 54 31 110 Port Gloucester ...... ..... . .. ... . New York ................... Philadelphia ................. Baltimore ................... Norfolk ..... ....... ......... Mobile . ............... .... . New Orleans . ....... ...... .. Jacksonville ..... .. . ......... San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ............ ..... Honolulu ............. ... ... Houston .................... St. Louis ................... Piney Point ................. Totals ...................... 145 272 205 118 Totals All Departments ... . .... 858 486 258 601 0 26 1 3 8 3 14 6 30 12 22 0 2 18 0 0 2 40 3 5 18 6 14 16 11 22 21 0 104 5 0 5 0 1 0 1 3 1 11 4 3 1 0 0 179 1 0 0 44 45 9 18 168 115 325 143 Trip Reliefs 2 20 0 1 3 1 3 3 7 7 9 4 8 6 0 0 CLEVELAND, Ohio **REGISTERED ON BEACH All Groups Class A Class B Class C 5 133 8 17 23 18 91 55 53 32 65 0 7 70 0 4 6 28 6 9 12 5 12 22 14 8 18 0 14 12 0 4 0 3 0 0 1 0 5 3 2 4 1 0 5 1 0 0 74 581 170 25 0 11 1 3 3 0 9 2 2 6 6 3 11 4 0 1 2 80 9 12 16 8 53 46 26 30 50 0 8 44 0 2 6 5 1 3 9 1 10 8 8 5 13 0 16 5 0 3 59 386 93 0 0 0 0 0 0 3 0 1 0 1 0 6 0 0 0 11 0 10 0 2 0 1 14 2 10 4 6 1 32 2 0 0 0 44 1 7 9 12 31 13 66 15 38 0 7 23 0 1 2 10 3 0 2 1 4 7 4 6 6 0 22 2 0 1 0 0 0 0 2 0 0 0 0 0 2 0 33 0 0 0 84 267 70 37 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 51 4 9 11 5 31 12 68 24 44 0 5 25 0 1 2 71 4 7 20 10 29 21 29 26 35 0 117 3 0 4 1 4 0 1 4 0 15 6 6 2 0 0 285 1 0 0 0 290 376 325 217 1,524 711 398 1290 Old River Rd. 44113 (216) 621-5450 DULUTH, Minn. 30 I LOG I August 1986 :- 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 .. (617) 283-1167 HONOLULU, Hawaii .- 636 Cooke St. 96813 (808) 523-5434 ~ HOUSTON, Tex. 1221 Pierce St. 77002 • (713) 659-5152 JACKSONVILLE, Fla. .; 3315 Liberty St. 32206 (904) 353-0987 ::: JERSEY CITY, N.J. 99 Montgomery St. 07302 - / (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 ~ NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 . NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. . St. Mary's County 2067 4 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 941 05 (415) 543-5855 .;; SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines *"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 July was down from the month of June. A total of 1,286 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,286 jobs shipped, 601 jobs or about 47 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 217 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 3,368 jobs have been shipped. 'J 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 . ~ - -- �Seafarers Welfare Report Rising Health Care Costs Prompt Benefit Payment Changes in Welfare Plan In the June 1986 Membership Report, the membership was alerted to financial concerns confronting the Seafarers Welfare Plan. Included in the report was a description of how other union welfare plans were dealing with skyrocketing health care costs. Methods such as caps on welfare payments, major medical deductibles, second opinion programs, pre-authorization screening, health maintenance organizations and preferred provider programs are ways in which both unions and employers are combating this crisis of health care costs. More frequently today we hear about concessionary bargaining where employers come to the table expecting unions to give back hard won wages and benefits. A recent study found that in the area of health care, the top two bargaining priorities for employers would be demands for increased deductibles and increases in employee contributions to health insurance premiums. Employers are also trying to scale back benefits already in effect. The Seafarers Welfare Plan is making every effort to contain health care costs without making substantial cuts in the variety of benefits available through the Plan. It is the responsibility of the Plans trustees and administrative staff to make sure everything possible is being done to conserve the Plan's funds while promoting high quality medical care for the member- ship and their families. The Seafarers Welfare Plan is experiencing tremendous cost increases which have had a very serious financial impact on the Plan. Although the Plan still has sufficient funds to cover the needs of our members and their families, certain changes must be made to ensure this protection for years to come. It has been the most important concern of the Plan trustees to manage the Welfare Plan funds in a way which will be beneficial for all participants. The trustees and the Plan's administrative staff must do more than look at the present situation. They must analyze our current costs as well as predict our future expenses. Based on these figures, the trustees and administrative staff must adopt programs and amendments which will allow the fund to remain in a secure financial position. The trustees have been developing a more comprehensive program to fully protect the Plan's funds and to ensure a promising future for the Seafarers Welfare Plan. To carry out this program, the following amendments have been proposed. For in-patient hospital claims for employee participants, the Plan will pay 100 percent of the charges for the first confinement during a one-year period. If the employee is hospitalized again in the same one-year period, the Plan would pay 80 percent of the charges and the employee would be responsible for the remaining 20 percent. After the one year has passed, the employee would then again be eligible for 100 percent coverage for one in-patient confinement. For out-patient hospital claims for employee participants, the Plan will continue to pay 100 percent coverage for up to three out-patient visits in a one-year period. If an employee has more than three out-patient claims in a one-year period, the Plan will cover 80 percent of the next claim, and the employee would be responsible for the remaining 20 percent on each claim. After the year has passed, the employee would then again be eligible for 100 percent coverage for up to three visits. For dependent in-patient hospital claims, the Plan will pay for 100 percent of the first claim which occurs during a three-year period. For any additional in-patient confinement which occurs during the three-year period, the Plan will cover 80 percent of each subsequent claim, and the employee would be responsible for the remaining 20 percent. After the initial three-year cycle has expired, the Plan would then pay one in-patient confinement at the I 00 percent coverage level and then pay 80 percent of each in-patient confinement for the next three years. In other words, every three-year period would begin a new payment cycle for in-patient dependent claims. Individuals who are currently receiving pension benefits will not be affected by any of these amendments To All Former Scholarship Recipients A form letter with a questionnaire was mailed to all scholarship recipients in regard to a research program for the years 1953 to 1983. For those 1953-1983 scholarship recipients who have not received the questionnaire, you are requested to contact Al Jensen by telephone, (301) 899-0675, or write and request said questionnaire: Seafarers' Welfare c/o Assistant Administrator 5201 Auth Way Camp Springs, Md. 20746 Your help is greatly appreciated. Letters To The Editor 'Speaking Up for Our Men ... ' I am writing to inform your readers who may not be aware that all who are fighting for the recognition and benefits due the WW II merchant seaman are at a crisis point in our efforts. Thousands of brave men are watching us from their final resting place to see if we will again allow them to be forgotten. Many, many others who served our country and were wounded or otherwise now unable to help themselves need our help to get the care they have so well earned. I strongly urge everyone, all relatives of the men of the WW II merchant marine to write to their representatives in Washington. As Americans we must speak up for our men to see them treated fairly under the laws of our nation. We must not tolerate discrimination as was blatantly displayed by the Air Force Review Board in refusing the GI-Bill to our men. We make national heroes of civilians who are lost in the aerospace industry yet we do nothing to remember those who died just as surely aboard exploding tankers and ammo ships. Sincerely Ian A. Millar President & Founder The Sons & Daughters of United States Merchant Mariners of WW II 'Work Well Done ... ' How happy and relieved I am to know that the hospital bills of my late husband were all taken care of by your office. Thank you very much for your concern. I know my husband will be at peace .... I would like to thank Mr. Tom Cranford, Ms. Maria Dumlao and the Claims Department personnel for their work well done. Thanks again for the benefits. Sincerely yours, Mrs. Santiago Laurente Brooklyn, N.Y. to the Welfare Plan. However, for pensioners who retire and receive benefits after Jan. I, 1987, these amendments will apply. These rules will continue for a pensioner until he or she becomes eligible for primary Medicare coverage. Once the pensioner begins to receive Medicare coverage, the Plan becomes the secondary payor, and the benefits which would be available to Medicare-age pensioners from the Plan would continue in effect. *** The last amendment involves the way in which prescription drug claims shall be processed for payment. To help streamline the claims processing system and to enable the Plan to operate more efficiently, individuals who receive Welfare reimbursement for prescription drugs should not submit a claim for reimbursement until they have accumulated $50 worth of receipts. In the event a participant's prescription claims do not amount to $50 within a one-year period, the participant would submit all prescription bills at the end of the calendar year. *** These proposed changes are expected to go into effect beginning Jan. 1, 1987. Future issues of the LOG will carry notices of these changes and will describe each change fully to make sure everyone has a complete understanding of them. These changes are expected to conserve Plan monies and protect our benefit program for the long haul. The SIU is working hard in the political area to support our industry and protect employment opportunities for SIU employees. Maternity Benefits Last month's LOG carried a story on how to file a Welfare claim with the Seafarers Welfare Plan. There has been a change in the requirements for maternity benefits. Claims for maternity benefits must be filed within 90 days of birth, not within 365 days as reported last month. August 1986 I LOG I 31 �Paul Hall Day August 20, 1986 P '~;.,:....... _ SIU members will celebrate Paul Hall Day on August 20 in honor of the man who founded this Union. He devoted his life to improving the wages. benefit and working condition of American seamen. His la ting contribution include pa age of the Merchant Marine Act of 1970. which funnelled nearly l 00 new ves el into an aging and shrinking American-flag merchant marine. Hi vision and compassion were legendary and led to the founding of the Seafarer Harry Lundeberg School of Seamanship. the Maritime Trades Department of the AFL-CIO and numerous educational and rehabilitative program . aul Hall is known as the "Father of the Modern Merchant Marine, .. and his life was dedicated to trade unionism, especially the Seafarers International Union. Hall sailed as an oiler during WWII and was one of the original SIU members in 1938. In 1941 he became port agent in New York, 21 Stone Street. and by 1948 he wa secretary-treasurer, then the top ranking position in the Union. He wa a brilliant organizer and wa most ·uccessful during the Isthmian Campaign. Through his leadership, a new headquarters was built in Brooklyn in 1951, and many innovations were made within the next few year . Racial classifications were eliminated in hiring practices in 1953 and industry-wide seniority agreements were obtained. In 1957, with the death of SUP President Harry Lundeberg, Paul Hall became the president of the SIUNA and the Maritime Trade Department (AFL-CIO). Morri Wei berger took over Lundeberg's leadership of the SUP at that time. Hall was a fine extemporaneou speaker with a complete gra p of every situation. He met with every president from Truman to Carter and presented the case of the U.S. Maritime industry before Congre s. He followed the lead of Furuseth and Lundeberg in thi re pect and was responsible for passage of the Maritime Act of 1970 before both houses of Congress. In 1967 Piney Point became Hall's realized dream of providing education and opportunity for all. Here young men and women can learn skilJs needed for a life at ea, earn a high school diploma and even a college education. In 1981 the new library at Piney Point wa dedicated in hi honor and named the Paul Hall Memorial Library and Maritime Museum. No matter how tough the exterior, thi wa a man of deep a sessments. One who understood the necessity of education, both vocational and academic, and who could talk equally with the members as well as with presidents. He was educated in the rank · and knew things from the ground up. He made certain that his Seafarers would have a chance to get their education-from high chool to college and beyond. ~ StU (Continued from Page 9.) Pensions _, According to a story in The Wall Street Journal. pension and~ elfare benefits are being scaled back acros the nation. The problem is e pecially evere for ingleemployer pen ion plans. some of which are being shut down altogether. Port Development The Journal(~{ Commerce ran a story saying that the acting pre ident of the American Association of Port Authorities believes that an omnibus waterways bill wilJ pass Congress this session. At the same time, the article noted that "time is running hort" and if Congre doesn't act soon "the port indu try will have to tart from scratch next year." Sea-Land Take-Over A recent ruling by the Interstate Commerce Commis5ion to block the Santa Fe-Southern Pacific merger is not likely to affect the merger proposal between CSX Corp. and Sea-Land Corp., according to a story contained in The Journal of Commerce. "I don't think that [the decision] will have an impact because they're two different industries," said Anthony Hatch, an analy t with a maritime research firm. Service Contract Act The SIU is seeking to maintain the viability of the Service Contract Act, which has protected the wage structure for seamen employed in th~ MSC and on military-contracted ves el . The administration is trying to re trict the August 1986 I LOG I 32 application of the Service Contract Act, which was pa ed in 1965, to make sure that the federal government doe not undermine the prevailing wage scale in local indu trie and region . Its supporters in the Senate have introduced S. 2261 (see separate story). In a related development, the SIU is petitioning a decision by the Department of Labor to exempt the application of the Service Contract Act to the T AGOS contract ( ee page 17). Sou th Africa Upon returning from a fact-finding mis ·ion to South Africa, AFL-CIO President Lane Kirkland called for '' trong and effective'' economic anctions again t the South African government. Kirkland was visiting the familie of jailed labor leaders who opposed the system of apartheid there. "Our mi ion," said Kirkland "is to give our colleagues a sense that they are not alone and forgotten. ' ' Strategic Petrole um Reserve Pre ident Reagan ha ordered continued purcha e of crude oil for the Strategic Petroleum Re erve to a 750 million barrel level, and ha given the Secretary of Energy di cretion to exceed the authorized rate of filling if oil price are low enough. aid Drozak, "has never been more clear cut." A complete story on this is ·ue i · carried on page I. Tax Reform Drozak ent out letters asking the House and Senate conferees who are meeting to hammer out a compromise bill on tax reform . to '· upport the House of Representatives' repeal of the Internal Revenue Code's Subpart F tax avoidance mechanism." Subpart F wa enacted 24 years ago to extend U.S. tax liability to make sure that American companies could not use their foreign subsidie~ to evade paying their rightful taxe ·. Yet ·hipping income was excluded from thi provi ion, thereby encouraging the growth of a ubstantial U .S.-controlled foreign-flag merchant fleet. "At pre ent," said Drozak, "the present tax code is exceedingly costly to the national economy, balance of trade and the U.S. Treas- ury . . . More costly, however, has been the price we have paid in compromi ing our national security." Politics Is Porkchops Subsidy Reform SIU Pre ident Frank Drozak testified on a ub idy reform bill, S. 2662, which wa introduced by Senator Daniel K. Inouye (0-Hawaii) and Ted Steven (R-Ala ka) earlier this year. "The need for this legislation and the relief it would bring to our liner operator , " Support SPAD � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1986 Description An account of the resource HEADLINES SENATE BILL GAINS WIDE SUPPORT, FAST ACTION? FREE WORLD’S TRANSPORT UNIONS MEET IN LUXEMBOURG FISHING SAFETY BILL COULD END INSURANCE CRISIS HOUSE HEARS IDEAS TO BOLSTER U.S./CANADA GREAT LAKES’ TRADE SIU WINS JOBS AND BACK PAY FOR 2 NEW BEDFORD FISHERMAN SALERNUM RE-NAMED SERVICE CONTRACT ACT IS UNDER ATTACK IN SENATE SENATE ADDS CONSTRUCTION WINDOW TO PASSENGER BILL SIU COMPANY SETS UP PENSACOLA TUG OPERATION SIU’S PRESSURE PUTS OUTRACH MARINE OUT OF BUSINESS IN BALTIMORE HARBOR THE SIU IN WASHINGTON COAST GUARD USER FEES AUTHORIZATIONS AUTO CARRIER BILL COAST GUARD USER FEES FLAGS OF CONVENIENCE GRAMM-RUDMAN MARITIME MERGERS GREAT LAKES CARIBBEAN BASIN INITIATIVE CARGO PREFERENCE LIABILITY INSURANCE PASSENGER VESSELS SHLSS TRAINEES FIND THEIR FIRST TRIP EXCITING UNION SEEKS INDUSTRY WAGE PARITY FOR TAGOS INDOMITABLE RESCUES SIX AFTER 2 WEEKS ON LIFE RAFT IN PACIFIC BAN ASBESTOS BILL CALLS FOR DOD TO INSPECT CHARTER FLIGHTS SEALIFT ESSENTIAL TO NAVAL DEFENSE STRATEGY USNS SPICA REDEPLOYED TO MEDITERRANEAN USNS INDOMITABLE RESCUES SIX AT SEA 23 STUDENTS WIN TRIPS, BONDS IN MARITIME ESSAY CONTESTS RISING HEALTH CARE COSTS PROMPT BENEFIT PAYMENT CHANGES IN WELFARE PLAN Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 8 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/93849ef362ade5de6b5113ca82946daf.pdf 3bd18f821b38d804deeadeb60d6e1ab5 PDF Text Text Official Publication of the Seafarers International Union• Atlantic, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 48 No.? July 1986 Steady 'Hands' Needed in Unrep Seafarers onboard the SIU-contracted 1st Lt. Baldomero Lopez (Amsea) got a chance to put some of their training to use recently during an underway replenishment exercise off the Virginia Capes. See page 9 for photo coverage of the refueling. Ex-Member Uses Art Skills to Prom The first thing Marcel Scuderi ever drew was a tugboat. Since he drew his first tugboat, the 29-year-old Scuderi has gone from '' directionless'' teenager to Piney Point grad (Class 189) to QMED. A lot of Seafarers have made the same large jumps in their lives. But Scuderi has gone a bit further. Four years ago he left the sea to enter one of the country's more prestigious art schools, the Corcoran School of Art in Washington, D.C. Just last month he left with his Fine Arts degree and an impressively designed campaign to help the public understand the plight of the U.S. merchant marine. Scuderi is intense and passionate about helping the U .S.-flag fleet and about giving back something to the Union and industry that helped him so much. "You guys showed me the world. I got my QMED ticket at Union expense and now I want to give something back,'' he said, explaining why he spent the six months of his senior year creating the seven-poster ad series. Late last year he approached the SIU and the Transportation Institute about the project. With the encouragement of both organizations and TI' s Executive Director Peter Luciano, Scuderi began his work. The result-"I've got stacks of stuff all over. It took a long time before I settled on a design.'' The centerpiece of each design is a blue freighter bow with a large white American flag star and blue and red stripes extending stemward. Depending on the short and simple message' 'Our Merchant Marine Is Going Down Fast and We Need Your Help!" "If We Don't Carry More Export Cargo Our Fleet Will Just Disappear!" "Security and Trade Are Assured With a Newly Revitalized Merchant Marine!"-the ship's bow is portrayed a bit differently, symbolizing the message. The designs with the above messages illustrate the technique. In the first the bow points dangerously skyward as if the ship is just minutes from slipping under the ocean. With the warning about a disappearing fleet, the how's coloring is much lighter, fading into the background. On the last, the ship is quickly cutting through the seas steaming ahead. ''The images might look simple, but this has to be understood by everybody-the farmers in Iowa-everybody," Scuderi said. Apparently the series does create an interest for people who know little about the U.S. merchant marine. He said that during the months he worked on the project at the Corcoran his professors began asking questions and became interested in the problems. Like most college grads this time of year, he is job hunting, hoping his degree, free-lance work and internships, along with his impressive project will land him a job as a graphic artist. His work was on display at the SHLSS' s recent conference on strategic sealift where dozens of industry representatives had a chance to view ~~-. S. Fleet Marcel Scuderi displays the ads he developed to help promote the U.S. merchant marine. it. It also will be displayed at SIU headquarters this month. Scuderi has come a long way from that day aboard ship when he used every pen and pencil he brought with him to draw during his off hours. Finally he bought a half-empty ballpoint pen from a crewmate so he could keep drawing to the next port. In the process, he has given something back. Inside: Vet Status Granted to WW II Seafarer A West Coast Maritime Vacation-Part 2 File Your Welfare Claim for Quick Results Cocaine Kills Across Age and Class Unes Page 3 Page 14 1 Page 16 Page 17 • �• 's res e by Frank Droza Maybe persistence does pays off. For years the SIU has been trying to find ways to increase this country's passenger ship fleet. In a nutshell, more passenger vessels mean hundreds of jobs for American seafarers of all unions. These ships generate millions of dollars for the ports they call on and the owners who run the ships. And perhaps most important they serve this country's national defense interests. But despite our years-long effort, there are only two U .S.-flag passenger ships, the SIU-crewed SS Constitution and SS Independence. In the past several years other unions have fought against us. Congressional leaders have sought compromises. The administration refused support. But now things may be changing. For the first time Marad has shown Perhaps this ITF action will make the administration and Congress realize that American military might must rely on American ships and American crews. is now in the U.S. Senate, it has given qualified support to the bill. Unfortunately, like so many other important maritime issues, there are some powerful opponents--other unions, business interests and others. Too many of these people are arguing their cases from a stance of very narrow self-interest with short-sighted opinions and sometimes blatantly false statements. Let's face it. No American passenger ship has been built in the United States in three decades, and none will be built. It is simply too costly. In the meantime, foreign-flag ships are taking billions of American dollars in the booming passenger ship trade. And thousands of seagoing and shoreside jobs are being denied to American workers. * * * If we are going to have a healthy U.S.-flag fleet, a new system of subsidy for our liner companies (which have shrunk by more than half in the last 15 years) must be designed to replace the Operating Difft~rential Subsidy program which the administration is phasing out. Like so many other issues facing the maritime community, no one can agree on what should be done. Unions, companies, owners and politicians have been pulling in different directions, despite warnings from such maritime allies as representatives Mario Biaggi (D-N. Y .) and Walter Jones (D-N .C.) that if they don't come together it will be too late to pass any legislation this year. It is time to put our differences aside or it will be too late to do anything but sit on our thumbs as ODS disappears and nothing is left. * * * favor to a bill which could allow up to five foreign-flag passenger ships to re-flag U.S. While the administration has some reservations about a bill that Finance Committee Checks SIU Expenses The Union's Finance Committee held its quarterly meeting at SIU headquarters last month. The committee, made up of rank and file Seafarers, spent several days examining the Union's expenditures. Pictured above (I. tor.) are Anthony Gregoire, Terry Mouton, Christos Florous, Frank Costango, SIU Secretary Joe DiGiorgio, Cal James and Frank Rodriguez. While the administration appears to have come around on the passenger ship issue, it still needs to look very closely at this country's strategic sealift shortfall. Basically there are not enough U .S.-flag merchant ships and merchant sailors to carry the needed military supplies and troops if any major conventional conflict breaks out. Navy forces have increased, and the nation's Ready Reserve Fleet has also grown. But Navy strategists admit that is still not enough. Defenders of the current sealift policy claim that the shortfall will be made up by using flag-of-convenience (FOC) ships owned by Americans and ships of our NATO allies. The SIU has argued that these ships cannot be counted on because they are manned by crews who would not sail into an American war scene. A resolution adopted by the International Transport Worker's Federation (ITF) Seafarers Section may finally prove our point. The resolution gives seamen the right to refuse to proceed on ships bound for a war-like operations area. Maritime unions from more than 50 nations, including most of our NATO allies, are parties to the resolution. While the SIU fought against the action, the ITF and International Labor Organization has included this resolution in every document and issue for the past 18 months or more. Several hundred ships this country counts on for a military emergency are FOC or NATO vessels, but if the crews refuse to sail, those ships are useless. * * * If you think every time you read my column I say something about drugs, there is a reason for that. Drugs, especially cocaine and alcohol, are ruining lives and too often ending them. The deaths of Len Bias, University of Maryland All-American basketball star and Boston Celtics' first-round draft choice, and Don Rogers, a Cleveland Browns' defensive back and former rookie of the year, are examples that cocaine doesn't care who it kills. Those two young men were probably as healthy as anyone can be, yet both died from single episodes of cocaine use. There is no doubt that cocaine can certainly get you high, there should be no doubt anymore that it can kill too. Is that 10 or 20 minute rush worth the risk? On another level, if drugs are found in your urine after a required drug test, which more and more of you must take if you want certain jobs, you won't get that job. Is that 10 or 20 minute rush worth losing months of work for? If you do have a problem with drugs or alcohol, get help now. The SIU wants to help you help yourself. Talk to your port agent or call the Seafarers Alcohol and Drug Abuse Rehabilitation Center, please. It could save your life. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, July 1986 Vol. 48, No. 7 AFL-CIO Executive Board Frank Drozak President Joe DiGiorgio Ed Turner Executive Vice President Secretary Angus "Red" Campbell Vice President ~fl Charles Svenson Editor Mike Hall Assistant Editor 2 I LOG I July 1986 L~nette •.. Leon Hall Vice President Joe Sacco George McCartney Roy A. Mercer Vice President Vice President V/Ce President ..,o;~ '"'';ii{.·, 'o'"'.. Deborah Greene Associate Editor Ray Bourdlua Vice President I Managing Editor Max Hall Associate Editor Mike S8cco Marshall Assistant Editor/Photos ~ i 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. �John Cleveland, SIU Cafeteria Manager, Killed in Crash SIU Headquarters cafeteria manager John "Johnny" Travis Cleveland Sr., 28, died of injuries sustained in a two-car collision in Compton, Md., St. Mary's County on June 30. Brother Cleveland, of Compton, and the driver of the other car, Timothy William Mathers, 27 , of Lexington Park, Md., were pronounced dead on arrival at St. Mary's Hospital in Leonardtown, Md. Piney Point cooking instructor Johnny Cleveland (left) helping student cooks improve their culinary skills. Earns Medals for Mulberry Operation Seafarer Wins Vet Status It took more than 40 years, but finally Seafarer Winston Edward Battle Sr. is getting the recognition he rightly deserves. Battle, who was one of hundreds of American merchant seamen who took part in Operation Mulberry during the Normandy Invasion in June 1944, is being officially recognized as a veteran of that military operation. Seafarer Battle, who is 62 and still ships as chief steward, was given an Honorable Discharge certificate and medals for his services in the European-African-Middle Eastern Campaign. He was also awarded the Good Conduct Medal and the Honorable Service lapel button. His veterans status entitles him to benefits from the U.S. Veterans Administration. "I'm going to wear these medals with pride and dignity finally,'' Battle said. His wife, Cora in Compton, Calif. added, "We're going to frame the discharge certificate. It makes me happy that my husband has finally received his recognition.'' ''Our ship (the SS Victory Sword) was among 32 ships that were intentially sunk by our men to create a breakwater effect, thus calming the waters of the [Mulberry] Harbor so that infantrymen could have an easier time coming ashore," Battle explained. "Only some of those ships and their personnel were recognized for their efforts," he said. "For years I and others have tried to receive that same due recognition. It took the Mulberry Winston Battle Veterans Act (Public Law 95-202) to open up the way for the rest of us to be recognized.'' A notice was published in many newspapers asking for veterans who served on these ships including the Victory Sword to contact the U.S. Army Reserve Personnel Center so they could receive their long-delayed recognition. ''They finally got around to realizing they would never have won World War II without merchant seamen,'' Battle said. Seafarer Battle, who hit the bricks in the 1946 General Maritime and 1946 Isthmian beefs, later sailed during both the Korean and Vietnam Wars. He has been a member of the SIU since 1942. Sharing his honors as a "Mulberry Vet" along with his wife are Battle's son, Seafarer Vance F. Battle and his daughter, Linda Whitaker. Yost Takes C.G. Command Admiral Paul Alexander Yost Jr. became the 18th Commandant of the United States Coast Guard on May 30, 1986. He was nominated to that position while serving as Commander of the Atlantic Area, Commander Mar- There were no passengers in either vehicle. According to the county sheriff's department, Mathers was driving north on the road at about 9:55 p.m. when his car crossed the center line to pass two cars on a curve, skidded sideways and crashed into Cleveland's southbound auto. Cleveland began working for the Union in 1981 at SHLSS. In May 1983 he took over the cafeteria at SIU headquarters in Camp Springs, Md. He was a graduate of the U.S. Navy Culinary School at Patuxent Naval Air Base in Lexington Park, Md. Cleveland was the founder and first president of an American Culinary Federation chapter in Southern Maryland. Burial was in the SIU Cemetery at Valley Lee, Md. Surviving are his widow, Cheryl; a son, John Travis Jr.; his parents, and a brother and sister. Commenting on Cleveland's death, Gus Gusilatar, co-worker for six years and headquarters cafeteria chief cook said, "to me, John was a very intelligent guy and a well-coordinated worker. He was a good instructor.'' Romeo V. Lupinacci, Piney Point chief chef and president of UIW Local 31 said, "John had a lot of vision. He was a cleancut, typical American man. And aggressive and he had a quick mind. He wanted to make it . . . he wanted to be a great chef . . . he was very ethical and a great outdoorsman. He was like a son." UIW lawyer Charles Monblatt who knew John for almost four years said, "Johnny Cleveland was a good person." "John was friendly, helpful, courteous, a gentleman of good character. He was strict but fair," LOG staffer Ray Bourdius said. A special memorial service for Cleveland was held at SHLSS July 3. Several hundred people from headquarters, the school and the community attended. In addition, co-workers and friends have established a special trust fund for Cleveland's son. itime Defense Zone Atlantic, and Commander Third Coast Guard District in New York City where he was assigned in 1984. In these roles, Yost was responsible for Coast Guard operations in the Atlantic, Caribbean, and Gulf of Mexico including drug interdiction, maritime law enforcement, and search and rescue, as well as maritime coastal defense under the authority of the Commander Atlantic Fleet, United States Navy. Prior to his Third District assignment, Admiral Yost was Chief of Staff of the Coast Guard for three years. He was promoted to flag rank in 1978 and served as Eighth District Commander in New Orleans, La. for three years. Admiral Yost graduated from the Naval War College at Newport, R.l. in 1964. He received master's degrees in international affairs from George Washington University (1964) and in mechanical engineering from the University of Connecticut (1959). The Commandant's awards include The Distinguished Service Medal, Silver Star, Legion of Merit with combat "V", a gold star in lieu of a second Legion of Merit, Meritorious Service Adm. Paul Yost Medal, Combat Action Ribbon, Korean Service Medal, and United Nations Service Medal. A native of St. Petersburg, Fla., Admiral Yost is married to the former Jan Worth of Wakefield, Mass. They have five children. News Notes In a late-breaking development, a contract has been ratified by SIU members who work onboard the SS Constitution and Independence. The new contract will cover more than 1,000 SIU members. The two vessels are owned by American Hawaiia Cruise Lines. They constitute this country's entire passenger fleet. More details on the contract will be carried in next month's LOG. * * * * Ed Pulver, regional director of the SIU, was named as a delegate to the National Labor Council for Latin American Advancement, it was announced by Jack Otero, president of LCLAA and an official of the Brotherhood of Railway & Airline Clerks, AFL-CIO. Pulver is a long-time member and official of the SIU working in the New Jersey area. * * * * The many-talented Louis Cirignano, Seafarer, teacher, town councilman and public-spirited citizen, showed up in the Congressional Record May 13 where he was recognized as one of ''The Boys at Myrtle & Monroe of the City of Passaic, N .J. '' July 1986 I LOG I 3 �profiles In his six years in the U.S. Senate , Alfonse D' Amato (R-N. Y.) has been an active supporter of the U.S. Merchant Marine. On virtually every major maritime bill to come before the full House in recent years, the senator has supported those that protect the American flag. In particular, he has supported the cargo preference compromise, registry of Cunard vessels in the American passenger trades, P.L. 480 maritime subsidies and tax deductions for conventions at sea. The 49-year-old senator also has landed Staten Island a major naval role as homeport to Navy nuclear construction projects which will give employment opportunities to hundreds of Staten Island maritime workers in the years ahead. Senator D' Amato was elected to office in 1980, and today, six years later, is favored to win re-election. It probably will not make a difference who runs against Senator D' Amato this year. For as everyone in New York seems to know, D' Amato has brought home the bacon to New York on countless occasions while successfully lobbying for federal funding for his state. And it is for this reason the majority of voters, both Democrat and Republican, are supporting D'Amato in '86. Chief among D'Amato's accomplishments has been a bargain he made to beef up drug enforcement in New York. A bargain was struck in 1983 after Reagan aides approached D' Amato for his vote on the MX missile. The president would have his vote if, in return, New York were given money to hire drug enforcement officials, D'Amato told the Reagan aides. New York gained millions of dollars to pay a new work force of border customs agents while D' Amato voted for the MX. In another instance, D' Amato worked out a coalition in the Senate Sen. Alfonse D' Amato to pressure the administration to continue funding subsidies for the N. Y. transit authority. Although D' Amato has had success in his campaign against drug trafficking, it is in the area of transportation that he has established his political career. D' Amato, joining other senators, said he would vote down a gasoline tax bill unless a portion of receipts from the bill were allocated toward the New York transit system. The plan worked, and D'Amato secured through 1986 from Congress $1 billion for New York commuters. On other issues, D'Amato has come out strongly in favor of retaining state and local tax deductions in the federal tax laws, and in a number of ways helped to create jobs by helping to create small businesses. D'Amato is also credited with keeping the administration from withdrawing tax exempt industrial development bonds, a source of jobs for New York. Senator D' Amato serves on the Senate Appropriations Committee, the Committee on Housing and Urban Affair~ the Small Business Committee and the Joint Economic Committee. One Size Fits All In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Idaho Governor John V. Evans is a moderate Democrat in Republican country. Governor since 1977, Evans is seeking to unseat the current Republican officeholder in this fall's U.S. Senate elections. The shifting political climate in Idaho has made the Democratic issues and values Evans has fought for his entire career a difficult battle. Three times the state legislature has overturned the governor's veto of right-to-work for less legislation. But organized labor and Evans campaigned long and hard to obtain enough citizen support to put the issue on this November's ballot. For Evans, the governorship has not been easy. He leads a state that has been changing radically, both demographically and politically. Idaho has become one of the fastest growing states in recent years, with most of the growth coming from residents moving to Idaho from conservative Orange County, Calif. Between 1960 and the current election year, Idaho has shifted in party affiliation from Democrat to Republican. Now it is one of the more conservative states in the union. Evans is challenging incumbent Senator Steven Symms and so far into the campaign, Evans has the respect and support of organized labor, especially after his long fight to keep Idaho from becoming a right-to-work state. Evans' three vetoes of right-towork legislation attests to the anti-labor climate in a state which would not let the issue rest after a first veto. Evans also has fought to retain Davis Bacon prevailing wage standards. On major issues, Governor Evans has had a wholesome affect on Idaho. He has kept the state financially solvent without having to raise taxes. He has led the state further along the path of industrial development. In addition, he has worked · to improve education and called for licensing requirements at daycare centers to reduce child abuse , an emotional issue in this election year. Among supporters of Evans are conservatives who have become disenchanted with Symms. Symms' politics are more closely attuned to the conservative mood of the state, but his unpredictable and often outlandish remarks have upset many voters. Added to this is the fact that Symms has Gov. John V. Evans accomplished nothing major to keep Washington 'off the backs' of state residents as he campaigned to do in the 1980 election espousing libertarian anti-government philosophy. What the senator has done while in office is to vote against government programs without offering acceptable alternatives. Symms' flamboyant behavior is not likely to have gained him much in the way of voter support either. Symms for instance, was one of a handful of senators who voted against a resolution condemning vote fraud in the Philippines. He has criticized South African Nobel prize .winner Desmond Tutu. In 1981, Symms proposed that the food stamp program be trimmed by asking the poor to purchase their own food stamps. With this record, Symms has established an image for himself as being against the underdog. One could not expect that he would support working labor issues. In fact, Symms has a low threshold for labor causes. He also has not given his support to the maritime industry and to working Seafarers. In experience as well , Evans surpasses Symms. He has given three decades of service to the people of Idaho. He began his political career in 1952 serving first as senator in the Idaho State Senate. He was elected state lieutenant governor in 1960 and mayor of Malad City, Idaho in 1967. A decade later,.in 1977, he was elected governor of the state. Uberty Ship John W. Brown To N. Y. Harbor as Museum Seafarers come in all sizes but survival suits come in just one. The picture above dramatically illustrates that 'these suits do fit everyone. On the left is 110-pound Julian Lopez; on the right is his Sea-Land Patriot shipmate, 275-pound Andrew Reasko. 4 I LOG I July 1986 The Maritime Administration will give the Liberty ship John W. Brown to the non-profit Project Liberty Ship of New York City for preservation and development into a merchant marine memorial museum. The project to preserve the John W. Brown as a museum was formed in 1977. It made a bid for the ship in October 1985 and plans to move her to a site in N. Y. Harbor later this year from the stored James River (Va.) National Reserve Fleet. She took part in 1944 in the World War II invasions of Southern France and Anzio, Italy and is one of the better preserved of the few remaining Liberty cargo vessels built during that war. In 1985 the John W. Brown was named to the National Register of Historic Places. After the war, the Liberty ship housed a Manhattan, N.Y. maritime high school in the Hudson River before reverting back to the U.S. government in 1983. �I I I I I I I I I I I I I I I I I I • Seafarer International Union of Passenger Vessels • I "Our commercial (merchant marine) fleet has an essential national security role to fulfill, and it is a national responsibility-not just a Navy or Defense Department responsibilityto see that this national asset is properly supported." These words were spoken by Deputy Chief of Naval Operations VADM Thomas Hughes Jr. at a House Merchant Marine Subcommittee hearing. He cited Defense Department sealift projections for 1992 to show a shortfall of 70,000 to 100,000 tons in our sealift capability. ·'Clearly the decline in the size and capacity of the U.S. merchant marine is of grave concern to us in the Department of Defense responsible for security planning," he said. I I I I I I I I I I I I I I I I I I • I I I I I I I I I I I I I I I I I I I I I I I I Marad administrator John Gaughan gave qualified approval to S. 1935, legislation that would permit the re-flagging of up to five foreign-flag passenger vessels under the American registry. This is the first time that the administration ha taken this stand. The SIU has been working hard to try to get S. 1935 passed. It has met with opposition from some segments of the maritime industry who point to proposed domestic-build project that they say will produce new passenger vessels. "Not one cruise vessel has been constructed in a U.S. yard since 1958," said Frank Pecquex, head of the SIU's legislative department. "Unless S. 1935 is enacted, it is unlikely that this country's domestic fleet will be increased. It now stands at exactly two." Sealift I I I I I I July 1986 Legi lative, Admini trative and Regulatory Happening MARAD Leans to Passenger Ship OK I I I I I I I I I I orth America, AFL-C 0 Tax Refor... The Senate passed a sweeping tax reform bill by a near unanimous vote of 97-3. If enacted, it will have major repercussions for all Americans, including those employed in the maritime industry. Under the terms of the bill that the Senate passed, the tax code would be changed in the following ways. The depreciation schedule for vessels would be extended to I 0 years from the current five-year schedule; the investment tax credit would be repealed, and the tax treatment of foreign-sources income would be altered. In addition, the measure would retain present law with respect to monies deposited into a tax-deferred Capital Construction Fund and maintain the tax deductibility of business expenses incurred while attending conferences held onboard U.S.-flag passenger vessels. The House has already passed its version of tax reform. Because there are difference between the House and Senate versions of tax reform, a conference committee made up of members of the Senate Finance Committee and the House Ways and Means Committee must meet to iron out a compromi e bill. Momentum seems to be building on enactment of some kind of tax reform bill. Two months ago, tax reform was virtually dead. Today, no one i betting against it. Liner Fleet • SIU President Frank Drozak ha called upon Congress to enact legislation to promote this country's declining liner fleet. The time to do something is now, before there is no more liner fleet left to revitalize, said Drozak in a recently issued press release. He has applauded the attempts of the House Merchant Marine Committee which is looking into ways to preserve this important segment of the maritime industry. As currently envisioned by the House Merchant Marine Committee, attempts to revive this country's liner fleet would revolve around the following programs: • a streamlined operating differential subsidy program, • ome kind of build foreign authorization, coupled with incentive for the domestic shipbuilding and repair industry, and • the relaxation of a number of regulatory controls on vessel operation. Current ODS contracts will be phased out during a 15-year period starting in 1987. Unless they are replaced, said Drozak, the liner fleet will experience a further decline. The House Merchant Marine Committee has been conducting hearings on this matter. Noting the seriousness of the issue, Rep. Mario Biaggi (D-N.Y.) urged the various segments of the maritime industry to put aside their differences in order to present a united front to the administration. Service Contract Two amendments have been attached to the Department of Defense Authorizations bill that would "profoundly" restrict the application of the basic wage protections for the Service Contract Act of 1965. If these amendments are enacted, then the job security and wage stability of seamen employed on military vessels will be jeopardized, said SIU President Frank Drozak in a letter to the Senate Armed Services Committee. The first amendment would dramatically raise the applicable employee and financial thresholds of the Service Contract Act. At present, projects that employ five people or cost more than $2,500 fall under the terms of the Act. If the amendment is passed, then only projects employing 25 employees and costing $1,000,000 would be covered. The second amendment would exempt all Department of Defense-sponsored maritime services contracts from the provisions of the Service Contract Act. According to Drozak, "It is patently unfair to arbitrarily reclassify the job function performed by American seafarers. Regardless of how a seaman's occupational function is examined, it is a service activity and, as such, falls within the jurisdiction of the Service Contract Act. "The bottom line is this," said Drozak. "If these amendments are enacted, then the job security and the wage tability of eamen employed onboard military vessel will be jeopardized. "Simply put,,. aid Drozak, .. the federal government hould not be promoting the payment of sub tandard wages. Enacting these amendments would be tantamount to penalizing tho e employees who provide e . ential service to the federal government." Alaskan Oil The Commerce Department has issued a report calling for the export of North Slope Alaskan oil even though that report concedes that such a move ''would have a negative impact on the U .S.-flag tanker fleet and the industries that it supports.'' For the maritime industry, removal of the export ban would lay up an estimated 30 tankers totalling over 4 million dwt. It would expose ''approximately $382 million of Title XI federally guaranteed mortgages to default,'' according to the Commerce Department. In addition, according to the report, private tanker owners and oil companies that own tankers "could be subject to an additional default of approximately $540 million.'' Seafaring employment would be the hardest hit by removal of the ban, said the Department of Commerce. Displacement could be as high as 52 percent of the U.S. tanker workforceabout 2,000 workers. According to the report, "Displaced seafarers would have difficulty finding work in other types of shipping since employment opportunities in the U.S. merchant marine at large are poor.'' Ostensibly, the reason for removing the ban would be to improve the trade balance. Yet according to the Commerce Department, there are factors that could lead to a negative change in the trade balance. For instance, if oil replaced on a barrel for barrel basis by oil imports is carried on foreign tankers, the U.S. would lose the transportation costs of each transaction. The Commerce Department was willing to accept these developments because removal of the ban ''would reduce government-caused economic distortions and inefficiencies. ''There is no better argument for continuing the ban on the export of Alaskan oil," said Frank Pecquex, head of the SIU's legislative department, ''than the report that the Commerce Department issued. I find it difficult to believe that this administration would accept the wholesale sacrifice of an entire American industry.'' Congress to Recess July should be a relatively quiet month for legislation. Congress will be in recess until the 14th. Politicians usually use this time to campaign back home. Seafarers reading this paper might think about sending letters to the district offices of their congressional representatives about pending maritime legislation. Support SPAD July 1986 I LOG I 5 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco S HIPMENTS of iron ore, coal and grain on the Great Lakes totaled 14,000,000 tons last month, a decrease of 13 percent from the same period last year. As a result of this decline, the U.S.-ftag fleet operated only 49 out of its 88 bulk carriers during the month. This latest piece of news did nothing to dispel the gloom of the Great Lakes maritime industry. The American Great Lakes maritime industry steadily has been losing ground over the past 30 years. In 1984 U.S.-ftagvesselscarried just 6.4 percent of the U.S./Canada trade; the U .S.-ftag share for 1953 was 29.2 percent. Given this gloomy picture, the SIU has been doing fairly well. While the dredging industry is ''no great shakes,'' according to Algonac Port Agent Byron Kelley, SIU jobs number about the same as last year. Still, the SIU has been politically active in this area. In Ohio, we are taking the lead in supporting the reelection campaign of John Glenn and Dick Celeste. Both races are extremely important. One interesting footnote: SIU Field Rep Martin Vittardi is one of just two labor representatives to be elected to city councils in Cuyahoga County in Ohio. (He's from Parma, a suburb of Cleveland.) "My opponents try to say that I am a member of a special interest group," said Vittardi. "I say, if fighting for better working conditions and more jobs means that you are part of a special interest group, then fine, I'm a member of a special interest group.'' versity of Maryland. Rogers was a star football player for the Cleveland Browns. Both were well liked by their fellow teammates. Both were extremely talented and had bright futures. The only good thing to come from their deaths is the publicity about the dangers of drug abuse, especially cocaine. This is a national problem. It exists everywhere, including the U.S. Navy and the private-flag merchant marine. Yet my immediate concern is with the use of drugs by unlicensed crewmembers aboard MSCPAC ships. I say that it is time to protect those people who do not make use of any drugs and who are being put in jeopardy because of those who are users. At present, the Personnel Rehabilitation Program (PRP) only applies to crewmembers who are assigned to the USNS Kilauea, an ammunition ship. Yet because of the growing epidemic of drugs, private steamship companies are demanding that corrective action be taken and have requested that language be negotiated into contracts on the utilization of drug screening tests. The use of such tests in some shape or form is probably inevitable. And when they are used in the private sector, it will not be too long before MSCP AC will demand the same thing. It is my strong suggestion to those of you who use recreational drugsto clean up your act now, before it is too late. T HE tragic deaths of two prominent sports figures from cocaine overdoses have underscored the severity of this nation's drug problem. By now, everyone has probably heard about the deaths of Len Bias and Don Rogers. Bias, who was drafted by the champion Boston Celtics, was a prominent basketball star at the Uni6 I LOG I July 1986 East Coast by V.P. Leon Hall A West Coast by V. P. George McCartney S Gulf Coast by V.P. Joe Sacco T Government Services by V.P. Roy Mercer The SIU has had a first-hand glimpse of this anti-labor bias, most recently with National Marine. Many labor officials no longer believe that they can get a fair hearing before a Labor Relations court. This is not to paint a bleak picture of the maritime industry, just to remind people that political action is extremely important. On a more positive note, we were able to get a waiver from Congress to allow the Delta Queen to continue operating for at least five more years. This will mean a lot to workers in the Gulf and the inland rivers, and especially workers in Louisiana, which now has the highest unemployment rate in the country. In addition, we were able to negotiate a contract with Marine Contracting and Towing. Unlicensed members employed in SONAT Marine's Mariner fleet have approved the company's contract proposals. This does not, however, settle the long-standing dispute over SONAT's unilateral decision to reclassify the captains, mates and barge captains in its various fleets as "supervisors." Queen Mary, the luxurious ocean liner which was turned into a land-based hotel. It is staffed with members of the United Industrial Workers Union, an affiliate of the SIU. One last thing: I want to thank Marad Administrator John Gaughan for saying that merchant seamen should be granted veterans status for their activities during World War II. Only those seamen who served in the now famous Mulberry Operation have been granted that status so far, but as far as John Gaughan and I are concerned, all merchant seamen deserve it. One of our members who served in the Mulberry Operation, Winston Battle, was recently written up in the papers out here for his heroic actions during World War II. He and thousands of other merchant seamen like him risked their lives so that all Americans could be free. HE SIU has placed a high priority on its grassroots activities, especially in Texas, where democratic governor Mark White is up for re-election. White has been a good friend to the SIU and to the maritime industry. He is a stand-up politician who is willing to go to the wall for the things he believes in. This year's elections will be extremely important. For one thing, they will help set the tone for the 1988 presidential race. Whoever is president in 1988 will have the chance to nominate several justices to the Supreme Court. President Reagan has had the chance to nominate three people-Rehnquist, O'Connor and Scalia. If you think that they are pro-labor or pro-maritime, then think again. Half of all the sitting judges on the federal courts and the National Labor Relations Board have been appointed by President Reagan. This has made things extremely difficult for workers, especially in their dealings with owners. HIPPING on the West Coast has picked up in recent weeks, while things in Hawaii have slowed down a little. The fact that the Independence is back from her lay-up helps a bit, though. We've been busy trying to negotiate contracts for our members who have until July 10 to vote on Crowley's final proposal. In addition, members who work onboard American Hawaii Cruise Line vessels are voting on a new threeyear contract. Both were difficult sets of negotiations. From Mike Lowry' s congressional race in Washington to Tom Bradley's bid to become the new governor of California, the SIU has been playing an active role on a grassroots level. This year's elections will help determine the fate of the American-flag merchant marine, so I urge all members to register to vote. Members in Wilmington have a new hall which is located at 510 North Broad Street. Dennis Lundy, our new field rep there, was asked to serve on the Board of Directors of the Seamen's Church Institute. I know my good friends on the East Coast will be busy celebrating the lOOth anniversary of the Statue of Liberty this Fourth of July. I want to remind all our members that this year also marks the 50th anniversary of the LL eyes will be on New York this Fourth of July, where the Statue of Liberty will be celebrating her lOOth anniversary. The country has taken the occasion to its heart. There has been an almost universal outpouring of love for Lady Liberty and all that she represents. This nation's maritime and labor heritage will be highlighted in the Fourth of July celebration. An armada of tall ships will make their way down the Hudson River in order to be inspected by the Lady, as the statue is fondly called. The statue's lOOth anniversary comes one year after the modern seamen's movement celebrated its one 1OOth anniversary. Lady Liberty, the labor movement and merchant seamen have come a long way in 100 years. Unfortunately, today's political and economic climate has not been good for the maritime industry or for the labor movement. Seamen and other workers have had to struggle to maintain the benefits and wage increases that they've won over the past 100 years. With the growing trade deficit, foreign-flag shipping and attacks on the labor movement, it has not been easy. Still, all across the country, the SIU is making headway with its grassroots political activities. These activities all boil down to this: we are urging the government to adopt a comprehensive policy on maritime affairs that will cover everything from deep-sea sailors, to inland boatmen, to fishermen, to Great Lakes sailors to cannery workers. For without a strong maritime industry, there would never have been a Lady Liberty. �Bob-Lo's Lake Boats Too Mariner Contract, 3 Other Inland Pacts Ratified SIU members recently approved five Inland and Lakes contracts, including three which authorized inland SPAD check-offs. One of the contracts that was ratified covered "non-supervisory personnel" in SONAT Marine's Mariner fleet. The Mariner contract, which was sent out for approval in May, comes a year-and-a-half after the old one expired. Negotiations between SONAT Marine and the SIU were complicated by the company's unilateral decision to reclassify the captains, mates and barge captains as supervisory personnel. The SIU and the Mariner Negotiating Committee made a decision to reach an agreement on those categories of workers that the company was willing to discuss at negotiations, and to simultaneously pursue all legal remedies for the captains, mates and barge captains. ''The Union's decision to negotiate for the unlicensed personnel,'' said John Fay, SIU assistant-secretary, "in no way waives its right to bargain on behalf of the captains, mates and barge captains.'' SONAT's decision to reclassify some of its workers is part of a larger antiunion trend that is gripping the tug and barge industry. That is why the decision of the Inland members at three companies to include a SPAD check-off in their contract is so important. The three companies where this happened were Sabine Towing, C.G. Willis Towing and Red Circle Transport. "This is an historic development," said SIU Vice President Joe Sacco. ''The members at these Inland companies realize that the only way to protect their rights in this day and age is through political action." Sacco pointed to developments at SONAT Marine and National Marine as evidence of this anti-union bias. ''Since Ronald Reagan took office,'' said Sacco, "management-labor negotiations have been extremely difficult. In some areas, it is virtually impossible to get a fair hearing before the National Labor Relations Board.'' The fifth contract covers SIU members who work for the Great Lakes Ferry Company, which is owned by the Bob-Lo Company. Seafarers working under this contract help carry passengers from Detroit to Bob-Lo' s Amusement Park, on the Ste. Clair and the Columbia. On the Great Lakes, the SIU crews two large ferry boats which operate from Detroit to Bob-Lo Island Amusement Park. About 28 people each work on the Ste. Clair (above) and the Columbia. Luedtke Wins 'Rock Job' Luedtke Engineering was the low bidder on a "rock job" in Euclid, Ohio on Lake Erie for outside dredging and repair and replacement of the breakwater. Dunbar and Sullivan won the contract to do the shoreside work there. Dredging Cleveland Harbor Annual dredging of the Cleveland River and harbor is being done by the Great Lakes Dredge and Dock Co. Later the company will dredge the Rouge River and deposit the dredged up material at Pt. Moulee, Mich., 18 miles below Detroit. Red Circle Boatmen OK New Contract Red Circle Boatmen in the port of New Orleans have ratified a new contract with an hourly wage increase. The old contract ended June 30. Workers at Sabine Towing in Houston who man the Titan and other tugs, recently approved a new contract which included a SPAD check-off for the flrst time. In Memoriam Pensioner Myron Arrington Garrish Jr., 65, died of heart disease on May 7. Brother Garrish joined the Union in the port of Norfolk in 1961. He sailed as a mate for McAllister Brothers from 1956 to 1976. He was a former member of the United Mine Workers Union from 1953 to 1961. Boatman Garrish was a veteran of the U. S. Coast Guard during World War II. A native of Norfolk, he was a resident of Chesapeake, Va. Burial was in the Riverside Park Cemetery, Norfolk. Surviving are his widow, Edna, a daughter, Susan, and his mother, Nora Gashill. Marine Allied Wor er of the Atlantic and Gulf Coast Union from 1915 to 1957. Boatman West was a veteran of the U.S. Army during World War II. Born in Rockdale, Texas, he was a resident of Galveston, Texas. Surviving are his widow, Winnie and two daughters, Judy and Joyce. Glenn McDonough, 28, died on June 10. Brother McDonough joined the Union in the port of Jacksonville in 1976. He sailed as a deckhand for Caribe Towing from 1974 to 1975 and for Crowley Marine from 1985 to 1986. He was a 1978 SIU Inland Towboat Scholarship winner. Boatman McDonough was born in Townsend, Wash. and was a resident of Jacksonville. Surviving are his father, James of Lake Charles, La. and his mother, Darlene of Jacksonville. · Pensioner Walter Wayland West, 67, died on May 2. Brother West joined the Union in the port of Houston in I 957. He sailed as a chief engineer for G & H Towing from 1956 to 1982. He was a former member of the SIU member Dave Jarvis, oiler, shows off one of the five large walleyes he caught from the SIU dock in Algonac, Mich. The fish measured 271/i'' and weighed eight pounds. July 1986 I LOG I 7 �New Pensioners Thomas John Antoncic, 64, joined the Union in the port of Philadelphia in 1965. He sailed as a tug mate for the Reading Railroad Co. from 1952 to 1962. Brother Antoncic last sailed out of the port of New York at Jersey City, N .J. He was a former member of the Masters, Mates and Pilots Union from 1943 to 1959. Boatman Antoncic was born in Philadelphia and is a resident of Cinnaminson, N.J. Edward E. Austin, 62, joined the Union in the port of Norfolk. Brother Austin is a resident of Virginia Beach, Va. Dennis Slaber Hooper, 65 , joined the Union in the port of Norfolk in 1972. He sailed as a chief engineer for Allied Towing from 1970 to 1977. Brother Hooper is a veteran of the U.S. Navy during World War II , the Korean Conflict and the Vietnam War. He was born in Kentucky ands is a resident of Portsmouth, Va. Gerald Nicholas Keller Sr., 59, joined the Union in the port of New Orleans in 1956. He sailed as a deckhand and captain for Crescent Towing from 1954 to 1986. Brother Keller attended both the 1977 Piney Point Gulf Educational Conference and the Louisiana Inland Crews Conference there. He was also a member of the MAW-HIWD 498. Boatman Keller is a veteran of the U.S. Navy during World War II. Born in Algiers, La., he is a resident of Gretna, La. Absie Mitchell Le Beouf, 65, joined the Union in the port of Port Arthur, Texas in 1961. He sailed as a chief engineer for Moran Towing in 1939 and for D.M. Picton from 1964 to 1975. Brother Le Beouf last sailed out of the port of Houston. He was a former member of the Sabine National Tugboat Assn. District Independent Union from 1946 to 1961. Boatman Le Beouf was born in Cameron , La. and is a resident of Port Arthur. Patrick Albert O'Brien, 70, joined the Union in the port of Houston in 1975. He sailed as a chief engineer for G & H Towing from 1968 to 1977. Brother O'Brien was a former member of the SUP. He was born in Kansas and is a resident of Houston. 8 I LOG I July 1986 Jimmie Tatum, 61, joined the Union in the port of Houston in 1960. He sailed as an oiler for National Marine Service from 1957 to 1960 and for G & H Towing from 1965 to 1974. Brother Tatum was a former member of the IBL Union from 1957 to 1960. He was also ~ former member of the NMU. Boatman Tatum is a veteran of the U.S. Marine Corps in World War II. A native of Edna, Texa , he is a resident of Ingleside , Texas . John Walter Trawka, 62, joined the Union in the port of Philadelphia in 1951 sailing as an AB and 3rd mate for IOT from 1970 to 1978. Brother Trawka began sailing during World War II. He also worked as a rigger and machinist at the Sun Ship- yard , Chester, Pa. from 1968 to 1970. Boatman Trawka is a veteran of the U.S. Army in World War II. A native of Philadelphia, he is a resident there. Aboard the Dixie Power The tug Dixie Power came out of layup June 3 and is now running to the fuel docks in and around Woodriver, Ill. Aboard the Dixie Power are, from the left, Robert W. Katzara, engineer; Dudly Bonvillain, chief engineer; Bill Mitchel, pilot, and J.B. Phillips, cook. Dispatchers Report for Inland Waters JUNE 1-30, 1986 Port Gloucester .. .. . ... ... .. . . .... .... . New York . .... . ... . ............. . . Philadelphia ..... ... .. . ... . ... . ... . Baltimore . . ...................... . Norfolk ... . .. .. ..... . .. ... .. . ... . Mobile ..... .. .... . ............. . . New Orleans ........ . .... . ... . .. . . . Jacksonville ................ .. .... . San Francisco ..... . ... . .. . ....... . . Wilmington .......... . . . .... . ..... . Seattle .. ... . ............... . .... . Puerto Rico . .... . .. . ...... . ... .. . . Houston .... . . . .. . ....... . .. . ... . . Algonac . . ............. . . ... . ... . . St. Louis . . .. . ........ . .......... . Piney Point .. .... . .. ..... . ........ . Totals . . . ...... . . . . . ............ . Port Gloucester ... . . . .... . .. .......... . New York . ....... .. . .. . .......... . Philadelphia ... . .. ................ . Baltimore .. .... . . . ........... . ... . Norfolk ... . . ... . . . . ........... . . . Mobile ...... .. ...... . . . . .. ..... . . New Orleans . . . ................... . Jacksonville ... . .... . . . . .. . ... . .. . . San Francisco ......... . ... . ....... . Wilmington . .. . ......... . .. .. .. .. . . Seattle .. . ............. . ..... . ... . Puerto Rico .. ... . . ... ..... ... .... . Houston . . .. . . ... . . .. . ....... . ... . Algonac .. . .... . ................. . St. Louis . . . ..... ................ . Piney Point . ...................... . Totals ..... . . . ................ . . . Port Gloucester ....................... . New York ........................ . Philadelphia .. . . . ................. . Baltimore ... . .................... . Norfolk ......................... . Mobile .......................... . New Orleans ...................... . Jacksonville .................. . ... . San Francisco . .................... . Wilmington ....................... . Seattle .......................... . Puerto Rico . . ................. .. . . Houston .. . .......... • ............ Algonac ......................... . St. Louis ...... . ... . .. . .......... . Piney Point .......... ... .......... . Totals .......................... . Totals All Departments .. ... .... .... .. . *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 0 2 3 52 1 5 4 0 4 0 0 5 10 2 0 0 0 2 0 10 2 3 3 0 2 0 0 0 5 0 0 88 27 0 0 0 0 10 0 3 1 0 0 0 0 2 0 0 0 3 8 0 17 0 0 1 0 8 0 39 0 0 0 0 0 0 10 0 0 0 2 5 0 0 0 0 2 6 2 2 2 0 0 0 0 4 3 0 0 5 0 0 0 0 0 0 0 83 0 23 2 56 0 2 7 1 4 0 4 0 13 0 0 0 0 0 0 133 0 0 0 21 0 0 1 0 4 0 0 3 30 3 0 62 0 0 0 0 0 10 3 0 19 0 0 7 0 9 0 48 0 0 0 0 12 0 1 0 0 0 0 4 0 0 0 0 0 0 0 0 1 1 83 4 5 0 0 4 0 0 5 29 2 1 ENGINE DEPARTMENT 1 0 0 2 4 0 0 21 0 0 0 3 0 0 1 0 0 0 0 1 3 0 0 8 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2 0 0 0 0 7 0 0 0 0 0 0 0 0 2 0 0 9 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 18 0 0 2 29 0 0 0 0 0 3 0 0 1 0 0 1 46 24 5 0 0 0 0 11 0 2 2 0 0 0 0 0 27 0 3 1 0 2 0 0 0 5 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT 0 0 0 0 8 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 3 0 1 0 0 0 3 0 0 16 0 2 2 0 0 0 0 0 2 0 0 7 0 0 0 0 0 0 3 125 42 44 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 6 0 0 0 1 1 0 0 0 1 0 0 0 16 1 0 6 0 0 0 0 3 0 0 0 0 0 0 0 7 3 1 0 33 38 11 99 29 14 212 124 64 1 *" 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 . �Lopez Participates in UNREP Exercise The wind was gusting up to 50 knots as the SIU-crewed 1st Lt. Baldomero Lopez and the Navy's oiler USS Kalamazoo participated in an underway fuel replenishment (UNREP) exercise off the Virginia Capes in May. It was a good test for the SHLSStrained crew and the equipment. The conditions were certainly not fierce, the winds and the seas added some difficulty to an already tricky maneuver. The two ships came together twice for about two hours in the morning and afternoon. Each time the large fuel lines were passed successfully between the Lopez and the Kalamazoo, with only a few dozen yards separating them. ~ . (Photos by Bill He~lwege) Crewmembers on the Lopez brave about 40 knots of wind whipping across the decks as they signal the fuel-laden Kalamazoo. The highline chair was passed from ship to ship. This is the view from the refueling station as the Kalamazoo is alongside and readying for the transfer. This is the single probe refueling station on the Lopez., where the fuel line from the Kalamazoo will be attached. The hook-up is almost complete as the fuel probe is brought aboard the Lopez.. July 1986 I LOG I 9 �Seafarers Lundeberg School Hosts First Annual Sealift Conference The First Annual Sealift Conference was conducted at SHLSS on June 24 thru 26, 1986 with union, SHLSS, company, government and military representatives. The conference was designed to provide an opportunity to review the Sealift Training Program and to discuss ideas and goals for all concerned within the sealift community. The ·conference was a two part affair with the unions, SHI.SS and military contracted shipping companies meeting on the first day. Topics for discussion were as follows: 1. Crew training for Present/Future IJobs I Skills 2 . Sealift qualification for Crew /Licensed Personnel 3. Past/Present performances of crews SHLSS Sealift Coordinator Bill Hellwege discusses the objectives of the conference. 4. Training Money /Incentives incorporated into future contracts 5 . Recent efforts by SIU I SHI.SS for Sealift equipment 6 . Coordinated efforts to supply up-to-date training information to SHI.SS and ships 7. Ship Types/Manning levels I Manpower Military and government .representatives joined the conference the second day where the agenda topics were reviewed and discussed more extensively. A cross exchange of ideas and mutual concerns were discussed, with SIU President Frank Drozak delivering an address to the conference. ''We need young, well trained, highly qualified seamen to man our military vessels" said Drozak. "The school and the SIU need only to know what the shipowners and military want and we can do it here at the school and save everyone money by doing it. I hope that this conference will be the beginning of a joint program between the shipowner, maritime industry and military to better prepare for the future. Time is running out. We must prepare now in order to have a future.'' The goal of the school is to Michael Meahallic- Naval Sea Systems Command asks questions about the SIU Manpower capabilities. John Mason (seated r.) explains the SHLSS Vocational Training program to Mike McKay. SIU President Frank Drozak discussed the present and future goals of the SIU, In relation to military contracted vessels. Present and future contracts are discussed by Angus "Red" Campbell SIU Vice President. 10 I LOG I July 1986 provide sealift training to all SIU members. Because of the reduced manning level found aboard military contracted vessels, it is necessary that crew members from the deck, engine and steward departments are thoroughly trained. The SIU presently has under contract or has bids on 80 ships with various companies. This has led to a need for a more coordinated effort and cooperation for training. Since an estimated. 60 % of the work available to SIU members will be in the military sector by 1990, the training for the military ships has become essential. As in any new program, there are problems to solve and new potentials to be explored. This conference was designed to do both. With the shipping companies, labor and government working hand-in-hand, this can certainly be accomplished for the benefit of all concerned. Training is the KEV to the success of this industry and we want to make this program the best. Bob Kesteloot · Tl Vice Chairman explains recent efforts by the SIU for Sealift Training/Equipment. Captain Pete Johnson · Pacific Gulf Marine and Bob Rogers · 1.0.M. listen intently during the conference. &t*i~~W~t Joe Conwell · Bay Tankers, Bart Rogers -SIU Manpower and Carmine Bracco • Bay Tankers discuss manpower capabilities. �- I Gerry Carbiener ·APL, Bill Hellwege · SHLSS, Bart Rogers -SHLSS, Bob H~lmstead · Maersk Lines LTD. emphasizes the Ed Kelly· MEBA-AMO District 2, Capt. Pete Johnson -Pacific Gulf Marine and Art Friedberg • U.S. Department of Transportation. SIU Manpower Coordinator Bart Rogers discusses the manpower office and procedures for crewing vessels. George McCarthy· Sea Mobility Inc. and Harrison Glennon. Sea Mobility discuss contract problems. July 1986ILOGI11 �--Second Annual P.S.C.A---Induction of Officers Awards Dinner No one can put on a feast like a group of chefs and the members of the Professional Seafarers Culinary Association Incorporated (P.S.C.A.) really excelled at their Annual Induction of Officers Awards Dinner. The dinner, held on May 25, 1986, was well-attended. The guest speakers were Edwin Brown -National Administrator, American Culinary Federation Inc. (A.C.F.), Paul Pontano -Executive Vice President Eastern Region, A.C.F. Inc., Larry Conti -Chairman of the Board of Chefs Academy and Jack Braun -Chairman A.C.F. Educational Institute. Speeches were also given by SIU Secretary Joe DiGiorgio and SHLSS Hotel Manager Ed Gildersleeve. Romeo Lupinacci, SHLSS Certified Executive Chef, was Master of Ceremonies. The new P. S. C. A. ""' Officers are: Greg Herring -President, Charles Harrison Vice President, Leland ''Buck'' Buchan - Secretary I Treasurer. Executive Chef Romeo Lupinacci was presented the Maryland State 1986 Chef of the Year Award. The P .S.C.A. is a chapter of the American Culinary Federation Inc. and the only chapter from the maritime field. Having many opportunities to both the steward staff and the SIU Steward membership. Interested SIU Stewards can join the P.S.C.A. and take advantage of the information and opportunities offered through the American Culinary Federation Inc. For more information about the A.C.F. or a request for a membership application write to; Greg Herring, Steward Department, Seafarers Harry Lunde berg School of Seamanship, Pine Point, Md. 20674. Baltimore Sea Scouts enjoy an afternoon touring the SHLSS facilities. The scout members are: Russell Grau (SkipP,er), Christopher Williams, Ronald Holland, Daniel Conway, Wilber Anderson, Robert Swells, Robert Mohammett, Charlie McColhem (Mate). Charles S. Zim111erman The P.S.C.A. Banquet was attended and enjoyed by all. well Touring the SHLSS facilities are (I. to r.) John Mason, Enver Tocoglu -President of Railwork Workers Union of Turkey, Ken Conklin, and Mustafa Yondem - General Secretary of Seafarers Union of Turkey. End of an Era The Charles S. Zimmerman was purchased by the SIU in ~1967. The vessel was reconstructed to accommodate classrooms, library and an auditorium and brought to the Lundeberg School in 1969. As the school expanded and constructed more buildings, the need for the Zimmerman grew less. Recently this vessel was sold and on June 24, 1986 it was towed to a shipyard in Norfolk, Virginia for refurbishing. The Zimmerman will be berthed in Yonkers, New York where it will be used as a Catering Restaurant. 12 I LOG I July 1986 Romeo Lupinacci, William Sallee and Chuck Harrison put finishing touches or:t the banquet t~ble John R. Kearney (c.) receives a plaque from Jackie Knoetgen (I.) and Ken Conklin in appreciatio'n of his accomplishments as the Charles County Community College Coordinator at SHLSS. John Travis Cleveland, SHLSS Steward Instructor, dies at 28. See page 3. �Curtis Hintze SIIlSS Self-Study Student .::;~ .,.,,,,,w:rn1:m:m:m1111:mtr1:::t::::::::j:::::ti:::::::tr: ·;: I Curtis Hintze (r.) works with SHLSS Instructor Jim Brown on a Celestial Navigation problem. Part of the underlying philosophy of education at the Seafarers Harry Lundeberg School of Seamanship is to provide all SIU members with every opportunity to learn new skills and upgrade their ratings. For some courses and some students this means daily class sessions and extensive instructor guidance. For others it means a self-study course that combines prepared materials with personal initiative. For Curtis Hintze, a tenyear SIU veteran who ships out of Philadelphia, it has meant both. Before his current stint at SHLSS, Hintze received his Radar Observer, Unlimited endorsement by attending classes in January of 1986. He also holds an AB Unlimited License and a Tankerman Rating, both obtained through classroom study. Right now, however Brother Hintze is attending SHLSS in the Master Mate Freight and Towing self-study course. He stays on the SHLSS campus during the week and commutes to his home in Silver Spring , Maryland on the weekends. "Anyone living on the East Coast, from New York to Norfolk, should take advantage of SHLSS self-study'', says Hintze. One of the best things about any self-study course, according to Hintze is that it helps you make constructive use of your free time aboard ship. Although self-study is not used for original licenses, many SIU members find it a convenient way to upgrade their ratings. Among the strong points of the program he's taking now, Hintze cites the books, videotapes, library and instructor Jim Brown's "excellent" study guides. All these things help in the learning process but, says Hintze, "you have to apply yourself to selfstudy programs." --QMED Classification------------QMED Classification Information: The QMED ·Any Rating course is twelve (12) weeks long. The subject breakdown is: Weeks 1, 2 - Generals/Pumpman Weeks 3, 4 - Machinist Weeks 5, 6, 7, 8 · Electrician/Deck Engineer Weeks 9, 1O - Refrigeration Weeks 11, 12- Junior Engineer The ten (10) specialty courses are: 1. Automation - 4 weeks. 2. Marine Electrical Maintenance - 10 weeks. 3. Marine Electronics - 6 weeks. 4. Refrigeration Systems Maintenance & Operations - 6 weeks. 5. Welding - 4 weeks. 6. Pumproom Maintenance & Operations - 7 weeks. 7. Diesel Engine Technology - 6 weeks. 8. Hydraulics - 4 weeks. 9. Hagglund Crane Maintenance - 6 weeks. 10. Refrigerated Container Advanced Maintenance - 6 weeks. The classification steps are: 1. 4th Class QMED - SHLSS QMED certificate or Coast Guard QMED -Any Rating. 2. 3rd Class QMED - QMED with 2 or 3 SHLSS specialty courses. 3. 2nd Class QMED - QMED with 4 or 5 SHLSS specialty courses. 4. 1st Class QMED - QMED with 6 or more SHLSS specialty courses. 1. All SHLSS specialty course certificates will be retroactive to the dates obtained. Example: If a member completed a class in 1977, it will count. 2. No more than two (2) specialty courses can be taken consecutively. A member needs "on-the-job" experience to go along with the theory. 3. A minimum of three (3) months seatime will be required before obtaining the next higher QMED class rating. This gives the member a chance to try out day working jobs they are being trained for. Example: 2nd Electrician. 4. A test for certification will be given, if the member can show evidence of a class .(es) taken elsewhere. 5. Any member with an Engineer's License will be classified .as a 1st Class QMED. 6. Any member with more than two (2) years of discharges from a day working job will be able to take a practical test in lieu of the specialty course. Example: A member with three (3) years Chief Pumpman discharges can take the Pumproom Maintenance and Operations test, instead of the course. If he/she passes the test, he/she will receive the certificate. 7. SHLSS will be increasing the number of classes offered in the ten (10) specialty courses, to make sure everyone has the opportunity to take the classes. 8. SHLSS will be getting new equipment to beef up the courses for larger class sizes, and to update the training programs. Example: Two (2) or more Diesel Engines, Tanker Cargo Control Simulators and a Regulator Panel with Modular Card Packs, and a new Cargo Crane. Celestial Navigation I. to r. Jim Brown (Instructor), Harold Berggren, Stephen Argay, Alan Barry, Chris VonRabenstein, Robert Saylors, Don Plummer, Jim Harris, Claude Dockrey. ~.-~Jl j•,,\ -43'/ 71 '; Diesel Engine Technology I. to r. Greg Thompson, Todd Smith, John Miranda, Edgar Young, Carl Merritt, V.L. Kirksey, Eric Malzkuhn (Instructor), Aldo Santiago, Steven Ahrens. Radar First row (I. to r.) Harry Berggren, C. vonRabenstein, Rick Cavalier, J. Harris, Gary Hetherington. Second row (I. to r.) Jim Brown (Instructor), Chuck Dockrey, Donald W. Plummer, Alan Barry, Robert Saylors. Recertified Steward First row (I. to r.) Rudy Spingat, Kumlau Koon lau, Dana Paradise, James tucker, Steven Aken. Second row (I. to r.) Frankie Ross, Ken Conklin (Commandant), Urlab Fernando, Peter Gonsalves. Third row (I. to r.) Gerald Slnkes, Carroll Kenny, Harold Markowitz, WI Ille Manel. First row (I. to r.) Willie Zisis, Jerry Bas, Joseph Krebs, Andy Eckers, Roosevelt Johnson. Second row (I. to r.) Mark Grendahl, Michael Morales, Mark Field, Phillip McKenzie, John Cronan, Ocie Jones Ill, David Cuffee, Jeff Diethelm, Bill Foley (Instructor). Third row (I. to r.) Willie Howard, H.T. Hinnant, Jon Beard, Bernie Hutchings, Frank Kole, Frank Doherty, Thomas Hogan. ·~ ,'. SeaLlft Maintenance & Operations First row (I. to r.) Joe Marshall (Instructor), Michael Stein, William Jackson, James Longo, Earl Mallory, Hampden Lea, James Bloodworth, Bill Hellwege (Instructor). Second row (I. to r.) John Steeber Jr., Ed 'Thumper' Johnston, W.C. Colman, Monroe Monseur, David Reed, Mark Jones, Regina Ewing, Harry Alongi (Instructor). Third row (I. tor.) F. Smith, J.S. Clarkson, Mike Schveler. Fourth row (I. to r.) Manny Basas, Alan Lautermilch, Robert Fryett, Raymond Vicari, George Wilkey, Greg Linkous. FOWT July 1986 I LOG I 13 �From Baja to Alaska Maritime History Abounds USSR Part II In the June issue of the LOG we gave you a brief account of maritime places of interest on the East Coast, Great Lakes, Inland Waters and the Gulf Coast, hoping that some of you could include one or more in your vacation plans. This time we will take you along the West Coast and hope that either this summer or next you will be able to enjoy one or more of these. Maritime museums, living history exhibits, replicas, restorations and such have become prime daytime entertainment. by Dorothy Re Let's travel along the coastline as the gray whales do, from the Baja Peninsula, where they spend the winter months, to the Bering Sea, where they spend the summer. Cruise ships take interested spectators from Los Angeles or San Diego on tours of the Gulfo de California in Mexico, where scientific instruction is also a part of whale watching. Kodiak Island At San Diego's Point Loma you can watch the whales from shore at Cabrillo National State Park lookout station. The whales swim just off shore, in one of the longest migrations in the animal kingdom, and their arrival at this point is as predictable as the return of the famous swallows to San Juan Capistrano which is not far up the coast. Canada Pacific Ocean British Columbia San Diego is a busy port, and the San Diego Maritime Museum is here as is the Naval Undersea Center. Star Crescent Harbor Tours' (an SIU-contracted company) Marietta will take you around one of the most beautiful harbors in the world. The Star of India sails in splendor here. After fire, ice and sad neglect, interest in this square-rigger was sparked for her restoration through the combined efforts of John Bunker and Capt. Alan Villiers who made her story known to the public through the San Diego Chronicle. As we head north, let's stop at Dana Point Marina near Laguna Beach. San Juan Capistrano is not far from this large marina where a replica of Richard Henry Dana's Pilgrim is berthed close to the point where they threw the hides off the cliff to the waiting ship below in Two Years Before the Mast. A perfect book for reading on a nautical safari. San Francisco ••Oakland Monterey Carmel California \~ At Newport Beach, just south of Long Beach and just north of Laguna Beach, the Southern California Wooden Boat Show is held every June. Los An1geles ·.Long Beach San Diego , "'-..... ___ ,.\ \ I " Mexico ·...... The Queen Mary (staffed by UIW members) is at Long Beach in Los Angeles Harbor next to Howard Hughes' Spruce Goose, the enormous airplane that didn' t fly very far. Next door to the Queen there is a British village, and tours of the luxury liner are available. The Princess Louise, built in 1921, a steamboat of the Canadian Pacific's British Columbia Coastal Service, is a restaurant in San Pedro, Calif., a suburb of Los Angeles, and the Catalina, another coastal steamer on a run from San Pedro to Catalina Island, is still being restored and is located in Long Beach. From Los Angeles Harbor boats will ferry you across to Santa Catalina Island, known as "Cat" to natives, and to the other off-shore islands along the coast. The SIU-crewed cruise ships Independence and Constitution, although based 14 I LOG I July 1986 in Honolulu, Hawaii, sail into L.A. Harbor occasionally. Honolulu is also the home of Falls of Clyde, a four-masted schooner that sails this lovely land of trade and trade winds. It belongs to the Bishop Museum there. Of more recent fame, or infamy (Dec. 7, 1941), is the USS Arizona Memorial at Pearl Harbor. A tour of the harbor and the memorial, built over the sunken hull of the Arizona, is free. In Monterey, back on the mainland, there is a new Oceanographic Museum and Aquarium that was built only two years ago after a study was made of many other aquariums around the country. Every aspect of undersea life is available here for those who wish to explore the vast canyons of the ocean. Both Monterey and Carmel are teeming with surface craft, and in Monterey the Allen Knight Maritime Museum adds to the harbor's bustle. San Francisco is one of the largest and busiest harbors in the country. It has many maritime attractions, and there are several famous ships that sail this harbor reminding San Franciscans of their glorious past. Sailing ships helped to build this harbor city. The Flying Cloud sailed into this great port in 1851. Her maiden voyage around Cape Hom was a record, under 90 days, equalled only twice-once by the Flying Cloud herself. The San Francisco Maritime Museum, located near Fisherman's Wharf, a world famous attraction in itself, and not far from the Golden Gate Bridge, was begun in 1951 by Karl Kortum who sailed the square-riggers and is still the leading force at this unique place. In 1978 the San Francisco Maritime Museum merged with the San Francisco Maritime Historical Park, which was adjacent to it, and together they became the National Maritime Museum, San Francisco. The most famous ship that sails San Francisco Bay was, and still is, Balclutha (which means the town of Clyde R~ver in ancient Gaelic). She was the museum's first and was saved by men who sailed in square-rig, Kortum and Harry Lundeberg of the SUP, notable among them. The C.A. Thayer and the Alma, sister ships to the Balclutha, sail the bay with her. The Thayer is a four-masted schooner that sailed the Bering Strait for cod and made off-shore voyages to Guaymas in the Gulf of California and to Honolulu, Hawaii. The Alma is a San Francisco Bay scow schooner that was an early cargo ship carrying hay and other commodities. Other ships in this collection are Eureka, a walking-beam ferry capable of 18 knots that carried railroad cars and passengers, and the British steam paddlewheeler, Eppleton Hall. This unusual vessel, actually a tug and the last of her kind, has two side-lever engines, one for each paddlewheel. The National Maritime Museum, San Francisco, has the greatest collection of marine steam engines. The Wapama, a wooden steam schooner, is an example of a "single-ended" steam engine. Unfortunately, she has been up on a barge for (Continued on Page 19.) �illia s a • Sails Into San o·ego Ha bo The PFC Dewayne T. Williams (American Overseas Marine Corp.) pulls into port in San Diego, Calif. The PFC Dewayne T. Williams began her military career with the Maritime Preposition Fleet in June 1985. She was the second of five ships to be built by General Dynamics of Quincy, Mass. for the Preposition Fleet. The previous year, the first, the 2nd Lt. John P. Bobo, was brought into service. The Williams' design duplicates the specifications of her sister ship, the Bobo. A RO/RO vessel, 671 feet long with 14 decks, the Williams has the storage capacity to supply a Marine amphibious brigade with vehicles, artillery, war supplies and provisions for 30 days in any region of the world. Her highly sophisticated technologies enable the vessel to carry out defensive maneuvers in the shortest Tony Mohammed, QMED/pumpman, comes from a seafaring famity. His dad is an engineer with MERA-District 2. Learthur Jordan, steward assistant. (Photos by Dennis Lundy) time possible. She travels 18.8 knots powered by twin diesel engines. Five 40-ton cranes, a modern slewing stern ramp and an assisting warping tug mean that injust five days every cargo bay can be emptied when the vessel is anchored off-shore. And when the Williams is at pier anchorage, the bay cargoes can be offloaded in three days. A helicopter deck allows a Marine surge team to be air lifted aboard the vessel to help discharge the cargo at an even faster pace. The vessel is named for a Marine Corps hero posthumously awarded the Medal of Honor by Congress. PFC Dewayne T. Williams died in Vietnam in 1968 when his patrol was ambushed in Quang Nam province by Viet Cong guerrillas. Alphonso Davis, steward assistant. Jeff Strozzo, QMED. July 1986ILOGI15 �Follow These Instructions for Quicker Payments DENTAL CLAIMS HOW TO FILE A CLAIM-Yellow Shaded Form You can speed the payment of your claim by using care in filling out your claim form. The SIU Claim Form, the shaded/ colored area, must always be completed and signed by the individual. Please answer every question so that it will not be necessary to return the claim to you for completion. When using the Medical Benefit Application, the form that has the yellow shaded area, please have the doctor or hospital complete their section or attach their standard form to the SIU form. When there is a prolonged series of doctors' calls or when there is a hospitalization, attach all of the bills to one completed claim form. It is not necessary to complete a separate claim form for each bill when sending m several bills at the same time. ATTENDING PHYSICIANS The physicians and their staffs are probably familiar with the requested information. Therefore, the Seafarers' Welfare Plan will accept their attached form for the needed information to process your claims. MEDICARE CLAIMS If you are on pension and are eligible for Medicare, send all bins first to Medicare. After Medicare has made its payment or denial, send to the Plan, a copy of Medicare's statement along with the corresponding bill. Do not send a Medicare statement without a bill nor send a bill without a Medicare statement. After you have filled out the SIU Dental Form, your dentist will complete the remaining portion of the form. If you are faced with extensive dental service which may cost a lot, you may want to know the amount of benefits that will be paid by the Seafarers' Welfare Plan. You may request a pre-determination of coverage. Ask your dentist to complete the bottom portion of the claim form, listing the anticipated procedures and charges and send them to the Plan. You , as well as your dentist will be notified by the Plan , how much will be paid. X-rays will be required for extensive services other than your routine oral exams , cleanings , flouride treatments and filings. PRESCRIPTION DRUG CLAIMSMembers and Pensioners Only If your doctor prescribes medicine for you because of your medical condition, have your druggist fill out the SIU Drug Form. Attach the druggist's bills to the form and mail to the Plan. Over-the-counter drug charges are not reimbursable. TIME LIMIT FOR FILING CLAIMS Most claims should be filed within 180 days after the medical or dental service is provided. The exceptions are: Maternity, Death, and Sickness and Accident Benefits. MATERNITY AND DEATH BENEFIT Claims must be filed within 365 days from the date of birth or death. The Druggists Bills Should Look Like This: 1. Full name of patient (Separate bill for each.) ABBOTT'S PHARMACY 100 State Street Umbrella City PATIENT'S FULL NAME: Alice M. Goodwin J. Goodwin SS# 424-50-7611 la. Name & SS# of insured Date 2. Date of each purchase------~Sept. 3. Prescription number and ____ name of drug ALBERT B. CASE, M.D. 150 State Street Umbrella City 1. Full name of patient (Separate bill for each.) FOR PROFESSIONAL SERVICES TO: ta. Name & SS# of insured 2. Date of each treatment and charges Alice M. Goodwin Goodwin SS# 424-50-7611 "-+----11~ "'--+I~ J. Date of Treatment 9 Charge Condition or Service $ 8.00 Ulcer 8.00 8.00 15.00 " Suture -laceration of right foot 5. Doctor's Federal ID# charge for each prescription $2.73 1.40 Dr. Case 5.68 #42249 6.50 404-50-1061 6. Druggist's Fed. ID# if bill is not paid by you Sickness and Accident Benefit claim must be filed within 60 days after discharged from the hospital on an inpatient basis or 60 days from the first date you are disabled on an out-patient basis. This application is for filing for the following benefits: Optical, Sickness & Accident, Pension, Death , Alcohol and Drug Abuse Benefits. When using this form , the member must complete in all the required information in each section with the exception of the Optical Benefit and the Death Benefit. The Optician/Optometrist must complete a portion. Also, for the death benefit, the beneficiary must complete a portion. It is very important that you have an enrollment beneficiary card on file with the Plan office listing all dependents. Also, it is important to have a copy of your marriage certificate noted as well as copies of all dependent children's birth certificates. It is also important that you complete a new card whenever: (A) You wish to change your beneficiary. (B) There is a change in your dependency status. (C) Change of address. ELIGIBILITY RULES FOR BENEFITS 404-50-1061 16 I LOG I July 1986 Dr. Case Dr. Case INITIAL ELIGIBILITY A new employee will establish initial eligibility for benefits under the Plan immediately upon completion of 75 days of employment in a calendar year or after 75 days of continuous employment whichever occur sooner. MAINTAINING ELIGIBILITY In order to maintain eligibility for benefits under the Plan , an employee must have worked for signatory employers at least 120 days in the calendar year immediately preceding the date his claims accrue. For the Death Benefit, eligibility is maintained if an employee works 125 days for signatory employers in the two calendar years immediately preceding the date of death. CHANGES TO REPORT 3. Treatments " 12 shown separately.c-..--,..-Oct. 7 4. Specific condition or service #38846 #39999 Charge Show------+--------~ HOW TO FILE A CLAIM-Blue Shaded Form Physicians Bills Should Look Like This: Doctor 1 4. Prescribing physician 5. 7 Prescription Number In order to receive benefits, you must first meet the employment eligibility requirements. ADDITIONAL ELIGIBILITY REQUIREMENTS In addition to the 120 day requirement, a member must have one day of covered employment either in the six calendar months preceding the date of his claim or in the month which his claim accrues. The employment must occur prior to the claim. ALTERNATE ELIGIBILITY One (1) day of covered employment if taken ill or is injured aboard ship/ vessel. This eligibility will entitle you to payment of the initial emergency treatment only, after injury. (Continued on Page 28.) �v • • 'There are a number of people who have to come back here two or three times before they can refrain from using drugs or alcohol,'' said Rick Reisman, head of the Seafarers Alcohol and Drug Abuse Rehabilitation Center in Valley Lee, Md. How did these people fall off the wagon? Did they encounter rough times? Was the desire for drugs and alcohol so powerful that they had to give in? ''As far as I am concerned,'' said Reisman, "you can give any reason for drinking or using drugs, but it all boils down to the same thing: most of the people who have to come back here a second or third time just stopped working the AA or NA program ." As one recovering alcoholic said , "As long as you ' re alive, you ' re going to have problems. Your wife is cheating on you. The bills are piling up. You can' t get along with the guy on your watch. There will always be an excuse." Yet, as the AA program says, it is not a matter of willpower (Step one: ''We admitted we were powerless over drugs/alcohol ... ). It is a matter of working your program. Recovering alcoholics and drug abusers have certain tools at their disposal. If they are in port, then the most important tool is attendance at AA, NA or CDA meetings. There are AA meetings in every city in this country and in every country of the world. Of course, Seafarers who are in the middle of the Atlantic Ocean might well find it impossible to make an AA meeting. Yet, if there is another recovering alcoholic or drug addict on your ship, then the two of you can hold your own meeting. ''Many Seafarers have found through experience that there is usually at least one other person onboard who has been through the ADARC," said one recovering alcoholic. ''It's not unusual to run into a shipmate at an AA meeting in port." Sometimes a recovering alcoholic will just take the matter into his own hands. All you have to do is post a message in the mess hall saying that there will be a meeting 'for the friends of Bill W.' Bill W. was one of the founders of the AA program, and recovering alcoholics and drug abusers use his name as a sort of code. "I've always found the tapes that the ADARC makes extremely helpful," said another recovering alcoholic. "They help me feel connected to the program even when I can't make it to a meeting.'' Other tools include the AA literature, which can be carried anywhere. Alcoholics Anonymous, which is known to most alcoholics as the Big Book, contains short autobiographical stories of the people who founded AA. Reading the book is almost like going to a meeting. A lot of members have found that it is helpful just to put their feelings on paper. "Writing is definitely an important tool," said Reisman. "Sometimes, all you need is to get something off your chest.'' If a Seafarer is at home, it is recommended that he get a sponsor. A sponsor is someone who is successfully utilizing the AA program in his or her own life. You can call that person up for guidance and support. If you ' ve been sober or drug-free for a while, you might even think about sponsoring someone yourself. Giving service is also an important tool. (Giving service is AA slang for helping out.) It doesn't matter how you give service: it can be to AA or to the community at large. There is an old AA saying, ' 'The more you give to the program, the more you will get in return." Here are some examples of service: driving someone to an AA meeting; making yourself available to listen to a family member's problems ; being active in your union meeting. Of course, by giving service you are making productive use of your own time. "The big threat to most seamen,'' said Rick Reisman , ' 'is unstructured time. " In addition to giving service, you might want to develop a hobby-photography, writing, painting. You might want to use your spare time to look over upgrading material, or even to take a personal inventory (the 4th Step) or to make a list of all persons you had harmed while drinking or taking drugs (the 8th Step). If things get too hectic, or too dull, you might find a quiet moment for prayer and meditation. ''The aim of AA and other programs like it," said Reisman, "is to teach people how to live a productive life. Knowing the program is not enough. It is important to live it.'' And above all else, the road to recovery is based on respecting the "anonymity" of your fellow AA'ers. As the program says, what someone tells you in confidence should never be repeated. Anonymity is the spiritual foundation of the AA/NA program. The Twelve Steps SIU members who elect to make use of the Union' s Drug and Alcoholic Rehabilitation Center (ARC) in Valley Lee, Md. learn about a new way of life. It is a way of life that is based on spiritual, emotional and physical health. It is a life that emphasizes recovery over immediate gratification; community involvement over isolation; life over death. It is a way of life that has enabled hundreds of thousands of Americans to regain their sobriety and lead productive, happy lives. In the upcoming months, individual SIU members will share their stories of recovery with you-how, after going to the ARC, they were able to regain their sobriety. Star's Death Shows Danger of Cocaine On Tuesday, June 17, college basketball star Len Bias was on top of the world. He was the first-round draft pick of the Boston Celtics. Two days later, he was dead of a heart attack. Autopsies revealed that the attack had been induced by cocaine. Bias had everything to live for. He was on the threshold of a lucrative career. The general consensus was that he had the potential to be one of basketball's all-time great players. His personal life was just as rewarding. He had a warm and supportive family. He was one of the most popular students at the University of Maryland. Sports writers referred to him in glowing terms: " friendly ," "gracious, " "All-American." The one good thing to come out of this tragedy is the attention that it is drawing to the growing drug epidemic in this country. It also is making people aware of some important information about cocaine. For one thing, cocaine users are at a high risk of having sudden heart attacks. The really scary thing about this is that the heart attacks cannot be predicted with any accuracy. It can happen the first time you use the drug or it can happen the hundredth time. It makes no difference. The one question that peopl~ are asking is WHY? Why had Bias turned to drugs? Red Auerbach, president and former coach of the Boston Celtics, said he thought that the pressures of joining the NBA probably played a part. He also said that the sudden change in Bias' financial status-the money he would soon have at his disposal-was probably a factor. In many ways, Seafarers who abuse cocaine have the same problems as Bias. Seafaring is a very stressful job. And as every seaman knows, at payoff time, there is a lot of available cash. Luckily, Seafarers who abuse cocaine or any kind of chemical, including alcohol, have a tool at their disposal. They can contact their Union representative about going to the Alcohol and Drug Abuse Rehabilitation Center in Valley Lee, Md. The ADARC's facilities have been expanded to handle drug problems. Over the past 10 years, nearly 900 Seafarers have gone there to work out their problems with drugs and alcohol. It's made a difference in their lives, and it can make a difference in yours. During the past 10 years, 875 of your fellow Seafarers have regained their sobriety by sharing their hopes, dreams and aspirations with their fellow Seafarers. By doing this, they have been able to look themselves in the mirror and put their lives in order. Up until 50 years ago , alcoholism was considered to be incurable. A small group of people suffering from this disease got together and formed a new group, Alcoholics Anonymous. What modern medicine at that time couldn't accomplish, sharing, friendship and commitment did. Within a few years, the new group had gained worldwide attention. A book entitled ''Alcoholics Anonymous'' was written that embodied this new way of life. It is based on a simple plan of recovery known then and now as the Twelve Steps. Each step serves as a rung on a ladder to a new way of living. Of course, recovery is not possible if someone does not take the first, most difficult step, which is to admit that he or she is powerless over alcohol, that their lives have become unmanageable. It sounds like an easy thing to do, but it is not. As some of the AA literature says, no one likes to admit defeat, no one likes to admit to themselves and to the whole world that the way they have been living their lives just isn't working. Many alcoholics who regain their sobriety have come to regard their disease almost as a blessing. They believe that they would never have been able to put their lives in order if it did not become obvious to them that they had to do something about their drinking. Almost everyone who enters into AA, who makes a serious attempt to work the Twelve Steps, becomes quickly acquainted with the miracles of the program. People who have been close to death, who had lost the capacity to love, to feel, to care about others, are now leading normal lives. They don't need alcohol or drugs or any other kind of addictive behavior to make themselves feel better. Life is harder this way, but deep inside they know that they have passed a certain point, and that it is the only way that they can be part of the living. So really, it isn't a choice between drinking and not drinking. It is a choice between life and death. Most people who are confronted with that choice don't know it. At least alcoholics do, and they have a program of recovery that can guide them through life's inevitably difficult times. July 1986ILOGI17 �Piney Point: Seafarers 'Snug Harbor' The consensus of the first four retired Seafarers' pensioners now living at the SHLSS hotel in Piney Point, Md. is that it is a •'wonderful place, a good deal." Typical were the orchids of crusty Seafarer Max Steen. Max, who is 77, shipped in the steward department and should know his onions, said: "excellent rooms and food." Max, who has lived in Miami, Fla., joined the SIU in 1946 in the port of Savannah, Ga. after leaving his native home in Lund, Sweden. He shipped out of the port of Seattle. "Best deal" was the comment of senior citizens Mr. and Mrs. Arthur (59) and Joan (54) Gilliand. "Here, two can live cheaper than one," they added. "When you're on a fixed income, with prices going up and Social Security payments going down, that's important," explained Arthur and Joan. Recertified Bosun Gilliand, born and bred in t.he South Bronx of New York City, beefed only about ''too much salt in the soup and too much sugar in the sweets" (desserts). So "special diets are needed" they declared. During World War II, Arthur was aboard the C-2 SS De Soto (Waterman) when the Japanese bombed Allied shipping in the harbor of Calcutta, India. Seafarer Howard Rode, 63, who joined the SIU in 1945 in the port of Baltimore sailing as a bosun, exclaimed that the Point was a "wonderful place" for retirement. He also saw the need for "special diets" for some retirees. Howard lived 15 years in Guadalajara, Mexico and had a shop in Houston selling Mexican antiquities and artifacts. Brother Rode was torpedoed twice; once on May 6, 1942 in the Windward Passage between Cuba and Haiti where he took to the boats for two days before landing in Guantanamo Bay, Cuba. He even sailed on a World War I Hog Islander, the Latvian-flag SS Abgdra, and loaded ammo into a 5inch cannon aboard ship. Rode was in the invasion of North Africa at Casablanca, Morocco and at the dropping of an atom bomb in the South Pacific. Seafarer George Hand, 65, a bachelor, said "Big Mike" of the port of Baltimore "will be comin' here to retire." George joined the SIU in 1957 and sailed as a chief pantryman. Born in South Carolina, he was a bosun mate in the U.S. Navy's amphibious forces in World War II serving 18 months in the South Pacific. Form No. P-125 Original 1/86 SEAFARERS BENEFIT APPLICATION Application for PENSIONER HOUSING at the Training and Recreation Center of the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Maryland For further information, or for help with this form, contact Seafarers Pension Department, 5201 Auth Way, Camp Springs, Md. 20746 or call: (301) 899-0675. Note: Fili this form out completely. Be sure to sign this form. I. Pensioner's Name: - - - - - - - - - - - - - - Soc. Sec. No. (Please Print) D D D DD DODD Address----------------------------------------Apt . or Box N . Street City State ZIP 2. What type of monthly pension benefit are you receiving? D D Early Normal Normal D Disability Note: Individuals who are receiving deferred vested pension benefits, or who have opted to receive a lump sum pension benefit are not eligible. 3. Are you presently married? D Yes D No lf''Yes," pkase provide yours~use's n a m e : - - - - - - - - - - - - - - - - - - - - - - - - - - - - - (If you have not already provided the Seafarers Pension Plan with a copy of your marriage certificate, please attach a copy to this form.) 4. What is the amount of your current monthly pension benefit from this Plan? $ - - - - - - What is the current amount of your monthly Social Security check? $ _ __ {Please attach a copy of your most recent Social Security check .) Social Security Filing Tips Any worker who is already 62 or will reach social security retirement age by early 1986 and who plans an end-of-the-year retirement should check with social security to discuss the possibility of filing now for monthly benefits. Although 65 is the current retirement age for full social security benefits, most men and women choose to elect them early at a reduced rate. The reduction can range from 20 percent less at 62 to only five/ninths of 1 percent less in the month prior to age 65. Social security officials point out that there are both advantages and disadvantages to taking benefits early. The primary advantage is that the retired worker can receive as much as three full years of payments prior to 65. But the major disadvantage would be that such a payment would be reduced and remain at a reduced rate even after the worker reaches 65. The same is true for any spouse's benefits which are taken at a reduced rate before age 65. If the beneficiary lives more than approximately 12 or 13 years that he or she is ahead taking reduced benefits, . then the advantage gained by taking them early is lost. A worker's election of reduced payments before 65 also can result in a somewhat smaller survivor benefit to an eligible widow or widower upon the worker's death. Anyone thinking about filing for monthly retirement benefits can call the telephone number listed for social security in any local telephone directory to get information about possible benefit amounts. If the person then chooses to file, this can often be done by telephone and mail, thus avoiding a time consuming trip to the social security office. Those filing for retirement benefits will need to submit a certified copy of a birth or baptismal certificate recorded before the age of five, or two old pieces of documentary evidence of age if no birth record exists. Many also will need W-2 wage statements for the two preceding years, proof of military service and information about any other family member who also may be planning to apply on the worker's record. If you wish to take advantage of this benefit you must agree to sign over two-thirds (2/3) of the monthly pension benefits that you are or will be receiving from the Seafarers Pension Plan, and two-thirds (2/3) of the monthly benefits you are or will be receiving from the Social Security Administration. If you agree to these conditions and are interested in applying for this benefit, please sign and date the statement below. I, , hereby agree to have two-thirds (2/3) of my monthly pension benefits and twothirds (2/3) of my Social Security benefits apply toward the costs of my room and board at the Seafarers Training & Recreation Center, located at the Seafarers Harry Lundeberg School of Seamanship in Piney Point. Md . When completed, mail this application to: Seafarers Pension Dept. Seafarers International Union 5201 Auth Way Camp Springs, MD 20746 Support American Labor-Buy Union Made Products ... LOOK FOR THE UNION Signed--------------------- LABEL Date--------------------........ 21 Union Label and Service Trades Oepartmenl AFL·CIO 18 I LOG I July 1986 �Maritime History Abounds (Continued from Page 14.) eight long years waiting for repairs. Her fate is to be exhibited as if in dry dock, a fine solution to a difficult problem. It would cost $10 million to restore her, and skilled craftsmen are scarce. Steel ships are much easier to maintain. Over the years other ships have been added to the above. The steam tug Hercules; a reconstructed ftucca, Matilda D.; a Monterey fishing boat, and several other smaller craft. Closeby is the submarine, Pampanito, which is privately owned. Plans to bring home the Vicar of Bray are gaining momentum. A large three-masted schooner, a hardy ore carrier, she sailed into San Francisco Bay in 1849. At present she is berthed in the Falkland Islands. Prince Philip and many California politicians are behind this project. for the San Francisco Maritime Heritage Week in September. This is a good place to remind you that we have only hit the high spots and that a call to the closest Chamber of Commerce will give you more details as to events and other places of interest. The storeship Globe, recently designed and reconstructed by Melbourne Smith, is at her new berth on the Old Sacramento riverfront where she has been joined by a colorful paddlewheeler, Delta King. This boat was built in Glasgow, Scotland and shipped to California where it was used to carry passengers from San Francisco to Sacramento in the Roaring Twenties. The Delta King will house a museum, restaurant, hotel and theater. A replica of Elisabeth Louise, a stem wheeler, is under construction in Sacramento, Calif. She will have a 40-note calliope when completed and will replace the Delta King on the Sacramento River. The Jeremiah O'Brien, one of the last of the WW II Liberty ships, is now a merchant marine museum docked at nearby Fort Mason. Also at Fort Mason is the schooner Neptune. President Roosevelt's (FDR) yacht Potomac is across the bay in Oakland at 95 Jack London Square. There are several recently restored cruise ships on the Sacramento River, or a drive around the bay and over the bridges would be another way to survey this harbor. For a bird's eye view you can try Twin Peaks, a famous vantage point. North of Oakland at Point Richmond the East Brothers Light Station has been saved by preservationists and is now a museum and restaurant. The tall ships sail into San Francisco Bay during the summer months, and watch The Humboldt Bay Maritime Museum is in Eureka, Calif., which is on the way to the Redwood National Forest if you are headed in that direction. The Columbia River separates Oregon and Washington, and in Port- KNOW YOUR RIGHTS land, Ore. , an inland seaport, there is a maritime museum where the San Mateo, a ferryboat, is on exhibit. There are cruises on the Columbia River which is also famous for white water rafting. The Northwest Seaport (Naval Reserve Center) is in Kirkland, Wash. near Seattle on Puget Sound. Featured in this collection, a lightship, Relief, and the Arthur Foss, a tugboat. The Wanona, a three-masted schooner sails in Seattle Bay, and in Seattle there is a Center for Wooden Ship Building. The Steamer Virginia V. Foundation is located here, and there are several refurbished ferryboats on Puget Sound and in Seattle Bay. The Strait of Juan de Fuca lies between Puget Sound and the Island of Vancouver between the United States and Canada. Vancouver, British Columbia, will be celebrating its lOOth birthday by hosting Expo '86 (May 2 to Oct. 13). The tall ships, the Canadian Bluenose especially, will be on view there prior to the 4th of July celebration for the Statue of Liberty, and several will be there on July 12 to 31. British Columbia is known for its totempole Indians, the Northwest Coast Indians, who fished and sailed in the waters of the Pacific Ocean before history was recorded. The gray whales swim past, still close to shore, and swing out across the Aleutian Islands and into the Bering Sea. They have reached their summer feeding grounds in a few months. KNOW YOUR RIGHTS 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 arc posted and available in all Union halls. If you feel therr has been any violation of your shipping or seniority rights as contained in the contracts hetween the Union and the employers. notify the Seafarers Appeals Board hy certified mail. return receipt requested. The proper address for thi 1s: 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 hy 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 ahoard your ship or boat. Know your contract rights. as well as your ohligations. such as filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU Museums in Alaska? Of course, of course. There were 22 at last count. The Dinjii Zhuu Enjit Museum at Fort Yukon is all about the Athapascan Indians, the Trail of '98 at Skagway is all about the Gold Rush, and at Juneau Historical Museum, the University of Alaska Museum in Fairbanks, and at Heritage North in Anchorage, there will be exhibits of maritime interest. There are several whale watching stations, or vantage points, in Alaska. Sort of instant aquariums as the whales jump and roll in the ocean. One is in Sarichef on U nimak Island in the Aleutians. Others are on Kodiak Island in the Gulf of Alaska and on St. Lawrence Island near the Bering Strait and Nome. Whale watching has become somewhat of a national sport, and income from cruises competes with revenue brought in by whaling of years ago. Our tour of the West Coast is completed. We have taken the springsummer route as the gray whales do. (They reverse this trek in the fall.) We hope your summer will be as cool as theirs and that we have helped to make it more fun. Smooth sailing. K OW YOU IGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution arc availahle in FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes and Inland Waters Di trict 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 suhmitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval hy a majority of the tru tees. All trust fund financial records are available at the headquarters of the various trust funds. Only the Eskimos in Alaska are permitted to hunt whales in these waters as they have done for centuries. The International Whaling Commission protects whales around the world and have kept the grays, among others, from becoming extinct. all Union halls. All mcmher-. -.houlJ ohtain copic-. of this constitution so as to familiarize themselves with ih contents. Any time you feel an) memher or otliccr is attempting to deprive) ou of any con-.titutional right or ohligation hy any methods such as dealing with charges. trials. etc .. as well as all other Jetails. then the memhcr -.o affected should immediately notify headquarters. EQUAL RIGHTS. All mcmhcr-. arc guarantccu equal rights in emplo) 1111.:nt anu a-. mcmhcrs of the SIU. These rights arc clearly set forth in the SIU constitution anu in the contracts v.hich the Union ha-. negotiatcu with the employers. Con-.cqucntly. no member may he di-.crimi natcJ against hccause of race. creed. color. -.c, anu national or geographic origin. If any member feel-. that he i-. denied the equal righh to which he i-. entitled. he -.hould notify Union headquarters. 11111nuu111H1111111n1mulllu11111111111111n1111111n1111111111111111111111111111111111111111111111111 patrolman or other Union ollbal. in your opinion. fails to protect ) our contract rights properly. contact the nearest SIU port agent. EDITORIAL POLICY - THE LOG. The Log has traditionally refrained frnm puhlishing any article serving the political purposes of any individual in the Union. officer or memher. It ha-. al...,o refrained from puhlishing articles deemed harmful to the Union or its collective membership . This established policy has been reaftirmcd hy mcmhership action at the Septcmher. 1960. meetings in all constitutional ports. The rcsponsihilit) for Log policy is "Vesteu in an editorial hoard which consi ts 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 he paid to anyone in an; otlicial capacity in the SIU unless an ofticial Union receipt is given tor -.ame . Under no circumstances should any memher pay any money for any rca . . on unle s he is gi\en '>Lich receipt. In the event anyone attempts to require an~ such payment he made without supplying a receipt. or if a mcmhcr is required to make a payment and is given an otlicial receipt. hut feels that he should not have hcen required to make such payment. this should immediately he reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a "eparatc segregated fund. Its proceeds arc used to further its ohjech and purpo-.e-. including. hut not limited to. furthering the political. -.oci.tl and economic interests of maritime v.ork.cr-.. the prc-.ervation and furthering of the American Merchant Marine v.ith improved employ n1cnt opportunitic-. for -.ca men and hoatmcn and the ad\anccmcnt of trade union concept-. . In connection 'Wtth such ohject-.. SPAD "uppl)rh and contributes to political candidates for elective ollicc . Ail contrihutiom. arc voluntar). No contrihutio11 111<1) he solicited or rcceivcu because of force. joh di,crimination. t1nanc1al repri-.al. or threat of such conduct. tlr a-. a condition of membership in the nion or tlf cmplo~ ment. If a contribution is made h) rca-.on of the above impwper conduct. notifv the Seafarers Union or SPAD h) certified mail v.ithin Jc) da)" of the contrihutiPn for inve-.t1gation and appropriate action and refund. if involuntar) . Support SPAD to protect and further )Ollr economic. politictl and -.ocial interests. and Amer ican trade unitrn 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 addres.s is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. July 1986ILOGI19 �e L.A. Aboard the OMI Dynachem and the Manhattan (Photos by Dennis Lundy) The Manhattan lies at anchor in_Los Angeles Harbor as crewmembers take the launch service ashore. In the galley of the Manhattan are (I. to r.) Chris Kunde, standby GSU; Ed Slaney, standby 3rd cook, and Joe Johnson, steward/baker. El Sayed Amasha, utility on the Dynachem. 20 I LOG I July 1986 Fro~ Jesus Rodriguez, FOWT, in the engineroom of the Manhattan. aboard the Manhattan-going ashore! The Dynachem's chief cook, Perley Willis. �.A. ABs Kenneth Gahagan (left) and Joe W. Moore view Los Angeles Harbor from the deck of the OMI Dynachem. Don Collins, steward/baker aboard the OMI Dynachem. The OMI Dynachem ties up at a Los Angeles Harbor dock. Joe Spell, QMED aboard the OMI Dynachem. Sal Fiore, QMED aboard the OMI Dynachem. July 1986 I LOG I 21 �Six "Smart Ships" SIU Manned Vessels Are ''Smart,'' Says MSCPAC Six MSCPAC ships have been named "Smart Ships" for Fiscal Year 1985 with one additionally awarded the VADM Roy A. Gano Award for FY 1985. The USNS Chauvenet, Ponchatoula, Narragansett, Albert J. Myer , Observation Island and Kilauea (also the Gano award winner) were awarded "Smart Ship" honors for their excellence and reliability. Noted RADM W. T. Piotti, COMSC, in a recent letter announcing the "Smart Ship" and VADM Gano awards to Capt. M. A. Hallier of MSCPAC, "It is with genuine pleasure that I approve these awards and congratulate the officers and men . . . for their outstanding performance of duty in achieving the superior standards of administration and operational readiness required to win these coveted awards. ''Throughout the year, these ships have accomplished their missions with the highest degree of effectiveness and reliability, reflecting the exceptional leadership of their officers and the professional competence of their crews. To the entire crew of each ship, I extend a 'Well Done'." The ships honored will each receive a plaque and a "Smart Ship" pennant. The Chief of Naval Operations authorizes the Navy "E" ribbon for Navy personnel serving on USNS ships which have earned the MSC ''Smart Ship'' Award and the VADM Gano Award. The USNS Kilauea (photo by U.S. Navy). The USNS Ponchatoula (photo by U.S. Navy). The USNS Albert J. Myer (photo by U.S. Navy). - The USNS Observation Island (photo by U.S. Navy). 22 I LOG I July 1986 The USNS Narragansett (photo by U.S. Navy). �Kilauea Stacks Up Honors Everything is running smoothly aboard the USNS Albert J. Myer. From the left are AB Ernest Silva, Union Rep Mike Paladino, Bosun James Blincoe and OS Robert Ratcliffe. MSCPAC Promises Tough Action on Failure to Report by Buck Mercer It is a known fact that everyone loves a vacation, especially mariners who spend most of their time thousands of miles from home. Shoreside workers go on vacation. once each year for, two, three or four weeks, whatever they are allowed. Then, on a designated day, they return to the place of their employment, barring any emergency. If they do not return on that designated day, they risk the chance of being fired. Recently at MSCPAC there has been a problem with an increasing number of mariners failing to report for duty after a period of scheduled annual The USNS Kilauea (T-AE 26), already selected as MSCPAC's 1985 winner of the Smart Ship and V ADM Roy A. Gano awards, was recently nominated for yet another honor. MSCPAC's ammunition ship is the only vessel in the worldwide MSC command to be considered for the National Defense Transportation Association's (NDTA) annual unit award for Calendar Year 1985. The NDT A is an association of commercial and military agencies dedicated to the interests of military air, sea and lane transportation. The Kilauea was nominated for the award after an impressive 12 months in 1985 when the ship was forward deployed to the Western Pacific and Indian Oceans. With the exception of a 60-day yard period in November and December, the Kilauea provided continuous logistic support to U.S. Navy and Marine forces ashore and afloat in 1985. The ship's impressive accomplishments from January through October include ammunition redistribution to several Far East ports, direct support to the USS Midway and her battle group, surveillance of Soviet naval activity in the Western Pacific, participation in two important naval exercises, and a lengthy deployment in the Indian Ocean. Prior to entering the yard Nov. 4, the Kilauea handled 5 ,381 ordnance lifts and 777 retrograde lifts, performed 190 CONREP and VERTREP evolutions, transported 450 passengers and transferred 21.5 million barrels of fuel for Seventh Fleet units. While citing her 1985 achievements in a message to CTF SEVEN THREE recently, the Kilauea was unable to respond immediately to the request for information. Her tardy reply gives a hint why the busy ship was selected for the NDTA award. ''Regret late submission of the nomination," said Kilauea's message back to CTF SEVEN THREE. "Operational tempo and ·other commitments precluded earlier collection of required data.'' leave. For that matter, those on leave fail to call their Placement Officers to say when they will report. Management has decreed that this practice by mariners must cease and desist. Hereafter, marine employees who fail to report after a period of scheduled annual leave will be disciplined, unless an emergency exists. Even then, there is a procedure for leave extensions and the employee had better use them. There is no reason why marine employees should foul their employment records with uncalled for and unnecessary disciplinary actions. Remember, even an official reprimand puts you in a two-year reckoning period. - Unrest in Liberia Increases Does the following scenario sound familiar? The United States, for strategic reasons, supports a corrupt and tyrannical dictatorship. The inevitable blowup occurs. The United States, once "the great friend and protector," is now villified because the inhabitants of that country associate it with the old regime. Iran? Nicaragua? Ethiopia? No. Liberia, potentially the largest supplier of sealift capability to this nation's armed forces. The scenario is not yet complete. But it is well on the way to becoming a reality. The details of what is happening in Liberia are available to anyone within walking distance of the White House. Bookstores one mile away from 1600 Pennsylvania A venue carry the Liberia Alert which documents civil rights violations that are being carried out by Sgt. Doe's ruling military dictatorship. Incredibly, some of the abuses are being carried out in the name of the United States! "In August 1981, as the Reagan administration was increasing efforts to isolate Libya's Kadaffi, Sgt. Doe ~ accused Thomas Weh Syen (the vice chairman of Doe's own political party) of leading a Libyan plot. Web Syen was arrested on Sunday and, after a brief show-trial, was executed that Thursday along with other soldiers, most of whom were from Sinoe, Weh Syen's country of origin. Gen. Quiwonkpa used that occasion to warn other Liberians that Liberians with 'anti-American' sentiments would be similarly dispatched.'' The paper documents such violations of civil rights as executions without trial, detentions without trial, and improper prison conditions. In addition, it paints a grim picture of life in Liberia, especially for those professionals who were not lucky enough to get out during the early days of the new regime. In order to stem the outward flow of professionals and civil servants, the ruling People's Revolutionary Committee announced in June 1980 that no Liberian would be allowed to leave the country without permission from the Armed Forces High Command. A law was passed in July 1984 which made it a felony to spread "rumors, lies and disinformation'' about the regime. Engine Utility Paul Guidry, center, proudly displays his IO-year Federal Service Award which was presented to him by Capt. R. P. Cushing, right, MSCPAC chief staff officer. SIU Business Agent George Grier was on hand to help celebrate this happy occasion. There is one important difference between what is happening in Liberia and what happened in Iran, Nicaragua and other such countries. While those countries played an important role in securing this county's regional interests in such places as Central America and the Middle East, the United States did not rely on them for its basic military needs. The United States has let its merchant marine dwindle to fewer than 400 vessels. It has increased slightly the number of vessels in its Military Sealift Command. American-owned vessels documented under the Liberian flag account for a large percentage of vessels that the Department of Defense classifies as under "Effective U.S. Control." Marcos Supporters Fail in Coup Attempt Hundreds of military and civilian supporters of former Philippine President Ferdinand Marcos attempted to overthrow the government of Corazon Aquino by taking over the plush Manila Hotel. The attempted coup was headed by Arthur Tolentino, Marcos's running mate earlier this year. The take-over attempt never went anywhere and fizzled out after two days. It occurred while President Aquino was out of the country on a goodwill tour. She said the coup was just "a minor annoyance." The Reagan administration expressed strong support for Aquino and said that it had repeatedly warned Marcos that his efforts to undermine the new government "was inconsistent with his status as a guest in the United States." July 1986 I LOG I 23 �Pensioner Floyd Bauer died on May 29. Brother Bauer joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco. He went on pension in 1968. Seafarer Bauer was a resident of San Francisco. Pensioner Lee Gusta Blount Jr., 58, died of heart-lung failure in the Kaiser Foundation Hospital, Vallejo, Calif. on April 23. Brother Blountjoined the SIU-merged Marine Cooks and Stewards Union, Local 20 in the port of San Francisco. He first sailed on the West Coast in 1950. Seafarer Blount was a veteran of the U.S. Army during the Korean War. He was born in ..._ Mississippi and was a resident of Vallejo. Interment was in the Skyview Lawn Cemetery, Vallejo. Surviving are his widow, Janice; three sons, Raymond, Michael and Dedrick, and four daughters, Michon of Portland, Ore., Stennis, Tracy of Vallejo and Tanya. Pensioner Daniel Lee Wright Brannon, 73, passed away on June 15. Brother Brannon joined the · SIU in 1947 in the port of Mobile sailing in the engine and steward departments. He hit the bricks in the 1946 General Maritime beef. Seafarer Brannon was born in Alabama and was a resident of Mobile. Surviving is a cousin, George Turner of Mobile. - - Pensioner Ira Cecil Brown Sr., 58, died on May 28. Brother Brown joined the SIU in I 945 in the port of San Francisco. He sailed as a recertified chief steward aboard the C.S. Long Lines (Transoceanic Cable) from 197 I to I 982 and graduated from the Union's Recertified Chief Stewards Program in 1980. Seafarer Brown was a former member of the SUP in 1972. Brown last worked for the Marine Contracting Co. A native of Natchez, Miss., he was a resident of Ponchatoula, La. Surviving are his widow, Jeanette; a son, Ira Jr. ; four daughters, Margaret (a SIU 1968 Charlie Logan College Scholars.hip winner); Clara, Susan and Sharon, and his mother, Ollie of North Carolina Pensioner Ramos Candelario, 73, passed away on June 2. Brother Candelario joined the SIU in 1944 in the port of New York sailing as a chief electrician. He hit the bricks in the 1962 Robin Line beef and attended the 1970 Piney Point Crews Conference No. 6. Seafarer Candelario was born in Puerto Rico and was a resident of Brooklyn, N. Y. Surviving are a son, Enrique Guzman and an aunt, Augustinea Pacheco of Brooklyn. 24 I LOG I July 1986 Pensioner Isauro S. Cardeal, 87, succumbed to pneumonia at home in Santos, Brazil on May 4. Brother Cardeal joined the SIU in 1943 in the port of Norfolk sailing as an AB. He walked the picket line in the 1946 General Maritime beef. Seafarer Cardeal was born in Sergipe, Brazil and was a naturalized U.S. citizen. Burial was in the Memorial Cemetery, Santos. Surviving are his widow, Angelina; a son, Nilton, and three daughters, Elizabeth Carralho of Santos, Elsa Caravallho of Paulino, Brazil and Direceu Cardeal. Pensioner Juan Jimenez Cruz Sr., 79, passed away in the Montifore Hospital, Bronx, N.Y. on May 7. Brother Cruz joined the SIU in 1939 in the port of Baltimore sailing as a recertified bosun. He walked the picket lines in both the 1961 Greater N. Y. Harbor beef and the 1962 Robin Line strike. Seafarer Cruz was born in Puerto Rico and was a resident of the Bronx. Interment was in the Municipal Cemetery, Catano, P.R. Surviving are his widow, Carmen and a son, Juan Zesu Jr. Joseph Dedmond, 63, died on June 16. Brother Dedmond joined the SIUmerged Marine Cooks and Stewards Union in the port of Wilmington, Calif. in I 959 sailing as a cook for the American President Line. He began sailing in 1945 on PMA ships. Seafarer Dedmond was a veteran of the U.S. Army during World War II. Born in Timothy, La. he was a resident of New Orleans. Surviving are his widow, Ordlea and a daughter, Patricia Jenkins of New Orleans. Barbara Jane Malecek Dininno, 30, was missing at sea aboard the SS Courier (Ocean Carriers) on March 10. Sister Dininno joined the SIU in I 978 following her graduation from the Union's Harry Lundberg School of Seamanship Entry Trainee Program at Piney Point, Md. where she was a bosun and in the top third of her class. She last sailed as a QMED out of the port of Seattle. She had also sailed as a waitress and knew woodworking. Seafarer Dininno was a 1982 $10,000 Union Charlie Logan College Scholarship winner. She studied engineering at the University of Washington, Seattle in 1983 and at the Maine Maritime Academy, Castine in 1985. Barbara also attended the Napa (Calif.) Community and Sacramento City (Calif.) colleges. She was born in Mexico-Audrain, Mo. Surviving are her widower, Arthur of Governor's Is., N. Y.; her father, Edward; her mother, Mary Lou of Shelbyville, Ind., and a sister, Christina Sherwood of Bothell, Wash. Maritime and 1947 Isthmian beefs. Seafarer Harris also attended a Piney Point educational conference and workshop. A native of Mobile, he was a resident there. Interment was in the Oaklawn Cemetery, Mobile. Surviving are his widow, Annie and a sister, Vergie Davis of Mobile. Pensioner Richard Benjamin Doupe, 81, succumbed to lung-heart failure at home in Gaithersburg, Md. on May 2. Brother Doupe joined the SIU in 1944 in the port of New York sailing as an AB. He was on the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Doupe was born in New York City. Burial was in St. Michael's Cemetery, Queens, N. Y. Surviving is a niece, Frances Morris of Gaithersburg. William Swindell Lewis, 70, died of heart-lung failure in St. Cloud, Minn. on May 9. Brother Lewis joined the SIU in the port of Boston, Mass. in 1958 sailing as a FOWT. He was born in North Carolina and was a resident of St. Cloud. Cremation took place in the Central Minnesota Cremation Service, St. Cloud. Surviving is a brother, James of Wilmington, N.C. Pensioner Frank Earl Edmonds, 68, died on May 24. Brother Edmonds joined the SIU in 1947 in the port of Norfolk sailing as an AB. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and 1948 Wall St. beefs. Seafarer Edmonds was born in Anderson, N.C. and was a resident of Mobile. Surviving are his widow, Choycie and his mother, Emma of South Mills, N .C. Antoine Gurney, 56, died on June 11. Brother Gurney joined the SIU in the port of Baltimore in 1959 sailing as an oiler. He last sailed out of the port of Seattle and was a former member of the Canadian Seamen's Union. Seafarer Gurney was a veteran of the U.S. Army after the Korean War. Born in Canada, he was a naturalized U.S. citizen and a resident of Hoguiam, Wash. Surviving are his widow, Dolores and an aunt, Irene Kolinchuk of Transcona, Manitoba, Canada. Benjamin C. Lucrisia died on March 29. Pensioner James Henry McDonald, 66, died on June 11. Brother McDonald joined the SIU in 1949 in the port of Tampa sailing as an oiler. He also sailed during the Vietnam War. Seafarer McDonald was on the picket line in the 1946 General Maritime beef. He was a Puerto Rican delegate to a Piney Point conference in 1970. McDonald was a veteran of the U.S. Army in World War II. Born in Wilmington, N. C., he was a resident of Baltimore. Surviving are his mother, Esther Mae Sanders of Wilmington and a sister, Ellen Spearbraker of Milwaukee, Wis. Darryl Harris, 35, died in the San Francisco (Calif.) General Hospital on Feb. 21. Brother Harrisjoined the SIU in the port of New Orleans in 1%9 sailing in the steward department. He was born in New Orleans. Cremation took place in the Olivet Park Crematory, Colma, Calif. Surviving are his father, William of Louisiana and his mother, Lila Mae of New Orleans. Pensioner Howanl Francis Menz, 77, passed away on June 6. Brother Menz joined the SIU in the ,.. port of New York in 1951 sailing as a chief pump man and ship's delegate. He also sailed in the Vietnam War. Seafarer Menz attended the Piney Point Educational Conference Workshop No. 1. And he worked, too, as an ironworker. Menz was born in Sewickley, Pa. and was a resident of Hialeah, Fla. Surviving are his mother, Bertha of Sewickley; a nephew, Samuel Lanzarotta of Hialeah, and a niece, Stella Lanarotta of Sewickley. Pensioner Theodore Thomas Harris, 76, pased away from cancer in Providence Hospital, Mobile on May 13. Brother Harris joined the SIU in 1938 in the port of Mobile sailing as a chief steward. He walked the picket lines in the 1946 General Pensioner Ralph Nelson Motley, 70, succumbed to a stroke in the U.S. Veterans Administration Medical Center, Salisbury, N.C. on May 14. Brother Motley joined the SIU in the port of Houston in 1969 sailing as a cook. He also sailed inland for Slade Towing, Higman Towing and �Sabine Towing in 1966. Seafarer Motley was a veteran of the U.S. Army in World War II and the Korean War. A native of Cabarrus Cty., N.C., he was a resident of Orange, Texas. Burial was in Oakwood Cemetery, Concord, N .C. Surviving are his sister-in-law, Edith of Orange and a nephew, Jerry Furr of Concord. Pensioner Mitsuo Pepe Nakagawa, 68, died of a liver ailment in the Chinese Hospital, San Francisco on Dec. 6, 1985. Brother Nakagawa joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco in 1957 sailing as a waiter for APL. He began sailing on the West Coast in 1951. Seafarer Nakagawa was born in Hilea Kau, Hawaii and was a resident of Honolulu, Hawaii. Cremation took place in the Cypress Lawn Park Cemetery Crematory, Colma, Calif. Surviving are two sisters, Margaret of Kahului Maui, Hawaii and Maskako of Nagasaki, Japan. Pensioner Armando Ortega, 66, died on May 26. Brother Ortega joined the SIU in the port of Miami, Fla. in 1955 sailing as a waiter. He last sailed out of the port of Jacksonville on the SS Golden Monarch (Apex Marine) in 1984. Seafarer Ortega was born in Los Arabos, Matanzas, Cuba and was a naturalized U.S. citizen. Ortega was a resident of Miami. Surviving are his widow, Rina and a daughter, Sandra. Pensioner Jerome Andrew Prodey, 64, succumbed to arteriosclerosis at home in Baltimore on June 3. Brother Prodey joined the SIU in 1949 in the port of New York sailing as a cook. He also sailed during World War II and hit the bricks in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Prodey worked at the Baltimore hall, too. And he was born in Baltimore. Burial was in the Oak Lawn Cemetery, Baltimore. Surviving are his widow, Mary; a son, Timothy; a daughter, Cecelia of Baltimore, and his mother, August of Baltimore. Pensioner James L. Sanbouzans, 76, passed away on April 5. Brother Sanbouzans joined the SIU in 1944 in the port of Boston sailing as a bosun. He hit the bricks in the 1946 General Maritime, 1947 Isthmian and the 1961 Greater N. Y. Harbor beefs. Seafarer Sanbouzans was born in Spain and was a resident of La Estrada, Pontevedra, Spain. Surviving are a brother, Manuel and a sister, Dorimda Villaverde, all of Pontevedra. Grant W. Smith, 28, died on May 29. Brother Smith joined the SIU following his graduation from the Union's Harry Lundeberg School of Seamanship Entry Trainee Program in Piney Point, Md. in 1979. He was born in California. Surviving is his father, Frank of Topeka, Kans. Pensioner Lovis Burnie Thomas, 83, passed away from pneumonia in the Bay Harbor Hospital, Los Angeles, Calif. on May 17. Brother Thomas joined the SIU in 1944 in the port of New York sailing as a chief steward. He was a veteran of the U.S. Marine Corps before World War II. Seafarer Thomas was born in Jemison, Ala. Cremation took place in the Live Oak Crematory, Monrovia, Calif. Surviving is a daughter, Frances Simpson of Los Angeles. Pensioner Otto Tonner, 84, passed away on May 25. Brother Tonner joined the SIU in the port of San Francisco in 1963 sailing as an AB, deck officer and master. He attended the 1970 Piney Point Crews Conference No. 11. Seafarer Tonner was born in Germany and was a naturalized U.S. citizen and a resident of Baltimore. Pensioner Samuel Usher Sr., 74, succumbed to cancer in St. Mary's Hospital, Reno, Nev. on May 23. Brother Usher joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1957. He began sailing on the West Coast in 1930. Seafarer Usher was a former member of the SUP in 1965. A native of New York, he was a resident of Fallon, Nev. Cremation took place in the Mt. View Crematory, Reno. Surviving are his widow, Doris; a son, Samuel Jr., and a daughter, Phyllis. Pensioner Carlos Escalante Vega, 66, succumbed to arteriosclerosis in Tampa General Hospital on May 24. Brother Vega joined the SIU in the port of Tampa in 1957 sailing as a wiper. He was a sheetmetal and shipyard worker, too. Seafarer Vega was a veteran of the U.S. Navy during World War II. He was born in Tampa where he was a resident. Cremation took place in the West Coast Crematory, Clearwater, Fla., and his ashes were scattered at sea. Surviving are his widow, Alice and his mother, Elvira of Tampa. Pensioner Cecile Glenn Young, 58; died on May 24. Brother Young joined the SIU in 1947 in the port of New Orleans sailing in the engine department. He was on the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Young's last port was Houston. Born in Louisiana, he was a resident of Splendora, Texas. Surviving are his widow, Margaret and his father, Acy of Masshulaville, Miss. Great Lakes Frank Joseph Patterson Jr., 56, died on June 6. Brother Patterson joined the Union in the port of Cleveland, Ohio in 1961. He sailed as a FOWT and AB for _, the Great Lakes Dredge and Dock Co. from 1951 to 1953, Merritt, Chapman and Scott from 1953 to 1955 and for the Great Lakes Towing Co. from. 1955 to 1961, and from 1984 to 1986. He was a veteran of the U.S. Marine Corps during the Korean War. Laker Patterson was born in Cleveland and was a resident of Avon Lake, Ohio. Surviving is a daughter, Pamela of Avon Lake. Pensioner Walter E. Peters, 79, passed away on June 16. Brother Peters joined the Union in the port of Frankfort, Mich. in 1953 sailing as an oiler. He was a veteran of the U.S. Army during World War II. Laker Peters was born in Manistee Cty., Mich. and was a resident of Elberta, Mich. Surviving is his widow, Mildred. Raymond T. Widra Jr., 57, succumbed to pneumonia in the U.S. Veterans Administration Medical Center, .._ Cleveland on Jan. 26. Brother Widra joined the Union in the port of Cleveland in 1967 sailing as a deckhand for the Great Lakes Dredge and Dock Co. from 1984 to 1985. He was a veteran of the U.S. Marine Corps in the Korean Conflict. Laker Widra was born in Cleveland and was a resident of Fairview Park, Ohio. Cremation took place in Cleveland. Surviving is a brother, Gilbert of Fairview Park. IF YOU'RE ALJRIFT WITH J)RUG~ OR ALCOllOiREscuE YOURS'EL.!=/ CONTACT YOURPO~T AGENT OR 9./. l/ PRUG ANO 4LCONO/.. - PROGRAM ATP/NEY POl~MD. July 1986 I LOG I 25 - �Deep Sea Donald Albert Alt, 63, joined the SIU in 1947 in the port of Norfolk sailing as an AB. Brother Alt hit the bricks in both the 1946 General Maritime and 1947 Isthmian beefs. He last sailed out of the port of San Francisco. Seafarer Alt is a veteran of the U.S. Navy during World War II. He also sailed during the Vietnam War. A native of Spring Green, Wis., he is a resident of San Francisco. Bernard Alfonso Baa, 62, joined the SIU in 1942 in the port of New York sailing as a chief cook. Brother Baa was born in New York City and is a resident of Christiansted, St. Croix, Virgin Islands. Jimmy Barbaccia, 63, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Barbaccia walked the picket lines in the 1946 General Maritime beef and the 1947 Isthmian strike. He was born in New York City and is a resident of Wading River, N.Y. Pablo Barrial, 64, joined the SIU in 1943 in the port of New Orleans sailing as a recertfied bosun. Brother Barrial graduated from the Union's Recertified Bosuns Program in 1975. He rode the M/V Del Oro (Delta Line) in 1960. Seafarer Barrial was born in Cuba and is a resident of New Orleans. ,. Robert Markette Boyd, 59, joined the SIU in 1946 in the port of New Orleans sailing as a chief steward. Brother Boyd was on the picket lines in both the 1946 General Maritime and 1947 Isthmian beefs. He was born in Mississippi and is a resident of Brookhaven, Miss. Ervin Bradley, 65, joined the SIU in 1941 in the port of Mobile sailing as a chief steward. Brother Bradley received a Union Personal Safety Award in 1960 for sailing aboard an accident-free ship, the SS Antonius. Seafarer Bradley was born in Sumpter, S.C. and is a resident of Mobile. - Generoso "Nick" Cristino Crispala, 62, joined the SIU in 1947 in the port of Baltimore sailing as a chief electrician. Brother Crispala hit the bricks in the 1946 General Maritime beef and the 1947 Isthmian strike. He last sailed out of the port of Seattle. Seafarer Crispala was born in the Philippine Islands and is a resident of Seattle. James Martin Dawson, 65, joined the SIU in 1946 in the port of New York sailing as a bosun. Brother Dawson last sailed out of the port of Seattle. He walked the picket lines in the 1946 Maritime, 1947 Isthmian and the 1965 District Council 37 beefs. He ran for Union office in 1969 as a West Coast VP alternate. Seafarer Dawson is a veteran of the U.S. Navy in World War II. Born in San Antonio, Texas, he is a resident of Mt. Lake Terrace, Wash. Winfield Scott Downs Jr., 65, joined the SIU in 1945 in the port of New York sailing as an oiler. Brother Downs hit the bricks in the 1946 General Maritime beef and the 1947 Isthmian strike. He was born in New Jersey and is a resident of New Gretna, N.J. Woodrow "Woody" Drake, 66, joined the SIU in 1953 in the port of New York sailing as a recertified bosun. Brother Drake last sailed out of the port of Seattle and graduated from the Union's Recertified Bosuns Program in 1974. He walked the picket line in the 1961 Greater N. Y. Harbor beef. And he is a veteran of the U.S. Air Force in both World War II and the Korean War. Seafarer Drake also sailed during the Vietnam War. A native of Alabama, he is a resident of Lacey, Wash. Bill Galvez Fernandez, 65, joined the SIU in the port of San Francisco in 1969 sailing as an AB. Brother Fernandez was born in the Philippines and is a resident of San Francisco. James Capeland Flippo, 63, joined the SIU in 1945 in the port of Mobile sailing as an AB. Brother Flippo was on the picket line in the 1946 General Maritime beef. He last shipped out of the port of Houston. Seafarer Flippo is a veteran of the U.S. Army in the Korean War. Born in Alabama, he is a resident of Jasper, Texas. Elmer Clarke Jr., 65, joined the SIU in the port of New York in 1964 sailing as an AB. Brother Clarke began sailing in 1938 and last shipped out of the port of Mobile. He was a former member of the Machinists Union, Local 1133. Seafarer Clarke was born in Spring Hill, Ala. and is a resident of Wilmer, Ala. Antonio Garza, 57 ,joined the SIU in the port of New York in 1957 sailing as a QMED. Brother Garza last sailed out of the port of New Orleans and worked on the Delta Line Shoregang there. He was a former member of the Marine Allied Workers Union (MAW). Seafarer Garza is a veteran of the U.S. Marine Corps during World War II. A native of Kingsville, Texas, he is a resident of Gretna, La. Enrique V. Connor, 65, joined the SIU in the port of San Francisco in 1969 sailing as a cook. Brother Connor was born in the Philippine Islands and is a resident of San Francisco. Frank Gonzales, 61, joined the SIU in the port of New Orleans in 1951 sailing as a FOWT. Brother Gonzales last sailed out of the port of San Francisco. He was born in California and is a resident of Daly City, Calif. 26 I LOG I July 1986 Howard Ross Harvey, 60, joined the SIU in the port of Seattle in 1958 sailing as an AB. Brother Harvey last shipped out of the port of Jacksonville. He is a veteran of the U.S. Army in the Korean War. Seafarer Harvey was born in Michigan and is a resident of Jacksonville. Evaristo Jimenez, 63, joined the SIU in 1943 in the port of New York sailing as a 2nd assistant engineer. Brother Jimenez hit the bricks in the 1946 General Maritime and 1947 Isthmian beefs. He was born in Puerto Rico and is a resident of Brooklyn, N. Y. Frederick Henry Johnson, 64, joined the SIU in 1942 in the port of New York sailing as a recertified bosun. Brother Johnson graduated from the Union's Recertified Bosuns Program in 1974. He last shipped out of the port of Mobile. Seafarer Johnson was born in Boston, Mass. and is a resident of Mobile. Richard Lee Johnson Jr., 62,joined the SIU in the port of New York in 1964 sailing as a chief cook. Brother Johnson last shipped out of the port of Jacksonville. He is a veteran of the U.S. Army in World War II and also worked as a mason. Seafarer Johnson was born in Augusta, Ga. and is a resident there. Vernon "Johnnie" Myers Johnston, 61, joined the SIU in the port of Baltimore in 1959. He sailed as an AB and deck delegate. Brother Johnston last sailed out of the port of New Orleans. He was born in Middleway, W.Va. and is a resident of New Orleans. Roy Johnson Jones, 61, joined the SIU in 1947 in the port of New York sailing as a recertified bosun. Brother Jones hit the bricks in the 1946 General Maritime, 1947 Isthmain and the 1948 Wall St. beefs. He last sailed out of the port of San Francisco and worked on the SeaLand Shoregang, Oakland, Calif. in 1968. Seafarer Jones was born in Charleston, S.C. and is a resident of San Francisco. Ernest K. H. Kam, 74, joined the SIU-merged Marine, Cooks and Stewards Union in the port of Wilmington, Calif. in 1955. He sailed as a storekeeper and 3rd steward aboard the SS Oceanic Independence (American-Hawaii Cruises). Brother Kam sailed on PMA ships from 1934 to 1978. He last shipped out of the port of San Francisco. Seafarer Kam was born in Honolulu, Hawaii and is a resident of Walnut Creek, Calif. Leonard Karalunas, 66, joined the SIU in 1947 in the port of Philadelphia sailing as an AB and deck delegate. Brother Karalunas walked the picket lines in the 1946 General Maritime beef and the 1947 Isthmian strike. He last shipped out of the port of New York. Seafarer Karalunas was born in Pennsylvania and is a resident of Kingston, Pa. �Leo Armas Karttunen, 63, joined the SIU in 1946 in the port of New York sailing as a QMED. Brother Karttunen was on the picket lines in the 1946 General Maritime, 1961 Greater N. Y. Harbor and the 1962 Robin Line beefs. He was born in Finland and is a naturalized U.S. citizen. Seafarer Karttuen is a resident of Middle Island, N. Y. Billy Earl Lynn, 61, joined the SIU in the port of New York in 1960 sailing as an AB. Brother Lynn began sailing in 1947 and last shipped out of the port of Seattle. He is a veteran of the U.S. Navy serving as a coxswain in World War II and the Korean War. Seafarer Lynn attended West Texas State College. A native of Clarendon, Texas, he is a resident of Seattle. ·Joseph John Magyar, 65, joined the SIU in the port of New York in 1956 sailing as an engine utility. Brother Magyar last sailed out of the port of St. Louis, Mo. He was born in Illinois and is a resident of Granite City, Ill. Robert Nelson Mahone, 64,joined the SIU in 1943 in the port of Norfolk. He sailed as a LNG recertified bosun and deck delegate. Brother Mahone graduated from the Union's Recertified Bosuns Program in 1983. He walked the picket line in the 1946 General Maritime beef. Seafarer Mahone also worked as a railroad car inspector and was a former member of the Brotherhood of Railroad Carmen's Union. Born in Newport News, Va., he is a resident of Hampton, Va. Richard Eugene McAll, 57, joined the SIU in the port of Mobile in 1955 sailing as a chief cook. Brother McAll was on the picket line in the 1946 General Maritime beef. He was a former member of the Boilermakers Union, Local 693 and the Industrial Union of Marine and Shipbuilding Workers of America, Local 18, AFL-CIO. Seafarer McAll was born in Louisiana and is a resident of Saraland, Ala. Armand Paul Lupari, 63, joined the SIU in the port of Baltimore in 1964 sailing as a QMED. Brother Lupari last shipped out of the port of New Orleans. He is a veteran of the U.S. Army during the Korean War. Seafarer Lupari was born in McKeesport, Pa. and is a resident of Kenner, La. Henry Mobley, 65, joined the SIU in the port of New Orleans in 1960 sailing as a cook. Brother Mobley is a veteran of the U.S. Army in World War II. He was born in New Orleans and is a resident there. 0 Jose Lopez Morales, 65, joined the SIU in the port of Baltimore in 1962 sailing as a chief pumpman, chief electrician and engine delegate. Brother Morales last shipped out of the port of Jacksonville. He attended the 1970 Piney Point Crews Conference No. 3. Seafarer Morales was a former member of the Marine Firemen's Union. He also worked as a hotel clerk. Born in Jayuya, P.R., he is a resident of St. Petersburg, Fla. Peter F. Patrick, 57, joined the SIU in 1946 in the port of New York sailing as a chief steward. Brother Patrick hit the bricks in the 1946 General Maritime beef and the 1947 Isthmian strike. He was born in Pennsylvania and is a resident of Spotswood, N .J. George Clayeon Pierce Pierre, 61, joined the SIU in 1946 in the port of New York sailing as an AB. Brother Pierre walked the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. He last shipped out of the port of Mobile . . Seafarer Pierre was born in Port of Spain, Trindad, W.I. and is a resident of Mobile. Walter Lee Pritchett, 62, joined the SIU in 1948 in the port of New York sailing as a chief pumpman. Brother Pritchett hit the bricks in the 1946 General Maritime, 1947 Isthmian and 1948 Wall St. beefs. He last shipped out of the port of New Orleans and is a veteran of the U.S. Navy in World War II. - Seaiarer Pritchett was born in Casper, Wyo. and is a resident of Denham Springs, La. Adam Quevedo, 65, joined the SIU in the port of Baltimore in 1960 sailing as a wiper. Brother Quevedo was born in Puerto Rico and is a resident of Ponce, P.R. John Robinson, 64, joined the SIU in 1947 in the port of New York sailing as a chief cook. Brother Robinson was on the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. He last shipped out of the port of New Orleans. Seafarer Robinson is a veteran of the U.S. Army in World War II. Born in Louisiana, he is a resident of New Orleans. Union Horace Sanders Jr., 58, joined the SIU in 1947 in the port of Norfolk sailing as a chief electrician. Brother Sanders hit the bricks in the 1946 General Maritime and 1947 Isthmian beefs. He last __,. shipped out of the port of Mobile. Seafarer Sanders was born in Alabama and is a resident of Bay Minette, Ala. Harvey Elmer Shero Jr., 61,joined the SIU in the port of New Orleans in 1950 sailing as an AB. Brother Shero hit the bricks in the 1963 Maritime beef. He last shipped out of the port of Houston. Seafarer Shero received the Union Personal Safety Award in 1960 for sailing aboard an accident-free ship, the SS Del Oro (Delta Line). A native of Buffalo, N.Y., he is a resident of Houston. Harry Robert Singleton, 70, joined the SIU in 1939 in the port of Baltimore sailing as 2nd assistant engineer. Brother Singleton graduated from the Union-MEBA District 2 Engineering School, Brook- ... lyn, N. Y. in 1966. He walked the picket lines in the 1946 General Maritime, 1947 Isthmian and 1961 Greater N. Y. Harbor beefs. Seafarer Singleton was a former member of the AFL Union, Local 7437 in 1938. A native of New York, he is a resident of West Islip, N. Y. Mariano Pasion Marcelino, 63, joined the SIU in the port of New York in 1955 sailing as a chief cook. Brother Marcelino last sailed out of the port of New Orleans. He was born in Dingras, P.I. and is a resident of Madison, Wis. Vincent Leroy Ratcliff, 65, joined the SIU in the port of New York in 1958 sailing as an AB and deck delegate. Brother Ratcliff is a veteran of the U.S. Army in World War II. He also worked as a radar repairman. A native of Speer, Ill., he is a resident of Wyoming, Ill. Harold William Spillane, 65, joined the SIU in the port of New York in 1951 sailing as an AB. Brother Spillane was on the picket lines in the 1961 N. Y. Harbor, 1962 Robin Line and 1965 District Council 37 beefs. He attended the 1970 Piney Point Crews Conference. He also worked as a bookkeeper and typist. Seafarer Spillane is a veteran of the U.S. Coast Guard in World War II. Born in Jersey City, N .J., he is a resident of Miami, Fla. Delmar Buckwalter Missimer, 61, joined the SIU in the port of New York in 1953 sailing as an AB. Brother Missimer last shipped out of the port of New Orleans. He is a veteran of the U.S. Navy in World War II. Seafarer Missimer was born in Pottstown, Pa. and is a resident of New Orleans. Juan Reyes, 68, joined the SIU in 1942 sailing as a chief electrician, chief pumpman and engine delegate. Brother Reyes walked the picket lines in the 1946 General Maritime, 1947 Isthmian, Rotobroil and 1965 District Council 37 beefs. He was born in Puerto Rico and is a resident of Rio Piedra, P.R. Lionel Oliver Strout, 65, joined the SIU in the port of Mobile in 1969 sailing as a chief steward. Brother Strout is a veteran of the U.S. Air Force during World War II and the Korean War. He was born in Mechanic Falls, Maine and is a resident of Selma, Ala. (Continued on next page.) - July 1986 I LOG I 27 �(Continued from Preceding page.) Robert Morris Sullivan, 65, joined the SIU in the port of San Francisco in 1969 sailing as an AB. Brother Sullivan was born in South Dakota and is a resident of San Francisco. Correction Due to a research slipup, Recertified Bosun Fred A. Olson was listed as sailing on the Great Lakes. He sailed deep sea always. Joseph Lorain Cooksey, 62,joined the Union in the port of Chicago, Ill. in 1963 sailing as a deckhand and scowman for the Great Lakes Dredge and Dock Co. from 1963 to 1976. Brother Cooksey last shipped out of the port of Jacksonville. He was born in Hammond, Ind. and is a resident of Lakeland, Fla. Francis F. Millin, 62, joined the Union in the port of Chicago in 1963. He sailed as a tug oiler for Hannah Marine in 1963. Brother Millin last shipped out of the port of Algonac. He also worked as a switchman for the E.J. & F. Railroad Co. from 1955 to 1963. Laker Millin was a former member of the Brotherhood of Railroad Trainsmen' s Union starting in 1955. He is also a veteran of the U.S. Air Force in World War II. Born in Chicago, he is a resident there. Daniel Arthur Gardiner, 68,joined the Union in the port of Detroit in 1960. He sailed as a bosun for the Boland and Cornelius Steamship Co. Brother Gardiner sailed 45 years. He last shipped out of the port of Algonac, Mich. Laker Gardiner was born in Kankakee, Ill. and is a resident of Tawas City, Mich. James Robert Sayward, 62,joined the Union in the port of Chicago in 1968. He sailed as an AB for the Great Lakes Dredge and Dock Co., Dunbar and Sullivan and Hannah Marine in 1977. Brother Sayward last shipped out of the port of Algonac. He was a former member of the Boilermakers Union, Local 374 Great Lakes CONTINUATION OF COVERAGE WHILE DISABLED OR UPGRADING AT HARRY LUNDEBERG SCHOOL OF SEAMANSHIP - - If you are fully eligible to benefits under the Plan and collect Maintenance and Cure from your employer or Sickness and Accident Benefit from the Seafarers' Welfare Plan, the payment of either will preserve your eligibility for 273 days and six months thereafter. If you are fully eligible for benefits under the Plan and you are accepted and complete any upgrading program, with the exception of the Alcohol and Drug Abuse program at the Harry Lundeberg School of Seamanship, each 28 I LOG I July 1986 Donald John Swanson, 61, joined the Union in the port of Detroit in 1960 sailing as a watchman. Brother Swanson last shipped out of the port of Algonac. He is a veteran of the U.S. Air Force in World War II. Laker Swanson is also a machine shop production specialist and a photographer. Born in Ironwood, Mich., he is a resident of Toledo, Ohio. Hassan Nasser Madry, 61, joined the Union in the port of Detroit in 1966. He sailed as a gateman for the Boland and Cornelius Steamship Co. in 1966. Brother Madry was a former member of the Steelworkers Union, CIO. He was born in Yemen, Saudi Arabia and is a naturalized U.S. citizen. Laker Madry is a resident of Dearborn, Mich. Levison Winborne, 65, joined the SIU in the port of New York in 1961 sailing as a chief cook. Brother Winborne last shipped out of the port of Norfolk. He was born in Newport News, Va. and is a resident of Chesapeake, Va. (Continued from Page 16.) Robert William Smith, 72, joined the Union in the port of Detroit in 1961. He sailed as a deckhand and FOWT for Dunbar and Sullivan from 1947 to 1948 and for the Great Lakes Towing Co. from 1948 to 1974. Brother Smith was a former member of the Gas Workers Union from 1936 to 1938. He is a veteran of the U.S. Navy during World War II. Laker Smith was born in Gloucester, Mass. and is a resident of Detroit. Robert E. Lyons, 62, joined the Union in the port of Sault Ste. Marie, Mich. in 1962 sailing as a deckhand. Brother Lyons last shipped out of the port of Algonac. He was born in Sault Ste. Marie and is a resident there. Robert Columbus Thomas, 65, joined the SIU in 1947 in the port of Philadelphia sailing as a chief steward. Brother Thomas hit the bricks in the 1946 General Maritime beef and the 1947 I thmian trike. He is a veteran of the U.S. Army in World War II. Seafarer Thomas is also a projector operator. A native of Philadelphia, he is a resident there. Filing a Claim and the Laborers Union, Local 6 working at a waterworks from 1952 to 1968. Sayward is a veteran of the U.S. Marine Corps during World War II. A native of Newburyport, Mass., he is a resident of Chicago. Eugene Paul Leo, 62, joined the Union in the port of Chicago in 1961. He sailed as a tugman for Swift & Co. from 1952 to 1956 and for the Great Lakes Towing Co. from 1956 to 1977. Brother Leo last shipped out of the port of Algonac. He is a veteran of the U.S. Air Force during World War II. Laker Leo earned a degree in Business Administration and worked as a salesman. he was born in Clinton, Ill. and is a resident of South Holland, Ill. day you are in these programs will count for welfare eligibility just as if you were employed aboard a signatory vessel. SCHOLARSHIP RECIPIENTS' ELIGIBILITY During the period a seaman i in the Scholarship Award Program, this period will be considered as eligibility for welfare benefits. Al o, it prevents a "break-in-service" and i not to be con idered as eligibility credit for pension benefits. Michael '.'Mike" Thomas Doherty, 62, joined the Union in 1949 in the port of Detroit sailing as a bosun and ship delegate. Brother Doherty last shipped out of the port of Algonac. He also sailed during the Vietnam War and was a former member of the United Auto Workers Union. Laker Doherty was born in Detroit and is a resident of Westland, Mich. Atlantic Fishermen Michael L. Fontana Jr., 62, joined the SIU-merged Gloucester (Mass.) Fishermen's Union in the port of Gloucester. Brother Fontana is a resident of Gloucester. John Michael Nicastro, 64, joined the Gloucester Fishermen's Union in the port of Boston in 1961 sailing as a fisherman. Brother Nicastro is a veteran of the U.S. Navy during World War II. He was born in Gloucester and is a resident there. Joseph Nicastro, 52, joined the Gloucester Fishermen's Union in the port of Boston in 1980 sailing as a deckhand. Brother Nicastro was born in Massachusetts and is a resident of Gloucester. Personals----David Denzer Contact the Legal Department at SIU headquarters regarding a matter of benefit to you. Write: SIU Legal Department, 5201 Auth Way, Camp Springs, Md. 20746; or phone (301) 899-0675. Henry Kozlowski Please call Dennis Lord collect at (216) 226-1625. Clarence Lee Lagle i Plea e call Andy Hamilton or Alan Wagner collect at (813) 223-7000. 'The Good Old Days . .. ' George L. Greene, an ex-official of the old Marine Cooks and Stewards Union, is now living in a veterans' home in Washington state. He would appreciate hearing from some of his old shipmates. You can write George at the Washington Soldiers Home, P.O. Box 500, Orting, Wash. 98360. �Diaes• of Ships Mee•inas AMERICAN EAGLE (Pacific Gulf Marine), May 11-Chairman Walter Harris; Secretary/Treasurer Norman Duhe ; Educational Director Lawrence lvanauskas; Deck Delegate V. DeJesus; Engine Delegate John McAvoy; Steward Delegate Martin Ramos. No beefs or disputed OT reported. Norman Duhe, the treasurer, will be getting off this trip and so turned the ship's fund of $35 over to Engine Delegate John McAvoy to hold for the new treasurer. The educational director discussed all items from the captain's safety meeting held the previous day-particularly stressing the point about not smoking in bed. Bosun S. Krawczyski stated that Walter Harris, who assumed the ship's chairman post, had done a fine job. He also recommended a vote of thanks be given to the steward department for a job well done. Krawczyski will assume the chairman's job for the next trip and said that he was pleased to find such a good crew. Next port: Bayonne, N.J. COVE LIBERTY (Cove Shipping), May 11-Chairman John Neff; Secretary Gerald McEwen; Engine Delegate/Educational Director James Beatty. No disputed OT. There is $61.29 in the ship's fund. The Cove Uberty is proceeding to the shipyard in Jacksonville, Fla. for repairs. The chairman advised crewmembers to keep in touch with the Union hall for call-backs. He also reminded them to strip their bunks and clean their rooms before getting off ship. A vote of thanks was given to the steward department for the wonderful meals and good service this trip. Next port: Jacksonville, Fla. GUS W. DARNELL (Ocean Ships, Inc.), May 18--Chairman Kenneth Craft; Secretary David Cunningham; Educational Director Jonathan Haight; Steward Delegate Betsy Nathan. No disputed OT. The chairman reported that there will be two payoffs in the next couple weeks. The first will take place when the ship's articles are broken; the second is the company's quarterly payoff. Anyone wishing to go home from Japan may do so, and transportation costs will be paid by the company. Since this vessel mainly pays off at sea and away from the Union hall or Union representative, crewmembers would like clarification of what to do in the case of disputed OT. It also was noted that the lifeboats contain emergency drinking water packets approved by the Coast Guard, but many of the packets are leaking. These should be checked. There is also a need for a drinking fountain or suitable substitute to be located on deck. Since this vessel spends most of the time in very hot climates, members must go into the engine room or up to the messhall to get water. Next port: Bahrain. LNG GEMINI (Energy Transportation Corp.), May 18--Chairman Luther Myrez; Secretary Guy De Baere; Educational Director J. Camelo; Deck Delegate E. Brown; Engine Delegate Ramon Ali; Steward Delegate W. Watson. No beefs or disputed OT reported. There is $100 in the ship's fund. The chairman reported that the ship is stopping in Singapore for a new chief cook and additional stores. A Coast Guard inspector also will come aboard for the ship's annual inspection. Chief Cook Worobey fell down the stairs, so since May 11 the steward and GSUs have done the best they can. According to Steward Guy De Baere, "I do have good help, especially W. Watson. He will make a good chief cook someday." The educational director stressed the importance of keeping a safety attitude on ship at all times. He also reminded members to upgrade "for your own good and your future." A suggestion was made to bring the OS and GSU base pay up to par with the wiper since there is no port time. A vote of thanks was given to the steward department for their fine meals and "those nice pool parties." Next port: Arun, Indonesia. OMI COLUMBIA (OMI), June 8Chairman J.R. Broadus; Secretary Chester Moss; Educational Director/Pumpman A.G. Milne; Deck Delegate Edward Collins; Engine Delegate Willie B. Butts. No disputed OT. From the chairman: "As you know, we have two trainees aboard from last trip. They are doing a good job and are also a big help to the steward department. Everything is running smoothly." A vote of thanks was given to the steward department and to all who helped keep the ship in good shape. "We have lots of movies aboard" and "We support SPAD" were noted by crewmembers as the ship sails north to Alaska. OVERSEAS CHICAGO (Maritime Overseas), June 8--Chairman Chuck D'Amico; Secretary Clyde Kreiss; Educational Director W.T. Christopher; Deck Delegate J.D. Brown; Engine Delegate E. Whisenhant; Steward Delegate V. Garcia. No disputed OT reported, although there still is one beef in the deck department concerning the helmsman standing wheel watch on the wings of the bridge. The chairman said that he would like to see this beef resolved soon. The educational director stressed that all members who qualify should go to the school at Piney Point to upgrade their skills. A motion was made to lower the seatime and age requirements for pension eligibility and raise the amount of the pension. Everything is running smoothly aboard the Overseas Chicago with all crewmembers helping keep the living quarters clean. Something, however, should be done about the rusty water. Next port and port of payoff: Texas City, Texas. PONCE (Puerto Rico Marine), May 25Chairman R. Rivera; Secretary C. Rice; Educational Director R. Tompkins; Deck Delegate R. Molina; Engine Delegate L. Santiago; Steward Delegate J. Gant. No beefs or disputed OT reported. R. Rivera stated that he was stepping down as ship's chairman in order to let another member participate. He said that he had the honor and satisfaction of serving for 11 months and in doing so learned a lot about the problems of the Union and about the contract under which the ship was working. He felt that every member should help out by serving as chairman or as one of the delegates aboard ship. Next port and port of payoff: Jacksonville, Fla. PUERTO RICO (Puerto Rico Marine), May 11-Chairman Paul Butterworth; Secretary Jose Colls; Educational Director D. Able; Engine Delegate James B. Koesy. No beefs or disputed OT. Three fishermen were picked up by the Puerto Rico out of Charleston, S.C. They had been missing for two days. The bosun and chief steward made sure that the men were well fed before the Coast Guard picked them up and returned them to port. A vote of thanks was given to the steward department for the good food and service. Next port and port of payoff: Jacksonville, Fla. ROBERT E. LEE (Waterman), May 18--Chairman T.J. Hilburn; Secretary B. Guarino; Educational Director B.F. Cooley; Engine Delegate J. McCage. No beefs or disputed OT. There is $60 in the general fund and $360 in the movie fund. Members were reminded to lock all doors while in foreign ports. It was noted that all repairs that were put in for last voyage have now been completed. If anyone has a beef aboard ship, they should first go to their department delegate and not directly to the chairman. The importance of donating to SPAD was stressed. "It's helping us maintain the jobs we have right now." Members were also advised to take advantage of the upgrading opportunities at Piney Point. It was suggested that the chairman check on the launch service in Newport News. The service was very poor last trip. One minute of silence was observed in memory of our departed brothers and sisters. SENATOR (CCT), May 26-Chairman Mark L. Lamar; Secretary George W. Luke; Educational Director M. Patterson; Deck Delegate Dennis R. Baker; Engine Delegate Carl D. Lowery; Steward Delegate Angel B. Correa. No beefs or disputed OT. The ship is due in Miami on May 28 and will pay off at that time. She will then go back on the Venezuela run. A motion was made that since wages have been reduced to the 1981 wage scale, Union dues should also be reduced to 1981 levels. All members aboard the Senator voted in favor of this. A microwave oven is needed in the pantry so that members can use it at night when the galley is closed. A can opener is also needed in the pantry. A vote of thanks was given to the steward department for their fine job. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Miami, Fla. however, needs to be obtained at payoff regarding cleaning of the stoves. The master wants them cleaned once a month, but the steward delegate says they really need to be cleaned at least once a week. Payoff will take place June 4 in the port of- Philadelphia, Pa. There will be no backdating of articles. Articles will commence June 5. The chairman congratulated everyone for making this a smooth voyage, particularly in keeping the interior of the house free from coal dust and dirt. The repair list was given to the master, and a new dryer is on order. A motion was made to reduce normal retirement to 62 years of age with the necessary seatime of 5,475 days of service. This will coincide with the ability to secure Social Security and Medicare and will be in line with the Boatmen and Great Lakes tug members. A vote of thanks was given to the steward department for a job well done. Next port: Philadelphia, Pa. ST. LOUIS (Sea-Land Service), June 8--Chairman Ronald Jones; Secretary H. Ortiz. No beefs or disputed OT. Everything is running smoothly aboard the St. Louis. All correspondence from headquarters has been posted, and the most recent copies of the LOG were passed around. They contained some good information about our continuing fight for more ships and seafaring jobs. The secretary advised those members who qualify for engineers licenses to apply now to sit for the U.S. Coast Guard exam. A vote of thanks was given to the steward department for a job well done. STUYVESANT (Bay Tankers), June ?-Chairman D. Ellette; Secretary Willie J. Smith; Educational Director Ken Couture; Deck Delegate Jim Kirsch; Engine Delegate Jim Martin; Steward Delegate Martin Sierra. Some disputed OT was reported in the deck department. The vessel will arrive in Long Beach, Calif. on June 9. Standbys will be ordered for the next day. No payoff is scheduled for this trip, but those getting off will be paid at noon. The captain was notified of the needed repair of the crew's VCR. An arrival pool is needed to raise money for a movie fund. A vote of thanks was given to the ship's committee and delegates-and also to the chief steward and his department for the excellent food and very clean mess areas. Next port: Long Beach, Calif. 2ND LT. JOHN P. BOBO (AMSEA), May 8--Chairman Allan Voss; Secretary Paul Stubblefield; Educational Director J. Rogers; Deck Delegate Steven Boettcher; Engine Delegate John Rizzo; Steward Delegate Agustin Pagan. No disputed OT. There is $58 in the ship's fund. Payoff is scheduled for May 13. Personnel are reminded to inform the captain of the amount of money they desire in cash and the amount in check prior to payoff. The ship is scheduled for deployment in Europe on May 16. A movie, "Ethics and You," was shown to new members of the crew. A big thank you was given to Red Wilson for the clams and goodies he bought for some of the cookouts. A vote of thanks also was given to the steward department for a fine job. Rooms should be cleaned prior to crewmembers reporting aboard. "Have a little consideration for your relief. Don't leave your room in shambles." STAR OF TEXAS (Seahawk Management), June 1-Chairman Gene Paschall; Secretary I. Fletcher; Educational Director J. Nr.than. No disputed OT. Clarification, Official ships minutes also were received from the following vessels: ALTAI AMERICAI COIDOR AMERICAI CORMORAIT AURORA BALTIMORE COITE DER COYE LEADER FAl.COll PRI CESS DUI LAWREICE H. GIAIELLA MAUI MOIU PAHU DAil.AiD OMI CHARGER OMI LEADER OMI YUKOI OVERSEAS ALICE OVERSEAS ARCTIC OVERSEAS JUIEAU PATRIOT Pll lADEl.PHIA CHARD 6. MATTHIESEI SAi JUAI SEA-WO ADVEmRER SEA-WO COISUMER SEA-WO DEFEIDER SEA-WO DEVELOPER SEA-WO EIDURAICE SEA-WO EXPLORER SEA-WO F EEDOM SEA·WD I IOVATOR SEA-WO LEADER SEA-WO PACER SEA·WD PIOIEER SEA·WD PRODUCER SEA-WO VOYAGER SPIRIT OF TEXAS USIS STALWART STD EWALL JACKSOI SUGAR ISi.AiDER Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, August 4 .................... 10:30 a.m. New York ............... Tuesday, August 5 ................... 10:30 a.m. Philadelphia .............. Wednesday, August 6 ................. 10:30 a.m. Baltimore ................ Thursday, August 7................... 10:30 a.m. Norfolk ................. Thursday, August 7 ................... 10:30 a.m. Jacksonville .............. Thursday, August 7 ................... 10:30 a.m. Algonac ................. Friday, August 8 ..................... 10:30 a.m. Houston ................. Monday, August 11 ................... 10:30 a.m. New Orleans ............. Tuesday, August 12 .................. 10:30 a.m. Mobile .................. Wednesday, August 13 ................ 10:30 a.m. San Francisco ............ Thursday, August 14 .................. 10:30 a.m. Wilmington .............. Monday, August 18 ................... 10:30 a.m. Seattle .................. Friday, August 22 .................... 10:30 a.m. San Juan ................ Thursday, August 7 ................... 10:30 a.m. St. Louis ................ Friday, August 15 .................... 10:30 a.m. Honolulu ................ Thursday, August 14 .................. 10:30 a.m. Duluth .................. Wednesday, August 13 ................ 10:30 a.m. Gloucester ............... Tuesday, August 19 .................. 10:30 a.m. Jersey City ............... Wednesday, August 20 ................ 10:30 a.m. July 1986 I LOG I 29 - �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes JUNE 1-30, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac .. . ....... . . . .. . ... 13 22 9 Port Algonac ....... . . . . ...... . . 4 4 8 Port Algonac ..... . . ........ . . . . 2 2 4 TOTAL SHIPPED All Groups Class CL Class L Class NP Frank Orozak, President Ed Turner, Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 11 40 2 25 6 6 2 12 5 STEWARD DEPARTMENT 7 10 6 3 6 4 ENTRY DEPARTMENT 0 0 0 10 26 14 29 26 ENGINE DEPARTMENT Port Algonac . . . . .. . .......... . . 12 33 12 40 27 46 21 7 17 71 23 40 Totals All Departments ..... . . . *"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. 69 HEADQUARTERS Dispatchers Report for Deep Sea JUNE 1-30, 1986 Port Gloucester . . . .. .. . .. .. ...... New York . .. . .. . ...... .. . .. . Philadelphia .. . ... . .. . ... . .. . Baltimore . .. . . .. .. . ...... .. . Norfolk .... .. .. . .. .. .. . .. ... Mobile . . . .. ......... . ...... New Orleans ..... ... .. .. . . . . Jacksonville .. ... . .. .. ....... San Francisco .. . .. . ...... . .. Wilmington . ...... . ... . ... . . Seattle ......... .. .. ... ..... Puerto Rico .... .. ..... . ..... Honolulu . .. .. . .. . . . ... . .... Houston . ... . ... . .... ... . . .. St. Louis ............ . ...... Piney Point . . .. . .......... . . Totals .. . .. . ................ _.., Port Gloucester ........... . ..... . New York . ........ . . .. .. . ... Philadelphia ...... . .......... Baltimore ................... Norfolk .. . .............. . ... Mobile ..................... New Orleans .... . .. . .. . ..... Jacksonville . ................ San Francisco ............... Wilmington ........ . ........ Seattle ...... . ..... . ....... . Puerto Rico .............. . .. Honolulu ............ . ...... Houston . . .................. St. Louis . .................. Piney Point ............ . .... Totals . . .. .. .. . . .. . . .. .. .... Port Gloucester . .. . . ............. New York . ..... . ............ Philadelphia . . .. . ... ..... .... Baltimore .. . ................ Norfolk .. . ..... ... ... . . .. ... Mobile ......... .. ......... . New Orleans . .. ...... . ...... Jacksonville . .. . ..... . .. . .. .. San Francisco .. . .. .. .. . . ... . Wilmington . ... . .... . ....... Seattle ... . .. .. . .. .. .. . . ... . Puerto Rico ....... . ...... . . . Honolulu .... ... .. .. .. . . .... Houston .. . ... . ... .. ..... .. . St. Louis . . .... . .. .. .. . .. .. . Piney Point ....... . ... . .. .. . Totals ..................... . _,,,,,,,.. *TOTAL REGISTERED All Groups Class A Class B Class C 7 47 4 20 21 8 41 27 23 16 38 0 7 51 0 0 2 18 2 12 8 5 8 13 8 5 12 0 18 8 0 4 0 0 0 0 1 0 4 3 2 4 0 0 2 1 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs 2 40 0 20 16 5 38 33 13 10 27 0 3 39 0 0 DECK DEPARTMENT 0 0 8 0 1 0 12 0 1 9 6 0 7 2 1 9 1 10 2 1 4 1 0 0 15 2 8 1 0 0 0 0 0 6 0 4 2 1 9 3 6 3 5 1 15 5 0 0 9 117 13 16 28 14 94 52 69 35 55 0 10 65 0 2 579 192 23 0 4 0 0 3 0 1 1 2 1 4 1 21 7 0 0 2 87 5 11 17 10 47 39 39 35 48 0 6 50 0 2 5 11 1 2 9 1 9 6 8 19 0 18 6 0 2 0 1 0 0 0 0 1 0 1 0 0 0 5 0 0 0 91 10 310 123 17 246 2 41 3 13 13 10 26 24 11 20 24 0 7 36 0 1 2 5 1 3 6 3 5 6 3 7 12 0 17 5 0 0 0 0 0 0 1 0 3 0 0 0 0 0 6 0 0 0 0 30 1 11 8 9 24 24 12 7 15 0 2 27 0 0 ENGINE DEPARTMENT 0 0 0 6 0 0 1 0 4 1 0 3 3 9 6 0 1 0 4 0 0 3 0 0 10 4 4 0 0 0 0 0 51 8 231 75 10 170 0 27 1 8 4 10 22 9 34 11 29 0 6 17 0 1 179 1 1 0 1 2 2 3 5 2 4 7 0 21 0 0 1 50 0 0 0 0 0 0 0 0 0 0 1 0 27 0 0 0 28 0 14 1 8 5 4 16 10 30 14 16 0 5 18 0 0 141 STEWARD DEPARTMENT 0 0 0 0 0 0 1 0 4 0 0 0 2 0 7 0 0 3 1 0 8 1 0 0 31 38 0 0 0 0 1 0 0 30 4 8 3 3 22 10 22 12 26 0 7 15 0 1 1 34 2 8 7 8 14 14 14 5 22 0 99 7 0 1 0 1 0 0 2 0 5 0 3 1 0 0 184 0 0 0 0 17 0 7 2 1 14 5 23 12 17 0 5 13 0 0 ENTRY DEPARTMENT 1 0 18 0 0 0 7 0 3 3 4 0 12 5 11 1 0 2 4 0 16 2 0 0 115 206 4 0 0 0 0 0 Port Gloucester .... .. .. . ....... . . New York . . . .. .. .. ... . . . .... Philadelphia ...... . ... ... .... Baltimore ......... .. .. . .... . Norfolk . . . ........ .. . .. .. .. . Mobile ...... . . . ... . .. . .. ... New Orleans . . . . ... . ...... .. Jacksonville .... . .. .. .. . ... .. San Francisco . . .. .. . .... .. . . Wilmington ........ . ...... . . Seattle ... . .... . .. .. .. . .. ... Puerto Rico ........ . ..... .. . Honolulu ...... ... .. .. . . .... Houston .... . .. . . . . .. ... . . .. St. Louis . ..... . ... . .. . ... .. Piney Point . . . .. . .... . .. . ... Totals ... .. .. . ... ..... .. .. . . 163 236 196 116 Totals All Departments . . ...... 883 484 251 673 58 39 197 217 397 274 60 7 36 8 11 16 3 8 26 18 7 20 0 20 8 0 4 16 0 2 0 0 0 0 4 3 3 4 0 0 5 1 0 1 45 398 113 0 10 0 1 1 1 4 2 4 5 5 0 43 3 0 0 1 50 2 8 10 14 31 15 70 11 40 0 8 20 0 1 1 9 4 0 2 2 4 3 7 5 9 0 32 0 0 1 0 0 0 0 2 0 0 0 0 0 1 0 26 0 0 0 10 0 5 0 0 1 0 17 5 7 2 0 0 323 0 0 0 79 281 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 54 9 7 15 5 36 14 83 25 45 0 9 24 0 2 79 77 5 10 13 12 27 24 37 18 39 0 138 7 0 3 8 29 0 329 414 361 184 1,587 798 421 *"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 June was up from the month of May. A total of 1,528 jobs were shipped on SIUcontracted deep sea vessels. Of the 1,528 jobs shipped, 673 jobs or about 44 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 184 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 3, 151 jobs have been shipped. 30 I LOG I July 1986 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 510 N. Broad Ave. 90744 (213) 549-4000 �'A1bestos: Cornering the Culprit . • • ' !>- Recently, there has been an on.going investigation by federal authorities to bring a class-action suit against whomever is responsible for "asbestosis" suffered by merchant seamen in the course of their duties aboard U.S. vessels in the past. In retrospe.c t, their findings should explain a lot of deaths within the former USPHS system formerly attributed to other causes, mainly tuberculosis. I can remember when the monthly issues of the Seafarers LOG appeared to have two or three pages of "final departures," which seemed excessive at the time. This was at a time when steam-pipes were covered with asbestos to prevent loss of heat and also to keep anybody who came in contact with them from being burned. So it served a double purpose. I can only surmise, then, that the "bottom line" is that the medical authorities have finally cornered the culprit. 'Easing the Pain . . . ' I received a check in the mail for my medications .. . I thank you very much .. . I hope for the sake of the strong and healthy and the fair-minded that the Seafarers Welfare Plan stays strong. You're the ones making things humanly possible for the rest of us. Fraternally yours, Clarence L. Cousins Butler, Pa. 'Security Through the Years ... ' We would like to give a heartfelt thanks to the Seafarers Welfare Plan for the feeling of security that has been ours down through the years. It was there at the birth of three children and their childhood accidents and illnesses when hospitalization was necessary. It was there for four major surgeries for myself and for my husband Jimmie since the closing of USPHS. Last year it provided a five-way coronary by-pass for him, which was a very expensive procedure, and many months of follow-up. Jimmie Ls back to work now, but is secure in knowing that next year his early normal retirement pension will be there for him. Again, our thanks. Mrs. Jimmie Jackson Kingsland, Texas Sincerely, Richard J. Piaskowski P-770 Alpena, Mich. 'Gratitude to Plans • • • ' I want to express my gratitude for the special Pension Plan checks I received recently. They will come in handy for the bills my husband incurred during his long illness. May the Lord bless you and prosper you in the future. Wi'th 'thanks, Bu'th B.oden Honolulu, Hawaii AMaritime Primer Anyone connected with the maritime industry knows the problems U.S.flag companies face. But it seems after almost six years in office, the Reagan administration has no idea there is a crisis. Almost every maritime-related program which costs money has been slashed or killed, yet little has been offered to replace those programs. Last month , in another attempt to convince the administration of the desperate need for action for the U.S.flag fleet, the following position paper was presented to Vice President George Bush. At presstime there had been no response. The paper was prepared by the Council of American-Flag Ship Operators. Summary Statement On Urgent Need For New National Merchant Marine Program • The Congress is currently considering legislation which will determine whether or not the United States will have a viable privately owned liner fleet or whether by default we will turn over our foreign trade to foreignflag or U.S. government-owned ships. • Since 1970 the number of U.S. liner companies has declined from 21 to nine. Of the remaining: One is currently operating only a single U.S .-flag ship; A second has only two ships; A third is in bankruptcy; A fourth has had all three of its After Six Years In Office, Administration Still Has Not Mastered the Basics remammg ships arrested for nonpayment of bills; The other five all suffered significant operating losses during the first quarter of 1986. • Unless something is done, manyperhaps most--of these remaining companies will be forced to go out of business or re-flag foreign during the next several years . • Our problem is also the nation's problem because a strong U .S.-flag merchant marine is absolutely essential to all of our defense planning. Vice Admiral T.J. Hughes Jr. , USN, Deputy Chief of Naval Operations (Logistics) , stated before the House Merchant Marine and Fisheries Committee on May 1, 1986 that: ''Today, and in the short term future, there is no substitute for U.S.-ftag commercial ships in the fulfillment of our strategic seal.ift objectives. If there were no U.S.-ftag merchant marine, it would have to be replaced by a governmentowned and -operated sealiftfleet----at considerable additional expense to acquire and operate. As an option, such an alternative is neither practical nor cost effective . ... Cu"ent military planning depends on the U.S. merchant marine to provide the major portion of the U.S.fla,g sealift. . . . This shortfal.l of nearly 100,000 short tons (of available U.S. merchant type shipping to support overseas military contingencies) cannot be made up simply by using the available merchant ships of our NATO allies. These assets are already fully committed to the surge in resupply ofstrategic sealift support in the European and Pacific theaters of operations. Furthermore, the EUSC militarily useful vessels are not numerous enough to make up for this shortage . ... Clearly the decline in the size and capacity of the U.S. merchant marine is of grave concern to those of us in the Department of Defense responsible for national security planning. '' • There is a solution to this problem which is both effective and cheap. • The principal competitive disadvantage which our operators face is the fact that for defense reasons all of our crewmembers must be citizens of the U.S. These highly trained seafarers deserve and receive compensation based on the U.S. standard of living. This is much higher than the wages paid to most of our foreign competitors, particularly those from state owned and less developed countries. • At the present time most U.S .flag operators have wage differential (ODS) contracts designed to put them on a wage parity with their foreign competitors. However, these contracts impose restrictions making operations uneconomic and prevent the operators from acquiring fuel and labor efficient foreign built vessels. • Over the past several years , U.S.flag operators have developed and implemented state-of-the-art services and operations. Current restrictions on vessel acquisition and operating flexibility have kept these operations from being as efficient and competitive as they could be. • The three operators who do not have such ODS contracts have all testified as to their need for such assistance, but because of current administration policy no new contracts are being signed. Legislation pending before the House Merchant Marine and Fisheries Committee would eliminate regulatory restraints, permit U.S . liner companies to acquire their ships from foreign yards and make wage differential payments available to all operators. • The government's exposure under the existing program could approximate $2.8 billion over the next 10 years. This is a "going out of business'' program at the end of which there will be zero ships under subsidy and very possibly zero liner ships under the U.S. flag. The proposed solution would cost about $3 to $3.5 billion over the same 10 years, and will result in the U.S. having from 125 to 135 new efficient liner ships operating in our international trades. • Thus the cost of maintaining a viable fleet over paying off "going out of business" contracts is only about $20 million to $55 million per year. • We suggest that there is a serious national defense problem which can be solved quite cheaply and which we believe will be solved if it receives attention at the highest levels of government. Your consideration of this matter is earnestly solicited and greatly appreciated. July 1986 I LOG I 31 �SIU's Libra Rescues 38 Viet Refugees Still Cling to Dreams of Freedom More than IO years after the Vietnam war, people are still fleeing that country in rickety boats across dangerous seas. American merchant ships are still rescuing them. The SIU-contracted LNG Libra (ETC) plucked 38 refugees, 14 men, 12 women, 11 children and one infant from the South China Sea June 15. The story of the "Boat People" has faded from American minds over the years. Many merchant ships, according to refugees and United Nations officials, make no attempt to rescue the refugees. But SIU ships and their crews and officers continue to live up to the law of the sea. "Indirectly we wave our flag to the whole world to show how great the American way can be," said Dasril Pank, the educational director onboard the Libra. "I want you to know that our office is aware of the great responsibility you took . . . I appreciate the fact that you did not hesitate to save lives," Mirza Hussain Khan, a U .N. High Commissioner for Refugees official wrote to Capt. George Legnos and the crew. The 38 refugees were taken to Singapore. Crewmember Dasril Panko helps bring one of the children aboard the Libra during rescue operations. Capt. George Legnos and Bosun Pete Waters with the refugees. This is the boat on which the 38 were jammed together. AB Victor Beata passes out juice to the Vietnamese following their rescue . • 32 I LOG I July 1986 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1986 Description An account of the resource HEADLINES STEADY ‘HANDS’ NEEDED IN UNREP EX-MEMBER USES ART SKILLS TO PROMOTE U.S. FLEET FINANCE COMMITTEE CHECK SIU EXPENSESE JOHN CLEVELAND, SIU CAFETERIA MANAGER, KILLED IN CRASH SEAFARERS VINS VET STATUS LIBERTY SHIP JOHN. W. BROWN TO N.Y. HARBOR AS MUSEUM MARAD LEANS TO PASSENGER SHIP OK PASSENGER VESSELS SEALIEFT ALASKAN OIL SERVICE CONTRACT TAX REFORM CONGRESS TO RECESS LINER FLEET MARINER CONTRACT, 3 OTHER INLAND PACTS RATIFIED SEAFARERS LUNDEBERG SCHOOL HOSTS FIRST ANNUAL SEALIFT CONFERENCE SECOND ANNUAL P.S.C.A INDUCTION OF OFFICERS AWARDS DINNER FROM BAJA TO ALASKA MARITIME HISTORY ABOUNDS DEWAYNE T. WILLIAMS SAILS INTO SAN DIEGO HARBOR PINEY POINT: SEAFARERS ‘SNUG HARBOR’ EYE ON L.A. ABOARD THE OMI DYNACHEM AND THE MANHATTAN SIU MANNED VESSELS ARE “SMART,” SAYS MSCPAC KILAUEA STACKS UP HONORS MSVPAC PROMISES TOUGH ACTION ON FAILURE TO REPORT UNREST IN LIBERIA INCREASES MARCOS SUPPORTERS FAIL IN COUP ATTEMPT A MARITIME PRIMER AFTER SIX YEARS IN OFFICE, ADMINISTRATION STILL HAS NOT MASTERED THE BASICS VIET REFUGEES STILL CLING TO DREAMS OF FREEDOM Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 7 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/61b69ffe5d3dc80b8fc8c9ff2210a7b3.pdf c1c2541aad0baf045843fe58268bf4c5 PDF Text Text Official Publication of the Seafarers International Union• Atlantic:, Gulf, Lakes and Inland Waters District• AFL·CIO Vol. 48 No. 6 June 1986 Senate Bills Revive Cruise Fifth and Last MPS Crewed by SIU Ship Debate A Senate hearing to consider measures which could open the door to a strong U.S.-flag cruise ship industryand hundreds of new seagoing jobsbrought new support and new hope for the SIU-endorsed propo als. The hearing, held June 4 before the Merchant Marine Subcommittee of the Senate Committee on Commerce, Science and Transportation, also brought predictable opposition from one maritime labor organization. ''The [Reagan] administration strongly supports the U .S.-flag cruise industry and strongly supports our cabotage laws," said Maritime Administrator John Gaughan, testifying on the two bills, S. 1935 and S. 1929. "Additional U.S.-flag passenger vessels would have an indirect national security benefit of providing more flexibility during a national contingency and additional jobs for U.S. merchant seamen," he said, stating that the Department of Transportation favors the legislation in principle and would support the bills if amended to meet certain criteria. The first bill, S. 1935, permits up to five foreign-flag passenger vessels that were constructed abroad to be reflagged U.S. and operated in the U.S. coastwise trade. Ten foreign-flag vessels appear to be eligible for consideration under this bill, including the Cunard Princess and Cunard Countess. The second bill, S. 1929, permits the hotel structure and facilities of certain new passenger vessels for the coastwise trade to be constructed (Continued on Page 3.) Inside: • •• fl :{ff The SIU-crewed Sgt. William R. Button slides down the ways at her christening last month at the General Dynamics Shipyard in Quincy, Mass. The Button is the last of five RO/ROs built there for the U.S. Navy's Maritime Prepositioning Program. All five ships are 671-feet long, powered by twin medium speed diesels with service speeds of 18 knots. The ships, operated by American Overseas Marine Inc., carry five 40-ton cranes which are operated by Seafarers who received special training at SHLSS. The 22,700-ton vessels can carry up to 1,400 vehicles. There is 100,000 cubic feet of space for general cargo, 18,000 for refrigerated goods and 230,000 for ammunition. The cargo onboard can keep a 3,000-man Marine amphibious brigade supplied for 30 days. While these ships mean jobs for the SIU, the Button was the last ship for the workers at Quincy, and several thousand shipyard workers received their layoff notices. The yard has no major construction orders on its books. Sea-Land Agrees to CSX Takeover Bid Port Bi II Moves Page 3 'Queen' Wins Exemption Page 5 Inland News Pages 5-7 SHLSS News Pages 9-13 A Maritime Vacation Page 14 Ships in a Bottle Page 21 Drozak at ILO in Geneva Page 31 Sea-Land Corp. has approved a $742 million offer from the giant transportation conglomerate CSX Corp. to purchase the shipping company. Sea-Land, the Union's largest ingle employer, would become part of a huge railroad, barge line and team hip empire if the merger is approved by various federal agencies. Two years ago CSX purchased American Commercial Barge Line (ACBL). The company also operates the Chessie System railroad. The Interstate Commerce Commission and the U.S. Justice Department must approve the merger plans for Sea-Land. The Maritime Administration, which ha very limited jurisdiction in the case because Sea-Land does not receive government subsidies, gave its approval when CSX told the agency it had no plans to liquidate Sea-Land nor to withdraw from the Capital Contruction Fund. CSX has acquired 91 percent of the stock in Sea-Land, but four shareholder have filed suit over the proposed takeover. Earlier this year, Sea-Land was the target of an "unfriendly" takeover bid by Dallas businessman Harold Simmon . In his attempt to take over the company, he reportedly acquired about 39 percent of the company's stock. After Sea-Land agreed to the CSX offer, CSX agreed to purchase Simmons' share and he withdrew his efforts to acquire the shipping company. He also reportedly posted a $90 miJlion profit in the deal. Special Report: Drug Abuse Pages 16 & 17 �P esident's Report by Frank Drozak Last year more than 3 million people boarded cruise ships in American ports. But except for about 100,000 who sailed on the SIUcrewed and contracted SS Independence and SS Constitution, the other 2.9 million ailed on foreignflag ships. It is time to change those disgraceful numbers. I was called on by the Senate' Merchant Marine Subcommittee to testify on two bills which could open the door to this multi-million dollar business for Americans and add thousands of jobs for American seamen of all unions. One bill, S. 1935, would allow the re-flagging of up to five foreignbuilt cruise ships. The other, S. 1929, would require that the hull and superstructures of new ships be built in this country, but allow the hotel facilities and other part to be built abroad. This time around I really believe we have a chance to convince Congress that these bill could be a real boo t to industry, labor and national defense. While there was predictable opposition from the expected quarters, I sense a coming together of the maritime industry. The vague promises and phantom plans floated by re-flagging opponents for the past several years could be overcome if the maritime community finally shows some unity. I urge you to write to your senators and ask them for their upport. **** Last month I spent a week in Geneva, Switzerland with representatives from more than 40 maritime unions from around the world. Our goal with the International Labor Organization i to raise standard for all merchant seamen and to stop the abuse of seafarers around the world. Of course many of these countries are competing with the U.S.flag fleet. But the main reason so many foreign-especially Third World-countries can operate so cheaply is that their seafarers are exploited and abused by unscrupulous owners and the lack of labor standards around the world. When a seafarer is paid $150 a month with no benefits to sail on dangerous rust-buckets, it is no wonder the ships carry goods at artificially low rates. Our participation in the ILO is two-fold. We want to help out our brothers and sisters who make their livings on the sea, and by doing that we will bring them closer to the wage and skill standards of the U.S. merchant seamen-which will then give the American-flag fleet a better chance to compete. **** Drugs are a major problem in America. Drugs are also a big problem for Seafarers. We are no different from the rest of society in that regard. A special report on pages 16 and 17 will tell you about the drug problem, what drugs do to you and how to get help. Read it. As I have said over and over, that first step for anyone who needs help is to admit that they have.. a problem. Drug addiction, or alcoholism, is a.. disease, and when you are sick you need help. Drugs can destroy your life and your career. Please, if you have a problem talk to your port agent or call the Alcohol and Drug Abuse Rehabilitation Center. Hell, you can even call me. We will help you if you let us. Sealift Essential for Security, Navy Tells House "It is a national re ponsibility" to make sure a commercial U .S.-flag merchant marine pro pers and survives because the merchant marine is a cornerstone of the nation's defense, Vice Admiral T.J. Hughe Jr. told the House Merchant Marine Subcommittee last month. Following are highlights of his statement. • "A strong U.S.-flag merchant marine is absolutely essential to our forward collective defense, the national military strategy of the United States. It is a critical component of the force structure required to carry out our basic military planning for both limited and general war.'' • ''Today, and in the foreseeable future, there is no substitute for U.S.flag commercial ships in the fulfillment of our strategic sealift objectives. If there were no U .S.-flag merchant marine, it would have to be replaced by a government owned and operated sealift fleet-at considerable additional expense to acquire and operate. As an option, uch an alternative is neither practical nor cost effective.'' • · 'Sealift is going to play a crucial role in any future conflict involving the United States. There is no plan for any major overseas military operation, whether it be a general war involving the Soviet Union or a contingency operation in some remote corner of the globe, that does not involve the use of the seas for the injection of our military forces and the sustaining of American presence in the area.'' • ''Current military planning depends on the U.S. merchant marine to provide the major portion of the U .S.-flag sealift." • ''The merchant marine is needed to carry out specific strategic requirements for which government owned shipping is not available, and which would be uneconomical for the government to maintain in peacetime for fluctuating contingency requirements. As a ·matter of day to day policy, the Department of Defense relies upon the American owned, citizen crewed vessels of the U.S.flag merchant marine to provide reliable and secure transportation of military cargo." • "Sealift is a Navy responsibility: On 13 March 1984, the Secretary of the Navy formally added Strategic Sealift as a major Navy function, along with sea control and power projection. His pronounciation emphasized the increa ing importance of strategic ealift to overall military capability.'' • ''A Department of Defense projection of sealift assets shows that in 1992, government sources will be able to provide about 536,000 short tons of lift capacity for surge deployment. The balance of about 434,000 short tons will have to be lifted by commercial U.S.-flag sources and the ships of the Effective U.S. Controlled fleet. Today's forecasts of the size of the U.S.-flag merchant marine indicate that its capacity in 1992 will be about 334,000 short tons and the EUSC fleet will be able to lift about 32,800 short tons. This shortfall ofnearly 100,000 short tons cannot be made up simply by using the available merchant ships of our NATO allies. Those assets are already fully committed to the surge and resupply strategic sealift support in the European and Pacific theaters of operations. Furthermore, the EUSC militarily useful vessels are not numerous enough to make up for this shortage.'' • ''Clearly the decline in the size and capacity of the U.S. merchant marine is of grave concern to those of us in the Department of Defense responsible for national security planning." • "The Navy cannot by law regulate . the size of the structure of the U.S. merchant marine. But the Navy does view with gravest concern those trends within the industry that would reduce our commercial fleet's ability to carry out its defense functions whenever required by national security. The Navy is increasing the size of the government's sealift assets not as a substitute for existing merchant marine vessels, but as replacements for that percentage of our commercial fleet that has vanished as victims of economic pressures. But I must reiterate, the government owned sealift fleet can only go so far as a percentage of our total sealift force. A commercial fleet is required to generate the seagoing manpower necessary to man the national sealift forces of the United States." • "It cannot be the Navy's responsibility alone to shore up the merchant marine. Our commercial fleet has an essential national security role to fulfill, and it is a national responsibililty-not just a Navy or Defense Department responsibility-to see that this national asset is properly supported." J Off1c1al Publication of the Seafarers lnternallonal Union of North America, Atlantic Gulf. Lakes and Inland Waters Olstnct , AFL-CIO June 1986 Vol 48, No 6 Executive Board Frank Drozak President Charles Svenson Editor Joe DiGiorgio Ed Turner Secretary Executive Vice President Angus "Red" Campbell Mike Sacco Leon Hall Vice President Vice President Vice President Joe Sacco George McCartney Roy A. Mercer Vice President Vice President Vice President Mike Hall Managing Editor Deborah Greene Max Hall Associate Editor Associate Editor Ray Bourdlus Assistant Editor 2 LOG June 1986 Lynnette Marshall Assistant Editor/Photos The LOG (ISSN 0160-2047) 1s published monthly by Seafarers International Union. Atlantic. Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, Camp Springs, Md . 20746, Tel 8990675 Second-class postage paid at M.S .C Prince Georges, Md 20790-9998 and at additional mailing offices POSTMASTER Send address changes to the LOG, 5201 Auth Way , Camp Springs, Md . 20746. �Port Development at Conference Stage House and Senate Try to Mold Two Bills Into One The House and the Senate both have passed bills calling for substantial new port development programs. If the two branches of Congress can iron out their differences at a joint conference hearing, then the United States would have its first major port development program in many years. That, however, is a big if. The two bills encompass drastically different approaches to funding. And the leaders in the Republican-controlled Senate have given little indication that they are willing to compromise. Their version must prevail, they say, or the president will veto the legislation. ''The fact that the legislation has reached this point is encouraging,'' said Frank Pecquex, head of the legislative department of the SIU. ''This country has been in desperate need of some kind of port development program. The antiquated state of many of this country's ports, dams and chan- nels is having a perceptible adverse effect on this country's ability to export certain kinds of goods." The enactment of some kind of port development program would have an immediate and beneficial effect on several areas of American industry, says the Transportation Institute, a nonprofit maritime research center. These areas include the coal industry, whose ability to export its products has been hampered by the inability of many American ports to accommodate foreign super colliers, and the Great Lakes region. Despite their differences, there are many similarities between the two bills. According to the Congressional Information Bureau, both versions feature "a port development cost-sharing and user fee compromise." Both, says the CIB, "provide a mechanism for recouping about 40 percent of the federal cost of port operations and maintenance through a .04 percent tax on the value of the cargo moving in and out of the U.S. ports." However, the Senate bill is considerably less ambitious than its House counterpart. It authorizes only $11.5 billion, which is slightly more than half of the $20 billion that the House bill authorized. The Senate bill would earmark 191 projects; the House bill names at least 40 more. Perhaps the major difference between the two bills is in the gas fuel tax that both would impose. The House bill envisions a 10 percent fuel tax; the Senate would raise the tax in one cent increments until it has reached 20 cents a gallon by 1997. Proponents of the increase say that the tax represents a small percentage of the barge industry's costs and is insignificant compared with savings realized from the recent plunge in fuel pnces. Yet as The Journal of Commerce notes: "Even with lower fuel costs, the industry is far from healthy. It will be years before supply and demand balance out in the industry, so special consideration is in order. At the very least, the tax increases should be put off a few more years to give the industry some breathing room .... " While both versions of the bill demand up-front payments from local project sponsors, the Senate bill goes one step further by requiring repayment of an additional 10 percent of project costs over 30 years. "Despite the differences, I believe that the Senate and the House can iron them out," said Pecquex. "After all, most of the people named to the joint conference are truly committed to modernizing this nation's infrastructure. "The real threat to this bill," said Pecquex, "is Gramm-Rudman." SIU Backs New Passenger Ship Legislation (Continued from Page 1.) abroad, with the hull and uperstructure being built in the U.S. Statistics show that the number of passengers embarking from U.S. ports has increased from 590,000 in 1979 to well over 3 million in 1985, representing a growth of more than 400 percent in the past seven years. But this burgeoning industry on U.S. shore is dominated by foreign ships. The two bills being considered are ''pragmatic attempt at establishing ~n American beachhead in this market," said Gaughan. "The potential benefit to the seriously depressed U.S. merchant marine could be significant. It has been estimated by the proponents of S. 1935 that the bill alone would provide more than l ,000 badly needed seagoing jobs. Both bills would also result in new shipyard work with conequent employment benefits." SIU President Frank Drozak told the Senate committee that the SIU is strongly in favor of S. I935. He pointed out that expansion of the U .S.-flag cruise vessel fleet is a logical result of the growing economic importance of the cruise industry and that recent terrorism in Europe and the Middle East and the falling value of the U.S. dollar have discouraged many Americans from traveling abroad. Of the approximately 19 cruise lines operating in the United States, Drozak said, only one-American Hawaii Cruise (which operates the SS Independence and SS Constitution)-is U .S.-owned and U .S.-flagged. And while the U.S. dome tic crui e market accounts for an e timated 75 percent of the world' crui e business, the United States has little opportunity to gain from this busmess because of in ufficient vessel capacity. One opponent of the bills. C. E. DeFries, president of MEBA-District L believes operators should build crui e ships in the U.S. and not re-flag foreign ships. He said that these bills could cost American jobs, not create them, that they are a serious threat to the Jone Act, and that they are examples of "devisive and destructive special issue legislation." Drozak countered that building costs have prevented the construction of new U .S.-built cruise ships. "Some have claimed that a new, cost-effective U .S.-flag passenger vessel fleet will emerge from U.S. shipyards," he said. ''Although we wi h that uch wa the case, unfortunately all available information that we have seen indicates that it is highly improbable if not impossible." Drozak pointed out that during the 1970s, when building cost for conventional tonnage increased by I 00 percent, the cost of building cruise vessels increased by 500 to 600 percent. He said, "In our view, that is an obstacle which is too great for even the skilled and dedicated U.S. shipyard management and labor to overcome. In fact, no passenger vessels have been built in the U.S. for nearly 30 years. Further, no additional active passenger vessels have been added to the U.S. fleet since 1981 despite a myriad of proposed project and refurbi hing programs. "In our view," Drozak said, "the best method for increasing the U.S. cruise ship fleet would be to pa s legislation which allows a number of foreign-built hips into the U.S. regi try to take advantage of the growing dome tic cruise market." Raymond T. McKay, pre ident of MEBA-District II. expre ed his union trong upport for S. 1935. tating that the nation· s need for an expanded U .S.-flag pas enger ve el capacity 1 clear. With only t\.\IO U.S.flag crui e ves el active in the lJ nited State . we have "only two ve el which can be called upon in a war or emergency to provide e ~ntial troopship and hospital ship capability. Through legi ·lat ion. uch as that before the subcommittee today," , aid McKay, ''we have the opportunity to substantially expand the capacity of this national security asset at absolutely no cost to the government." He cited the example of Great Britain which used three of its commercial passenger vessels to ferry thousands of troops half way around the world in its conflict in the Falkland Islands. More than 1,000 shipboard jobs would be created by the bills, Drozak said. "In contra t to our very limited capacity, the Soviet Union operates more than 70 passenger vessels which can readily be converted to military use," said McKay. "Although the U.S. does maintain a sealift reserve, it i compo ed of everal dozen aging and deteriorating ves el of World War II vintage which would take month to activate and would be of questionable military utility. ''Americans deserve jobs in the cruise ship industry," McKay said, ''and this type of legislation would be a tep in the right direction.'' Senator Paul Trible (R-Va.) agreed wholeheartedly with the legislation's proponents. "At first," Trible'said, "I was opposed to the idea of re-flagging. But I'm not prepared to stand and wait any longer" for ships to be built in the U.S. He aid he realized the legislation wa not perfect but that the be t way for this country to establish a strong U .S.-flag cruise presence is to press ahead with this legislation and ensure basic opportunities to benefit America's taxpayers, shipbuilders and seagoing workers. "This [legislation] offer us the best hope of realizing those objectives.'' Although a similar bill was introduced in the House of Representatives last year, it remains in the Merchant Marine and Fisheries Committee. The SIU hopes, as a result of this hearing, that the Senate Merchant Marine Subcommittee will quickly begin mark-up of the bill and favorably report the proposed legislation to the full Senate for its consideration. A Word from Lundeberg (The following item is from the Business Digest, Nov. 8, 1954). Harry Lundeberg, secretary of the AFL Sailors Union of the Pacific, and president of the SIUNA, testified that creation of one union for all unlicensed seamen would strengthen the seamen's bargaining position, but would also "create a little peace and harmony in the industry" and end the "whiplash" in which one union tops another's wage increase, and sets a new wage pattern. ''As things stand today,'' Lunde berg said, ''if I were a shipowner I wouldn't know from one day to the next where I was going.'' June 1986 I LOG 3 �Kesteloot Named to Tl Post After 20 plu years of Navy service, the last two as director of the Strategic Sealift Division, Capt. Robert W. Kesteloot wa named vice chairman of the Transportation Institute this month. Kesteloot, who retired from the service June 1, was instrumental in building the Navy's Ready Reserve fleet after years of neglect. But he warned earlier this month that there are not enough qualified crewmen to man these ships if needed. He estimated a current shortfall of about 1,000 to 2,000 and that could jump to 5,000 to 6,000 by 1992 if the current decline in U .S.-flag merchant shipping continues. He called for an increased reliance on privately-owned ships and the enactment of cargo preference legislation or bilateral treaties to increase the amount of cargo for U.S. ships. Kesteloot joined the Navy after being graduated from the University of Notre Dame. He served in various capacities onboard ships, including a tour as commanding officer aboard the USS Lockwood. He also served as commanding officer of the U.S. Navy base at Subic Bay, Philippines. He has been awarded the Legion of Merit, the Bronze Star with Combat "V," Meritorious Service Capt. Robert Kesteloot Award, Combat Action Ribbon and several medals for his service. He is married, and he and his wife Julie have four children. Energy Transportation Wins Legion Trophy The 1984-85 American Legion National Merchant Marine Award Trophy was presented recently by U.S. Senate Majority Leader Bob Dole (R.Kan.) to Dr. C. Y. Chen, chairman of the Energy Transportation Corp. (ETC) of New York City, at a ceremony on Capitol Hill, Washington, D.C. This prestigious, 30-year-old award, sponsored by the American Legion Robert L. Hague Merchant Marine Post No. 1242 of New York City, recognizes the outstanding contribution the company has made to the U.S. merchant marine industry through the development and successful operation of eight American-flag, SIUmanned liquefied natural methane gas (LNG) tankers. Also at the ceremony and reception were Sens. Strom Thurmond (R-S.C.), Jesse Helms (R-N .C.), Mack Mattingly (R-Ga.), Hague Post member and Marad chief John Gaughan, who congratulated ETC and Dr. Chen, noting that this LNG project represents one of the highlights in our merchant marine industry and a tribute to our American seamen. Accepting the award, Dr. Chen declared, ''Thi trophy . . . is the most coveted award in our industry. On behalf of my company, I thank the Hague Post of the American Legion for bestowing this honor upon us. ''There are many who deserve credit for our achievement. Foremost in my mind are the devoted seagoing officers and crews onboard our fleet. They are the ones who brave storm and peril day-in-and-day-out to carry out their duties, upholding the finest tradition of the American merchant marine. ''Then there are the men and women of the U.S. government who, many years ago, had the vision to create the Title 11 (Loan Guarantee Construction) Program to support the U.S. merchant marine. That program enabled us to compete in the world shipping market. And Congress and the Department of Commerce added its support when our project was in the formative tage in the early 1970s. Without this cooperation, neither the Energy Tran portation Corp. nor the United State would have become involved. Nor, perhap , would the project have gone forward. ". . . And not the least, the people of the United State benefit becau e our fleet, which today is the largest fleet of liquified natural gas tanker in the world, flie the American flag, employing American crew and demonstrating to the world the quality of our merchant marine and the capability of our technology.'' SIU-contracted Energy Transportation Corp. (ETC) was awarded the American Legion's National Merchant Marine Award for its contribution to the U.S.-flag fleet. Here (I. to r.) are MCA President Joseph J. McAleer~ Dr. C. Y. Chen, ETC chairman of the board~ ETC President Donald Szostak, and SIU Vice President Red Campbell. 4 I LOG June 1986 Canadian Ships Corner Lakes' Trade Ottawa Backs Its Fleet The U.S. and Canadian dry bulk fleets involved in U.S./Canada trade in the Great Lakes region are today nearly equal in terms of the number of ships and cargo capacities. Much of the cargoes traded by the two countries in that region consist of dry bulk commodities, usually iron ore, coal and grain. And all of these are generally reserved for carriage by vessels from each of the countries. According to a new government report, in 1984 the U .S.-flag share of U.S./Canada trade was just 6.4 percent of 40 million long tons traded. The remainder, 93.6 percent, was delivered by Canadian-flag vessels. In 1953 the U.S. share was better. Though still far from equal to the Canadian share, U.S. vessels moved 29.2 percent of Canada/U .S. cargoes through the Lakes region for that year. What has enabled Canadian-flag carriers to run away with millions of dollars in shipping contracts and hundreds of jobs is the focus on a 65page General Accounting Office report released in May. As expected, all figures confirm what the maritime industry has known for some time: that U.S. carriers without the same advantages given the Canadian-flag fleet are experiencing a steady and disastrous decline. There is the serious likelihood that the American flag will simply disappear from the U .S./Canada market. As pointed out in the report, when the St. Lawrence Seaway, ajoint U.S.Canadian venture, came under construction in the 1950s, the Canadian government modernized its fleet for maximum carriage to make use of the newly-connected 2,400-mile Lakes/ Seaway system. American vessels, however, are either too large to cross these channels or capable of carrying only such small cargoes that in either case passage would be unprofitable. As a result, American participation in Seaway carriage and the full 2,400-mile Lakes/ Seaway system has been negligible, from 1 to 5 percent of cargoes carried each year by the American flag. Unlike provisions in force in the U.S., Canadian ship operators may use foreign-built and lower-cost vessels. The Canadian government, in addition, offers its ship operators various types of financial assistance in the form of shipbuilding subsidies and operating incentives that have been written into the country's tax codes. They have been aided in holding onto that market by long-term contracts signed with Canadian agents purchasing bulk materials. Again, such long-term commitments may not be signed by U.S. carriers with domestic buyers. Unless conditions change, U.S. carriers in the Lakes will continue to lose out on all domestic Great Lakes trade. Walter Jones Named 1986 Admiral of the Ocean Seas Rep. Walter 8. Jones (D-N.C.), chairman of the U.S. House of Representatives Merchant Marine and Fisheries Committee, in Maritime Day ceremonies in New York City was named the 20th winner of the 1986 Admiral of the Ocean Seas (AOTOS) Award after a national poll of marine industry, labor and government leaders. The award is given in recognition of the recipient's efforts on behalf of America's merchant marine. Jones' committee handles legislation affecting the U.S. merchant fleet, the Coast Guard, oceanographic program, the Panama Canal and all cargo shipping lines. Under Jones' leadership, his committee worked hard on legislation designed to strengthen the American flag on the world's oceans. The Shipping Act of 1984, which brought maritime legislation as up-to-date as the shipping systems of the globe, was fought for hard and long by the committee. Jones was elected to the U.S. Congress in 1966. The representative has been reelected to the House e\·er since. �SIU, Company and Congress Pave Way Delta Queen Wins Five-Year Exemption SonatConUacts Update There have been a number of developments regarding the various Sonat Marine contracts. Mariner-The Mariner ballot was distributed to the membership in May, and balloting will close on June 25, 1986. The membership is voting on a broad contract package that includes changes in wages and working conditions. !BC/Harbor-These two contracts are being finalized by the company and the Union and should be ready for distribution to the membership soon. IOT-The balloting at IOT was halted before it was completed in order for the Union to weigh the impact of a recent favorable Labor Board ruling on the supervisor issue at IOT. The board differed with an earlier decision by a hearing examiner and found that the SIU was entitled to certain information on the upervisor que tion that had not been furnished by IOT. A decision on whether or not to complete the balloting at IOT to determine whether the membership accepted or rejected the company's wage and benefit package will be made hortly. The SIU continues to pursue the upervisor issue at Sonat, and like many other legal cases in the industry today, it will take some time for the legal arguments to have an effect. In the meantime, we are attempting to negotiate the best pos ible contract with the mo t ecurity we can get for the remaining Sonat employees. A piece of American history, the SIU-crewed Delta Queen will be sailing with congressional and presidential approval for another five years. The 60-year-old sternwheeler received a special exemption from the Safety of Life at Sea regulations when a Coast Guard bill wa approved la t month. Even though the latest safety equipment is onboard the Delta Queen, the riverboat's wooden uperstructure fail to meet the afety requirements. Along with the Delta Queen's exemption, the bill closed a loophole in the Jone Act which allowed foreign-flag tugs to operate in coa twide trade under some limited circumstances. While foreign participation was estimated to be small, the new law eliminates it altogether. Late last year the House and Senate passed the Coast Guard authorization bill which contained the Delta Queen's e emption. But President Ronald Reagan vetoed the bill due to other provisions he did not agree with. That was when action began on securing the paddlewheeler's statu in a separate bill. The Delta Queen Steamboat Company, the SIU and congre ional friends came together to help pass H.R. 739, which eventually made it through both houses and to the president' desk. Frank Fried , president of the company, sent his congratulation to the Union for it work. " Please accept my per onal thanks for the excellent support we received from you and your legislative staff in moving H.R. 739 through both houses of Congress and finally winning the pre ident's signature. "As you will recall , the extension on the exemption from the Safety of Life at Sea regulations for our Delta Queen had been made a part of H.R. 2466 which was vetoed by the White Hou e in December. Through the support of Congres woman Lindy Boggs (D.-La. ), immediate action wa taken to include the Delta Queen exemption in H.R. 739. This was maneuvered through the Coa t Guard and Navigation Subcommittee headed by Congressman Gerry Studds <D-Mass.), with a resultant floor vote in the Hou e of February. The bill was received in the Senate in mid-March and was coordinated through Senator Russell Long's (D-La.) office and subsequen~ly cleared by O.M.B. Then it was moved through unanimous consent on the floor of the Senate and moved to the White House for signature by the president in late April. "Perry Moran, who handles our company's governmental affairs, wa advised by Frank Pecquex of your staff, of White Hou e approval of H.R. 739 on the morning following the president's ignature. I personally was impre ·sed with the clo e ·upport and tracking this bill received by the SIU. " Frank, this i all proof-positive of the close working relationship we enjo} in several area · of your organization. We certainly look forward to that continued relation hip. " Mississippi Queen Plays Host to Women's Conference It wasn 't just the ordinary vacation crowd that lined up at Robin Street Wharf in New Orleans last April to board the SIU-crewed Mississippi Queen (Delta Queen Steamboat Co.) for a leisurely cruise up the muddy waters of the Mississippi River. For openers, most of the passengers were women (with an occasional husband or son). Further, this was no vacation. This was "Businesswomen and the Political World: New Partnerships," a national, nonpartisan conference designed to bring together women of diverse backgrounds in business and politics and foster cooperation among them. The conference was organized by Lynn Cutler, Democratic National Committee vice chairwoman, and Betty Heitman, Republican National Committee co-chairwoman, so that women in business and politics could "meet the other women who have gotten involved and are influencing the outcome of legislation and regulations that have a direct impact on them." Among the women were local and state elected officials as well as public accountants, lobbyists, financial planners, media types, corporate vice presidents and owners of large ancl small businesses. Featured speakers included Constance Horner, director of the U.S. Office of Personnel Management (the second-highest ranking woman in the Reagan administration after Secretary of Transportation Elizabeth Dole); Texas State Treasurer Ann Richards; Rep. Lindy Boggs (D- La.); Rhode Island Attorney General Arlene Violet, and former congresswoman and vice presidential nominee Geraldine Ferraro. The 382-ft. sternwheeler, commisioned in 1976 as part of the bicentennial celebration, proved to be an ideal location for a conference of this kind. A the paddlewheeler wended its way up to Baton Rouge and St. Francisville with stops for tour at several antebellum pfantations along the way, the women were relaxed as they listened to the keynote speakers, participated in panel discussions, talked about risk-taking and decision-making, learned how to deal with stress and creativity, and had themselves videotaped to perfect their television appearances. They exchanged business cards and did what men have been doing for year -they networked. With women bu ine owners the largest ingle source of new business formation in America today, and the expectation that more than 60 percent of all women will be in the workforce in the next decade , the conference dealt with a timely topic and was well received by all the participant . Originally set for last February, "New Partnership "was rescheduled o that repairs could be made on the riverboat which collided with a tug last December. And barring any unforeseen problems next year, the second national conference will be held aboard the Mississippi Queen next February. June 1986 I LOG I 5 �In Memoriam Pensioner Emile . Joseph Camaille Sr., 91, passed away from heart-lung failure in the St. Tammany Parish (La.) Hospital, .Covington on Feb. 12. Brother Camaille joined the Union in the port of Mobile in 1958. He sailed as an oiler and chief engineer for Radcliff Materials from 1954 to 1972 and also for the Bay Towing and Dredging Co. from 1957 to 1960. Born in St. Tammany Parish, he was a resident of Covington. Burial was in the Garden of Pines Cemetery, Covington. Surviving are his widow, May Rae; three sons Emile Jr., William and Francis, and two daughters, Marie Baughman and Juanita Jenkins. Merrick "Blackie" Chapman Sr., 57, died on May 5. Brother Chapman joined the Union in the port of New Orleans in 1957. He sailed as a captain and pilot for National Marine Service aboard the National Gateway towboat from 1956 to 1977 and for Dixie Carriers from 1963 to 1966. He began sailing in 1951. Boatman Chapman also sailed for the Trip Pilots Assn. in 1979. Born in Ville Platte, La., he was a resident there. Surviving are his widow, Martha; two sons, Merrick Jr. and Christopher; three daughters, Deborah La Font, Kimberly Moody and Cherell Markintell, and a niece, Brenda Ortega, all of Ville Platte. Pensioner John 0. De Cesare, 76, died recently. Brother De Cesare joined the Union in the port of New York in 1960. He sailed as a deckhand for the Baltimore and Ohio Railroad from 1937 to 1975 and worked as a clerk at the N. Y. Stock Exchange from 1929 to 1934. Boatman De Cesare was a former member of the American Federation of Musicians Union, Local 802. And he was a veteran of the U.S. Navy in World War II. Born in Portland, Maine, he was a resident of Staten Is., N.Y. Surviving are his mother, Josephine of Staten Is. and a brother, Anthony of New York City. Elge Barbar Domingue Jr., 52, succumbed to cancer in the Hancock General Hospital, Bay St. Louis, Miss. on Jan. 18. Brother Domingue joined the Union in the port of New Orleans in 1957. He sailed as a captain for Coyle Lines from 1965 to 1966, as a pilot for Dixie Carriers in 1973 and as a pilot aboard the towboat National Leader (National Marine Service) from 1984 to 1985. He was a soldier in the Louisiana National Guard from 1950 to 1951. Boatman Domingue was born in Carencro, La. and was a resident of Clearmont, La. Burial was in the McDonnaldville Cemetery, Gretna, La. Surviving are his widow, Eileen; his mother Mrs. Elge Domingue Sr. of Gretna; a sister, Evelyn Morvant, and four offspring. 6 I LOG I June 1986 Pensioner Fred ' Freeman Sr., 78, succumbed to cancer in Methodist ' Hospital, Houston on Dec. 21, 1985. Brother Freeman joined the Union in the port of Houston in 1957. He sailed as a mate and captain for FTT Towing from 1946 to 1954 and for G & H Towing in 1955. He was a former member of the NMU from 1946 to 1947. Boatman Freeman was born in Magnolia, Ark. and was a resident of Houston. Interment was in the Forest Park Lawndale Cemetery, Houston. Surviving are his widow, Inngeborg; a son, Fred Jr., and a daughter, Jeanne. from 1951to1957 , Dixie Carriers from 1955 to 1974 and the Inland R. Co. from 1957 to 1963. He was a veteran of the U.S. Navy during World War II. Boatman Meaux was born in Abberville, La. and was a resident of Hull, Texas. Surviving are his widow, Venita of Livingston, Texas and his sister, Mrs. James Choate. of Lexington, N.C. Surviving are his widow, Lois of Salisbury, N .C.; a son, Richard also of Salisbury; a daughter, Donna Rowdy; his mother, Carri of Salisbury, and another relative, Joyce Kelly of Faith, N.C. Pensioner Walter Leonard Malinowski, 81, passed away on May 5. Brother Malinowski joined the Union in the port of Baltimore in 1960 sailing as a bargeman for the Baltimore and Ohio Railroad from 1925 to 1969. He was a former member of the International Organization of Masters, Mates and Pilots Union, AMW, Local 1. Boatman Malinowski was born in Baltimore and was a resident there. Surviving are a sister, Amelia Rock of Baltimore and a niece, Marlene Borowski, ~lso of Baltimore. Lang Malachi Kelly, 61, died on May 21. Brother Kelly joined the Union in the port of Baltimore, in 1953 sailing as a ship's delegate and bosun. He was a former member of the NMU. Boatman Kelly also sailed during the Vietnam War and was a 1959 graduate of the Andrew Furuseth Training School, Baltimore. And he worked as an insurance agent from 1955 to 1958. Born in Erwin, N.C. he was a resident Pensioner Clyde Arthur Pipkins, 79, passed away from a heart attack in the George Cty. (Miss.) Hospital, Lucedale on Jan. 26. Brother Pipkins joined the -; Union in the port of Mobile in 1956. He sailed as an oiler on dredges for Pelican Bay Towing and Dredging Co. in 1958 and for Radcliff Materials from 1967 to 1970. He was born in Leaksville, Miss. and was a resident of Lucedale. Burial was in the Winburn Chapel Cemetery, Green Cty., Miss. Surviving are a son, Frankie; a daughter, Margaret Lowery, both of Lucedale, and another relative, Lamar Pipkins, also of Lucedale. Pensioner Willie Wilton Meaux, 77, died on April 21. Brother Meaux joined the Union in the port of New Orleans in 1961. He sailed as a captain forTex-Mex Towing Pensioner Harold "Seagull" Stowe Sr., 75, passed away on April 9. Brother Stowe joined the Union in the port of Norfolk in 1966. He sailed as a deck- (Continued on Page 7.) Dispatchers Report for Inland Waters MAY 1-31, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester ............ .. ......... . New York ........................ . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile ...... .. ..... ........ .. . . . . New Orleans ...................... . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac ......................... . St. Louis ..... .. ................. . Piney Point ....................... . Totals .......................... . Port Gloucester ....................... . New York .... . ....... . ........... . Philadelphia ...................... . Baltimore ........................ . Norfolk ......................... . Mobile .......................... . New Orleans ...................... . Jacksonville .... .. .......... . . . ... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ........ . ............. . . Seattle .......................... . Puerto Rico ...................... . Houston ......................... . Algonac .................. .. ..... . St. Louis ........................ . Piney Point ....................... . Totals .......................... . Port Gloucester ....................... New York ......... .. ...... ....... Philadelphia ...................... Baltimore ........................ Norfolk ......................... Mobile .......................... New Orleans ...................... Jacksonville ...................... San Francisco . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... Seattle .......................... Puerto Rico .. ............ ...... .. Houston ......................... Algonac ......................... St. Louis ... ............... ..... . Piney Point ....................... Totals ...... . ..... ........... .. . . . . . . . . . . . . . . . . . . Totals All Departments . ... ... . ....... . 0 0 3 7 56 0 3 6 0 4 0 0 6 4 1 0 90 0 0 0 0 9 0 0 0 0 1 0 0 1 2 0 0 13 0 0 0 0 8 0 2 2 0 0 0 0 0 2 0 0 0 0 10 0 0 5 0 0 0 0 2 2 7 0 26 0 0 0 0 1 0 0 0 0 0 0 0 2 2 0 1 6 0 0 1 0 0 0 2 1 0 2 0 0 0 1 0 0 2 0 0 1 11 17 0 16 0 0 1 0 5 1 54 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 0 0 0 0 0 1 2 0 6 0 0 0 0 1 0 0 15 0 7 1 0 10 118 39 67 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 0 0 0 1 0 10 0 35 10 0 0 2 2 0 0 0 0 0 4 0 0 0 0 5 2 2 3 2 4 0 0 59 23 ENGINE DEPARTMENT 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 9 0 0 0 0 0 0 1 0 0 1 STEWARD DEPARTMENT 0 0 0 0 2 0 0 0 7 0 0 0 1 0 2 0 0 0 0 0 4 0 0 0 3 8 0 4 0 0 0 0 9 0 28 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 1 0 0 13 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 4 81 25 33 **REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 2 7 92 1 10 4 0 4 0 0 8 0 0 0 0 24 0 3 1 0 4 0 0 4 0 0 0 0 0 2 8 8 0 16 0 0 3 0 12 0 25 27 155 67 49 0 0 0 1 0 1 0 0 0 3 0 0 1 0 0 0 6 2 0 0 0 0 0 10 0 0 0 0 4 0 0 0 0 2 0 0 0 0 1 0 0 0 1 0 0 0 27 0 1 40 0 0 0 0 12 0 4 0 0 0 0 0 0 15 0 0 17 0 31 0 0 1 0 0 0 4 1 0 2 0 0 0 5 0 0 13 4 1 17 226 97 72 13 1 0 0 0 0 0 0 3 2 0 6 0 0 1 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month . �Aboard the Arthur F. Zeman Jr. Captain Ken Haines and Cook Pierce Heil of the tug James A. Hannah (Tampa Tug Corp.) enjoy a break with AB/Tankerman Mike Kelley on a recent visit to Detroit, Mich. All are SIU members. The new SIU-contracted tug Arthur F. Zeman Jr. was delivered to the Great Lakes Dredge & Dock Co. yard in Cleveland, Ohio in late April. New Pensioners Frederick Michael Borentez, 68, joined the Union in the port of Norfolk in 1%1 sailing as a deckhand for McAllister Brothers from 1959 to 1976. Brother Borentez hit the bricks in the 1965 Chicago Taxicab beef. He was a former member of the United Mine Workers Union from 1959 to 1961. Boatman Borentez is a veteran of the U.S. Navy during World War II and the Korean Conflict. A native of New York City, he is a resident of Virginia Beach, Va. John Joseph Burns, 68, joined the Union in the port of Philadelphia in 1970. He sailed as a cook for IOT from 1968 to 1970 and the American Dredge Co. in 1968. Brother Bums last sailed out of the port of San Francisco. He was a former member of the Marine Operating Engineers Union, Local 25. Boatman Bums is a veteran of the U.S. Army Corps of Engineers in World War II and the Korean War. Born in Philadelphia, he is a resident of Tucson, Ariz. Andrew Jackson Clingan, 62, joined the Union in the port of Port Arthur, Texas in 1963 sailing as a chief engineer for Sabine Towing from 1946 to 1977. Brother Clingan was a delegate in 1977 to the Piney Point Inland Gulf Educational Conference. He was a former member of the UMDU from 1960 to 1963. Boatman Clingan was born in Port Arthur and is a resident there. Edward Getz, 62, joined the Union in the port of Jacksonville in 1968. He sailed as a chief engineer for GATCO from 1967 to 1974 and aboard the dredges Manhattan Islander and Sugar Islander (North American Trailing) in 1974. Brother Getz is a veteran of the U.S. Navy in World War II and the Korean War. He was born in Brooklyn, N. Y. and is a resident of Jacksonville. Marvin Willie "Buster" McCardle, 58, joined the Union in the port of New Orleans in 1961. He sailed as a deckhand, captain and pilot for National Marine Service from 1967 to 1979 and Dixie Carriers from 1977 to 1978. Brother McCardle attended the 1979 Piney Point National Marine Conference. He was born in Perry Cty., Miss. and is a resident of Metairie, La. Max Merritt, 63, joined the Union in the port of New Orleans in 1965. He sailed as a tankerman and captain for Dixie Carriers from 1967 to 1977, Marine Towing and Tampa Tugs in 1964. Brother Merritt is a veteran of the U.S. Air Forces in World War II. He was born in Julian, Pa. and is a resident of Buras, La. Johnnie Potier, 62, joined the Union in the port of Port Arthur, Texas in 1973 sailing as a deckhand and mate for Sabine Towing from 1972 to 1976. Aboard the tug Arthur F. Zeman Jr. are (I. to r.) Willis Kingston, deckhand; Captain Jerry Barry, and Norman Nelson, deckhand. Brother Potier last sailed out of the port of Houston. He is a veteran of the U.S. Navy during World War II. Boatman Potier was born in Morse, La. and is a resident of Gueydan, La. Almy Jones O'Neal Sr., joined the Union in the port of Norfolk in 1960. He sailed as a deckhand for Hogshire Towing from 1946 to 1947 and for McAllister Brothers from 1951 to 1974. Brother O'Neal was a former member of the United Mine Workers Union. He is a veteran of the U.S. Coast Guard in World War II. A native of Hatteras, N .C., he is a resident of Virginia Beach, Va. Esau Allen Wright, 63, joined the Union in 1943 in the port of Mobile. He sailed as a deckhand and cook for G & H Towing in 1968 and for Mobile Towing from 1957 to 1972. Brother Wright also worked as an auto mechanic. He is a veteran of the U.S. Army in World War II. Boatman Wright was born in Bessemer, Ala. and is a resident of Irvington, Ala. In Memoriam (Continued from Page 6.) hand and bosun for the Maryland Pilots Assn. from 1952 to 1974. He was born in Hatteras, N. C. and was a resident there. Surviving are his widow, Leona; a son, Harold Jr.; a daughter, Mildred, and his mother of Virginia Beach, Va. Pensioner Herbert Wilson Taylor, 71 died on April 26. Brother Taylor joined the Union in the port of Norfolk in 1961 sailing for Curtis Bay Towing from 1963 to 1981. He was a resident of Chesapeake, Va. Boatman Taylor's remains were cremated. Surviving is his widow, Ann. Kenneth "Kenny" Whilden Sr., 59, died on April 23. Brother Whilden joined the Union in the port of Philadelphia in 1959 sailing as an AB, mate and captain for the Gellethin Barge Line and IOT from 1957 to 1977. He was a former member of the Glassblowers Union and the A FL-CI 0, Local 219. Boatman Whilden was a veteran of the U.S. Navy in World War II. Born in Heislerville, N .J., he was a resident there. Surviving are his widow, Ella; his mother, Hazel of Heislerville; five sons, Kenneth Jr. of Collingswood, N .J.; Michael, Richard, John and Raymond and a daughter, Patricia. June 1986 I LOG I 7 �On the Set of the Cape Romain SIU Crew and Tug Set Stage for TV Commercial ~I'' Seafarers in the Maryland area will get a chance to see some of their Union brothers and a Curtis Bay tug during the media blitz for the Maryland Democratic primary. .. f .: J~ .-$: . • r . · 9li >rJ .$· ··=. Long·time SIU supporter and U.S . Senate candidate Rep. Barbara Mikulski (D-Md.) used the SIU-contracted Cape Romain as the set for one of her planned television commercials. The shooting took about three hours a the film crew, Mikul ki's staff and tug' s crew teamed around Baltimore Harbor looking for the right shots. Several crewmembers were filmed in action, but there is no word yet if they wound up on the cutting room floor. J It took a couple of takes, but the crew finally got the shot it wanted of the lines being tossed around the cleat, as the Cape Romain pulled into the dock. "Take 27." Rep. Barbara Mikulski (D-Md.) readies for another take of her lines during the filming of the commercial. Baltimore SIU Rep. Bob Pomerlane sits with her as the soundman readies to roll. Capt. Doc Thompson, the senior captain in the Curtis Bay fleet, and Deckhand John Goodwin watch the film crew. Mate Henry Gamp was at the wheel during the shooting, taking the Romain around Baltimore Harbor for the right shots. 8 I LOG I June 1986 On the stern of the Cape Romain, Deckhand Andy Adams (left) and Chief Engineer John Hall take a break from the "action." �SHLSS Prepares Able Seamen For the Future! The eight-week Able Seaman Course offered at the Seafarers Harry Lundeberg School of Seamanship prepares seafarers for the duties of an Able Seaman through classroom and hands-on practical training. In the classroom, topics include deck seamanship, rules of the road, marlinspike seamanship, cargo handling, helmsmanship, safety, fire fighting, emergency procedures, C.P.R. and first aid. • .... / =--· · Rip Claunch (I.) and Curtis Dawson work on splicing an eight strand braid. During the hands-on training, the students experience working with the real thing, such as wire and line splicing, knot tying, block and tackle rigging, and working with cargo booms. Day-by-day maintenance on vessels is stressed to include surface preparation and painting and wire rope cleaning and preservat10n. This course is available to SIU members who ship Deep Sea/Great Lakes or Inland. To be eligible for this course a seafarer must meet the following requirements. All applicants must be 18 years or older and pass a U.S. Coast Guard approved Physical examination before entering this course. All applicants must have normal color vision and have 20 I 100 vision in both eyes corrected to 20 I 20 in one eye and 20 I 40 in the other eye. Anyone wishing to qualify for an Able Seaman endorsement must have either a lifeboatman endorsement or first complete the two week lifeboat course offered at the school. All applicants for endorsement as Able Seaman, Special (12 months), Limited (18 months), or Unlimited (36 months) must show discharges totaling the minimum required , seatime-12 months, 18 months and 36 months-as ordinary seaman. Upon completion of this course student must pass a U.S. Coast Guard exam to receive an Able Seaman endorsement. ..._._;:·~: : ·:' ·::::.,~:'''.tyi:,.,. . ~- .~~~~:- .· .. ·:· ·:.·:.· ..: The Able Seaman class learns the procedure for rigging a bos'n chair and stage. Lexa McClean works in a bos'n chair on the side of the Sonny Simmons. ) .· .··. ·.··.:;: .,l: .. .,., ,,.,.·.::-:.:& First row (I. tor.) Gil Manipon, Bobo Lamb, Rip Claunch, David Elliott Jr., Angel Roman , Charles Finklea. Second row (I. to r.) Lexa McClean, Mike Sorensen, Molina Jose, Nelson Rodriguez, Alfred Bertrand, Rodney Ennis, Ed Idler, Joe Foote. Third row (I. to r.)Jim Moore (Instructor), Mondo Voluntad, Michael Hasson , Michael Hinton, Curtis Dawson, Mark Pesola, Mike Bullen, Troy Smith , John McAuliffe. Fourth row (I. tor.) William Benton, J.B. Higgins. John Cooper, Kris Carson, Jonathan Caldera, Billy Ray Hanbury, Robert Walker, Kevin Merckx, Leonard Scott. June 1986 I LOG 19 �• ~'-< ~--­ •• Instructor Grace Davis works with students in Math class. From Left to right: John Derenfeld, Kenji Hoffman, Gary Dow, Brad Wheeler and Frank Pivik. ~ '- ·' Instructor Teri Wilson works with Kenji Hoffman and Frank Pivik in their composition course. New College Program Underway May 5, 1986 was an important date in the history of the Seafarers Harry Lundeberg School of Seamanship because the new Associates in Arts degree program got Under Way. Five students are currently enrolled in the new college program taking courses in English, math and physical science. These students are now on their way to earning two year college degrees in either Nautical SCience or Marine Engineering Technology. The new college program is set up to meet the irregular and busy schedules of seafarers. Instead of offering courses on the typical 14 to 15 week college semester basis, courses are offered at various times during the year for six to eight week ''mini semesters.'' Students who enroll in the college program come to SHLSS to take the college courses they need for their degree. The college program is run just like the vocational upgrading program. Room and board is free and students are reimbursed for travel expenses upon successful completion of their courses. Tracy Aumann, who coordinates the program, is hopeful that many seafarers will take advantage of the opportunity to take college courses. ''This is a great chance for seafarers to take college courses and eventually earn a degree. We really want to get as many students as possible to participate, and we will do as much as we can to help them get staned in the program." Tracy also added, "we try to be flexible in scheduling and keep the classes small enough to allow for close teacher-student interaction. ' ' Classes range from physics to psychology to sociology. There are classes for all interests which cover all the basics that most college programs would require. Kenji Hoffman, who is taking English, math and physical science said, ''The courses are interesting and challenging. The instructors are excellent and willing to help you as much as they can.'' Gary Dow, when. All that the seafarers need to do is fill out that application,'' Tracy Aumann stated. Evaluation and counseling are also important elements of the program. When a student applies, his or her vocational course records as well as any transcripts from other colleges are revi~wed. Courses that can be transferred into the SHLSS program are considered and an individual program of study which includes what courses are needetl by the student is worked out. The SIU and SHLSS are providing a unique opportunity to seafarers to earn a college degree at no expense to the student. Education is important in these times when the job market is competitive and ever-changing. Don't miss this excellent opportunity to broaden your horizons. For more information and/ or an application, fill out the coupon on this page and mail it today! who sails in the engine depanment said, " This is different from most college courses because the classes are small, and you can really get into the subject with your classmates and the teacher.'' But don't misunderstand Gary warns, ' 'these are good solid college level courses.'' The students like the flexibility of the program and the fact that they are not just another face, name or number as is the case at many schools. Frank Pivik is happy with the program and encourages all seafarers to ' 'take advantage of a great opportunity to improve your education.'' Seafarers who are not quite sure when they could take classes but are interested in the college program are encouraged to fill out an application, "that way we'll have their application on file and can contact them when courses are being offered. Potential students will be on our mailing list and will receive regular information about what courses are being offered and ·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-· College Program Information D Please send more information D Please send more information and an application Name Address~~~~~~~~~-...,.--,-~~~~~~~~~~~ treet State City Zip Code SIU Book Number Circle whichever applies to you Study of the stars Is part of the Physical Science course. Here Instructor Roger Francisco works with Frank Pivik and Brad Wheeler. 10 I LOG I June 1986 i Inland Great Lakes Deck Engine Deep Sea Mail This Coupon To: Tracy Aumann SHLSS Piney Point, MD 20674 ~--·-·-·-·-·-·-----·-·-·-·-·-·-·-·J �Harold Markowitz speaks to the membership at the monthly SIU meeting in Piney Point, Maryland. CPR The Need Arises When You Least Expect It. to Harold Markowitz on May 22, 1986. Markowitz was at the Town Creek Marina at 1 a.m. when he saw a man suddenly slump over. Two women went to the aid of the gentleman and Markowitz, who had just completed a CPR class at the Lundeberg School, stepped There is a very good reason why the U.S. Coast Guard requires seafarers to keep their CPR cards current: emergencies arise when you least expect it and you must know what to do to respond effectively. That's exactly what happened over to see if they needed any assistance. The victim wasn't breathing so Markowitz restored breathing to the man , by means of artificial respiration. The Hollywood Volunteer Rescue Squad was on the scene within minutes. The victim was, by then, breathing and alert. ' 'Mr. Markowitz was able to tell me in a calm and concise fashion the details of the emergency,' ' said Ambulance Crew ChiefJanet Cook. ''Because of this information, I was able to convince the man to allow my crew to prepare him for transportation to the local hospital. As we were putting the victim on the stretcher he went into cardiac arrest. CPR restored his heart beat and he was taken to St. Mary's Hosptial alive and alert where he was treated and released several hours later. ' ' The story might have had another ending for this 3 3-year-old male if Harold Markowitz had not reacted so quickly. This was the first time Markowitz had ever used his CPR training. "It made me feel really good to help someone in need and know that I might have made the difference between life and death," said Markowitz. Brother Markowitz joined the SIU, through the trainee program, in 1978 where he took his first CPR course. He has returned to the Lundeberg School seven times to upgrade through the Steward Department and renewed his CPR certificate each time he returned to the school. ' ' I never expected to use my CPR training," says Markowitz '' but I'm really glad I had it when it was needed.'' Naval Reserve Officers from MSC and MIRAO tour the SH LSS facilities. ~erican Institute~rFree Labor~evelop~ent~~~~~~~~~~~~~~~~~~~- l &-L. '~- ..: .........:.:_:';.;~;= . '·:.:. .· 43 trade union leaders from Brazil and the Caribbean region made a tour of the SHLSS facilities on May 20, 1986. These union leaders were sponsored by the American Institute for Free Labor Development and they were uuu~~~HLSS \ participating in a trade union program offered at the George Meany Center for Labor Studies. COURSE GRADUATE"3CM~~DDD AM SEA I. to r. Patrick Rankin, Harry Alongi (Instructor), Phil Tambon, David Martz, Daniel Marcus. Tankerman I. to r. Alan Lautermilch, Howard Plybon, Greg Swabon. June 1986ILOGI11 �9 D UPG Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry The following is the current course schedule for the 1986 school year at the Seafarers Harry Lunde berg School of Seamanship. For the membership's convenience, the course schedule is separated into six cate_gories: Deck Tiepartment courses; Engine De~ent courses; Steward Department courses; Adult Education courses; All Department courses and '"Recertification Programs. Inland Boatmen and deep sea Seafarers who are preparing to y_pgrade are advised to enroll for class as early as ~ible. Altliough every efton will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. srµ l,{epresentatives in all ports will assist members in filling out the apphcatton. Engine Upgrading Courses Deck Upgrading Courses Check-In Date Completion Date License Mate (Third Unlimited Master Mate Freight & Towing) August 1 October 10 Celestial Navigation October 10 November 14 Lifeboat October 6 October 10 October 17 October 24 Able Seaman September 2 October 24 October 24 December 19 Radar Observer July 18 November 14 July 31 November 28 Tankerman August 11 December 1 August 22 December 11 Radar Observer (Renewal) August 8 September 5 November 7 December 5 August 15 September 12 November 14 December 12 Course Check-In Date Completion Date QMED ·Any Rating July 11 September 19 September 12 December 11 Marine Electrical Maintenance August 22 October 16 Marine Electronics (LASH Crane) October 31 December 12 Refrigeration Systems Maintenance & Operations August 15 September 26 Course Chief Cook Refrigerated Containers Advanced Maintenance September 26 November 7 Diesel Engineer - Regular November 7 December 19 Welding November 7 December 5 Hydraulics July 25 August 21 Fireman/Watertender & Oiler September 12 November 6 Course All Rating Upgrading Courses Check-In Date July 25 September 5 October 17 November 14 Course Sealift Operations and Maintenance Completion Date August 22 October 3 November 14 December 12 Recertification Programs Course Check-In Date Completion Date Steward Recertification November 3 December 8 Bosun Recertification September 2 October 6 Your Holiday at the SHLSS Vacation Center: What It Will Cost The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday at your Southern Maryland home away from home. ROOM RATES: MEALS: Member $30.00 per day Spouse $5 .00 per day Children $5 .00 per day Member $8. 50 per day Spouse $4.00 per day Children $4. 00 per day NOTE: No lodging or meal charge for children under age 12. So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks. 12 I LOG I June 1986 Steward Upgrading Courses Check-In Date October 1 Completion Date Jan.9, 1987 Cook & Baker August 13 October 1 November 19 November 21 Jan.9, 1987 Feb. 27, 1987 Chief Steward October 1 Jan.9, 1987 Adult Education Courses Check-In Completion Course Date Date For students who wish to apply for the GED, ESL, or ABE classes for this year, the courses will be six weeks in length and offered at these times: August 1 September 13 October 31 December 13 Seafarers applying for the upgraders Lifeboat class and who are either ESL or need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. This class will be offered: September 19 October 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: July 25 Able-Bodied Seaman July 18 Hydraulics July 18 July 25 QMED September 12 September 19 Able-Bodied Seaman October 17 October 24 ··············································································~ SEAFARERS TRAINING & RECREATIO CENTER Reservation Information Name: __________________________________________ S.S.# Address: ______________________________________~ Telephone# Number in Party Date of Arrival: 1st Choice 2nd Choice 3rd Choice (Stay is limited to 2 weeks) Date of Departure Send to: Seafarers Training & Recreation Center Piney Point, Md. 2067 4 (Phone: 301·994·0010) •.....•..........•.•.............•••.•••..........••.....••....••............... j I �Apply Now for an SHLSS Upgrading Course ····••···········•·······••·•·•·················•······························•······••••••·•···••··••··•••···•·••••·••••••·•••••••·•·• Seafare rs Harry Lundeberg School of Seamanship Upgrading Application Name (first) (Last) (City) (State) Deep Sea Member D Date of Birth (Middle) Mo./Day/Year Telephone -~- -~~---­ (Area Code) (Zip Code) Pacific D Lakes Member D Inland Waters Member D Social Security# _______ Book# _______ Seniority _______ Department _ _ _ _ _ __ Date Book Port Presently Was lssued __________ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: 0 Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From----~- to___,-.....---(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D D D D D D C C C D C :=__. C 0 Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course Sealift Operations & Maintenance No transportation will be paid unless you present original receipts and successfully complete the course. ENGINE D D D D D D D D D D D Li D D D FOWT QMED-Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel Third Asst. Engineer (Motor Inspected) Refrigerated Containers Advanced Maintenance Marine Electronics (LASH Crane) Hydraulics Hagglund Crane Maintenance STEWARD D D D D . Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ADULT EDUCATION DEPARTMENT L L Adult Basic Education (ABE) High School Equivalency Program (GED) ~ Developmental Studies L English as a Second Language (ESL) [., ABE/ESL Lifeboat Preparation ALL DEPARTMENTS C Welding C Lifeboatman L3 Sealift Operations & Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE~~~~~~~~~~~~--~~DATE~~~~~~~~~~~~~~~ RETURN COMPLETED APPLICATION TO: June 1986 I LOG I 13 �Vacation Tips If You Don't Get Enough Salt at Sea New England to Iowa, Maritime History Abounds '··.·. Part I j,~,·~,. Editor's note: Summer vacation time is . here and many Seafarers and their families have a fascination with nautical history. Below is the first of two stories which will tell you where to find maritime museums, displays and history throughout the country. Part I explores east of the Mississippi River. Next month the western U.S. will be highlighted. For more information, consult travel guides or a travel agent. ,.. ·... ·.:.;:.._ I ,...; . • . · · ·. '">"'- ·. . .. .. ~~ff>'· · /' J!·. . ;·~'., r. J, .. , A"' .. by Dorothy Re Vacation time is coming up fast. Most of us have already made plans. But even if you have made plans, and fo r those of you who still do not have any, here are some things you might like to know about the many maritime museums and preservation and restoration of ships that can be seen around the U.S.A. It doesn't matter where you areEast, West, North, South-or on the inland rivers. There are museums and ships that tell us of our seafaring past which helped to build this great nation of ours. If you have made plans for New England, you can take a side trip and see Mystic Seaport in Connecticut. Mystic is a must for anyone living in the northeastern United States. It i a living museum-having been recreated as it was when it was a working port in the 1800s. There you can see shipbuilding and repairing done and see the famous whaling ship, Charles W. Morgan, used in the movie "Moby Dick." There, too, is the cadet training ship, Joseph Conrad. It took Capt. Alan Villiers around the world in the 1930s. And you can take a trip around the port on Sabina, a small steamboat. Nearby is an aquarium with daily shows performed by seals and porpoises. One could spend several days at this great place filled with scrimshaw, figureheads and exhibits of woodcarving and a breeches-buoy demonstration (a life saving technique), among other attractions. Mystic is a seaport restoration in the style of Williamsburg, Va., and, of course, there are restaurants, motels and gift shops in and around this area. From Lubec, Maine to Key West, Fla., there are maritime museums in every port. In Salem, Mass., there i the Peabody Museum. In New Bedford, Mass., the Old Dartmouth Historical Society is a whaling museum. At Plimouth Plantations, Plymouth, Mass., there is a replica of the May.flower, and in Boston Harbor on the Charles River, the Constitution ("Old Ironsides") rides at anchor. It is probably the most famous symbol of America's maritime heritage, the greate t ymbol of her seafaring victories. At Edgartown on Martha's Vineyard, Mass., there is an Historical Society, and there is another museum on Nantucket. These beautiful island south of Cape Cod, Mass., were centers of the whaling industry and can be reached via a car-ferryboat from Woods Hole or Hyannisport. In New York City, the South Street 14 I LOG I June 1986 ;,.. •.;..v s· . < ...................w ~· A whale of a tale can be found on the Charles W. Morgan in Mystic Seaport, Conn. This ship was used in the filming of "Moby Dick." Seaport, originally planned as a restoration in the Williamsburg style with cobble tone streets and horse drawn carriages, has a marvelous display of ships. The Wavertree, the Peking, the Ambrose Lightship, and the schooner Pioneer, a charter "working sail," can be boarded. The Alexander Hamilton, a Hudson River sidewheeler, was totally ravaged by a storm and sank recently. A great loss. But a new steelbuilt sidewheeler, the Andrew Fletcher, now takes tours of New York Harbor. Just below the Brooklyn Bridge, this attractive place with singers of sea shanties, concerts and a new shopping emporium, is a fast-growing attraction for New Yorkers and out-of-towners alike. The U.S. Intrepid, an aerospace and naval museum, is tied up at the foot of 46th Street in the Hudson River. This huge aircraft carrier is one of many U.S. Navy ship that is now open to the public. The Intrepid is just slightly north of the Circle Line and the Hudson River Day Line. The first will take you around Manhattan Island; the econd will take you up the Hudson River. The Hudson River Day Line used to take trips to Albany but now it goes to Bear Mountain Park and back. Just south of the George Washington Bridge on the New Jer ey side of the Hud on i the Lackawanna ferryboat Binghamton. And at Kingston , N. Y., where the Delaware and Hudson Canal barge used to bring bluestone for the sidewalk of New York is the Hudson River Maritime Center. The National Maritime Historical Society, Sea Hi tory Magazine, is at Croton-on-Hudson, and the sloop Clearwater is docked at Poughkeepie, N. Y. The goal of this "working sail" is to clean up the Hudson River. On Staten Island there is the Snug Harbor Cultural Center to be explored, and out on Long Island there is a new museum at Kings Point, N.Y. at the American Merchant Marine Academy. The Suffolk Maritime Museum is at Sayville and there is another whaling museum at Sag Harbor. The waterfront areas of most major coastal cities of the U.S. attract almost as many visitors each summer as the two Disney amusement centers. In Philadelphia the waterfront area is called Penn's Landing and is on the Delaware River at the foot of Chestnut Street not far from Independence Hall. All of this section of Philly is part of an urban renewal program. There is a park for picnics, and the Moshulu, ''the largest all-steel sailing ship still afloat," is tied up at the wharf as a restaurant. Here, too, are the Portuguese (tall ship) square-rigger, Gaze/a Primeiro , Admiral Dewey's flagship USS Olympia, the Barnagat Lightship, and several other ships. Also in thi area is the Philadelphia Maritime Museum and an art museum next to the place where cruise ships dock. In Baltimore's Inner Harbor, the sister ship to the Constitution, the Constellation, is proudly displayed. The Port Welcome sails the harbor to the middle river and back, and the Nobs/...a, a Cape Cod steamer, i a re taurant ship. The new Baltimore aquarium, an excitingly modern building, looms dramatically on the newlycarved out waterfront area and is one of the most visited places in the country. Cruise ships also tie up in the Inner Harbor. The Pride of Baltimore was lost at sea in early May near Puerto Rico. Four of her crew were lost after a squall hit the schooner as sails were being trimmed. The other eight crewmembers were rescued. The Pride of Baltimore was built in Baltimore in 1976-77 by Melbourne Smith. She made a journey in 1983 from Kingston, Jamaica to the coasts of California, Washington, Oregon and British Columbia. The Pride of Baltimore sailed past every coastal state in America during her short career. She will be missed. Washington, D.C. is catching up in this maritime history "living museum'' capacity. Its waterfront has a marina and many restaurants, one that floats, as well as a floating fishmarket. Several small paddlewheelers ply the Potomac to Mt. Vernon and back. Tall ships have sailed into this waterfront area on several occasions and will again. There are plans for permanent outdoor exhibits near Georgetown, and the Smithsonian Institution has a large maritime exhibit at the National Museum of American Hi tory on the Mall. Not far from Washington, Annapolis has the Naval Academy Museum, and the Cheasapeake Bay Maritime Museum is in St. Michaels, Md. The Dove, a replica of one of the first small ships to land the early settlers in Maryland, is near the State House at St. Mary's, Md. The Calvert Marine Museum is at Solomons, Md. and has a fine exhibit of the oyster industry. (Continued on Page 15.) �Maritime Museum at Piney Point Where the Potomac meets the Che apeake Bay there is one of the most unusual maritime museums: The Seafarers Harry Lundeberg School of Seamanship (SHLSS) and the new Vacation and Recreation Center. Here young men are able to achieve academic uccess and complete their high school requirements. Scholarships are available to all Seafarers. But the bottom line is better skilled seamen for safer and more efficient ships at sea. The collection of ships used for this training includes a lightship, Big Red; a towboat, Susan Collins, and the Claude "Sonny" Simmons, a Chesapeake Bay passenger/freighter. The Charles Zimmerman and the Dauntless, which many will recall, are about the be sold. The Zimmerman, an excursion ship on the Potomac (formerly the Mount Vernon of the Wilson Line), was filled with classrooms, a theater and a library before the new buildings were constructed. The Dauntless, a yacht belonging to Horace E. Dodge (then the Delphine) was also a classroom ship. Both served "the Base" well for many years. A variety of smaller craft are used for training and for fun, and in an open shed there are four rebuilt work boats to remind us of the Chesapeake Bay and its abundance of succulent shellfish; a bug-eye, a Chesapeake Bay sailboat; a skipjack, an oyster dredger; a Potomac river dory, and a log canoe. An archeological dig, recently begun near St. Mary's City, helps bring the rich history of this peninsula alive. Near here in 1634, the Ark and the Dove landed on St. Clement's Island. A replica of the Maryland State House, c. 1649, has been constructed near St. Mary's College, and there is much else to remind us that the Revolutionary War was fought in the vicinity. The Paul Hall Memorial Library and Maritime Museum has a fine collection of artifacts, ship models, paintings, plaques and other historical material showing the rich heritage of the SIU and of the sea. The new Vacation and Training Center houses classrooms as well as facilities for retired Seafarers, a diningroom/cafeteria area, an auditorium and a marvelous view of the surrounding bay waters. This center is also used for conferences and other Union-sponsored activities and offers an ultra-modern setting. (Continued from Page 14.) The Susan B. Constant II, Godspeed II and Discovery, early ships that landed at Jamestown, Va. in 1606, are at the Jamestown Festival Park, and farther down the seaboard, the HMS Bounty is at St. Petersburg, Fla. At the southernmo t tip, the African Queen, of the movie of the same name, has recently found a home in Key Largo. Let's swing around the peninsula, by water, of course, to find the Tampa Bay Maritime Society. The Gulf of Mexico border states are well represented, but before we go west let's go north and inland. On the Inland Waterways and on the Great Lakes there are several preservation ships. Admiral Perry's second flagship, Niagara, is at Erie, Pa. on Lake Erie, and a stemwheeler, Julius C. Wilkie, is at Winona, Minn. on the Mississippi River below Minneapolis/St. Paul. The W.P. Snyder Jr., another stemwheeler, is at Marietta, Ohio where the Ohio borders West Virginia. The showboat Rhododendron is at Clinton, Iowa just above Davenport on the Mississippi where it runs between Iowa and Illinois. The USS Cobia, a submarine, is at Manitowoc, Wis. on Lake Michigan. And one of the most celebrated events of any summer is the International Tug Boat Race, a part of the 4th of July doings in Detroit and Windsor, Ontario. The Lake Superior Marine Museum is at Duluth, Minn., and the Chicago Maritime Society in Chicago, Ill., is on South Lake Park A venue, also on Lake Michigan. Still more Great Lakes maritime history is preserved at the H. Lee White Marine Museum at the mouth of the Oswego River on Lake Ontatio. The Mississippi River Museum is in Memphis, Tenn., and our own SIUcrewed Delta Queen and Mississippi Queen, living museum cruise boats, recreate the days when Mark Twain was a riverboat pilot on the Ohio and KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority are protected exclu..,ively hy the contracts hct-ween the Union anc.1 the emplo) er-,. Get to know }Our shipping rights. Copies of these contract... arc postcJ and a\ ail able in all Union halls. If) ou feel there ha-, heen any violation of your shipping or seniority rights ,1.., contained in the contracts hetv.ecn the Union anJ the employers. mHit] the Seafarers Appeals BoarJ h) certifieJ mail. return receipt requested. The proper adJress tor this i Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copie" ot contract'> as rcfcrreJ to arc available to at all time'>. either h) \\riting Jircctl) to the lJnion or to the Scatarers Appeals Boar<l. )OU CONTRA(' rs. Copies of all SIU contracts are available in all SIU halls. fhese contracts specify the "Wages anJ conditiom unJcr v. hich ~ ou \\Ork anJ li\c ahoarJ ) our !->hip or hoat. KnO\\ ~our contract rights. as 'Well a" your ohligations. such .. .., filing for OT on the proper sheets and in the proper manner. If. at any time. any SIU This is only a partial list of maritime places of interest. There are many more in every section of the country we covered. But before we say "smooth sailing" or "adios" to anyone headed for Texas, here are some of the Gulf Coast stops that you may wish to make. At Galveston, Texas, the Elissa, a bark, spreads sail, and there is also an Historical Foundation. Or if you stop in Fredricksburg, Texas, they have a museum of the Pacific War that ought to take up a day or two. The U.S. Texas, of both WW I and WW II fame, is anchored at the San Jacinto Battleground near Houston, Texas. In the next issue we will cover ome of the marine exhibits on the West Coast. Have a good vacation. KNOW YOUR RIGHTS CO. 'STITt:TI01':AL RIGHTS AND OBLIGATIONS. Copie" l)f the SIU ctrn..,titution arc a\ail.ihlc in ,ill Union hall .... All mcmhcr" "houlJ nhtain copic" of th1" con..,lllution "n a" tn famili,1r11c thcm..,cl\ c" \\1th 1i... con tcni.... Any time !OU feel ,rn~ mcmhcr or otliccr 1" .it tempting to Jcpri\C \•)ll of ,tn! con"1itut1nn,tl right Pr ohlig.ition h) ,tn} method" ... uch a" dealing -with charge .... trial;;. etc .. .. .., \\ell as all other Jelail .... then the member "0 aflcctcd shoulJ immediate!) notlf! headquarter-.. FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lake" anJ Inland Waters District makes specific prov1s1on for \afeguarding the membership ·s money and Union finance\. The constitution requires a detailed audit h) CertifieJ Puhlic Accountants every three months. -which ,1re to be -,uhmitteJ to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members. elected by the mernhership. makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic. Gulf. Lakes and lnlanJ Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures anJ dishursements of tru t funds are made only upon approval hy a majority of the trustees. All tru t fund financial records are available at the headquarters of the various trust funds. Mississippi Rivers. Last but not least in this partial survey is the Clark County Historical Society Howard Steamboat Museum at Jeffersonville, Ind., on the Ohio River north of Louisville, Ky. Here in a large stone Victorian house, once owned by the Howard family, is a sand barge and other relics of the Howard Ship Yards which built many of the famous inland river paddlewheelers. This shipyard was the Jeffboat Shipyard in Jeffersonville where the Mississippi Queen was built in 1976, 50 years after the Delta Queen was built in 1926. There are sailing cruises to discover almost every one of the above mentioned ports and museums. We also advise you to explore the possibility of "harbor festivals" which abound in the summer months in the North and during winter months in the South. EQlJAL RIGHTS. All mcmhcr" arc guaranteeJ equal righh in employ nH:nt anJ a\ mcmhcrs of the SIU. The"c rights arc clc.irl! "ct forth in the SIU con..,titution ,inJ 1n the contrach v. h1ch the Union has nq!l)l1ated \.\ ith the emplo) crs. ( ·on ... c4ucntl). nn mc111hcr 111.1) he J1..,criminatcJ again\t hccau"e of race. creed. color. "c' anJ n.itional or gcograrh1c origin. It an) me111hcr feel" that he i... JenieJ the et.1ual righh to \\hich he i" cnt1tlcJ. he "hould notit] Union hcaJquartcr .... 1111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111. patrolman or other Union oflLiaL in your opinion. fails to protect )Our contract rights properly. contact the neare t SIU port agent. EDITORIAL POLICY - THE LOG. The Log ha-, traJitionall) rdraineJ frlHll puhli..,hing an] article serving the political purpo"e" of an) indi\. idual in the Union. otticer or mcmher. It ha al n rctraineJ from puhli-,hing articles JecmeJ h.1rmful to the Union or ih collective membership. Thi-, e"tahli ... heJ policy ha" hccn reaflirmcJ hy memher ... hip action .1t the eptcmhcr. I lJftO. meeting;; in all con..,lltuttonal ptms. The rc-.pon;;ihilit! for Lo~ pol1c;. i... \C tcd in an cJ1torial ho.irJ \\h1ch con'>lsh t)f the E\ecuti\c Bo,1rd of the l.Jnitrn. The •· \ccuti\~ Bo.irJ may Jclcg.itc. I rom among ih rank;;. one inJi\ iJual to carry out this re..,ron ihil1t\. PA YME 'T OF \10NIES. No monic' .ire tn he paid to anyone 111 an! ollic1al capac1l) 111 the SIU unlc ... -. ,in onlcial Union receipt j.., gi\en ft)r .imc. Under no ..:1rcum'il,tncc'\ "htlllld an! mcmhcr ra! an~ mnnc~ ft)r .tn! reason. unlc. " he i... gl\ en ... uch receipt. In the e\ cnt an! l'nc attemph to rc4uirc an! ... uch r.i;. mcnt he made \\ ithnut -.uppl;. ing " rcceirt. or If " mcmhcr i-. rc4uired to make a ra! mcnt and 1" given an ntlicial receipt. hut feel;; that he houlJ not h.1\ c hccn rc4uircd to 111.ik.c uch p.i: mcnt. thi" shoulJ immcJiatel~ he rernrtcd tt) Lnion hcad4uarters. SEAFARERS POLITICAL ACTIVITY DONA TIO~ -SPAD. SPAD j.., a "eparate scgregatcJ tunJ. It" procecJ.., ,1rc u... ed to further ih ohjech and purpo"e" including. hut not limitcJ to. f urthcnng the roliticaL ... oc1al and economic interc"h ol 111.intimc \\Orkcr-.. the prc ... enation and furthering of the American Merch,1nt Marine v. ith improved c111rlo;. n1cnt orportunit1c.., Ior "ca men and hoat111cn anJ the ad\ :1nce111enl of tr,1de un1lrn concert-. In Clrnncct1on \\ ith ... uch ohjcch. SPA D "urpllfh .ind contrihutc" to pol1t1Lal candidate" for elective ollicc. 1\il contrihution" .ire \ olunt.ir! . l\.o contrihut1011 ma) he ... olicitcJ or rccci\cd hccau"e nf force. i•'h d1..,cnmin;1tion. 1in,tnc1,d rcpri ... ;d. or threat l)f such ClrnJuLt. or'"' a nrnJition of mcmhcrshir in the CniPn l)r l)I emrlP! ment. 11 a cnntrihution i;; 111,1Jc h;. rca ... on ,)1 the ;1ho\C imrn)pcr ClrnJuct. notil) the SL.1f.1rer" nll)n or Sl»\I) h! certified mail \\1thin JO d.1\" of the contrihut1lHl h)r in\L'"l1gat1on and .ippropri.itc action and refund. ii in\l)lunt:1r). Support SP t\ I) tn rn,tcct anJ further ) lHlr econPmic. polit1c.d .ind ... rn:i,il intcrc-.h . .ind :\mcr ·c.111 tr,1dc unillll concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of ace~ to Union records or information, he should immediately notify SIL President Frank Drozak at Headquarters by certified mail. return receipt requested. The addr~ is 5201 Auth \\ay and Britannia Way~ Prince Georges County, Camp Springs, \1d. 20746. June 1986 I LOG 15 �The Real ''Une'' on Coke Cocaine Abuse-America's New Epidemic The pages of this country's newspapers are filled with stories on the growing drug problem in this country. Of all the drugs hitting the street, none is more popular or more dangerous than cocaine. Cocaine was once the toy of the privileged few. Now, thanks to a new inexpensive street form of the drug, known as crack, it is being used by people in every strata of society, and at every age level. The most dangerou thing about cocaine is the ignorance that most people have of the drug. The first time that people try cocaine, they usually find the experience pleasurable. Yet within months-weeks, you can become addicted to cocaine, and your life can be a living hell. * * * One SIU member who is a recovering addict said this about his experience with cocaine: ''The first time I tried it, I was in South America. I was bored, and it made me feel good. Within months, I was spending every penny I made to get the stuff. I would steal-and worse. Then I looked at my wife and child and realized I was robbing them of their future. I had to stop." Here are some answers to frequently asked questions about the drug: What is cocaine? Cocaine is a chemical extracted from the leaves of the coca plant, which grows mainly in South and Central America. As a "street drug" in the United States, it is generally found in the form of a crystalline white (sometimes pink or tan) powder often called "coke" or "snow." It is recognized by doctors as a stimulant and "euphoriant" (something that gets people "high"). It works by reacting with other chemicals in the human nervous system and brainone doctor describes the effect as "flooding the pleasure centers." It also blocks pain messages in the nerves, and narrows the blood ve sel , raising blood pressure and increasing the work of the heart and lungs. Is cocaine addictive? Yes, if addiction means being "hooked" on it-an irresistible urge or compulsion to use the drug, usually in ever-larger doses, more and more frequently, despite erious ide effects and the disruption or destruction of normal work, school or family life. People use cocaine because they like its effects, and they can get to the point of centering their whole lives around getting it and using it, to the point where nothing else matters-not even food or sex. When a cocaine addict tries to quit the drug, there are withdrawal symptoms-deep depression, irritability, fatigue and sleepiness, loss of energy, and an intense craving for cocaine. Some professionals call cocaine nonaddictive because ending its use does May 30, 1986 To: SIU Brothers and ARC Staff First, I would like to say what a superb job Commander Ken Conklin is doing at Piney Point and I am looking forward to upgrading my license there soon. It has been almost one year ago that my life was in ruins. I thought I was on top of the world, "One of the boys," drinking and partying all the time. My life was a total wreck! When I entered Seafarer's Alcoholic Rehabilitation Center, I thought it was a joke and I didn't have time for their lectures and A.A. meetings. Well brothers, I was wrong. Alcohol and drugs are not the answer. Just after one year of being sober my life has changed 180 degrees. I may have lost a few good friends with my living a straight life, but who needs friends who drag your life down the drain. I have adjusted to the sober life and it was not an easy battle. It was hard to part with my loved one (alcohol) and being labeled an alcoholic doesn't bother me anymore. It makes me look back at where I came from, a place I never want to return to!! It feels good to wake up without hangovers, itchy skin and guilt feelings of not remembering what I did the night before. My health is great and I am in control of my life. Let me tell you, it sure feels "Damn Good" to be back at the helm and steering a straight course in life. Thanks again Rick Reisman, Jesse Logan, Bill Eckles and the rest of the staff. Captain David Domangue-D-5S10 Los Angeles/Long Beach Red Stack Tugs P.S. Thanks to my "mom" for her love, understanding, and the strong support she gave during treatment; I love her dearly. 16 I LOG I June 1986 not produce the kind of extreme physical ''withdrawal crisis'' that hits heroin users when they quit "cold turkey.'' Others talk of cocaine "dependency" instead of addiction. Don't be fooled by these differences of opinion on the meaning of the word 'addictive.' No doctor, social worker or drug counselor familiar with its effects harbors any serious belief that cocaine is not addictive. How is cocaine used? The powder is generally raked with a razor blade into narrow "lines" on a mirror or other smooth surface and then sniffed or ''snorted'' into the nose through a small metal tube, a straw or rolled-up dollar (or hundred-dollar) bill, or from a tiny spoon. It can also be dissolved and injected under the skin or into a vein. "Freebasing" is smoking the purified substance (called freebase) remaining after the user mixes cocaine with other substances and dries the resulting paste over a flame. Drug and alcohol abuse that go only end in three ways, says Rick Drug Abuse Rehabilitation Center The person can wind up in jail. Or he can be placed in a hospi Or he can die. Along the way, there is plenty o friends and co-workers. It is estimated that this year al because of worker drug abuse, an get involved in job-related acciden Then there are costs that can n children, failed marriages. And on the personal level there job opportunities and the gnawing future and your self-respect. If you have problems with drug epidemic sweeping this country. You can lick this problem if yo recover. Starting with this issue, th alcohol abuse, and what is being our members who suffer from thes What is "crack"? Crack is ready-made freebase, often called "rocks"-small white or beige chips that resemble soap or bits of gravel. It is sold in oversized vitamintype capsules or small glass vials like perfume samples. Crack first appeared on the streets of New York only last summer. It has spread like wildfire. Crack is smoked in any kind of pipe-often in a tubular glass or plastic pipe with a fine screen in the bowl (like those used for hashish), sometimes in a water pipe-or can be rolled into a "joint" with marijuana. What are the initial effects of using cocaine? Usually_ pleasurable. The high begins in a few minutes and lasts from 15 minutes to a half hour. The drug produces euphoria, feelings of wellbeing and increased self-confidence, high energy and alertness. Users are often extremely talkative and restless. With crack, the high comes on faster and dec1ines sooner-producing the desire for more and more. One social worker says "Don't even try it once. It's too easy to get hooked." And a doctor on the cocaine hotline agrees: ''The biggest danger is the overwhelming compulsion to repeat the experience. People who use crack just can't stop.'' Are there medical hazards? Yes, serious ones. Death can result from cocaine use, through convulsions, heart attacks and strokes. Fatal eizures can hit snorters, injectors and smokers, epileptics and non-epileptics alike. Extreme sleepiness after use can combine with the drug's anesthetic effect on the throat, letting u ers "drown'' in their own saliva. Other effects include loss of appetite and ultimately severe weight loss, im- potence and loss of sex drive, irritability, delusions of persecution, outbursts of violent behavior. Repeated snorting can destroy the tissue between the nostrils. Sharing of needles can transmit AIDS and hepatitis. How can I tell if my teen-ager or spouse is addicted? People must give up their illusion that "this couldn't happen in our family." Cocaine is no respecter of race, sex, age or economic level, says a social worker. "You know the person. Don't ignore dramatic changes in behavior or personality." In a kid, these changes can include shifts in eating and sleeping patterns, irritability, weight loss, hyperactivity, depression, excessive absence from school, a constant need for money, loss of interest in family or school, new circles of friends. Parents may find some of the drug-using equipment or empty crack containers, or discover items of value mis ing. In adults, symptoms are similar, and include getting behind on rent and other bills, borrowing money, marital difficulties, and on-the-job problems caused by rapid mood changes or excessive absences. With crack, because the high is so fast and intense, the addiction progresses much faster than with snorting cocaine or other drug abuse. "Someone who started using the drug in February, often not previously a drug user, can have a severe habit by May,'' said a director of a cocaine rehabilitation program. There are only three ways for a teen-ager to support a habit, say police, none of them legal: theft, prostitution, and becoming a drug dealer. �Help Yourself Kick Drugs ted is a progressive disease that can head of the Seafarer's Alcohol and ) in Valley Lee, Md. pread around- to family members, irican businesses will lose $20 billion coholics are six times more likely to J!leasured: broken promises, scarred ~evitable financial problems, the lost that you have mortgaged away your f cohol, you're not alone. There is an .. Hope 'he SIU is committed to helping you will discuss the problems of drug and ing recovery and hope to those of ~s. ,_ Seamen who are addicted to drugs and alcohol have a way out - a place to go and get help: the Union's Alcohol and Drug Abuse Rehabilitation Center (ADARC) in Valley Lee , Md. More than 870 members have made use of the ADARC's facilities since it was founded in 1975. Many have gone on to lead productive lives free of alcohol and drug abuse. There are several thing that make the ADARC uniquely qualified to serve the needs of seamen who are addicted to drugs or alcohol. For one thing , all of the counselors are recovering alcoholics or drug addicts. They know what you ' re going through because they've gone through the same thing themselves. They'll be sympathetic to your needs, but you won't be able to con them. "We practice tough love around here," said Rick Reisman. " It helps most people, but some have to come back two or three times before they are able to understand what we're talking about.'' Each "class" consists of roughly 10 individuals who attend support sessions and AA and CDA (Chemical The First Step ''Taking that first step was the most painful thing I ever did in my life," said one alcoholic who has remained sober for nine years. "But, in retrospect, I don' t think that I would be alive today if I hadn't done it.'' How does one go about taking that first step? Just break it down into its two components: ONE: Is your life unmanageable because of drug or alcohol abuse? TWO: Are you powerless over drugs or alcohol? How do you define unmanageable? " Some people have to be literally hit on the head before they can accept that their life is unmanageable ," said Rick Reisman, head of the ADARC . '' Other people come to the realization much sooner. They save themselves years of hardship and decline ." Some of the people who go to the AD ARC won' t even admit that they have a problem. They are only there because they've been ordered to go by the Coast Guard, or becau e they' ve ,;i( ' l.V failed a drug test. Other people, slightly more than half, are at the ADARC because they realize that they have a problem . "These people have the best chance ofrecovery," said Reisman. "They're at the clinic because they want to recover. That's half the battle." Here is a short checklist to determine if your life is unmanageable, or if you are powerless over drugs and alcohol: * Has your drinking or drug taking * * * * * * * * * * * * * * * Do you drink or take drugs to ** relieve boredom? * Do you drink and take drugs while * on duty? * Have you ever been written up while under the influence? * intoxicated? Have you been caught driving while caused accidents at home, on the road or on the vessel?. Do your friends and family members tell you that you have changed? Are you irritable? Have you lost contact with even your closest friends? Do you have financial difficulties because you take drugs or alcohol? Are you afraid to apply for a job on a Navy ship because you don't think you can go several months without drugs? Do you have blackouts? Do you steal or borrow money to upport your habit? Do you need a drink (or a shot , snort or toke) to get through the day? Do you wake up in trange places ? When you are under pressure , do your thought invariably turn to alcohol or drug ? Have you tried to give up alcohol or drugs , but can 't? Have you tested positive for drug use? Do you find yourself drinking more than you used to, or taking more drugs? Do you think that drugs or alcohol make you wittier, marter , or more socially acceptable ? Have you told yourself that you can lick your problem by yourself, only to keep on using drugs and alcohol? Do you go on periodic binges? Have the binges been getting more frequent? Do you seek out people who abuse drugs or alcohol? If you answer "yes" to even one of these questions, you may have a problem. Think about it. Dependents Anonymous) meetings. Each "student"is a Seafarer, and that helps. ''All of the people in this program with me are merchant seamen,'' said one member who was going through the ADARC for the second time. "Sailors have a unique lifestyle. We're often at sea - cut off from our friends and family. At the ADARC , it ' s good to get feedback from people who have the same problems that you do. " And then there is the cost. The cost of going through a comparable facility is roughly $10,000. The ADARC i free to Seafarers. There has been a gradual change in the ADARC over the past 10 years. It was originally called the Alcoholic Rehabilitation Center. The new name reflects the change. ' 'Most of the people we saw in the beginning were addicted to alcohol," said Reisman. "Slowly, the number of people who are cross-addicted who use both drugs and alcohol ha increased. ' ' About 80 percent of the people we see abuse both alcohol and drugs. Older members are more prone to using just alcohol. Younger members usually abuse both.'' Yet as one older member said, "Hell, an addiction is an addiction. Both drugs and alcohol can kill you.'' "The changes we are seeing," said Reisman, ''are consistent with changes in society. The '60s and '70s saw a dramatic rise in recreational drug use, and we are seeing the results of that.'' Within a month or two, the ADARC is expected to open up a new wing that will double the number of people it can accept at any one time. In addition, the hospital it has been using to detox alcoholics is now accredited to detox drug users as well. "More than most professions," said SIU President Frank Drozak, "seamen have a sense of community. We believe in taking care of our own. "Drug and alcohol abuse, " he said , "is a growing threat to this country, and to the job security of our members. ''A growing number of jobs available to this membership ," said Drozak , " are onboard military vessels that have been contracted out by the Navy. The Navy insist that the people who man these highly sensitive positions be drug-free and they will test for drug use . ''The bottom line i that in the foreseeable future, government employees and transportation workers will be subject to these tests. There's just no getting around the fact." And do these tests prove anything? "As far as I am concerned," said Reisman, "anyone who knows that he or he will have to undergo a drug test to gain employment, and who still smokes marijuana or takes cocaine, has a problem with drugs. It is important, however, that all our members know about these latest developments in order to protect their job security.'' One member who wishes to remain anonymous says that he knows people who are so afraid of being tested for drugs that they carry urine samples around with them. The ironic thing, of course, is that all drug testing has to be administered in front of a Navy official. When it comes to testing for drug use, there's no getting around it: what you see is what you get. Thanks to the Union's ADARC program, this member is learning what to do to keep sober and drug-free, one day at a time. June 1986 LOG I 17 �Aboard the OMI Charger • in L.A. Harbor The OM/ Charger (OMI) ties up in Los Angeles Harbor. (Photos by Dennis Lundy) G.W. Davis, OMU, joined the SIU in 1969. The OM/ Charger will be the last ship for the 60-year-old Davis, who plans to retire in June. Willie Wilson, steward/baker. George Major, steward assistant. Frank Bolton, QMED. Crewmembers aboard the OM/ Charger include (I. to r.) Wiley L. Yarber, pumpman; George Khulaqi, AB; Franz Schwarz, bosun; John "Eyeball" Landry, AB, and Norman Johnson, radio officer. 18 I LOG I June 1986 �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • Seafarers International Union of North America. AFL-CIO • I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • I I I I I I I I I I I I • Lcgisli:ltive. Admmistrativc and Rcgul.ttory H.1ppcnings Washlngton Report Vessel Redocumentation Build and Charter Taxes and trade dominated the headlines this month. The president signed into law a vessel redocumentation bill that contained two provisions .of interest to SIU members. The bill closed a loophole in the Jones Act that had allowed foreign-flag tugs to tow foreign vessels in U.S. ports, and extended a waiver that allowed the Delta Queen to continue operating. Had not the waiver of the Delta Queen been passed, then the historic vessel would have been pulled out of service at a considerable loss of tax dollars, not to mention SIU jobs. The superstructure of the Delta Queen is constructed of wood, which means that it must be continually inspected to see if it meets stringent safety requirements. The House Merchant Marine and Fisheries Committee approved H.R. 4135 which, if enacted, would provide American shipyards with their first real boost since the elimination of the Construction Differential Subsidy Program in 1980. The bill would finally release $852 million that was set aside last year for the construction of military vessels to be chartered out to the private sector. It still needs to clear several formidable hurdles, however. For one thing, the Seapower Subcommittee of the House Armed Services Committee has to report on this bill before it can reach the floor. The House Merchant Marine bill contained several changes in order to make the bill more palatable to the Seapower Subcommittee, including one provision that would give the Navy "paramount" control of the program and another that would increase to $75 million the amount to be specifically earmarked for the Navy's sole use. In the Senate, the Senate Subcommittee on Defense Appropriations , which first appropriated the money for the program, has added an amendment to a supplemental appropriations bill that would repeal the requirement that the program be legislatively authorized by Congress before the vessel construction funds can be spent. The administration has gone on record as opposing the bill in any of its various forms. For most of this session, the House of Representatives has been sending not-so-subtle signals to the White House to do something about a growing trade deficit that has reached epidemic proportions. Despite repeated warnings from both sides of the aisle, the administration has done virtually nothing. Frustrated by this inaction, the House of Representatives passed a far-reaching trade bill by a stunning 295-115 margin. The White House, which was visibly taken back by the size of the vote and its bipartisan composition, condemned the bill as being "protectionist." President Reagan vowed to veto it. The real question wasn't whether the trade bill was perfect or not, but why the administration has failed to take any kind of constructive action to protect American companies from unfair foreign competition. Belated attempts to bring the value of the dollar down are starting to have some minimal results. Still, the monthly trade deficit is out of sight, and many U.S. companies have lost footholds in once secure foreign and domestic markets, perhaps forever. The other big story this month was the sweeping tax reform bill that the Senate Commerce Committee passed by a 20-0 vote. As a result, tax reform, once thought virtually dead, is now given a good chance of becoming a reality. The Senate bill has received support from a surprisingly broad range of groups, from the Executive Council of the AFL-CIO on the left to the Chamber of Commerce on the right. I I June 1986 Alaskan Oil ''The truly amazing thing about the maritime industry," said Frank Pecquex, head of the SIU's legislative department, "is that you have to keep on winning the same battles over and over again just to stay even. The other side never fails to bring up the same old issues." One of those issues is Alaskan oil. Last month there was good news and bad news relating to the export of this valuable commodity. The good news. On May 21, 1986, the House passed a trade bill that contained a prohibition against the export of Cook Inlet oil. An amendment that would have allowed the export of Cook Inlet oil that was introduced by Rep. Toby Roth (R-Wis.) was soundly defeated by a 181-238 margin. The bad news. The prohibition against the export of Cook Inlet oil still has to pass the Republican-controlled Senate, where it is expected to face a far more difficult time. In addition, the Commerce Department, on June 4, issued a ruling permitting the export of Cook Inlet oil. The ironic thing about all this is that there isn't that much Cook Inlet oil to export. Both sides view it as a test case for the more important question of North Slope oil. It is estimated that as many as 40 SIU tankers would be affected if the prohibition against North Slope oil were to be rescinded. Auto Carrier Bill The House Merchant Marine and Fisheries Committee has overwhelmingly endorsed a bill that would completely restructure the auto carrier trade between the United States and Japan. The bill, H.R. 3655, would require that an equal number of Japanese cars imported into the United States be carried on American and Japanes9 vessels. "For all practical purposes," said SIU President Frank Drozak, "this trade has been closed to American-flag vessels. ''The action taken by the House Merchant Marine Committee is an indication of what a vigorous trade policy could achieve," said Drozak. "Since the bill was introduced, a number of Japanese companies have voluntarily entered into agreements with U.S. companies to carry Japanese autos on Americanflag vessels. "Of course," said Drozak, "the Japanese are only offering the American-flag merchant marine crumbs. The proposed deals would affect some 90,000 cars out of more than 2.7 million that are shipped into the United States. "Still, one has to view this issue in a broader context," said Drozak. "The Japanese were unwilling to do anything to open up this once closed market until Rep. Walter Jones (DN.C.) introduced this bill. They entered into these latest agreements only to prevent passage of H.R. 3655. Think of what we could do if we had an administration that felt trade was an important issue." Operating Differential Subsidy The House Merchant Marine Subcommittee is trying to make sense of the mountains of comments it received during the hearings conducted on the Operating Differential Subsidy program. The hearings were held in order to devise a more effective and cost-efficient ODS program. By doing this, the subcommittee had hoped to put pressure on the administration to accept the proposition that something needs to be done to confront the crisis in the American maritime industry. So far the administration has not given any indication that it has understood the severity of the crisis. In the meantime, the SIU will continue to monitor the work of the subcommittee on this important bill, in order to make sure that the interests of its members are protected in the event of any sweeping changes in the 0 DS program. Passenger Vessel Bill SIU President Frank Drozak urged the Senate Merchant Marine Subcommittee to pass legislation to spur the development of the American-flag passenger vessel industry. He said that this would create thousands of American jobs, stimulate various state and local economies and generate millions of dollars in individual, sales and corporate taxes. In addition, Drozak stressed that any such legislation would improve the U.S. balance of payments ledger and enhance this country's sagging sealift capability. The subcommittee presently is considering several bills dealing with this issue. These bills include S. 1461, which would re-flag U.S.built but foreign registered vessels for coastwise trading privileges, and S. 1935, which Drozak said ''would create a window of opportunity to foster further expansion of the domestic fleet." For more details on this issue, see page l. Port Development The House and the Senate are expected to meet to iron out differences between the irrespective versions of the Port Development bill. If they are able to reach a compromise on this issue, then work could begin on some 200 dredging projects aimed at modernizing this nation's antiquated system of ports and inland waterways. A full story is carried on page 3. I Support SPAD I June 1986 I LOG I 19 �SIU Members Around the world John Katsos, right, receives his first pension check from Seattle Port Agent George Vukmir. Katsos has been sailing since 1947 as a waiter and messman. Chromer Jefferson, QMED, aboard the OMI Columbia in Los Angeles, Calif. It's time for barbecues and games aboard the PFC Eugene A. Obregon off Rota, Spain. SIU members operate the Tampa Bay Pilots Association boats. Onboard the Pilot are Jim Pierce and Phillip Valanerrliam. Pensioner Macon Welch of Gibson, Ga. enjoys a good hunt during his retirement years-" all of this made possible under the SIU's Pension and Welfare Plan." 20 I LOG I June 1986 SIU Patrolman Danny Keao talks with AB Jeff Hood aboard the C.S. Salernum when the ship made a recent stopover in Honolulu. SIU members come out in large numbers at a recent anti-apartheid rally in Washington, D.C. �Preservation of a Seafarer's Art ·•: :.: "::. • ·~.- ~...... ·;::·~::·:... ··:-··w·:-:·:-:.._._._._~._...':",. • r , ")' r Brother Lopez relaxes at his work desk after completing another ship in a bottle. by SCOTTY BOATRIGHT Donald Scott "Scotty" Boatright, from the San Francisco area, is currently shipping as an AB on the SeaLand Patriot. He joined the SIU in 1978, passed the AB course at Piney Point in 1980, andjust earned his "A" seniority last year. Boatright has been photographing Julian Lopez's work for the past few voyages and recently finished this article which he offers to the membership as a tribute to his retiring shipmate. It is said that the seafaring craftsman is a dying breed. With automation and the modernization of today's merchant ships, many of the old skill of sailors of a bygone era are lost. Sad but true. As an able 'eaman. I still never fail to learn and gain more skills from my older shipmate on each new vessel I join Hand in hand with the seafarer·. kill goes the seararer' · art, fancy knotwork, ship mooel building, refurbishing of old hip part mto furniture or ornamentation and. of course. ships in bottles. This latter craft bring me to Julian "Julie" Lopez. QMED, who is currently one of my shipmates on the M/V Sea-Land Patflol. Born in Segovia. Spain in 1926 and rai ed in Valencia. Julie i definitely one of those die-hard old alts. He began his seafaring career at age 11 on the fishing boats m the Mediterranean Sea and then Joined the Spanish navy in 1942. At that time the Spanish navy still used some sailing ships. In the current days of hort tays in port and long days at sea, Julie, in the past few years, has elected to spend his off-duty hours preserving the art of building ship in bottles. He'll be the first to tell you that many mistakes were, and still are, made in the arduous task of learning this craft. I asked Julie how he got into it. "I was always fascinated with the craft," he says, "but it wasn't until about three years ago that I saw the bosun on the Santa Magdalena actually putting ships in those large, cargo lightbulbs. I asked him to show me, and I learned the tricks of the trade from him. "Then, with a basic knowledge of how it was done. I began my search through bookstore after bookstore in San Francisco, until I finally found one with only two old books on the subject. From there, it was just trial and error all the way!" Julie, at this point, u e strictly hand-made tools, usually fashioned in the engine room's machine shop from scrap. The same goes for hi wood for hulls and masts, cloth for sails and twine for rigging. As for bottles. he take them where he can get them. Julie says. ··1 u ·e anythmg from a gallon jug to a tiny grape Juice bottle . Don't be mistaken though, the larger bottle i"' not nece sarily easier. Detail is the objective, and the larger the bottle, the more visible is the detail of the ship inside.'' He proudly keeps one he made in a tiny grape juice bottle on his desk which, to me, is a masterpiece. He adds, ••of course, the typical one quart rum bottle is the most preferred and traditional. I try to keep this work as traditional as possible, but new and different kinds of bottles always pose an interesting challenge.'' Julie admits, however, that even with the easier one , occasionally, after hours of work and the job is near completion, all can be lost. A ma t will snap or some rigging will break. and the JOb must be started over again. When I asked him about his vast knowledge ofrigging, etc., he told me. "'I have a pretty good idea of how sailing vessels are built becau~e they u ed to build real schooners and other ailing craft on the beach where I was raised. My first job in the navy was on a three-masted bark as an apprentice, and my last as ignment in the navy was on a four-masted top-sail schooner, on which I cros ed the Atlantic. This all gave me a working knowledge of proportions . riggmg and all that. "I hand carve my hull and design my rigging. I try to make each one as authentic as possible, avoiding gaudy paint jobs, pennants and all the other armchair sailor's clutter. Depending on the size, the rigging and the intricacy involved, building one can take anywhere from eight to 30 hours to complete.'' Starting with some dusty old books and a lot of patience, Julie has made it possible for some of us to still enjoy a dying art form if we're lucky enough to cross his path! Some of his work can be seen in shops and restaurants around San Francisco, especially m the Fisherman's Wharf area. Brother Lopez joined the SIU in 1960 in New York and now ships out of the port of San Francisco. Though only a few more voyages away from retirement. he says he'll continue to build hips in bottles ashore for the plea ure it brings him. I've shipped with Brother Lopez before on Delta Line voyages and kno~ him to be a fine hipmate a well as a craft ·man. I know the entlfe membership wishes him well in his upcoming retirement. Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The member need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, NEW YORK Schulman & Altman 84 William Street, Suite 1501 New York, New York 10038 Tele.# (212) 422-7900 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md 2120 1 Tele. # (301) 539-6967 CHICAGO ILL. Katz & Friedman 7 South Dearborn Stre t Chicago, Ill. 60603 Tele. # (312) 263-6330 DETROIT MICH. Victor G. Hansori 19268 Grand River Avenue Detroit, Mich. 48822 Tele # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele.# (813) 879-9842 LOS ANGELES, CALIF. Fogel , Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard , Suite 2600 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild , Feldman & Ostrov 239 South Avalon Wilmington , Calif. 90744 Tele. # (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 3660? Tele. # (205) 433-4904 NEW ORLEANS, LA. Gardner, Robein & Healy 2540 Severn Avenue. Suite 400 Metame, La. 70002 Tele. # (504) 885-9994 NORFOLK, VA. Peter K. Babalas & Associates P C. Suite 700 Atlantic National Bank Bldg. 415 Saint Pauls Boulevard Norfolk Va. 2351 n Tele. # (804) 622-31 00 PHILADELPHIA, PA Kirschner, Walters, W1ll1g Weinberg & Dempsey Suite 110 1429 Walnut Stree• Philadelphia Pa 19102 Tele. # (215) 569-8900 ST LOUIS, MO. Gruenberg , Sounders & Levine Suite 905-Chemical Building 721 01ive Street St. Louis. M1ssoun 63101 Tee # (31 4) 23 1 - 4 SAN FRANCISCO, CALIF. John Paul Jenning Henning, Walsh & R -:hie 100 Bush Street Suite 440 San Francisco, Calif 94104 Tele # (415) 981-4400 SEATTLE, WASH. Davies Roberts Reid, Anderson & Wacker 201 Elliott Avenue West, Suite 500 Seattle, Wash . 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas , P. A 2620 West Kennedy Boulevard Tam pa, Florida 33609 Tele. # (813) 879-9842 Just how does that model ship get into that small-necked bottle? June 1986 I LOG/ 21 - �Naval Fleet Auxiliary Force Shows Growth at Fast Pace A few old-time MSCPAC mariners and Union members dropped by the Union hall to say hello. From left, Business Agent George Grier, Al Corley, Homer Gorden and Lucien Francis. U.S. Sealift Remains Vital In a Fast-Changing World These are excerpts from an editorial by Retired Admiral Elmo Zumwalt. "U.S. armed power may be worthless if realistic assumptions about our allies, access to overseas bases, and foreign intere t are not fully gra ped by American diplomats. Relations within NATO are weakening-enough so that prominent American suggest the European defend their own territories. "For some time. our NATO partners have refu ed to cooperate in keeping the peace in the Persian Gulf region . . . Meanwhile, in the Far East. Japan doe not say whether U.S. force can use it bases to defend South Korea and American statesmen do not insi t on that essential guarantee . . . ·'The bulk of American ground and air forces are tied down in We tern Europe and South Korea. Wherever there might be a confrontation with the Soviet Union, America's first responsibilities will be to support those forces as they lie strategically exposed to Soviet power. If the United States is to be able to meet any other security task, including fulfillment of President Carter's pledge to protect the Persian Gulf, it will have to depend on its naval forces to project power or present a viable defense. Unle tho e naval force are properly armed and prepared, ho tile nation will perceive the United State a incapable of protecting it worldwide." SIU Vice President Buck Mercer (left) and Al Gruhn, president of California Labor Federation, pose at the Union Square anti-apartheid rally in San Francisco. 22 I LOG I June 1986 One of the main duties of the Military Sealift Command (MSC) is to man and operate ships of the Naval Fleet Auxiliary Force (NFAF)-ships that directly support Navy fleets at sea worldwide. The Naval Fleet Auxiliary Force was inaugurated in 1972 with the transfer of one fleet oiler, Taluga, to MSC after earlier tests showed that civilian mariners could operate ships providing the naval fleets with logistic support at great savings. The Taluga was retired at the end of FY 1983 after 39 years of naval service. During her final years of naval support, as a unit of MSC' Naval Fleet Auxiliary Force, she conducted 2960 underway replenishments. In January 1985, the auxiliary fleet had expanded to 33 ships, including 11 oilers, seven fleet tugs, three cable laying and repair ships , two fleet ballistic missile resupply ships, four store ships, one ammunition ship, one undersea cable transporter and three ocean surveillance ship . By 1990, MSC hope to double thi number. This, more than anything else, is the success of Civil Service manning. Civil Service mariners are Navy employees. Many are SIU members. Most NFAF ships also carry small Navy military detachments to provide communications support and ordnance handling. They also assist in helicopter operations. The support NF AF ships provide include underway replenishment, towing, salvage and special services, cable repair, and the point-to-point transfer of fleet ballistic missiles and related cargo. The oilers, stores ships and ammunition ship conduct underway replenishments, commonly called UNREP's, which are the transfer of fuel, food, ammunition, spare parts and almost everything else needed to keep a Navy vessel combat ready while at sea. The seven Powhatan class fleet ocean tugs provide towing and training services to the fleet. In addition, the tugs perform limited diving, salvage and oil clean-up operations when augmented by Navy salvage and diving personnel and portable specialized equipment. The cable ships repair Defense Department communication lines and are capable of laying new cable on the ocean floor. Fleet ballistic missile resupply ships transfer missiles and supplies for our U.S. submarine forces. The newest class of ship assigned to the MSC is the T-AGOS class of ocean surveillance ships. Constitutional Commission Meets in the Philippines More than 50 member of the Philippine · new con titutional commission have begun holding hearings. The commis ioner . who repre ent a broad cro -section of Philippine society, hope to draft a new con titution to replace the one that President Corazon Aquino aboli hed after a urning power. The hearing are till in the explanatory tages. Indeed, the commission ha not yet appointed a chairman, nor even come up with a set of procedures. Yet its work i being anxiously followed by million of Filipinos who want to make sure that the la t vestige of the old Marco regime are wept away. The commi sion include educators, human rights advocate , tudent . film per onalitie , lawyer , liberals, conservative , anthropologi t , and many other repre entative persons. Everyone on the commission was appointed by President Aquino, who recently completed her first I 00 days in office. Noticeably absent from the com- mission, however, are known Communist . According to a New York Times report, Mrs. Aquino wants to have their views represented, but does not want to include controversial, highprofile Comm uni t figures. The New York Times said the constitutional commi ion "ha contentious issues to re olve, among them whether foreign base should be banned. The United State has two large and vital ba es in the country. and their presence has been a rallying symbol for nationalist groups .... " Other problem besetting the Philippine I lands include a faltering economy and a growing national debt. In addition. there is a Communist insurgency being waged which ha assumed extremely seriou proportion . The democratic ideal of President Aquino and her populist image are said to have made inroads among Communi t supporters. She has tried to be conciliatory with the rebels. However, there was a spate of guerrilla activity recently, and hundreds of people were killed. �Assignment of Mariners Note: The Civilian Marine Personnel has issued new instructions covering the assignment of mariners. The first half of these instructions was published in last month's LOG. USNS Navajo (T-ATF 169): Versatile ship of Military Sealift Command, Pacific. • Navajo Sets Towing Record One of the MSC's primary missions is to offer direct support to Navy units at sea. This enhances American military power by allowing combatant ships to remain on station for long periods of time. The support provided by the MSC to the Navy is extensive and includes the following services: underway replenishment, towing, salvage and special services, cable laying and repair, and a point-to-point transfer of fleet ballistic, missiles and related cargo. In the event of an international emergency, these services would be critical and would probably mean the difference between victory and defeat. Recently, the master and the crew of the USNS Navajo (T-ATF 169) set a world record by towing a target ship and three YTB' s 2 ,500 miles from San Diego to Hawaii. The work that the captain and the crew did was so good that it prompted one hard-bitten 25-year veteran of the Navy to exclaim, "These guys impressed the hell out of me. They're good, real good." The following story by Bob Borden, PAO, MSCPAC, recounts the Navajo's journey. When Navajo left San Diego March 3, the ship set out on a southerly course to avoid stormy Pacific weather. Despite such good intentions, the ship battled high winds and seas anyway for most of the trip. The long voyage would have been difficult even without miserable weather because of the vessels trailing the MSCPAC ship. The target ship ex-Coucal was the lead vessel of the four tows connected to Navajo by a 600-foot wire underrider. The old target ship has taken one too many missile hits in her second career which has caused misalignment of the entire hull. As a result, ex-Coucal towed a couple of points off the starboard quarter, causing considerable drag on the tow wire. The three YTBsdestined for Far East ports-are more at home in the calm waters of a bay, not in the rough waters of the ocean. They didn't take the Pacific swells easily. While Navajo lookouts kept a close vigil on the tows, a couple of false flood alarms sent deck personnel scurrying into the ship's zodiac boat to make onboard inspections of two of the YTBs. "If they happen to break loose, which is not uncommon," said Capt. Rosten stoically, "you have to pick them up again while you're towing a couple of others. Because you don't have the maneuverability, it can get very tricky. And there's always the worry about a collision between one tow and another.'' When Navajo arrived off the coast of Hawaii March 22, she was greeted by four Navy tugs prepared to take the load off her back. Capt. Rosten puffed on a cigarette just after sunset and surveyed the scene from the bridge. "The tow was the easy part," he joked, watching the players take their parts for the next scene of Navajo' s 19-day voyage. Despite his attempt at humor, there's probably more fact than fiction in his statement. Unhooking a tow at sea is like trying to tame a wild gorilla. You do it with extreme caution. A seemingly routine task can be uncommonly complicated-and dangerous. Combine heavy chain, powerful wire bridles and thick hawsers with lots of strain and tension and you've got the ingredients aboard fleet tugs for exciting but dangerous work. The sudden snap of a taut tow line can ruin your whole day, especially if you happen to be in the line's path. Notes Capt. Rosten, "When you're hooking or unhooking a tow, you've got a lot of strain on the wire, so people have to be aware of anything breaking loose. The deck people have to work very fast and they have to know what they're doing without going by the book. The work aboard these ships requires flexibility and adaptability. When Navajo mariners set about to unhook the towed target ship and three YTBs and tum them over to the waiting Navy tugs, their difficult task was compounded when tow wires got tangled up underwater. For several hours, Navajo, her tows and the Navy tugs seemed to be doing a clumsy version of the waltz as they pushed and pulled against each other in a futile effort to untangle the snarled lines. Bos'n Frank Cruz, AB Al Suva and other Navajo 2-6. ASSIGNMENT OF CIVMAR RELATIVES ABOARD THE SAME SHIP-Area commands may consider requests from CIVMAR relatives, other than spouses, to sail aboard the same ship during their tours of duty. These requests may be granted provided that assignments meet the manning requirements of the command, create no undue disruption to ship operations and are in the best interest of the command. Bona-fide vacancies must exist, each mariner must be fully qualified for the position and in the case of female CIVMARS, adequate berthing, as stated in section 2-3, must be available. A CIVMAR relative shall not serve in a position in which he/she has authority to appoint, employ, promote, advance, discipline or effectively recommend his/her relative for appointment, employment, promotion, advancement, or disciplinary action. 2-7. ASSIGNMENT OF CIVMAR SPOUSES ABOARD THE SAME SHIP-The following governs the assignment of CIVMAR spouses to the same ship during their tours of duty. These requests may be granted provided that assignments meet the manning requirements of the command, create no undue disruption to ship operations and are in the be t interest of the command. CIVMAR spouses who request to be employed aboard the same ship may be allowed to do so, providing all of the conditions listed below are met. Requests which do not clearly meet all of these conditions will be denied. a. There are bona-fide vacancies for both spouses on the requested ship in accordance with the established manning scale. b. Both spouses are fully qualified for the positions requested in accordance with applicable regulations. c. Appropriate berthing is available or can be arranged without undue disruption of accommodations for other crew members. Accommodations assigned must also be in compliance with the requirements of COMSCINST 9330.6. d. Neither CIVMAR spouse shall be serving in a position in which he/she has authority to appoint , employ, promote, advance or effectively recommend his/her spouse for appointment, employment, promotion or advancement. Nothing in this instruction affects the employment of CIVMAR spouses aboard separate ships. This assignment policy is not consistent with Department of the Navy policy for assigning military personnel to shipboard duty. 2-8. ASSIGNMENT OF LICENSED STEAM ENGINEERS TO MOTOR VESSELS TO QUALIFY FOR DIESEL LICENSES-Pursuant to U.S. Coast Guard regulations for licensing engineers, MSC has established a program to allow licensed steam engineers to serve aboard motor vessels as observers to enable them to qualify and sit for their diesel licenses. The minimum service requirements to qualify an applicant with a steam license to sit for a diesel license are as follows: a. Chief Engineer: while holding a license as Chief Engineer, steam; 3 months service as Chief Engineer (observer) on motor vessels. b. First Assistant Engineer: while holding a license as First Assistant Engineer, steam; 3 months service as First Assistant Engineer (observer) on motor vessels. c. Second Assistant Engineer: while holding a license as Second Assistant Engineer, steam; 3 months service as Second Assistant Engineer (observer) on motor vessels. Steam engineers serving as observ- ers aboard motor vessels will retain the pay of their permanent steam rating regardless of the class of ship to which they are assigned. Reassignment schedules will be set up by area commands to meet operational needs. Applicants should file requests to participate in the program via the Master and Engineering Office at MSCLANT or MSCPAC. mariners maintained a respectful distance from the bridle every time the strain from the tow made the wire jump and quiver on the ship's aft deck. "You've got to adjust to the reality of this job and these things happen,'' aid Capt. Rosten, pondering his next move while he radioed instructions to his chief mate on deck. It was finally decided to cut the chain linking Navajo to the largest tow, the target ship ex-Coucal. The target ship then cuddled up to a Navy tug for a ride back to Pearl Harbor. The release of two YTBs to the other Navy tugs was done quickly and efficiently. Navajo brought the last YTB into Pearl Harbor alone. Observing the MSCPAC mariners work throughout the whole day was CW03 William Johnson, the service craft officer at Naval Station Pearl Harbor. The Navy tugs that met Na- vajo earlier in the day work for him. Johnson watched the Navajo crew cautiously release each tow while they warily kept an eye on the bridle. ''These guys impress the hell out. of me," said the 25-year Navy veteran. "They're good, real good." In the end, it wasn't fancy equipment that got the job done. It was muscle and steel, the kind oflabor and sweat you expect from a working class ship like Navajo and her sister fleet tugs. There's a lesson in this, says Capt. Rosten, for the people assigned to crewing the fleet tugs. "You don't need super seamen on these ships but you do need good people," he said at the end of a long day. "There are enough people assigned to these ships to handle the jobs we get. But when you don't have good people, you're always undermanned." June 1986 I LOG I 23 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco S - IU companies are continuing to snare new dredging jobs. Leudtke Dredging is about to start a new one in Racine, Wis. Still, the people up in this region will be happy when the House and the Senate finally fashion a compromise port development bill. Port facilities in this region are antiquated and have put American shipping operators at a distinct disadvantage. The maritime industry up here has still not recovered from the recession of the early '80s. While there has been an economic recovery of sorts in the Midwest, it has bypassed the industrial sector. Cleveland, once a thriving manufacturing center, has concentrated most of its attention in drawing service jobs to this area. Few people know it, but the city possesses one of the largest centers of medical research in the country. For the past 100 years , the fortunes of the Great Lakes maritime industry have been tied to three things: stone, coal and iron ore. Since the steel and auto industries are still being hard pressed by unfair foreign competition, there is a decreased need for the stone , coal and iron ore that American ships on the Great Lakes traditionally carry. Many people are still predicting that things will eventually turn around for the Great Lakes ports. Others are not so sure. Great Lakes ports cannot handle the new supertankers that are being built. In addition, many shippers just don't want to chance another season like the last one, when the St. Lawrence Seaway had to be closed becau e of an accident. captain. He recently retired as master from MSCP AC and is well acquainted with the mission and the operation of the ship. The fact that First Officer Wayne R. Conroy is also a former MSCPAC deck officer only adds to the potential success of Lavino's new undertaking. As for the former MSCPAC DeSteiguer crew, some reported immediately for further duty at MSCPAC, while others went on a well deserved vacation. The transfer of these three MSCPAC oceanographic ships to Lavino will mainly affect marine employees with less than one year of MSCPAC service. They will be relieved and returned to home port for separation. Those in this category should make certain that their credited shore leave days are included in their termination notices. These employees also should petition Lavino Shipping for further marine employment. Write a letter that outlines your experience, rating, document endorsements and training. Include your address, telephone number and the dates you will be available for employment. Then stand by. The SIU Government Services Division is available to offer assistance. MSCP AC plans to furlough marine employees with more than one year's service for a period up to six months. It will recall them if necessary. Those temporary employees who are furloughed will have an opportunity to draw unemployment compensation, but will not be allowed to eek employment with Lavino. I want to emphasize, however, that any furlough may prove to be hortlived because MSCP AC is scheduled to operate the USNS Mercy, a hospital ship, and the USNS Point Loma, a launch area support ship. Both ships presently are berthed in the San Diego area. Crews for these vessels have been included in MSCPAC's overall marine manning ceiling. any decision that the labor board might hand down. Cases that would have been an easy win years ago are now being decided in favor of management. I had an unfortunate experience recently concerning National Marine, which entered into a sham sale to evade its contractual obligations toward SIU members. Despite all the evidence to the contrary, the Board dismissed our charges. Well, the Union still has a number of options concerning National Marine, and it intends to use them all in order to protect the interests of our members. But the case is a perfect example of what is happening around the country. The bottom line is this: judges on the National Labor Relations Board are appointed by the president. If unions can help elect a president who is sympathetic to their cause, then things will start turning around. I'm glad to see that many of our members are beginning to understand the connection between their job security and political action. SIU members at Sabine became the first inland boatmen to negotiate a SPAD checkoff into their contract. Another big issue facing workers today is trade. We have an administration in power that has failed to promote American exports. I was recently named to the Texas World Trade Council, a 15-member council which was created by the Texas legislature to promote Texas exports. As a member of this board, I will be in a position to protect the interests of the maritime indu try on a gra roots level. One last thing: I want to congratulate SIU members who work onboard the Delta Queen. The historic passenger ves el was recently granted a waiver by Congress to continuing operating. West Coast By V. P. George McCartney Gulf Coast by V.P. Joe Sacco Government Service Division by V.P. Buck Mercer T _,_ HE USNS DeSteiguer, the fir t of the 12 MSC oceanographic ships, wa turned over to La vino Shipping Company for contract operations. The new crew went aboard at the Naval Supply Center in Oakland, Calif. Although the MSP AC crew, particularly the homesteaders, hated to leave. the transfer went off without incident. The new gang aboard is fortunate to have Wayne R. Berry Jr. as its 24 I LOG I June 1986 T HERE isn't anything wrong with the labor movement that a good grassroots campaign couldn't cure. Almost every labor official I talk to says the same thing: the National Labor Relations Board is making their lives hell. Many no longer believe that they can get a fair hearing in that forum. The increasingly pro-bu ine slant of the board i making it harder for unions to negotiate top-quality contracts. It' as if we have to enter negotiations with one hand tied behind our back ,, becau e we are afraid of B EFORE I begin, I would like to relate a funny story about Frank Mongelli, who for many years was in charge of Piney Point. Mongelli was a dead-ringer for Jimmy Cagney. Every once in a while, people would come up and ask him for his autograph. I was with him one day when that happened. He tried to explain that he wa not Jimmy Cagney, but the people wouldn't listen. He finally gave up and signed his real name-Frank Mongelli. As they walked away. I could hear the people say, "I don't know why he didn't sign his real name." I mention this story because it reminds me that this Union has had a colorful and fascinating history. Yet the bottom line is that the benefits that we take for granted were won by the sacrifices of people like Frank Mongelli. Now, for the grassroots news. In Honolulu, contract negotiations are under way between the SIU and the management of American Hawaii Cruises. We want to get a good contract for our members onboard the SS Constitution and Independence. Shipping has been relatively slow out in Hawaii, in large part because one of the passenger vessels is temporarily laid up. Things are expected to pick up shortly. I attended Maritime Day ceremonies in San Francisco , which were held onboard the Jeremiah O'Brien. Marad Administrator John Gaughan attended. Earlier in the week, Gaughan had pledged to do all that he could to gain veteran status for merchant seamen who served in World War II. I'm glad to hear that someone in the administration is finally recognizing the contributions that American seamen made to the war effort. I'd be even happier if the administration finally came up with a policy to turn things around for the maritime industry. East Coast by V.P. Leon Hall W HILE there isn't too much news coming out of New Bedford these days, the SIU is working behind the scenes to protect the interests of its members in the fishing industry. The NLRB recently issued a decision saying that the Seafood Producers Association failed to bargain in good faith. The Union is al o tied up in the courts to gain control over our pension funds there. In addition, the SIU in Washington i trying to push legislation that will alleviate some of the problems that are confronting the fishing industry. President Drozak recently testified before a joint House committee on the growing crisis in the liability insurance industry. One of the reasons why it is so difficult for fishing boat owners to get insurance, he said, is that safety standards are lax. The fishing industry, unlike other segment of the maritime industry, is exempt from Coast Guard standards. In Washington, D.C., the Maritime Administration gave the first required government procedural approval for takeover of Sea-Land by CSX, a rail conglomerate. Under the terms of the clearance, '·Sea-Land . . . will not be relieved of any obligation under the CCF agreement by any change in control of the company. The critical test for the proposed take-over will come when the Interstate Commerce C<. mission hears the case. �profiles T A FTER eight successive terms in office, Congressman John Breaux has become one of the most senior members of Congress. He ranks 90 out of 435 House members in seniority. He serves as the dean of the Louisiana delegation and is a powerful member on the House Merchant Marine and Fisheries Committee and Public Works and Transportation Committee. He also has been able to sway his colleagues to his way of thinking . In the 99th session of Congress, the congressman from the 7th District of Louisiana had more bills adopted at the committee stage than any other House member. In the 98th Congress , 80 percent of legislation he proposed was adopted. On April 8, 1985, Louisiana Congressman John Breaux announced his intention to give up what could be characterized as a promi ing career in Congress to seek a bid for the U.S. Senate. The announcement baffled his supporters who believed he would one day serve in an important leader hip position, possibly as Speaker of the House. The congressman explained his reasons for relinquishing uch a leadership role: ''I have been told that with a safe seat in the U.S. House of Representatives and with a bright future in leadership ahead, I could be comfortable here for a long time. I question, however, whether much is ever accomplished by being comfortable." Many hope he will carry on in the Russell Long tradition, a tradition that stands for working men and women, supports minority issues and has taken the maritime industry into account. In fact, this is what Breaux has attempted to do throughout his political career. During the 98th Congress the N .A.A.C.P. gave Breaux a 90 percent approval rating for his stand on minority issues. Minorities comprise 25 percent of Louisiana voters, and he has voted for extension of Civil Rights bills, the Voting Rights Act and other legislation that protects the liberties of minorities. Breaux joins organized labor, a sizeable force in Louisiana, in asking that Congress adopt measures to protect America's jobs as more and more businesses relocate abroad. Congressman Breaux is supportive of the work of the maritime industry on many issures. When a bill came before Congress several years ago that would have eliminated the convention tax deduction for passenger vessels, the congressman voted against the measure sensing that it would have had a stifling effect on passenger liners sailing in and out of the port of New Orleans. The congressman' voting record shows that he also voted against the construction of naval vessels in foreign shipyards and against the export of North Slope oil. He gave a crucial vote in favor of allowing a waiver to stand that would bring Cunard vessel into the passenger trades. And to safeguard the health of the maritime industry, the congressman has been in favor of various maritime subsidy programs and has been a vocal cosponsor of H.R. 1242, the Lindy In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Rep. John Breaux Bogg bill to increase cargo preference for U .S.-flag vessels. Breaux's challenger in the race, Republican Henson Moore, has on the other hand left no question that if elected he will ensure America's worker will take a back seat to big busine . The AFL-CIO has all but given Moore blanket di approval. By contrast, aides for Breaux are tre sing Moore' voting record on minority i ue is hallow at best. Moore ha voted against several bills including legi lation that established Martin Luther King Day a a national holiday. But the most dramatic difference to the people of Louisiana has been the candidates' positions on the controversial i sue of offshore oil reserves. Breaux offered the Democratic solution that gave Louisiana a liberal hare of the proceeds from the oil re erves drilled off the Gulf of Mexico. The Republican solution, offered by Moore, gave a substantially reduced amount. The issue was held up in court by the Reagan administration until a compromise was submitted to Congress to give the state a margin of funds between the two solution . Breaux wrote the compromise, and it was pa sed by Congress. Many residents of Louisiana feel they have been given a bad deal by Moore as a result of the compromise. Apart from the major issues. the political composition of Louisiana is sure to favor Breaux. Approximately 85 percent of voter in the state are registered Democrats, and throughout the history of Louisiana no Republican senator has ever been elected "to office. In other areas, the Democratic candidate will be judged by an electorate that, though liberal, is conservative on economic and defense issues and is for protecting the environment. He is in keeping with the majority of Louisiana voters in his support of a strong defense and a reduction in federal spending. He approves of the Strategic Defense Initiative. aid to Nicaragua contra and the presence of American troops in South Korea. Breaux ha also voted in favor of Gramm-Rudman legi lation. Congre sman Breaux began his career as a junior law partner to current Louisiana Governor Edwin Edwards. He al o worked a a legi lati ve a si tan t to Edwards for four years when the governor wa elected to Congress. Breaux i married and maintain a re idence in Crowley, La. When first elected to Congress in 1972, he was 28, the youngest member erving at the time in the House. HIS year, when senators, political aides and lobbyists were asked who among first-term GOP senators was most independent of party leadership, Republican Senator Arlen Specter was one of two senators named. In many ways, the senator from Pennsylvania, elected to office in 1980, is closer to the goals of the Democratic platform than he is to the con ervative legislative agenda set for the '80s. He has said he is against the drive by the New Right to apply their beliefs to the Supreme Court and to the legislature. In 1982, following two year in office, Senator Specter registered more vote contrary to the Reagan administration than any other GOP leader. Senator Specter has voted against proposals to end school busing and legi lation that would weaken ci vii right laws. In 1983 , when President Reagan attempted to fragment the Civil Rights Commis ion by trying to fire three members of the commission, Specter was able to block the effort, bringing about the result that today the commi sion i under the auspices of Congress as well as the Chief Executive. Specter has al o voted pro-choice on abortion and has oppo ed legislation for school prayer. And while original1y in favor of the constitutional amendment to balance the budget , the senator has come out strongly again t the Gramm-Rudman bill, which he has said will only tighten the grip of poverty on the nation and do little to slow U.S. indebtedness to foreign nations. Such positions, taken by a member of the GOP, do not necessarily wash well with conservative GOP members. In 1985, the senator wa forced to face off with the president on his own. Before Specter had made up his mind on the MX missile bill before Congress, aides from the White House told Specter and other Republicans that the president was considering withholding assistance on their reelection campaigns if they did not support him on important legislative proposals. When Specter was certain of the facts, he voted in favor of the MX missile. But publicly he said he would not accept assistance from the president on his re-election campaign. Democrats from Pennsylvania' labor and pecial interest groups are backing Specter this election year. They say they see in him the last remaining strains of moderate Republicani m to survive the 1980 conservative landslide. Democrat tatewide are working toward re-electing the enator and believe that he is a maverick in unusual time and a maverick with taying power. In 1960 he was elected to hi fir t political office in Philadelphia as an a i tant district attorney. By 1965, Specter wa to turn Philadelphia on it heel , undertaking an investigation of the city' courts. The young attorney hocked the city by uncovering a "ce pool of corruption" throughout the justice system that nothing hort of a complete judicial reform could bring about justice for all. Arlen Specter was to erve two .i~!= :. );~ -' Sen. Arlen Specter talks to SIU members at the Philadelphia hall. terms a di trict attorney. In 1967 he also ran for mayor of Philadelphia. promi ing to bring citizens "clean government." Though he was to lose that race, his principles, given on the campaign trail became more widely known. One was hi belief that the riots of the '60 could not be ended without finding olution to poverty and unemplo}ment. the real cau es, he said, of violent unrest. As a senator, the economy became a major .focus, with the nation, as it was, striken with the recession of the 1980 . Specter propo ed measures to give relief to busine e and workers hurt by the recession. He authored a bill that would create a fund to make loans available to unemployed workers facing foreclosure on their homes. The bill also would have allowed federal courts to begin legal proceedings against companies engaged in dumping foreign products into American markets. Another direct beneficiary of the senator's concern for the unemployed has been the maritime industry. Using his influence from Capitol Hill, Specter has been able to attract business to the Philadelphia Shipyard. Currently, the Saratoga i being renovated in the Philadelphia Shipyard, and contracts for similar work have increased as well. Privately, the senator has said he will also support measures now before the House that would increase tonnage for Americanflag vessels and bring jobs to maritime worker . In other work. Specter is a member of the Appropriations Committee, Judiciary and Veterans' Affairs Committee and the Select Committee on Intelligence. On the Appropriations Committee the enator in 1983 propo ed an amendment to delay 30 percent of aid money for that year to El Salvador until the 1980 slayings of four U.S. churchwomen could be resolved in legal hearings in El Salvador. The amendment received pas age in both hou e and meant $19 million was withheld from El Salvador. On the Judiciary Committee, Specter ha pushed for pa ·age of stricter criminal law drafted in the "career criminal'' bill. The bill would allow federal courts to try those individuals who are repeat offender in crimes involving firearm . June 1986 I LOG I 25 �James Curley Baudoin Sr., 58, died on May 13. Brother Baudoin joined the SIU in 1945 in the port of New Orleans sailing as a recertified bosun. He gradthe uated from Union's Recertified Bosuns Program in 1973. Seafarer Baudoin also sailed during the Vietnam War and was a wounded veteran of the U.S. Army in the Korean War. A native of Abbeville , La., he was a resident there. Surviving are his widow, Una Mae ; two sons , James Jr. and Johnathan , and his mother, Eva of Abbeville. Darrell Gene Chafin, 60 , died of heart-lung failure in Jacksonville on Feb. 12. Brother Chafin joined the SIU in 1947 in the port of Mobile sailing as a chief steward. He hit the bricks in the 1946 General Maritime beef. Seafarer Chafin was born in Indiana and was a resident of Hubert, N.C. Burial was in the Campbell Cemetery, Hubert. Surviving are his widow, Madeline; his mother, Mary of Bloomington, Ind., and a brother, Wendell of Anderson, Ind. Jose Pensioner Nieves Collados, 77, passed away from a heart attack in San Juan, P.R. on March 2. Brother Collados joined the SIU in 1944 in the port of New York sailing as a chief steward. He sailed 43 years and on July 4, 1942 was riding the SS Joe Herves. Seafarer Collados was born in Murcia, Spain and was a resident of San Juan. He was a naturalized U.S. citizen. Surviving is his widow, Francesca. Pensioner Eugene 0. Conrad, , 62, died on Feb. 9. Brother Conrad joined the SIU in 1946 in the port of Galveston. He was born in Wisconsin. Surviving is his mother, Laura of La Crosse, Wis. Pensioner Earl Jefferson Davis, 72, passed away on April 21. Brother Davis joined the SIU in 1939 in the port of Mobile sailing as a bosun. He walked the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Davis was born in Mississippi and was a resident of New Orleans. Surviving is his widow, Jo Marie. 26 I LOG I June 1986 Pensioner M~trantonis Demetres died on March 19. Brother Demetres retired in 1972. He was a resident of Piraeus, Greece, Surviving is his widow, Stamatina. Martin Horner, 57, succumbed to heart failure in the U .S. Naval Hospital , Subic Bay-Olongapo , P.I. on Feb. 25. Brother Horner joined the SIU in the . ' . port of Philadelphia in 1958 sailing as a saloon pantryman. He was on the picket line in the 1965 District Council 37 beef. Seafarer Horner was a veteran of the U.S. Army following the Korean War. Born in New York City , he was a resident of New Port Richey , Fla. Surviving is a brother, Herbert of Audubon , Pa. William Earl King, 67 , died on Feb. 27. Brother King joined the SIU in the port of New York in 1965 sailing as an AB. He was born in Alabama and was a resident of New Orleans. Surviving are his widow, Nora and a daughter, Melanie, also of New Orleans. John James "Jim" Lynch Sr., 65, died in the St. Joseph's Hospital, Syracuse, 11 · · N.Y. on April 4. Brother Lynch joined the SIU in 1945 in the port of Galveston sailing as a chief cook. He was born in Cortland, N. Y. and was a resident of Syracuse. Burial was in the White Chapel Cemetery, Dewitt, N. Y. Surviving are his widow, Dorothy; a son, John Jr.; two daughters, Soamnie and Sherril, and a sister, Julia Goble of Syracuse. Pensioner Salvador J. Malhabour, 77, passed away on May 3, Brother Malhabour joined the SIU in the port of Philadelphia in 1958 sailing in the steward department. Seafarer Malhabour was born in the Philippine Is. and was a resident of Pasay City, P. I. Surviving is a sister, Mercedes of Pasay City. Pensioner Woodrow Wilson Perkins, 72, passed away on April 30. Brother Perkins joined the SIU in 1946 in the port of New Orleans sailing in the steward department. He was born in North Carolina and was a resident of New Orleans. Seafarer Perkins also worked as a steel worker. Surviving are his widow, Catherine and another relative, Mrs. G. M. Robertson of Roxboro, N.C. Pensioner James Junior Reeves, 57, succumbed to cancer in the St. Elizabeth Hospital, Beaumont, Texas on March 2. Brother Reeves joined the SIU in the port of New Orleans in 1961 sailing as a cook. He hit the bricks in the 1965 Chicago Taxicab beef. Seafarer Reeves was a former member of the SUP. A native of Oronton , Ohio, he was a resident of Ft. White, Fla. Interment was in the Antioch Cemetery , Buna, Texas. Surviving are his father , Edward of Jackson , Ohio and a sister, Dolly Groby of Buna. Pensioner James A. Robinson, 63 , died on April 18. Brother Robinson joined the SIU in 1946 in the port of Jacksonville sailing as a recertified bosun. He graduated from the Union's Recertified Bosuns Program in 1976. Seafarer Robinson hit the bricks in the 1946 General Maritime , 1947 Isthmian and 1961 Greater N.Y. Harbor beefs. Born in Alabama, he was a resident of Red Bay, Ala. Surviving are his sister, Willie Vera Powers of Warrior, Ala. and his stepmother, Lenada Mason of Red Bay. Pensioner Petronilo Fernandez Rojo, 94, passed away on March 12. Brother Rojo joined the SIU in 1947 in the port of New Orleans sailing as a chief cook. He began sailing in 1927. Seafarer Rojo was born in the Philippine Is. and was a resident of San Francisco. Surviving are his widow, Victorine; a son, Raymond of San Francisco, and another relative, Robin. Pensioner Daniel William Rose, 75, passed away on May 24. Brother Rose joined the SIU in 1938 in the port of Baltimore sailing as a bosun. He hit the bricks in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Rose was a veteran of the U.S. Navy in World War II. Born in Harper' s Is. , N.C. , he was a resident of Opa Locka, Fla. Surviving are his widow , Ora; a son , Jannes , and a daughter, Nina Mc Leod. upgrader in 1975, he called Piney Point "a seat of learning" and said "Paul Hall is on the ball." A native of Liverpool, England, he was a resident there. Surviving are his widow, Maureen of Belfast, Northern Ireland and two sons, Thomas Jr. of Belfast and Dermot. Bobby M. Slade, to cancer in the Our Lady of the Lake Regional Medical Center, Baton Rouge , La. on April 22. Brother Slade joined the SIU in 1946 in the port of New Orleans sailing in the engine department. He hit the bricks in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Slade was a former member of the Boilermaker' s Union, Local 582. Born in Lumberton, Miss. , he was a resident of Baton Rouge. Interment was in the Greenoaks Cemetery, Baton Rouge. Surviving are his widow, Louellen and his mother, Mrs. E. M. Slade of Baton Rouge. 58 , succumbed Pensioner Clarence Matthew Smith Jr., 79, passed away on April 19. Brother Smith joined the SIU in 1944 in the port of Philadelphia sailing as a bosun. He began sailing in 1932. And he walked the picket lines in both the 1946 General Maritime and 1947 Isthmian beefs. Seafarer Smith attended the 1970 Piney Point Crews Conference No. 4. A native of Cape May, N .J., he was a resident of Palm Coast, Fla. Surviving are his widow, Marie and a grandson, Lt. Matthew J. Smith-Neck of Palm Coast. Pensioner Stanley Stevens, 76, passed away from natural causes in Presbyterian Hospital, New York City on April 24. Brother Stevens joined the SIU in 1939 in the port of Boston, Mass. sailing as a steward utility. He also sailed during the Vietnam War and was on the picket line in the 1961 Greater N. Y. Harbor, 1946 General Maritime and 1947 Isthmian beefs. Seafarer Stevens was born in New York City and was a resident there. Burial was in the Flushing (Queens) Cemetery , N. Y. Surviving are his widow , Christine; two brothers, Wilbur and Arnold of New York City, and an aunt, Georgia Davis of Boston. Thomas Rowe Sr., 65 , died on Jan. 22. Brother Rowe joined the SIU in the port of Seattle in 1965 sailing as a QMED, chief pumpman and chief electrician. He sailed ··under four different flags,'' also as a chief engineer on dredges and as a junior engineer on passenger ships. Seafarer Rowe was also an engineer and machinist in the British merchant marine. As an Pensioner Frank Wilson Taylor, 74, died of heart failure at home in Baltimore on March 27. Brother Taylor joined the SIU in the port of Baltimore in 1951 sailing as a wiper. He also worked as a gardener. In World War II, at Pimlico (Md.) Racetrack, he drove officials around in a horse-and-buggy. Seafarer Taylor was ~ �born in Smithport, N.C. Creamation took place in the Green Mt. Crematory, Baltimore. Surviving is his widow, Edna. Pensioner Julio Pena Torres, 84, succumbed to a stroke in Metropolitan Hospital, Rio Piedras, P.R. on Jan. 25. Brother Torres joined the SIU in 1942 in the port of Tampa sailing as an AB. He began sailing in 1932 and was on the picket line in the 1946 General Maritime beef. Seafarer Torres was born in Playa Ponce, P.R. and was a resident of Playa de Gucjamu, P.R. Burial was in the Borinquen Park Cemetery, Cajuas, P.R. Surviving are his widow, Isabel and eight offspring. Conrad Tylenda, 61, succumbed to cancer in the Afton Oaks Nursing Home, Houston on Sept. 17, 1985. Brother Tylendajoined the SIU in 1947 in the port of Philadelphia sailing as an AB. He hit the bricks in the 1946 General Maritime beef. Seafarer Tylenda was a former member of the Fishermen's Union, Local 4792. Born in Mt. Carmel, Pa., he was a resident there. Burial ceremonies were held at the U.S. National Cemetery, Houston and his remains were given to the University of Texas Health Center, Houston for medical research. Surviving are his widow, Louise; his mother Mrs. L. Tylenda of Mt. Carmel, and a sister, Helen Ward of Silver Spring, Md. Pensioner Homer Orville Workman, 71, passed away from cancer in the Ochsner Foundation Hospital, Harahan, La. on March 2. Brother Workman joined the SIU in 1942 in the port of New Orleans sailing as a recertified bosun. He graduated from the Union's Recertified Bo suns Program in 1973. Seafarer Workman began sailing in 1933. Workman hit the bricks in the 1946 General Maritime, 1947 Isthmian and 1961 Greater N.Y. Harbor beefs. In 1972, he attended a Piney Point Educational Conference. And he was a veteran of the U.S. Navy in World War II. Bosun Workman was also a photo-journalist. Born in Indianapolis, Ind., he was a resident of Harahan. Interment was in the Lake Lawn Mausoleum, New Orleans. Surviving are his widow, Anna Mae; a son, Edmond, and a sister, Betty Knonnlein of Indianapolis. Pensioner Clarence Ivan Wright, 79, passed away from heart failure in the Johns Hopkins Hospital, Baltimore on Jan. 24. Brother . Wright joined the SIU in 1939 in the port of Savannah. He walked the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1961 Greater N.Y Harbor beefs. Seafarer Wright was born in Georgia and was a resident of Baltimore. Burial was in the King Park Cemetery, Baltimore. Surviving are his widow, Winnie and a grandson, Neal Bright, also of Baltimore. Great Lakes Andrew Hudimac, 59, died on Feb. 12. Brother Hudimacjoined the Union in the port of Cleveland, Ohio in 1%0. He sailed as a recertified bosun in 1982. He helped to organize the Lamont Geological Observatory Co. Laker Hudimac was a veteran of the U.S. Navy after World War II and during the Korean War. A native of Lakewood, Ohio, he was a resident of Cape Canaveral, Fla. Surviving are his widow, Arietta; his mother, Helen of Cape Canaveral; a brother, Stephen, and a sister, Linda. Pensioner Fred Jack Keefer, 72, passed away from heart-lung failure in the St. Vincent Medical Center, Toledo, Ohio on March 24. Brother Keefer joined the Union in the port of Toledo in 1961 sailing as a tug lineman for the Great Lakes Towing Co. He was born in Ohio and was a resident of Toledo. Burial was in Woodlawn Cemetery, Toledo. Surviving are three sons, Steven, Matthew and John, and two daughters, Tina Done and Kathy, both of Toledo. Thomas William Oliver, 55, succumbed to heart failure in the Alpena (Mich.) General Hospital on Jan. 11, 1985. Brother Oliver joined the Union in the port of Duluth, Minn. in 1951. He sailed as a watchman and bosun for Huron Cement in 1962. He was a veteran of the U.S. Air Force during the Korean War. Laker Oliver was born in Alpena and was a resident there. Interment was in Evergreen Cemetery, Alpena. Surviving is his widow, Joanne. Philip Albert Painter, 56, died on 10, 1985. Dec. Brother Painter joined the Union in the port of New York in 1964 sailing as a chief electrician. He was a veteran of the U.S. Navy during the Korean War. Laker Painter was born in Thorpe, W. Va. and was a resident of Rockville, Md. Surviving is his widow, Pauline. Pensioner Wyliss Veloise Richley, 95, passed away from cancer in the Mainstee Cty. (Mich.) Medical Care Facility on Jan. 12. Brother Richley joined the Union in the port of Frankfort, Mich. in 1953. He was born in Michigan and was a resident of Arcadia, Mich. Burial was in the Conway Cemetery, Arcadia Twsp., Mich. Surviving are a daughter, Margaret Mead of Arcadia and another relative, Edward Richley. Manfried Carl Sunberg, 54, succumbed to arteriosclerosis in the New York Hospital, Hammond, Ind. on Dec. 15, 1985. Brother Sundbergjoined the Union in the port of Detroit in 1979 sailing as an oiler for the Upper Lakes Towing Co. from 1983 to 1985. He was a former member of the Teamsters Union, Local 701. Laker Sundberg was a veteran of the U.S. Army after the Korean War. Born in Elgin, Ill., he was a resident of Michigan. Interment was in the Steven Twsp. (Ind.) Cemetery. Surviving are his mother, Margaret Corcoran of Cedar River, Mich. and a sister, Sonja De Mille, also of Cedar River. Pensioner Peter Paul Wertel, 84, passed away on May 8. Brother Wertel joined the Union in the port of Detroit in 1956. He sailed as an oiler for the Gartland Steamship Co. from 1956 to 197 I and was a resident of Oconto, Wis. Surviving is his daughter, Eugena Van Boven of Oconto. Pensioner John Edward Ziegler Sr., 75, died of ulcers on Nov. 28, 1985. Brother Ziegler joined the Union in the port of Mobile in 1951. He sailed as a tugman and foreman for the Pennsylvania Railroad from 1949 to 1954 and for the Great Lakes Towing Co. from 1954 to 1955. He was a former member of the AFL Building Trades Union from 1936 to 1941. Laker Ziegler also worked as an exterminator. A native of Pittsburgh, Pa., he was a resident of Ashtabula, Ohio. Burial was in St. Joseph's Cemetery, Ashtabula. Surviving are his widow, Mary, and two sons, John Jr. and William. Support SPAD DRUGca PUT A A CHOR AROU D YOUR NECK l!J • TNEYll END YOUR CAREER AND MAYBE YOUR LIFEf June 1986 I LOG I 27 �William Joseph Jones, 61, joined the SIU in the port of Philadelphia sailing as a chief steward. Brother Jones last sailed out of the port of New York. He was born in Cambridge, Mass. and is a resident of Philadelphia. Deep Sea Milton Homer Beasley Jr., 59, joined the SIU in 1945 in the port of Mobile sailing as an oiler and QMED. Brother Beasley is a veteran of the U.S. Armed Forces after the Korean War. He was born in Alabama and is a resident of Theodore, Ala. Kenneth "Kenny" Harold Bowman, 53, joined the SIU in the port of New York in 1966 sailing as a cook. Brother Bowman also worked as a dry cleaner. He was born in Green Bay, Wis. and is a resident of Mt. Vernon, N.Y. Harold A. Monplaisir, 63, joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1959. He sailed as a waiter and room steward for the Delta Line from 1978 to 1980. Brother Monplaisir was born in the West Indies and is a naturalized U.S. citizen and a resident of Brooklyn, N. Y. Earl Franklin Neidlinger, 57, joined the SIU in 1946 in the port of New York sailing as an AB. Brother Neidlinger last shipped out of the port of Jacksonville. He was born in Pooler, Ga. and is a resident of Rincon, Ga. Mahland Cann, 66, joined the SIU in 1947 in the port of New York sailing as a cook. Brother Cann last sailed out of the port of Jacksonville. He hit the bricks in the 1946 General Maritime beef. the 1947 Isthmian trike and the 1965 Chicago Taxicab beef. Seafarer Cann attended Piney Point Crews Conference No. 8 in 1970. He i a veteran of the U.S. Army during World War II. A native of Brooklyn, N.Y., he is a resident of Jacksonville. Thomas Horatio O'Brien, 65. joined the SIU in the port of San Juan, P.R. in 1971 sailing as a cook. Brother O'Brien last shipped out of the port of Santurce, P.R. He is a veteran of the U.S. Army during World War II, the Korean War and the Vietnam War. Seafarer O'Brien was born in Morristown, N .J. and is a resident of Caparra Heights, P.R. Harper Fetts Darrow, 62, joined the SIU in the port of Lake Charles, La. in 1951. sailing as an AB. Brother Darrow last sailed out of the port of Houston. He is a veteran of the U.S. Air Force in World War II. Seafarer Darrow was born in Tennessee and is a resident of Na hville, Tenn. Victor Michael Palombo, 65, joined the SIU in the port of Mobile in 196 l sailing as a chief electrician and QMED. Brother Palombo is a veteran of the U.S. Navy in World War II and the Korean War. He was born in Italy and is a naturalized U.S. citizen. Seafarer Palombo i a re ident of Pensacola, Fla. Nicholas Delos Santos, 59, joined the SIU in the port of New York in 1958 sailing as a FOWT. Brother Delos Santos was born in Texas and is a re ident of Galveston, Texa . John William Rambo, 59, joined the SIU in 1945 in the port of Philadelphia sailing as a hip' delegate and AB. Brother Rambo walked the picket line in the 1946 General Maritime beef. He was born in Florence, N .J. and is a re , ident of Woodlyn, Pa. ~ James Miltorn Edmonds, 65,joined the SIU in the port of Mobile in 1951 sailing as an AB. Brother Edmonds also sailed during the Vietnam War and is a veteran of the U.S. Navy in World War II. Seafarer Edmonds was a former member of the Piledrivers Union, Mobile local. A native of Greenwood, S.C., he is a re ident of Wilmer. Ala. Anthony Stephen Ferrara, 65, joined the SIU in 1949 in the port of New York sailing as an AB. Brother Ferrara attended Piney Point Crew Conference No. IO in 1970. He was born in New York and is a resident of Brooklyn, N. Y. Donald Clinton Henderson, 66, joined the SIU in the port of Baltimore in 1963 sailing as an AB. Brother Henderson last sailed out of the port of Seattle. He also sailed during the Vietnam War and is a veteran of the U.S. Army Infantry in World War II, the Korean Conflict and the Vietnam War. Born in Portland, Ore., he is a resident of Seattle. 28 I LOG I June 1986 Harry Edward Schockney Jr., 63, joined the SIU in 1943 in the port of New York sailing as a ship's delegate and QMED. Brother Schockney last shipped out of the port of Baltimore. He was born in Baltimore and i a resident there. Mikolaj "Mike" Strawinski, 65, joined the SIU in the port of New York in 1951 sailing as a FOWT and BSU. Brother Strawinski hit the bricks in the 1961 Greater N. Y. Harbor beef and the 1965 District Council 37 strike. He graduated as ajunior and reefer engineer from the Union's-MEBA District 2 School of Marine Engineering, Brooklyn, N. Y. Seafarer Strawinski is also a machinist. During World War II he sailed in the Polish merchant marine. Born in Dniepeopietrowski (Poland) U .S.S.R., he is a naturalized U.S. citizen and a resident of Howell, N.J. William "Bill" Henry Todd, 54, joined the SIU in the port of Wilmington, Calif. in 1956 sailing as a recertified chief steward. Brother - Todd graduated from the Union's Recertified Chief Stewards Program in 1982. He last shipped out of the port of Houston. Seafarer Todd was a former member of the SUP. He attended Piney Point Crews Conference No. 5 in 1970. Todd also worked as a bookkeeper. A native of Greenville, Texas, he is a resident of Conroe, Texas. Alberto Matos Velez, 59, joined the SIU in the port of New York in 1958 sailing as a QMED. Brother Velez last shipped out of the port of Santurce, P.R. He hit the bricks in the 1961 Greater N. Y. Harbor beef. Seafarer Velez also sailed during the Vietnam War and is a veteran of the U.S. Army in World War II and after the Korean War. A native of Santurce, he is a resident of Trujillo Alto, P.R. Great Lakes Joseph H. Mrkva, 65. joined the Union in the port of Frankfort, Mich. in 1958. He sailed as a FOWT and porter for the Ann Arbor (Mich.) Railroad Carferries aboard the ferry Wabash from 1957 to 1961. Brother Mrkva last sailed out of the port of Algonac. Mich. He was born in Owosso, Mich. and is a resident of Perry, Mich. Fred Albert Olson, 65, joined the Union in the port of Seattle in 1956 sailing as a recertified bosun. Brother Olson graduated from the SIU Recertified Bosuns Program in 1972. He began sailing in 1951 and al ·o sailed during the Vietnam War. Laker Olson worked on the Waterman Shoregang. too. He attended the l 975 Piney Point Crews Conference. was a former member of the SUP and is a 1959 graduate of the Andrew Furuseth Training School. Brooklyn, N.Y. Born in Spokane. Wash .. he i a resident of Las Vega , Nev. Olson plans to do plenty of fi hing during retirement. Eugene Leo Svercl. _9, JOmed the Union in the port of Toledo, Ohio in 1960. He ailed as a bo un aboard the SS Norman J. Kopmier (American Steamship) from 1950 to 1960 and SS U.S. Gypsum (Boland and Cornelius) in 1972. Brother Svercl last sailed out of the port of Duluth. Minn. He was born in Minnesota and is a resident of Sandstone, Minn. Gordon Lloyd Trainor, 65, joined the Union in the port of Frankfort, Mich. in 1964. He sailed as an AB, ship's delegate and motorboat operator aboard the carferry Chief Wawatam (Mackinac Transportation) St. Ignace, Mich. from 1964 to 1965. Brother Trainor began ailing in 1945. He was a former member of the TP Assn. Union of America, Local 11, Sault Ste. Marie, Mich. Laker Trainor is a veteran of the U.S. Air Forces during World War II. A native of Canada, he is a naturalized U.S. citizen and a resident of St. Ignace. Trainor expects to practice his hobbies of photography and woodcarving in his golden years. ,...~ �Dllaest of Ships tleetllnas :- AMERICAN EAGLE (Pacific Gulf Marine), April 13--Chairman Walt Harris, AB; Secretary N. Duhe; Educational Director lvanaska; Engine Delegate J. McAvoy; Steward Delegate Martin Ramos. Some disputed OT was reported in the deck and steward departments which will be taken up with the boarding patrolman. Money from the ship's fund ($60) was used to purchase several new films "for the crew's viewing pleasure." The educational director reminded all members of the upgrading opportunities available at Piney Point and that they should use the school to their advantage. A number of repairs had previously been listed, but so far none has been done-particularly to the galley range and slicer. A vote of thanks went to the steward department for an outstanding job. Next port: Bayonne, N.J. COVE TRADER (Cove Shipping), April 9-Chairman George E. Annis; Secretary W. Braggs; Deck Delegate R. Rogers; Engine Delegate M. Formonte; Steward Delegate J. T. Mann. A few disputed OT hours were reported in the deck department. The ship will pay off in Marcus Hook, N.J. The payroll will be made up through Friday, April 11. The reason for payoff at this time is that the ship will sail to Mexico for a load to be carried to Freeport, Texas. No word on what the ship will do after the next run to Mexico. A letter from SIU Vice President "Red" Campbell was received with regard to some previous ship meetings, and a discussion was held on the contents of the letter. It was requested that the boarding patrolman check into why members have not received a day's pay in lieu of time off. He also should check on the hot water system for the showers. The water is scalding, and men are getting burned. This has been a problem for over a year now. Next port: Marcus Hook, N.J. GROTON (Apex Marine), May 11Chairman Neil D. Matthey; Secretary Marvin Deloatch; Educational Director J. Tyson; Deck Delegate Mario R. Romero; Engine Delegate Gerardo Vega; Steward Delegate Pedro Mena. The chairman reported that the ship will be paid off May 14 in Port Reading, N.J. Everything is running smoothly in all departments with no beefs or disputed OT. Crewmembers were reminded of the importance of contributing to SPAD in order to help the Union fight for a stronger merchant marine. The secretary then reminded members to take advantage of the upgrading opportunities at Piney Point and to better educate themselves for increased job security. He noted that courses are available at the school for college credit, and that the instructors take a sincere interest in each member. The educational director stressed the need for practicing safety at all times. The steward gave the crew a vote of thanks for helping keep the mess room clean. The crew, in turn, gave the steward department a vote of thanks for the excellent food. Next port: Stapleton, N. Y. INDEPENDENCE (American Hawaii Cruises), April 25-Chairman Tom Lasatar; Secretary Roy Aldanese; Educational Director Vern Bash; Deck Delegate Pete Daniels; Steward Delegate James Woods. No disputed OT. The upcoming contract was discussed, and the chairman asked for support from the crew during the contract negotiations. He also offered a vote of thanks for having a patrolman aboard ship during payoff week. The patrolman urged all members to fill out contract suggestions forms if they hadn't already done so. He also asked for a strong showing of solidarity during the negotiations and stated that the SIU remains strong because of the membership's support of SPAD. Shipyard notices have been posted , and the current issue of the LOG is available in all lounges. The chef and hotel manager are more than willing to help upgrade the food aboard ship and will work with the crew in that regard. Next port: Honolulu, Hawaii. MAJOR STEPHEN W. PLESS (Waterman MSC), March 2-Chairman William Kratsas; Secretary Lee de Parlier; Educational Director Ronnie Herrian; Deck Delegate William E. Ashman. No disputed OT. There is $8. 75 in the ship's fund . The chairman welcomed three new members to the "A" team and hoped everyone had an enjoyable vacation. The ship is returning to Norfolk from Roosevelt Roads, P.R. as part of the merchant ship convoy of Operation Safepass. The ship is expected to arrive at Lynnhaven Anchorage on March 6, and all hands were asked to be alert when leaving the vessel or coming aboard from the launch due to weather conditions. Seven Canadian naval officers and enlisted men are aboard the Pless. "'Our hospitality is to them, and we wish to make their time aboard as enjoyable as possible while off watch." The chief engineer prepared a report explaining the Red Fox Sewage Treatment which was to be distributed following the meeting. It explains the cando's and no-no's of the system. A letter from "Red" Campbell was received, answering questions posed by the crew at the last meeting. There is now some confusion about orders not to smoke in the cargo holds and on deck even though welding is permitted in the same areas. Clarification also was requested on room money-when a launch does not run on account of weather and a crewmember is stranded ashore overnight. Next port: Norfolk, Va. OMI CHARGER (OMI), April 13-Chairman F. R. Schwarz; Secretary R. L. Jones; Deck Delegate M. Galliano. No beefs or disputed OT. There is $40 in the ship/movie fund. The bosun reported that the chief steward failed to join the ship in Port Arthur, Texas. The chief cook assumed the duties of the chief steward and did an excellent job. In fact a motion was made to have the chief cook, R. L. Jones, accepted into the steward recertification program at Piney Point because of the outstanding job he's done on a number of occasions in maintaining food quality and preparation-once because of injury to the steward and again when the steward missed the ship. A vote of thanks also went to the deck department members who worked around the clock to get the tanks cleaned for cargo. The ship is en route to San Francisco from Port Arthur. PONCE (PAMMI), April 13--Chairman R. Rivera; Secretary C. Rice; Educational Director W. Turner; Engine Delegate K. Linah; Steward Delegate J. Gant. Some disputed OT in the engine department will be taken up with the patrolman at payoff. The ship will pay off in San Juan on arrival. A letter was received from Vice President Campbell pertaining to remarks made in previous ship meetings about the pension plan. It was read and discussed, and a rather heated argument ensued. The steward noted that he is retiring this year and is satisfied that his pension will be as good as any other unlicensed union's plan-if not more secure. "The longer you've been in the industry, the more you will get. You can't get someting for nothing." USNS REGULUS (Bay Tankers), April 8-Chairman George Bradley; Deck Delegate Randy Black; Engine Delegate Gary Mitchell; Steward Delegate Craig Gause; Secretary William E. Bragg. Some disputed OT was reported in all three departments, particularly concerning whether delegates are allowed one hour each week for Union business. There was also some confusion as to when the deck department is required to work 12 hours a day. The last time the ship was in Pearl Harbor, the bosun went to the Union hall to see if he could get clarification on a few points in the working agreement. The local representatives were unable to render assistance but did take note of the points and promised to get answers from Vice President Campbell The reply from Campbell was received, but his letter referred to certain pages that are not in the ship's copy of the memo of understanding. They ask that the Union send a complete memo for the Regulus with the pages referred to in the letter of clarification. There is no VCR in the unlicensed crew lounge, and the other lounges are not big enough to accommodate more than a few crewmembers at a time. It was suggested that the Union have the company connect the existing VCRs to the ship's antenna system or purchase an additional VCR. Also, there is no radio at the crew's disposal as per standard agreement. Next ports: Pearl Harbor, Pusan, Korea and Tacoma, Wash. C.S. SALERNUM (Transoceanic Cableship), April 30-Chairman William Mansfield; Secretary Vic Romolo; Educational Director William Carroll; Deck Delegate Robert Johnston; Engine Delegate Kenneth Stratton; Steward Delegate David West. There were some beefs in the deck departmenL The crew is requesting payment for wages during the bosun's absence. Also, some men are on watch pay while the rest of the deck gang is on cable wages. The patrolman will follow up on these beefs. Shipping out of the port of Honolulu is very steady, according to the patrolman, and the T AGOS program is in full swing, providing Seafarers with additional employment opportunities. He also noted that the Honolulu hall has received a good response regarding contract suggestions for the cruise ships. It was requested that everyone try to keep the noise down during the day because the engine department has night watch. New LOGs were received aboard ship. The Salernum remains in the Honolulu area on cable standby. SEA·LAND CONSUMER (Sea-Land Service), April 20-Chairman J. W. Badgett; Secretary Roy R. Thomas; Educational Director D. L. Bekeman. Everything aboard ship is running smoothly-with no beefs or disputed OT reported by department delegates. A new dryer was received this trip, which made everyone happy. The chairman stressed the importance of contributing to SPAD at payoff. "Everything donated is for you and your Union." Next port: New Orleans, La. SEA·LAND VENTURE (Sea-Land Service), April 19-Chairman/Eng. Maint. Paul F. Worthy; Secretary A. Estrada; Educational Director/Electrician Hugh F. Wells Jr. Some disputed OT was reported in the engine department. Two new VCRs were purchased by the crew and officers of the Sea-Land Venture with money obtained via the arrival pools. In the event this ship lays up for any length of time, members would like these VCRs and tapes to be donated to charity or to some of the "adopta-ship children." Whatever port this ship should lay up in, "all Union officials involved should be notified as to this matter and see that our wish is put into action." Some repairs needed aboard ship are the TV set and the TV antenna for the crew's lounge. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Rotterdam. Official ships minutes also were received from the following vessels: ALEUTIAN DEVELOPER OMI YUKON AMERICAN CONDOR OVERSEAS HARRIETIE AURORA OVERSEAS MARILYN CAGUAS PANAMA CAPRICORN PFC DEWAYNET. W1WAMS COVE LIBERTY RICHARD MATIHIESEN FALCON DUCHESS ROBERT E. LEE GALVESTON SANPEDRO GREAT LAND SGT. MATEJ KOCAK LIG LIBRA SEA-LAND DEVELOPER MOUNT VERNON VICTORYSEA-LAND ECONOMY MOUNT WASHINGTON SEA-LAND INDEPENDENCE OAKLAND SEA-LAND PACER OMI COLUMBIA SEA-LAND PIONEER OMI HUDSON SEA-LAND PRODUCER OMI MISSOURI SEA-LAND VOYAGER OMI WILLAMETIE Personals Frank Conn Please call Vincent S. Kuhl in Chesapeake, Va. at (804) 543-4927. Eddie Lessor Please call Henry Faile at (803) 324-0989 or write him at Route #6, Box 565, Rock Hill, S.C. 29730 before Aug. 1. Robert T. Lyons Please get in touch with your brother, Gordon J. Lyons, at 9180 W. 161st Place, Orlando Hills, Ill. 60477. - Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, July 7 ...................... 10:30 New York ............... Tuesday, July 8 ...................... 10:30 Philadelphia .............. Wednesday, July 9 ................... 10:30 Baltimore ................ Thursday, July 10 .................... 10: 30 Norfolk ................. Thur day, July 10 .................... 10:30 Jacksonville .............. Thur day, July 10 .................... 10:30 Algonac ................. Friday, July 11 ...................... 10:30 Houston ................. Monday, July 14 ..................... 10:30 New Orleans ............. Tuesday, July 15 ..................... 10:30 Mobile .................. Wednesday, July 16 .................. 10:30 San Franci co ............ Thursday, July 17 .................... 10:30 Wilmington .............. Monday, July 21 ..................... 10:30 Seattle .................. Friday, July 25 ...................... 10:30 San Juan ................ Thursday, July 10 .................... 10:30 St. Loui ................ Friday, July 18 ...................... 10:30 Honolulu ................ Thursday, July 17 .................... 10:30 Duluth .................. Wednesday, July 16 .................. 10:30 Gloucester ............... Tuesday, July 22 ..................... 10:30 Jer ey City ............... Wednesday, July 23 .................. 10:30 a.m. a.m. a.m. a. m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. a.m. June 1986 I LOG I 29 �CL L NP Directory of Ports -Company/Lakes -Lakes -Non Priority Dispatchers Report for Great Lakes MAY 1-31, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac ................... TOTAL SHIPPED All Groups Class CL Class L Class NP Frank Drozak, President Ed Turner, Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 40 Port Algonac ....... ............ 0 18 61 33 0 5 27 10 6 20 4 2 5 4 14 37 16 89 34 ENGINE DEPARTMENT 18 Port Algonac ................... 2 5 12 30 0 STEWARD DEPARTMENT 7 Port Algonac ................... 4 4 13 0 HEADQUARTERS ENTRY DEPARTMENT 42 0 5 18 0 0 Totals All Departments ........ 107 45 49 104 0 27 8 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach " means the total number of men registered at the port at the end of last month. Dispatchers Report for Deep Sea MAY 1-31, 1986 Port Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..... . ............... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. Totals ...................... - Port Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. Totals ...................... Port Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile . . ................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. Totals ...................... *TOTAL REGISTERED All Groups Class A Class B Class C 1 61 5 16 4 13 41 22 33 18 23 0 9 35 0 2 3 22 4 7 7 4 3 12 7 2 8 0 14 8 0 0 1 2 0 0 0 0 2 0 1 1 1 0 9 3 0 0 TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 1 2 11 0 2 0 0 0 1 0 3 0 6 0 8 0 3 0 3 0 4 0 0 0 12 8 9 3 0 0 0 0 0 8 0 0 0 0 7 2 2 9 7 1 19 5 0 0 0 38 3 8 2 13 35 20 20 16 27 0 11 28 0 1 283 101 20 222 1 37 3 9 10 7 28 20 24 12 21 0 2 25 0 2 2 4 1 1 3 2 3 4 7 2 9 0 18 2 0 0 0 0 0 0 1 0 0 0 0 0 3 0 0 0 1 26 4 5 4 7 34 22 12 11 16 0 5 18 0 1 0 2 201 60 4 166 1 23 1 9 8 6 12 8 35 7 15 2 8 2 0 0 0 0 2 0 0 0 0 0 1 0 34 0 0 0 16 1 4 1 4 13 7 19 4 23 0 6 18 0 0 0 2 1 2 5 3 2 7 0 36 0 0 2 0 64 12 ENGINE DEPARTMENT 0 0 0 6 2 0 2 0 5 0 1 0 0 0 2 0 2 0 2 0 6 0 0 0 14 4 3 0 0 0 0 0 45 4 STEWARD DEPARTMENT 0 0 3 0 0 0 0 0 0 0 1 0 1 0 4 0 2 0 2 0 4 1 0 0 0 5 15 14 13 0 0 0 0 0 1 2 0 149 72 37 112 0 20 4 8 7 3 16 9 41 10 29 0 7 18 0 0 1 27 2 7 5 3 15 12 19 14 19 0 145 1 0 3 2 3 0 0 14 0 4 2 3 22 7 23 8 26 0 4 12 0 36 15 **REGISTERED ON BEACH All Groups Class A Class B Class C 5 29 9 13 18 3 10 25 23 10 12 1 23 8 0 1 60 5 118 10 20 24 11 98 64 62 30 49 0 7 58 0 3 559 190 15 0 5 0 1 2 0 7 1 1 5 5 1 9 2 0 0 1 86 3 10 16 11 55 44 47 24 41 1 2 48 0 3 3 11 1 0 8 2 16 7 18 8 12 0 13 5 0 2 0 2 0 0 0 0 2 0 1 0 0 0 3 0 0 1 0 2 0 0 0 0 2 1 2 1 1 0 5 0 0 1 39 392 106 9 0 7 0 0 44 3 8 14 12 29 21 74 18 33 1 7 24 0 0 0 0 0 0 0 2 0 0 0 0 0 1 0 43 0 0 0 0 0 0 4 1 3 6 5 1 35 1 0 0 8 4 1 4 0 5 4 9 3 13 1 45 1 0 1 63 289 99 46 0 0 0 0 0 0 0 1 48 8 7 16 4 31 13 95 27 44 1 9 26 0 1 4 69 4 10 13 10 28 27 32 18 42 1 179 5 0 5 1 5 0 0 2 0 18 7 5 1 3 0 380 1 0 0 Port Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville . .......... . ... . San Francisco ............... Wilmington ................. Seattle . .................. . Puerto Rico .............. . .. Honolulu ................... Houston ........... St. Louis ......... . ........ . Piney Point ....... . ......... Totals .... .. ... . . ... . . .. 172 273 273 125 167 83 0 330 446 423 Totals All Departments ..... . .. 805 506 334 625 312 114 162 1,570 841 493 0 2 0 5 3 2 0 1 0 255 0 0 0 ENTRY DEPARTMENT 0 1 27 1 3 0 3 0 3 0 5 0 10 0 6 2 3 0 13 0 13 0 0 0 75 79 5 0 0 0 0 1 0 0 0 0 0 0 0 0 0 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month . Shipping in the month of May was up from the month of April. A total of 1,213 jobs were shipped on SIUcontracted deep sea vessels. Of the 1,213 jobs shipped, 625 jobs or about 52 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 162 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 2,967 jobs have been shipped. 30 I LOG I June 1986 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997 -5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Ba1ac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 q -:--.:- �'We Stand Corrected . .. ' The latest issue of the LOG reflects a common misconception. May I ad,r:1ny version. Page 19 of the May '86 LOG reads incorrectly when the story fails to mention that the steamer Delta Queen also travels the entire length of the Ohio River and parts of the Tennessee River and parts of the Cumberland River. Moreover, I shall eat all the wood in her hull! The Delta Queen's superstructure is made of wood; her hull is copper-sheathed steel. I was a deckhand on the Delta Queen in 1978. Sincerely, Bela K. Berty Pilot, Sidewheeler Pr1ncess 'Professionalism at Piney Point ... ' f- We, the Recertified Class of Stewards would like to extend our appreciation to the staff of the Harry Lundeberg School of Seamanship for the outstanding service they are performing. The complete staff was very, very helpful to us: the teachers without exception were dedicated and really made us feel as though their main goal in life was assisting us to gain the knowledge they had to impart; the hotel staff under Eddie Gildersleeve made us feel that this was our home; the librarians were very helpful in assisting us find the reference materials we needed to complete our course; and last but not least the finance and supply sections were very professional. We had a chance to tour the SIU farm and the Drug and Alcoholic Rehab Center. If we need help with problems in this area, we know where to get it. The tour of the headquarters building at Camp Springs was a fitting cap to the weeks we spent here at Piney Point. The briefings given were very informative. Specific thanks go to Ken Conklin, Edd Morris and Laymon Tucker for making our stay not only educational but enjoyable. Thanks again to an outstanding group of professionals for a great job. Stephen Akens, Peter Gonsalves, Carroll Kenny, Lau Koon, Willie Manuel, Fernando Urias, Harold Markowitz, Dana Paradise, Frankie Ross, Gerald Sinkes, Rudolf Spingat, James Tucker. 'Security With the SIU ... ' ... I think that having rooms for us old people [at Piney Point] is a wonderful thing, and I am sure there are many of us who are greatful for that. I am stuck here [in Escondido, Calif.] for the time being, but it sure makes one feel more secure. I read about the Union sailing those Navy ships, and I know they are doing a good job. I sailed with some of the best, and I know they could do a good job if they were only younger. I feel good, too, about the job Frank [Drozak] is doing. He had a tough job when he took over, and he has had an even tougher job these past five years, and he is coming through like a champion. I know he has some good men working with him .... Sincerely, Jim Barrett Escondido, Calif. 'Paid in Full . . . ' I just want to express my thanks for all that the Union did for us during my wife's sickness ... Guiermo Romales Seattle, Wash. Drozak Plan Adopted IL 7 · eeks to Protect World's Merchant eafarers Proposed international labor standards covering seafarers' welfare, social security, health protection and medical care, and repatriation were the results of the International Labor Organization's (ILO) Preparatory Technical Maritime Conference held at the ILO headquarters in Geneva, Switzerland from May 5 to 16, 1986. Seafarer, shipowner and government delegates from 40 maritime countries met to prepare draft international labor standards which ultimately may become International Conventions and Recommendations. The ILO Preparatory Technical Maritime Conference (PTMC) is the final preliminary step to the ILO Maritime Session which will be held in October 1987. At the Maritime Session, seafarer, shipowner and government delegates from nearly 150 nations take final action on the PTMC's draft standards to advance working and social standards for seafarers throughout the world. Frank Drozak served throughout the conference as the United States' seafarer delegate. Raymond McKay, president, MEBA-District 2: Richard Daschbach. assistant for international affair to Drozak, and Rene Lioeanjie and Rich Berger of the National Maritime Union all ·erved as seafarer advisors in the U.S. delegation. The agenda of the Preparatory Conference consisted of the following items: I. Seafarers· welfare at sea and in port 2. Social security protection for seafarers 3. Health protection and medical care for seafarers 4. The merchant shipping (minimum tandards) convention 5. Repatriation of seamen Each of the agenda item was considered during this conference by a separate technical committee composed of approximately 60 delegate representing seafarer , hipowners and governments. Drozak was chosen by the seafarer delegate as the vicechairman of the committee on repatriation. The full conference adopted the recommendations of each committee to revise and update the appropriate existing International Conventions and to submit them to the 1987 Maritime Session of the ILO. On welfare, the recommended draft convention requires governments to provide adequate cultural, welfare, recreation and information facilities to seafarers both in port and aboard hip. On social security, a draft convention was adopted, although decisions on the central issue of shipowners' liability and whether the flag nation or the country of re idence hould be re ponsible for eafarer · social ecurity were left open for re olution by the Maritime Se sion. The draft convention text on health the drafting of medical guides, for medical advice by radio or satellite communications, and for medical training of ships' crews. On the merchant shipping (minimum standards) convention which enables nations at whose ports ship call to enforce minimum safety and living tandards onboard even when the flag nation does not, the conference endorsed a procedure to increase port's control over social or living conditions. On repatriation, the differing position taken by the seafarers and ship owners were the sharpest, resulting in over a dozen rollcall votes. The seafarers were able to secure sufficient government support to prevail in all but one vote. The revised convention text adopted by the conference clearly establishes that repatriation is a basic and fundamental human right of all seafarer , including commercial fishermen; that repatriation should normally be by air, and that all pay and allowances should be paid by the hipowner until the seafarer reaches his or her repatriation de tination. In hi statement to the plenary se sion of the conference. urging that the revi ed draft of the Repatriation Convention be adopted. Drozak asked all the delegate , particularly from governments, to con ider the fundamen- protection and medical care specifies tal of repatriation. He a ked them to and lay down requirements for the content of ship ' medicine che t and imagine that they had ju t received word from their employers that their ticket home had been cancelled. Their hotel bill and meal were now for them to pay, and that their pay, health benefits, vacation and retirement pay were all suspended or terminated. He reminded all delegates that concern over the payment of passage home is very real to seafarers today and that action mu t be taken to guarantee this fundamental principle of human rights. When the vote was taken, the recommendation of the Committee on Repatriation was adopted. All the decision of the PTMC will be considered for final action by the ILO at its Maritime Session in 1987. At that time all ·; governments which are ILO members will be entitled to vote on these recommendations. "Give Imports the BootBuy American and Look for the Union Label." Union LAbel and Setv1ca Tradaa 0.partmant. AFL.CIO June 1986 LOG I 31 �Maritime Day Shows Move for Veterans Rights In Los Angeles Harbor, SIU members and other members of the merchant marine community boarded the sailboat Spirit to toss wreaths into the harbor in memory of fallen comrades. Thousands of former merchant sailors, current seafarers, union officers and politicians took time on May 21 to remember the 6,000 merchant sailors who died during World War II. The once-a-year gathering from coast to coast is time to pay tribute to the "courage, honor and com~itment" made by merchant sailors, said Ed Turner, SIU executive vice president, at Washington, D.C. ceremonies. In World War II only the Marine Corps had a higher casualty rate. Though many of those veteran sailors have died, without veterans ' recognition or benefits, Marad Administrator John Gaughan said it was time to do something for the surviving seafarers. "I still do not understand how this country can fail to recognize the U.S. merchant mariners who served in World War II . I pledge to correct this inequity in any way I can ," he said. While many spoke of the past, Rep. Mario Biaggi (D-N.Y.) said things must be done today or the country may find itself without a merchant fleet. " We are even today , in the midst of a great battle of another kind , the battle to save the U.S. merchant marine ... There is no question we have far to go. We must overcome the hurdles of conflicting interests and Ed Turner, SIU executive vice president, spoke at the Washington, D.C. Maritime Day services. contradictory policies and guard the lifelines of the ea that sustain us all," Biaggi said. In New Orleans, during a special maritime mass prior to Maritime Day, Seafarers and others honored the dead. Members of the current SHLSS trainee class carried the colors in Washington, D.C • ...... SHLSS Trainee William P. Jackson and the NMU's representative stand before the wreaths they carried during the ceremonies in Washington, D.C. 32 I LOG I June 1986 SIU Vice President George McCartney (right) and Marad Administrator John Gaughan before the SIU's wreath at San Francisco's Maritime Day services. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1986 Description An account of the resource HEADLINES SENATE BILLS REVIVE CRUISE SHIP DEBATE FIFTH AND LAST MPS CREWED BY SIU SEA-LAND AGREES TO CSX TAKEOVER BID SEALIFT ESSENTIAL FOR SECURITY, NAVY TELLS HOUSE HOUSE AND SENATE TRY TO MOLD TWO BILLS INTO ONE SIU BACKS NEW PASSENGER SHIP LEGISTLATION OTTAWA BACKS ITS FLEET ENERGY TRANSPORTATION WINS LEGION TROPHY WALTER JONES NAMED 1986 ADMIRAL OF THE OCEAN SEAS DELTA QUEEN WINS FIVE-YEAR EXEMPTION SONAT CONTRACTS UPDATE MISSISSIPPI QUEEN PLAYS HOST TO WOMEN’S CONFERENCE SIU CREW AND TUG SET STAGE FOR TV COMMERCIAL SHLSS PREPARES ABLE SEAMEN FOR THE FUTURE! NEW COLLEGE PROGRAM UNDERWAY NEW ENGLAND TO IOWA, MARITIME HISTORY ABOUNDS ABOARD THE OMI CHARGER IN LA HARBOR THE SIU IN WASHINGTON VESSEL REDOCUMENTATION AUTO CARRIER BILL BUILD AND CHARTER PASSENGER VESSEL BILL ALASKAN OIL OPERATING DIFFERENTIAL SUBSIDY PORT DEVELOPMENT PRESERVATION OF A SEAFARER’S ART NAVAL FLEET AUXILIARY FORCE SHOWS GROWTH AT FAST PACE U.S. SEALIFT REMAINS VITAL IN A FAST-CHANGING WORLD CONSTITUTIONAL COMMISSION MEETS IN PHILIPPINES NAVAJO SETS TOWING RECORD DROZAK PLAN ADOPTED ILO SEEKS TO PROTECT WORLD’S MERCHANT SEAFARERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 6 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/695a02805094e40884fa73289f3e44c6.pdf ad87b4d1ae751ba0b19ff741463ef99f PDF Text Text Official Publication of the Seafarers International Union• Atlantic, Gull, Lakes and Inland Waters District• AFL-CIO Vol. 48 No. S May 1986 It's Time to Work Together Drozak Unveils Merger Plan to Boost Maritime Labor Unless U.S. maritime unions come together in one consolidated organization, the decline of seagoing unions and the U.S. maritime industry will continue, SIU President Drozak said. In letters to AFL-CIO President Lane Kirkland and the heads of the National Maritime Union, Marine Engineers Beneficial Association, and Masters, Mates and Pilots, and the Sailors Union of the Pacific and the Marine Firemen, Drozak said it is time for the unions to begin a merger process. He also included a "talking paper" outlining many of the areas which need to be addressed in a merger. "It is my firm belief, that unless the maritime unions merge together as one, I can see nothing but continued decline in the maritime industry . . . it is in our best interests to merge together,'' he said. The continued decline in the U.S. maritime industry has had a tremendous impact on the seagoing unions. The number of jobs available to both unlicensed and licensed sailors has dwindled to less than half of the jobs available 10 years ago. Unions have found themselves on opposite sides of many maritime issues, and the battle for remaining jobs has led to bitter fighting among the unions. The latest reports from the Maritime Administration show the decline in the industry. As of March, there were 474 oceangoing ships under U .S.-flag, a decline of 28 from just a year ago. Jobs on those ships, not all of which carry union crews, totaled 10,929 for unlicensed personnel and reflects significant declines during the past 10 years in both licensed and unlicensed manning. In February Drozak told the AFLCIO's Executive Council about the problems facing the industry and the decline of maritime union membership. He also suggested that the Federation's Merger Committee meet with each union to explore the possibility of a merger. Lakes Fitout-Pages 1~18 The merger proposal submitted by Drozak went to the maritime unions and the Federation's Executive Council for review and discussion. "It has become apparent that world shipping and particularly that of North American countries, has been in a state of decline and is accelerating, with its serious adverse effects not only upon employment opportunities of the collective memberships but equally upon the trade union institutions themselves,'' Drozak said in the merger proposal. He noted throughout the proposal, which covers many areas, that the suggestions contained were only starting points in what would be a long and complicated process of merger. Here are some highlights of the merger proposal. Along with the four maritime unions, there are various affiliates which would be included in the consolidation. The structure of the merged union would include one international union made up of the maritime unions and their affiliates. Because all of the current maritime unions have affiliates which represent non-seagoing workers, whatever name is chosen would need to reflect its diversity. A constitution would need to be agreed upon by all parties. The proposal sugge ts an executive board of four union officials. Because the largest portion of the four current unions' membership consists of eagoingjobs, the officers and members of an executive board should reflect that. But at the same time, the non-seagoing sectors also should be properly represented. Any agreement concerning a merged organization and its structure would be approved by the memberships of each union. "It hould be made indisputably clear that unions participating in these (Continued on Page 4.) $60,000 for Education Scholarship Winners Selected Three deep sea Seafarers and four dependents of SIU members have won $60,000 in college scholarships (five for four years worth $10,000 each and two at $5 ,000 each for two years) under the Union's Charlie Logan Scholarship Program of 1986. The Scholarship Committee also named a deep sea four-year alternate, one deep sea two-year alternate and an inland dependent alternate. Seafarer Kevin Dale Hetherington, 29, an AB and 1977 Piney Point gradRenaldo Hernandez uate from Hasty, Ark., won the fouryear, $10,000 scholarship. Brother Hetherington was a sophomore at North Arkansas Community College in Harrison, and his first choice for college is the University of Arkansas, Little Rock. He plans to teach general science and biology. His brother, Gary, is a seaman. Seafarer James A. De Soucey Jr., 27, LNG AB and 1981 Piney Point grad of Fresh Meadows, Queens, N. Y., Michele Umphlett Inside: Insurance Crisis Hits Fishing Page 3 Maritime Unions Unite at Hearing Page 4 Inland Tug and Tow News Pages 5 & 6 Lundeberg School Section Government Services Division Pictures From Around the Union Seafarers on Politics and Kenya (Continued on Page 7.) Pages 9-12 Pages 20 & 21 Page 23 Page 25 �President's Report by Frank Drozak T HE headline in The Journal of Commerce read: ''CSX Aims for One-Stop Shipping." The story told how CSX, a giant international conglomerate which has substantial rail and water transportation holdings here and abroad, is buying Sea-Land Corp. In recent years, SONAT, an energy conglomerate, bought control of Interstate Oil which was then the largest tug and barge operation in the U.S. Internationally, consortia have been formed to pool shipping resources in Scandinavia and the Far East. The move everywhere in maritime shipping is toward consolidation of operations, pooling of resources and outright mergers. It is my firm belief that unless the maritime unions of this nation merge together as one, there can be nothing but continued decline in the maritime industry and a continued erosion of job opportunities for the members of all of our organizations. * * * I want to report to this membership on the initiatives I have taken to begin a dialogue on what I consider to be the most urgent business before all of us in the maritime labor community. At the winter meeting of the AFLCI O Executive Council, I reported on the condition of the industry and the decline in job opportunities and membership within maritime unions. I suggested that the AFL-CIO Merger Committee meet with each union to explore the possibility of a merger. Last month, I wrote to AFL-CIO President Lane Kirkland to alert him again to the tremendous impact that the decline in our industry is having on all seagoing unions. I referred to the "Evolution of Work" committee report which was adopted at the AFLCIO convention last year, and which dealt with the merger of unions in related industries. Included in my letter to President Kirkland was a suggested merger proposal which I drafted. I asked him to review the proposal and to distribute it to the heads of all affiliated maritime unions and to the AFL-CIO Executive Council. I stressed that the proposal was "only a suggested paper for the purpose of beginning a dialogue among the unions .'' I am informed that President Kirkland has sent this proposal with his recommendation for the beginning of discussions to all unlicensed and licensed labor organizations. * * * The proposal for maritime merger is not new, nor is it a new concept within the AFL-CIO . In recent years a number of national unions have merged: in graphic arts and printing ; in clothing and textile; in plastics and glass, and in other basic industries . The reasons have been dwindling membership in the individual unions and increased anti-labor aggressions by the bosses. Within national unions , many smaller unions and locals have merged. The reasons have to do with economy in servicing and administration. Within our own maritime famil y, mergers have been talked about and have been effected. But, it has been piecemeal and not always for the best of reasons. The Masters, Mates & Pilots merged with the Longshoremen. The Inland Boatmen 's Union and the Marine Cooks & Stewards merged with the SIU 's A&G District. In the 1970s, a Joint Merger Committee was formed by the SIU and the National Maritime Union , with the encouragement of the AFL-CIO. A lot of good came out of thi s ad hoc committee , including a better understanding of our common problems. In a 1978 report, this SIU/NMU committee said: "There can be no question that the division on maritime workers and the rivalry among them has weakened our resources, consolidating our operations and merging our organizations. efforts in many directions. This division has confused our friends and aided our enemies.'' What was said then, stands today with even greater urgency. Today there are often four different unions representing 22 workers on one U .S.-flag ship. Soon there will be 18 seafarerstop to bottom-and the tren~ is downward. Evergreen is running with a 14man crew, and that' s our .common competition. In our efforts to persuade Congress and the administration to leg_islate on behalf of our industry, we have often been at cross purposes, defending our own narrow interests at the expense of our industry and the overall job security of our membership. With medical and insurance costs continuing to rise, it becomes clearer every day that there needs to be a pooling of resources and a consolidation of plans administration in order to continue to provide proper medical coverage and retirement security for all maritime workers. And , with the continuing trend toward mergers within the national and international shipping community, the need for unity and strength demands serious consideration of pooling our * * * Time is not on our side. We in the SIU are probably the healthiest maritime labor organization. Still, we have lost about 40 percent of our job base in the past six years. We are staying · afloat because our membership understands the problems we face and is willing to take those steps needed to maintain job security. But, it does no good to feel comfortable i.n our own good fortune when our brothers and · sisters are losing jobs and going hungry. An injury to one is an injury to all. I < ~ '• *• * * I hope that the leadership of our sister unions will take our proposals in the spirit in which they are given. We need serious discussion. Our membership looks to us to at least begin the process of dealing with our common problems. They deserve our hon- est and sincere best efforts. And, finally, our membership must understand that they will be the final judge of any merger agreement that may come out of our deliberations. You will vote, and you will decide. Next Month On the Set Of the SIU's Cape Romain, 'Star' for a Day Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters Distnct, AFL-CIO May 1986 Vol. 48, No 5 Executive Board Frank Drozak President Joe DiGiorgio Ed Turner Secretary Angus "Red" Campbell Vice President Charles Svenson Editor Joe Sacco Vice President Mike Hall Managing Editor Executive Vice President Mike Sacco Leon Hall Vice President Vice President George McCartney Vice President . .'-8{ ...' .. Roy A. Mercer Vice President , ,..;.o;. rHl c,' -..,., Deborah Greene Max Hall Associate Editor Associate Editor Ray Bourdlus Assistant Editor 2 I LOG I May 1986 Lynnette Marshall Assistant Editor/Photos i The LOG (ISSN 0160-2047) is published monthly by Seafarers lnterna!ional Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201. Auth Way, Camp Springs, Md. 20746, Tel.. ~990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at add1t.1onal mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. • �Insurance Companies Are Major Culprits Improved Safety Would Lower Fishing Insurance One of the more pressing problems the fishing industry faces is the high L cost of insurance on its vessels and insurance to cover injuries or deaths of crewmembers. Premium rates have risen several hundred percent in some cases, and many boatowners cannot even buy insurance at inflated rates. The SIU, which represents several hundred fishing boats and their crews in New Bedford and Gloucester, Mass., has taken the initiative in trying to beat back this crisis, while at the same time protecting the rights of fishermen who are receiving an unfair share of the blame for the rising costs. HWe believe the crisis is primarily attributable to the commercial insur- ance industry itself, resulting from the mismanagement of underwriting operations and investment policies . . . The fishing industry seems to have escaped the scrutiny of the nation's concern for a safe, healthful working environment. The result has been a casualty record high and a high insurance risk category,'' SIU Legislative Director, speaking for President Frank Drozak told a joint House committee hearing last month. The hearing addressed five bills which attempt to find some way to solve the insurance problems. Pecquet and several other witnesses stressed that major problems are the lack of safety in a virtually unregulated industry and . ···~ . ·. 1' #. Fishing boatowners have cited enormous insurance premiums, and sometimes the inability to secure a policy, as one of their major problems. Preference Share Jumps On April I , new standards governing the application of this nation 's cargo preference laws went into effect. Sixty percent of all cargo covered under the 1954 Cargo Preference Act must now be carried on American-flag vessels , up 10 percent from last year. While implementing the new provisions did not cause any problemsindeed , the date passed almost unnoticed in many circles-there was furious behind-the-scenes efforts on the part of the Reagan administration to rescind the compromise, which was reached between the maritime industry and certain segments of the agricultural industry. ''There seems to be little interest on Capitol Hill in opening up old wounds," said SIU Director of Leg- islation Frank Pecquex. " Many people remember the events that led up to the compromise , the bitter rift between the maritime and agricultural industries. They don' t want to go through that ever again. " Indeed , 54 senators have sent a letter to the president stating that they would not support any attempts to change the existing law. Under the terms of the cargo preference compromise, certain kinds of cargoes such as Payment-In-Kind and Blended Credit were exempted from the provisions of the Cargo Preference Act of 1954. In exchange, Americanflag requirements were to be raised from 50 to 75 percent over a threeyear period. the way insurance companies operate. Fishing is one of the more dangerous occupations in the nation. An average of 75 fishermen die each year on the job, and some 250 fishing boats sink each year. With those kind of figures, it is little wonder that P&I insurance (protection and indemnity which covers the owner for crew injuries and deaths) and hull rates have jumped. In addition, premiums (the price an owner pays for his insurance) do not cover the cost of claims. Not just in the fishing industry insurance, but throughout the insurance world, companies derive the majority of the profits through investments of the premiums. Drozak' s statement to the panel said that when interest rates for investments skyrocketed in the 1970s, insurance companies scurried for money to invest and reduced premiums and issued risky policies which they did not have the money to cover if claims were made and if their investments soured. Both those things happened. "Nevertheless, insurance companies tend to shift the fundamental cause of their problems away from falling interest rates to the tort-law system (the court system), blaming escalating claims ·s ettlements driven by generous jury awards in lawsuits for much of their profit erosion," Drozak said. Fishermen are covered by the Jones Act, not any sort of workmen's compensation system, which gives them the right to sue if injured on the job, or their relatives the right if they are killed. In addition, if the fisherman can prove the vessel •'unseaworthy, ' ' he or she has the right to sue under that aspect. The insurance industry and some owners claim the costs of these court cases is the main culprit in the insurance problems. They want to place a limit on the amount of money awarded , reduce the rights of fishermen to sue and place limits on attorneys representing fishermen . Several of the bills attempt to do this , but most also attempt to raise safety standards. Many owners , however, testified at the daylong hearing that such safety measures would prove costly and shouldn't be implemented. ''Jurors are not fools andjudges are not idiots. Large judgments only result from clear proof of significant injuries with substantial financial and personal losses . . . Such a provision (limitation of awards) only strikes at the most seriously injured: the quadraplegic, parapelgic, the amputee or the burn victim," said Ross Diamond Ill, a maritime attorney. Drozak said that if the fishing industry were forced to become safer, in both equipment and training, a large number of the accidents, which lead to large claims, could be eliminated. "Unlike other commercial vessels, they (fishing boats) are exempt from annual Coast Guard inspections and extensive construction and operating safety regulations and minimal manning standards and safety equipment . . . We believe that combined with training, licensing and certification requirements, these safety features (contained in three of the five bills) will surely reduce the incident of accidents on fishing operations, with the subsequent result of lowering insurance premiums for coverage. In our view, implementation of safety measures on commercial fishing vessels will prevent many accidents from happening, thereby decreasing the number of lawsuits brought by the vessels' crews," Drozak said. But he also said the SIU did not believe that a fisherman's right to legal remedies should be restricted as it is in some of the bills. The insurance industry has not been able to assure boatowners that limiting a fisherman's right to sue would result in lower premiums or better coverage, Drozak said. " When such assurances are forthcoming and when operators take measures to afford our members a reasonably safe working environment aboard . fishing vessels through the implementation of meaningful safety standards and measures , then and only then can the SIU , in good conscience, entertain changes to the available remedies guaranteed under the tort (court) system ," he said . New Claims Number On May 20, 1986, the Seafarers Welfare Plan Medical Claims toll-free number will be changed. The new number will be l-800-CLAIMS4 (1800-252-4674). As part of the SIU's efforts to make your dealings with the Plan easier, this new system will route your phone call to a claims specialist trained to deal with your problems. When you dial l-800-CLAIMS4 with a touchtone phone, your call will be answered by a recording asking if you 're seeking information on eligibility or claims. The recording will then instruct you to punch a 1 or a 2 on your touchtone phone, then you will be automatically put through to the proper claims specialist. If you have a regular rotary dial telephone, just listen to the recording. Your call will be answered and you will be routed to the proper specialist. In addition, the new system will be able to tell through a computer check of the area code you are dialing from whether to put you in touch with an East Coast or West Coast (including Hawaii) claims specialist. The claims office will be staffed during normal business hours for all time zones so service can be provided to members throughout the Union. May 1986 I LOG I 3 �SIU, NMU, MEBA & MM&P Unions Join Forces at Maritime Bills' Hearing A united front of maritime labo.r unions presented a joint statement at a House Merchant Marine Subcommittee hearing on H.R. 4024 and related legislation that would completely revamp this nation' s existing system of maritime promotional programs. ''This labor consensus demonstrates the seriousness with which we view these proposed changes,'' read the joint statement. ''The proposals before this committee represent not some minor adjustment but rather a fundamental change in 50 years of maritime policy.' ' The four unions included the following: the Seafarers International Union of North America; the National Maritime Union; the International Organization of Masters, Mates and Pilots, and the National Marine Engineers' Beneficial Association. While the maritime unions were generally in favor of many of the proposed changes and agreed that something drastic needed to be done to save this country's merchant fleet, they did have serious reservations with at least two of the proposals contained in the various bills. The four unions were against putting a cap on crew sizes. According to the statement, this particular proposal ignores an important development. During the past four years, American maritime unions have achieved "the lowest possible manning scales in the history of modem American ships,'' and that Coast Guard minimums "don't necessarily relate to operational demands." The four unions also opposed allowing operators to acquire existing for- eign-built vessels . This opposition, however, did not extend to new vessels . " With regard to the foreign construction of merchant vessels, we have accepted the reality that it must be permitted ," read the statement. " We do not, however, support the position espoused by some that subsidized operators be given unlimited authority to acquire existing foreign-built vessels for reflagging. Such a policy will always keep us one step behind our international competitors. It will only saddle our industry with the rest of the world's cast-offs and less efficient vessels while diluting our subsidy supports." The four unions expressed strong support for provisions in H.R. 4024 that would require that all American oceanbome mail be carried on U.S.flag vessels. This provision was, however, strongly opposed by the administration. James E. Orlando, director of the Postal Service's Office of Transportation and International Services, claimed that such a move would "add many millions of dollars'' to his agency's transportation bill. A number of subcommittee members disputed this contention and noted that Communist bloc vessels carry a small percentage of this "vitally important" trade. Many of the congressmen present at the hearing used the occasion to lecture ''all segments'' of the maritime industry to "stop the fratricidal battles" that divide them , and to urge administration officials to rethink their opposition to all kinds of promotional subsidies. According to Rep. Walter B. Jones (D-N .C.) , chairman of the full committee, three conditions need to be met before Congress would be able to revamp this nation's maritime promotional programs. These conditions are as follows : * The industry must agree to a program that is fiscally responsible. * Unions representing seafarers must * agree to smaller crews, which would result in a lower subsidy for each ship. The Reagan administration, which opposes the essential features of the pending measures , must recognize that a minimum amount of subsidy is necessary for U .S.-flag carriers to compete. West Coast Seafarers March Against Apartheid SIU members and officials joined tens of thousands of their Labor Movement brothers and sisters in demonstrations against the racist and oppressive South African government last month. In a combination anti-apartheid and Shell Oil boycott rally in San Fran- cisco, SIU members and other West Coast labor groups urged an end to the racist policies of South Africa and asked Americans to tum in their Shell credit cards and boycott Shell products because of that company's ties to South Africa. Union members and labor leaders from the Bay Area joined together for the rally. Here are SIU Patrolman Gentry Moore, V.P. Buck Mercer, V. P. George McCartney, Seafarer Art Henderson, Seafarer Richard Holland, retired Chief Steward "Smitty," UCFW President Bill Wynn, SUP President Paul Dempster, Ed Collins, AFL-CIO western regional director, and Al Gruhn, president of the California Labor Federation Drozak Unveils Merger Plan to Boost Maritime Labor (Continued from Page 1.) discussions are required prior to any final agreement to receive approval from their respective memberships ," the proposal stresses. The two areas of major concern for most members of the four unions would be the various benefit plans and jobs. The proposal suggests that current contracted employers would continue to make contributions to existing plans or funds, but any new companies organized under the merged organization would enter into a new contract agreement. A new benefit (health, welfare and pension) plan would be established for members working on those ships. As the proposal notes , the merged union would have to come up with an agreement between all the plans to make sure that members who spent time working for an SIU or other premerger-contracted company and then sailed with a newly-contracted firm would have a continuity or no break in service and that their benefits and pensions would be protected. Distribution of jobs under a merged organization would be one of the more complicated issues to agree on. Drozak' s proposal addresses several areas and offers suggestions and protections for each union's membership. The unlicensed unions would in the Seafaring Employment on United States-Flag Ships 1975 • 1980: 100 fob9 lost Reagan Admlnletmlon, 1981·1985: 6,800 Job• lost Source: Department of Transportation: Maritime Administration. •Estimate. Chart: MEBA· 1, PCD 4 I LOG I May 1986 beginning use their hiring halls and their shipping rules to fill jobs. For example, if an SIU-contracted company needed to fill three jobs slots , those jobs would be filled with former SIU members and the same would apply if an NMU-contracted company needed to filljobs , former NMU members would have first priority. Those jobs would only go to members of the other union if no other people were available for those jobs. "We've been fighting each other too long" To make it simpler, NMU members would be at the bottom of the seniority list for SIU-contracted companies, and Seafarers would be at the bottom for NMU-contracted companies. The same would hold for members of the SUP and the MFOW. However, as time goes on, companies would be organized under the banner of the merged organization. Then shipping rules and rosters would need to be consolidated. One pro po al would be to "dovetail" the current membership seniority Ii t into one. Ba ically, that would mean alternating places on the merged list with the most senior member from one union, followed by the most senior from the other, and so on. ' 'This is an issue which is too comp fox to merely discuss in a memorandum such as this ," Drozak said in the merger proposal. " It is suggested , however, that a separate committee be set up to carefully analyze the impact of this issue . . . and it is felt over a period of time this issue can be resolved to the general satisfaction of the parties. He added that ''the overall intent is to have a gradual movement of jobs from the individual unions ' shipping registers to a common consolidated register of the merged union organization. " Throughout the proposal , Drozak stressed that the ideas were only suggestions and that whatever comes from the discussions would be something all parties worked on and agreed upon , and that it would then be given to the membership of all unions to vote on. "This is just a starting point, but you've got to begin somewhere and you've got to begin soon. We've been fighting each other for too long. While the unions have been at each other' throats, we've seen the U.S. merchant marine start to disappear. We can either sit back and watch it vanish or get together and do something about it. I know what I intend to do," Drozak said. �Inland News Dark Clouds Seen Lifting Over Inland Lines Since 1982, depressed barge freight rates and economic losses, have plagued the inland waterways industry .But now the industry could be heading for better times. According to some inland lines' biggies, they believe the worst is over and that recovery is on the way. They add that conditions are just right now for an upturn in business. "I think there's a consensus that it has bottomed out. It's going to be a little better," says Bill Newstrand, director of ports and waterways for the Minnesota Department of Transportation. After four years of a severe overcapacity of barges which wreaked havoc on the inland field when many barge companies went bankrupt, some Contract Negotiations Under Way were sold to giant, non-maritime firms and most all incurred dire financial losses. Inland's main problem: too many barges today is less severe. Last year about 1,000 covered barges moving grain were scrapped or are moving other commodities. But there is still a surplus of 3,000 grain barges. VP Morris Larson of the St. Louis Merchants Exchange said, ''The number of grain barges dropped maybe 8 percent since last year. No one is building new barges, so that should continue." He added, "I expect rates to stay about where they've been. They'll improve at harvest time as always, but they won't go over 200." Also, the drop in the diesel fuel price (40 to 50 percent of barge oper- ating costs) will lower costs to let the companies make money on rates on which they wouldn't have made a profit in 1985. With cheaper diesel fuel, barge operating costs could dive 20 to 30 percent, says Director Newstrand. "If they [the operators] were breaking even [at a rate of] 160, they could start making money at 140." Realistically, the recovery in the inland field will depend very much on the increase in U.S. grain exports. In the short run, the Soviets may buy more American grain. And the 30 percent decline in the value of the U.S. dollar recently will make our grain prices more attractive overseas. That, plus the lower American agricultural price supports, should bring our grain prices more in line with world prices. ASC Bowlers Cop Tourney Title East Coast Run for the Valiant The American Steamship Co. (ASC) bowling teams of the port of Alpena, Mich. walked away with the top place money and the coveted Traveling Boat Trophy as champions of the third annual Boat Tournament recently. The lOASC ''Boys From Up North'' were victors with a final tally of 7 ,678 points; the John Munson bowlers came in second with a score of 7,593 points. The Munson team led the tourney after the second and third games of the match holding a 103-pin lead going into the last game. But a 1, 132 team game by the ASC bowlers in the final game gave them the match and tourney. High games for the tournament for the ASC teams were rolled by Doug Winfield at 224 points and Tony "Butch" Kowalski at 200 points. Receiving the championship awards at a luncheon were the two high scorers and ASC bowlers Charlie Neigebauer of Rogers City, Mich.; Bill Joppich, Mike Sobeck, Ken Bellmore, Torn Brege, Pete Dehring, Ted Getzrneyer and Dave Lijewski. hbas.-. Valiant cook Jim Lopez (left) and Capt. Dave Ellis take a coffee break in the tog's galley. The SIU-contracted tug Valiant works the port of Mobile, Ala. and runs through the Gulf and up the East Coast. Here the Valiant is tied up in Staten Island, N. Y. Two crewmembers relax for a minute on one of the Valiant's barges. May 1986 /LOG/ 5 �In Memoriam Pensioner George Weldon Armistead Sr., 56, died on Oct. 6, 1985. Brother Armistead joined the Union in the port of Norfolk in 1966. He sailed as an AB and boat operator for the Virginia Pilots Assn. from 1949 to 1974, Curtis Bay Towing Co. from 1974 to 1985 and for the Coal Terminal Towing Co. He was a veteran of the U.S. Navy during the Korean War. Boatman Armistead was born in Mathews, Va. and was a resident of Dillon, S.C. Surviving are three sons, George Jr., Melvin and Marvin; two daughters, Margaret Ahmed of Chesapeake, Va. and Georgean Cooper, and a sister, Roberta Hudgins of Mathews. Pensioner Olen Page Brown Sr., 68, died on Feb. 11. Brother Brown joined the Union in the port of Baltimore in 1957. He sailed as a mate and captain for the Steuart Oil Transportation Co. from 1966 to 1983 and was a former member of the International Union of Operating Engineers, Local 25 and the ILA from 1955 to 1966. Boatman Brown was born in Hagerstown, Md. and was resident of Glen Burnie, Md. Surviving are his widow, Willa and a daughter, Susan Martin. Pensioner Leon Adrian Dugas, 83, passed away recently. Brother Dugas joined the Union in the port of New Orleans in 1956 sailing as a chief engineer. He was a veteran of the U.S. Army before World War II. Boatman Dugas was born in Raceland, La. and was a resident of Gretna, La. Surviving is his widow, Mildred. Pensioner Alfred Paul Marquand Jr., 70, died in the U.S. Veterans Administration Hospital, Brooklyn, N.Y., on Jan. 14. Brother Marquandjoined the Union in the port of New York in 1960. He sailed as a cook, deckhand, bridgeman and mate for the Penn Central Railroad from 1939 to 1976 and was a former member of the Masters, Mates and Pilots Union, Local 1 from 1939 to 1%0. Boatman Marquand was a veteran of the U.S. Army in World War II. A native of St. John's, Quebec, Canada, he was a naturalized U.S. citizen and a resident of Brooklyn. Burial was in the Calverton (N.Y.) National Cemetery. ,.- - ..._ i Pensioner Joseph Patrick McKeon Sr., 84, passed away from heart-lung failure in the South Amboy (N.J.) Hospital on March 20. Brother McKeon joined the Union in the port of New New Pensioners Pensioner Roscoe Frederick Conklin, 87, passed away recently. Brother Conklin joined the Union in the port of Baltimore in 1957. He sailed as chief engineer for the Eastern Transportation Co. from 1926 to 1944, the Chesapeake Light Co. from 1944 to 1947 and for the Curtis Bay Towing Co. from 1951 to 1964 aboard the tug Fells Pt .. He was born in Crab Pt., Va. and was a resident of Heathsville, Va. Surviving are his widown, Lillian and a daughter, Margaret Kent of Wicomico Church, Va. 6 I LOG I May 1986 Army during World War II and the Korean War. Boatman Sonnier was born in Gueydan, La. and is a resident there. Hughes S. Amero, 66, joined the SIU-merged Atlantic Fishermen's Union in the port of Gloucester, Mass. Brother Amero is a resident of Gloucester. Personals Joseph Ivy Sonnier, 65, joined the Union in the port of Port Arthur, Texas in 1964. He sailed as a tankerman and chief engineer for Slade Towing from 1955 to 1976. Brother Sonnier last sailed out of the port of Houston. He is a veteran of the U.S. James M. Elwell Please call Windsor Olson at (206) 282-7700. John M. Pasko Call Brother Stan at (201) 4770332. Dispatchers Report for Inland Waters APRIL 1-30, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Pensioner Joseph "Joe" Buczynski Jr., 69, died· on March 2. Brother Buczynski joined the Union in the port of New York in 1960. He sailed as a deckhand and bridgeman for the N. Y. Dock Railway aboard the Brooklyn from 1943 to 1977 and was a former member of the Association of Maritime Workers and the Masters, Mates and Pilots Union from 1946 to 1960. Boatman Buczynski was a veteran of the U.S. Army during World War II. Born in Brooklyn, N.Y., he was a resident of Centereach, N. Y. Surviving are his widow, Josephine and two daughters, Josephine and Estelle Di Meglio of Centereach. York in 1960. He sailed as an AB for the Baltimore and Ohio Railroad from 1919 to 1968 and was a former member of the Masters, Mates and Pilots Union from 1930 to 1960. Boatman McKeon was born in South Amboy and was a resident there. Interment was in Sacred Heart Cemetery, Sayreville, N .J. Surviving are his widow, Helen; a son Joseph Jr., and a daughter, Claire. Surviving are his widow, Julia and a daughter, Judith. Gloucester ........... . ........... New York ........................ Philadelphia ............ . ... ...... Baltimore .. ......... ..... ........ Norfolk . . .. ...... .... ........... Mobile ... .. ........ ........ . .. .. New Orleans . ............. . . ...... Jacksonville ................. ...... San Francisco . .. .................. Wilmington ....................... Seattle .......................... Puerto Rico ................... .. . Houston ....... . ................. Algonac .... ... .................. St. Louis ... .. ... ... ............. Piney Point ....................... Totals .......................... **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT . . . . . . . . . . . . . . . . . 0 0 4 9 55 1 2 5 0 2 0 0 5 3 1 1 0 0 2 0 13 0 1 10 0 1 0 0 1 2 0 0 0 0 3 0 0 1 3 19 0 16 0 0 3 0 4 1 88 30 50 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 Port Gloucester ....................... New York ......... . . .. ........... Philadelphia . . ... ................. Baltimore .. ..... ............. .... Norfolk .. ..... ............... ... Mobile .......................... New Orleans ...................... Jacksonville ................. .. ... San Francisco ........... .. . .... ... Wilmington ....................... Seattle .......................... Puerto Rico . ........... .......... Houston ..... .................... Algonac .... ... ........ ...... . ... St. Louis ........................ Piney Point ....................... Totals .. ... ..................... TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 4 1 2 3 0 0 51 7 3 0 2 0 0 0 1 5 1 9 0 0 0 0 4 0 0 0 69 0 0 0 0 1 0 0 0 10 0 0 0 0 0 0 3 0 18 0 0 0 0 1 0 16 0 7 9 0 3 0 0 0 0 0 0 0 9 75 2 0 0 6 0 0 1 29 3 10 0 16 0 0 9 0 181 69 0 71 0 0 0 0 9 0 0 0 0 0 0 15 21 48 7 1 1 5 1 0 26 ENGINE DEPARTMENT . . . . . . . . . . . . . . . . . 0 0 0 10 0 1 1 0 0 0 0 2 2 0 0 16 0 0 0 0 0 0 2 0 0 4 0 1 Port Gloucester ....................... . New York ... . .................... . Philadelphia ...................... . Baltimore ........................ . Norfolk . ...... .. .......... .. ... . . Mobile ... ................ . . ... .. . New Orleans . ...... ......... . ..... . Jacksonville ...................... . San Francisco . . . . . . . . . . . . . . . . . . . . . . Wilmington ....................... . Seattle . ... ...... . ............ ... . Puerto Rico ...................... . Houston .. ..... ..... ... .. .. .. ... . . Algonac ... ...... ........ .. .. .. .. . St. Louis ........................ . Piney Point .. ........... . ........ . . Totals ............. ............. . Totals All Departments .............. . . 0 0 0 0 6 0 2 0 0 0 0 0 0 0 0 0 8 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 4 2 0 0 0 0 0 0 0 0 42 17 0 1 56 0 0 19 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT 0 0 2 0 8 0 0 0 0 0 0 1 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 13 0 7 1 0 4 0 0 0 0 2 0 8 0 0 0 8 0 0 0 6 0 0 0 1 117 41 59 85 18 19 1 0 0 0 0 0 2 0 0 1 0 0 0 0 0 9 0 4 1 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 4 3 0 4 0 0 1 0 12 1 0 27 0 0 0 6 0 0 9 21 264 97 93 8 1 *"Total Registered" means the number of men who actually registered for shipping _pt the port last month. **"Registered on the Beach" means the total number of men registered at the port.. at the end of last month. �profiles M ark Andrews, North Dakota's Republican senator, recently earned honors from fellow legislators, lobbyists and Capitol Hill insiders as the lawmaker who is most independent from pressure by party leaders. That is one reason he has been able to act as a mediator between the maritime and agriculture groups who have been battling for years. Mark Andrews has been instrumental in some key votes pitting the labor movement against the administration. Agriculture is the heart of North Dakota's economy , and Andrews has protected his state's interests vigorously. Yet at the same time he has been able to see that agriculture and maritime interests do not always have to clash. Cargo preference is one of those issues. Unfairly branded as a law which hurts farmers, cargo preference has been one of the more hotly contested fights in the farm community. While the senator did introduce a bill which would remove cargo preference requirements from Blended Credit shipments, he also was able to realize that both industries needed help. Last fall when the SIU and other maritime groups were looking for support on a compromise to benefit both sides, Andrews was there. The cargo preference compromise raised the rate of P.L. 480 shipments from 50 to 75 percent U.S.-ftag, but removed the preference guidelines from Blended Credit. Cargo preference, as the farm state senator's vote shows, does not cost the farmer because the bill is footed by the federal government. It does not add to the cost of American agriculture products. In addition, it helps maintain an American merchant fleet which is vitally important to national defense. Senator Andrews has a lengthy po- E Sen. Mark Andrews litical history. He has erved for nine consecutive terms in the House and in the Senate. For 17 of those years he was a member of the powerful Appropriations Committee in the Congress. He serves today in the Senate as chairman of the Appropriations Subcommittee on Tran portation, chairman of the Senate Agriculture Subcommittee on Oversight and Investigation, chairman of the Select Committee on Indian Affairs and a member of the Senate Budget Committee. A vote by Senator Andrews was crucial to maritime in November last year. The senator voted against a bill that could have stricken the application of the Davis-Bacon Act from military construction projects. The Davis-Bacon Act in general guarantees workers receive prevailing wage rates in specific government-contracted industries. In other labor and maritime related areas, Andrews has voted for labor grassroots political action committee activities and for transportation subsidy appropriations and federal nutrition programs. Scholarship Winners Selected (Continued from Page 1.) was picked as the four-year, $10,000 scholarship alternate. Brother De Soucey attended Queensborough Community College in New York. He plans to study international cargo transportation, engineering, management and maintenance. Seafarer Renaldo C. Hernandez, 29, one of the two two-year $5,000 scholarship winners, is a chief cook and 1981 Piney Point grad from San Antonio, Texas. Brother Hernandez graduated from the Gen. H.H. "Hap" Arnold High School, Wiesbaden, West Germany, attended the Stephen F. Austin State (Texas) Community College and worked in the dining hall of U.S.A.F. Lackland (Texas) Base. He also earned an associates degree from the Charles County (Md.) Community College. Hernandez plans to attend the San Francisco California Culinary Academy. The other two-year $5,000 scholarship winner is Seafarer Debbie Leonore P. Byers, 26, a chief steward and 1979 Piney Point grad from Inverness, Fla. Sister Byers holds an associates In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. degree from the Charles County Community College, La Plata, Md. and plans to study agricultural science at the University of Central Florida in Orlando. She got an FHA loan after high school to run her own plants and flowers nursery. Seafarer David Alan Englehart, 26, a 1981 Piney Point grad and cook and steward department delegate from Derwood, Md. is the alternate for the two-year $5,000 scholarship. Brother Englehart has attended Montgomery County (Md.) College, the Charles County (Md.) Community College, Rockville and the University of Maryland, Baltimore. He plans to study labor management relations at the University of Maryland and law at the University of Baltimore Law School. Englehart worked as a cook for the Marriott Hotel Food Service. Winner of one of the four four-year $10,000 dependent scholarships is Catholic Girls H.S., West Philadelphia, Pa. senior Kathleen Curry, 17, daughter of Joseph and Geraldine Catherman. Boatman Catherman sailed for McAllister Brothers from 1967 to 1977. Miss Curry has studied ballet, d Garvey has two things going for him in his race for one of Wisconsin's U.S. Senate seats: his stance as a reformer and populist on the issues, and his opponent's record. Garvey, former executive director of the National Football League Players' Association (an AFL-CIO union) , knows that Wisconsin voters need someone who will be able to help the state's agriculture and industrial sectors. Those two areas have been hit the hardest by Reagan administration policies during the past ix years. Sen. Robert Kasten, Garvey's Republican opponent and current officeholder, has been serving since 1980. The former state deputy attorney general, Garvey says his opponent has done little since his election except to worry about his re-election. "The interests of industry and agricultural need to be met in this state and Bob Kasten isn't meeting them." He noted that unlike many legislators from the country's hard-hit northeastern industrial belt, Kasten has done nothing to help bring about tax law changes which could encourage industries to operate in Wisconsin. "Other senators have also done pretty well at getting federal revenue , but Wisconsin has always been on the bottom of the list," Garvey said. Because his vote wasn't needed on the 1985 Farm Bill, Republican Party leaders allowed Kasten to cast a token vote against the measure, which Garvey calls the ''family farm destruction bill of 1985. '' Other than the meaningless "no" vote, Kasten has done little for the farmers in America's dairy state. The only people who will benefit from the farm bill will be the lenders and the bankers, Garvey charges. Estimates show that if some of the provisions of the farm bill are carried out, some 25 percent of Wisconsin's dairy farmers could be put out of business. Garvey wants the state to put a temporary ban on farm foreclosures while efforts are made to reopen the debate on the bill. In other matters, Garvey is fighting the selection of his state as a possible nuclear waste dump site. Some 24 Wisconsin counties are under consid- Ed Garvey eration by the administration's Department of Energy. Kasten has supported tax policies which would eliminate individual deductions for state and local taxes and yet maintain unfair tax breaks for oil companies and investors by continuing the oil depreciation allowance. On maritime issues, Kasten has opposed the farm bill compromise which hiked the cargo preference requirement for P.L. 480 shipments from 50 to 75 percent. He voted against an SIU-backed port development bill and has constantly voted against any increase in the fill rate of the Strategic Petroleum Reserve. Editorial writers across Wisconsin have questioned Ka ten's character following hi arre t for drunk driving in Washington , D.C. where police records show he told officers his occupation was selling shoes-not serving as a U.S. senator. He has also been criticized for not releasing his personal income tax figures, something even Ronald Reagan does annually. Garvey has a long and admirable track record in the Labor Movement. As the former chief of an AFL-CIO union, Garvey has spent years fighting for issues that have an impact on working men and women. He has been endorsed by the Wisconsin AFL-CIO and by many international unions. Garvey is a Wisconsin native and a graduate of the University of Wisconsin with degrees in law and political science. He lives in Madison with his wife and three daughters. acting and the violin. In the fall she plans to study mathematics and computer programming at La Salle University, Philadelphia. Another dependent scholarship winner is Stefan Alexander Czerwinski, 17, of Elmira Heights, N.Y., son of SIU Pensioner Alexander J. Czerwinski. Stefan has attended the Coming (N.Y.) Community College. He plans to study chemistry and pre-dentistry at the University of Rochester, N.Y. The next dependent scholarship winner is Madison Central H.S. senior Sharon May, 17, of Old Bridge, N .J. Sharon is the daughter of Seafarer George and Sally May. She plans to study at Rutgers University, New Brunswick, N .J., majoring in Business Administration and specializing in marketing and sales for a technical company. The last but not least dependent scholarship winner is Mary Michele Umphlett, 18, a senior, cross country runner and newspaper editor at the Lancaster (Va.) H.S. and of White Stone, Va. Mary is the daughter of Capt. William A. Umphlett of the tug Egret (Allied Marine). She has toured West Germany, Austria and Switzerland. Miss Umphlett intends to matriculate at the Randolph Macon Women's College, Lynchburg, Va., studying Southeast Asian cultural anthropology for a research position at a museum or university. Finally, there is dependent scholarship alternate Tara Michelle Davis, 17, a Douglas Byrd H.S. senior from Fayetteville, N .C. She is the daughter of Boatman Rupert Carter of the Assn. of Maryland Pilots. Tara wants to follow a pre-med curriculum at the University of North Carolina, Chapel Hill. May 1986 I LOG I 7 �Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco D REDGING projects are in full swing now that the warm weather has hit the Great Lakes region. The Dunbar and Sullivan Dredging Company has been towing equipment from Cleveland, Ohio to projects in the Chicago Harbor and River, and to the Indiana Power Utility Company. Preparatory work is expected to begin within the next few days. These three jobs alone will provide jobs for roughly 15 percent of our membership on the Lakes. After these three jobs are completed, Dunbar and Sullivan will work on a $5 million "rock job," which is dredging talk for constructing the walled areas where polluted materials are stored. The work that our members do must meet the highest health and safety standards. One last note: SIU Port Agent Byron Kelley recently attended a dinner on behalf of Rep. John Dingell (DMich.). Congressman Dingell has been a good friend of the SIU. His support for the compromise on cargo preference last year made a big difference in the outcome of that battle. Thanks to his support, and the support of other congressmen like him, hundreds of SIU members who would otherwise be unemployed now have jobs. arguments on the constitutionality of the Gramm-Rudman Act. In a similar vein, the contractingout of the 12 MSC Oceanographic ships has now become a reality. This means drastic changes in the marine manpower ceiling at MSCPAC. Lavino Shipping Company of Philadelphia will operate the 12 ships, including three now in the Pacific Command-the DeSteiguer, the Silas Bent and the Chauvenet. Fortunately, there will be no reduction inforce in permanent marine personnel, though less fortunately, all temporary marine workers will have their employment terminated. Those temporary marine personnel who are being laid off can take certain steps to maximize their chances for a new job. For one thing, they should write to Admiral John Tierney at the following address: Lavino Shipping Company, 310 Penn Center Plaza, Philadelphia, Pa. 19102. Outline your document endorsements, the MSC ships on which you have served and your rating. You should also include your current address and telephone number. Be sure to say when you will be available for employment. More important, if you are a Union member, you should make certain that this same information is on record at the SIU Government Services Division office in San Francisco. the SIU's request for temporary restraining order to halt the sale on the grounds that immediate and irreparable harm had been done to the 150 SIU members who are employed in the company. Judge Sears has not yet presented the Union with a written decision outlining his reasons for denying our request. This has led to a delay in filing our appeal. These are tumultuous times for the entire transportation industry-not just the marine industry. Conglomerates have targeted airlines and tug and barge companies for takeovers. Longstanding relationships between management and labor have been disrupted. These issues have to be addressed on a national level. That is why programs like SP AD are so important and deserve the support of all the membership. The members of the Sabine negotiating committee deserve a warm round of applause for a job well done. Of course, it takes more than money to run a strong grassroots operation. It also takes time and commitment. SIU members in the Houston area gave both when they came out in droves to support Gov. Mark White in the Democratic primary which he won. West Coast by V. P. George McCartney T East Coast by V.P. Leon Hall Gulf Coast by V.P. Joe Sacco T Govemment Services Diviison by V.P. Buck Mercer SIU lobbyists in Washington are working hard to make sure that Congress and the administration understand the importance of maintaining a strong sealift capability. This can only be done by reversing the decline of the private-flag merchant marine and building up the government-controlled MSC fleet. Unfortunately, the MSC fleet is starting to feel the first effects of the budget crisis. We at the SIU have been closely monitoring the budgetary process to make sure that the MSC fleet receives adequate funding. Still, things are pretty much of a mess right now on Capitol Hill. No one is quite sure what is going on with the budget, and the Supreme Court is hearing 8 I LOG I May 1986 To give one example: the SIU has played a prominent role in several upcoming races in Maryland. SIU Port Agent Bob Pomerlane has been active in Rep. Barbara Mikulski's bid to become the first woman to represent Maryland in the Senate. He has worked closely with Councilman John Schaefer to make sure that Mikulski wins this seat. She is all-maritime, and would be a strong ally in the Senate. Schaefer comes from the waterfront and inner-city district which Mikulski now represents as a member of the House of Representatives. This district includes the Baltimore Union hall. Ben Cardin, who is also a long-time friend of the SIU and a supporter of the maritime industry, is mounting an effective campaign to take over Mikulski' s seat. HERE have been a number of farreaching developments that have occurred in the Gulf Coast. As I reported in my last column, Sabine Towing presented its final proposals on a new, three-year contract. We are still counting the results of our members' ballots. If enacted, the contract will be the first one in the inland field to include a dues check-off for SPAD. This is important. The present administration has made clear its intention to write off the maritime industry. In a similar vein, it has encouraged the transportation industry to pursue a mindless process of deregulation. In the short run, this leads to lower prices. In the long run, however, safety is threatened-and so are jobs. The tug and barge industry is feeling the full effects of that deregulation. An example of what I am talking about is what happened with National Marine, which arranged a sham sale of most of its equipment to evade contracts it had signed with the Union. After a delay of several months, federal Judge Morey Sears dismissed C SX, an international transportation giant whose holdings include tug and barge companies and railroads, has made a serious offer to take over Sea-Land, one of the largest shipping companies in the United States. The Sea-Land board of directors has voted to accept the offer, in large part because it wants to avert an unfriendly takeover by Harold Simmons, who had been buying up large chunks of Sea-Land stock. The move has far-reaching implications for the members of this Union and for the maritime industry. For one thing, Sea-Land is an SIUcontracted company. It generates a large percentage of jobs available to members of this Union. In addition, the CSX offer accelerates the trend toward intermodalism. Operators are trying to integrate their rail, trucking and tug and barge companies with liner terminals to provide shippers with lower overall transportation costs. The CSX offer will take time to process, especially since it needs to be approved by numerous regulatory agencies that will check into the legality of such a move. The other big story on the East Coast is the continuing success of this Union's grassroots efforts. HE face of the West Coast maritime industry experienced a drastic change the other day when Lykes Brothers Steamship Company announced plans to discontinue its West Coast operations. According to company spokesmen, Lykes Brothers has suffered massive losses over the past few years. It has put six new ships up for sale and plans to transfer four others to the Gulf Coast-Northern European run. A number of companies (Sea-Land, APL, United States Lines, and others) , are looking to take over the business that Lykes Brothers has left behind. In Wilmington, we have been holding committee meetings to come up with Union proposals for the upcoming Crowley contract. Shipping has been good in that port. In Seattle, the President Taylor and the President Wilson were laid up due to lack of cargo. The port has crewed up a number of Navy vessels, which now account for roughly one-third of all jobs there. Things are really booming in Honolulu. It's the one port where "C" cards have no trouble shipping out. The two American-flag passenger vessels and the upsurge in military work have totally transformed Honolulu from a sleepy backwater port to an area of real opportunity. Speaking of Honolulu, contract negotiations will begin for the passenger vessels out there. The Union is asking all members who work onboard those vessels to make suggestions on what they'd like to have included in the ne.w contract. I'd also like to commend all SIU members who work onboard the Salernum. The Navy administered a drug test to the crew of that vessel, and all SIU members tested drug-free. �Original Third, Second Assistant Engineer (Inspected Motor Vessel) Courses Prepare SIU Members for Advancement, and Higher Pay The Assistant Engineer course prepares qualified students to sit for the U.S. Coast Guard exam for Original Third Assistant Engineer Steam or Motor or Original Second Assistant Engineer Steam or Motor. The ten, week course covers the following subjects for the respective licenses: engineering safety; potable fresh and distilled water systems, auxiliary diesels; auxiliary boilers; refrigeration; air conditioning and ventilation; sanitary, sewage, bilge and ballast systems; steering, hydraulics and low pressure air systems; prints, tables and diagrams; propulsion diesels, fuel and lube oil systems; propulsion diesels, ~ooling, starting, intake and exhaust drive train systems; electrical theory, motors and generators; main boilers and steam cycles; turbine assemblies and fuel and lube oil systems. Also included in the course are CPR, first aid and the use of Coast Guard C.F.R.'s (Code of Federal Regulations). The requirements to sit for each examination are too varied and lengthy to list here. All students must have their applications officially approved by the U.S. Coast Guard prior to attending the SHLSS course. The approved application is written proof that you are eligible to sit for a specific license based upon the seatime you presented. Do not settle for a verbal "Looks O.K. to me "from the Coast Guard. Request that they validate your seatime on the appropriate form. Also, be sure you have three character references (signatures or letters). The signatures on license applications or letters must be from the Master of the vessel, Chief Engineer and one other licensed engineer with whom you have worked. The Assistant Engineer course is also available to those students eligible to sit for either the Motor Addendum or Steam Addendum examinations. Most students attend the last three or four weeks of the Assistant Engineers course to prepare for these exams. More information concerning this course can be obtained by contacting the SHLSS Admissions Department. Robin Cotton takes a test on Steam Turbines. .... _.,.. •·""" """"' I Instructor Bill Eglinton covers questions and answers concerning Coast Guard C.F.R.'S. (Code of Federal Regulations). Dan Rose takes a quiz covering the use of Coast Guard C.F.R.'S. May 1986 I LOG I 9 �.· .. ,.~1r . From {I. tor.), Joan and Arthur Gilliland, Howard Rode and Max Steen enjoy the relaxing atmosphere at the Seafarers Training and Recreation Center. Seafarers Retirement Program Opens The Seafarers Training and Recreation Center has recently opened its doors to receive SIU Pensioners. Fifty rooms have been set aside to accommodate them. Four pensioners are currently living in the Hotel and couldn't be more pleased with the service they are receiving. Arthur and Joan Gilliland were the first retirees to arrive. Arthur visited the Hotel a couple of months ago to look over the accommodations. He returned home with a colored brochure of the Hotel and discussed the situation with his wife. Joan said, ''I took one look at the Hotel brochure and started packing.'' Arthur was a little more hesitant about getting rid of all the things they had accumulated over the years, but Joan was ready to go. They haven't been disappointed with that decision. "Here, two can live cheaper than one,'' says Arthur, "and we don't have to worry about the bills. When you're on a fixed income, with prices going up, that's important. Everything's taken care of here.'' Howard Rode and Max Steen were the third and fourth SIU Pensioners to make the SHI.SS Hotel their retirement home. ''If people aboard ship were as nice and courteous as they are here, it would make a big difference,'' said Howard. ''Nothing can be perfect but this is a wonderful set·up." Max, who shipped in the Steward department said, " There's never been a meal you can kick about here. They have an excellent menu.'' All of the retirees are looking forward to having more pensioners join them. "It's nice to trade sea stories, play cards, watch movies together, you know, help occupy the time," said Howard. What is the message these retirees want other pensioners to receive? ''Come down to Piney Point, take a look around and see for yourself. It's a beautiful setup. Talk to us pensioners and you won't be sorry you did," said Howard. SHLSS Welcomes Visitors Students from the Marine Institute of Newfoundland view a computer simulated scenario in the SHLSS Simulator building. 10 I LOG I May 1986 ;. Luis and Naomi daughter Jessica. Ramirez with Ramirez Family Enjoys the Comforts of SHLSS Shipping out for three to six months at a time can be very difficult for a Seafarer and his family. Add to this the need to take courses to upgrade their ratings and family time becomes very precious. At the Seafarers Harry Lundeberg School of Seamanship spouses and children are welcome to stay at the school while an SIU member attends classes. Luis Ramirez brought his wife Naomi and daughter Jessica with him while he attended the Recertified Bosun class. This was not the first time Brother Ramirez has come to SHLSS. He was here in 1981 for the Lifeboat, Firefighting, First Aid, CPR and Able Seaman courses. Mrs. Ramirez has also taken courses at SHLSS and is a graduate of Trainee Class #302. Both husband and wife are impressed with the modern facilities and quality courses offered at SHI.SS. SH LSS Archivist Kay Assenmacher discusses the school's historical collection with Sampson Shiferaw from the World Maritime University. ------SHLSS Graduates------ Third Assistant Engineer First row (I tor.) Richard Rosati, Steven Roznowski, Thomas Taylor, Joe DISarno, Robin Cotton. Second row (I. to r.) Richard Schwander, Dyke Gardner, Douglas Rakestraw, Dan Rose, John Ponti, Al Sczypiorski, Michael McNally, Kevin Cooper, Buddy Griffith, Fred Johnson. l Ref rlgerated Containers Advanced Maintenance I. to r. Eric Malzkuhn (Instructor), Tyler Womack, Manuel Piper. Not pictured Gene Speckman. Nautical Science I. to r. Brad Wheeler, John Kearney (Charles County Community College Coorctinator). . . Marine Electrical Maintenance First row (I. to r.) Louis McBride, Rashid Ali, Robert Scrivens, Ray Brownlee, Jan Thompson. Second row (I. tor.) John Herrlein, Donald Cox, Paul Hanley, Mike Mcllwain, Carl Merritt, Jose Valle. �1986 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry The following is the current course schedule for the 1986 school year at the Seafarers Harry Lunde berg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: deck department courses; engine department courses; steward department courses; adult education courses; all department courses and recertification programs. Engine Upgrading Courses Course Check-In Date Completion Date 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. The course schedule may change to reflect the membership's needs. QMED - Any Rating July 11 September 19 September 12 December 11 Marine Electrica1 Maintenance August 22 October 16 SIU Representatives in all ports will assist members in filling out the application. Marine Electronics (LASH Crane) October 31 December 12 Refrigeration Systems Maintenance August 15 September 26 Refrigerated Containers Advanced Maintenance September 26 November 7 Diesel Engineer - Regular November 7 December 19 Welding June 27 November 7 July 24 December 5 Hydraulics July 25 August 21 Fireman/Watertender & Oiler September 12 November 6 Deck Upgrading Courses Check-In Date Completion Date License Mate (Third Unlimited · Master Mate Freight & Towing) August 1 October 10 Celestial Navigation October 10 November 14 Lifeboat June 16 October 6 October 10 June 27 October 17 October 24 Able Seaman September 2 October 24 October 24 December 19 Radar Observer July 18 November 14 July 31 November 28 Course Tankerman August 11 December 1 August 22 December 11 Radar Observer (Renewal) June 6 August 8 September 5 November 7 December 5 June 13 August 15 September 12 November 14 December 12 & Operations Recertification Programs Course Check-In Date Completion Date Steward Recertification November 3 December 8 Bosun Recertification September 2 October 6 Adult Education Courses Course Course Sealift Operations and Maintenance Completion Date June 6 July 25 September 5 October 17 November 14 July 3 August 22 October 3 November 14 December 12 Steward Upgrading Courses Check-In Date Completion Date Chief Cook June 25 October 1 October 3 Jan.9, 1987 Cook & Baker June 25 August 13 October 1 November 19 October 3 November 21 Jan. 9, 1987 Feb. 27, 1987 June 25 October 1 Jan.9, 1987 Course Chief Steward October 3 Completion Date For students who wish to apply for the GED, ESL, or ABE classes for next year, the courses will be six weeks in length and offered at these times: September 13 December 13 August 1 October 31 All Rating Upgrading Courses Check-In Date Check-In Date Seafarers who are applying for the upgraders Lifeboat classes and who are either ESL or may need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. These classes will be offered: September 19 October 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: Able-Bodied Seaman Hydraulics QMED Able-Bodied Seaman July 18 July 18 September 12 October 17 July 25 July 25 September 19 October 24 ----Important Notice-----. Hotel Bill Payment Policy Changed Effective January 1, 1986 all upgraders' dependents staying at the Seafarers Training and Recreation Center at Piney Point will be required to pay their bills bi-monthly. May 1986ILOGI11 �Apply Now for an SH LSS Upgrading Course ···•·············•··•••••··•••••••···•·····•·····•············•·········•••·••·····••·•••••··••••••·••······•····•··•·····••··••·•·•····• Seat are rs Harry Lundeberg School of Seamanship Upgrading Application Name Date of Birth -----.~.-----...----­ Mo./Day/Vear (Middle) (first) (Last) Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~~~---------------------(Street) (City) Deep Sea Member D Telephone -..,,........(Area .....c..--o---de-.-)_ _ __ (Zip Code) (State) Pacific D Lakes Member D Inland Waters Member D Social Security# _______ Book# _______ Seniority _______ Department _ _ _ _ _ __ Date Book Port Presently Was lssued __________ Port lssued __________ Registered In _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) Now Held _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: D Yes No D (if yes, fill in below) Last grade of schooling completed _ _ _ __ Trainee Program: From _ _ _ _ _ _ to~----(dates attended) Have you attended any SHLSS Upgrading Courses: 0 Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold a letter of completion for Lifeboat: D Yes No D Firefighting: D Yes No D CPR: D Yes No D Date Available for T r a i n i n g - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Primary Language Spoken - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed :-------------D-E_C_K______________________E_N_G-IN __ E_______________ . S_T_E_W_A_R_D-------------------~ D 0 D D D D 0 D 0 D D D 0 C 0 0 Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course Sealift Operations & Maintenance No transportation will be paid unless you present original receipts and successfully complete the course. 0 0 0 D D D D D D D D C C C C FOWT OMED-Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel Third Asst. Engineer (Motor Inspected) Refrigerated Containers Advanced Maintenance Marine Electronics (LASH Crane) Hydraulics Hagglund Crane Maintenance 0 D D 0 Cook & Baker Chief Cook Chief Steward Towboat Inland Cook ADULT EDUCATION DEPARTMENT 0 Adult Basic Education (ABE) D High School Equivalency Program (GED) 0 Developmental Studies C English as a Second Language (ESL) 0 ABE/ESL lifeboat Preparation ALL DEPARTMENTS C~ Welding C lif eboatman - Sealift Operations & Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE SIGNATURE_~~~~~~~~~~~--~~ DATE _~~~~~~~~~~~~~~ RETURN COMPLETED APPLICATION TO: Seafarers Harry Lundeberg Upgrading Center, Piney Point, MD. 20674 Rev 5/86 ••••••.•••..••...........•....•...............•...........................•...•. , .....................................••• .--:::.-- 12 I LOG I May 1986 • ••• ..•• �Not All the Heat Is in the Kitchen SIU stewards are usually known for their culinary skills and morale-boosting meals and treats onboard ship. But like all shipboard workers, they are integral parts of a team that is responsible for safety. That's why they learn how to fight fires-one of the most dangerous emergencies that can be encountered on a ship. A recent class of recertified stewards attended the Military Sealift Command's firefighting school in Bayonne, N .J. where they traded their ladles and spatulas for charged hoses. They were there to take care of something a lot more serious than burning buns. The class consisted of: Virge B. Dixon Revels R. Poovey Edward L. Johnson Herlies A. Evans Tobe Dansley, Jr. Sofronio L. Amper Gene C. Sivley Robert M. Kennedy Joseph F. Miller Charles F. Gardenhire The stewards take the charged hose to douse the Oames of fire in a confined area of the ship. An MSC instructor shows the class the way to use emergency gear in case of a fire. Choose a Union Long Distance Telephone Co.-AT&T (CWAU) Save the jobs of tens of thousands of union members-long-distance telephone operators. As a result of the divestiture of the Bell System, telephone users in your community-and throughout the nation-will soon be required to choose which company they will use for long-distance service and telephone equipment including coin/pay telephones. This may be the largest-scale consumer choice in history between unionized and non-union companies. Of all the major companies competing for longdistance customers, at present only AT&T Communications has unionized work forces. While Communications Workers of America Union members' jobs are in danger today, the jobs of members of your union may be in danger tomorrow. The battle for long-distance telephone consumers will et a pattern for many industries, especially those facing deregulation and technological change. That's why the AFL-CIO Executive Council has unanimously approved a resolution entitled "Call and Buy Union." This resolution urges "each affiliated union, state federation, central labor body, and the millions of union members throughout the United States to choose only a }<»Jg-distance carrier with a unionized work force and purchase only telecommunications equipment made in America with union labor.'' Students learn how to contain fires that break out in the open. More DOD Cargoes For U.S. Flag Ships Rep. Helen Delich Bentley (R-Md.) early last month got the U.S. Department of Defense (DOD) to carry their cargoes in U.S.-flag vessels as mandated by the Military Transport Act of 1904. Right after Bentley was tipped off by American steamship companies that a foreign DOD subcontractor for the prime contractor, the airplane manufacturer McDonnell Douglas Corp., had shipped ammunition on two foreign-flag ships for the U.S. Army Armament, Munitions and Chemical Cmd. (USAAMCC) of Illinois, she got Marad to protest to the USAAMCC for its repeated non-compliance with the 1904 statute. The AAMCC had awarded a $88million prime contract to McDonnell Douglas which gave a $23-million sub- contract to a foreign supplier who used the non-U .S.-flagship . Prime contractors thought only they were affected by the law, not subcontractors. Following Bentley's protest, the Army ordered all of its prime contractor to tell their subcontractors that every pound of merchandise purchased for the DOD must move on American-flag bottoms as of 12:20 p.m. April 9 regardless of who the shipper IS. Bentley said, 'The law is very clear on the use of American flag hips for military purchases whether being shipped abroad or being brought in from foreign countries. This action can mean in exce s of $50-million in revenues to our U.S. shipping industry this year.'' �Drug Program Ready to Help The Alcohol and Drug Abuse Rehabilitation Center is putting the final touches on its new drug program, which is specifically tailored to meet the needs of seamen who are addicted to drugs. The center is hiring new staff memhers who are trained to counsel people suffering drug dependency. In addition, the center's Valley Lee, Md. facilities have been enlarged so that the counselors can work with more people. These steps are being taken to combat an alarming increase in the use of drugs. The problem is being felt by all segments of American society. "Over the past two years," said Rick Reisman, head of the Seafarers Rehab Center, "we have seen a tremendous increase in the number of people who are cross-addicted. Seventy percent of all people who come into the program to deal with a drinking problem also have some kind of problem with drugs." The problems that these members have with drugs run the gamut, from mixing their drinking binges with an occasional hit of marijuana to an expensive and sometimes deadly addiction to cocaine. ··we are finding that the people who are cross-addicted," said Reisman, "have a special set of problems. For one thing, they tend to go downhill more rapidly than other abusers, because one addiction feeds the other." ·'There is a growing awareness that something needs to be done to halt the growing drug epidemic in this country," said SIU President Frank Drozak. "While we insist that our members' constitutional rights be respected, we want our members to understand that we cannot guarantee their job security if they use drugs." More than one-quarter of all companies on Fortune magazine's list of the top 500 companies employ some kind of mandatory testing for drug use. High'-On the list of federal workers to be tested are those employed in the · transportation sector. It is therefore important for the members of this Union to be aware of the fact that onethird of all jobs available to them are onboard federally-controlled merchant ships that have been contracted out to the private sector. Three years ago, less than 10 percent of the jobs available to SIU mem-· bers were onboard military vessels. That figure is expected to rise to 50 percent within the next five years. "By opening up this program," said Drozak, "we are giving our members who have a serious drug problem a chance to stay in the industry. "Members addicted to drugs have to realize that they are hurting more thanjust themselves. The more people who test positive for drug use on SIU contracted vessels will ultimately mean fewer jobs for everyone. No operator-be it the federal government or a private company-wants to entrust their multi-million dollar investment with a crew composed of people who test positive for drug use," he said. "One final thing. You don't have to be embarrassed by asking for help. Our counselling center has helped hundreds of our members to recover from alcoholism and drug dependency," Drozak said. "If you have a problem with drugs or alcohol, help is available to you. All you need is to be willing to ask for that help." The St. Louis (Sea-Land Service) Pays Off in New York Recertified Bosuns Visit Hill This group of recertified bosuns takes time off from their studies recently to visit Capitol Hill. The group includes Ron Beckner, Bobby Riddick, Jerry Borucki, John Owen, Alvin McCants, Bernard Jackson, Ray J. Ramirez, Al Caulder, Carlton Hall, Luis Ramirez, his wife Naomi, daughter Jessica and SIU lobbyist Liz Demato. Operation Mulberry We have had a number of letters from retired seafarers saying that the Veterans Administration is not receptive to their claims of veterans status granted for their service in Operation Mulberry. We have contacted the Defense Department once again and have received a new release from them which gives specific information about obtaining a certificate and where to send it. Here is the information: "Applications can be submitted using Defense Department Form 2168 available from Veterans Administration Offices. Each applicant must provide documentation to support service on a blockship--including name of ship, date the applicant was notified for duty by the Army for that blockship, and the date the applicant was released from the Army-before the officials can properly process the application.'' Completed applications should be mailed to: Commander, U.S. Army Reserve Components Personnel and Administration Center (PSN-P-A) 9700 Page Boulevard St. Louis, Mo. 63132 We printed the names of the Mulberry Project ships in the December 1985 issue of the LOG. Steward Committee Picks Next Class Crewmembers Eduardo Vasquey, chief cook; AB Pablo Pacheco; Bosun Frank Adams, and FOWT Otto Pariam wait for the payoff while Rep. Mangram checks his paperwork. Rep Kermett Mangram and AB John Quirke check on a contract point during a payoff on the St. Louis recently. 14 I LOG I May 1986 The Recertified Steward Committee met recently at headquarters to select the next recertification cl~ (April and October). The committee members are (1.-r.) Morgan CarroU, Rudy Debo~ierie and Otis Pascal. �The Real L ren't Found in L. A. Fitout-Winter's En for The celebration of spring in the Midwest is incomparable to anywhere else in the country. It is perhaps because the winters are so brutal. Spring on the Lakes is a slow awakening. It is in early March that the fullblown spring is planned for (even rushed by Detroit's winter weary residents) in the Great Lakes. In Detroit, on Lake Michigan, people say spring has arrived when the J. W. Wescott II begins its deliveries of mail to merchant vessels. The only floating mail delivery boat of its kind, this year the Wescott left from Detroit on April 9. It is in early March that fitout unfolds all across shoreside ports on the Lakes. This year the I. A. W. lnglehart led off the Great Lakes season. It departed Cleveland for Alpena, Mich, March 13. An SIU crew was onboard. Some 57 vessels in all are expected to be fitted out for service on the Lakes this year. As the 1986 season began, SIU A stream of coal running through a ship-to-shore conveyor trestle is monitored by Jack Bennet aboard the Buffalo. (Photos and Story by Lynnette Marshall) ers members registered for hundreds of jobs on Lake carriers. The scaffolding was immediately raised for the paint work, the scraping and welding began. While stewards were mainly concerned with having enough stores onboard and the stove stoked to working condition, Seafarers about the engineroom were busy getting together their inventories of spare engine parts. On deck, workers painted over the rust of ships' hulls. By April, the winds are still blustery, but without the cold. American Steamship had 10 of its vessels sailing in the month of April on the Lakes. Among the vessels was the SIU-contracted Buffalo bulk carrier. It left from St. Claire in April for a "round robin" trip first for Stone Port, Mich. to load stone for Chicago, then on to Escanaba, Mich. to load ore for Ashtabula, Ohio. The vessel has 18 SIU members aboard. (Continued on Page 18.) Though the water had not been turned on aboard the H. Lee White, the steward department, with a little ingenuity and a lot of patience, was able to put together a full lunch for the crew. The chefs (I. to r.) Mohssan Ghani, Dan Welty and Salem Ali were able to smile through the ordeal. The Paul Thayer (Pringle Steamship Co.) stretched out before the lakefront of Cleveland, Ohio this spring. As hammers continued with the task of shaping the Thayer for duty, lights on the skyline from office windows flickered with the activity of urban night life. Eli Zindei will sail in the engine room of the Ste. Claire. May 1986ILOGI15 �Fito Night falls over the Cleveland harbor, but by the glow of work light, Seafare rs work outside threading winnowed trains of frayed rope back together on the Medusa Challenger. Below deck, John Sandstrom relaxes with a cigarette. Fitout is officially over several hours later when the Medusa journeys out into the darkness on her first trip of the 1986 shipping season. • gsa Long-time Laker, OS-Deck Abdul Saeed is ready for another season on the Paul Thayer. In April a cold front blows into Detroit hr' Saeed (left) and watchman Kenneth Shork Mohamed Sharian registered to work the '86 season on the Lakes as an oiler for the BobLo Lines cruise ship Ste. Claire. On the Belle River, O.S. Dave Wilson. An SIU member rapels down a cargo hold on the Buffalo, a bulk carrier undergoing fitout on the Lakes this spring. Rivets were loosened from a damaged teflon-coated hold plate, and moments later the plate was pulleyed to the deck where SIU deckhands could make repairs. 16 I LOG I May 1986 When the crew came aboard the H. Lee W Throughout the long and dark winter month Fox will forego sailing as a wiper to carry o vessels laid up outside Toledo, Ohio. He sta �a ith it gray skies and flurries. On the open deck of the Belle River, shipmates OS Wahia t the work of fitout. AB Watchman Mohamed Muthana on the Paul Thayer . .. Alie G. Mutahr (above) with his own homemade blueberry pie and vanilla frosted chocolate cake. Mutahr is shipping out in the galley department on the Richard Reiss this spring. n Fox handed over the ship's keys. watched over the White. This season keeper for four American Steamship re one, Mc Kee Sons. Two friends from the engine department of the Paul Thayer. May 1986 I LOG I 17 �Fitout (Continued from Page 15.) Another SIU-contracted American Steamship vessel, the Belle River, had jobs for 20 SIU members this 1986 shipping season. The Belle's first trip out was to load coal at Lake Superior April 1 and to clear the locks April 3. The H. Lee White (American Steamship) came from fitout April 14 with SIU members on hand. The Richard Reiss (Erie Sand and Gravel) will be loading iron ore taconite pellets, stone, sand, coal and gypsum with 24 SIU members in the crew. The Boblo Cruise ships (owned by American Automobile Assn.) are operating pleasure cruises to Bob-Lo Island amusement park with SIU crews. And the Paul Thayer (Pringle Steamship Co.) and the Medusa Challenger sailed from Cleveland under warm spring weather. The Thayer runs all four lakes, Superior, Huron , Erie and Michigan. April 7 at midnight , the Medusa Challenger left Cleveland, but, as spring would have it, on April 8 and April 9 it snowed. \@fa.fr n:ttII&.. _. -~· The Richard J. Reiss will make its first trip of the season delivering stone and sand to the Erie Sand and Gravel depot. (Below) AB Wheelsman Allen Beck takes a short break onboard the Paul Thayer. Edward Biel and Jack Allen met 17 years ago when both were sailing on the <}eorge Steinbrenner. This year Biel will work on the Richard J. Reiss as a 2nd c.<>?k. ~s m past years, SIU Rep. Allen will service the vessel, and take time out for a visit with an old and trusted friend. Mohamed Mashrah is an AB Wheelsman on the Paul Thayer. 8JLO �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • I • I r•I I I I I I I I I I I I I I I I I I •• I I I I I I I I The past month was one of the more hectic in recent memory. A partial list of some of the stories that attracted national attention is breath-taking in its scope and for the potentially far-reaching consequences that these events pose for American seamen. The stories include the following: American bombers attack terrorist camps in Libya. With the exception of British Prime Minister Margaret Thatcher, who was condemned by a majority of her countrymen, not one of the European allies demonstrated any support for the retaliatory action. Radical Islamic groups promised to take revenge against American and British targets. One group, the Islamic Jihad, threatened to blow up American ships and embassies. A nuclear reactor in the Soviet Union at Chernobyl experienced a meltdown because of inadequate safety standards. Domestic consumer groups questioned regulatory standards in this country. Other groups drew attention to standards in the transportation and energy sectors in light of this administration's stated desire to further deregulate both industries. The American-flag merchant marine continued its uninterrupted decline. Administration figures refused to offer any new programs to revive the industry, and even threatened to jettison the few remaining programs still in existence. A growing number of congressional leaders criticized the failure of the administration to do anything to help the American-flag merchant marine, citing the important role that the maritime industry serves in providing this country with sealift support during international emergencies. They questioned the validity of the "Effective U.S. Control Doctrine," which states that the U.S. can rely on foreign-flag fleets to help meet its security needs. Many of the same congressional leaders criticized the maritime industry for its inability to overcome long-standing internal differences. SIU President Frank Drozak calls on the heads of four major maritime unions to merge into one single union-the Maritime, Industrial and Service Union of America. Oil prices decline to their lowest point in years, giving the U.S. what some economists call a "second chance" to halt the erosion of its industrial base. The American trade deficit reached a new monthly record: $14.7 billion. Congress considers tax reform and passage of the 1987 budget. The Supreme Court hears arguments on the constitutionality of the Gramm-Rudman Act, which mandates across-the-board cuts in the budget if certain goals to eradicate the deficit are not met. Sea-Land, one of the largest American shipping companies, votes to accept a take-over bid from CSX. Sea-Land is a major supplier of jobs to SIU seamen. The country is experiencing the effects of a full-fledged crisis in the insurance industry. Among other industries, it has hit the maritime industry particularly hard. The House Merchant Marine Subcommittee considered the merits of several promotional bills, including one offered by the chairman of the subcommittee, Rep. Mario Biaggi (D-N.Y.). Viewed separately or together, the bills seek the complete overhaul of the existing system of merchant marine subsidies. During the course of the hearings, several congressmen told representatives of the U.S.flag shipping industry to "stop the fratricidal battles," because if they don't "it will be impossible'' to enact a new promotional program . * * I I I I * • Lcgislcttive. Admmiscr.ltivc .rnd R~gul.1tory H.1ppcnings Marldme Overhaul * 1"- I May 1986 Washington Report * I I I I I I •I I I I I m Seafarer~ lnccrnacional Union of North America. AFL-CIO I I + * * * * * * * Oil Prices Falling oil prices have resurrected two maritime issues: the Strategic Petroleum Reserve (SPR) and the ban on the export of Alaskan oil. A growing number of newspapers (Washington Post, etc.) and political figures (Sen. Bill Bradley, D-N.J.) are calling for the United States to take advantage of falling oil prices by stocking up on SPR supplies. By doing this, the United States could help further several important national goals: keep oil prices low; provide relief to the hard hi domestic and Mexican oil industries; beef up on oil supplies at a time when prices are low. Unfortunately, some politicians have used the falling oil prices to argue for a repeal on the ban of the export of Alaskan oil on the grounds that something needs to be done to turn things around for the sagging economy of Alaska. The SIU has thrown its full weight behind H.R. 3817, a bill that would amend the Export Administration Act (EAA) to ban the export of Cook Inlet oil. While the amount of Cook Inlet oil is relatively small, there is concern that certain forces want to use it as a test case to repeal the ban on all Alaskan oil. At present, 103 members of the House of Representatives have agreed to cosponsor the bill. * * * Build and Charter An $852 million build and charter program that had been hailed as the first major shipbuilding program since the elimination of the Construction Differential Subsidies in 1980 has hit rough sailing in the Seapower Subcommittee of the House Armed Services Committee. Legislation authorizing the bill had been previously reported out of the House Merchant Marine Committee. It was scheduled to be marked up in the House Seapower Subcommittee. While the mark-up did begin, it was not completed. "If a further mark-up does take place," said Bob Vahey in the Area Vice-President's May report to the membership, ''it appears that there will be major differences [between both versions of the bill]. "The Seapower Subcommittee's legislation gives almost total control of the program to the Navy, virtually eliminating Marad involvement. Since the merchant marine bill calls for extensive Marad involvement, this could ultimately undermine prospects for enactment of the legislation.'' Japanese Can, Bilateral Treaties The House Merchant Marine Subcommittee has considered and approved two important bills that, if enacted, would provide much needed cargoes to the U .S.-flag fleet. The first bill, H.R. 3662, would require that bilateral shipping agreements be negotiated with major U.S. trading partners. The SIU has long supported this position. The second bill, H.R. 3655, would require that an equal number of Japanese cars imported into the U.S. be carried on U.S.-flag vessels as are carried on Japanese vessels. The Japanese auto carriage bill in particular has aroused a great deal of attention because of a growing perception that Japan is engaging in unfair trade practices. Some people are talking about a Bo-Ko San-which is Japanese for ''Trade War.'' While some Japanese companies have agreed to let American-flag vessels enter into this trade, most people feel that the gesture is "too little, too late." "The number of cars involved is roughly 60,000 out of a total of 2.2 million,'' said Frank Pecquex, SIU director of legislation. "The only reason why it was offered is that the Japanese government wants to prevent enactment of H.R. 3655." Full committee mark-up on both bills is scheduled for some time later this month. Delta Queen The Senate has approved a bill that would permit the continued operation of an American heirloom-the Delta Queen (Delta Queen Steamboat Co.). The Delta Queen has provided Louisiana and other states on the Mississippi River with millions of tourist dollars and has generated dozens of jobs for SIU Boatmen. It is one of the last remaining wooden hull boats still in operation. The Senate bill also would close a loophole that permits foreign-flag tugs to tow foreign vessels into U.S. ports. This is now allowed if the foreign vessel's last port of call was a foreign port. The House and Senate had passed another version of this bill which the president vetoed. The SIU is encouraging the House to support this amended legislation. Tuna The U.S. tuna industry is in the midst of a severe economic decline precipitated in large part by antiquated tariffs that favor waterpacked tuna. Water-packed tuna is assessed a 6 percent tariff, while the tariff on oil-packed tuna is 35 percent. This loophole has led to a massive import surge-an increase of 128 percent since 1979. There is now only one tuna cannery left in the continental United States. I Ma 1986/LOG/19 ....... �America Hits Libya For Its Role in Promoting Terrorism The United States carried out a bombing raid against selected Libyan targets in response to that country's support of terrorism. Even though some kind of American retaliatory action had been predicted for weeks, the bombing came as a shock. The American action received virtually no support in the world community. Only three countries-Canada, Great Britain and Israel-stood squarely behind President Reagan's actions. For weeks, the United States had been trying in vain to get its European allies to enact some kind of economic blockade of Libya for its role in promoting terrorism. President Reagan later said that the bombing raid had become "inevitable" once this country came upon ''incontrovertible proof' linking Libya to the bombing of a Berlin disco frequented by American servicemen. The bombers, F-11 's, were launched from bases in Great Britian. Prime Minister Margaret Thatcher was the What Is the EUSC Doctrine? by SIU President Frank Drozak. "Sealift readiness comes from two principal sources: U.S. government owned ships and the U.S. flag merchant marine. "Other sources for Strategic Sealift have their basis in laws, treaties and international agreements. Examples of these are Effective U.S. Controlled (EUSC) fleet and European NATO flag shipping. Combined, all of these readiness sources provide Strategic Sealift in time of war or national emergency , depending on the nature of the threat and area of confUct ... " MSC pamphlet on readiness Since the end of World War II, the United States has relied upon the EU SC doctrine to protect American security interests. Yet the few times that it has been tested, it has met with questionable success , and even outright failure. The basis of the doctrine is this: that the United States can rely on foreign-flag fleets to augment its sealift capability, without which the United States could not sustain any kind of extended conflict away from its shores. Yet according to Irwin M. Heine, one-time economist and statistician for the Maritime Administration, the EUSC doctrine contains many serious flaws. He outlined the most serious of those flaws in this 1981 study: ''The fact that EUSC ships play an important role in U.S. mobilization planning is based on agreements, not treaties, with Panama, Honduras and Liberia. These agreements specify that ships of U.S.-controlled foreign affiliates of American citizen companies registered in these countries will be returned to U.S. control in time of national emergency or war. This may be for as long as friendly relations continue. In recent years, however, many governments of the Third World, particularly in Latin America and Africa, have experienced political upheavals. Under international law, only the state of registry has the right to requisition and exercise control of its national flag ship!; " Heine then went on to give examples of when the EUSC doctrine failed to work. In 1973, during the Yorn Kippur War, Liberia prevented ships documented under its registry to carry military and civilian supplies to Israel, even though the United States q~emed such movement vital to its national interest. And during the Vietnam War, Heine relates, a small number of foreign-flag ships chartered by the Military Sealift Command were prevented from carrying American supplies to South Vietnam because their crews opposed U.S. policies and actions in that region. Indeed, international events of the past six years raise serious questions about the EUSC doctrine. For one thing , as demonstrated in Iran , Ethiopia, Sudan and Nicaragua, today ' s friendly surrogate can become tomorrow's deadly enemy. Many of the countries which provide the American Navy with sealift support are experiencing serious political difficulties. Honduras and Panama are situated in a region, Central America, that is being engulfed by widening Communist guerrilla war. As a member of the so-called ·'Contadora Group'' Panama opposes America's policies in the region. Honduras, which has quietly supported the American tough line, has a common border with Nicaragua and may be the subject of the same kind of guerrilla activity that now bedevils El Salvador. Liberia, the other major source of sealift, has been in the throws of a major political upheaval since 1979, when former President William Tolbert, his family and top advisers were dragged from their beds one night and shot. Tolbert was replaced by a military dictatorship headed by Lt. Sam Doe. Dissatisfaction with the Doe regime is. said to run high, and there was a recent attempted coup. only world leader given advance notice of the attack in order to gain her approval to have the British bases used for such an action. Tens of thousands of Western Europeans took to the streets in Great Britain, West Germany and Italy to protest the raids. American bombers had to fly several thousand miles out of their way because this country could not obtain permission from Spain and France to use their airspace rights. After the raid, Prime Minister Thatcher appeared before the House of Commons to explain her reasons for giving the United States her approval to use the bases. "It is inconceivable," said Thatcher, "that the U.S. should be refused the right to use American aircraft and American pilots . . . to defend their own people." Thatcher was booed by the members of the opposition Labor Party and even from some of her own backbenchers. Liberal Party Leader David Steel said that Thatcher's decision had turned Great Britain ''from a British bulldog into a Reagan poodle'' while a number of influential labor politicians said that they would press for the closing of the bases should their party ever return to power. British polls showed that two-third of the British people opposed the raid. After the raid, Western European leaders tried to narrow the differences between their countries and the United States on the Libyan issues by expelling small numbers of Libyan students and diplomats. ''The United States should do everything it can to protect the lives and safety of its citizens abroad,'' said SIU President Frank Drozak shortly after the raid. "Many people try to laugh off the Libyan threat," said Drozak "by stating that Libya is just a small country of three million people. Meanwhile, Libya has given billions of dollars to groups that have targeted American~ embassies and ships for death. "We have to earmark more money for the MSC fleet," said Drozak, "because in the final analysis it is not clear if we can count on the aid of our NATO allies in case of an extende action against Libya. We also have to reverse the decline of the American flag merchant marine, which has continued unabated since the end of the Korean War." ~ ·~ ·~ ' '·. : : ' .,. Vessels like this U.S. Naval Hospital in the MSC fleet provides this country with adequate sealift capability in time of war. (Photo courtesy of U.S. Navy). �Assignment of Mariners Note: The Civilian Marine Personnel (CMP) has issued new instructions covering the assignment of mariners. It has asked that these assignments be posted and publicized. 2-1. GENERAL ASSIGNMENTS-Mariners are assigned to MSC ships for a minimum of six months. Crewmembers who have at least six months aboard ship may request to be relieved. Reliefs are made based on the operational commitments of the ship and the availability of fully qualified replacements. Therefore, there is no guarantee that mariners will be relieved after six months aboard ship. The six-month tour of duty may be served aboard more than one ship when operational necessity dictates ship to ship transfers during a tour of duty. ,_ Assignments are made based on the operational requirements of the comand. Therefore, a mariner may serve aboard the same ship or ship type for two or three assignments or receive assignments to different ships each ' time he/she returns from leave. When assignments are made, first consider.ation will be given to employees who occupy permanent ratings of the positions to be filled. Further consideration is given to employees who have the most time ashore. The Crewing and Receiving Branch will consider and rant an employee's request for assignment to a particular ship or geographic area whenever possible proided that a bona-fide vacancy exists and the mariner requesting the assignment is not required to fill an assignment of hig~er priority. 2-2. ASSIGNMENT OF KEY PERONNEL-Master and Chief Engineer j positions are key shipboard managerial positions. Certain positions aboard pecial mission ships may also be designated as key positions due to the specific technical expertise vital to ccomplishing the sponsor's mission (Chief Officer, Cable, Boatswains Mate Cable, Second Assistant Engineer, Deck). The Crewing and Receiving Branch will reassign these key personnel to the same ship or ship type on a regular basis whenever possible to ensure continuity of operations. 2-3. ASSIGNMENT OF FEMALE MARINERS-Female officers and crewmembers may be assigned to any ship in the MSC fleet provided that adequate berthing is available. Common berthing arrangements aboard MSC ships are: private stateroom, shower and toilet for officers; private stateroom with shared shower and toilet for Chief Petty Officers (CPO's) and semi-private staterooms (two or more crewmembers) with shared shower and toilet for unlicensed crewmembers. Female officers may be assigned to any ship. Female CPO's may be assigned to ships where shower and toilet facilities shared with male CPO's lock to ensure complete privacy. Unlicensed female crewmembers may share multi-berth staterooms with other female crewmembers. Facilities shared by other crewmembers must lock to ensure complete privacy. 2-4. ASSIGNMENT OF PREGNANT MARINERS-Pregnant mariners who qualify for positions aboard ship may be assigned to any MSC ship following the policy stated in paragraph 2-3. Each pregnancy case will be handled individually giving due consideration to the ship assignment, the mariners' medical history, her physical condition and her ability or inability to perform satisfactorily in her assigned position. 2-5. ASSIGNMENT TO SHIPS SUBJECT TO THE NUCLEAR WEAPONS PERSONNEL RELIABILITY PROGRAM-MSC operates three ships which are subject to the Nuclear Weapons Personnel Reliability Program (PRP): USNS Marshfield (T-AK (FBM)282), USNS Vega (T-A~ (FBM)286), COMSCLANT and USNS Kilauea (T-AE 26), COMSCPAC. Assignments to these ships are made to mariners accepted into the PRP. In addition to meeting employment requirements set by MSC and the U.S. Coast Guard, mariners assigned to these ships must successfully meet the stringent requirements of the PRP. Entry into the program is voluntary Last month's LOG contained a story of the USNS Mispillion (T-AO 105), which ran aground off the coast of Japan. The vessel sustained serious damages. and mariners are selected after they have met the reliability standards of the program established by the Navy. The candidate must have twelve months satisfactory service as an MSC civilian marine employee. Satisfactory Federal, civilian, or military service, or satisfactory U.S. Merchant Marine Academy, state maritime academy, or maritime college service may be credited toward this twelve month service requirement. The screening process is conducted in stages. During the first stage, the Placement Officer will review the mariner's personnel records and interview the mariner to determine if he/she has the qualifications to enter into the program. Due consideration is given to the absence of disqualifying factors as well as to the presence of qualifying factors such as motivation, professionalism and technical competence. When it has been determined that the mariner meets the minimum requirements, the Placement Officer commences the initial screening by forwarding appropriate documents to the Medical Department. A physical examination including drug urinalysis screening will be conducted to ensure that the mariner meets the physical requirements of the program. The next stage of the screening process covers security clearance requirements. Clearance requirements for critical and controlled positions in the PRP are slightly different from standard clearance requirements in that the investigation on which the clearance is based must be completed prior to assignment. Interim clearances are not allowed except under specific circumstances. Mariners in critical positions must have a complete Background Investigation (Bl) for secret or top secret clearances. Mariners in controlled positions must have a minimum confidential clearance based on a National Agency Check and Inquiry (NACI). Assignments are made for six month tours of duty and mariners in the PRP may, on occasion, be assigned to other ships in the fleet which are not subject to the PRP. Rescreening, including drug urinalysis testing will be conducted when a member of the program is reassigned to duties under the PRP after having been administratively assigned to duties aboard ships not requiring PRP certification. The second half of these MSC instructions will be carried in next month's issue of the LOG. U.S. -P.I. Friendship Affirmed IU Vice President Buck Mercer, right, and SIU Patrolman Gentry Moore listen to peakers at an anti-apartheid rally in Union Square, San Francisco, Calif. Philippines Vice President Salvatore Laurel said that he was now assured that President Reagan ''fully'' supports the new Aquino administration. Laurel met Reagan in Indone ia, where the president was on the first leg of a 13-day trip to Asia. "I got what I wanted," said Laurel,'' confirmation of the fact that as far as (Reagan) is concerned the legitimate president is Corey Aquino and not Marcos. It swept away the cobwebs." The cobwebs of doubt, said Laurel, were caused by Reagan's long-term friendship with Marcos and the slow pace he took in supporting the former dictator's overthrow. After the Laurel-Reagan meeting, Secretary of State George Shultz emphasized that the United States had quickly recognized the new Aquino government and that it was committed to its survival. In hi meeting with Reagan, Laurel had asked for increased military and economic aid, especially since the new government had to act quickly to meet the threat posed by a Communist insurgency that had spread to many regions of the country. ''The Communists are tough hombres," said Laurel, noting the need for increased aid to hore up the Democratic process that began with the overthrow of Marcos and the ascension of Aquino to the presidency. May 1986 I LOG I 21 �Sailing Aboard the S.S. constitution Part of the galley crew includes (I. tor.) Robinson Tacang, cook trainee; Francis Clark, 2nd cook; Russell Barnett, cook trainee, and Frank Martin, assistant cook. Thomas Bullen, OS, rings the Constitution's bell for anchors aweigh. Enjoying a few samples from the dessert table are Tina Sivola, deck lounge stewardess, and Ramon Calderon, head waiter. Jackie Davis, bartender. 22 I LOG I May 1986 Gary Coats, hotel joiner. Roger Haugen, chief reefer. �SIU Members Around the world The Seafarers International Union was well represented at a Service Employees International Union informational picket at Swedish Hospital in Seattle, Wash. The SEIU was protesting the lack of progress in their negotiations with Swedish Hospital administrators. Pictured, left to right, are SIU Seattle Port Agent George Vukmir, Owen Duffy, Lowell Miller, former Seattle SIU Field Rep Rich Berkowitz, Stan Ruzynski and Joseph Rioux. Oscar Williams, left, and Gary Mitchell, oiler maintenance men aboard the USNS Regulus, make a last minute check before the ship sails from Tacoma, Wash. to Korea. Floyd Sanderson, left, receives a certificate and congratulations from West Coast Vice President George McCartney for passing his third assistant engineer's exam. Sanderson was graduated from the trainee program in Piney Point in 1974 where McCartney was his Union Education instructor. Off Madeira Is., Portugal, these Seafarers aboard the PFC Eugene A. Obregon prove to be good fishermen as well. With their catch are, (I, to r.) Steward P. L. Hunt, Bosun James Todd and AB Thomas Bonner, Jr. SIU Vice President Joe Sacco, right, and QMED E. Welch, left, enjoy some Louisiana gumbo prepared by Steward/Baker Bill Goff aboard the MN Ambassador (CCT). May 1986 I LOG I 23 �ITF Meets in Geneva Legal Aid SIU Wins Runaway Flag Fight Seafarers from 28 nations met in Venice, Italy at the March 24-26, 1986 International Transport Workers' Federation (ITF) Seafarers' Section Conference. Frank Drozak participated in the meetings representing the Seafarers International Union. Agenda items at this three-day meeting included a number of issues of vital concern to all SIU members, including flag-of-convenience operations, minimum manning and safety and training programs, programs for maritime mobile hijacking and piracy of ships, and cooperation and job solidarity between licensed and unlicensed personnel. Throughout the conference, Drozak took strong stands on behalf of SIU members and all seafarers. Also attending the meeting were: Roman Gralewicz, president, SIU of Canada; Ray McKay, MEBA-2; Fred Schamann, MEBA-1; Shannon Wall, NMU; Daniel Colon, MEBA-1; Rene Liolanjie, NMU, and Harvey Strichartz, American Radio Officers Association. Unanimous approval was given to a SIU resplution calling on all ITF affiliates to urge their governments not to ratify or implement the UNCTAD Convention on Conditions for the Registration of Ships, adopted in Geneva Feb. 8, 1986. In his successful effort on behalf of this resolution, Drozak said, "This proposed international agreement attempts to whitewash and legalize flags of convenience and their runaway operations and should be promptly buried." On occasions in the past and at this conference, ITF seafarers have taken positions that if a vessel's proposed sailing itinerary includes a war-like operations zone, advance notice of such scheduling shall be given to all seamen aboard. Then, any member of the crew shall have the right not to continue on that vessel and shall be returned to his port of engagement at the shipowners' cost without any risk of losing his employment or suffering any other detrimental effects. Drozak and Roman Gralewicz, as well as Masters, Mates and Pilots and Marine Engineers Beneficial Association officials clearly stated that this is not the policy of their members and their organizations and made strong objections to it. They stated that they will continue to sail their ships as they have done in the past. Drozak also stated that he will continue to urge the United States government, particularly the U.S. Navy, to adopt and implement policies and programs for protection and self-defense of seafarers in hostile situations. On the subject of hijacking, piracy, and terrorism at sea, the conference adopted a recommendation that all seafarer organizations continue to press governments and shipowners to pay less regard to simply protecting their investments and profits and show more concern for the protection of human lives. The recommendation also urged that ships' crews be given no less protection and safety consideration than ships' passengers. The final agenda item of the conference dealt with the issue of requirements for and the functions of ships' radio officers. This topic and the instances of radio operators performing work assigned to unlicensed electricians, gave Drozak the opportunity to express his concern over the fact that in recent years it has been unlicensed jobs that have been eliminated in order to protect and preserve officers' positions. He strongly urged that all brothers and sisters at sea and ashore support each others' employment rights and areas of work. Drozak concluded with an urgent call for full cooperation and job solidarity by all. Billy Nuckols ETC Employee of the Month LNG Recertified Bosun Billy Keith Nuckols was recently named the second winner of the Employee of the Month A ward by the Energy Transportation Corp. (ETC) for his talent, dedication and performance aboard their ships. Brother Nuckols joined the SIU in the port of New York in 1954 sailing as a ship's delegate. He also sailed during the Vietnam War and graduated from the Union's Recertified Bosuns Program in 1975. Seafarer Nuckols hit the bricks in the 1962 Robin Line beef. Nuckols was a former member of the United Mine Workers Union and is a veteran of the U.S. Navy in World War II. Born in Ansted, W.Va., he is a resident there. His daughter, Angela Sue, was a 1971 SIU Scholarship winner attending Marshall University in Huntington, W. Va. Are You Missing Important Mail? We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. If you are getting more than one copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. -~----------------------------~----------------------------- HOME ADDRESS PLEASE PRINT Date:----------- Social Security No. Phone No. ( ) Area Code Your Full Name Street - City Apt. or Box# Book Number 0 SIU 0 UIW State 0 Pensioner ZIP Other-------- UIW Place of E m p l o y m e n t - - - - - - - - - - - - - - - - - This wlll 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 24 I LOG I May 1986 In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult Is being published. The member need not choose the recommended attorneys and this llst Is intended only for Informational purposes: NEW YORK, NEW YORK Schulman & Altman 84 William Street, Suite 1501 New York, New York 10038 Tele.# (212) 422-7900 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Ill. 60603 Tele. # (312) 263-6330 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele. # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 J ., HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 LOS ANGELES, CALIF. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele. # (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 36602 Tele. # (205) 433-4904 NEW ORLEANS, LA. Gardner, Robein & Healy 2540 Severn Avenue, Suite 400 Metairie, La. 70002 Tele. # (504) 885-9994 NORFOLK, VA. Peter K. Babalas & Associates, P.C. Suite 700 Atlantic National Bank Bldg . 415 Saint Paul's Boulevard Norfolk, Va. 23510 Tele. # (804) 622-3100 ,'.:, PHILADELPHIA, PA. Kirschner. Walters, Willig , Weinberg & Dempsey Suite 110 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, MO. Gruenberg, Sounders & Levine Suite 905-Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele. # (314) 231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, Calif. 94104 Tele.# (415) 981-4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker 201 Elliott Avenue West, Suite 500 Seattle, Wash. 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (813) 879-9842 :.. �Ke~ya: By CHARLES BORTZ In the July 1984 LOG, Seafarer Charles Bortz wrote about a scrawny cat which boarded the MN Ranger as she was about to leave Greece. Then in September 1985, he updated us on the kitten left behind. In this, his third article, Bortz (now aboard the C.S. Long Lines) abandons pussy cats ... for bigger game. F you are a working seaman--or even a passing tourist-you simply have to be impressed by Kenya. With the countries around it-Uganda, the Sudan, Tanzania-convulsed by evil war or creaking under doctrinaire Marxist regimes, Kenya goes its own merry way, taking in everybody's money and smiling up at the African sun. I A Great Place to Stop! In October the SIS F airwind spent 23 days alongside the dock in Mombasa unloading wheat, and a grand time was had by all. This despite the fact that the carrier Kitty Hawk and her escorts dropped in to join us on our very first weekend. Nine thousand American sailors and marines hit the beach, most of them young and most of them with two months' pay in their pockets. Many of the boys decided there was no point in even going ashore, but once out of uniform, Mombasa absorbed those 9,000 swabbies like a sponge does water. All week the sophisticated ladies of Nairobi and their less polished sisters from as far away as Uganda and Ethiopia had been trooping into town. The souvenir shops Getting Families Involved By AL CAULDER Al Caulder sails as a bosun out of the port of Seattle and is currently attending the Bosun Recertification Program at Piney Point. I have been a member o t e SIU for 19 years. Being a Union man, I am a great believer in the power of unity and strength in numbers. Which brings me to my point: How many times has our Union asked us to participate in a rally for the good of our Union or one of its affiliatesand we had to decline, having promised the family we would do something together that day. As members of the SIU, we should try to make every effort to attend and support our Union's causes and not forget that when the SIU tells an affiliate that we will show up and support them in force, a verbal commitment has been given. Participating in a Union cause doesn't have to mean a day away from the family. Rather, it should be looked upon as a new and exciting experience for the entire family. Being away nine months a year, I use every opportunity when I am home to be with my family. Anyone from Seattle knows I am a family man body and soul. I am seldom seen in the Seattle hall without my wife Pam and our two children. By making calls with me, it gives us precious time together. And everyone in the hall has always been pleasant and respectful to them. Many have become friends to Pam, Brandon and Kelly and are motivated by their support and enthusiasm for the Union. Rallies are a great time to be with the family as well as carry out our Union obligations. Bringing our families to these functions does three things. First, it gives SIU members a day to be with their families, sharing an important cause together and still having a great time. If you doubt it, watch a child's face when he or she is walking a picket line with dad. It gives all concerned a new experience and a sense of pride. Second, it gets the family involved in what you are doing and helps them understand what you and your Union stand for. It shows them how to stand up for what they believe in-to get involved and not be an onlooker. It also instills pride and shows them there is individual strength in unity effort. Third, bringing your family to a rally shows those we oppose that when we make a stand for an issue, we support it 110 percent, not only as members of the SIU but with family unity. When I show up at a rally with my family, those we oppose know my son and daughter are there with me learning about my Union, our causes and the power unity can have when used properly. By learning about unionism at an early age, my children will not hesitate one future day to stand fast in a picket line or rally with their families. When people see children holding a sign for a cause their parents believe in, it brings attention to the cause. And those who haven't been involved may feel guilty for being passive on an issue of importance while a child is standing up for them-and they may join the group. When the opposition sees my wife at an event with me, they know that she supports our cause. And if a product is involved, ours is one household they won't be selling to. And our friends and family will probably support our stand as well. It makes them think. In closing, brothers and sisters, I want to urge you to take the time to keep your families informed of our Union's goals and ideals-and get them involved. They can better support your efforts and be proud of you for standing up for the Union and what it means. If you doubt it, ask my son Brandon if he's proud of his daddy the next time we're picketing for an issue. So how about it, brothers and sisters-get the family involved! had loaded their shelves, and taxidrivers stocked up on "No-Doz" to keep the operation going around the clock. No one was disappointed. When the fleet sailed five days later, it left $3 million behind. The shelves, the ladies and the cabbies were all exhausted. The day after, the city looked like a ghost town. Hardly a cab or a lady on the prowl. To the credit (and amazement) of practically everyone, there was not a single police incident during the whole stay. This says a lot for the amiability of the inhabitants and something too about the new maturity of the American sailor. It also indicates the law and order situation in Kenya. The Kenyans have not yet adopted the casual attitude of so many of the world's citizens toward robbery and mayhem. If a thief is detected, he is lucky if the police are the first ones to lay a hand on him. If the people catch him, he is likely to be strewn all over the pavement. On the F airwind, after the first few days, we grew careless about locking ourfoc's'les. The shore workers made no attempt to enter the crew's quarters, not even pestering the galley. Indeed, it was rare to have anyone bum you for anything, aship or ashore. With the grain dust enveloping the ship like a cloud , there was not much the diminished ( 14-man) crew could do in the way of work. That left time for sightseeing. Hardly 50 miles from Mombasa, the great Tsavo Game Preserve begins; Tsavo, the home of giant tuskers, rhinoceros and famed man-eating lions. (Incidentally, the Tsavo lions are famed for having eaten up 28 Indian coolies at practically one sitting. There is still a "Maneater Junction" halfway to Nairobi.) Two hours up the coast is Kenya's favorite watering place, Malindi, with luxury hotels and big-game fishing. For the really adventurous, Mt. Kilimanjaro could be reached in a bone-jarring seven hours over dusty dirt roads. Still, not many of the Fairwind' s crew managed to tear themselves away from Mombasa. The street scene was too engrossing. Tourists from 50 countries mingled with natives from as many tribes in the Indian shops, the Chinese restaurants and the sidewalk cafes. Besides, beer was 40 cents a bottle, and some of the Nairobi ladies had decided to take up residence. At the end, though, everyone got a glimpse of Tsavo. An empty Fairwind was taken out late one afternoon and tied up to buoys to await the scrapmen. The crew piled into a double-decker bus and roared into the African night on a 300-mile dash to Nairobi International Airport. The game lands lay dark on either side, and just before we turned into the airport, a single, solitary giraffe loomed up in the bus's headlights. That was our farewell to Africa and to Kenya-a great place to stop! Brandon Caulder, age 3, joins his father AJ Caulder (left) and AFL-CIO President Lane Kirkland at a recent anti-apartheid rally in Washington, D.C. May 1986 /LOG/ 25 �Sugar Islander Brings Relief The Sugar Islander (Pacific Gulf Marine) recently completed a voyage from Texas to Maputo , Mozambique. The SIU-contracted ship carried a load of corn to the southeastern African nation. During their time in port, Sea- farers had an opportunity to see firsthand what less fortunate men and women must cope with. Many Maputo residents scavanged the spilled corn from rail tracks at the port. After the Sugar Islander unloaded its cargo, many people gathered what spilled. The Sugar Islander tied up at Maputo. ., ... - ·=~···· )' '• • Bosun J. Lundborg and Chief Mate Burton pose with the Maputo stevedore boss. Summary Annual Report for MCS-AFL-PMA Supplementary Pension Trust Fund This is a summary of the annual report for MCS-AFL-PMA Supplementary Pension Trust Fund , 51-6097856, for the year ended June 30, 1984. 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 The value of Plan assets, after subtracting liabilities of the Plan , was $7,819,305 as of June 30, 1984, compared to $7,935,750 as of July 1, 1983. During the Plan year, the Plan experienced a decrease in its net assets of $116,445. This decrease included unrealized appreciation or depreciation in the value of Plan assets; that is, the difference between the value of the Plan's assets at the end of the year and the value of the Plan assets at the beginning of the year, or the cost of assets acquired during the year. The Plan had total income of $1,031,538, including employer contributions of $739,484 and earnings from investments of $292,054. Plan expenses were $1,157,937 and are comprised of two types: (I) Pension benefit expenses of $1,144,439 and (2) Administrative expenses of $13,498. The $1,144,439 Pension Benefit payments were made directly to participants or their beneficiaries. Administrative expenses were comprised of salaries, fees, and commissions, fiduciary insurance premiums and general administrative expenses. Summary Annual Report GLT&D Pension Plan This is a summary of the annual report of Great Lakes Tug & Dredge Pension Plan, l.D. Number 13-1953878, for Jan. 1, 1984 to Dec. 31, 1984. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). 26 I LOG I May 1986 Bosun J. Lundborg and the Maputo gang which helped off-load the cargo. Basic Financial Statement The value of Plan assets, after subtracting liabilities of the Plan, was $7,963 ,725 as of Jan. l , 1984, compared to $8 ,692,743 as of Dec. 31 , 1984. During the year the Plan experienced an increase in its net asset of $729,018. This included unrealized appreciation and depreciation in the value of Plan assets: that is the difference between the value of the Plan's assets as of the end of the year as compared to the value of the assets at the beginning of the year, or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $1,252,002 including employer contributions of $389,383 and earnings from investments $862,619. Plan expenses were $522,984 and are comprised of two types: (l) Pension benefit expenses of $358,538 paid directly to participants or their beneficiaries; and (2) Administrative expenses of $164,446, which were comprised of salaries, fees and commissions, fiduciary insurance premiums and general administrative expenses. 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: 1. An accountant's report. 2. Assets held for investment. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Al Jensen, 5201 Auth Way, Camp Springs, Md. 20746. The charge to cover copying costs will be $1.00 for the full annual report, or $0.10 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 right to examine the annual report at the main office of the Plan, 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. Request to the Department should be addressed to Public Disclosure Room N4677, Pension and Welfare Benefit Programs, U.S. Department of Labor, 200 Constitution Ave., N.W., Washington, D.C. 20216. �I~ c:~=W=li=~=®=ll=i~=============:i<a,:~~~'~<~,>==========uJD)~O~~~@~~M~~~' Deep Sea Pensioner William Andrew MacGregor, 65 , died of heart-lung failure in the U. S. Veterans Administration Medical Center, New Orleans on Jan. 14. Brother MacGregor joined the SIU in 1946 in the port of Baltimore sailing as an AB. He walked the picket lines in the 1946 General Maritime and 1947 Isthmian beefs. Seafarer MacGregor was born in Coblentz, West Germany and was a resident of New Orleans. Interment was in the Westlawn Park Cemetery, Gretna, La. Surviving are his widow, Clara and another relative, L.E. MacGregor of Frederick, Md. Theodore "Teddy Bear" Washington Nix, 66, succumbed to a heart attack in Colombo, Sri Lanka on Jan. 1. Brother Nix joined the SIU in the port of San Francisco in 1958 sailing as a chief steward for the American Presidents Line. He began sailing during World War II. Seafarer Nix was born in Omaha, Neb. and was a resident of Seattle. Burial was at sea in the Indian Ocean off the SS President Cleveland (APL). Surviving are his widow, Alda May; a son, Robert, and two daughters, Charlene and Barbara Jones. Pensioner Jacob Albert Otreba, 61 , succumbed to cancer in the Hotel Dieu Hospital, New Orleans on Jan. 25. Brother Otreba joined the SIU in 1946 in the port of Baltimore sailing as a wiper. He hit the bricks in the 1946 General Maritime beef. Seafarer Otreba was born in Maryland and was a resident of Chalmette, La. Burial was in the St. John's Gardens Cemetery, La Place, La. Surviving are his widow, Alice; his mother, Margaret of New Windsor, Md., and a sister, Shirley Brock of Seattle. Pensioner Yu Song Yee, 71,diedonFeb. 25 . Brother Yee joined the SIU in 1948 in the port of Norfolk sailing as an AB. He began sailing before World War II. Seafarer Yee was on the picket line in the 1961 Greater N. Y. Harbor beef. Born in China, he was a resident of New York City. Surviving is his widow, Song Marchuk. Great Lakes Pensioner Glenn H. Cumming, 86, passed away from heart failure in the Oakwood Hospital, Dearborn, Mich. on March 2. Brother Cumming joined the Union in the port of Algonac, Mich. sailing for the Ann Arbor (Mich.) Car Ferries in 1965. He was born in Wisconsin and was a resident of Dearborn. Interment was in the Cadillac West Gardens Cemetery, Westland, Mich. Surviving in his widow, Dena. My Darling, A Man of the Sea Pensioner Manuel Francis Strite, 77, passed away from lung failure on Jan. 23. Brother Strite joined the SIUmerged Marine Cooks and Stewards Union in the port of San Francisco sailing for the American Presidents Line. He began sailing on the West Coast in 1942. Seafarer Strite was born in California and was a resident of Woodland, Calif. Cremation took place in the East Lawn Crematory, Sacramento, Calif. Surviving are his widow, Virginia; a son, Arnold of Concord, Calif., and a brother, August of Culver City, Calif. KNOW YOUR RIGHTS For a woman to the man of the sea, she has to step aside for his first love will always be the sea. The sea (she) has a hold on him as no woman could ever do. This hold is a bond no woman should ever break. If she breaks this bond she will destroy him as no woman could ever destroy a man. For their bond is so deep within their heart, soul and mind. This is only a gift from the good Lord and no one could give a greater gift on this earth than the sea. This is something I feel as a daughter and woman of men of the sea. I feel this bond in them and I will always and forever be waiting when my man's journey ends on the shores of happiness. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and seniority arc protecteJ exclusively hy the contracts hetween the Union and the employers. Get to know your shipping rights. Copies of these contracts arc posted and available in all Union halls . If you feel there has hcen any violation of your shipping or seniority rights as contained in the contracts hctwccn the Union anJ the employers. notify the Seafarers Appeals BoarJ hy ccrtifieJ mail. return receipt requesteJ. The proper aJJrcss 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 arc available to you at all times. either hy writing directly to the Union or to the Seafarers Appeals BoarJ. CONTRACTS. Copies of all SIU contracts are available in all SIU halls . These contracts specify the wages anJ conJitions unJer which you work anJ live ahoard your ship or hoat. Know your contract rights. as well as your ohligations. such as filing for OT on the proper sheets anJ in the proper manner. If. at any time. any SIU KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are availahlc in FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf. Lakes anJ InlanJ Waters District makes specific provision for safeguarJing the membership's money and Union finances. The constitution requires a detailcJ auJit by Certified Puhlic Accountants every three months. which are to he suhmitteJ to the membership by the Secretary-Treasurer. A quarterly finance committee of rank anJ file mcmhers. electeJ hy the memhership. makes examination each quarter of the finances of the Union anJ reports fully their finJings and recommendations. Members of this committee may make dissenting reports, specific recommcnJations anJ separate findings. TRUST FUNDS. All trust fun<ls of the SIU Atlantic. Gulf. Lakes anJ lnlanJ Waters District are aJministered in accorJancc with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funJs shall equally consist of Union anJ management representatives anJ their alternates. All expcnJitures anJ Jishursemcnts of trust f unJs are ma Jc only upon approval hy a majority of the trustees. All trust fund financial recorJs are available at the headquarters of the various trust funds. Betty Ketchem Lebanon, Mo. all Union halls . All memhers should ohtain copies of this constitution so as to familiarize themselves with its contents . An y time you feel any memher or officer is attempting to Jeprivc you of an y constitutional right or ohligation hy an y methoJs such as dealing with charges, trials. etc., as well as all other Jctails. then the mcmhcr so affccteJ shoutJ immediately notify headquarters . EQUAL RIGHTS. All mcmhers arc guarantecJ equal rights in cmployrrn:nt anJ as memhers of the SIU . These rights a rc clearl y set forth in the SIU constitution an<l in the contracts which the Union has ncgotiatcJ with the employers . Consc4ucntl y. no memher ma y he Jiscrimi nateJ against hcc ause of race. crecJ , color. sex anJ national or geographic origin . If an y memhcr feels that he i"' JenieJ the equal rights to which he is entitleJ. he shoulJ notify Union heaJquarters. patrolman or other Union offbal. in your opinion, fails to protect your contract righrs properly. contact the nearest Sl U port agent. EDITORIAL POLICY - THE LOG. The Log has traJitionally refraineJ from publishing any article serving the political purposes of an y individual in the Union. officer or mcmher. It has also refraineJ from puhlishing articles Jcemcd harmful to the Union or its collective membership. This estahlished policy has heen reattirmeJ hy membership action at the Scptemhcr. 1960. meetings in all constitutional ports . The responsihility for Lo~ policy is vestcJ in an editorial hoard which consists of the Executive BoarJ of the Union . The Executive Board may delegate. from among its ranks. one inJiviJual to carry out this rcsponsihility . PAYMENT OF MONIES. No monies are to he paiJ to anyone in any otlicial capacity in the SIU unless an ofticial Union receipt is given for same. Urn.lcr no circumstances shoulu any memher pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment he made without supplying a receipt. or if a memher is re4uireJ to make a payment anJ is given an otlicial receipt. hut feels that he shoulJ not have heen re4uired to make such payment. this shoulJ immeuiatcly he reporteJ to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregateJ funJ . Its proceeJs are useJ to further its ohjects anJ purposes incluJing, hut not limiteJ to, furthering the political. social anJ economic interests of maritime workers. the preservation anJ furthering of the American Merchant Marine with improveJ employment opportunities for seamen and hoatmcn anJ the aJvancement of tra<lc union concepts. In connection with such ohjccts. SPAD suppllrt"i and contrihutes to political canJiJatcs for elective otlice. All contrihutions arc voluntary. No contrihution may he soliciteJ or recciveJ hecausc of force. joh Jiscrimination. financial reprisal. or threat of such conJuct. or as a condition of memhcrship in the Union or of employment. If a contrihution is maJe hy reason of the ahove improper conJuct. notify the Seafarers Union or SPAD hy certified mail within 30 Jays of the contrihution for inve,tigation anJ appropriate action anJ refund . if involuntary. Support SPA D to protect anJ further your economic. political anJ social interests. and Amer ican trade unilln 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, Md. 20746. May 1986 /LOG/ 27 - �Vincent Meehan, 63, joined the SIU sailing as a QMED, most recently out of the port of San Francisco. Brother Meehan is a resident of Kobe, Japan. Deep Sea Harry Payne Davis, 65, joined the SIU in the port of Jacksonville, Fla. in 1967 sailing as an AB. Brother Davis is a veteran of the U.S. Navy in World War II. He was born in Jacksonville and is a resident there. ~~~~Jllll\ - Charles "Chuck" Errington Hill Jr., 58, joined the SIU in 1947 in the port of Houston sailing as a recertified bosun. Brother Hill graduated from the Union's Recertified Bosuns Program in 1974. He hit the bricks in the 1946 General Maritime beef and the 1961 Greater N. Y. Harbor strike. Seafarer Hill also sailed inland for G & H Towing in 1960. And he was a Houston delegate to the Piney Point Educational Conference No. 5. Bosun Hill was awarded a Letter of Commendation from the U.S. Assistant Secretary of Commerce for Maritime Affairs, Andrew E. Gibson, " ... for courageous action . . . in a succes fuJ attempt to save the (SS) Madaket, on Aug. 26, 1970, when a (500 lb.) napalm fire bomb was dropped (accidentally) into the hold (full of bombs) causing immediate fire and the threat of violent explosion at Cam Ranh Bay, Vietnam." Seafarer Hill is also a veteran of the U.S. Navy during World War II and the Korean War. Born in Houston, he is a resident of Shepherd, Texas. James Morgan, 59 ,joined the SIU in 1947 in the port of New York sailing as a chief cook. Brother Morgan last sailed out of the port of New Orleans. He walked the picket lines in the 1946 General Maritime and the 1947 Isthmian beefs. Seafarer Morgan was born in Louisiana and is a resident of New Orleans. And he also worked as a mechanic and real estate broker. Sanicola is a veteran of the U.S. Army during World War II. Born in New York City, he is a resident of Sunrise, Fla. Adan Quevedo, 65 ,joined the SIU in the port of Baltimore in 1960 sailing as a wiper. Brother Quevedo last sailed out of the port of Santurce, P. R. He was born in Puerto Rico and is a resident of Ponce, P.R. Otto Tonner, 84, joined the SIU in the port of San Francisco in 1963 sailing as an AB. Brother Tonner attended the 1970 Piney Point Crews Conference No. 11. He was born in Germany and is a naturalized U.S. citizen. Seafarer Tonner is a resident of Reno , Nev. Dario Rios, 65, joined the SIU in 1945 in the port of New York sailing as a chief steward and steward delegate. Brother Rios was on the picket lines in the 1946 General Maritime, 1947 Isthmian, 1961 Greater N. Y. Harbor and 1962 Robin Line beefs. He was born in Puerto Rico and is a resident of Rio Piedras, P.R. Ward "Slim" Marshall Wallace, 65, joined the SIU in 1947 in the port of New York sailing as a recertified bosun. Brother Wallace graduated from the Union's Recertified Bosuns Program in 1974. He last sailed out of the port of Jacksonville. Seafarer Wallace walked ~- the picket lines in the 1946 General Maritime, 1947 Isthmian, 1961 Greater N . Y. Harbor and the 1962 Robin Line beefs. Wallace is a veteran of the U.S. Army in World War II. Born in Virginia, he is a resident of Daytona Beach, Fla. ·111 Alfred Salem, 63, joined the SIU in the port of New York in 1953 sailing as a recertified chief steward. Brother Salem graduated from the Union's Recertified Chief Stewards Program in 1983. He last sailed out of the port of Houston. Seafarer Salem is a veteran of the U.S. Army in World War II. Salem attended the National Teachers College in the Philippine Is. and graduated from the Hospital Dietary Supervisor School and the Radio Operator Training Institute there. A native of Samar, P.I., he is a resident of Houston. Henry August Sormunen, 65, joined the SIU in the port of New York in 1963 sailing as a FO WT. Brother Sormunen last sailed out of the port of San Francisco. He hit the bricks in the 1963 maritime beef. Seafarer Sormunen was born in Michigan and is a resident of San Francisco. Frank Ciro Sanicola, 68, joined the SIU in the port of New York in 1964 sailing as a chief electrician and 2nd assistant engineer. Brother Sanicola last sailed out of the port of Jacksonville. He graduated from the SHLSS-MEBA District 2 Engineering School, Brooklyn, N.Y. in 1967. Seafarer Sanicola was on the picket line in the 1965 District Council 37 beef. Great Lakes John Paul Fletcher, 67, joined the Union in the port of Detroit, Mich. in 1960. He sailed as a bosun and watchman for the American Steamship Co. from 1967 to 1971. Brother Fletcher began sailing in 1942. He last sailed out of the port of Algonac, Mich. and is a veteran of the U.S. Army during World War II. Laker Fletcher was born in Royalton, Wis. and is a resident of Crawfordville, Fla. Victor Wilbur Knechtel, 65, joined the Union in the port of Detroit in 1960. He sailed as a wheelsman for the Boland and Cornelius Steamship Co. Brother Knechtel last sailed out of the port of Algonac. He is a veteran of the U.S. Navy during World War II. Laker Knechtel was born in Alpena, Mich. and is a resident there. BOOZE AND DRl.I~ #AVE YOU .OOWNP NELP 15' A VAii.ABLE. CONTACT Y()UR PORT AGENT, OR 6.1.ll ORUG AJlf) ALCOIKJt. PROGRAM. WEY)>(J/NTND. 28 I LOG I May 1986 �r I AMERICAN CONDOR (Pacific Gulf Marine), March 2-Chairman Alfonso Armada; Secretary Burdette; Educational Director McRae. No disputed OT. There is $35 in the ship's fund. A suggestion was made to start some arrival pools to earn money for the fund . Also, the bosun will look into the fund from the previous voyage which is now missing. Previous beefs were satisfactorily taken care of by the New York patrolman at payoff and clarification given that overtime is available to department delegates. Bosun Armada talked about the possibility of Pacific Gulf Marine getting another RO/RO (the Clipper) to operate on the same run as the Condor. It was suggested that each member read the shipping agreement to understand precisely what is and what is not payable when restricted to the ship, and a committee was appointed to look into the rules and regulations pertaining to being restricted aboard ship. The importance of contributing to SPAD and of upgrading at Piney Point was also stressed. Next ports: Rotterdam, Bremerhaven, Char1eston, S.C. and Baltimore, Md. LNG AQUARIUS (Energy Transportation Corp.), March 23-Chairman Robert Callahan; Secretary L. Conlon. Everything is running smoothly onboard the Aquarius. Upon arrival at the last port, Capt. Shekem and Chief Mate Palmer settled the beef pertaining to the disputed penalty OT regarding tank cleaning for the deck department. All deck department members were ' satisfied with the outcome. And Raleigh Minix came aboard in Tobata, Japan, and settled a dispute in the engine department to mutual satisfaction. There is $80 in the ship's fund which will be turned over to the captain until service is resumed. Everyone is expected to make an effort to clean their quarters prior to entering the shipyard in Nagasaki around April 20. All hands involved were notified of a transfer to other vessels in order to secure enough time for benefits, vacation, etc. Members were reminded to be respectful of their fellow mates onboard ship. A vote of thanks was given to the steward department for keeping the galley cleaned at night, and to Capt. Shekem for the donation of beer and soda for the pool parties. Next ports: Arun, Indonesia and Osaka and Nagasaki, Japan. , ITB BALTIMORE (Apex Marine), March 20-Chairman John J. Pierce; Secretary Edward M. Collins; Educational Director A. Alexalcis. Some disputed OT was reported in the deck department for tank cleaning and two holidays (Lincoln's birthday and Martin Luther King Jr.'s birthday). Otherwise, everything is running pretty smoothly. The captain said payoff will be Sunday, March 23 around 9 a.m. The secretary wished to thank the crew for helping keep the messroom clean. He also said, "I know you all know what we are facing in the shipping business now. So ...donate to SPAD so that our voice will be heard in Washington." The same old movies are onboard, and crewmembers would like to get some new ones. A vote of thanks was given to Chief Steward Ed Collins and Chief Cook Pedro LaBoy for jobs well done. Next port: New York. COVE LEADER (Cove Shipping), March 23-Chairman Robert G. Lawson ; Secretary Henry W. Roberts; Educational Director M. Williams ; Deck Delegate H. Meeder; Steward Delegate George Malone. No beefs or disputed OT. Robert G. Lawson came on in Texas City, Texas for a 60-day bosun relief. A safety meeting was held at which time the captain discussed safety procedures to be followed during loading and unloading of cargo. He also announced that there is to be no more coffee, cokes, bowls of grapes, etc. when coming on watch. Crewmembers are to bring only gloves and a flashlight. Also, any old rags lying around are to be disposed of. There should be no cups on deck at any time. The galley is still in need of an icebox and an electric slicing machine. All hands were asked to keep the messroom door closed during meal hours due to a draft being pulled across the steam table which makes it hard to keep the food hot. The steward department was given a vote of thanks from the crew for a job well done. Next port: Texas City, Texas. Director E. Fahie; Deck Delegate James Haims. No beefs or disputed OT reported. The chairman reminded members to report all hazardous conditions they find while working aboard ship. He also urged memers to take advantage of the upgrading facilities at Piney Point and stressed the importance of contributing to SPAD-an important tool "in fighting our Anemies in the halls of Congress." The secretary noted the necessity of reading the LOG to keep up with news of SIU activities and of the maritime industry as a whole. It has been a smooth sailing with a good ship and a man urged all eligible members to upgrade their skills at Piney Point because "entry jobs are becoming very scarce." Next port: Portland, Ore. WILLIAM B. BAUGH (Maersk), March 16-Ghairman Bernard Saberon; Secretary A. Hurk; Educational Director A. Keil. Some disputed OT was reported in the deck department regarding painting in the pumproom. A cadet is standing the AB's watch. This is the second time this has happened aboard this vessel, even with a full complement of hands. And the cadet is receiving overtime which rightly should be the AB's. There is approximately $140 in the ship's fund which will be used to purchase a microwave oven. The microwave will be installed in the crew mess hall for everyone's use. The new acrossthe-board wage increases as printed in the LOG were explained to the crew. Members wish to have confirmation of these increases sent to all vessels so that they can better understand the actions taken on these matters by the Union and by the company. Deck department members also want to know why they cannot work OT on weekends aboard this vessel and request a notice of work rules to that effect. The educational director stressed the importance of contributing to SPAD and of utilizing the upgrading facilities at Piney Point. The steward department was given a vote of thanks for their fine work, particularly A. Hurk for performing two jobs (chief cook and baker). Next port: Diego Garcia. Tony Sacco, third mate aboard the M. V . Sugar Islander (Pacific Gulf Marine), sends along this photo of the ship 's crew, enjoying one of " Milton 's" great cookouts from the last voyage. The Sugar Islander went 'round the world on a 5 1h month trip: loading grain in the Gulffor Mozambique , then on to Singapore and into the shipyard. She then went on to Hawaii to load sugar for Crockett, Calif. where she recently paid off. GROTON (Apex Marine), March 23Chairman Neil D. Matthey; Secretary M. Deloatch; Educational Director A. Gardner; Deck Delegate Allen F. Campbell; Engine Delegate Gerardo Vega; Steward Delegate Pedro Mena. No disputed OT. The chairman reported that the ship will be going into Norfolk shipyard for repairs and that all members will be laid off. Any crewmember who wants to reclaim his job should register in the port of Norfolk. The secretary urged all hands to contribute to SPAD to help the Union fight for a stronger merchant marine, and the educational director stressed the importance of practicing safety at all times. The crew extended a vote of thanks to the steward and chief cook for the very good food . The steward, in return, thanked the crew for helping keep the messrooms clean. Next port: Norfolk, Va. OMI LEADER (OMI), March 30-Chairman Orla Ipsen; Secretary F. Mitchell ; Educational Director/Chief Pumpman Charlie Durden; Deck Delegate Michael Hurley; Engine Delegate J. Rosario; Steward Delegate Allen Manuel. No beefs or disputed OT reported. There are two funds aboard the Leader: a ship's fund of $60 and a movie fund of $103. The chairman gave a brief report on Union activities and some information from previous meetings. He advised all delegates to fill out the repair lists and give them to the steward so he can type them up and deliver them topside. At this time there was no information on when the ship would pay off. A motion was made to contact the Negotiating Committee (or appropriate persons) to see if the SIU can prevent any additional cutting of crew. Members feel that in some instances it is "just plain unsafe seamanship when a seaman has to do too much work and hasn't had proper rest due to the fact that the departments are so short." Some discussion ensued about repairs that need to be done. The recreation room needs new furniture and the washing machine is not level. All hands also were reminded to take care of the movies and tapes and secure them when not in use. A vote of thanks was given to the steward department for a fine job. Next port: New York. S EA·LAND LI BERATOR (Sea-Land Service), March 22-Chairman A. J. Eckert; Secretary C. M. Modellas; Educational good crew. Compliments were given to the steward department on the quality and service of food. Payoff will be in Oakland upon arrival March 26. At that time Capt. A. J. Sutter will retire after 25 years sailing for Sea-Land. Members extended best wishes to him on his retirement. Next port: Long Beach, Calif. ULTRAMAR (American Maritime Crewing Co.), March 2-Chairman A. P. Blaunsot; Secretary Jesse Thrasher Jr.; Educational Director D. Dobbins; Deck Delegate Stanley W. Parker; Engine Delegate Steve W. Bigelow. Some clarification was requested in the deck department pertaining to tank cleaning overtime. The crew rejoined the Ultramar following a 10-day layup in the Singapore shipyard. Very few repairs were completed in the galley, crew rooms, showers and messhalls. The chair- Official ships minutes also were received from the following vessels: ADOllS PORTWIO PRIDE Of TEXAS AMERICAll CORllORAIT ROYER AURmA ST.LOUIS ALTAIR COURIER CAGUAS COVE lllERTY COISTITUTIOI GREAT LAID l•PDDEICE 1.118 LEO llAUI MOIU PAllU IEWARI OMI CllAMPIOI OMI CllAR&ER OMI SACRAMEITO OMI WABASH OVERSEAS UTAUE SALERIUM SAM HOUSTOll SAi PEDRO SEA-WO COISUMER SEA-WO EXPRESS SEA-WO FREEDOM SEA-WO LEADER SEA-WO MARIB SEA-WO PACER SEA-W VEITURE SEA-WO VOYAGER 2nd LT. JOHii P. BOBO SEIATOR SUGAR ISi.AiDER THOMPSOI PASS ULTRASEA Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point . . . ........... Monday, June 2 .. . . . .. . .. . ........... 10:30 a.m. New York .. ... . .. . . .. . . .Tuesday, June 3 ........... .... ... . .. 10:30 a.m . Philadelphia ........ . . .... Wednesday, June 4 . .. .. .. ..... . .... . . 10:30 a.m. Baltimore .... . ... . .... . .. Thursday, June 5 .... . .... .. .... . . .. .. 10:30 a.m. Norfolk .... . ......... ... Thursday, June 5 .. ....... . . . . . ....... 10:30 a.m. Jacksonville .............. Thursday, June 5 ...... . .............. 10:30 a .m. Algonac ................. Friday, June 6 .............. . ........ 10:30 a. m. Houston ........ .. ....... Monday, June 9 ...................... 10:30 a. m. New Orleans ............. Tuesday, June IO ......... . ..... . .... 10:30 a. m. Mobile .................. Wednesday, June 11 .................. 10:30 a.m. San Francisco ............ Thursday, June 12 .................... 10:30 a.m . Wilmington .............. Monday, June 16 ..................... 10:30 a.m. Seattle .................. Friday, June 20 ...................... 10:30 a.m. San Juan ................ Thursday, June 5 . .................... 10:30 a.m. St. Louis ................ Friday, June 13 ...................... 10:30 a.m. Honolulu ................ Thursday, June 12 .................... 10:30 a.m. Duluth .................. Wednesday, June 11 .................. 10:30 a.m. Glouce ter ............... Tue day, June 17 .................... 10:30 a.m. Jersey City ............... Wedne day, June 18 .................. 10:30 a.m. May 1986 I LOG I 29 �CL L NP Directory of Ports -Company/Lakes -Lakes -Non Priority Dispatchers Report for Great Lakes APRIL 1-30, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port 70 21 5 34 18 4 11 6 2 88 25 9 Algonac ................... DECK DEPARTMENT 99 28 4 15 33 11 8 19 3 3 4 3 28 45 14 Totals All Departments.. . . . . . . 203 70 20 169 36 5 54 101 *"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. 31 Port Algonac ................... ENGINE DEPARTMENT 48 5 1 STEWARD DEPARTMENT 22 3 0 ENTRY DEPARTMENT 0 0 0 Port Algonac ................... Port Algonac . . . . . . . . . . . . . . . . . . . Frank Drozak, President Ed Turner, Exec. Vice President Joe DIGlorglo, Secretary Leon Hall, Vice President Angua "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP HEADQUARTERS Dispatchers Report for Deep Sea APRIL 1-30, 1986 *TOTAL REGISTERED All Graups Clan A Claa B TOTAL SHIPPED Class C Port Gloucester . .. ............... New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington .......... ... .... Seattle ..................... Puerto Rico ...... . .......... Honolulu ................... Houston .................... St. Louis ................... Piney Point .... . ............ Totals . .. ................... - Port Gloucester .. .. . .... .. . . ..... New York ......... ..... ..... Philadelphia . . .... ...... . .. .. Baltimore .. . . ... ....... ..... Norfolk .. ... . . . ......... . .. . Mobile ......... ....... ..... New Orleans ...... . . . . ...... Jacksonville . . ............ ... San Francisco ........ . ..... . Wilmington ................. Seattle ..................... Puerto Rico . ................ Honolulu ............ ... .... Houston ................ . ... St. Louis ................... Piney Point ................. Totals ...................... 1 55 6 12 22 6 49 42 35 17 42 0 7 35 0 0 329 2 10 3 7 11 2 7 14 13 9 11 0 18 8 0 2 117 0 0 0 0 0 0 1 2 1 0 0 0 4 0 0 0 8 All Groups Class A Class 8 Class C Reliefs DECK DEPARTMENT 1 1 0 31 6 0 0 0 0 4 2 0 13 9 0 3 2 0 4 33 0 28 8 2 4 0 25 22 7 0 27 6 0 0 0 0 11 5 0 26 4 0 0 0 0 1 0 0 0 2 0 1 2 1 5 2 10 4 14 5 12 3 0 0 216 67 2 0 4 28 0 1 202 1 7 1 0 6 1 10 3 8 4 9 0 10 3 0 0 63 0 1 0 0 0 0 0 0 0 0 0 0 4 0 0 0 5 0 13 0 2 4 3 21 18 12 7 14 0 6 14 0 1 115 ENGINE DEPARTMENT 1 0 1 0 1 0 0 0 1 0 1 0 4 0 3 0 2 0 5 0 3 0 0 0 2 9 0 0 0 0 2 0 33 2 Port Gloucester . . ................ New York .............. ..... Philadelphia ................. Baltimore ................... Norfolk .. ..... . ...... . .. . ... Mobile ...... . ........ ... ... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington .. ..... .......... Seattle ....... .. ............ Puerto Rico .. . . .. .. ...... ... Honolulu . .................. Houston .................... St. Louis ................... Piney Point ............ . .... Totals . .. . . ............ . .... 1 26 1 1 5 6 20 16 33 14 25 0 8 16 0 1 173 0 4 2 1 1 0 2 5 5 1 10 0 21 0 0 1 53 0 0 0 0 0 0 0 0 0 0 1 0 20 0 0 0 21 0 11 1 0 2 3 13 9 24 9 10 0 6 7 0 1 96 STEWARD DEPARTMENT 0 0 1 0 0 0 0 0 0 0 1 0 1 0 4 0 5 0 2 0 2 1 0 0 11 12 0 0 0 0 0 0 27 13 Port Gloucester .................. New York ............... . ... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco . ...... . ....... Wilmington ..... . . . ..... . ... Seattle ....... . ............. Puerto Rico ................. Honolulu ................... Houston . . .... . ...... . ... . .. St. Louis ................... Piney Point ...... ... ........ Totals ... ... ................ 0 19 2 2 7 3 23 7 39 17 24 0 4 17 0 0 164 1 40 2 7 11 3 0 5 1 2 2 0 14 11 19 0 4 249 0 1 0 0 0 0 11 0 2 0 1 0 196 1 0 0 212 9 0 7 9 0 0 89 Totals All Departments . . ...... 868 482 246 516 0 37 4 4 8 8 36 24 15 15 18 18 13 6 12 18 0 104 10 Trip 10 ENTRY DEPARTMENT 0 0 15 0 0 0 1 0 4 0 1 0 5 1 4 0 6 0 7 0 13 1 0 0 86 86 10 0 0 0 0 0 152 88 279 105 **REGISTERED ON BEACH All Groups Class A Class B ClusC 5 113 9 15 26 15 104 71 56 32 65 0 8 18 8 11 18 2 16 23 21 11 9 1 26 10 0 4 0 0 0 0 0 0 1 3 1 0 0 0 4 61 12 59 0 3 585 0 4 0 0 1 0 0 6 2 7 4 1 2 3 0 0 30 1 94 9 7 15 16 69 49 40 27 44 1 5 48 0 3 428 2 13 2 1 12 4 12 7 14 7 11 0 10 7 0 0 102 1 2 0 0 0 0 1 0 1 1 0 0 7 0 0 1 14 0 3 0 0 1 0 3 2 14 2 2 1 47 3 0 0 78 1 45 3 3 15 12 36 22 76 18 42 1 5 23 0 1 303 0 6 2 2 2 1 5 7 9 3 14 1 32 1 0 2 87 0 0 0 0 0 0 1 0 0 0 1 0 34 0 0 0 36 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 54 5 3 20 4 40 15 93 32 45 1 8 22 0 1 343 8 82 7 9 20 13 31 30 23 23 43 1 133 11 0 6 439 0 4 0 0 0 1 20 6 4 1 4 0 304 1 0 0 345 169 1,659 814 405 0 0 1 186 10 •"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 April was down from the month of March. A total of 1,069 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,069 jobs shipped, 516 jobs or about 48 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 169 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 2,805 jobs have been shipped. 30/ LOG I May 1986 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 noo2 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21 st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 I �Policy Editorial Is There a Maritime Plan? O NE is a congressman who says he doesn't go in for "presidentbashing.'' The other is an active duty Navy officer who is sworn to carry out the orders of the commander-inchief. Yet both these men recently had harsh words for the state of the country's maritime policy and strategy. "I must sadly c-onclude that for whatever reason-whether it is ideology, obsession with cost or pure neglect-this president is not really concerned about the maritime industries of the United States," said Rep. Walter Jones (D-N.C.), chairman of the House Merchant Marine and Fisheries Committee. "Every organization needs policy objectives . . . The same is true of our maritime policy. The policy itself doesn't need changing, but the strategy necessary to achieve these objectives must be kept current," said Capt. Robert Kesteloot, director of Strategic Sealift for the Navy. While Jones is certainly beholden to no president, Kesteloot's remarks show that even military planners and thinkers find the current administration's policy seri9usly lacking. The captain said the country has a fine maritime policy-the Maritime Act of 1936. For years the SIU and other maritime groups have aid the same thing. The problem has been that no one in the government has been carrying out the programs outlined in the Act. What Kesteloot was saying, in effect, was that the Reagan administration must shoulder a large share of the responsibility for the decline of the U.S.-flag fleet because , after all , for the past six years they have had the obligation to carry out the policy set forth in the 1936 Act. They haven ' t. One of the major cornerstones of the Act is to provide a merchant fleet that can be counted on during times of national emergency to carry and supply our troops . One way to do that , according to the Act , is to support and provide for a healthy commercial merchant marine fleet. That is not being done today . " Facts are facts, " Kesteloot said. Indeed they are. Here are a few he cited: Ill" The loss of militarily-useful dry cargo ships has dropped 75 percent, from 575 to fewer than 200. Ill" We have lost 43 percent of our tanker fleet in the past 15 years. Ill" The fleets of our NATO allies have dropped similiarly. Ill" "Warsaw Pact countries drive to the war while U.S. troops must deploy across thousands of miles of ocean.'' Kesteloot said that if maritime policy were carried out, perhaps some of the problems the industry faces would not be so severe today. He cites Section 101 of the Act, "It is necessary for national defense and development of its foreign and domestic commerce that the United States shall have a merchant marine . . . '' According to Rep. Jones, here is what has been done to fulfill the act: ,,,.,, An end to Construction Differential Subsidies, (CDS); ,,,.,, Refusal to enter into new Operating Differential Subsidy contracts; ,,,.,, Request to repeal the Capital Construction Fund; ,,,.,, Plans to abolish the Title XI Program; ,,,.,, A major incursion into the Jones Act as a result of the CDS payback rule. What has been the result? The government has been forced to spend $5 .4 billion to augment military sealift capability. ''The really sad aspect of the president' s policy (or lack of it) is that he and his people assume that it is costfree. Well I'm here to say it is a delusion. It is not cost-free when the Defense Department has to pay $5 .4 bil1ion to augment its own sealift fleet because it can no longer rely on the private merchant marine for sealift in emergency . How can anyone say a dollar spent by the Defense Department is anymore cost-free than one spent by the Transportation Department?" Jones asked. Good question, Congressman . If the 1936 Merchant Marine Act is still the law of the land , then let's carry it out. If it means the return to old programs, fine. If it means new programs, fine again. Remember the law , " It is necessary for the national defense and the development of its foreign and domestic commerce that the United States shall have a merchant marine.' ' 'Airline Pilots Support Fishermen ... ' Over the years the Air Line Pilots Association has been involved in labor-management disputes, each involving different issues or circumstances, and we have enjoyed the support of many other labor unions. Certainly at the top of this list are our brothers and sisters of the Seafarers International Union, who have supported our various causes by walking our picket lines and contributing generously to our various strike funds. And now it is our turn! Please do us the honor of forwarding the enclosed contribution to our brothers and sisters who are on strike in New Bedford. I sincerely hope that our brothers and sisters in New Bedford know that they are not alone in this struggle and that we in the Air Line Pilots Association are supportive in seeing this crisis to a successful completion. Fraternally, Captain Bick Hundley ALPA AFL-CIO Coordinator 'Keep Up the Good Work ... ' I have recently returned to work from vacation. I just read the November LOG last night. The article concerning PPH [Preferred Provider Hospitals] was exceptionally interesting. In these days of outrageous medical prices, we really need some kind of plan like this. As you know, we the membership have already given our pay increases and our COLA increases to the Welfare Plan just to try to keep our medical plan operating. As I understand the article, this plan will reduce (to some extent) our overwhelming medical expenses. This was a great idea. Keep up the good work. An SIU member aboard an LNG vessel 'Remembering With the SIU ... ' It is not easy to be old and sick. Thanks to the SIU and our medical and pension plans, I'm doing O.K. I still remember my sailing days way back. Sincerely, Evald Kamm K-123 Astoria, N.Y. An Effective Counter-Terrorism Policy by Senator Patrick Leahy There is a new plague loose in the world and it threatens the most basic values of civilization. This 20th century virus is terrorism. Over the past year, there has been a continued increase in the violence directed against the United States by organized terrorists. During 1985 alone, 23 Americans were killed and 160 wounded by terrorists. The first line of defense is a determination not to let terrorists win any of their objectives. When forced to deal with them to save lives, there should never be abject capitulation. Though we cannot strike back blindly, we must reserve the right to use all legitimate means including force against those who commit terrorist outrages. What we need is an effective, consistent counterterrorist policy. In my view, there are four main ingredients for such a policy: 1. There must be good intelligence which permits deterrent or retaliatory action. Clearly, one of the main reasons it has not been possible to use force in past terrorist incidents is because precise intelligence has been lacking. But we are getting better. 2. The safety of Americans or of any innocent people must be the first consideration in a terrorist incident. Once the terrorists have seized their victims, it is almost certainly too late for the discriminate use of force. A rescue attempt makes sense only where the lives of the hostages are in imminent peril or where conditions are truly favorable for freeing the hostages without loss of their lives. 3. There must be carefully constructed military options tailored to specific situations. Surgical force is necessary. We are quickly developing impressive capabilities for this kind of counterterrorist action. But so far there have been limits on our ability to get these forces to a terrorist incident at the right time and in the right place with the vital information needed to conduct the operation. We can and must get better at this. 4. Perhaps the most important of all. there must be the will to act firmly, and this must be founded on a solid consensus among the president, Congress and the people. When the U.S. moves against terrorists, we do not need hesitations , second-guessing and partisan divisions. The key to such a consensus is agreement between Congress and the president. To date, this has not happened. Terrorism is going to be a menace to U.S. interests for many years to come. It is time the administration adopted a policy of another popular Republican president by "Walking softly and carrying a big stick." May 1986 I LOG I 31 �Independence Skipper Lauds Deck Crew for Dousing Ship's Fire in Laundry Capt. Robert K. Leopold of the SS Independence (American-Hawaii Cruises) recently sent letters of commendation to 18 Seafarers of the liner's deck crew Emergency Squad for their rapid and professional dousing of a smoky fire in the ship's laundry room without injuries or major damage. The honored crewmembers were: Bosun Thomas W. Lasater, Bosun Mate John T. Shepher, Carpenter Chris Curcio, Joiner Jeffrey Higgins , Supp/ Joiner William Anderson, ABs Bruce Greeley, William Daniels, James Walker, Brian O'Hanlon , Dana M. Cella, Pamela L. Taylor and Richard S. DeMont, ABs/Maint. Charles Spence, Douglas A. Hodges Herbert K. W. Won and Henry Scott , OS/ Maint. Charles Williams and 2/E Robert A. Deane The letters from the captain read: "On the morning of March 5, 1986, a fire broke out in the ship's laundry . Despite heavy smoke and adverse conditions, you responded immediately and effectively. As a direct result of your efforts, the fire was contained. There were no injuries and damage was minimal. "On the morning of March 12, 1986, you again responded , this time for a Coast Guard evaluation of the ship's Emergency Squad incident to their APL's Washington in Oakland Four of the six members of the Washington's steward department (I. tor.) are Assistant Cook James Price, Steward Assistant Tommy Belvin, Steward Assistant Leonardo Sinisi, (with Patrolman Gentry Moore) and Steward Utility Peter Lup. quarterly inspection of the ship. Your response to a simulated fire in the "Purple Palace" was again rapid and thoroughly professional, prompting the Coast Guard inspector to favorably comment on the organization and professionalism of the ship's Erner- gency Squad. ''The foregoing are evidence of a high state of training, readiness and dedication on your part. The ship, its guests , and its crew are safer as a result of your excellence. Well doneand thank you for your efforts.'' New T-5 Matthiesen in Florida Here is part of the Matthiesen's steward department (I. to r.) Steward/Baker George Luke, Chief Cook Mike Meany and Steward Assistant David Bond. ,'I~ .:~I' • it :::··:··:" . :· ·.:...' · ~ . .::. :. t.:.m;, Steward Assistant Liza Sainz. 32 I LOG I May 1986 The Richard G. Matthiesen is one of five new T-5 tankers scheduJed for long-term charter to the MSC. Operated by Ocean Carriers Inc., the Matthiesen crewed earlier this year. Above is part of that original crew (I. to r.) Chief Cook Michael Meany, AB Robert Grubbs, AB Roan Lightfoot, AB Nickolas Zervos, SA David Bond, SA Lisa Sainz, QMED Robert Caldwell, Steward/Baker George Luke, QEP Jimmie Nicholson, AB Randy Dole, Bosun Jack Rhodes, QMED Donzell Bush, UDE Willie Thigpen, AB Frankie Rediker and Patrolman James B. Koesy. Chief Cook Jimmy Ramlan (left) and Assistant Port Steward Jake Dusich pose in the Washington's galley. Dusich is a former SIU official. Bob Pomerlane Honored by 'Day' In a proclamation, Baltimore Mayor William Donald Schaefer designated April 24, 1986 (Bob's birthday) as "Robert 'Rabbit' Pomerlane Day" in the port city. Patrolman Pomerlane (a post he has held since 1972) was also honored that night with presentations from Maryland U.S. Reps. Barbara Mikulski and Helen Delich Bentley, State House Speaker Ben Cardin and three Baltimore councilmen. Brother Pomerlane joined the SIU in the port of Baltimore in 1953. The mayor' s proclamation said in part: ". . . Baltimore's own Robert Pomerlane is a shining example of a leader who has always been committed to people . . . Born in the town which he has come to cherish and which, by the way, has also come to cherish him, Bob was reared in Fell's Point . . . and as an active youngster he acquired the nickname of ''Rabbit'' while playing sandlot softball. " ... His courage, wisdom and superior athletic capabilities . . . were demonstrated early on when he defeated the heavyweight champion of Bainbridge while in Navy bootcamp, and he went on to distinguish himself as a highly-acclaimed and greatly-feared Golden Gloves champion and unbeaten professional fighter . . . ''For more than four decades Bob "Rabbit" Pomerlane has played a key role in helping to carry out the noble principles of the renowned Seafarers International Union and is heralded the world over as a devoted international representative and political consultant ... " � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1986 Description An account of the resource HEADLINES DROZAK UNVEILS MERGER PLAN TO BOOST MARITIME LABOR IMPROVED SAFETY WOULD LOWER FISHING INSURANCE PREFERENCE SHARE JUMPS UNION JOIN FORCES AT MARITIME BILLS’ HEARING WEST COAST SEAFARERS MARCH AGAINST APARTHEID DROZAK UNVEILS MERGER PLAN TO BOOST MARITIME LABOR DARK CLOUDS SEEN LIFTING OVER INLAND LINES ASC BOWLERS COP TOURNEY TITLE ORIGINAL THIRD, SECOND ASSISTANT ENGINEER (INSPECTED MOTOR VESSEL) COURSES PREPARE SIU MEMBERS FOR ADVANCEMENT, AND HIGHER PAY SEAFARERS RETIREMENT PROGRAM OPENS RAMIREZ FAMILY ENJOYS COMFORTS OF SHLSS CHOOSE A UNION LONG DISTANCE TELEPHONE CO. -AT&T (CWAU) MORE DOD CARGOES FOR U.S. FLAG SHIPS FITOUT- WINTER’S END FOR SIU LAKERS SIU IN WASHINGTON MARITIME OVERHAUL OIL PRICES DELTA QUEEN JAPANESE CARS, BILATERAL TREATIES BUILD AND CHARTER TUNA AMERICA HITS LIBYA FOR ITS ROLE IN PROMOTING TERRORISM WHAT IS THE EUSC DOCTRINE? ASSIGNMENT OF MARINERS U.S.-P.I. FRIENDSHIP AFFIRMED ITF MEETS IN GENEVA SIU WINS RUNAWAY FLAG FIGHT KENYA: A GREAT PLACE TO SHOP! IS THERE A MARITIME PLAN? AN EFFECTIVE COUNTER-TERRORISM POLICY INDEPENENCE SKIPPER LAUDS DECK CREW FOR DOUSING SHIP’S FIRE IN LAUNDRY BOB POMERLANE HONORED BY ‘DAY’ Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 5 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/b6f78c858204894d84e3260322a205b9.pdf 37c70e510f30f2ab4b2a2f8edbdddda8 PDF Text Text Official Publication of the Seafarers International Union •Atlantic, GuU, Lakes and Inland Waters District• AFL·CIO Vol. 48 No. 4 April 1986 3 Bills Could Boost Shipping USNS Pollux On Line Administration, Industry Seafarers Man Last Square Off Once Again Of Fast Sealift Ships A drama is being played out on Capitol Hill by the administration, members of Congress and representatives of the maritime industry. Though it involves three relatively minor bills, this drama touche upon the future of the maritime industry and the administration's increasingly unpopular trade policies. The first of the three bills deals with a proposed build and charter program which would be the first major federal shipbuilding program ince the elimination of Construction Differential Subsidies in 1980. The second bill involves the use of bilateral trade agreements which have been approved by every major western country under the terms of the United Nations Code on Trade and Development, with one exception: the United States. The third bill touches upon the auto carriage trade between Japan and the United States which until recently has remained closed to American operator due to what many people feel are discriminatory Japanese trade practices. High ranking representatives from the maritime industry and mid-level administration officials have been making the rounds at various Senate and House committee hearings to give their views on the proposed bills. In every instance, almost all of the maritime representatives have backed the bills, while the administration has opposed them. Representatives from the maritime industry have used phrases like "survival" and "last chance," while administration officials have tended to talk about the principles of free trade. Typical of what has been happening on Capitol Hill in recent weeks is the following excerpt from The Journal of Commerce which gives what is perhaps the most detailed analysis of the (Continued on Page 3.) Manhattan Heads North Following a 21-month lay-up in the Seattle, Wash. area, the Manhattan (Bay Tankers) is once again on the high seas with a 30-day charter from Exxon. The vessel, which wiU make the Alaska to Panama run, carries 26 SIU unlicensed crewmembers. This photo, taken a number of years ago, shows just how cold it can get in Alaska . The eighth and final former SL7, the USNS Pollux, converted for the Navy's TAK-R Fa t Sealift Ship program, was dedicated at Avondale hipyards last month. The e fastest cargo ships in the nation ' fleet are all manned by members of the SIU. The eight former Sea-Land ship are stationed around the country and are de igned to move heavy military equipment uch as tanks and other supplies in rapid deployment. The ships have a top peed of 33 knot and are powered by team turbine engines. They carry an unlicensed crew of 26. The conver ion included in tallation of several decks for vehicle and cargo storage, a flight deck with helicopter landing platform, two side ports with hinged platforms and a portable ramp, and twin crane fore and aft. All the hip were named for stars, and the Pollux i one of the two brightest tars in the constellation Gemini. • • I • SIU Joins Apartheid Protests SHLSS Hosts Labor Educators Pages 12 & 13 Page 3 Pipeline Efforts Run Out of Gas Government Services News Page 5 Pages 14 & 15 Mississippi Queen Ready to Steam Editorial-Stop Terrorism Page 5 Page 23 �President's Report by Frank Drozak HE American merchant maT rine has been in a continual process of decline during the past six or seven years. We have watched with a sense of frustration the piecemeal erosion of important maritime support programs. If you study what has been happening you will see that the decay of our nation's oncemighty merchant marine is paralleled by the declining commitment at the federal level of any program to promote the growth or vitality of our industry. There is simply a complete absence of any kind of national maritime policy. Without a commitment from the administration to the rebuilding of the U.S. merchant marine, without recognition of its vital role in our economy and our national security, we have been able only to dig in and try to halt the relentless dismantling of what is left of maritime promotional programs. Congress Is Aware There are many members of Congress who recognize the problems of this nation's maritime industry. We have met with many of them and have made every effort over the years to help them understand the very real needs of our industry. And many of these members of Congress, Republicans and Democrats alike, have expressed a willingness, and even a desire , to enact legislation which will promote the revitalization and growth of all segments of the maritime industry. Congressional leaders are coming to understand that cargo is the lifeblood of the merchant marine, and without cargo the commercial fleet cannot survive. They are beginning to know unity within our industry and develop a common determination, Congress will be responsive to our needs . * * * Frank Drozak that without cargo reservation, U.S.-flag ships cannot compete with heavily subsidized foreign fleets. Our friends in Congress are also aware that less than 5 percent of all U.S. trade is carried on U .S.-flag ships. They understand that without the incentive of cargo, no new U.S. vessels are going to be built to replace our aging commercial fleet. They know, too, that this nation needs a modern and adequate fleet to ensure our national defense. They know that many thousands of American jobs depend upon the health of the maritime industry. We Must Be United Congress is willing and eager to help, but our friends are frustrated in their efforts to enact legislation that will begin to rebuild our fleet by persistent divisiveness within our industry and our inability to work together and agree on a common course of action. If major legislation to benefit our industry is to be enacted, then we must all take a hard look at our own contributions to this division and attempt to resolve our differences. I firmly believe that if we can achieve I was unable to attend the headquarters membership meeting at Piney Point April 7 because of my commitments on your behalf to attend a number of international maritime meetings in Europe. I will have a full report on these meetings at our membership meeting in May. I want to congratulate our latest group of Recertified Bosuns who completed their training and upgrading program and received their certificates at the membership meeting. I also want to congratulate those members who are completing their upgrading programs at SHLSS, and to encourage all of our membership to take advantage of the many training courses which are being offered at our school. We have been very successful in securing jobs for this membership on the military support ships that are being contracted to private shipping operators. Two of the primary reasons for our success in getting these jobs have been the demonstrated skill and professionalism of this membership , and the quality of the training programs we have developed at the Seafarers Harry Lundeberg School of Seamanship. Nearly 40 percent of our seagoing jobs are now aboard military support vessels, and within five years I expect that 60 percent of our jobs will be in this area. We are continuing to develop and upgrade our training programs, and I urge all of our members to take advantage of these programs. "He Was Our Friend" Joe Addabbo Is Dead at 61 Rep. Joseph P. Addabbo Sr. (DN.Y.), 61, a staunch maritime supporter and loyal friend of the SIU, succumbed to cancer on April 10 in the Walter Reed Army Medical Center in Washington, D.C . Congressman Addabbo was first elected to public office in 1960 to represent the 6th District, Queens , N. Y. He had a perfect pro-maritime voting record and supported every legislative program to promote the U .S.-flag shipping industry. Since 1979, he was chairman of the Defense subcommittee of the House Appropriations Comittee. Congressman Addabbo was a frequent visitor to the Seafarers Harry Lundeberg School of Seamanship, and often publicly praised the quality of training offered at the school. SIU President Frank Drozak said of Congressman Addabbo: "He was our friend and supporter. His loyalty and his leadership will be felt not only throughout the maritime community , but throughout the nation.'' President Reagan said Addabbo was "one of the leading players in the development of American military policy.'' He added the congressman was ''widely respected for his knowledge of defense issues even by those who disagreed with him. His genial style was in keeping with the best traditions of American politics." House Speaker Thomas P. ''Tip'' O'Neill declared Addabbo "worked diligently to ensure that America's defense was strong, efficient and effective. He demanded quality for each defense dollar.'' Born in New York City, Addabbo graduated from City College and St. John ' s University law School, N.Y. Surviving are his widow, Grace ; two sons , Dominic and Joseph Jr., and a daughter , Dina. J oseph P. Addabbo Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL·CIO Apnl 1986 Vol. 48, No. 4 Executive Board Frank Drozak President ., Joe DIGiorgio Ed Turner Secretary Executive Vice President Angus "Red" Campbell Vice President ,. Charles Svenson Joe Sacco Editor Vice President Mike Sacco Leon Hall Vice President Vice President George McCartney Vice President Roy A. Mercer V'ICe President Mike Hall Managing Editor Max Hall Deborah Greene Associate Editor Associate Editor Ray Bourdlus Assistant Editor 2 I LOG I April 1986 L~nette Marshall Assistant Editor/Photos 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 addre5s changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Rallies Across the Country SIU Joins Massive Apartheid, Shell Oil Protests One of nearly a hundred SIU members (at right) listens attentively while AFL-CIO President Lane Kirkland, left, Mineworkers President Rich Trumka and black South African trade unionist cut symbolic Shell Credit Card to demonstrate organized labor's opposition to Apartheid. Massive labor rallies were held nationwide. Hill Fight Starts Again (Continued from Page 1.) maritime industry of any major American newspaper. "Reagan administration officials said 'no' to bills to require bilateral cargosharing agreements with this country's trading partners and to set aside 50 percent of U.S. automotive imports from Japan for U.S. vessels." What has made the hearings so fascinating is that the administration has received virtually no support from the Republican members on the various committees, many of whom would have normally been expected to support the administration's position. During the House Merchant Marine Subcommittee hearing on auto carriers, Rep. Helen Bentley (R-Md.) grilled administration officials about their opposition to the bills, and of their understanding of Japanese trade practices. "Come on, come on, let's not kid ourselves,'' she said to Jeffrey N. Shane, deputy assistant secretary of transportation. "We know how [the Japanese] work." She stressed that as a former Federal Maritime Commissioner under presidents Nixon and Ford, she was qualified to make a judgment about what was going on and of the things that the administration could do to tum things around for the maritime industry. ''This is the one big disappointment that I have with this administration," she said, "and I say that as a Republican." Japanese automobile officials, who are perhaps more sensitive to American public opinion on this issue than is the Reagan administration, have agreed to enter into a number of agreements authorizing the use of American-flag car carriers. Yet to most witnesses at the hearing, these agreements are "delaying tactics" that the Japanese have decided to employ in order to defuse the sensitive trade issue. As several of the witnesses pointed out, the Japanese are offering to enter into short-term deals that require American companies to build their vessels in Japanese shipyards. Such deals are not economically feasible on a large scale given the huge investment needed to build auto carriers. Several of the more powerful businessmen in the maritime industry were seen walking away from one hearing saying that the Japanese offer was "crumbs off a table," and they were disappointed that the administration was willing to settle for it. So far, the Japanese auto carriage deals have involved roughly 30,000 cars in a trade that numbers in the millions. SIU President Frank Drozak has devoted much of his time in recent weeks to lobbying Capitol Hill on this issue. "I feel that for the first time in years, the American public is willing to listen to what we have to say," he said. At the Senate Merchant Marine Subcommittee hearing on the proposed $853 million build and charter bill, Drozak noted that "the U .S.-ftag shipping industry is almost to the point of no return, and something must be done about it.'' And in the House Merchant Marine Subcommittee hearings on bilateral trade agreements and the proposed auto carriage bill, Drozak noted that "competitiveness alone ... will not earn the United States an equitable share of the Japanese-U.S. auto shipments," because the Japanese are determined to keep their markets as closed as possible. "Without the requirements of a bilateral treaty," said Drozak, "Japanese shipping policy will continue to favor the Japanese fleet to the detriment of the U.S. merchant marine." Trade unionists in seven cities demonstrated against the apartheid system in South Africa and against Shell Oil for its treatment of black workers there. Members of the AFL-CIO's Executive Council including SIU President Frank Drozak, spoke at the rallies, which were also attended by black trade unionists from South Africa. SIU members and employees in all seven cities attended these rallies to add their voices to the growing number of Americans who are speaking out against the racist regime in South Africa. In Washington, D.C., AFL-CIO President Lane Kirkland expressed organized labor's "solidarity with our black brothers and sisters of the South African trade union movement.'' He also recounted the events that occurred March 21, 1960, when the first incident of civil unrest against apartheid left 89 men, women and children dead in Sharpesville, South Africa. The rallies were held to coincide with that event. When Kirkland spoke about those events, he was framed by two SIU trainees from the Harry Lundeberg School who held a sign aloft that read ''Labor Against Apartheid.'' Upgraders, trainees and recertified bosuns from the SHLSS attended the rally, as did their family members and workers from SIU headquarters in Camp Springs, Md. In all seven cities, huge mock-ups of Shell credit cards were cut in half in order to dramatize organized labor's boycott of Shell. As William Lucy, secretary-treasurer of the American Federation of State, County and Municipal Employees, noted at the February meeting of the Maritime Trades Department (which spearheads the SIU's grassroots political efforts), American companies have helped prop up the South African regime through their financial ties to that country. The seven demonstrations were attended by thousands of trade unionists across the country. As reported in the AFL-CIO News: "In Houston, some 350 union members representing nearly 30 AFL-CIO unions gathered at Harris County AFL-CIO headquarters for speeches and songs. They cheered SIU President Frank Drozak's call for justice for South African workers and democracy for its people." New Bedford Strike Update Increased organizing efforts, legal pressure and NLRB charges mark the fourth month of the SIU's fishermen's strike in New Bedford, Mass. About half of the Union's fleet is under contract and working. Negotiations with several owners continue. Dozens of failure to bargain and failure to provide information charges have been filed by the Union against both independent owners and the Seafood Producers Association (SPA). A hardcore group of SPA members remain holdouts. But, according to SIU attorneys, many of the independents are returning to the bargaining table, after indications from the National Labor Relations Board (NLRB) that the Union's charges could be upheld. Some 17 failure to bargain charges were filed against the independents for failure to meet with the Union. That pressure brought nine of the owners back to the table where they either signed contracts or negotiated with the Union. It is likely, according to sources, that the NLRB will uphold the remaining complaints. Of the 18 charges of failure to provide information, 15 were withdrawn as the SIU's pressure on the owners came to bear and they released the information the Union was seeking. There has been little indication from the NLRB when it will act on the charges against the SPA. In the meantime, said Port Agent Joe Piva, the key activities for Union officials in New Bedford have been servicing the boats and membership who are working under contract, and efforts to organize the remaining New Bedford fleet. "It's just like when we organized last year, if we have to, we will go boat by boat by boat," said Jack Caffey, special assistant to SIU President Frank Drozak. April 1986 I LOG I 3 ~-- �Three Long-Time AFLCIO Leaders Retire Three AFL-CIO labor leaders who worked for several decades establishing legislative, civil rights and union organizing programs announced their retirements from the AFL-CIO last month. AFL-CIO Legislative Director Ray Denison, who spent the early years of his career as managing editor of the Seafarers LOG and in the Great Lakes region as an SIU representative, will retire April 30. Alan Kistler, 65, director of the Federation's Department of Organization and Field Services and a former newspaper reporter and steel worker from Philadelphia and Pittsburgh, will retire June 30. William E. Pollard, 70, director of the Department of Civil Rights, retired from his post March 4. Pollard joined the AFL-CIO staff in 1964. All three have contributed to the welfare of working men and women. They directed labor initiatives in the '60s and '70s during a time of radical change, anti-war protests and women's rallies for equality. They marched with Dr. Martin Luther King Jr., both figuratively and philosophically. SIU President Frank Drozak sent a letter of appreciation to Ra Denison for ''the dedication'' he has shown ''in working for progressive trade unionism and a strong maritime capability. "You have been a close and valuable ally," Drozak said, "in the struggle to preserve cargo preference for the U.S. merchant marine, in the fight to block the export of Alaska oil, and on other issues of major importance to our membership. Your leadership has given an eloquent and effective voice to America's working people in their pursuit of economic and social justice." Denison began at the AFL-CIO in 1963. In 1967 he was promoted to legislative assistant and in 1980 named director of the Federation's Legislative Department. Before joining the AFL-CIO, Denison was regional editor of Solidarity, the United Auto Workers magazine. To Denison's successor, Robert M. McGlotten, Drozak cabled his congratulations and his confidence that as new director, McGlotten will " make an important difference in our efforts to improve the quality of life for working men and women.'' William Pollard, who began his career in labor as a dining car worker with Southern Pacific Railroad, became a representative for the workers and served for 14 years as the president of the Joint Council of Dining Car Employees. With his arrival at the AFL-CIO, Pollard was assigned to represent member affiliates before the Equal Employment Opportunity Commission. He has been active in the NAACP and has received commendations for his work from the Department of Justice, the NAACP and numerous other government divisions and national organizations. Richard Womack has been named to succeed Pollard. He has worked for nearly a decade on civil rights issues at the Department of Civil Rights with Pollard. Prior to his appointment to that department, he was assistant director of the Human Resources Development Institute. He also served as field coordinator for the Federation Appalachian Council. Alan Kistler' s career at the AFLCI O goes back to the era of the CIO, where he began his apprenticeship in 1952 as the assistant to the CIO executive vice president and the director of organization. Kistler came to the labor movement as a volunteer for organizing drives and local union offices in the Steelworkers Union and the Newspaper Guild. For many years he worked in the area of union organizing at the Federation to assume directorship of Organization and Field Services. Charles McDonald will step into the position vacated by Kistler. Kistler has, since 1975, been the department's assistant director. At the same time , he also worked as secretary of the Evolution of Work Committee. McDonald began his career in 1968 at the Federation. He has a list of accomplishments prior to his promotion to the role of assistant director of the Department of Organization and Field Services. Pilot Blamed in Soviet Sinking Welfare Report We keep you informed about any changes that are made to your benefit plans in several ways. The March LOG carried several articles including news about the "medical audit program." This program pays a bonus to members whose hospital bill is reduced because they found errors on their hospital bill, before submitting it as a claim. The success of the PPO in Seattle also was reported in the March issue, and the back page contained a reminder about the Scholarship Program-available to seamen and their dependents. Another method of keeping you informed is an annual letter sent to each participant of the plans. This year's letter will explain that basic eligibility for all participants has been reduced from 125 to 120 days in the previous calendar year. This letter also explains what circumstances will cause you to become ineligible for benefits, and how your sickness and accident and maintenance and cure time are counted toward your eligibility. Keeping track of time you were paid maintenance and cure by the company may be very important to you. The Welfare Plan will have a record of the time you were paid for sickness and accident benefits. If you need that maintenance and cure time to maintain your eligibility, you can send in your pay stubs or company letter. Then we can look up the payroll records and verify that your employer included the time you spent on disability, so you don't lose eligibility or pension credit during that time. The letter advises you that another increase in benefits resulted when the limitations regarding the payment of the standard death benefit were lifted. A standard death benefit will be paid to the beneficiary of any member who had 125 days of covered employment in each of the two calendar years preceding death, regardless of the cause of death. When you receive your letter, attach it to your welfare and pension plan booklets. New booklets are prepared periodically and your annual letter updates the booklet. It is important that you keep them together. If you don't receive your letter in the next month or so, it may be because we don't have your current address on file. Clip out the address change form on page 9 of the March LOG, fill it in and send it to headquarters to make sure you aren't missing any important mail. that the evidence "was not conclusive." It said the evidence was circumstantial and the sinking "will almost certainly remain a matter of speculation." The Derbyshire disappeared on a voyage from Japan to Canada. Two Charged in Phony Mayday On March 20 four Coast Guard planes and three patrol boats spent more than 60 hours searching for a sinking yacht with 10 passengers off the New England coast. The searchers didn't find the yacht because the Coast Guard says the Mayday was a fake. Two Boston area men were arrested following the incident and face up to 11 years in prison and $250,000 fines if convicted. Norman Miller, 18, and Douglas Vaters, 20, both of Chelsea, Mass. are free on $10,000 bond pending a hearing later this month. The Coast Guard said the search cost about $75,000 and said the severe charges against the pair are seen as a deterrent to others. U.S. Becomes Debtor Nation For the first time since 1914, the United States has become a debtor nation. The country shows a trade deficit (using the broadest measure of foreign trade) of $117.7 billion for last year. This makes the U.S. the third largest debtor in the world, behind Brazil and Mexico. Michigan Port Delegate Retires The New Zealand pilot who was onboard the Soviet-flag passenger ship Mikhail Lermontov when it sank Feb. 16 after striking a reef, has been blamed in the incident and surrended his pilot's license. The 20,000-ton ship sank near the northern tip of New Zealand's South Island. All but one of the 739 passengers and crew were rescued. A government inquiry said the pilot, Capt. Don Jamison, was at fault for steering the ship through a narrow passage and onto treacherous rocks. The Soviet captain, whose conduct had been criticized in earlier reports, was cleared of any wrongdoing. Derbyshire Mystery Solved? The 90,000-ton British bulker, the Derbyshire, may have suffered massive structural failure when it disappeared in the Pacific six years ago, carrying 44 people to their deaths, according to a United Kingdom Department of Transportation report. The Department carried out extensive research on the ore-carrier' s de ign and found some defects in the Derbyshire 's sister ships. But the report added 4 I LOG I April 1986 Harold Tacia (center), retiring delegate to the Michigan Maritime Trades Port Council, congratulated by Alex Bodnarvik, Port Council president (left) and Vice President Ralph Kuras. Tacia represented Carpenters Local #114 in the Port Council for 18 years. �Mississippi Queen Due Back in River Service The Mississippi Queen INLAND LINES: Steuart Oil Transport Wins $88-M Job The Steuart Oil Transport Co. of the port of Piney Point has won $88 million in contracts from the U.S. Defense Logistics Agency to carry marine diesel fuel. After several months in the yard to repair damage from a collision, the SIU's Mississippi Queen (Delta Queen Steamboat Co.) is due back in service this month. Avondale Industries, Inc. Shipyard Division at New Orleans is performing the repair work to the 4,500-ton river boat in addition to regularly scheduled refurbishing. The Mississippi Queen's steel hull was hit near the stern Dec. 12 when it collided with a towboat on the Mississippi River about 50 miles north of New Orleans, tearing a hole reportedly three feet wide and 15 feet long. A large portion of the main deck and the starboard engine room, having been submerged in up to 30 feet of water after the accident, is currently being repaired in addition to '' 10 percent'' of the cabins. This year marks the 10th anniversary for the world's largest riverboat, owned and operated by Delta Queen Steamboat Co. of New Orleans. Patti Young, director of public relations for Delta Queen, said the vessel had been scheduled for maintenance in January, and the additional time needed to repair the accident damage gave the company time to perform other plans for refurbishment. Young said last month that while the boat is in for repairs, sitting "proudly" in the Mississippi River at Avondale, a new conference center and movie theater is being built onboard. Earlier U.S. Coast Guard reports estimated damage to the vessel in excess of $500,000. Young had no estimate of the damage last month. Young said the estimated replacement value of the Mississippi Queen, built in 1976 at a cost of $27 million, is $70 million. Delta Queen Steamboat also owns and operates the 60-year-old Delta Queen. Young said that both vessels are the only "overnighter" passenger paddlewheel boats in the U.S. Upper Lakes Towing Boatmen OK Pact Boatmen of the Upper Lakes Towing Co. have approved the terms of their new contract. Transgulf Pipeline Ruled Out For the past 12 years SIU Boatmen faced the loss of hundreds of jobs, and Florida residents were confronted with possible serious environmental damage by a proposed petroleum pipeline that was set to run almost the entire length of the state. But thanks to the Florida Alliance, a coalition of maritime unions and companies, consumer groups, some environmentalists and civic leaders, the Transgulf Pipeline was laid to rest last , month. ''In the last two or three years the opponents of the pipeline really became organized. The continuing pressure, the fact that many communities saw it as a threat to their water supplies and economics killed it," said SIU Field Rep. Bill Hodges. The pipeline was a real threat to many inland jobs because most of Florida's oil is barged or shipped into the state. Many ports count on the revenue from oil shipments. Alliance Executive Director Jean Fitzgerald, who is also port commissioner of Port Everglades, said the pipeline would cut his port's profits in half, from $8 million to $4 million a year. Currently the pipeline carries natural gas for the Florida Gas Transmission Company, a subsidiary of Houston Natural Gas/Internorth Inc. ''A lot of people thought, including the consumer groups, that if the pipeline was allowed, it could create a monopoly in the state's oil market," Hodges said. The pipeline runs from Baton Rouge, La. to Fort Lauderdale, and one of the key efforts in the fight against it came from communities in the pipeline's path. It runs across major water supplies, dangerous sinkhole areas and environmentally delicate sites. "There's never been a pipeline built that doesn't leak. I've consistently been worried about Florida's groundwater and acquifers," said state Sen. Tom McPherson (D-Fort Lauderdale). McPherson led many of the legislative battles against the pipeline. He said the environmental issues and the fact the oil prices have been dropping sharply in the last few months were the major reasons Transgulf dropped its conversion plans. The pipeline was built in 1959 and has had four major ruptures since 1971 . The danger of oil and gasoline spills was why many communities passed ordinances against the pipeline. ·'There was a realization in the communities that this thing did present a real threat to their water supplies," Hodges said. "Floridians have become increasingly sensitive about water issues because of the rapid growth . . . Clearly the primary reason for the cancellation is the extent and intensity of the en- New Contract Due for Sabine Towing The 110 licensed and unlicensed Boatmen of Sabine Towing and Transportation Co. of the port of Houston were in the process of voting early this month on their new three-year contract which had expired March 31. The new contract is notable be- vironmental opposition,'' Fitzgerald said. While the company said its decision was based merely on economics, it is planning on expanding the pipeline for natural gas. Hodges said the Alliance will ''keep an eye'' on the line. He said people feared a major petroleum company, such as Exxon, would try to use the pipeline when prices rise again. "It's just too good a deal with the amount of petroleum imported into the state," he said. Other groups in the Alliance included MEBA-2, the Florida State Pilots Association, the Tampa and Port Everglades Pilots associations, Dixie Carriers, and Apex Marine. cause for the first time in the inland field, dues checkoff for SPAD is included. Also, the contract terms will keep the same level of benefits. Sabine's boats do harbor docking, towing and carry supplies to offshore drilling platforms. Prepe1ed by P.E. LaMoreaux & Associates, Inc. April 1986 I LOG I 5 �In Memoriam Pensioner William Sylvester Carrow, 80, \ · passed away from • • ~ / ;: lung failure in the 1 ,~ Cooper Medical ,_) \ _...Center, Camden , ~ ~ N.J. on March I. ' '~,B rot her Carrow _ t\ " "' ~ ;~:~ joined the Union in the port of Philadelphia in 1961. He sailed as a mate for the P. F. Martin Co. from 1954 to 1970. Born in Delaware City, Del., he was a resident of Camden. Burial was in the Bethel Cemetery, Camden. Surviving are his widow, Elsie and a daughter, Claire Selover. ~ i Pensioner Edwin George Dietrich, 76, passed away on Dec. 29, 1985. Brother Dietrich joined the Union in the port of New York in 1960 and sailed as a tankerman and mate for the Penn Central Railroad from 1924 to 1967. He was a former member of the Masters, Mates and Pilots Union from 1926 to 1960. Boatman Dietrich was born in West Hoboken, N.J. and was a resident of Paramus, N.J. Surviving are his widow, Antoinette and a son, John of Riverdale, N.J. Robert "Rob" Jude Krause, 28, died on March 15. Brother Krau e joined the Union in the port of Philadelphia after his graduation from the SHLSS Entry Trainee Program , Piney Point , Md. in 1976. He sailed as a tankerman for National Marine Service from 1976 to 1977 and for Crowley Marine in 1985. He was born in Philadelphia and was a resident there. Surviving are his mother, Dorothy; a brother, Harry, and a sister, Dorothy, all of Philadelphia. was a resident there. Surviving are his widow, Mary and two sons, . William and Philip and a sister, Claire Armtrong of Philadelphia. New Pensioners Lantt Lord Smith, 64 , joined the Union in the port of Houston in 1977 sailing as a chief engineer for Ocean Towing from 1975 to 1977. Brother Smith was born in Isla de Pinos, Cuba and is a naturalized U.S. citizen. He is a resident of Brownsville, Texas. Pensioner Michael Raymond Joseph Maher, 80, passed away on Jan. 24. Brother Maher joined the SIU-merged Gloucester Fishermen's Union in the port of Gloucester, Mass. in 1967. He retired in 1974. Fisherman Maher was a resident of Gloucester. Surviving are his widow, Elsie and a son, Raymond. Lora Harrison Meekins, 60, joined the Union in the port of Norfolk in 1960 sailing as a mate and captain for Curtis Bay Towing and for McAllister Brothers from 1951 to 1985. Brother Meekins attended the 1978 Piney Point Atlantic Coast Inland Educational Conference. He was a former member of the ILA, Local 333B and the United Mine Workers union, District 50, Local 14264, from 1950 to 1960. Boatman Meekins is a veteran of the U.S. Coast Guard during World War II. Born in Elizabeth City , N.C., he is a resident of Hertford, N.C. Pensioner Herman Pasha, 79, passed away on Jan. 11. Brother Pashajoined the Union in the port of Philadelphia in 1961. He sailed as a deckhand and lighter captain for the Philadelphia ferries from 1947 to 1949 and the Independent Towing Co. from 1950 to 1973. He was born in Philadelphia and Dispatchers Report for Inland Waters MARCH 1-31, 1986 Port Gloucester . . .. .. ..... . ... . ....... New York .. . ..................... Philadelphia ............ .. .. . . . . .. Baltimore ........... . . . ... . ...... Norfolk ................... . ..... Mobile .. ... ............ ... ...... New Orleans . . .. .................. Jacksonville .. ... . . ..... . . ... . . ... San Francisco . ...... ..... ...... ... Wilmington . . ... . . .. . .. .... .. . . . .. Seattle ..... .. . ... . ..... . .... . ... Puerto Rico ............... .... . .. Houston ... .. .. . ... . ..... .. .. . ... Algonac . . .. . .. . . .. ..... . ........ St. Louis ....... ...... .. . ........ Piney Point ...... . .... . .. . ... . .. .. Totals ................. . .. . . . .. . Port Gloucester . . ... ............. . .... New York .... .... . ..... ... ..... .. Philadelphia .. . . .......... .. ... . .. Baltimore . .. . . .. . .... . ... . . .... .. Norfolk . .. . .. . ..... . .. . . . ....... Mobile ........ ...... .. .. . .. . .... New Orleans . ....... ... . .... . . .... Jacksonville . . ........... . . . . ... .. San Francisco . . ........ . . . ... .. . .. Wilmington .. ... .. ......... . . . .. .. Seattle . .. .. .. . ............ . ... .. Puerto Rico .. . . . . . . .... . .. . ... . .. Houston ..... .. ............... . .. Algonac . .... .. ........... . . ... .. St. Louis .. ................... . .. Piney Point .. . . ... . ............... Totals ... . .... ... .. . ............ *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT . . . . . . . . . . . . . . . . . 0 0 4 10 64 0 8 3 0 2 0 0 4 0 2 1 98 0 0 3 0 14 0 4 4 0 4 0 0 3 0 0 0 0 3 1 10 48 0 2 0 0 2 0 9 0 2 1 3 0 0 0 0 0 0 0 0 0 0 1 5 22 0 24 0 1 0 0 0 0 8 0 33 1 64 0 0 1 0 0 0 0 10 0 0 0 0 3 1 0 0 0 0 65 0 0 0 17 0 0 0 11 1 0 19 0 86 0 22 2 0 5 0 0 3 45 7 1 191 0 0 5 0 19 0 6 2 0 9 0 0 1 27 2 0 71 0 0 21 0 0 1 6 29 0 24 0 0 1 0 26 0 108 ENGINE DEPARTMENT . . . . . . . . . . . . . . . . . 0 0 0 2 11 0 0 0 0 0 0 0 1 0 0 0 14 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 2 Port Gloucester . .... .. . ... . . ...... .... . New York ...................... . . . Philadelphia .... .. . ... . .... . . . .... . Baltimore . ... .................... . Norfolk ... . . . .. ..... . ........ . .. . Mobile . . . ..... . . . .... . . . . .. . .. .. . New Orleans . . . .. ................. . Jacksonville .. .. .. . ............... . San Francisco . .. . ... . . . ..... ...... . Wilmington ..... .......... . .... ... . Seattle .. . . .... .. ...... .. ..... . .. . Puerto Rico . . . . .... .... . . . ....... . Houston . . . . .... ..... . . .......... . Algonac ..... ... ... . . ... . ...... . . . St. Louis ... ..... . . .. ..... . ...... . Piney Point . .. .. ........ . . .... ... . . Totals . . .. ............... . . .. ... . 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 8 Totals All Departments ...... .. ... . .. . . 120 0 0 0 0 6 0 1 0 0 0 0 0 0 3 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 7 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 7 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 1 STEWARD DEPARTMENT 0 0 0 0 1 0 0 0 5 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 2 0 13 6 1 40 77 80 19 0 0 0 0 0 11 0 1 1 0 0 0 0 1 40 0 1 55 15 0 0 20 0 0 2 0 0 0 0 1 0 3 0 0 0 0 0 0 6 0 4 0 0 0 0 0 1 10 1 0 26 0 0 0 0 0 0 3 2 0 3 0 0 0 5 0 0 13 0 0 0 0 7 1 34 11 272 104 148 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 1 0 0 0 10 0 0 0 8 0 0 0 3 12 0 3 *"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. 6 I LOG I April 1986 Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The member need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, NEW YORK Schulman & Altman 84 William Street, Suite 1501 New York, New York 10038 Tele. # (212) 422-7900 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Ill. 60603 Tele. # (312) 263-6330 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele. # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 LOS ANGELES, CALIF. Fogel , Rothschild , Feldman & Ostrov 5900 Wilshire Boulevard , Suite 2600 Los Angeles , Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel , Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele. # (213) 834-2546 MOBILE, ALA. Simon & Wood 101 O Van Antwerp Building Mobile , Ala. 36602 Tele. # (205) 433-4904 NEW ORLEANS, LA. Gardner, Robein & Healy 2540 Severn Avenue, Suite 400 Metairie, La. 70002 Tele. # (504) 885-9994 NORFOLK, VA. Peter K. Babalas & Associates, P.C. Suite 700 Atlantic National Bank Bldg . 415 Saint Paul's Boulevard Norfolk, Va. 23510 Tele. # (804) 622-31 oo PHILADELPHIA, PA. Kirschner, Walters, Willig, Weinberg & Dempsey Suite 110 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, MO. Gruenberg , Sounders & Levine Suite 905-Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele. # (314) 231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning , Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, Calif. 94104 Tele.# (415) 981-4400 SEATTLE, WASH. Davies, Roberts, Reid , Anderson & Wacker 201 Elliott Avenue West, Suite 500 Seattle, Wash . 98119 Tele. # (206) 285-361 o TAMPA, FLA. Hamilton & Douglas, P.A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (813) 879-9842 �SHLSS Prepares Students for Coast Guard Deck License Exams ' t - The upper level deck license course at the Seafarers Harry Lunde berg School prepares qualified students for the U.S. Coast Guard exams for Original Second Mate, Third Mate, Master or Mate of Freight and Towing Vessels (not more than 1000 gross tons). The basic course is 10 weeks in length. Some of the navigational related subjects covered include chart construction, instruments and accessories, magnetic and gyro compasses, dead reckoning, piloting, lines of position, electronic navigation, tides and tidal currents, weather and rules of the road. Other subject areas covered include marlinspike, shiphandling, cargo gear and cargo handling, firefighting, first aid, CPR, use of various federal regulations (CFRs) and basic damage control. The 10-week basic navigation course is followed by a five-week course in Celestial Navigation. Subjects covered in this course include basic nautical astronomy, time, latitude by observation of Polaris and noon sights (LAN), lines of position (LOP) and running fixes from sun, star and planet r Willie Marsh (I.) and Robert Saylors take notes on the terrestrial coordinates system. Instructor Jim Brown discusses the world wide system of time zones. observations, determining compass and gyro error by amplitude and azimuth, star indentification, sunrise, sunset and twilight. The Coast Guard exam is usually taken during the fifth week of the Celestial course. The exam for Second and Third Mate lasts three days. The exam for Master and Mate lasts a day-and- a-half. While it is helpful to have a good math background and be able to solve trigonometry problems, such knowledge is not necessary in order to understand and solve most problems in navigation. A good understanding of addition, subtraction, multiplication and division is all that is required. The minimum service required to qualify an applicant for license as Master of Freight and Towing Vessels of not more than 1000 gross tons is four years on deck including: a. One year service as licensed mate; or b. Two years service as unlicensed master; or c. One year service as Operator of U ninspected Towing Vessels; or d. Two years service as Quartermaster or Wheelsman while holding a license as Mate or First Class Pilot; or e. Two years service as unlicensed mate while holding a license as operator of small passenger vessels valid within the area for which application is made; or f. Three years service unlicensed mate. as The minimum service required to qualify an applicant for license as Mate of Freight and Towing Vessels of not more than 1000 gross tons is two years on deck including: a. One year service in a watchstanding capacity while holding a license as operator of small passenger vessels valid within the area for which application is made; or b. One year service as unlicensed mate; or c. Eighteen months service as Quartermaster or Wheelsman. All candidates for Original Second Mate and Third Mate must pass a practical flashing light test at a speed of six words per minute. The celestial portion of the Master and Mate exam is only given when a route of more than 200 miles offshore is sought. The holder of a valid license as either a Second Mate Oceans, or Chief Mate Oceans, who has tested within the previous year will only be required to take the Deck General section of the exam for Master of Freight and Towing of Vessels not more than 1000 gross tons. A valid radar endorsement is required for all upper level licenses if they are to be used on vessels over 300 gross tons. The radar course is two weeks in length. April 1986 I LOG I 7 �Notice to All SIU Members Who are Scheduled to Attend SHLSS There is no longer a bus service running between Washington D.C. and the Piney Point area. To get to the school, take a cab from the airport, bus station, etc. , to the SIU Headquarters Building, 5201 Auth Way, Camp Springs, Md. An SHLSS bus leaves the Headquarters Building at 2:00 p.m. Monday through Friday. Make sure you arrive in D.C. in time to make this connection. There is no transportation available over the weekend. No one should arrive at the school on a weekend unless they are driving. Spoiled At Piney Point By: Pamela M. Caulder Bobby Riddick, Alvin 'Matt' Mccants, SHLSS Vice President Ken Conklin and Albert 'Gyrene' Caulder discuss the progress of SHLSS. Three Past Trainees Enroll in the Bosun Recertification Class Hard work invested over 18 years ago is paying off for three SIU members. Al be rt 'Gyrene' Caulder, Bobby Riddick and Alvin 'Matt' McCants came to SHLSS as trainees in 1967, 1968 and 1970. Though they came from different trainee classes they shared many similar experiences and find themselves together today in the Bosun Recenification course. The Seafarers Harry Lundeberg School of Seamanship opened its doors in 1967 and these men· were some of the first to go through the Trainee Program. "We built this place;' says Bobby Riddick. "We laid the ground work for what you see today.'' All the men agreed. They remembered working on the docks, the grounds, the ships and the buildings. They lived on the Big Red or on the barges. ''When I came out of the service I couldn't find a job," said Gyrene Caulder. ''I heard about the school and came here. It was the smanest thing I ever did." "The school was the biggest turning point in my life;' says Bobby Riddick. "I wouldn't be on the streets today if it weren't for the school and the SIU. ' ' ' 'This place gives us a real sense of pride,'' says Matt McCants. ''Seeing all the changes and improvements that have been made over the years. '' All the men agreed that the school feels like home. Seeing the same people Y<?U 've seen before, like Ken Conklin, is comfoning. ''Ken was always available to help you with any problem. He had a tough fatherly image and he really cared about you'' said Gyrene Caulder. ''My children call him Poppa Ken.'' Keeping up on the people back at Piney Point is a big concern for all these men. ''When I was at sea I wondered where our money was going. After coming here I was really amazed. You have to see this place to really appreciate it," said Caulder. "I brought my wife and children with me and figured they'd get bored after a week and want to go home. It's been five weeks and they love it here. I really appreciate how well my wife and kids have been treated by the staff and upgraders. I'd like to encourage other SIU members to bring their families with them. It's really a family oriented place.'' The universal request of these men was to encourage their SIU brothers and sisters to come and upgrade at the school. "It's free," says Bobby Riddick. There's no other place you can go and get a free education. It's yours and it's free. Every SIU member should take advantage of this school.'' Thinking back on the past few pleasant weeks my family and I have spent at Piney Point, I feel sad it's coming to an end. When my husband asked if I wanted to come along with him for a five-week upgrading course, I never dreamed it would be such a wonderful vacation. Just some extra time our family could be together before he has to sail again. To my surprise Piney Point not only has excellent accommodations for the family, but lacked nothing a luxury reson has to offer, except the luxury prices. In fact, I figured out it was costing no more per day here, than it was at home. It's a rough price to pay for three great meals a day and "You don't have to cook." Also, to wear off all those desserts that are too good to pass up, there's tennis courts, a swimming pool and a great Health Spa. Not to mention the beauty of the peninsula in which Piney Point is located, and its well-kept spacious grounds. We spent most of our weekends on family outings visiting ·the many historical landmarks in this area. I suppose that unique leather Indian skirt I planned to make in the schools craft shop will just have to wait till next year. I guess my favorite pan of this Gyrene and Pam Caulder with their children Kelly and Brandon enjoy their stay at SHLSS. vacation was just not having to do anything but relax and enjoy the wonderful people and staff we meet. Unfonunately they don't see too many families come to Piney Point, and children are very much appreciated. I am not looking forward to the task of unspoiling the children, or for that matter MYSELF. ===1st Pensioners. to Reside at SHLSS=·== Arthur G. Gilliland (r.) and wife Joan check into the school on March 31, 1986. They are the first pensioners to make SHLSS their permanent residence. Georgia Nelson (I.) registers them while Hotel Manager Ed Gildersleeve welcomes them to the school and gives them a tour of the facilities. 8 I LOG I April 1986 I < �··············································································~ SEAFARERS TRAINING & RECREATION CENTER Reservation Information Your Holiday at the SHLSS Vacation Center: What It Will Cost Name: The costs for room and board at the SHLSS Vacation Center have been set at the minimum to make it possible for all SIU members and their families to enjoy a holiday at your Southern Maryland home away from home. ROOM RATES: Member $30.00 per day Spouse $5. 00 per day Children $5.00 per day ~~~~~~~~~~~~~~~~~~~~~~~ S.S.# Address:~~~~~~~~~~~~~~~~~~ Telephone# Number in Party Date of Arrival: 1st Choice 2nd Choice 3rd Choice MEALS: Member $8. 50 per day Spouse $4.00 per day Children $4.00 per day (Stay is limited to 2 weeks) Date of Departure Send to: NOTE : No lodging or meal charge for children under age 12. So that as many of our members as possible can enjoy a holiday at SHLSS Vacation Center, the stay is limited to two weeks . Seafarers Training & Recreation Center Piney Point, Md. 20674 (Phone: 301·994-0010) ..................................•............................................. Seallft Operations & Maintenance First row (I. to r.) Joe Marshall (Instructor), Nazareth Battle, Teresa Hanson, Charles Boles, Jim Gagan, Bill Hellwege (Instructor). Second row (I. tor.) John O'Reilly, Clancy Hennigan, Bek Sleeper, Dennis Pickering, Harry Alongi (Instructor). Third row (I.to r.) Gary Dow, Dorray Saberon, David Levine, Samuel Thomas, Ernest Hill. Radar First row (I. tor.) Larry Levinson, John Cooke, Ken Bayle, Gil Pruitt. Second row (I. tor.) Mike Caldwell, Mike Arendt, Dale Rausch (Instructor) John Cox . Radar Renewal I. to r. Robert Mazyck, Charles Boles. Welding First row (I. to r.) Tom Clark, Clayton Everett, Ervin Earley, Bill Foley (Instructor). Second row (I. to r.) Ray McKnight, Spurgeon Simpson Jr., M. K. Forbes, D. E. Whittle. f o J u:·· . .·· j ; ' ' I f···«if..'. !;i" ·l~=' @ t. ... : ~ i~~- : ..{ .·.-~:. Seallft Operations & Maintenance First Row (I. tor.): Instructor Joe Marshall, Fletcher McRee, John Kaikaka, Raymond Garju, Francisco Alvarez, Coordinator Bill Hellwege. Second row (I. tor.): Charles Allen, Lisa Sainz, Eric D. Bergesen, Frank Footer, Michael Taralea, Michael Harrell, Jack Cooper. Third row (I. to r.): Brian Fountain, Christopher DiOrio, Instructor Ed Boyer. Fourth row (I. to r.): Timothy Hammack, Toni Miller, Catherine Kohs, John Mclaurin, Rick Young, Nancy Heyden, Louis Mileto, Michael Anderson. Fifth row (I. to r.): John Morgan, Carl Francom, R. G. Connolly, Thomas Murphy, Michael Watson, Chris Broerman. April 1986 I LOG I 9 �1986 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry The following is the current course schedule for the 1986 school year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: deck department courses; engine department courses; steward department courses; adult education courses; all department courses and recertification programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as possible. Although every effon will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. SIU Representatives in all ports will assist members in filling out the application. Deck Upgrading Courses Engine Upgrading Courses Check-In Date Completion Date QMED - Any Rating July 11 September 19 September 12 December 11 Automation May 23 June 19 Marine Electrical Maintenance August 22 October 16 Marine Electronics (LASH Crane) October 31 December 12 Hagglund Crane Maintenance April 25 June 6 Course Check-In Date Completion Date Refrigeration Systems Maintenance & Operations August 15 September 26 License Mate (Third Unlimited Master Mate Freight & Towing) August 1 October 10 Refrigerated Containers Advanced Maintenance September 26 November 7 Celestial Navigation October 10 November 14 Diesel Engineer - Regular November 7 December 19 Towboat Operator Scholarship May 23 July 18 Welding Lifeboat June 16 October 6 October 10 June 27 October 17 October 24 June 27 November 7 July 24 December 5 Hydraulics July 25 August 21 Fireman/Watertender & Oiler September 12 November 6 Able Seaman September 2 October 24 October 24 December 19 Radar Observer May 16 July 18 November 14 May 30 July 31 November 28 May 2 July 18 November 14 May 16 July 31 November 27 Tankerman August 11 December 1 August 22 December 11 Radar Observer (Renewal) June 6 August 8 September 5 November 7 December 5 June 13 August 15 September 12 November 14 December 12 Course Simulator All Rating Upgrading Courses Course Sealift Operations and Maintenance Check-In Date Completion Date May 2 June 6 July 25 September 5 October 17 November 14 May 30 July 3 August 22 October 3 November 14 December 12 Steward Upgrading Courses Course Chief Cook Cook & Baker Chief Steward 10 I LOG I April 1986 Check-In Date June 25 October 1 Completion Date October 3 Jan.9, 1987 May 7 June 25 August 13 October 1 November 19 August 15 October 3 November 21 Jan.9, 1987 Feb.27, 1987 June 25 October 1 October 3 Jan.9, 1987 Recertification Programs Course Check-In Date Completion Date Steward Recertification November 3 December 8 Bosun Recertification September 2 October 6 Adult Education Courses Course Check-In Date For students who wish to apply for the GED, ESL, or next year, the courses will be six weeks in length and times: May 2 August 1 October 31 Completion Date ABE classes for offered at these June 14 September 13 December 13 Seafarers who are applying for the upgraders Lifeboat classes and who are either ESL or may need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. These classes will be offered: September 19 October 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: Towboat Operator Scholarship Automation Able-Bodied Seaman Hydraulics QMED Able-Bodied Seaman May 16 May 16 July 18 July 18 September 12 October 17 May 23 May 23 July 25 July 25 September 19 October 24 ----Important Notice----.. Hotel Bill Payment Policy Changed Effective January 1, 1986 all upgraders' dependents staying at the Seafarers Training and Recreation Center at Piney Point will be required to pay their bills bi-monthly. This will help to lessen the burden of the cost of your stay. j �Apply Now for an SH LSS Upgrading Course ............•......•••..•......•..................................................................•..............•.............•.•.......• a ar r Harry L p Name (Last) (first) (City) (State) Deep Sea Member 0 Date of Birth (Middle) Telephone (Zip Code) Inland Waters Member 0 Mo./Oay/Year --rr-----..,...--,..-.-- (Area Code) Lakes Member 0 ---- Pacific 0 Social Security# _ _ _ _ _ __ Book# _______ Seniority _ _ _ _ _ __ Department _ _ _ _ _ __ Date Book Port Presently Was tssued __________ Port lssued __________ Registered In _ _ _ _ _ __ _ _ Endorsement(s) or License(s) Now Held _ _ _ _ _ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Are you a graduate of the SHLSS Trainee Program: O Yes No D (if yes, fill in below) Trainee Program: From _ _ _ _ _ _~~to~~-----(dates attended) Have you attended any SHLSS Upgrading Courses: D Yes No D (if yes, fill in below) Course(s)Taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ Do you hold a letter of completion for Lifeboat: 0 Yes No D Firefighting: D Yes No O CPR: O Yes No o Date Available for Training-------- - - - - - - - -- - - - - - - -- - - - - - - -Primary Language Spoken - - - - - - - - - - - - - - - -- -- - - - - - - - -- - - -- I Am interested in the Following Course(s) Checked Below or Indicated Here if Not Listed DECK D D D D D D ;.. D D D D D D D D D D ENGINE Tankerman AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator Not More Than 200 Miles Towboat Operator (Over 200 Miles) Celestial Navigation Master Inspected Towing Vessel Mate Inspected Towing Vessel 1st Class Pilot Third Mate Celestial Navigation Third Mate Radar Observer Unlimited Simulator Course Sealift Operations & Maintenance No transportation will be paid unless you present original receipts and successfully complete the course. D D D D D D D D D D D D D D D FOWT QMED-Any Rating Marine Electronics Marine Electrical Maintenance Pumproom Maintenance & Operation Automation Refrigeration Systems Maintenance & Operations Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel Third Asst. Engineer (Motor Inspected) Refrigerated Containers Advanced Maintenance Marine Electronics (LASH Crane) Hydraulics Hagglund Crane Maintenance STEWARD D D D D D Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ADULT EDUCATION DEPARTMENT D Adult Basic Education (ABE) D High School Equivalency Program (GED) D Developmental Studies D English as a Second Language (ESL) D ABE/ESL Lifeboat Preparation ALL DEPARTMENTS D Welding D Lifeboatman D Sealift Operations & Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ RETURN COMPLETED APPLICATION TO: Seafarers tiarry Lundeberg Upgrading Center, Piney Point, MD. 20674 . SIGNATURE~~--~-----------DATE Rev 12185 --....-.-.-..-.................................................................................................................. ... ~··~·~----~ -~ April 1986ILOGI11 �SHLSS Hosts Education Conference Union and University Educators Find Ways to Ch More than 100 union and university educators last month to discuss "the challenge of change" fa AFL-CIO Education Conference and University & By bringing the two groups together, trade uni the community and their university counterparts c between unions and the universities' labor progr One of the major topics at the sessions was th and Their Unions." Other issues covered incl "Project 2000," an education and training progr the future directions of union management, adult It was appropriate that the conference was he schools in the country. SIU President Frank Dr ago, more than 95 percent of the SIU's membe academic classes. More than 1200 of the SIU' and many have gone on to achieve college educ the best trained and most productive seafarers i At the microphones, SIU President Frank Drozak welcomed the educators to the Seafarers Education Center at Piney Point, Md. last month. At right is Dorothy Shields, AFL-CIO Education Director. .·.,.;;;:#Jiiir.. At the microphone (center) is Emory F. Via, president of the Universit~ Assn.; with him on the dais are (I. tor.) Dorothy Shields, AFL-CIO ed Secretary-Treasurer Thomas R. Donahue; Edward Czarnicki, AF director, and John Hanson of the University of Maine. Paul Landsbergis of Rutgers (center right) explains a point to (I. to r.) Francisco Montalvo Jr. of the University of Illinois; Michael T. Donahue, education chief, International Molders Union, Cincinnati, Ohio; Neil De Clercq. University of Wisconsin, Madison; Helen Elkiss, University of Illinois; Dee Lyons, Oakland University, Rochester, Mich., and Miriam King, program specialist, Eastern Michigan University, Ypsilanti. Frank Goldsmith (left) of Empire State College, N.Y.C. talks with Richard E. Dwyer, deputy director of the George Meany Center for Labor Studies, Silver Spring, Md . .....·:···:': ;;.;;.~<-¥.:;;.,~.. . ... . Sitting at a computers roundtable are (I. to r.) James Auerbach, AFL-CIO representative; John Kretzchmar of the University of Nebraska, Omaha; Ronald Daniels, United Auto Workers union, Local 735, Canton, Mich.; an unidentified Rutgers University faculty member, and Edgar Lee of the University of D.C. In an AFL-CIO workshop on privatization are (center I. to r.) Laurence Clements of the University of Iowa Labor Center, Iowa City and Greg Giebel of the University of D.C. 12 I LOG I April 1986 Outside the conference auditorium are (I. tor.) John McKenzie, University of D.C.; Murunga B. Mulembo of Kenya, Africa and Edgar Lee of the University of D.C. �enge 'Changing' Workers, Their Jobs, Their Unions the Seafarers Harry Lundeberg School of Seamanship Labor Movement today. The meeting was the annual ge Labor Education Conference at Piney Point, Md. charged with the responsibility of labor education in are ideas. It also strengthens the working relationship said Dorothy Shields, AFL-CIO education director. L-CIO's study "The Changing Situation of Workers ~ Federation's new associate membership program; veloped by the Bricklayers; a teachers' program on ation and many other areas. SHLSS, one of the more respected union-sponsored old the group that since the school opened 19 year ve taken one or more of our school's vocational or rs have received high school diplomas at SHLSS, , he said. In addition, he said the SHLSS produces orld. Edgar Lee (left) of the University of the District of Columbia confers with Stanley Rosen of the University of Illinois, Chicago. AFL-CIO Secretary-Treasurer Thomas R. Donahue tells the 135 educators of the "challenge of change" in today's labor movement in the changing workforce and workplace. George V. Boyle (left), labor program director, University of Missouri, Columbia, confers with Walter Lypka, head of education, Graphic Communications International Union, Washington, D.C. j ·•in the conference last month at Piney Point are (front I. tor.) John McKenzie, University of D.C.; Symantha Myrick and Dee Lyons, both of Oakland University; John B. Kolstad, Communications Workers of America union, Washington, D.C., and Patricia Thomas of the Service Employes International Union, Washington, D.C. In the second row (left) is Gerry Brierre of the United Auto Workers union, Local 735, Canton, Mich. confer among themselves in the conference auditorium during a break in the sentations. Jacqueline Kienzle (left), an assistant director of the AFL-CIO Education Department, makes a point with George Daitsman (center), education director of the Allied Industrial Workers Union, Milwaukee, Wis., and Steve Cooke, International Assn. of Machinists, Placida, Fla. Miles Galvin (left) of Rutgers University, New Brunswick, N.J., chats with Lee Balliet of the University of Indiana, Bloomington. ___ April 1986ILOGI13 _... �Civilian Workers Strike U.S. Military Bases in Philippines Striking workers put up picket line. The Role the MSC Plays In Our National Defense by Richard F. Donnelly Originally called the Military Sea Transportation Service (MSTS), the command was created Oct. 1, 1949. We were quickly put to the test. Our mission was to transport troops and supplies in the Korean conflict. MSTS received hundreds of ships from the Army, Navy and U.S. Merchant Marine. supported the first missile firing into space, satellite communications and the Apollo II moon flight. And it was an MSTS ship that located an H-bomb lost in the Mediterranean after two U.S. Air Force jets collided in midair. MSC again proved the importance of strategic sealift in Vietnam. By the close of the '60s, MSTS was moving 96 percent of all military ocean cargo to that area of the world. A "bridge of ships" was created and spanned the Pacific from the United States to Korea to support United Nations troops. MSTS performance was brilliant. Eighty-seven percent of U .N. forces and equipment were moved to Korea by sea. This figure repre16ented 3.5 million passengers and 98. l million measurement tons of cargo. By 1970, the command had a new name, the Military Sealift Command. Our mission was expanded to include the support of the Navy fleets at sea. This era was marked by the transfer to MSC, Navy support ships-oilers, fleet tugs, stores ships and fleet ballistic missile resupply ships. During the 1950s, MSTS ships were once again in the news, this time providing humanitarian assistance throughout the world-from Europe and the Far East, to ports of the Indian subcontinent, the Mediterranean and Red Sea, the Arab Gulf and Indian Ocean. MSTS continually performed missions of mercy, rescuing and transporting refugees from war-ravaged areas such as French Indochina and Hungary. In the late 1970s and early 1980s, as troubling events unfolded in Southwest Asia, the Persian Gulf and other distant areas, the United States began to re-evaluate its ability to meet sealift requirements. This led to the major sealift enhancement programs that we are involved with today. Reflecting the new emphasis placed on strategic sealift, Secretary of the Navy John Lehman designated it in 1984 as one of the Navy's three primary functions, joining sea control and power projection. On the scientific front, MSTS played a major role in "Operation Deep Freeze," an important scientific expedition to Antarctica. MSTS entered the. space age in the 1960s, even as national defense requirements continued to occupy its ships around the world. MSTS ships 14 I LOG I April 1986 Today, MSC's ships are being thoroughly integrated into Navy's operational fleet structure, and we are ready and able to perform our mission: to provide strategic sealift forces to U.S. forces abroad wherever and whenever operational requirements dictate. A 12-day strike involving the 40,000 civilian workers employed at the U.S. military bases in the Philippines has been settled. Tensions ran high. There were sporadic incidents of violence, usually when the striking workers tried to prevent nonunion workers, military personnel and civilian mariners from crossing the picket lines. The strike was called by the 24,000 member Filipino Civilian Employees Association. Not only were the striking workers successful in preventing 20,000 nonunion employees from reporting to work, they were able to "turn back U.S. landing craft attempting to ferry American servicemen to the base from the sea,'' according to the Manila Bulletin. According to reports, the chief sticking point between the two sides was the question of severance pay. Since the American lease to the military bases runs out in 1991 and will have to be re-negotiated, this is potentially an important matter. The strike occurred during a pivotal time in the history of the Philippines. Ferdinand Marcos recently stepped down as president of the country and was replaced by Corazon Aquino, wife of the murdered civil rights leader Benigno Aquino. The tumultuous events of the past year resulting in President Aquino's assumption to power was seen as having hardened the workers' resolve to get what they considered to be an equitable settlement. The strike also brought up the question of the bases, which are seen by most military experts as being central to this country's defense capability in the Pacific region. The fact that American servicemen and civilian mariners were denied access to the bases accentuates those questions, as does the still unresolved status of the American leases. "If anything were to deprive the United States of the use of those bases," said SIU Vice President Buck Mercer, ''then this country would be forced to rely almost entirely on the ability of civilian mariners in the MSC fleet and · the private American-flag merchant marine to perform such vital duties as underway replenishment." . "Sealift," said Mercer, "is the foundation upon which this country's national security rests. And, unfortunately, the present administration has not paid enough attention to that fact.'' Mispillion Runs Aground The USNS Mispillion (T-AO 105), an underway replenishment oiler that is part of the MSC Pacific fleet, ran aground while on sea trials off the coast of the western Japanese island of Kyushu sometime during the evening of March 15. There were no reported injuries to crewmembers. The ship, which struck a rock off Ikeshima Island, suffered extensive damage to her bottom. She returned to the shipyard in Sasebo, Japan on Sunday afternoon, March 16, after being freed from the rocks with the assistance of fleet tugs. The Mispillion had just completed a four-month shipyard period where much needed repairs were made. As a result of these repairs, living conditions were greatly improved. When the ship ran aground, according to reports, it took a 30 degree list to port. Attempts were made to launch the port 60-man rubber rafts, but because of the list, the rafts landed on the port tank deck. Efforts were made to get them over the side. But due to the location, only two men could get into position to throw them overboard. The rafts were too heavy for the two men to handle. The ship is expected to undergo repairs at SSK shipyard in Sasebo for the next six weeks. Meanwhile, the crew is standing by. The USNS Mispillwn �New Wage, Overtime and Special Rates For Unlicensed Deck, Engine, Supply and Steward Departments Wage rates effective April 1, 1985 Overtime, Penalty and Special Rates Effective September 30, 1985 Dry Cargo Ships, Tankers & Unrep Oilers Special Note: There was a 2 percent increase on' overtime, penalty and special rates that became effective April 1, 1985. These rates are not reflected here but will be paid on retroactive payrolls when the 3.5 percent wage increase is paid. Wage Rate Effective 4-1-85 Rating DECK DEPARTMENT Watchstanders Able Seamen All Classes Annual Rate 22,049 Daily Rate 60.41 Ordinary Seamen Annual Rate Daily Rate 16,611 45.51 Dayworkers Bos'n (Fgtr) Annual Rate 28,112 15,001 - 20,000 GT Daily Rate 77.02 Bos'n (Fgtr) 9,001 - 15,000 GT U nrep Oilers Annual Rate 26,944 Daily Rate 73.82 Bos'n (Fgtr) T-1 Tkr Annual Rate 23, 728 9,000 GT & Under Daily Rate 65.01 Carpenter and Annual Rate 25 ,922 Carp./Maint. Daily Rate 71.02 15,001 - 20,000 GT Carpenter and Carp./Maint. U nrep Oilers 9,001 - 15,000 GT Annual Rate 23,776 Daily Rate 65.14 Annual Rate Daily Rate Overtime Rate 21,104 57.82 7.71 Steward/Baker All Classes Steward/Cook Annual Rate Daily Rate Overtime Rate 23,177 63.50 7.71 Chief Cook Nite Ck/Baker All Classes Annual Rate Daily Rate Overtime Rate 22,381 61.32 7.71 2nd Ck/Baker All Classes 20,987 Annual Rate Daily Rate 57.50 7.71 Overtime Rate Asst. Cook All Classes Annual Rate Daily Rate Overtime Rate 18,739 57.34 7.71 Third Pantrymen Annual Rate All Classes Daily Rate Overtime Rate 16,826 46.10 5.83 Messmen Utilitymen Annual Rate Daily Rate Overtime Rate 16, 136 44.21 5.83 Laundrymen Annual Rate Daily Rate Overtime Rate 18,213 49.90 5.85 Hourly cargo rate for Stwd. Dept. Ratings: Straight time hours Overtime hours 10.65 17.56 Explosive handling rate for all Nonofficer Deck, Engine, Steward Officer & Steward Dept. personnel: Straight Time & O.T. Hours Effective 16 Sept. 84 32.84 Diving rate all Depts. 19.97 CABLE SHIPS Annual Rate 22,509 Carpenter and Carp./Maint. Daily Rate 61.67 9,000 GT & Under T-1 Tanker Bos'n Mate (Fgtr) U nrep Oilers All Classes Third Steward All Classes Annual Rate 22,327 Daily Rate 61.17 Able Seamen (Maint.) All Classes Annual Rate 21,118 Daily Rate 57.86 Ordinary Seamen All Classes Annual Rate Daily Rate 15,629 42.82 The hourly overtime rate for all ratings except the Ordinary seamen shall be 14.19 The hourly overtime rate for Ordinary Seamen shall be 10.65 1fhe hourly cargo rate for all nonofficer deck ratings shall be Straight Time Hours Overtime Hours 21 Quad Cable Handling Rate Straight Time or O.T. Hours 20.19 ENGINE DEPARTMENT Dayworkers Chief Electrician Annual Rate Automated A2-A3 Daily Rate Overtime Penalty Rate 28,561 Chief Electrician Annual Rate Automated A-A 1 Daily Rate Overtime Rate Penalty Rate 25,717 70.46 19.22 12.81 78.25 21.59 14.19 24,006 Chief Electrician Annual Rate 65.77 Automated E-B Daily Rate Overtime Rate 17.96 Penalty Rate 11.97 Chief Electrician Annual Rate A-2 A-3 Daily Rate Overtime Rate Penalty Rate 27,072 74.17 20.19 13.46 Chief Electrician Annual Rate A-Al, U nrep tankers Daily Rate Overtime Rate Penalty Rate 23,652 64.80 17.70 11.80 Chief Electrician E-B Electrician T-1 Tankers 22,870 Annual Rate Daily Rate 62.66 17.13 Overtime Rate Penalty Rate 11.42 2nd Electrician Automated A2-A3 Annual Rate Daily Rate Overtime Rate Penalty Rate 66.77 18.23 12.15 23,433 2nd Electrician Annual Rate Automated E-Al Daily Rate 64.20 Overtime Rate 17.19 Penalty Rate 11.46 22,283 61.05 16.71 11.14 Note: All personnel will be paid at the Daily Rate shown for the number of days in a month, whether they be 28, 29, 30, or 31 day months. 2nd Electrician A2-A3 Annual Rate Daily Rate Overtime Rate Penalty Rate NOTE: Minimum O.T. Rate (Unrep Oilers & Cable Ships). Unlicensed personnel who perform at U nrep stations on an overtime basis, or when engaged in cable laying operations on an overtime basis shall receive the rate of 11. 00 per hour or the 0. T. rate currently authorized for the specific rating, which ever is higher. 2nd Electrician E-Al, NFAF Reefer Engineer 21,545 Annual Rate Daily Rate 59.03 Overtime Rate 16.17 Penalty Rate 10.78 3rd Electrician E-Al 20,472 Annual Rate Daily Rate 56.09 Overtime Rate 15.38 Penalty Rate 10.25 Yeo/Stkpr 15,454 42.34 9.31 Annual Rate Daily Rate Overtime Rate 19,290 52.85 11.63 25,035 Annual Rate 68.59 Daily Rate 7.71 Overtime Rate Chief Steward Class B-E T-1 Tankers 23,735 Annual Rate 65.03 Daily Rate 7.71 Overtime Rate 10.44 Pump man Annual Rate Daily Rate Overtime Rate Penalty Rate 19,074 52.26 14.37 9.58 Engine Utility Annual Rate Daily Rate Overtime Rate Penalty Rate 18, 191 49.84 13.71 9.14 Wiper Automated Annual Rate Daily Rate Overtime Rate Penalty Rate 15,746 43.14 11.93 7.95 Wiper Annual Rate Daily Rate Overtime Rate Penalty Rate 14,454 39.60 11.00 7.33 Watchstanders Reefer Eng. Annual Rate 22,100 Daily Rate 60.55 Overtime Rate 16.58 Penalty Rate 11.05 Unlicensed Jr. Engr. Annual Rate Daily Rate Overtime Rate Penalty Rate 19,826 54.32 14.91 9.94 2nd Reefer Eng. Annual Rate Daily Rate Overtime Rate Penalty Rate 20,279 55.76 15.26 10.17 3rd Reefer Eng. Annual Rate Daily Rate Overtime Rate Penalty Rate 18,341 50.25 13.85 9.23 Annual Rate Daily Rate Overtime Rate Penalty Rate 16,538 45.31 12.51 8.34 Oiler (Diesel) Annual Rate Daily Rate Overtime Rate Penalty Rate 15,600 42.74 11.84 7.89 Oiler/Fireman/ Watertender Annual Rate Daily Rate Overtime Rate Penalty Rate 14,592 39.98 11.10 7.40 Automated Unlicensed Jr. Eng. Hourly cargo rate Straight time hours Overtime hours and Sat., Sun., and Holiday Straight time hours Auto, semi auto and Retro Sat., Sun., and Holiday and Overtime hours STEWARD DEPARTMENT Chief Steward A-3, A U nrep Oilers Penalty Rate Engine Dept. dirty work rate during straight time hours 7.68 0.T. hours 12.62 Automated, semi automated and retro Dirty work rate during hours 8.33 Automated, semi auto and retro O.T. 13.73 8.28 Annual Rate Daily Rate Overtime Rate 20,852 Annual Rate 57.13 Daily Rate 15.66 Overtime Rate 22,673 Annual Rate 62.12 Daily Rate 16.98 Overtime Rate Penalty Rate 11.32 Aboard the MSC' s DeSteiguer SUPPLY DEPARTMENT Nonofficer Asst. Yeo/Stkpr Unlicensed Jr. Eng. Automated 24,371 10.65 17.56 The hourly rate for cleaning oil spills during straight time hours shall be Deck Eng. Mach. Plumber/Mach. Machinist Unlicensed Jr. Eng. Four of the hardworking DeSteiguer crewmembers are, from the left: Wiper Tom Jones, AB Leonard Williams, SIU Ship's Chairman Harry Morie and Bosun George Kuhl. 8.83 14.58 9.65 15.83 T-AE Port Security Force and Fire Watch a) Non-call out for non-licensed crew members assigned-$5. 49 hour. b) Call out for non-licensed assigned, regular overtime. April 1986ILOGI15 �-~- Area Vice Presidents' Report Great Lakes by V.P. Mike Sacco T HINGS are hopping on the Great Lakes. The weather has broken, and a growing number of vessels are being fitted out. There are a number of dredging projects afoot. Dunbar and Sullivan was the low bidder on a two-part job on the Chicago Harbor and the Chicago River. It was also the low bidder on a rock job in Racine, Wis. Other dredging companies also are getting into the act. Leudtke will do the water dredging on the Racine job. The Great Lakes Dredge and Dock Company has picked up a couple jobs, including one on the Cuyahoga River. During the winter season, 50 of our Great Lakes members went to Piney Point to upgrade. In addition, I want to pay special tribute to Harold Tacia who was a charter representative of the Maritime Trades Port Council here. He retired recently, and was presented with a wheel and a clock from the MTD. personnel. This money should be paid sometime during May. Civilian mariners should be aware that the Pacific Schedule of Wages has been revised to provide a 3.5 percent increase in wages for unlicensed deck , engine and steward personnel , as well as for yeomen/storekeepers and assistant storekeepers. There will also be a 2 percent increase in overtime, penalty and special rates, which will be effective retroactive to April 1, 1985. A 2 percent COLA increase in overtime, penalty and special rates also became retroactive to the first pay period after Sept. 29, 1985. This brings these rates into line with standards prevailing in the West Coast commercial industry. The current wage, overtime, penalty and special rates are printed in the Government Services Division section of this issue of the LOG. East Coast by V.P. Leon Hall West Coast by V. P. George McCartney Gulf Coast by V.P. Joe Sacco T Government Services Division by V. P. Buck Mercer N the February issue of the LOG, I referred to two issues that Business Agent Raleigh Minix and I had discussed with MSCPAC. The first issue concerned the practice of assigning mariners to perform certain duties around building # 310 while they were awaiting shipboard placement. As a result of that conversation, this practice has been discontinued. We also discussed improving the educational and training opportunities open to civilian mariners in the MSC fleet. MSCPAC agreed with us that a curriculum needed to be drawn up and promised to send a representative to inspect the facilities at the Seafarers Harry Lundeberg School of Seamanship. This is the first step in what might be a long process, but it is one that will eventually improve the lives and job security of civilian mariners. In addition, we discussed the issue of retroactive pay that is due unlicensed deck and steward department I 16 /LOG I April 1986 between management and labor is widening. This is especially true of the transportation sector. In a related development , the SIU has reached a tentative agreement on a contract with Sabine Towing. The contract marks a milestone in the inland field. The contract contains a provision calling for a SPAD checkoff. This is the first inland contract to contain such a feature. I want to commend the workers at Sabine Towing for having the foresight to include the checkoff in their contract. And I want to let the workers at National Marine know that we have no intention of letting them down. We will go to the Supreme Court if we have to in order to win this case. For instance, last month marked the 85th anniversary of the birth of Harry Lundeberg, who for many years was head of the Sailors Union of the Pacific. Thanks to Lundeberg and the contributions of such men as Paul Hall , Andrew Furuseth and Joe Curran , American seamen are now respected , middle-class members of society. One hundred years ago, they lived in a state of virtual slavery. In the spirit of maritime unity, I'd like to dedicate this month's column to Ida Lundeberg, the charming and gracious widow of Harry Lundeberg. Everything that we in the maritime industry have would not have been possible without the sacrifices of previous generations. HE challenges facing seamen employed in the tug and barge industry were put into perspective by two recent developments. After a four-and-a-half-month delay, federal Judge Morey Sears dismissed the SIU's case against National Marine. The Union will appeal the decision. It already has several unfair labor charges pending against the company. I believe that the dismissal was a great miscarriage of justice. By acting as he did, Judge Sears has created a loophole under which any inland company can just declare its contract null and void. This will have far-reaching consequences for all tug and barge workers. It is important to remember, however, that Judge Sears was appointed to his position, as are all federal judges. And the person who makes the appointment is the president of the United States. Increasingly, the courts are becoming the battleground of last resort for labor disputes. It is therefore important that American workers become involved in the political process because, once appointed, a judge can spend a lifetime on the bench. That is why political action is so important. In many industries, the gulf HE latest figures released by the Commerce Department tell a depressing story. The number of vessels flying the American flag has reached a new low. That's the bad news. The good news is that with the rapid expansion of world trade, there is more cargo than ever before. The only hitch-and it's a big one-is that almost all these exports and imports are carried on foreign-flag vessels. 1bere is plenty of blame to go around. The lion's share, I believe, belongs to the federal government, which discreetly looks the other way while American businessmen evade taxes and safety regulations by documenting their vessels under ftag-of-convienence registries. To be perfectly honest, however, we in the labor movement have our share of "mea culpas." Much of our energy is spent in trying to compete with one another. If the various maritime unions could come up with some kind of concerted plan of action, then we all would be in a stronger bargaining position. Of course, talking about maritime unity is the easy part. Making it a reality has eluded several generations of American seamen. But that need not be the case. Seamen have certain bonds that tie us together. We all know what it is like to make our living at sea. And whether we care to admit it or not, we have a common heritage. T AMERICAN IS BEAUTIFUL luy American ... and look for the Union Label UNJON LABEL AHO SERVICE TRADES DEPARTMENT Afl -CIO •~ • HE Union has been extremely busy with its grassroots political action program. Take our activities in the state of Maryland, for example. We are playing an active role in helping elect Tom McMillen to Marjorie Holt's old seat. In addition, we are supporting Baltimore mayor William Donald Schaefer in his bid for the State House, and Barbara Mikulski in her quest to become Maryland's first woman senator. Both have been strong supporters of the maritime industry. In New York, we are monitoring two local developments that would improve the quality of life for our members in that port. There is a bill before the New York Senate that would require pharmacists to use generic drugs unless a doctor's prescription states otherwise. This will mean a substantial savings for our welfare plan. In addition, representatives from the New York region are meeting with the members of New York's Department of Labor to see if they can come up with a more equitable way of computing unemployment eligibility requirements for seamen. New York determines eligibility time by the number of weeks a person works. But as all our members know, seamen routinely work seven days a week when they are employed onboard a vessel. We feel that they should be held to a different eligibility standard. We are not asking for any special favors. By requiring seamen to work 15 weeks to meet the 20-week eligibility time that other New York residents must meet, seamen still would be working one or two days more than other people. It's about time that New York corrects this unfortunate state of affairs. T �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • Wash ington Re port • I I I I I I I I I I I I I I I I I I I I I I I I I 1 I • I I I 1 I I I I I I I I· I I I I I I I I Recent statistics released by the Commerce Department show that the American-flag merchant marine has fallen to its lowest point ever. This does not come as a surprise to those of us who make our living at sea. We have been trying to get the administration to do something about this problem for quite some time. What is surprising, however, is the sudden decline of all sorts of industries. In a recent issue of BusinessWeek, a conservative business magazine, there was a special 30-page report on the '' deindustrialization'' of America and the ominous· implications this has for our future. For the past six years, the people in charge of formulating maritime policy have tried to paint the American-flag merchant marine as a special case-a dinosaur that just can't compete in the world marketplace. But in truth, what has happened to the maritime industry is part of a larger picture. The failure of the present administration to come up with a coherent policy on trade and economic development is not only hurting the American-flag merchant marine, it is crippling almost any industry you can name. Even the glamorous microchip industry, which was supposed to lead Americans to the promised land of economic security and full employment, is now dominated by Japanese firms. There is a new movie out called Gung Ho, which offers an ingenious solution to this country's industrial decline. Instead of importing Japanese cars, Americans should start importing Japanese managers. Perhaps we should take that one step further. If the Japanese really want to give Americans something they need, they could start sending us government officials--ones that are not outdated, but who realize that this country desperately needs to come to grips with the fact that there is no such thing as free trade. Toyota Toyota Motor Company last month announced an agreement with an SIU-contracted company for a multi-year contract to carry 30,000 Japanese autos a year into the U.S. The agreement, which will take effect next year, requires the construction of a vessel. The vessel, which will be built in a Japanese shipyard, will be documented under the American flag. The agreement means that U .S.-flag ships will finally be entering the Japanese auto trade. While the U.S. is pleased that the U.S. will "finally be entering the Japanese auto carriage trade," it will "continue to urge congressional enactment of H.R. 3655, the Japanese car bill," said Drozak. "This car carriage trade is enormous," said Drozak, "yet the Japanese have granted U.S. operations just a tiny share. U.S. vessels, competing on the same level with Japanese vessels, would not have been totally shut out of this trade." Build and Charte r Mail Transport Interest in a build and charter program is increasing. Three committees have held hearings on this issue. So far, the consensus seems to be that the program represents an idea whose time has come. Unfortunately, the only opposition to the build and charter program has come from administration officials. Yet committee members on all three panels-the House Armed Services Subcommittee on Seapower, the House Merchant Marine Subcommittee, and the Senate Merchant Marine Subcommittee-have refused to be deterred. Typical of the reaction was Rep. Helen Bentley (R-Md.) who said, "My only problem with this administration is on the matter of trade. It just doesn't seem to want to act." Another member put it this way: "I find it shocking," said Rep. Herbert Bateman (RVa.) "that we are willing to write this [maritime] industry off." A comprehensive story on this issue is carried on Page 3. The Senate Commerce Committee has reported out S. 186, which would require that 100 percent of U.S. mail transported overseas by water be carried on U.S.-flag carriers. According to Sen. Daniel Inouye (D-Hawaii), who sponsored the bill, this requirement was inadvertently left out of a congressional rewrite of the postal service law in 1970. In 1981 they were dropped from then governing U.S. postal regulations. Since that time, the majority of U.S. mails have been transported on foreign vessels, including Soviet-bloc shipping lines. The bill is currently pending consideration by the full Senate. Auto Carriers • mittee to adopt two bills that would provide important new business opportunities to the U.S. fleet. The first bill, H.R. 3662, would require that the United States negotiate bilateral shipping agreements with every foreign nation whose trade with the U.S. exceeds 1 percent of total U.S. trade. The second bill, H.R. 3655, would require that an equal number of Japanese cars imported into the U.S. be carried on Americanflag vessels as are carried on Japanese vessels. Japan currently monopolizes this trade. While the two bills deal with different issues, they are closely related. Drozak noted that the American maritime industry, among others, has been hurt by protectionist policies of the Japanese government. Something needs to be done, he said, and these bills are a good beginning. SIU President Frank Drozak urged the members of the House Merchant Marine Subcom- will," said Drozak, "continue to monitor this issue closely to make sure that the interests of our members are protected.'' Trans-Florida Pipeline The trans-Florida pipeline that was scheduled to carry oil by the Florida Gas Transmission Company has been cancelled as a result of the precipitous drop in oil prices. Plans for converting the pipeline from natural gas to oil have been in the works for the past 10 years. The SIU and domestic Gulf Coast operators have oppposed the pipeline on environmental and economic grounds. Dozens of coastal vessels and hundreds of maritime workers are employed in carrying oil from Baton Rouge, La. to Port Everglades, Fla. Had the pipeline been converted, the vessels and the jobs might have been lost. ''This is an important victory for us,'' said Drozak. "But it is important to remember that this is not the end of the issue. The decision can be reversed at a later time. We will continue to work for a permanent prohibition against the pipeline." Marine Liability Insurance Two bills have been introduced that would thoroughly revise this country's 135-year-old maritime liability laws. The bills, which were introduced by Rep. Mario Biaggi (D-N.Y.) and Rep. Walter Jones (D-N.C.), would raise the limits allowed for maritime claims. According to The Journal of Commerce, the present liability limit is so low that it encourages the courts to look the other way and allow damages on other grounds. In effect, the obsolete nature of the limits have made insurance awards higher, not lower. Some revision of the marine liability insurance laws is badly needed. At an executive meeting of the SIU held last November, President Drozak noted that the present crisis in the marine insurance field has cost the American-flag merchant marine "dozens of vessels." Tax Re form The Senate Finance Committee has begun consideration of tax reform legislation. The committee is currently working on a draft bill prepared by its staff which includes maritime provisions similar to provisions included in the House-passed tax reform bill. As was reported earlier in the LOG, the SIU was able to help delete a number of provisions in the House bill that would have seriously harmed the maritime industry. "We I ·~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ April 1986/LOG/1_7~~- �profiles Senator Frank Murkowski rank H. Murkowski was elected in 1980 to serve constituents of the largest state of the Union, Alaska. Since then, Sen. Murkowski has served on the Foreign Relations Committee, the Energy and Natural Resources Committee, the Select Committee on Intelligence and the Select Committee on Indian Affairs. He is chairman of the Veteran's Affairs Committee and active on numerous Senate subcommittees. Murkowski won 54 percent of the vote in the Senate race. Prior to his election, Murkowski was an executive banker and a respected member of Alaska's banking community. In 1977 he was elected president of the Alaska State Chamber of Commerce. But a stint in the U.S. Coast Guard, early in his career from 1955 to 1956, may have opened Murkowski's perceptions to the vital need for a strong merchant marine. As a senator, Murkowski has had two major concerns-that Alaskans may prosper by virtue of Alaska's plentiful natural resources and that American vessels sailing through Alaska's coastline harbors be given a fair share of Pacific rim and Asian cargoes. Although sometimes the two concerns have mixed (as in the case of Cook Inlet oil which Murkowski supported in an amendment to have the Cook oil exported and in another action to have North Slope Alaskan oil exported on American ships), Murkowski has been a stalwart supporter of the merchant marine. Murkow ki has repeatedly voted for retaining intact the 1954 Cargo Preference Act. In 1985. when the merchant marine couJd have lived or died by the vote in Congress on cargo preference, Murkowski voted on the 11th hour compromise that was drafted by maritime interests. The compromise bill was passed 70-30 in October and the agricultural lobby that had tried to destroy cargo preference was defeated. In 1985 Murkowski chaired the first Senate committee hearings ever to focus solely on the unfair trade restrictions imposed on American goods and Rep. Tom Daschle om Daschle was elected to Congress from South Dakota in 1978 and won a second term in office in 1980. District voters elected him in the first election by a slim margin of 104 votes. But by 1980, he had become a recognizable voice to South Dakotans and won his race by the widest margin ever recorded by a candidate of the First District. In another unusual turn of events, his district was given new boundaries in 1982. Because other districts had failed to meet census requirements to warrant congressional representation, Daschle became the only representative for all of South Dakota. Today, Daschle serves on the committees on Agriculture, Veterans' Affairs, and the Select Committee on Hunger. His colleagues, in recognition of his abilities, elected him to serve as Regional Whip for the Rocky Mountain states, a House leadership position that had not been confirmed on a freshman representative for many years. He presently serves as Whipat-Large in the House. Daschle has mainly concentrated his efforts in Congress on issues affecting rural farmers. From a farm state, he has worked on legislation to help farmers deep in a depression that is hitting farmlands, businesses and industries alike throughout the nation. He also has worked with a coalition of farmers T F services by the Japanese. "It seems like when the Japanese want to expand their service markets in the United States, they ask us for it and then get it. But when the United States tries to expand, we ask for it, then press for it, and if we're lucky we get a small percentage of what we want-if we get anything at all," the senator remarked during the hearings. Murkowski authored a resolution asking the Reagan administration to negotiate shipping contracts with the Japanese government that would require a certain percentage of automobiles imported into this country from Japan to be delivered on American ships with American crews. Prior to Murkowski's efforts, not a single automobile imported from Japan was carried on an American vessel. His intent, he said, was to shore up the balance in trade and to provide more jobs for the merchant marine. Between 1981 and 1984, Murkowski said, the Department of Commerce figures showed a 5 percent increase in exported services from the U.S. while imports increased 29 percent. This year the auto trade saw change. An agreement recently was formulated between Nissan Limited and Marine Transport Lines Limited, a company that operates in the U.S. to transport 4,000 car from Japan market to the U.S. annually, for the term of the three-year agreement. In January, Toyota announced it would allow U.S. merchant vessels to transport 10 percent of Japanese assembled automobiles to U.S. markets each year. This March, M urkowski was able to report that Toyota agreed to have a car carrier constructed that would be regi tered under . S. flag and crewed by American merchant seafarer ·. It will be completed in 1987 and -will transport 30,000 automobiles each year. Old Whaler May Be Raised The last surviving steam-powered arctic whaling boat, the Mary D. Hume, sank last November in the Rogue River near Gold Beach, Ore. Now a group of volunteers, aided by $3,000 in donations, is trying to refloat the hi toric vessel. If the Curry County Historical Society can reftoat the Mary D. Hume, they hope to raise enough money to build a permanent home for her as part of a Rogue River museum. The ship began life as a cargo hauler in 1880 and was finally retired in 1977 when she was used to tow logs in Puget Sound. When she was converted to a whaler in 1889, the Mary D. set a record of 61/2 years in the Arctic Ocean on her second whaling voyage. The hip al o has been used as a cannery tender, fishing ve sel, and a tug boat. The Mary D. sank once before, in 1904. She wa raised and repaired. 18 I LOG I April 1986 In its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. from the agricultural belt to have Congress pass legislation that would give economic relief to farmers by mandating that one-sixth of crop acreage be left fallow in order to raise prices on farm commodities. As yet, such a measure has not passed Congress. In the interest of labor, Congressman Daschle has gone before Congress in an attempt to eliminate rightto-work laws, laws that weaken unions. With former veterans, Daschle has been at the forefront of a fight to gain passage of legislation that would allocate medical assistance to Vietnam veterans and also compensate veterans who are ill following contact with Agent Orange, a herbicide that was used during the Vietnam War to clear dense vegetation. Daschle 's career in Congress has left a mark in other areas. He has sponsored legislation on conservation, alcohol fuels, target and loan prices and the prevention of agricultural embargoes. He has also brought about legislation that benefits rural electric and telephone cooperatives. Yost Nominated for Top C. G. Post Vice Admiral Paul Alexander Yost Jr. has been nominated to the post of Commandant of the U.S. Coast Guard by Secretary of Transportation Elizabeth Dole. A graduate of the Coast Guard Academy, Yost, 57, brings to the position 35 year of Coast Guard ervice. If he receives Senate confirmation, Yost will succeed retiring Commandant Admiral James S. Gracey. Yost was most recently assigned to the po ition of Commander of the Atlantic Area, Maritime Defense Zone Atlantic, and Third District operating out of Governors Island, N. Y. He has ''a valuable added dimension" of experience in working closely with the Navy and Department of Defense, Dole noted. His career ha bridged many diver e area of the Coast Guard, as search and rescue controller on Guam in 1952, special assi tant to the Deputy Secretary of Transportation, alternate delegate to the U.S. Law of the Sea Delegation, and commander of a combat task force in Vietnam. Yost also was responsibJe for the Eighth Coast Guard District in New Orleans and served as chief of staff and chief of operations of the Seventh Coast Guard District in Alaska and chief of taff at Coast Guard Headquarters. Early in hi career he gained sailing experience in charge of three U.S. Coast Guard cutter . ''Admiral Yost knows the Coast Guard' many mission from first-hand experience," Gracey said. "He has served with distinction ashore, on ship and in combat, and i well qualified to assume these new respon ibilities." Yo t has advanced degree in mechanical engineering and in international affairs. He is the recipient of many awards and is one of the most decorated officers in the Coast Guard. No Pact for U.S. I Soviet Bilateral Trade Once again negotiators for the U.S. and U .S.S.R. failed to reach an agreement on a bilateral trade pact for the two nations. They did, however, agree to meet again in September for more talk . Thi was the second round of meeting ince December in an effort to revive a bilateral trade agreement which expired in 1981. The U.S. allowed the previous agreement to lapse as a protest of the Soviet invasion of Afghanistan. The talks were conducted in a "cordial and workmanlike manner," according to a notice from the Maritime Administration. �Pensioner Curtis Anderson, 68, died on Nov. 1. Brother Anderson joined the SIU in 1948 in the port of New York sailing in the steward department. He walked the picket lines in both the 1946 General Maritime beef and the 1947 Isthmian strike. Seafarer Anderson was born in Smithfield, Va. and was a resident of Baltimore. Burial was in the Baptist Cemetery, Smithfield. Surviving are his widow, Marie of Smithfield; four sons, George, Perry and Charles, all of Baltimore and USAF M/Sgt. Willie Anderson stationed in Okinawa; six daughters, Olive Hosey, Gloria Shorter, Marian Callaway, Sandra Taylor, Deborah Evans and Kathy Anderson of Baltimore; a brother, Waverly of Baltimore, and two sisters, Juliette Jones of Smithfield and Josephine Hagar of Gary, Ind. Pensioner Liberato Barades Caga, 81, passed• away on March 23. Brother Caga joined the SIU in the port of Seattle, Wash. in 1961 sailing as a cook. He was a veteran of the U.S. Navy during World War II. Seafarer Caga was born in the Philippines and was a resident of Seattle. Surviving is his widow, Myong. Pensioner Lester Cornell Clark, 72, succumbed to cancer in Scranton, Pa. on Feb. 9. Brother Clarkjoined the SIU in 1941 in the port of Norfolk sailing as a bosun. He was born in Scranton and was a resident of Wyoming, Pa. Surviving are his widow, Frances and a niece, Louise Lewis of Falls. Pa. Pensioner James Lloyd Danzey, 61, died on March 20. Brother Danzey joined the SIU in 1941 in the port of Mobile sailing as a bosun. He hit the bricks in the 1946 General Maritime beef and the 1947 Isthmian strike. Seafarer Danzey was born in Mobile and was a resident of Chickasaw, Ala. Surviving are his widow, Ada and three brothers, Capt. William B. Danzey and Morris Danzey of Mobile, and Thomas Danzey of Baltimore. Pensioner Luis Casilla Gonzalez, 76, passed away from natural causes in Lincoln Hospital, the Bronx, N.Y. on Feb. 11. Brother Gonzalezjoined the SIU in 1939 in the port of New York sailing as a wiper. He walked the picket line in the 1946 General Maritime beef. Seafarer Gonzalez was born in Humaco, P.R. and was a resident of the Bronx. Burial was in St. Raymond's Cemetery, the Bronx. Surviving are his widow, Sabina; three sons, Jose, Juan and Raoul, and three daughters, Adela Sunbago of the Bronx, Carmen and Sandra. Pen ioner Norman Lawrence Hargrave, 59, died on March 17 in the U.S. Veterans Admini tration Hospital, Martinsburg, W.Va. Brother Hargrave joined the SIU in the port of Baltimore in 1952 sailing as a FOWT. He hit the bricks in the 1961 Greater N. Y. Harbor beef and the 1962 Robin Line strike. Seafarer Hargrave was a veteran of the U.S. Navy during World War II. Born in Baltimore, he was a resident of Knoxville, Md. Surviving are his widow, Vivian of Houston; his mother, Martha Smith of Brunswick, Md., and a sister, Rachel Munnick of Knoxville. Leroy Hite, 58, died of lung failure in Mercy Hospital, Baltimore on March 6. Brother Hite joined the SIU in the port of New York in 1951 sailing as a wiper. He began sailing in 1945. Seafarer Hite hit the bricks in the 1946 General Maritime beef and the 1947 Isthmian strike. Hite was born in West Virginia and was a resident of Baltimore. Interment was in the Central Cemetery, Berkeley, W. Va. Surviving are his mother, Myrtle of Baltimore and a sister, Vernie Edwards of Martinsburg, W. Va. Pensioner Theodore ''Ted'' Andrew Kulas Jr., 68, succumbed to a liver ailment in the Mt. Shasta (Calif.) Hospital on Nov. 24, 1985. Brother Kulas joined the SIU in the port of San Francisco in 1968 sailing as a QMED. He was a veteran of the U.S. Navy during World War II. Seafarer Kulas was born in Sayreville, N .J. and was a resident of Dunsmuir, Calif. Burial was in the St. Stanislaus Kostka Cemetery, Sayreville. Surviving is a sister, Helen Kish of East Brunswick, N .J. Pensioner Dalphin Lovelace Parker, 81, passed away on March 13. Brother Parker joined the SIU in 1940 in the port of Houston sailing as a bosun. He hit the bricks in the 1946 General Maritime strike and the 1965 District Council 37 beef. Seafarer Parker also attended the 1970 Piney Point Crews Conference No. 9. Parker was a veteran of the U.S. Navy after World War I. A native of Castleberry, Ala., he was a resident of Mobile. Surviving are two nephews, Jammie Tynes of Heidelberg, Miss. and Marc Parker of Mobile. Pen ioner Salvador Rabatan M. Requites, 85, passed away from natural causes in the Philippines on Oct. 15, 1985. Brother Requites joined the SIU in 1947 in the port of New York sailing as a cook. He was born in the Philippine Is. and was a resident of Deloro City, P.l. Seafarer Requites walked the picket lines in the 1946 General Maritime, 1947 Isthmian and the 1948 Wall St. beefs. Surviving are his widow, Conegunda and a niece, Transferida Ilicito of San Francisco. Pensioner Leo Joseph White, 75, passed away on Feb. 21. Brother White joined the SIU in the port of San Francisco in 1962 sailing as a FOWT. He was a former member of the SUP from 1952 to 1961. Seafarer White wa born in St. John's, Newfoundland, Canada and was a naturalized U.S. citizen. White was a resident of Long Beach, Calif. Surviving is a brother, Stephen of St. John's. Great Lakes Pensioner Clifford Berton Miller, 71 , died on March 17. Brother Miller joined the Union in the port of Buffalo, N.Y. in 1961 . He sailed as an oiler, scowman and deckhand for Merritt, Chapman and Scott from 1936 to 1940, Dunbar and Sullivan and for the Great Lakes Dredge and Dock Co. He was a former member of the International Dredge Workers Protective As n. and a veteran of the U.S. Air Forces in World War II. Laker Miller wa born in Buffalo and was a resident there. Surviving in his widow, Bermce. IF YOU'RE AlJRIFT WITH J)RUGG OR ALCOllOL RE'OCUE YOUR~ELF/ CONTACr YOUR PORT AGENT OR 5./. l/ PRUG AN/J 4LCOHOl PR06RAM ATPINCY PO/~MO. April 1986ILOGI19 �Jack Eugene Gervais, 61, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Gervais sailed out of the port of Norfolk and also worked as a shipfitter. He was born in Chicago, Ill. and is a resident of Moravian Falls, N.C. Deep Saa Allen Batchelor, 74, joined the SIU in the port of Lake Charles, La. in 1952 sailing as a QMED. Brother Batchelor last sailed out of the port of New York. He was born in Georgia and is a resident of Stamford, Conn. Agustin Oracio Castelo, 60, joined the SIU in the port of New York in 1958 sailing as a QMED. Brother Castelo was born in Cuba and is a resident of West New York, N.J. Joseph Wilford Caison, 62, joined the SIU in the port of Norfolk in 1969. He sailed inland, too, as a cook for Harbor Towing from 1967 to 1968, Norfolk Towing from 1968 to 1975 and for the Steuart Oil Transportation Co. from 1975 to 1985. Brother Caison is a veteran of the U.S. Navy during World War II. He was born in Shallotte, N.C. and is a resident there. Emeterio Cuares, 65, joined the SIU in the port of Norfolk in 1971 following his graduation from the SHLSS Entry Trainee Program, Piney Point, Md. Brother Cuares also sailed as an inland cook, for C.G. Willis Co. from 1973 to 1975, the Virginia Pilots Assn. in 1976, the Steuart Oil Transportation Co. in 1979 and for the NBC Line in 1981. He is a veteran of the U.S. Navy after World War II and during the Korean and Vietnam wars. Seafarer Cuares was born in the Philippine Islands and is a resident of Portsmouth, Va. Joseph" Joe" Cornelius Donovan, 65, joined the SIU in the port of Savannah, Ga. in 1952 and graduated from the Union's Recertified Bosuns Program in 1975. He hit the bricks in the 1961 Greater N. Y. Harbor beef. And he last sailed out of the port of Gloucester, Mass. Seafarer Donovan was born in Massachusetts and is a resident of South Boston, Mass. John Michael Gallagher Sr., 62, joined the SIU in 1942 in the port of New York and graduated from the Union's Recertified Bosuns Program. He also sailed as an AB inland for IOT from 1971 to 1972. Seafarer Gallagher last sailed out of the port of Philadelphia. And he walked the picket line in the 1946 General Maritime beef. Born in Philadelphia, he is a resident of Sellerville, Pa. Beraldo Hernandez, 65, joined the SIU in 1941 in the port of Baltimore sailing as a FOWT. Brother Hernandez last sailed out of the port of Santurce, P.R. He was born in Puerto Rico and is a resident of San Juan, P.R. 20 I LOG I April 1986 Raymond Evrell Leonard, 63, joined the SIU in the port of Baltimore in 1952 sailing as a chief cook. Brother Leonard last sailed out of the port of Norfolk. He is a veteran of the U.S. Army during World War II. Seafarer Leonard was born in North Carolina and is a resident of Henderson, N.C. Stephen Loston, 65, joined the SIU in the port of New York in 1952 sailing as an AB. Brother Loston hit the bricks in the Bull Line beef. He is a veteran of the U.S. Navy in World War II. Seafarer Loston was born in Centralia, Pa. and is a resident of Baltimore. Richard James Maley, 65, joined the SIU in 1947 in the port of New York sailing as a bosun. Brother Maley last sailed out of the port of Gloucester, Mass. He was on the picket lines in the 1946 General Maritime beef and the 1947 Isthmian strike. Seafarer Maley is a veteran of the U.S. Army in World War II. A native of Lynn, Mass., he is a resident of Greene, Maine. Walter John "Bill" Mitchell, 66, joined the SIU in 1943 in the port of Norfolk sailing as a chief electrician. Brother Mitchell hit the bricks in the 1946 General Maritime beef, the 1947 Isthmian strike, the N. Y. Longshoremen' s beef and the 1965 Chicago (Ill.) Taxi strike. He was on the Union's Credentials and Balloting Committees in 1960. Seafarer Mitchell last sailed out of the port of Houston. A veteran of the U.S. Army in World War II, Mitchell was born in Philadelphia and is a resident of Pasadena, Texas. Niblet Porter Oliver, 65, joined the SIU in the port of Houston in 1974 sailing as a QMED. Brother Oliver attended the U.S. Maritime School in St. Petersburg, Fla. in 1943. He was a former member of the NMU. Seafarer Oliver was born in Richmond, Texas and is a resi~ - dent of Houston. Florentino Ramos, 65, joined the SIU in the port of New Orleans in 1957 sailing as a FOWT and OMV. Brother Ramos last sailed out of the port of Houston. He is a veteran of the U.S. Army's Field Artillery Corps. during World War II. Seafarer Ramos was born in Eagle Pass, Texas and is a resident there. John Hoyle Richardson Jr., 62, joined the SIU in 1947 in the port of Mobile sailing as a bosun and FOWT. Brother Richardson last sailed out of the port of Norfolk. He hit the bricks in the 1946 General Maritime beef, the 1947 Isthmian strike, the 1962 Robin Line beef and the 1965 District Council 37 strike. Seafarer Richardson also at- tended a Piney Point educational conference. Richardson is a veteran of the U.S. Navy during World War II. Born in North Carolina, he is a resident of Monroe, N.C. Fred Ervin Umholtz, 58, joined the SIU in 1947 in the port of New Orleans sailing as an AB. Brother Umholtz last sailed out of the inland port of St. Louis, Mo. He walked the picket lines in the 1946 General Maritime strike and 1947 Isthmian beef. Seafarer Umholtz is a veteran of the U.S. Army during the Korean War. A native of Elm Springs, Ark., he is a resident of Springdale, Ark. Great Lakes Ransom Eugene Ehrenberg, 66, joined the Union in the port of Buffalo, N. Y. in 1958 sailing as a FOWT. Brother Ehrenberg began sailing after World War II. He last sailed out of the port of Algonac, Mich. Boatman Ehrenberg is a veteran of the U.S. Army during World War II. A native ofEscabana, Mich., he is a resident of Rapid River, Mich. David Gowans, 66, joined the Union in the port of Detroit, Mich. in 1960 sailing as an AB. Brother Gowan i a veteran of the U.S. Navy during World War II. He was born in Barton, Md. and is a resident of Lanse, Pa. John Jacob Granlund, 65, joined the Union in the port of Duluth, Minn. in 1969 sailing as a FOWT. Brother Granlund was born in Duluth and is a resident of Iron River, Wis. Rex A. Kauer, 61, joined the Union in the port of Alpena, Mich. in 1957 sailing as an oiler and FOWT. He last sailed out of the port of Algonac, Mich. Brother Kauer is a veteran of the U.S. Marine Corps during World War II. He was born in Alpena and is a resident of Hubbard Lake, Mich. Personals John P. Ader Please get in touch with your old friend Adrian Ellsworth Blain at 520 W. 5th St., Waterloo, Iowa 50701. Ralph Holshouser Please contact your daughter, Judy A. Rasnick, at Nisqually Pines, Thiva Ave., #8621, Yelm, Wash. 98597. Tim Kent Please contact Warren Hart, P.O. Box 1467 Kauai, Hanalei, Hawaii 96714-or call (808) 826-6891. Don Berry Stewart Your friend Sheila 'Sam' Reynolds would like to hear from you. Write her at 1435 Sebastopol Rd., #122, Santa Rosa, Calif. 95407. Louis Tuset (or Louis Texador) An old friend, Daniel Roth, is trying to get in touch with you. Write him at 32 Marwood Rd. , Port Washington, N. Y. 11050, or call (516) 944-9378 or (212) 980-4666. �Diaesj of Ships Neejinas AMERICAN CONDOR (Pacific Gulf Marine), February 1~Chairman James Mullally; Secretary W. Burdette; Educational Director McRae. The deck and steward departments reported a number of hours of disputed OT. The need for clarification regarding a day's pay in lieu of a day off and the matter of subsistance for not having water for 17 hours was also requested. There is need for a ship's fund, and it was suggested to start with a voluntary contribution of $5 from each member, especially to pay for the telegrams already sent. The educational director stressed the importance of reading the LOG to stay informed. He also stressed the importance of attending upgrading courses at Piney Point to increase job security. Due to the reduced size of the crew, members were reminded that it is their duty to clean up after themselves. The chairman thanked the crew for all the help and cooperation given while the ship was in the yard. Next ports: Charleston, S.C., Baltimore, Md., Port Elizabeth,· N.J. and Bayonne, N.J. AMERICAN EAGLE (Pacific Gulf Marine), February 23-Secretary Glenn J. D'Ambrosia; Engine Delegate Charles A. Henley; Steward Delegate David L. Strickland. No disputed OT. There is $60 in the ship's fund with talk of a pilot pool to raise more money. The crewmembers would like confirmation on the current status of the vessel and under which contract they are working. Signs also need to be posted showing the voltage of electrical outlets aboard ship. The steward thanked all crewmembers for making his relief trip an excellent one, and a vote of thanks went to the steward department for a job well done. One minute of silence was observed in memory of our departed brothers and sisters and in memory of the seven astronauts who were killed aboard the space shuttle Challenger. Next ports: Bayonne, N.J. and Charleston, S.C. COVE TRADER (Cove Shipping), March 1~hairman T. A. Sanford; Secretary F. B. Howard. The deck department reported a couple hours of disputed OTputting lines on watch at night. Payoff will take place this voyage in Corpus Christi, Texas. The crew was asked if there were any beefs which might be settled before payoff. None was reported. A safety discussion was held by the chief engineer as per "Red" Campbell's letter to ships' chairmen. Crewmembers were reminded to be cautious when walking on deck at night and to avoid open tanks and moving shafts or gears. The chief engineer also noted that parts are on order for the fuel oil strainer; this will be repaired as soon as possible. A vote of thanks was given to the steward department for their excellent work. Ne~t port: Corpus Christi, Texas. GALVESTON (Sea-Land Service), February 5-Chairman C. Dawson; Secretary Ken Hayes; Educational Director C. Moneymaker. No disputed OT, although there was a beef in the engine department regarding days off. It will be taken up with the boarding patrolman. The crew was asked to donate to the movie and library funds; the steward will take care of the books. The ship is scheduled to pay off on arrival in Tacoma, Wash. and then go into the shipyard for about two weeks. Crewmembers were reminded to register within 72 hours or forfeit their job. They also should keep in touch with the Union hall for recall. The importance of contributing to SPAD was stressed as it "is needed to smooth the way for Congress." Members were again reminded to clean up their rooms before leaving the ship. No news has yet been received from headquarters regarding the Martin Luther King Jr. holiday. This also will be taken up with the patrolman. The LOG is the best means of communications between headquarters and those aboard ship. "Keep in touch with the LOG for any and all actions regarding the Union and the industry as a whole." Next port: Tacoma, Wash. OMI DYNACHEM (OMI), February 23-Chairman James L. Sanders; Secretary Donnie W. Collins; Educational Director/Engine Delegate Joel W. Spell; Deck Delegate Eugene A. Beverly; Steward Delegate Joseph P. Emidy. No beefs or disputed OT. There is $101 in the movie fund-with a total of 186 movies onboard. The permanent bosun will return to the ship in Baton Rouge. The educational director suggested that all eligible members attend upgrading courses at Piney Point. Several items were discussed. The first was a suggestion to raise the present pension to $1,000 per month, a more suitable living standard than the present $450. A second was the roach problem onboard the OM/ Dynachem. The steward said that the ship would be sprayed upon arrival in Baton Rouge. A third discussion centered on the issue of foreign labor aboard ship. Members noted that foreigners are doing work which would otherwise give them overtime. "We have fought foreign-flag ships and now we have foreigners working on the same ship as the crew, and we do not think this is right." A personal thanks was given by the chairman to the steward department for the good food and service, particularly under sometimes stressful circumstances. Next port: Baton Rouge, La. OVERSEAS NEW YORK (Maritime Overseas), February 18-Chairman M. Zepeda; Secretary D. L. Knapp; Educational Director Edward Self; Deck Delegate A. T. Yarbrough; Engine Delegate C. C. Rickien; Steward Delegate Lee Harmason. No disputed OT. There is $7 in the ship's fund. Everything was running fairly smoothly until the captain came down with a revised menu-the start of a new company food plan that members feel is not in line with the SIU contract. The menu includes only one meat for breakfast and two entees for lunch and dinner and only starches and two vegetables with each meal. The crew was unanimous in its decision to have the ship's chairman send a telegram to "Red" Campbell informing him of the company's new food plan. They also requested a Union representative at the next U.S. port to explain the Union's views. "It seems the company is changing the contract with us out here in the middle of the Gulf of Mexico without the Union knowing anything about it." The educational director advised crewmembers to upgrade their skills at Piney Point "in order to keep on working." One minute of silence was observed in memory of our departed brothers and sisters. PONCE (Puerto Rico Marine), March 2-Chairman R. Rivera; Secretary C. Rice; Educational Director W. Turner; Deck Delegate A. Molina; Engine Delegate K. Linah; Steward Delegate J. Gant. No beefs or disputed OT. The chairman reported that all communications regarding the COLA increase were posted and that LOGS were put out when received. The educational director reminded members of the benefits of attending upgrading classes at Piney Point. He also stressed the importance of supporting SPAD. "Washington is where we will survive ... or go under." The steward requested that crewmembers take better care of the ship's linen. Another request made was to have pay phones installed on the docks in San Juan. Next ports: Jacksonville, Fla., San Juan, P.R. and New Orleans, La. RANGER (Ocean Carriers), March 9Chairman James Boland; Secretary George Bourloumis; Deck Delegate Douglas Heller; Steward Delegate A. Triolo. Quite a bit of disputed OT was reported in the steward department due to problems between the captain and the stewards. A beef also was brought up in the deck department regarding overtime on weekends. A motion was made to eliminate the permanent jobs on SIU contract ships and return to the rotary system. Some members feel that the rotary system is a fairer one. Another suggestion made was that the bosun, as chairman, should be authorized to send messages collect by telex to headquarters in order to help solve a contractual dispute aboard shirr-rather than have the costs being borne by the crewmembers. Next port: Okinawa, Japan. RICHARD MATTHIESEN (Ocean Shipping), March 2-Chairman Robert Caldwell; Secretary George Luke; Educational Director Joseph Shuber; Steward Delegate Michael Meany. No beefs or disputed OT. There is no treasury at this time, but funds will be collected as needed. The pumpman had to get off ship due to the death of his father. The bosun resigned as ship's chairman; Brother Robert Caldwell was elected to take his place. The issue of smoking on deck was brought to the attention of the ship's committee. There is to be no smoking outside the designated areas. A typewriter was finally put onboard for the steward. The next thing that is needed is to talk to the captain regarding a room to store baggage when leaving ship. A vote of thanks was given to the steward department for a job well done. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Pasgagoula, Miss. SEA-LAND CONSUMER (Sea-Land Service), February 23-Chairman J. W. Badgett; Secretary Roy A. Thomas; Educational Director D. Beeman; Steward Delegate Timothy J. Dowd. No beefs or disputed OT. The chairman reported a good trip with everything running smoothly. He spoke on the importance of contributing to SPAD and that by doing so you're helping not only your Union but your own job security. A repair list was turned in and the washer/dryer is being repaired. A vote of thanks was given to the steward department for the "good chow and service." One minute of silence was stood in memory of our departed brothers and sisters. Next port: New Orleans, La. VINDICATOR (Sea Mobility Inc.), March 1-Chairman Thomas Calahan; Secretary Steven A. Moran; Deck Delegate Peter Woodward; Engine Delegate Nathan Hollander; Steward Delegate Eddie Edwards. No disputed OT reported. The chairman reminded members to fill out the relief forms and check the overtime forms. He also suggested re-reading the pledge from the front of the Union book, stressing the point that what is said at Union meetings be kept strictly confidential. Chief Cook Ed Edwards was given a vote of thanks for the outstanding meals he prepared and served-and for his clean, courteous and professional matter. "The quantity and quality of the food has improved 100 percent since Ed reported aboard." Next port: Norfolk, Va. WESTWARD VENTURE (lnterocean Management Corp.), February 2~hair­ man John Ross; Secretary A. W. Mccullum. No beefs or disputed OT reported. There is no ship's fund per se, but $118 was collected this voyage for the Merchant Marine Library. The ship is due to pay off Feb. 28 in Tacoma, Wash. A patrolman will be on hand. A discussion was held regarding getting medical help in Anchorage, Alaska. It appears that medical treatment is only available in return for cash payment-and that the SIU Welfare Plan is not accepted there. This situation will be referred to the Welfare Plan for the April 25 meeting in New York. A special vote of thanks was given to the steward department for the good food. ... ... Official ships minutes also were received from the following vessels: ADONIS AMBASSADOR AITARES ARCHON ASSURANCE AURORA BEAVER STATE CAGUAS LIG CAPRICORN COVE LEADER REAY WID LIG LEO ITB MOBILE LO GBEACH MOKU PAHU MOUNT WASHINGTON OAKLAND OMI HUDSON OMI MISSOURI OMI WlllAMErn OMI YUKO OVERSEAS AlASKA OVERSEAS CHICAGO OVERSEAS NATALIE OVERSEAS WASHINGTON PANAMA PFC EUGENE A. OBREGON ROVER SAN PEDRO SEA·WID ADVENTURER SEA-WID DEFENDER SEA-WID ECONOMY SEA-WO EXPRESS SEA·WD FREEDOM SEA-WDllDEPEIDEICE SEA-WIDllNOVATOR SEA-LAID LEADER SEA-WID PACER SEA-WID PIONEER SEA-WID VENTURE SEA·WD VOYAGER SENATOR STUYVESAIT SUGAR ISi.AiDER THOMPSON PASS ULTRASEA Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Waters Piney Point .............. Monday, May 5 ...................... 10:30 a.m. New York ............... Tuesday, May 6 ..................... 10:30 a.m. Philadelphia .............. Wednesday, May 7 ................... 10:30 a.m. Baltimore ................ Thursday, May 8 ..................... 10:30 a.m. Norfolk ................. Thursday, May 8 ..................... 10:30 a.m. Jacksonville .............. Thursday, May 8 ..................... 10:30 a.m. Algonac ................. Friday, May 9 ....................... 10:30 a.m. Houston ................. Monday, May 12 ..................... 10:30 a.m. New Orleans ............. Tuesday, May 13 ..................... 10:30 a.m. Mobile .................. Wednesday, May 14 .................. 10:30 a.m. San Francisco ............ Thursday, May 15 .................... 10:30 a.m. Wilmington .............. Monday, May 19 ..................... 10:30 a.m. Seattle .................. Friday, May 23 ...................... 10:30 a.m. San Juan ................ Thursday, May 8 ..................... 10:30 a.m. St. Louis ................ Friday, May 16 ...................... 10:30 a.m. Honolulu ................ Thursday, May 15 .................... 10:30 a.m. Duluth .................. Wednesday, May 14 .................. 10:30 a.m. Gloucester ............... Tuesday, May 20 ..................... 10:30 a.m. Jersey City ............... Wednesday, May 21 .................. 10:30 a.m. April 1986 I LOG I 21 �~. CL L NP Directory of Ports -Company/Lakes -Lakes -Non Priority Dispatchers Report for Great Lakes MARCH 1-31, 1986 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Algonac ................... 18 11 8 DECK DEPARTMENT 24 14 2 9 29 10 Port Algonac ................... 9 4 4 ENGINE DEPARTMENT 13 8 0 10 15 8 Port Algonac ................... 2 2 1 STEWARD DEPARTMENT 4 0 5 2 5 2 5 ENTRY DEPARTMENT 0 0 0 22 42 7 91 27 Port Algonac ................... 23 12 Frank Drozak, President Ed Turner, Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP Totals All Departments ........ 42 26 52 29 18 2 43 *"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 Dispatchers Report for Deep Sea MARCH 1-31, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester .................. New York .... ............... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ....... .. .. .. ........ New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ............... .. Honolulu . .................. Houston .................... St. Louis ................... Piney Point ....... . ... ...... 4 53 4 4 15 4 48 36 30 20 20 0 7 34 0 1 2 11 3 5 16 4 8 9 14 6 3 1 14 8 0 3 Totals ...................... Port 280 107 0 0 0 0 0 1 0 2 0 0 0 0 3 0 0 0 6 Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk . .... . . .............. Mobile ............... ...... New Orleans . . .. .......... .. Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..... . .... .. ......... Puerto Rico ................. Honolulu ............ . ..... . Houston .................... St. Louis ................... Piney Point ................. 1 40 2 3 8 7 32 24 26 16 22 1 4 18 0 4 2 5 2 1 7 0 5 4 3 7 8 0 13 2 0 3 1 1 0 0 0 0 1 0 1 0 0 0 5 0 0 1 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 1 37 2 4 4 1 22 20 23 12 15 0 6 32 0 0 179 1 18 2 3 2 3 11 10 16 10 11 0 2 18 0 1 Totals ...................... Port 208 62 10 108 Gloucester .................. New York ................... Philadelphia ... . ....... ...... Baltimore ......... . ......... Norfolk ............. .. ...... Mobile ............. .... .... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ...... . .......... Seattle .............. . ..... . Puerto Rico ................. Honolulu ........... . ....... Houston .................... St. Louis ................... Piney Point ................. 1 20 3 2 6 9 17 8 35 9 26 1 3 9 0 1 0 3 1 1 1 2 2 5 5 2 5 1 21 1 0 2 0 0 0 0 0 0 0 0 1 0 1 0 28 0 0 0 0 14 1 1 1 2 13 7 21 6 17 0 3 14 0 0 Totals ...................... Port 149 53 30 100 Gloucester .................. New York ................... Philadelphia ................. Baltimore ................... Norfolk ..................... Mobile ..................... New Orleans ................ Jacksonville ................. San Francisco ............... Wilmington ................. Seattle ..................... Puerto Rico ................. Honolulu ................... Houston .................... St. Louis ................... Piney Point ................. 0 28 3 1 10 2 16 12 33 14 28 0 7 10 0 1 3 39 6 2 11 6 9 16 11 9 26 0 105 7 0 5 0 1 0 0 0 0 9 6 3 1 1 0 180 1 0 0 0 14 0 0 0 0 11 6 14 9 16 0 7 10 0 1 0 8 1 1 2 5 2 5 11 1 4 0 14 5 0 1 0 0 0 0 0 0 0 1 0 0 0 0 4 0 0 0 60 5 ENGINE DEPARTMENT 2 2 0 1 0 1 2 5 0 3 6 0 16 3 0 0 0 0 0 0 0 0 2 0 0 0 0 0 5 0 0 0 0 1 3 0 0 1 0 4 3 0 2 0 18 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 23 0 0 0 1 19 3 1 2 4 6 3 5 7 14 0 96 3 0 0 0 0 0 0 0 0 5 0 0 0 1 0 157 0 0 0 41 7 STEWARD DEPARTMENT 33 24 ENTRY DEPARTMENT Trip Reliefs 0 7 0 0 2 0 4 11 3 3 6 1 11 6 0 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 6 99 5 13 25 16 96 73 59 44 61 0 10 54 0 3 8 20 7 9 21 4 15 22 14 12 5 1 23 8 0 3 0 0 0 0 0 1 1 3 0 0 1 0 1 0 0 1 54 564 172 8 0 2 0 0 0 0 3 3 1 2 3 0 8 1 0 0 1 81 6 8 13 12 67 50 42 22 44 2 7 38 0 6 2 11 3 1 10 5 7 9 11 11 7 0 13 5 0 4 1 1 0 0 0 0 0 0 1 1 0 0 7 0 0 1 23 399 99 12 0 4 0 0 0 2 3 3 6 3 8 1 55 0 0 0 0 44 3 4 13 11 32 17 75 17 41 1 5 17 0 1 2 3 0 2 2 2 4 6 10 6 9 1 24 1 0 3 0 0 0 0 0 0 1 0 1 0 1 0 29 0 0 0 85 281 75 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 56 4 4 21 5 40 18 85 31 39 1 9 16 0 1 8 74 7 5 14 13 21 28 35 20 44 1 132 14 0 6 0 6 0 0 0 1 12 6 6 1 4 0 220 1 0 0 309 0 Totals ...................... 165 255 202 88 164 163 0 331 422 Totals All Departments ........ 802 477 248 475 298 199 162 1,575 768 257 *"Total Registered " means the number of men who actually registered for shipping at the port last month . **"Registered on the Beach " means the total number of men registered at the port at the end of last month . Shipping in the month of March was down from the month of February. A total of 1,134 jobs were shipped on SIU-contracted deep sea vessels. Of the 1, 134 jobs shipped, 475 jobs or about 42 percent were taken by "A" .seniority members. The rest were filled by "B" and "C" seniority people. A total of 162 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 2,636 jobs have been shipped. 22 I LOG I April 1986 - • ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. .... 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 636 Cooke St. 96813 (808) 523-5434 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 J (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) 435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 '.:' : NEW BEDFORD, Mass. 50 Union St. 027 40 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 :J NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (718) 499-6600 NORFOLK, Va. 115 Third St. 23510 (804) 622-1892 ~ ~ ~ -~ PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez Juncos St. Stop 16 00907 (809) 725-6960 SEATILE, Wash. 2505 1 Ave. 98121 (206) 441-1960 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 21st St., W. Bajac Bajac Olongapo City C-2201 222-3533 . WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 . ,. ~ r ' �Terrorism Improve Ship-Port Safety By its very nature terrorism can strike anywhere-a Paris street, a TWA jet liner, a luxurious cruise ship or even aboard a merchant vessel. That is why we urge the Senate to pass, and the president to sign, a House-passed anti-terrorism bill, H.R. 4418. The bill includes several sections which address the problem of termism in ports and on ships, including: Seaport screening of cargo and baggage similar to that done at airports; Security measures to restrict access to cargo, vessels and dockside property; Additional security onboard vessels; Development of an international agreement through the International Maritime Organization on international seaport and shipboard se.curity. The measure is a definite step in the right direction to protect American lives and property. But more should be done. SIU and other merchant ships normally travel alone, far from any military help. These ships could become inviting targets. Already one American vessel was boarded on the high seas. While this was not a terrorist act by Iranian military forces, it does show the vulnerability of U.S.-flag ships throughout the world. That is why we also urge the U.S. Navy to step in and help develop guidelines for merchant ships. In a letter to Admiral T. J. Hughes, deputy chief of logistics, SIU President Frank Drozak asked for help in developing these guidelines. ''The Islamic Jihad has threatened to continue its war against the United States by carrying out new attacks on overseas American property, most notably ships and embassies ... We feel that the U.S. Navy should set forth a policy to be used as a guideline for merchant vessels ... It is also unfair to not know what the U.S. Navy will do in support of a U.S. merchant vessel in time of crisis. "The Navy needs to define different categories of action for three possible incidents: l. What action a ship's crew should take if being threatened by radical terrorists; 2. What action should be taken if being boarded by forces of an unfriendly nation; 3. What action should be taken if being attacked by pirates.'' Improved security will allow Americans, and citizens of the world, to travel and trade in safety. One of the main goals of terrorism is to terrify, to force people out of their normal practices and routines, to disrupt commerce and, of course, to kill. A combination of improved security and effective retaliation can slow down and maybe eventually put a halt to the cowardly bombing and killing of innocent people. Editorials Healthy Cruises? Don't Scrap Inspections ERE'S a little test for you. You're in charge of a program which inspects the health and sanitary conditions of cruise ships which call on U.S. ports. So far this year the number of ships failing the inspections has risen from 30 percent last year to 4t> percent now. In light of that fact you would: H A. Beef up the program because there is a trend-unsanitary conditions are increasing and you don't want to put hundreds of thousands of American passengers at risk. B. Call the program a success and cancel it. Most of us would assume that A is the proper answer. Sorry, Bunky, you flunk. The federal government faced that exact situation and chose B as their response. That doesn't seem to make a lot of sense. Hundreds of foreign-flag cruise ships call at U.S. ports every year, mainly because the only two American passenger ships ply the Hawaiian Islands trade, and no one in government seems to want to help build up a U.S.- flag passenger fleet. No doubt many of these cruise ships provide excellent service and healthy, sanitary conditions for their passengers. But one reason for that is the IO-year-old inspection program run by the Centers for Disease Control. The program began when there were a number of outbreaks of gastrointestinal disease in the early '70s. The inspections have obviously raised the standards onboard these ships. But as Robert Abram's, New York state attorney general said, "Why kill a successful program because the program is successful?" Good point. The CDC said it will help the industry begin their own self-inspection program. A 40 percent failure rate doesn't instill much confidence that these companies will clean up their act. The inspections should be continued so U.S. passengers will have a chance to know exactly what kinds of health conditions are prevalent aboard the ships they sail on. Sixty percent, wasn't that a failing mark in school? ARC Report Drugs and Work Don't Mix Taking drugs and drinking to excess threaten your job security. This has always been true. But recent developments have underscored that point. The Reagan administration has unveiled a plan to test government workers for drug use. This includes all people who perform work that has been contracted out to the private sector. Many segments of society have opposed this plan. Still, it is important for this membership to know that the administration is adamant about one thing. It wants to press for mandatory drug testing where the work involved directly touches upon the public safety. This would include all workers in the transportation industry. At present, roughly one-third of all work available to SIU members is onboard military vessels. That is up fromjust IO percent three years ago. According to conservative estimates, half of all work available to this membership will be onboard military contracted vessels within the next two years. Drug use and alcoholism are incompatible with job security. If you fall into that category, you might as well hand in your A book and pick up a C card, because your options are limited. Luckily, members of the SIU who have problems with drugs and alcohol have a tool at their disposal. For 10 years now, the SIU has run an alcoholic rehabilitation center in Valley Lee, Md. More than 600 members have regained their sobriety by going through that program. Last year, the ARC was expanded to handle people with drug problems. We in the SIU believe in helping our own. If, for any reason, you think that you have a problem with drugs or alcohol, please contact your port agent after the meeting about going to the ARC. Your confidentiality will be respected. Letters To The Editor 'Let's Not Forget Even One ... ' There are still a few of us left who weren't on the scuttled ships mentioned in the December [ 1985] LOG. Yet we towed "Phoenixes" made of concrete in England to the site with sea-going tugs. They were oblong in shape. Once in position, they were sunk to a predetermined level by opening the sea-cocks-similar to sinking a dry dock and then pumping it out to raise it. Anyway, the scuttled ships alone were insufficient to complete the breakwater. I was on the M!V Moose Peak for approximately 10% months. Now, tugs aside, here is a tidbit that may be of interest. About the only positive thing Hollywood did for the merchant marine, except for the incomparable movie "Action in the North Atlantic," was a spiel by actors Edward Arnold and Jimmy Cagney for war bonds. The latter said, "And don't forget the boys in the merchant marine are still ducking torpedoes getting the stuff over to our troops." I saw this again on TV and that line was edited out! As far as I know, the only one on radio to say anything good was the female star Kate Smith. I saw in a supermarket scandal magazine that she is now an invalid. It might be of interest to the LOG to locate her and start a campaign for the survivors to dip their pens in sunshine and send their grateful thanks! Also it would embarrass the present VA into action about granting the seamen such as I their benefits should they hesitate! A campaign for Kate Smith: let's make her an honorary memberthe only one (?) of the SID. It would show that we aren't incapable of forgetting even one individual while the government conveniently forgets hundreds. Praternally yours, Boger S. Cowperthwaite C-864 Seattle, Wash. 'Claims Helps Out . . . ' I want to express my deep appreciation for the help which all of you in the Claims Department gave us during my wife's illness. In brotherhood, Bandolph C. Jones Bdwardsvllle, Va. April 1986 I LOG I 23 �Pictures from Antarctica MN Paul Buck Completes Tough and Icy Mission When they weren't fighting heavy, fast ice and bad weather, the crew of the SIU's M/V Paul Buck had a chance to take in the magnificence of Antarctica. QMED Rich Parrish shot pictures of the crew, the scenery and the ship. (See March LOG for details of the Buck's voyage.) Photographs by QMED Rich Parrish The Buck refuels the icebreaker Polar Star. QMED Kelly Mayo. AB Mike McEachearn, AB Keith Bennet, Pumpman James Paul Jr. and Chief Mate Bill Sheeny pose on the deck of the Buck. Here's part of the engine department aboard the Buck: (I. to r.) DEU Don Gearhardt, DEU Tom Sherrier, Cadet Andres Morales and 3rd Assistant Stephen Sullivan. Bosun Joel Lechel and AB Ervin Bronstein. 24 I LOG I April 1986 A trip to Antarctica without penguins? No way, after all, what would Opus say? � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1986 Description An account of the resource HEADLINES 3 BILLS COULD BOOST SHIPPING ADMINISTRATION OFF ONCE AGAIN USNS POLLUX ON LINE SEAFARERS MAN LAST OF FAST SEALIFT SHIPS SIU JOINS MASSIVE APARTHEID, SHELL OIL PROTESTS HILL FIGHT STARTS AGAIN NEW BEDFORD STRIKE UPDATE THREE LONG-TIME AFL-CIO LEADERS RETIRE WELFARE REPORT TWO CHARGED IN PHONY MAYDAY U.S. BECOMES DEBTOR NATION PILOT BLAMED IN SOVIET SINKING MISSISSIPPI QUEEN DUE BACK IN RIVER SERVICE TRANSGULF PIPELINE RULED OUT THREE PAST TRAINEES ENROLL IN THE BOSUN RECERTIFICATION CLASS CIVILIAN WORKERS STRIKE U.S. MILITARY BASES IN PHILIPPINES THE ROLE THE MSC PLAYS IN OUR NATIONAL DEFENSE MISPILLION RUNS AGROUND THE SIU IN WASHINGTON TOYOTA TRANS-FLORIDA PIPELINE MARINE LIABILITY INSURANCE BUILD AND CHARTER MAIL TRANSPORT AUTO CARRIERS TAX REFORM OLD WHALER MAY BE RAISED YOST NOMINATED FOR TOP C.G. POST NO PACT FOR U.S. SOVIET BILATERAL TRADE TERRORISM IMPROVE SHIP-PORT SAFETY M/V PAUL BUCK COMPLETES TOUGH AND ICY MISION Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 4 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/64d2d422c5530a31ccfaee8041db5bc7.pdf 5b8861064e38e261bd8ef7944e92552f PDF Text Text Offtcial Publication of the Seafarers International Union •Atlantic. Gull, Lakes and Inland Waters Dlstl'lct • AFL-CIO VoL 48 No. J Marcia 1986 Pressure Splits Owners 300 Fishermen Back to Work, as More Boats Sign A massive defection of Seafood Pro- bargaining past Jan. 24, the SIU began ducers Association (SPA) members to negotiate with about 80 independent has swollen the number of New Bed- boatowners who are not part of the ford fishing boats sailing with an SIU SPA. contract to about 50 as the SIU fish- "In the past," Piva said, "the Sea- ermen's strike enters its third month. food Producers were usually the first In addition to the signed agree- to sign and the rest of the boats would ments, about 20 independent fishing follow. But this time they wouldn't boats are near to signing Union con- get off the dime and bargain, so we tracts, SIU Vice President Mike Sacco changed tactics.'' said. The independents began to sign con- "We've had major progress here. tracts which contained many of the We're getting a lot of our people back points the SPA would not move on in to work. We've been able to split the their offers, including: Seafood Producers and we've made Y' a 55-broken 45 percent split of the great strides with the remaining inde- catch's proceeds, with the crew pick- pendents," said New Bedford Port ing up the 55 percent for draggers and Agent Joe Piva. a 60-40 split for scallopers; Dozens of unfair labor practice Y' continuation of the current 5 percent charges have been filed by the Union contribution tQ .the pension and wel- against the SPA and .some independ- fare plans (2V2 percent to each); ents. The charges include failure to Y' the elimination of the captain's ab- bargain in good faith, failure to provide solute right to hire and fire. Under the information to the Union and other contracts there must be just cause for charges. dismissal, and the action falls under As the indeped! nt · ign cdfitfads, the Union's grievance and arbitration SIU fishermen are crewing the boats procedure; as they sail, but pickets remain up at Y' requiring the owner to document all sites where the owners have not come expenses-fuel, food and ice; to terms with the Union, said Jack Y' the installation of fuel gauges on all Caffey, special assistant to SIU Pres- boats and the elimination of the prac- ident Frank Drozak. tice of estimating fuel costs; "We're coming afong real well, but this strike will not be over until we get all the boats we have bargaining rights with to sign up," Caffey said. The latest break in the dispute came in late February after two months of strike pressure on the SPA. Following the failure of the SPA to continue Y' the use of an impartialjudgeto settle disputes of fish quality. As more and more independents began to sign, Piva said, many SPA After being strike-bound for nearly two months, the scalloper Mondego II begins its first trip with an SIU contract. Striking fishermen on the dock wave goodbye. members began questioning the Association's stand. "They were saying, 'These people (Continued on Page 28.) MTD Board Sets Course Inside: Buck Stuck in Fast Ice Page 3 Build and Charter Stirs Debate Page 3 Marad Budget Means More Cuts Pages 4 & 5 Government Services News Pages 26 & 27 Cafe Is Haven in Fair Haven Page 29 Maritime Trades Department President Frank Drozak opened the MTD's executive board meeting last month in Bal Harbour, Florida with an outline of a program to pump new energy into the U.S. maritime industry. (See pages 17-24 for a report on the meeting.) March Marks Pioneers' Birthdays Pages 32 & 33 �President's Report by Frank Drozak (The U.S. Coast Guard is putting together proposals for changes to licensing and documentation requirements for deepsea officers and crewmembers, and for inland and mobile offshore drilling crewmembers. Because of the immediate and long-range effects of these proposed changes, I have written the following letter to the U.S. Coast Guard Safety Council expressing my concerns on behalf of the members of our Union.) SIU Comments on Changes In Coast Guard Documenting Further, the SIU restates its opposition to the Coast Guard's intent to permit engineroom service to be creditable for up to six months for deck licenses and vice versa. We do not believe that watchstanding in the engineroom equates with that on the bridge and vice versa. This provision is, therefore, unaccept­ The Seafarers International Union of North America, AFL-CIO, which able. counts among its members thousands of seamen who work aboard U.S.-ftag In reference to the firefighting provision of the Proposed Rules, the SIU vessels on the oceans, Great Lakes and inland waters of this country, urges the Coast Guard to include firefighting training for all personnel onboard appreciates the opportunity to comment on the Supplemental Notice of U.S.-ftag vessels in all sectors of the maritime industry. The Proposed Rules Proposed Rulemaking (SNPRM), CGD 81-059 and CGD 81-059a, Licensing of now limit required firefighting training to deck officers on vessels over 200 Marith11e Personnel and Licensing of Officers and Operators for Mobile Offshore gross tons in ocean or near coastal service and to engineers on vessels over Drilling Units, respectively. As noted in our comments of March 5, 1984 responding to the Notice of Proposed Rulemaking (NPRM) on this subject, the SIU concurred with both 1000 horsepower. It appears that no firm commitment is forthcoming to include personnel of vessels less than 200 gross tons even though no vessel is immune from fire hazards. This minimum safety requirement is long overdue. the need and complexity of streamlining the license structures for ocean and inland service and once again commends the efforts of the officers involved in authoring this aspect of CGD 81-059. It is our view that the establishment of career growth patterns for merchant seamen will definitely contribute to a more professional attitude among our licensed members and will encourage them to continue their education and training. In our previous letter, although noting that the Proposed Rules would generally benefit our members, the SIU, nonetheless, voiced several concerns with the proposal and recommended that certain modifications be made to the proposed rulemaking. The SIU is pleased to find that the Coast Guard did incorporate several of these recommendations into the Supplemental Notice of Proposed Rulemaking, CGD 81-059. However, a number of initial concerns still remain unresolved and, in fact, other problem areas have surfaced with the publishing of the revised proposed rulemaking which we will enumerate further on into these comments. Health Care Of equal importance to the SIU is the availability of quality emergency health care aboard all U .S.-ftag vessels. The SIU feels that CPR and first-aid training be required for all seamen in all sectors of the maritime environment, including deepsea, shallow draft tug and tow, barge, dredge, passenger vessels, offshore oil and gas, MODU's and fishing fleet employment. Unfortunately, the Proposed Rules do not extend the CPR and First Aid training requirements throughout the industry. Thought should be given to this recommendation as well as requiring refresher training in both firefighting and CPR/First Aid in license regulations for renewal as well as for upgrading endorsements. The amended Proposed Rules create additional areas of concern for the SIU. Specifically, we draw your attention to the revised Subchapter P­ Manning of Vessels, Part 157-Manning Requirements, appended to this rulemaking. Surely an issue of such major importance should be dealt with in a separate rulemaking. The SIU is aware that the Coast Guard is granted statutory authority to Simulator Training interpret laws and promulgate regulations intended to promote marine safety First, the SIU reiterates its belief that the combination of both simulator and to protect navigable waters. Nevertheless, the SIU is concerned with training, utilizing meaningful and realistic programs with specific skill objec­ several proposed regulations within Part 157 which in our view are, in some tives, coupled with Coast Guard approved formal training courses in the instances, an unjustified expansion of discretionary agency authority while, in classroom is a positive step toward achieving safer working conditions aboard others, an evasion of agency responsibility. We, therefore, submit for your U .S.-tlag vessels. We, therefore, support the use of training as a partial consideration into the finalized version of the Proposed Rules the following substitute for actual seatime. specific comments: However, it is our view that substitution of a satisfactorily completed approved training course for up to two-thirds of the required service in the engine or deck department-as recommended in the proposed rulemaking-is imprudent and excessive. Although simulators and training are suitable teaching tools, they are only an adjunct to "hands-on," at-sea experience, and should not be given the excessive high priority proposed by the rulemaking. Therefore, the SIU recommends that the Coast Guard accept a shoreside training substitution not to exceed a maximum of one-half of the required service on deck or in the 15.301: Definition of Terms (f) Longstanding maritime tradition in the private sector has always consid­ ered a deck maintenance person as part of the deck crew. The SIU considers eliminating the maintenance person as a member of the deck crew in the proposed rulemaking contrary to this tradition and unacceptable. 15.401: Certificates of Inspection (b) It is once again unfortunate that the Coast Guard persists in leaving the engine department and only on a one-to-one basis. According to the rulemaking, in anticipation of the future domestic imple­ responsibility for determining the minimum complement of licensed officers mentation of the Tonnage Convention which will result in higher gross tonnages and crew necessary for the safe operation of vessels to the Officer in Charge for current measurements, the Coast Guard "will make every attempt to allow of Marine Inspection in varied ports. If minimal manning levels are left to the the seaman to continue to operate on those vessels presently employed. That interpretation and determination of each individual Coast Guard Officer in may require specific tonnage endorsements on each individual license or it may require conversion to licenses in the new system." Charge of Marine Inspection, the present confusion in the industry will continue to perpetuate. The SIU is concerned over the apparent lack of specific information regarding The SIU considers national and centralized standards not subject to individual a grandfathering clause as it applies to present license holders. We urge that OCMI discretion as the logical answer to the current disparate set of manning the regulations be amended to include guarantees to present license holders standards. The SIU urges the Coast Guard to set a standard minimum manning that no loss of tonnage or limitations of scope would be imposed on their complement for American merchant vessels which will protect not only their present license so that the job security of present license holders will not be safe navigation and maintenance but also the safety of life and property at sea. (Continued on Page 30.) threatened. Offioal Publicatiofl of the Seafarers International Union ot North America. Atlantic, Gull, Lakes and Inland Waters District. March 1986 Vol. 48, No. 3 AFL-CIO Executive Board Frank Drozak President Ed Turner Joe DIGlorglo Secretary Executive Vice President Mike Sacco Angus "Red" Campbell Vice President Vice President Charles Svenson Joe Sacco Editor George McCartney Vice President t Vice President Deborah Greene Associate Editor Ray Bourdlua Assistant Editor Lynnette Marshall Assistant Editor/Photos Roy A. Mercer V°IC6 President "'l:t"l( �\.":. - .-._ ;; .. Mike Hall Managing Editor Max Hall Associate Editor Leon Hall Vice President r .n i 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. 2 I LOG I March 1986 ---- -··---· · ...... ... ._ _ ·--·-·"'' ...... .........- �SIU's Paul Buck Can Do-And Did Heavy Weather, Fast Ice Make for a Slow Trip A trip from the top of the world to the bottom is one long voyage, but when you have extremely heavy weather and ice thick enough to trap a large tanker, it's even longer. The SIU's M/V Paul Buck (Ocean Carriers) launched last year, com­ pleted the trip with an "enthusiasm, professionalism and a total can-do at­ titude," according to the commander of Navy Support-Antarctica in a letter of commendation he sent to the crew. The Buck left Alaska Christmas Day and had to endure a severe gale in the Gulf of Alaska. She arrived in New Zealand Jan. 14 to take on bunkers and then proceeded into Antarctica to deliver various petroleum products. On the way into McMurdo Sound and the way out "some of the worst fast ice conditions ever experienced" in the sound trapped the Buck. Ice­ breakers had to cut channels for pas­ sage each way. The 12,000-mile voy­ age took about two months to complete, and the Buck was dry-docked in Aus­ tralia for some minor repairs. The M/V Pmd Buck slowly makes its way through the thick ice of Antarctica earlier this year. The SIU members of the Buck's crew were: QMED!Pumpman James Brock, QMED KeUy Mayo, QMED Richard Parrish, BOSUN Joel Lechel, AB Keith Bennett, AB Ervin Bronstein, AB Willie Dillon, AB James Blitch, AB Mike McEarchen, GUDE Donald Gearhart, GUDE Thomas Sherrier, STD/BKR Marvin Bowell, C/COOK Toyo Gonzales, GSU Samuel Johnson and GSU Robert Maschmeier. Navy, White House Oppose Program Build and Charter Hearing Searches for Answers used a gress" to come up with a bill that best facilities at Piney Point," Drozak said ·'That way everybody's needs will hearing on the build and charter pro­ Several House members combines the needs of the military that it takes three years to train a top­ be met," said Drozak. He stressed gram to vent their anger at the admin­ establishment with those of commer­ notch AB or QMED, and another half that he did not personally favor build­ istration's refusal to come up with a cial shippers. year after that to train a licensed mar­ ing foreign, but that something needed plan to reverse the decline of the American-flag merchant marine. Rep. Roy Dyson (D-Md.) was more specific. He warned that the Navy mer. Drozak drew a great deal of atten­ They also predicted that the House would have no input in determining tion when he said that the Navy and will eventually authorize a build and the kinds of vessels that would be the private-flag merchant marine would charter program despite opposition constructed under this program unless have trouble manning all the vessels from the administration and the Navy. it decided to work with the committee in the Ready Reserve Fleet. "When the [build and charter] bill at an early stage in drafting a bill. Noting events in the Philippines and hits the floor," said Rep. Charles E. Another government witness, Ev­ elsewhere in the world, Drozak said Bennett (D-Ala.), Seapower and Stra­ erett Pyatt, assistant secretary of the that sealift is more important than tegic and Critical Minerals Subcom­ Navy, told the committee members ever. mittee chairman, "it will pass." that ·'the build and charter method of to be done to overcome the gridlock on this issue. The administration was not the only one to come in for criticism at the hearing. So did District I of the Marine Engineers Beneficial Association for its opposition to reflagging the Cunard passenger vessels. Mario White, secretary of District Other industry representatives tes­ 1, said he believed that some of the $852 million could be used to build "We have an administration," said producing sealift capability is not nec­ tified at the hearing. One was Lee Rep. William Carney (R-N.Y.), "that essarily more cost effective than our Rice. head of the Shipbuilders Asso­ passenger vessels because such ves­ has done everything possible to build current method." ciation, who noted that the Navy's sels "are extremely important to the up the military with the exception of When asked by Dyson if the method much touted plans for a 600-vessel defense of the country.'' Camey agreed giving it a way of transporting troops of procurement was the main reason Navy could not alone ensure a mini­ with White that passenger vessels are and cargoes overseas." behind the administration's opposition mum shipbuilding base, especially now important. Because of that fact how­ to the bill, Pyatt replied no, that the when the need to cut the budget deficit ever, Camey said he found it hard to Carney directed his remarks to John A. Gaughan, head of the Maritime main reason "was the concept of tak­ makes it unlikely that a goal will ever understand District l's intense oppo­ Administration ing money and building vessels that be met. Unless something else is done, sition to the reflagging of the Cunard we didn't request." Rice said, he could see the extinction vessels. (Marad), who out­ lined the administration's opposition to the $852 million build and charter program. Pyatt also noted that he felt that any vessels used for sealift purposes could of the shipbuilding industry in another three or four years. If authorized by the House and the be crewed by Navy reservists. SIU One of the committee members, Senate, the build and charter program President Frank Drozak addressed that Rep. Herbert Bateman (R-Va.) con­ will be the first major vessel construc­ tion program since the elimination of Construction Differential Subsidies in issue later on in the hearing. centrated many of his remarks on the Drozak said, sad state of the shipbuilding industry. ''when I heard someone say that our After listening to Gaughan state the "I was appalled," 1980. In a slight departure from stand­ sealift needs could be met by Navy administration's preference for build­ ard legislative practice, monies for the reservists. Technology is changing so ing foreign, Bateman said, "I com­ program already have been approved rapidly that if you are out of the mend your candor but I find it shocking by the Senate, although the bill itself industry for more than six months, that we will write off this industry." still has to be approved by both houses then you are not really equipped to of Congress. handle the latest equipment." Bennett stressed that Congress did Drozak also testified that you could Later in the hearing, Drozak said Early on in the hearing Pyatt esti­ mated that "only eight to IO vessels would be generated by this legisla­ tion." Rep. Norman Sisisky (D-Va.) replied, "it would be at least eight to IO more vessels than we already have," and that the program would keep three or four shipyards in business that would otherwise have to fold. When questioned about Pyatt's as­ sessment of the number of vessels that that he believed that a compromise would be generated by this bill, Rice could be worked out between the gov­ said under the right circumstances as not think it ''sinful'' to help an industry put facilities in mothballs, but not ernment and shipbuilding industries many as 20 vessels could be built. He whose skills. This nation, he warned, is in which would allow American ship­ also felt that the program itself could danger of losing thousands of skilled owners to build a certain number of be a useful stopgap measure while the mariners. vessels foreign for every vessel con­ administration comes up with a more structed in an American shipyard. comprehensive policy. foreign competitors receive substantial subsidies. Bennett urged officials from Marad and the Navy to "work with Con- Referring to what he called "the fine March 1986 I LOG I 3 �Cuts, Cuts and More Cuts Marad Budget-On a Steady Course to Disaster A SPECIAL REPORT by Max Hall PART ONE The Reagan administration has sub­ mitted its proposed budget for fiscal year 1987, which it contends will meet the spending cuts mandated by the Gramm-Rudman Act. The budget has assumed an increased importance now that a three-judge panel has declared parts of the Gramm-Rud­ man Act unconstitutional. The Su­ preme Court is expected to take up the matter some time later this year. The Gramm-Rudman Act mandates across-the-board cuts in the federal budget over the next five years if Con­ gress does not meet certain budgetary goals. Organized labor has opposed Gramm-Rudman on the grounds that it would inflict serious harm on the average taxpayer. "Gramm-Rudman would bring chaos to government and to the American standard of living," said Ray Dennison, head of the AFL­ CIO's new credit card program and former head of its legislative depart­ ment. "As harsh as Gramm-Rudman was, the president's budget is worse," said SIU President Frank Drozak. The budget calls for sweeping cuts in most social and promotional programs and an eight-and-a-half percent increase in American ships under construction in American yards may soon be a thing of the past if the government trend toward abandoning the merchant marine continues. the defense budget, which has grown substantially over the past five years. cargo preference compromise, which natural allies in fighting some of the The president has adamantly op­ was included in the 1985 farm bill. more objectionable provisions of the Reagan budget." PART TWO posed any new taxes to pay for badly Under the terms of that agreement, needed social and promotional pro­ cargo preference requirements for cer­ One other program that the admin­ This year's battle to secure funding grams. tain programs (e.g., Blended Credit, istration has scheduled for elimination for federal maritime programs is taking place during a period of great eco­ The few remaining federal maritime BICEP and Payment-in-Kind) were is the Strategic Petroleum Reserve. programs still in existence are sched­ dropped while overall cargo prefer­ This move has met with considerable nomic upheaval. There is also an in­ uled to be cut or eliminated under the ence levels would be raised from 50 opposition from around the country, tense ideological debate going on over president's proposed budget. to 75 percent over the next few years. best typified by an editorial in Th e the proper role that the federal gov­ Washington Post. The newspaper In programs under the direct admin­ The administration alleges that the istration of the Maritime Administra­ compromise would increase transpor­ tion, Reagan is asking for the elimi­ tation costs. "The figures that the guarded the strategic interests of this The state of the American economy nation of three important functions: government is talking about are min­ country by maintaining an adequate is decidedly mixed. Inflation and un­ supply of "readily available" oil. called the SPR a bargain which safe­ ernment should play in regulating and promoting American industries. research and development, aid to state iscule," said Drozak, "especially con­ maritime schools, and the Title XI sidering the fact that the P.L. 480 ''Those who think we can stop filling Vessel Mortgage Guarantee Program. program is the most important source the reserve," said Sen. Bill Bradley of cargoes for the American-flag mer­ (D-N.J.), who has taken the lead on high, and so is the federal deficit. Of the three, elimination of the Title chant marine." this issue in the Senate, "misunder­ azine that would normally be expected stand the nature of energy security.'' to support the fiscal policies of the Bradley also noted that buying oil for present administration, ran a 30-page XI program would have the most se­ rious impact on the U.S. merchant marine. Since its inception, the Title XI program has been instrumental in allowing shipowners to gain sufficient financing for new vessel construction. In hearings held before the House Merchant Marine Subcommittee, funding was restored to state maritime schools, though at levels slightly lower than last year. Cuts in research and development programs were allowed to stand. If enacted in their present form, these cuts will mean the elimination of all federal aid to maritime research and development within a few years. Yet, direct cuts in the maritime budget were only part of the story. The most serious threat to the mari­ time industry came to programs that generate cargo: cargo preference and the Strategic Petroleum Reserve. The agriculture industry is also slated for substantial cuts in the proposed Reagan budget. Last year, Drozak consistently argued that the real prob­ lems facing the agricultural industry were not caused by cargo preference, but by the high value of the dollar and closed foreign markets and policies enacted by the Reagan administration. Drozak's arguments helped bring about a compromise in the bitter dis­ pute. If the president's budget is en­ acted in its present form, then both industries would have to go back to square one. Blended Credit and other such programs would still be covered under the P.L. 480 program, and the American-flag requirements would be scaled back to 50 percent. employment are down. At the same time, the trade deficit is at an all time Business Week, a conservative mag­ the strategic reserve would help Mex­ special report on the decline of Amer­ ico, which has been hard hit by the ica's ind ustrial base and the ominous drop in oil prices. The Mexican econ­ implications for the future. omy is collapsing under the burden of "A service-driven economy," said owing nearly $100 billion in loans to BusinessWeek, "must count on sales foreign, mainly American, banks. to basic industry to survive. Vast sup­ To seamen thinking about protect­ port networks-including utilities, dis­ ing their future job security, there was tributors, and financial, accounting and one interesting provision in the pres­ consulting firms-will inevitably be ident's budget request. Even as the administration has with­ hurt if manufacturing continues to atrophy." drawn its support for the private mer­ The first taste of that is occurring chant marine, it has continued to press in the insurance industry. Last month, for more funds to build cargo vessels Thomas 0. Clark, chairman of the strictly for defense uses. (It has, how­ American Institute of Maritime Un­ ever, opposed a badly needed build derwriters (AIMU), talked to a re­ and charter bill. See page 3.) porter for The new budget earmarks $228 mil­ The Journal of Commerce about the need to ensure that Ameri­ "We are meeting with pro-maritime lion for further acquisitions of U.S. can insurance companies have access and pro-agriculture legislators to see and foreign vessels during the coming to foreign markets, which he contends The administration has announced what can be done on this issue,'' said fiscal year for vessels that can be used are closed to American insurance com­ its intention of repealing last year's Drozak. "These two industries are in the Ready Reserve Fleet. panies. 4 I LOG I March 1986 . . . . . .. .. ......----·-··----····---··--·----···-----···-·-· -··----·-- · · · ·· ..--··--•"·-·---- �"Countries trapped in industrial de­ cline almost never get a The delegates, meeting in Bal Har­ second bour, Fla. Feb. 13-14, urged the adop­ chance," said BusinessWeek. "But tion of several programs that would dropping oil prices and a falling dollar spur the development of a viable are giving the U.S. a fresh opportunity American-flag merchant marine. to revitalize its manufacturing sector. The country does not need a compre­ These programs can be summed up hensive industrial policy requiring large­ in one word: cargo. "Ultimately," scale government intervention in the said the delegates, "cargo is the key economy. But U.S. business, labor factor for using American-flag vessels and government leaders must start to and for creating the demand for new think harder and act more ·decisively ships. Yet we lack a positive national toward one goal: strengthening the commitment to putting more cargoes long-term competitive stance of U.S. on U.S.-built, U.S.-ftag vessels." business." The decline of the American-flag PART THREE merchant marine, said the delegates, "has "I admire your candor, but I find it shocking that we are willing to write over the American-flag merchant ma­ Herbert Bateman (R-Va.) at a subcom­ rine. mittee hearing on Sealift. He was re­ sponding to remarks made by John A. of the Maritime Administration, who was outlining the administration's opposition to a pro­ posed $852 million build and charter program. ''In recent years,'' said the dele­ American maritime leaders have spent countless hours during the six years of the Reagan administration trying to warn the Congress and the American people of the consequences of a withering merchant marine. generated by the earnings- paid to Drozak noted that it takes three workers. That same figure would prob­ years to train an AB or QMED. In building industry. He might as well ably hold true for ships made in the today's rapidly changing technological have been talking about the maritime U.S. world, that requires extensive train­ Bateman was talking about the ship­ industry as a whole, from the ship­ In another section of its report, ing. "If you are out of the industry owners who have to compete against BusinessWeek talks about an even for six months or a year," said Drozak, heavily subsidized foreign competi­ more "then you just can't keep up with the tors, to the men and women who man American the vessels, to the insurance writers Abroad." who have been closed out of foreign markets. several neglect have created a deathwatch Those words were spoken by Rep. head through bad planning, absence of planning and off this industry.'' Gaughan, continued administrations whose combination of important problem: Know-how Is "Even Headed SIU President Frank Drozak al­ luded to this problem when he told new skills required to run a ship." gates, "the federal government has eliminated the Construction Differen­ tial Subsidy program and has proposed foreign construction for subsidized op­ erators. By cutting ODS and permit­ ting buy-outs, the government has put U .S.-flag shipping in a less competitive stance. "Our world position has been fur­ ther undercut by opposition to the Law of the Sea Treaty, resistance to ne­ gotiating bilateral agreements with our PART FOUR trading partners, and attacks on our cargo preference laws." Business Week estimates that for ev­ the committee members that this coun­ Delegates to the MTD Executive ery $ 1 billion spent on foreign-made try is in danger of losing the skills of Board have fashioned a plan that could A full report on the MTD Executive autos, the U.S. loses at least $2.43 the men and women who man Amer­ serve as a basis for a comprehensive Board meeting is carried elsewhere in billion, not including taxes on the jobs ican-flag vessels. national maritime policy. this paper (see pages 17-24). SHLSS Cook Upgraders Win Jobless Pay Dispute engines were shut down when the ship slammed into the rocks and water poured into the engine room. Information for D-Day Mariners Seafarers Robert L. Overton of the SHLSS Port Agent Edd Morris also Since our recent article (December 1985 LOG) about the Mulberry port of Honolulu and Kelly D. Scott testified that SIU Seafarers were hired Project being a new Defense Department category for the first veterans of the port of Seattle won jobless pay out of the hall on a regular basis from status given to merchant seamen, we have had inquiries from several benefits last month when San Fran- among the school's students. members. Some are close to this group, having been in the D-Day invasion operations but not on that particular project. If you have questions cisco administrative law Judge George Judge Trigueros ruled that ''Al­ Trigueros ruled in their favor, it was though [they] are full-time students in pertaining to this or other similar veterans status questions, you can write announced by Leslie Tarantola of the the Union's Cook and Baker School, to the department that processes applications for veterans status: SAF­ SIU Legal Department who repre­ they are actively seeking work by MIPC, The Pentagon, Washington, D.C. 20330- 1000. sented them at the appeal. virtue of their registration for jobs They had been turned down for through their Union. The evidence jobless pay benefits while they were indicates that jobs are regularly made attending the SHLSS Cook and Baker available to such students as [them] Upgrading Program in 1985 because and that students are hired on a regular they "were not available for work." basis. Under the circumstances of this They appealed to the California Un­ case it is concluded that [they] are employment Insurance Board testify­ available for work notwithstanding their ing that they had transferred their job attendance in school." registrations to the SIU Hiring Hall at the school in Piney Point, Md. In addition it was stressed by the Union that advanced training is essen­ Furthermore, they said, they were tial today for people in this industry. registered for work at the Piney Point There is a lot of new and modem hall and were available to be dis­ equipment being used, and seamen patched to any jobs which would be­ need to learn new skills and update come available to them through the older skills if they wish to secure Union. employment. Soviet Cruise Ship Sinks Greek Captain Jailed in Fraud The 1980 sinking of the supertanker Salem turned out to be the biggest marine fraud in history, and the ship's captain was sentenced to 12 years in a Greek prison for his role in the incident. The captain was found guilty of scuttling the 200,000 dwt ship off the coast of Senegal and of being part of the illegal sale of the ship's 180,000-ton cargo of crude oil. The Salem was insured for $24 million and the cargo for $56 million. Freighter Capsizes, 7 Die A small Panamanian freighter capsized in stormy seas off Greece last month. Seven crewmembers drowned and two others were reported missing. The 490- ton Unity II was sailing from Spain to Cyprus and Lebanon. Nominations for Ship Safety One crewman died, but nearly 700 other crewmembers and passengers were Nominations for two safety awards are being accepted by the American rescued when the Soviet liner Mikhail Lermontov slammed into rocks off New Institute of Merchant Shipping and the Marine Section of the National Safety Zealand's South Island and sank last month. Council. A fleet of local boats, a cargo ship and a ferry rescued most of the people The Ship Safety Achievement Awards are given each year to vessels that from the ship after they abandoned the vessel in the area between Tasman have performed outstanding feats of rescue or seamanship reflecting high safety Bay and Cook Strait, some 25 miles northwest of Wellington. standards. The Jones F. Devlin Award goes to any self-propelled U.S.-flag The ship sank about five hours after it hit rocks in the fjord-like area. The vessel that operates for two consecutive years without a crewmember losing captain, according to reports, let the ship drift for five hours in an attempt to a full tum at watch or because of an occupational injury. For more information, beach the vessel before it finally sank about four miles off the coast. Both contact either group. March 1986 I LOG I 5 �Help A Friend Deal W i th Alcoholism Alcoholics � Uff) � don't have friends. Because a friend wouldn't let another man blindly travel a course that has to ltad to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's �------------------------------- � I 1 I l Rehabilitation Center. I understand that all my medical and counseling anywhere except at The Center. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the Name ............................. Book No. ........... . support of brother SIU members who are fighting the a I am interested in attending a six-week prografll at the Alcoholic records will be kept strictly confidential, and that they will not be kept Alcoholic Rehabilitation Center in Valley Lee, Md. same tough battle he is back to healthy' productive Address alcohol-free life. The road back to sobriety is a long one for an alcoholic. (City) (Street or RFD) But because of ARC, an alcoholic SIU member doesn't (State) (Zip) Telephone No. ... ...... .. ..... have to travel the distance alone. And by guiding a Mail to: THE CENTER Star Route brother Seafarer in the direction of the Rehab Center, Box 153-A Valley Lee, Md. 20692 you'll be showing him that the first step back to recovery is only an arm's length away. I 1 Alcoholic Rehabilitation Center I or calf. 24 hour.1-a-day, I I I l I I I I I I I I I I I : : I (301) 994-0010 '-'--- --------- -------------------- --- -' 6 I LOG I March 1986 �Inland News tug/tow harge/dredge . · ::;::·· NLRB Upholds Judge's Ruling on Union-Busting WASHINGTON, D.C.-The U.S. National Labor Relations Board (NLRB) upheld Administrative Law Judge Marvin Roth's ruling that Out­ reach Marine (McAllister Brothers) of the port of Baltimore was formed in 1984 to evade the SIU contract, an unfair labor practice and violation of the law. The Board ordered Outreach Ma­ rine to restore jobs and back pay with interest to 26 former employees. Outreach Marine said that it plans to appeal the decision to the U.S. 4th Circuit Court of Appeals. Outreach began operations after presumably buying four tugs from McAllister, discharging most of the former employees and rehiring others at lower wage scales and without the benefits of a union contract. The Ii- censed personnel were classified as supervisors, not employees. The NLRB also affirmed Judge Roth's April 22, 1985 findings that Outreach was McAllister's "succes­ sor" and that they were really alter­ ego s--on e and the same. The SIU had charged that Mc­ Allister-Outreach unlawfully with­ drew recognition of the Union as the collective bargaining agent for their employees, captains, mates, engineers and unlicensed personnel, that it by­ passed the SIU by dealing directly with their employees, and that it uni­ laterally reduced employees' wages, crew sizes and vacation benefits. It also eliminated overtime pay and failed to recall employees according to se­ niority rules. Judge Roth also found that the loan deal (in which McAllister sold its tug­ boats to Outreach but stayed liable for $1.9 million to a bank for repayment of $1.4 million loan Outreach secured by a first preferred fleet mortgage on the boats) was nothing but a paper­ shuffting device "guaranteeing one mortgage for another." The NLRB ordered Outreach to reinstate the following SIU Boatmen to their former or equivalent jobs: Ralph Kirchner, Charles Rogers, Louis Canavino, Jerome Lukowski, Leon Mach Sr., Peter Messina, Alvin Hirsch, Manuel Alvarez, Joseph Zorbach Jr., Joseph Rakowski, Paul Pusloskie, Robert Machlinski, Ronald Neibert and Robert Henninger. It also ordered Outreach to give jobs to Steven Hardin, Charles Dougherty, Robert Schwatka, James Perry, George Florida Pipeline Draws Fire at Hearing A plan to convert a cross-Florida natural gas pipeline to an oil pipeline received more criticism during a Sen­ ate committee hearing late last month. The SIU and several environmental groups have been fighting the planned pipeline for a number of years. The major concerns of pipeline op­ ponents are environmental. In addi­ tion, several SIU contracted tug com­ panies could face cargo losses if the pipeline replaces current barge traffic. The 26-year-old pipeline runs from the Alabama border to Port Ever­ glades, and about 640 miles of it would be converted to carry oil. But those 640 miles run through Florida lake country, national forests and other major supplies of drinking water for the state, some of which are very close to ground level. While the Department of Transpor­ tation has approved much of the plan, representatives from the General Ac- counting Office said federal inspec­ tions are inadequate. Other witnesses said more safe­ guards against oil spills and contami­ nation should be included in the plans. The Florida Alliance, the group heading the opposition to the pipeline, has been successful in helping local communities pass ordinances against the project and will continue those efforts. The Alliance will search for legal remedies. The SIU is part of the Alliance. Leaire, William Miller, William Bobac, Karl Dlabich, Raymond Kuta, Steve August, Larry Neibert and Norman Gifford. Outreach was further ordered by the Board not to discourage member­ ship in the SIU and to live up to the terms of the Union contract. Addi­ tional orders included not to refuse to recognize and bargain collectively and in good faith with the SIU as exclusive representative of all licensed and un­ licensed employees and to reimburse the SIU for any loss of dues. On Feb. 24, nine of the Outreach employees regaining their jobs wrote to SIU President Frank Drozak: "Ev­ ery body of men who is organized to protect jobs and benefits requires strong leadership. During these past months of legal struggles with our former em­ ployer, we in Baltimore have experi­ enced the Union· support which other labor organizations only talk of. "The recent news from the NLRB panel confirming Judge Roth's deci­ sion, broadcast loud and clear to the maritime community what we knew all along: the men were right. ''The original alter ego decision and the panel's confirmation are good omens as we work our way back to the jobs and pay which are rightly ours. Our faith in the SIU over the years is once again rewarded in lead­ ership, support and an excellent 'day in court.' " MEBA-2 Seeks Contract Extension, SIU Talks Under Way Great Lakes members of MEBA-2 are voting on a contract extension of their 1983 agreement which is set to expire in July. MEBA Vice President Melvin Pelfry has recommended the contract be ratified in letters to the 1,500 engineers, mates and stewards. The new contract will stabilize wages, fringe benefits and vacations, plus re­ store a 34 cent an hour wage cut agreed to in 1983. ln addition, a 29 cent Cost of Living Adjustment called for in the current contract will be paid. The SIU contract for unlicensed Lakers expires July 15, said Algonac Headquarters Rep Byron Kelley. He said the Union is currently in negoti­ ations with the Great Lakes Associa­ tion of Marine Operators (GLAMO). Some 24 boats and seven companies are represented by GLAMO. Kelley said negotiations with non-GLAMO operators also are under way. The American Republic is one of the Great Lakes v� manned by the SIU. See upcoming issues of the LOG for news of the annual Great Lakes fit-out. March 1986 I LOG I 7 �Pensioner Joseph Albert Lewis Kel­ In Memoriam ley 53, Jr . , suc­ Herman cumbed to cancer in passed the Riverside HosPensioner . pita!, Olen Page Brown Sr . , 68, died of a heart attack on Feb. 1 7 in FreeBahamas. port , Brother Brown joined the Union in the port of Baltimore ' in 1957. He sailed as a mate and captain for the Steuart Oil Transportation Co. for 20 years and earlier for the Arundel Corp. on the construction of the Chesapeake Bay Bridge and Harbor Tunnel. He was born in Sharpstown, Md. and was a resident of Arnol d , Md. Burial was in 86, King, away from kidney failure in the Newport Peninsula Hospital, News, Va. on Dec. Salisbury, 1 6, Jan. 16. Brother King 1 985. Kelley Brother joined Md. on the joined the Union in Union in the port of Norfolk in 1 959. the port of Philadel­ He sailed as a deckhand for the Ches­ phia in 1 96 1 . He sailed as a mate for apeake and Ohio Railroad from 1 98 1 the Curtis Bay Towing Co. from 1 942 t o 1985. He was born in Newport to 1 95 1 and the Independent Pier Co. News and was a resident there. Inter­ in 1 95 1. He was born in Williamsville, ment was in the Peninsula Park Cem­ Del. and was a resident of Ocean City, etery, Newport News. Surviving are Md. Burial was in the Evergreen Cem­ his widow, Jean and a daughter , Cyn­ etery, Berlin, Md. thia Dawn. Stalwart Returns to Norfolk Legal Aid In the event that any S I U members have legal problems In the various ports, a llst of attorneys whom they can consult Is being published. The member need not choose the recom­ mended attorneys and this llst is In­ tended only for Informational pur­ poses: NEW YORK, NEW YORK Schulman & Altman 84 William Street, Suite 1 50 1 New York, New York 1 0038 Tele. # (21 2) 422-7900 BALTIMORE, MD. Kaplan , Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 2 1 20 1 Tele. # (30 1 ) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street the Cedar Hill Cemetery, Brooklyn Park, Md. Surviving are his widow, Willa ; four sons, Olen P. Jr. of Jack­ Chicago, Ill. 60603 Tele. # (31 2) 263-6330 sonville Beach , Fla. , Robert A. Trott of Mineral Wells, Texas, John R. Trott DETROIT, MICH. of Pasadena , Md. and Thomas E. Trott Victor G. Hanson 1 9268 Grand River Avenue Detroit, Mich. 48822 Tele. # (31 3) 532-1220 of Rivera Beach, M d ; four daughters, Barbara Pumphrey of Cape Charles , Va., Susan G. Martin of Pasadena, GLOUCESTER, MASS. Orlando & White Betsy L. Shepet and Diane Fletcher, both of Arnold , and a sister , Audrey 1 Western Avenue McDaniel of Hampton , Va. One of the first of the SIU's new T-AGOS vessels, M/V Stalwart, returned to Norfolk, Va. last month after completing another successful mission. Seafarers have been aboard Gloucester, Mass. 0 1 930 Tele. # (61 7) 283-81 00 the Stalwart for almost a year. Above, QMED Robert Haller, Bosun Ray Madlock, OS HOUSTON, TEXAS Archer, Peterson and Waldner Bobby Matthews and Norfolk Rep Mike Paladino catch up on the LOG and some 1 80 1 Main St. (at Jefferson) Suite 51 0 paperwork. Houston, Texas 77002 Tele. # (71 3) 659-4455 & Tele. # (81 3) 879-9842 Dispatchers Report for Inland Waters FEB. 1-28, 1986 *TOTAL REGISTERED All Groups Class C Class A Class B TOTAL SHIPPED All Groups Class C Class A Class B LOS ANGELES, CALIF. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 * * REGISTERED ON BEACH A!I Groups Class C Class A Class B DECK DEPARTMENT Port Gloucester New York . . . Philadelphia . Baltimore . . . Norfolk Mobile . . . . . New Orleans . Jacksonville San Francisco Wilmington . . Seattle Puerto Rico . Houston . . . . Algonac . . . . St. Louis . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . • . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 17 92 0 0 3 5 13 0 6 0 0 1 0 0 1 0 0 0 29 0 0 24 0 0 0 1 17 0 0 0 0 3 0 14 0 0 0 0 0 0 0 9 55 4 2 0 0 2 0 0 1 0 0 1 59 0 0 0 8 43 2 2 2 0 0 0 0 2 0 0 1 60 0 0 0 0 10 0 2 1 0 0 0 0 1 0 0 0 14 0 0 4 0 0 0 0 9 0 0 0 0 0 0 0 0 1 0 17 14 71 2 14 3 0 3 0 0 6 45 5 0 0 0 3 0 17 0 8 3 0 5 0 0 4 27 1 0 0 0 20 0 0 0 3 28 0 10 0 0 3 0 20 1 13 181 68 84 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 0 ENGINE DEPARTMENT Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . Mobile . . . . . New Orleans . Jacksonville . San Francisco Wilmington . . Seattle . . . . . Puerto Rico . Houston . . . . Algonac . . . . St. Louis . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 9 0 0 0 0 1 0 0 1 0 0 0 11 0 0 2 0 0 0 0 1 0 0 1 0 0 0 4 0 0 0 0 0 0 1 0 0 6 0 0 0 1 0 0 0 0 0 0 0 0 2 Port 0 0 0 1 0 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 7 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 40 0 1 0 5 0 4 0 0 0 0 0 0 15 0 0 0 55 24 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 42 1 0 0 0 0 0 5 0 0 1 9 STEWARD DEPARTMENT Gloucester . New York . . . Philadelphia . Baltimore . . Norfolk . . . . Mobile . . . . . New Orleans . Jacksonville . San Francisco Wilmington . . Seattle . . . . . Puerto Rico . Houston . . . . Algonac . . . . St. Louis . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .. . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals All Departments . . . . . . . . . . . 0 0 1 0 7 0 1 0 0 0 0 0 0 0 0 0 9 112 0 0 1 0 0 0 1 1 0 0 0 0 0 0 0 0 3 36 0 0 2 0 0 0 2 8 0 1 0 0 0 0 2 0 0 0 0 0 4 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 15 6 76 73 1 16 * "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 . 8 I LOG I March 1986 3 16 9 0 9 1 0 0 0 0 0 10 1 0 31 267 0 0 0 0 0 0 2 7 0 1 0 0 0 0 5 1 49 16 141 1 09 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele. # (21 3) 834-2546 MOBILE, ALA. Simon & Wood 1 0 1 0 Van Antwerp Building Mobile, Ala. 36602 Tele. # (205) 433-4904 NEW ORLEANS, LA. Gardner, Robein & Healy 2540 Severn Avenue, Suite 400 Metairie, La. 70002 Tele. # (504) 885-9994 NORFOLK, VA. Peter K. Babalas & Associates, P.C. Suite 700 Atlantic National Bank Bldg. 4 1 5 Saint Paul's Boulevard Norfolk, Va. 2351 0 Tele. # (804) 622-31 00 PHILADELPHIA, PA. Kirschner, Walters, Willig, Weinberg & Dempsey Suite 1 1 O 1 429 Walnut Street Philadelphia, Pa. 1 9 1 02 Tele. # (21 5) 569-8900 ST. LOUIS, MO. Gruenberg, Sounders & Levine Suite 905-Chemical Building 721 Olive Street St. Louis, Missouri . 63 1 0 1 Tele. # (31 4) 231 -7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie 1 00 Bush Street. Suite 440 San Francisco, Calif. 94 1 04 Tele. # (41 5) 981 -4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker 201 Elliott Avenue West, Suite 500 Seattle, Wash. 981 1 9 Tele. # (206) 285-36 1 0 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (81 3) 879-9842 �-- New Pensioners Dorgan, Melvin Joseph He· 63, joined t he U nion bert, 64, joined the Marion in the port of Mobile Union in in 1 956 sailing as an thur. Texas in 1 972 . AB. B rother Dorgan Ala­ H e . sailed as a captain for Lake Charles bama and i s a res i­ Towing from 1 966 to was born dent of in Port Ar­ 1 967. H igman Tow­ Fairhope . ing in 1 967 and for Ala. Slade Towing from 1 967 to 1 978. B rother H ebert attended the Inland Texas Crew Conference at Piney Point. Eugenio Gestido, 65 , joined the U nion i n the port of B al ti­ more i n 1 962 sailing as a c h ief engineer. B rother Gestido was born in Spain and is a resident of Line­ boro, M d . He was a former member of the U nited Aluminum Workers U nion from 1 95 1 to 1 954 and i s a veteran of the U . S . N av y d u ring World War I I and the Long-time SIU member Roy Harden (right) receives his first pension check from Norfolk Rep. Mike Paladino. Harden sailed as a cook aboard boats for Mariner Towing. Korean War. Born in Gueydan, La . . Riley he i s a resident of Kaplan , La. Glendy Leland f gineer Harden, 63 , joined 1 980. Larrimore the U nion in the port is a veteran of the U . S . N a v y in World of Norfolk i n 1 966 . War I I . H e was born in Tilghman, M d . H e sailed as a chief and i s a resident of Easton, M d . William Southern Carriers in 1 966 and for Mariner also manager Orn· U nion in the port of St. of t he 1 968 Ranchhouse Restaurant , N orfolk from Lou i s , Mo. sailing deckhand . 1 948 to 1 965 . He is a veteran of t he as in a B rother Ornduff was born in U . S . Navy during World War I I . Boat­ Marion, I l l . and is a man H a rden was born in Bertie . N . C . and i s a res ident o f C hesapeake . Va . E. duff, 65 , joined the Towing from 1 972 to 1 977. Brother was in Brother cook deep sea, for Harden IOT resident of Collinsville. Ill. Port Texas in for Slade Towing from 1 966 to .,captain for- Harbor for Brandon . Fla. U nion i n captain and chief en­ sailing as a mate and Stevenson the 1 968. He sailed as a the U nion in the port of Baltimore in 1 966 Roy War I I . Boatman Thomas was born i n Palmet to, F l a . and is a resident of A rt h u r , Larrimore, 65 , joined Towing i n 1 964 and Cleveland Rodgers, 5 6 , joined 1 976. Brother Rodg­ ers is a veteran of t he U . S . Army in the Korean War. He was born in M an y , La. and is a resident of Ana­ coco , La. Gordon Lawson Thomas, 62, joined the U nion in the port of Tampa in 1 973 . H e sailed as an A B and cook for the Sheridan Transportation Co . in 1 97 2 , Tug Management in 1 977 and Bay Houston Towing in 1 980 . Brother Thomas was a former member of the N M U and a veteran of the U . S . Navy both during t he Korean War and World Are Yo u M issi ng I m po rta nt M a i l ? Persona ls Greg Browder Please call Rod B orlase as soon as possible. Call collect (804) 4902473 . Rubin Collazo Please get in touch with your son, Santia B racero Collago at 3 1 6 Mt. Prospect A ve . , Newark , N .J . 07 1 04 or call (20 1 ) 484-4289. Lawrence Fee Anyone knowing the wherea­ bouts or having any i nformation concerning Lawrence Fee , please contact his niece , M s . Frances Fee Homer, 1 1 42 Devereaux Ave . , Philadelphia, Pa. 1 9 1 1 1 . We want to make sure that you receive your If you are getting more than one copy of the LOG each month and other important LOG delivered to you , if you have changed your Donald Hammer mail such as W-2 Forms , Union Mail and Welfare address , or if your name or address is misprinted B u lletins . To accomplish thi s , please use the or incomplete , please fill in the special address address form on this page to update your home form printed on this page and send it to : Please contact your brother Leon H ammer at Box 1 43 , Norman, N . C . 28367 . It i s a matter of i mportance . copy of the address . SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home addre ss is your permanent address , and thi s is where all official U nion documents , W-2 - Forms, and the LOG will be mailed . Jeffrey Daniel Parrish Please contact your mother, Al­ ice Hindmarch at (904) 775-9409 . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - HOME ADDRESS PLEASE P R I NT Date: Social Security No. Phone No. Your Full Name Mike Piskin Please get in touch with your brother- in-law , George C. Pulig­ nano, 65 1 4 Keystone St. , Phila­ delphia, Pa. 1 9 1 35 . ------ Claude Royce Area Code Clarence Jones Charles M artin Apt. or Box # Street Book Number City O SIU O UIW UIW Place of Employment O Pensioner Other The above three men worked for Coastal Towi ng in 1 983 and were witness to an accident . They should call Roy Summers collect ( 7 1 3 ) 280-0699. ZIP State ------ ------ Johnny Villafane This will be my permanent address for all official Union mailings. Please write to J u l io Figueroa at Calle 238HQ24, Urb . Country Club, Rio Piedras . PR 00924. This address should remain in the Union file unless otherwise changed by me personally. (Signed) - - - - - - - - - - - - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - � �,.·,· .. :·:·!-- -tiere: 1i.�Jrll'�fi;Cf�t1he pus.b toeAPffi.1.CoOk Inlet oil ·is just case.· a test We also are monitoring legislation by the National Maritime Union and the Marine Engineers Beneficial As­ sociation, Districts 1 and 3. The case involves 12 MSC ocean­ ographic ships that were awarded to the Lavino Shipping Company of Phil­ adelphia as a result of the OMB Cir­ Gulf Coast by V.P. Joe Sacco T HERE has been a huge drop in the number of barges operating on the Mississippi River, which is cular A-76 bid. The case will be heard April 3, 1986. The judge will rule on whether or not temporary MSC marine employees will be allowed the Right of First Refusal Meanwhile, the Gulf area ports are to protect the interests of its members. with South America. Miami has gar­ I hope that none of our members out here suffered any damage from nered the biggest share of this trade, but Houston has taken steps. to in­ legislature to authorize $1.8 million to Orleans, and our local representatives businesses were destroyed. Fifty thou­ I attended a recent c6nvention of night in hastily set-up emergency shel­ the Texas State AFL-CIO, where I company has already started two proj­ ects: a dock construction job in Burns Harbor, which is in Lower Lake Mich­ igan, in Indiana; and dredging on the Cleveland Harbor and Cuyahoga River. the torrential rains and winds that hit Thirteen people were left dead and 96 are actively supporting it of work for West Coast sailors. We will be fightingfor you. crease the amount of cargo it handles. modernize facilities in the port of New The Great Lakes Dredge and Docks The SIU has one thought in mind: the northern California area. There is also a bill before the Louisiana up around here. anese autos into the United States. This would create a substantial arriount privileges under MSC reduction-in­ loss by MSC of the 12 ships involved. trying to cash in on the growing trade improving, things should start picking quirements on the importation of Jap­ force procedures resulting from the evidence of .the continuing recession in the tug and batge industry. The Great Lakes fit-out is just around the comer. Now that the weather is that would place American-flag re� ·East Coast by V.P. Leon Hall It was the worst storm in memory. T injured. Thirteen thousand homes and sand people had to spend at least one ters. W�st Coast by V. P. George McCartney A Crossings roots political program. I will discuss Be(fford. The battle now;goes intO the · on television would have seen an interesting footnote in the this in detail in next month's column. history of both the SIU and World We are still waiting word on the progress in its fight. against the Seafood Producers Association in New NYONE watching the mini-series tried to drum up support for our grass­ HE SIU has made tremendous. courts where we will put pressure on the association to settle. As of.last count, we signed up about 60 fishing vessels in th(!.t town. We've been able to make the public aware; of the abuses that have become routine outcome of our suit against National War II. in recent years. And we have let our steps to make sure that none of our the Hotel Queen Mary which was once lengths to protect their interests. Part of the series was filmed onboard Marine. Meanwhile, we have taken a luxurious ocean liner.. supporters in that fleet is unduly hurt During World War JI, the British by this beef. government used the Queen Mary to members know that 'we will go to any It is a new age for the labor move­ ment. Many battles between manage­ mittee on Labor and Human Re­ augment its sealift capability. H played an impdhant role in helping to defeat the Nazis. ment and labor are being settled in the courts. That is why it is so imi:>ortant for th� . �e mbers of 'H�is tinitin 'i& become involved in our grassroots problems that would occur if a pro­ was reminded about the inadequate appointed by politicians. ity. SIU President Frank Drozak talked about this at a recent hearing on the its effort to come up with new ways Perhaps the most important local development occurred in Fort Lau­ derdale, Fla., where the Senate Com­ While watching the mini-series, I sources held a hearing on the health state of this country's sealift capabil­ posed Cross-Florida Transgulf Pipe­ line is allowed to be built. Great Lakes by V.P. Mike Sacco The major issue discussed at the meeting was the possible contamina­ tion of Florida's drinking water. Less publicized, but equally important, R ECENT studies paint a grim pic­ ture for Great Lakes shipping political effort. After all. judges are We are supporting the AFL-CIO in of organizing members. The federation build and charter program. is putting the final touches on a pro­ program is so important: to get our message across to the public at large. local unions. Union membership has That is why this Union's grassroots gram to issue credit . cards through would be the devastating blow to the which has been hard hit by the reces­ were allowed to be built. tural industries. concern to our members in the inland industry, many of whom have had take years before Great Lakes ports can bounce back to the amount of Tom Bradley's campaign for gover­ But as a percentage of the overall closely mirrors this country's shrink­ cess of our grassroots program. tug and barge industry if that pipeline This, of course, is of paramount sion in the manufacturing and agricul­ Many economists predict that it will One of our field reps, Scott Hanlon, has taken a temporary leave of ab­ sence to work in Los Angeles Mayor nor. We view this as a positive devel­ declined to its lowest point in years in relationship to the overall working population. Numerically, there are just as many union members as before. workforce, we've never been lower. their job security threatened by pro­ cargo they handled in the mid-1970s. The decline in Great Lakes shipping opment-for Bradley's campaign, for the Union and for the continuing suc­ Things are changing for the maritime industry as well. Baltimore is looking the transportation industry. ing industrial base and the present Hanlon's chores will be taken over port on the East Coast. As President posed manning cuts, corporate merg­ ers and a growing anti-union bias in crisis in the agriculture industry. The cargo preference compromise that was included in the 1985 Farm Aid Bill gave both the maritime and agricultural industries a respite from their bitter struggle, and has enabled both of them to concentrate on other, more important issues. Surprisingly, permanent MSC civilian mariners. the SIU has intervened in a case brought 10 I LOS i March 1986 AFL-CIO on a number of important membership and has a good rapport up with all the changes. grassroots campaigns. He knows the with them. Two bills before Congress will have year, he will find it difficult to keep One of the quickest ways to "stay out of the industry" is to get caught with drugs. The president's Task Force would help no one, and would reopen them very closely. report calling for mandatory drug test­ being healed. The Canadian government is think­ MTD port councils to express our opposition to the export of Cook Inlet ernize the St. Lawrence Seaway, which generated for the port of Seattle are ulate Great Lakes shipping. There isn't very much Cook Inlet oil, the winter respite to complete a con­ North Slope oil, and if that were al­ lowed to be exported then things would be very tough for SIU members 0ut ing about authorizing money to mod­ N order to protect the rights of the committee hearing, maritime is a rap­ idly changing industry. If a member is out of the industry for more than a recently, Lundy worked with the state an important effect on West Coast the bitter wounds that were slowly I Drozak recently said before a House the administration now wants to re­ scind that compromise. Such a move Government Services Division by V.P. Buck Mercer by Dennis Lundy, who got his start as a photographer for the LOG. More to become the first fully computerized is fine with us because it would stim­ Nine Great Lakes members used veyorman Md. · s course at Piney Point, members, so we have been monitoring on Organized Crime recently issued a We are working through the various ing for all federal employees, espe­ oil. Roughly 20 percent of the jobs jobs available to members of this Union related to the carriage of Alaskan oil. contracted out by the military, I urge but there is an awful lot of Alaskan to make use of the Union's drug re­ cially those involved in transportation industries. Since more than half of all will be on vessels that have been all members who have a drug problem habilitation center at Piney Point, Md. It's the only way to protect your job security. �Admissions Department -----The Key to SHLSS -, -_ ,- The rn&t imponant duties of the Admissions Office at the Seafarers Harry Lundeberg School of Seamanship are to process applications for a d miss ion, · register students for class, maintain permanent academic records, and to assist in the school's recruiting efforts. In addition, the Admission Office the many letters and answers telephone calls for information on the programs that the Lundeberg School offers. Improvements are always being made in order to shorten the time it takes to process an application for admission. By using a state-of­ the-art electronic mail system, SIU ports are quickly informed of the application status for members who are registered in that port. The member is also sent notification as the application is being processed. Because of this immediate e l e c t r o n i c mail between the ·SIU ports and the Admissions Office, it is to a member's advantage to submit an application through the port in which he or she is registered. Applications can also be mailed directly from the member's home. For those members who either do not have an application or who live far from a SIU port, one of the Admissions Office staff will be happy to take an application by telephone. Future plans include a computerized on­ line application process to- funher improve the application process. The Admissions Office registers students when they repon for class. A group registration procedure was developed and is used so that the "check-in" time for each course is reduced. By reducing the registration time, is paperwork important completed more quickly and students are able to begin their studies sooner. Accurate academic records have always been important to the Lundeberg School. This accuracy is more important than ever with the approval of the Nautical Science Technology and Marine Engineering Technology d�grees by the Maryland State Board for Higher Education. T h e A d m i s s i o n s Of f i c e maintains over 10,000 permanent academic records and prepares the transcripts for students pursuing one of the new college degrees. Transfer credits are also kept in this o ffice. Assisting in the school's recruiting efforts is an important duty of the Admissions Office. Through electronic mail, articles in the LOG and correspondence, SIU ports and members are notified of class vacancies, Dayna Lynch, Perry Stedman and Trudy Lacey review and send messages to the ports thr ough the "E" Mail System. ---- provided course descriptions, and school of abr e a s t ke p t developments. Members who are interested in applying for upgrading at the Seafarers Harry Lundeberg School of Seamanship are strongly encouraged to submit application for immediate an consideration. The Admissions staff will also be happy to answer a member's telephone call or letter. Perry Stedman responds to a request for Information on the training programs at SHLSS. Jim Schwab talks to a member interested in attending one of the Lundeberg School's many upgrading classes. Corbin Piper, Kyle White and Manuel Rodriguez are registered f or class by Trudy Lacey and Dayna Lynch. March 1986 I LOG I 11 �cowa anena ·SUdi mectings and assured him that I would indeed attend. .IU1VW uial u1c:: wIVes I scurried around and finally gulped down a cup of coffee. By the time I reached the auditorium doors, everyone was already seated with the exception of a lean, tall gentleman in a (what appeared to be) tan cow-hide jacket. He was very kind to me. He asked my name and my husband's name. I told him and that we were here for Mr. and Mrs. Fred J ohns on My First SIU Meeting By Doris Johnson I remember my first SIU meeting very clearly because it was a very unexpected occurrence. I had just ridden the elevator down from the 6th floor at SHLSS (where family members reside) for a cup of coffee in the dining room when I met Mr. Ken Conklin, SHLSS Vice President. I noticed that there was a great deal of activity transpiring and I asked Mr. Conklin what was happening. He responded that the monthly SIU meeting was about to commence and that I should attend because I "might learn something." I laughed, and told him I didn't the upgrading classes. He asked what my husband was upgrading to and I informed him Third Assistant Engineer. "But where is he?" We looked around for "Fred" and I told the gentleman he was wearing a blue Waterman jacket. We located my husband and I bid farewell to the gentleman, sat down with my husband to participate in what was to be a most surprisingly and exciting ''first'' union meeting. After the meeting was called to order, I noticed the ''kind'' gentleman sitting with the other "leaders" on stage. I looked around at the gorgeous SIU deep­ blue carpet and other "classy" fixtures in the auditorium. Various representatives of the union spoke. I remember, especially, ''Red'' Campbell andJoe DiGiorgio speaking but when the president of me �1u, .trank Urozak was introduced, I thought that I wOuld surely fall off of my chair. This was the kind, sympathetic gentleman who had assisted me before the meeting. I learned a great deal at this meeting. Like, I didn't realize just how large the Union is and how long it has been around, what the leaders have to go through in order to obtain the contracts so desperately needed for the members. I was tremendously sur­ prised at the politicking involved not only in the United States but indeed all over the world. I noted that the members were given an opportunity to stand and discuss their various complaints, if they had any, about the job activity or whatever. I was told of one union member who had raised his hand at such a meeting and he was told to ''shut up and sit down. You are out of order Consequently, he did not have the opportunity to "speak his mind." Several members asked questions about the MSC (Military Sealift Command) jobs, some complained about jobs they already had. And even though a few may not have been too happy with the answers to their questions, at least they were given the opportunity to voice their thoughts. wowa encourage otnef wives or husbands of members upgrading at the school to try and find some way to accompany their spouse(s). They do indeed need all of the moral support, love and affection, and 1 question-asking (ha) they can get in order to move forward and obtain the job-security they so desperately need. Let's just say that I agree whole-heartedly with the kind, sympathetic gentleman I met in the lobby before that ''first'' meeting when he says in the 1986 LOG: "A key February reason for our success in winning these military sealift and support jobs is that we alone have developed the training programs that enable our members to qualify for the many new jobs they perform on these vessels. Our members are the most skilled and best trained because we have developed the finest training f a c i l i t i e s a n y w h e r e in t h e United States and because our membership has taken advantage of these programs. '' I guess that just about says it all, except Amen! P.S. I met Mr. Conklin in the lobby again yesterday and he mentioned the fact that another Union meeting will be coming up the beginning of March and that I "might learn something." Hagglund Crane Maintenance Course at SHLSS The six week Hagglund Crane Maintenance course consists of both classroom and practical crane t r a i n i n g t h a t i n c l u d e s the lectures o n the followi ng: fundamentals of hydraulics; basic electro-hydraulic systems; relay logic and sequented operating schematics. Practical crane training includes: lighting off and servicing the SHLSS Hagglund Crane; performing preventive and corrective maintenance; tracing hydraulic systems and performing brake adjustment and filter on r e pl a c e m e n t actual Thomas Ball points out the Hagglund Crane's machinery room arrangement. 12 I LOG I March 1 986 equipment. To be eligible all applicants must hold a QMED Any Rating endorsement, or endorsement as Electrician, or equivalent inland experience. It is recommended that the student have at least an eighth grade reading level. Due to the small print used on the electrical schematics, good eyesight is important. If you have problems reading small print, you should consider having your eyes checked before reporting to class. Studying the Hagglund Crane hydraulic circuit Rodriguez, Thomas Ball and Jimmy Skubna. are (I. to r.) Manuel �l\.auar uu�erver Luurse, Meeting the needs of the membership The U.S. Coast Guard requires that all deck officers serving on vessels of 300 gross tons or more be certified as Radar Observer. Since 1982 the only way to earn this endorsement is to complete an approved course of study. SHLSS is one of only 14 schools nationwide which offer this program. Since its introduction in the summer of 1984, Radar Observer training has become one of the most successful and well received programs at the school. This success is due in a large part to the availability of the SHLSS Shiphandling Simulator as -­ a training aid. This state-of-the-art system provides realistic hands-on radar training utilizing actual marine radar displays. The computer simulate.cl picture can be configured to represent open sea traffic situations for training students in collision avoidance techniques. It can also produce coastline and navigational aids for radar navigation training. In addition to radar plotting, students are instructed in the radar operation, basic preventive maintenance and the use of automated radar plotting aids (ARPA). .)[ik Instructor Dale Rausch discusses the solution to a complex radar plotting problem. Cocaine ''The King of Drugs'' Cocaine, also commonly called "coke," "snow," "gold dust," or "lady," is processed from the leaves of the coca plant which grows in the mountains of Peru and Bolivia. When cocaine was introduced to Europe and the United States in the 1800s it was hailed as the new medicine to cure asthma, colds, opiate addictions, depression, alcoholism and even corns. Its local a n e st h e t i c p r o p e r t i e s w e r e discovered at about the same time and it was widely used in surgery and dentistry. Before long, however, reports of fatal cocaine poisoning, mental disturbances and addiction began to surface. Cocaine was finally legally restricted by the Federal Harrison Narcotics Act of 1914 after 46 states had already passed laws restricting its use. With the introduction of the amphetamines in the 1920s cocaine was largely unheard of for the next 50 years. Its rise in status in the late 1960s coincides with the fall in the use of amphetamines. Cocaine acts as a direct stimulant on the central nervous system increasing the electrical activity throughout the brain and spinal cord. This produces an alerting response, decreases fatigue, and elevates mood. In toxic doses it will produce anxiety, a psychotic state, convulsions and death. When cocaine was reintroduced in the U.S. in the late sixties supplies were very limited and the cost quite high. As a result the drug was primarily used by the rich and famous. The thinking was that if you can afford it - you're worthwhile. However the price has been dropping from $150 a gram and is now roughly $50 a gram so more and more people are able to afford the so-called "King of Drugs. ''Estimates of the size of the present cocaine business is between $50 and $80 billion a year. Most cocaine brought into this country is in the form of cocaine hydrochloride with a purity of 90 to 100 percent. It looks like fine white flakes or rocks and feels powdery when crushed. Before it is sold on the streets it is usually cut several times with talcum powder, sugar, cornstarch and occasionally with amphetamines. The most common mode of use is by inhaling or "snorting" cocaine into the nostrils. The high lasts about 20 minutes after which another snon is taken. Cocaine can also be smoked after it is run through a process known as free-basing which "frees" the cocaine base fr o m the hydrochloride. When the b ase is smoked it is rapidly absorbed by Gill Pruitt and Michael Arendt work a radar plotting problem. L. to r. John Cook, John Cox and Michael Caldwell plot a solution to a radar problem. the lungs and carried to the brain in a few seconds-producing a sudden and intense "rush." The results of smoking freebase are identical to injecting cocaine hydrochloride intravenously. The pupils dilate, heart rate, blood pressure and respirations all increase. The euphoric high lasts only a few minutes and is followed by an equally intense crash with deep depression, shaking, nausea, irritability, and a feeling of loss. The best "cure" for the crash is to use more cocaine. This sets the person up for a binge that will last until he either runs out of cocaine or money. Thousand dollar a day habits have been reported but the average is closer to $100 a day. Research into the effects of cocaine use began only a few years ago and the findings thus far are alarming. What was thought to be a nori­ addicting drug has now been shown, with both animal studies and through user reports, to be even more addicting than heroin. Using cocaine . became more important than sex, eating, drinking or even surviving. Manic, paranoid and depressive psychoses have been reponed. Because of the anesthetic properties of cocaine, large doses have resulted in depression of the central nervous system ending in breathing failure. Deaths in emergency rooms across the country have been reponed from spinal convulsions, heart failure and very high fever. The methods of using cocaine each provide their own special types of medical problems. Snorting leads to irritation of the nasal membranes and sinuses which can reduce resistance to colds and upper respiratory infections. Over time snorting will break down the nasal mucous membranes and cause chronic sinus congestion, nasal sores and nose bleeds. Smoking cocaine freebase can result in chronic sore throat, mouth and a swollen tongue as well as respiratory problems. Injecting cocaine is particularly dangerous. As with any street drug it can be contaminated with bacteria or cut with dangerous chemicals. This can severely damage the heart, arteries, lungs, and even the brain. Using contaminated needles can result in skin abscesses, hepatitis, blood poisoning and endocarditis; all serious life-threatening illnesses. As with all other types of chemical dependencies there is no ''cure'' for cocaine addiction but it can be successfully treated. At the Seafarers ARC the emphasis is on changing the person's lifestyle and gaining total freedom from the use of all mind and mood altering substances. March 1 986 I LOG I 13 �New work: App11cat1ons are available at all SIU Counters � --Special QMELJ l:ourse Scheduled -- A special QMED-Any Rating course has been scheduled during the period of July 1 1, 1986 through September 5, 1986, to accommodate those members who have been sailing as Chief Electrician and do not have the QMED-Any Rating endorsement. Any member who has an FOWT and electrician endorsement on their seaman document and has Chief Electrician discharges may apply for this special QMED-Any Rating Course. To apply fill out the upgrading Application, indicate QMED-Any Rating (special) and send to the Admissions Office, SHLSS, Piney Point, Maryland 20674. James Allan Golder Buried in Seafarers Haven at Piney Point � As part of the all ports drive for new work. these members are completing employment request forms. L to r. Ray Ramirez, Jerry Borucki, SHLSS Vice President Ken Conklin, SHLSS Port Agent Edd Morris, Clancey Hennigan. sHLSS COURSE GRADUATES� � Refrigeration First row (I. to r.): Miguel Rivera, David Whittle, Corbin Piper. Second row (I. to r.): Eric Malzkuhn (Instructor), Willie Butts, Gary Dow, David Gordius. Delta Queen Training Group I. to r. Kevin Dunn, Bruce Holland, Alan Johnson, Robert Pou. Radar First row (1. to r.): Ronald Roman, N. Dawson, S. Hardin. Second row (I. to r.): David Jankowiak, Dale Rausch (Instructor), Jeffrey Higgins, Curtis Hintze. Conveyorman First row (1. to r.): Biii Foley (Instructor), Tom Lee, Brad Brunette, John Lltzner. Second row (I. to r.): Robert Hudas, Sam Johnson, Kerry Blultt, Jan Rhyne. Hagglund Crane I. to r. Manuel Rodriguez, Jimmy Skubna, Thomas Ball. Seallft Operations & Malnts. Officers Training Group I. to r. Waiter Purlo, Stephen Gasecki, Harry Alongi (Instructo r) Harold Vanderploeg, Joe Wlldgen Jr., William O. Johnson, Bill Hellwege (Instructor). , Seallft Operations & Maintenance First row (I. to r.): David Epstein, Lee Brady, Brad Gie rl ich, Joseph Martyn, H.J. Hinnant, Paul Duquette, Joe Marshall (Instructor). Second row (I. to r.): Dave Letterman, Mike Hunt, Carl Parry, Mike Ryan, Timothy Traynor, Timothy McCormack, John Roland. Third row (I. to r.): Harry Alongi (Instructor), Ray McKnight, Michael Arendt, Willlam Finhandler, Kevin Luck, Mike LasDulce. Fourth row (I. to r.): Biii Hellwege (instructor), Kyle White, Tim Smith, K. Thomas Cannon, Dan Ticer Jr., John Garnache, Todd Malnvllle. 14 /LOG I March 1986 Cook and Baker First row (I. to r.): Dorray Saberon, Robert Overton, Kelly Scott, Diane Cladianos, Rebecca Sleeper. Second row (I. to. r.): Leland Buchan (Instructor), Leonard Johnson, Larry Vickers, Edward Kirkland, Clancy Hennigan, Gary Havrllla (Instructor). �1986 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry The following is the current course schedule for the 1986 school year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: deck department courses; engine department courses; steward department courses; adult education courses; all department courses and recertification programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as possible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QMED ·Any Rating Check-In Completion Date Date July 11 September 5 September 19 December 11 Automation May 23 June 19 Marine Electrical Maintenance August 22 October 30 Marine Electronics (LASH Crane) October 31 December 12 Hagglund Crane Maintenance April 25 June 6 Refrigeration Systems Maintenance August 15 September 26 September 26 November 7 Deck Upgrading Courses Course License M ate (Third Unlimited M aster M ate Freight & Towing) Celestial Navigation Towboat Operator Scholarship Lifeboat Maintenance Diesel Engineer · Regular April 25 June 6 November 7 December 19 Diesel Scholarship April 25 July 4 Welding June 27 July 24 November 7 December 5 Hydraulics July 25 August 21 Fireman/Watertender & Oiler September 12 November 6 All Rating Upgrading Courses Check-In Completion Course Date Date Sealift Operations and May 2 May 30 June 6 July 3 Maintenance July 25 August 22 September 5 October 3 October 17 November 14 November 14 December 12 Steward Upgrading Courses Check-In Completion Course Date Date Chief Cook June 25 October 3 October 1 Jan. 9, 1987 M ay 7 A u g u st 15 October 3 Cook & Baker June 25 Chief Steward November 21 A u g u st 13 October 1 Jan. 9, 1987 November 19 Feb. 27, 1987 June 25 October 3 October 1 Jan.9, 1987 Completion Date A u g u st 1 October 10 April 11 M ay 16 M ay 23 J uly 18 May 16 May 27 October 24 November 14 October 10 November 14 October 10 November 3 Able Seaman April 4 Septem b er 2 October 24 Radar Observer May 16 May 30 October 24 December 19 J uly 18 November 14 May 30 July 31 November 28 Sim u lator M ay 2 July 18 November 14 May 16 August 1 November 28 Tankerman April 21 July 11 December 29 May 2 July 22 January 9 Radar Observer (Renewal) April 4 June 6 August 8 September 5 November 7 December 5 April 11 June 13 August 15 September 12 November 14 December 12 Recertification Programs & Operations Refrigerated Containers Advanced Check-In Date Check-In Completion Course Date Date Steward Recertification April 28 June 2 November 3 December 8 September 2 October 6 Bosun Recertification Adult Education Courses Check-In Date Course Completion Date For students who wish to apply for the GED, ESL, or next year, the courses will be six weeks in length and times: May 2 August 1 October 31 ABE classes for offered at these June 14 September 13 December 13 Seafarers who are applying for the upgraders Lifeboat classes and who are either ESL or may need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. These classes will be offered: June 27 July 18 September 19 October 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: Towboat Operator Scholarship Automation Able-Bodied Seaman Hydraulics QMED Able-Bodied Seaman --- May 16 May 16 July 18 July 18 September 12 October 17 May 23 May 23 July 25 July 25 September 19 October 24 Important Notice --­ Hotel Bill Payment Policy Changed Effective January 1, 1986 all upgraders' dependents staying at the Seafarers Training and Recreation Center at Piney Point will be required to pay their bills bi-monthly. This will help to lessen the burden of the cost of your stay. March 1986 I LOG I 15 �Upgrading Course Apply Now for an SHLSS .. . .,...... ........................ .......... .. ..................... .. ............. ..................... ........... ................. ... .. .. Sealarers Harry Lundeberg School of Seamanship Upgrading Application Name (llrsl) (Lisi) Date of Birth (Middle} Address ---­ ���� - MoJOaylYear �<i=:tr-------------------� _______________ _ Deep Sea Member 0 Social Security# Date Book Was lssued ______ Book# ______ Port lssued Senlority ______ ______ (Area Coda) Pacific O Department __ _ _ _ _ Port Presently Reglstel'ed In _ _________ ___ _ _ ________________ __________ __ _ Are you a graduate of the SHLSS Trainee Program: 0 Yes Trainee Program: From No 8 (if yes, flll In below) ��to.��------ (dates attended) ______ Have you attended any SHLSS Upgrading Courses: 0 Yes Course(s)Taken -��� ----­ Lakes Member 0 Inland Waters Member 0 ______ Endorsement(s) or License(s) Now Held Telephone (Zip Code) (Slate) (City) No C (if yes, fill in below) ________________ _ ________ _ ________ _ Do you hold a letter of completion for Lifeboat: O Yes No 0 Firefighting: O Yes No 0 CPR: 0 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 ENGINE D T1nkerm1n 0 AB Unllmlled DAB Limited 0 AB Specl1I 0 Towboat Oper1tor lnl1nd 0 Towboat Operator Nol More Thin 200 MllH 0 Towboat Oper11or (Over 200 MllH) 0 C.IHtllf N1Vlg1tlon C M11ter ln1pected Towing Ve11el 0 Mete ln1pecled Towing VHHI D 18t Cla11 Pllol O Third Malt C1lt1tl1I Navigation 0 Third Mete 0 R 1dar Ob1trver Unllmlttd 0 Slmul1tor Courie O S.1llft Oper1tlon1 & Mefnlenance No transportation will be paid unlen you present or1gln1I receipts and successfully complete the courH. 0 FOWT 0 QMEO-Any R1llng C M1rln• Eleclronlcs D Merine Electrlc1f M1lntenance 0 Pumproom M1lnten1nce I Operetlon DAutom1tlon D Refrlger1tlon Sy1tem1 Malnten1nce I Opet'atlon1 0 DleHI EnglnH C A11l1t1nt EnglnHr (Unlnspected Motor VHHI) 0 Chief Engineer (Unln1pecled Molor Vt11tl D Third A11I. EnglnHr (Motor ln1pected) 0 Rtfrlgertltd Contt lnt ra Advanced Maintenance 0 M1rlne Eleclronlc1 (LASH Crin•) D Hydr1ullc1 C Hagglund Crane Maintenance STEWARD !J 0 0 C C A11f1tanl Cook Cook I Baker Chief Cook Steward Towboat Inland Cook ADULT EDUCATION DEPARTMENT iJ Adult BHIC Education (ABE) C High School Equlv1lency Progr1m (QED) C O.v1lopm1nl1I StudlH ;J Engll1h .. 1 Second Ulngu1ge (ESL) ABEJESL Lifebo1t Prep1r1t1on ALL DEPARTMENTS 0 Weldlng 0 Llfeboatman D SHllll Oper1tlon1 I Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever Is applicable.) VESSEL 16 I LOG I March 1 986 RATING HELD DATE SHIPPED DATE OF DISCHARGE �Congressmen, Labor Leaders Seek New Solutions to Old Problems There was good news and there was bad news to report as some 200 rep­ resentatives from 43 AFL-CIO na­ tional and international unions gath­ ered in Bal Harbour, Fla. last month for a meeting of the Maritime Trades Department. In his address 011 the state of the maritime industry at the beginning of the two-day meeting, MTD President Frank Drozak reported an upswing in the numbers of civilian-manned mili­ tary support vessels, but that these " new" jobs are doing no more than offsetting the losses in the private sector. Drozak also noted that the Reagan administration has continued to send American jobs overseas in the name of ''free trade , ' ' and he warned that "the continued erosion of our basic industry base and of our nation's mer­ chant marine is leading the U . S . to the edge of economic disaster, social collapse and a flawed defense capa­ bility . " T o correct a t least a part of these growing problems, the MTD executive board, in a unanimous statement, af­ firmed its commitment to work for " a strong, militarily useful U . S . -built, op­ erated and crewed merchant fleet, sup­ ported by an adequate pool of trained labor, adequate funding and meaning­ ful government support. " Drozak inted out once again , however, that without cargo the whole program collapses . He said: "Cargo is the key factor in the use of American vessels and in creating the demand for new ships. Yet we lack a positive national commitment to putting more cargoes on U .S .-built, U . S . -manned vessels . " In a number of policy statements, the MTD executive board termed the current state of the industry "deplor­ able." They blamed this on bad plan- p0 ning and outright neglect that has con­ tinued through several administrations. The maritime labor leaders cited the elimination of construction subsidies, the cutback of the operating subsidy program and opposition to needed cargo preference programs as evidence of the administration's insensitivity to the problems of the nation's maritime industry. More bad news came from AFL­ CIO President Lane Kirkland who said in an address to the MTD board meet­ ing that President Reagan's budget message targets the remaining federal maritime programs for further cuts. He cited administration proposals to end the ship construction Joan pro­ gram and to repeal the hard-won cargo preference compromise that the Con­ gress overwhelmingly endorsed just last year. The administration's claim that these cuts--and others programmed in health, housing, education and government service-are needed to manage the federal budget deficit does not hold water, Kirkland said. Sounding a warning, Kirkland told the MTD board: "I don't need to tell you what these budget proposals mean to this country in terms of jobs, our economy, of national sealift capability and of en­ ergy independence ." "Tip" O 'Neill came to the MTD board meeting-as he had done many times in the past 16 or more years­ to speak some plain truths to his many friends and supporters . "Tip" is Thomas P. O'Neill, Democrat from Massachusetts, Speaker of the U . S . House of Representatives, and a pub­ lic official for 50 years. He talked about the failed policies of the Reagan administration which have produced "five straight years of record budget deficits," a disastrous (Continued on Page 18.) AFL-CIO President Lane Kirkland shares a light moment with MTD Board members before laying out the somber facts about the loss or many thousands or American jobs through the "ruinous" trade policies or the Reagan administration. At right is MTD President Frank Drozak. Jobs and Job Security MTD Board Acts on Issues Vital to Maritime Workers While the statement on Maritime Policy (see page 1 9) was the broad statement of concern of the MTD's recent meeting, the board dealt with a number of specific concerns con­ fronting maritime workers, their unions and their industry. These are some of the issues that were debated and adopted as state­ ments of MTD policy: • Endorsed legislation to establish a federal build and charter program to construct militarily useful merchant vessels for charter or lease to com­ mercial operators . • Backed a measure to require that structures used in the offshore pro­ duction of oil and gas be built in the United States and that at least half the Thomas P . "Tip" O'Neill, Speaker or the U.S. House o r Representatives, urges an attentive audience to go back to labor's basic principles or organizing, fighting for bread and butter, concern for health and education, "rewarding your friends and punishing your enemies." materials used be of domestic origin. • Urged Congress to establish a port-development program that will enable large , deep-draft vessels to call at U . S . ports and thus enhance the competitiveness of American exports such as oil and gas while ensuring fair application of costs. • Supported measures to assure a fair share of the carriage of Japanese auto imports to the United States aboard U . S.-flag ships. • Called for legislation to deal with critical problems facing the U . S . deep­ sea fishing industry as a result of the increasing importation of foreign fish products , the predatory practices of other fishing nations , and the soaring cost of insurance for Americ�n fishing vessels. • Supported measures to develop a comprehensive port development pol­ icy which would ensure a fair alloca­ tion of costs including local fees as­ sessed to shippers and relevant port authorities and not levied against ship operators. It urged that all port de­ velopment projects be performed by U . S . -flag dredges, with strong empha­ sis on small business " set asides" for the benefit of small dredging contrac­ tors. • Urged the immediate and vigor­ ous pursuit of bilateral and multilateral agreements with our trading partners in order to restore the U.S . to its influence in the world economy . • Strongly supported the develop­ ment of a fair trade policy which rec­ ognizes that the U.S . is not meant to be the dumping ground for products built to satisfy some other nation's industrial strategy. The MTD warned that if the U . S . does not act quickly, our nation' s industrial base, job ex­ perience and military strength will be dangerously eroded. March 1 986 I LOG / 17 �U.S. Needs A Strong Merchant Marine Rep. Norman F. Lent Republican, 4th Dist., New York ers in the event of death or injury in the maritime industry. Our committee already has held two hearings on this I want to share some of my thoughts matter and will consider it further this on the state of the American merchant year. marine and what the Congress can do The combined interests of merchant to provide for a stronger and more seamen as well as commercial fisher­ viable maritime industry. As the ranking Republican on the mittee, I am aware that this industry. ing on involves the administrative de­ There are many factors that have contributed to the decline of our mer­ task before our committee is to reverse maritime policy. The fact is that other maintain the integrity of our cargo to help their maritime industries to preference programs and pursue other their shipbuilding. supply and support ability of cargo. The basic premise industries. Other nations engaging in bilaterial trade with the U.S. insist their ships be protected. while the U.S. plays "Mr. Nice Guy" and lets the Japanese bring in their autos on Japanese ships; lets the foreign oil come in on just about anything that floats flying a for­ eign flag; and lets the Soviet Union and the Eastern European nations en­ gage in the most blatant predatory rate-setting for cargoes! How can we begin to reverse this situation that has developed since the end of World War ll? Our Committee on Merchant Ma­ rine, mindful of the sad plight of the merchant marine, has before it a num­ ber of proposals. We recognize that the federal focus is on the construction <?f military ships as we move towards President Reagan·s and Navy Secre­ tary Lehman· s goal of a 600 ship Navy. But while this goal should be sup­ avenues which will result in the avail­ behind the cargo preference policy­ support for the U.S. merchant ma­ rine-is as valid today as it was when it was first conceived in 1936. As you know, thanks in large meas­ ures to the efforts of Frank Drozak and other maritime trades leaders, we had a notable achievement late in 1985 in the enactment of the new federal preference program in the context of the nation's farm exports. The new preference program will continue to support the merchant marine as we expand our Food for Peace and other committee will be watching the imple­ mentation of this program because we want to make sure the agencies follow Another cargo issue that the Con­ oil. The Congress has stated on several ward on several fronts at the same time. decision was limited in scope and only granted veterans· status to a very small this further with formal hearings. In dition for the good of the working men decision. The committee may pursue my opinion. these merchant seamen who were '"needed in war"-have . now been '"forgotten in peace. . We must make sure that proper recogni­ tion is given for their service during the war. .(.: * I want to close on Furthermore. the federal govern­ maritime industry. and not impede its implement existing authorities in a flexible way in order to encourage eign operators must continue. We must recognize there is a disparity between U.S. and foreign costs of operation question of increasing American car­ interests must stop. All sectors of this Above all. bickering among U .S. goes. These bills deal with interna­ important industry-ship owners, union for shipping and the carriage of im­ tives, ship builders, and governmental other by Subcommittee Chairman Mario Biaggi. Both of these measures must be evaluated as to their ability to assure greater cargo for U.S. ves­ sels. * * * One item that should be of interest 18 I LOG I March 1 986 Efforts to improve cost efficiency and to compete more effectively with for­ and react accordingly. sored by Chairman Walter Jones, the C. E. DeFries, president of the National Marine Engineers Beneficial Association, called for strong measures to protect pas­ sengers and crews of U.S. vessels against acts of piracy and terrorism. In the final analysis. however, the mittee two other bills that seem to ported automobiles. One bill is spon­ to you is the legislation dealing with the problem of fishing vessel owners to obtain liability insurance and federal laws covering seamen's benefits and the limitation of liability of vessel owr't- Norman Lent (R­ N .Y. ) , and Thomas Manton (D-N.Y. l. ket. in the hands of the industry itself. tional bilateral trading arrangements tatives David Bonier (D-Mich.l. Bob Carr (D-Mich.), companies should operate in that mar­ given very serious consideration be­ have merit in that they address the Other members of Congress who addressed the meeting were Represen­ are not insur1�1ountable. There is a fate of the U.S. merchant marine lies We have pending before the com­ and women of this nation. an optimistic note. the Cook Inlet region. This must be such oil exported in foreign-flag tank­ these leaders to continue in this tra­ Despite my comments on the prob­ chant vessels. This means we must ers. job security. standard of living and lems faced by the maritime industry, greater efficiency in the marketplace. total exports-and we don't want any America the world leader in social * lieve we should now start exporting cause it could open the flood gates to American Labor Movement that built individual freedoms. He then urged occasions its unwillingness to allow oil from the lower part of the state in ing the MTD meeting that it was the partment asking them to expand their mittee in a letter to the Defense De­ First of all. we must continue to seek adequate cargoes for our mer­ O'Neill reminded the presidents and other officers of the 43 unions attenJ­ reform, public education, health care. development. The government must understand there are some who be­ gress. several other members of our com­ of the D-Day invasion. l joined with consideration of the export of Alaskan I some things about the labor movement throughout his long tenure in Con­ the social programs that have made ment should do more to support the North Slope oil to be exported. this year and will not run for re­ group of men who helped in one aspect its new budget. And the Congress will have to correct this. of the maritime industry. We face problem that demands we move for­ War II. As many of you know, the worldwide market for shipping and our gress must scrutinize carefully is the a whom we could not have won World through with the new formula which ported. it must not be held out as a panacea for our shipyards and the rest to Europe and the Pacific without The problems are serious, but they the administration doesn "t support in It was "Tip" O'Neill's last appear­ ance at the MTD's meeting as an election. He took this occasion to say humanitarian assistance programs to needy nations around the world. Our history.'' War ll service. These are the men carried the troops and war materials Rep. Norman F. Lent biggest peacetime military buildup in elected official. He is stepping down President Truman referred to. who that trend and to develop a national history. and a reckless defense spend­ cision on granting veterans· benefits to U.S. merchant seamen for World chitnt marine. I believe the greatest compete for cargo. These efforts help ing spree which has resulted in ··1he One other issue we have been work­ military), is in serious trouble. maritime nations do far more than ours ments on changing the existing legal and their survivors. and to its security (both economic and free-trade policy which has created the lowest balance of trade in modern framework available to injured seamen which is so important to our nation (Continued from Page 17.) men dictate that we look at this care­ fully and not make any hasty judg­ Merchant Marine and Fisheries Com­ MTD Vows To Rebuild U.S. Industry leadership. shippers, port representa­ officials--must understand that the days of unlimited federal financial support are over. I am convinced that this industry will continue to provide our nation with an international presence in trade and a strong national defense through its shipyards, merchant fleet, trained seamen, and port operations. In this effort, I look forward to working with Frank Drozak and the Executive Board of the Maritime Trades Department of the AFL-CIO and its 43 affiliated unions. You have my encouragement and support. MTD Vice President Stephen J. Leslie urged the U.S. to begin the "vigorous pursuit of bilateral and multilateral trade agreements to restore the U.S.'s position in world econ­ omy." He said the highest priority should be given to restoring the U.S. as "an eco­ nomic world leader.'' �MTD Adopts National Maritime Policy AFL-CIO Research Director Rudy Oswald criticized the federal cuts in health, housing, welfare, education and government serv· ices. He said that Reagan's claim that there is no other way to manage the federal budget deficit "simply does not hold water." The economy and national security of the United States requires a strong, vital merchant marine. Yet the history of this nation has been marked by repeated cycles of maritime neglect spawned by peacetim� complacency . The relative freedom from war en­ joyed over the last decade has coin­ cided with an accelerated decline in our commercial fleet . This decline has continued through several administrations whose com­ bination of bad planning, absence of planning and neglect has created a deathwatch over the American mer­ chant marine . In recent years, the federal government has eliminated the Construction Differential Subsidy pro­ gram and has proposed foreign con­ struction for subsidized operators. B y cutting Operating Differential Subsidy and permitting buy-outs, the govern­ ment has put U . S . -flag shipping in a less competitive stance. Our world position has been further undercut by opposition to the Law of the Sea Treaty, resistance to negoti­ ating bilateral agreements with our trading partners, and attacks on our cargo preference laws. Ultimately , cargo is the key factor for using American vessels and for creating the demand for new ships. Yet we lack a positive national com­ mitment to putting more cargoes on U . S . -built, U . S . -flag vessels. Con­ gress is well aware of the decline of the maritime industry and has been the focus of countless pages of testi­ mony and resolutions. Nonetheless, we do not presently have, nor have we had for many years, a practical , Labor Wins on Tax Reform Rep. David Bonier Democrat, 12th Dist. , Michigan Despite some of the labor-bashing that has gone on in Congress, I think labor has done pretty well of late. The labor movement scored a major leg­ islative victory on the Tax Reform Bill last session and now stands poised to score again with major trade legisla­ tion in this session. Labor lobbyists played a major role in getting a remarkable Tax Reform Bill through the Ways and Means Committee and then through the House. The House-passed bill is a truly his­ toric document. It is certainly the most far-reaching revision of the tax code in our lifetime. Just over a decade ago , Americans thought the federal income tax was the fairest of all taxes . Today it is perceived to be the least fair of all taxes . Over the years, tax loopholes have eroded the tax base until today they number over 1 07 and are pro­ jected to cost one half trillion dollars in 1 986! The corporate share of the tax bur­ den has been allowed to fall from about 27 percent in the 1 950s to barely 6 percent today . It is no wonder working men and women have become resent­ ful of the tax system that makes them pay the taxes corporations and wealthy individuals have been able to escape. But the House-passed Tax Reform B ill will reverse this devastating trend. It will provide genuine tax relief to America's middle clas s . For those making between $20,000 and $50,000 a year, it will mean an 8-10 percent decrease in taxes. Six million of the nation's poor and working poor will be relieved oftheir tax burden through increases in the personal exemption and standard deduction. Labor beat back the strong move­ ment to tax fringe benefits. Labor beat back the attempts to eliminate the home mortgage deduction and child care credit. The House of Representatives has seldom seen the intense lobby effort produced by this Tax Reform B ill . But the labor lobbyists clearly reflected the will of middle-income America. I believe it was their support that tilted the balance in this "clash of the Ti­ tans" and now gives us the ch�nce to Rep. David Bonier strike boldly at the fundamental ineq­ uities of our tax system. I think working America's voice will again be heard in thi s session of Con­ gress as we address our mounting trade deficit and the inadequacies of current trade law . Over the last four years, our trade deficit has set one new record after another. In 1 985 , the trade deficit ran around $ 1 50 billion­ more than triple its 1 982 level-making us a debtor nation for the first time in history. The tragedy is this deficit has already cost us over two-and-one-half million jobs and costs us more every day. This deficit especially hurts Ameri­ ca' s older industries such as autos and steel . But the U . S . trade share has also been declining in seven of the 1 0 leading high technology industries . There is definite congressional in­ terest in tackling the trade deficit . In fact, there was a flurry of trade bills introduced toward the end of last ses­ sion. But no one bill has yet emerged as a consensus Democratic measure . Looking at the bills already out there and listening to business and labor, I think there are ideas which among other important measures must be in­ cluded in a trade bill. The first is encompassed in the Trade Emergency and Export Act intro­ duced by Richard Gephardt and Dan Rostenkowski. The bill calls for the imposition of a surcharge on the im­ ports from countries such as Japan, Korea, Taiwan and Brazil. They would be given one year to begin opening their markets to American goods . If they did not, the president would have the authority to levy a surcharge on their import s . Money raised from the surcharge would be used to reduce the federal deficit. The second area of relief should include measures to help compensate for the adverse effects on American domestic markets of a practice called "targeting. " Foreign countries often target one of their domestic industries for huge government subsidies. Import products that result from these sub­ sidies are sold very cheaply in the U . S . and crowd out our own domestic markets. Third , I think there must be condi­ tionality . There must be a requirement that companies which receive in­ creased income as a result of trade protection legislation, must reinvest that income into the industry benefit­ ing from the protection. It seems every other day I read or hear about the death grip American labor unions find themselves in . Al­ legations are made that the labor movement no longer has any real leg­ islative impact. I do not believe that. I think labor performance on the Tax Reform B ill puts an end to those charges. Labor was united in effort , focused in attention and remarkably successful . I expect a repeat perform­ ance on the trade issue and look for­ ward to working with you again. 1 986 MTD Board Meeting A Special Report comprehensive national maritime pol­ icy to reverse the downward course of the merchant marine. The deplorable state of the maritime industry is due in large part to the fact that important promotional proerams have been whittled away in previous years. In the absence of government initiative, numerous legislative pro­ posals have been forthcoming from the industry. However, because of the diverse needs of the industry' s inde­ pendent but interrelated sectors , a consensus has not yet been developed for any comprehensive legislation. In the absence of a broadly supported proposal , federal officials and legisla­ tors often have been relegated to the role of mediator between conflicting interests instead of working to imple­ ment programs which would spur the industry' s overall revitalization. Unless Congress, the administra­ tion, management and labor join to­ gether to initiate a substantive course of action, all will be witnesses to the demise of the American merchant ma­ rine as a commercial entity and an essential component of our national security . Only by working together can these disparate groups reverse the decline in the maritime industry. The Maritime Trades Department, AFL-CIO, reaffirms its support for a strong, militarily useful U . S .-built , op­ erated and crewed merchant fleet sup­ ported by an adequate pool of trained labor, funding and government sup­ port. We call to action all parties with a compelling interest in a healthy mer­ chant marine , including government agenc ies, members of Congress, ship operators, shipbuilders, representa­ tives of associated industries and mar­ itime labor to join together for the purpose of formulating a program and strategy incorporating a comprehen­ sive national maritime policy for the revitalization of the U . S . commercial fleet. SIU Legislative Director Frank Pecquex reported on the legislative priorities of the Maritime Trades Department, and urged closer participation among all labor orga­ nizations in the face of Reagan's policies which are driving American jobs out of the country. March 1 986 I LOG I 1 9 �The SIU of Canada was well-represented at the MTD Board meeting. From left are Vice Presidents Richard Thomasson, Andre Bansept, Hedley Harnum and Secretary-Treasurer Roger Desjardins. Capt. Robert W. Kestleloot, director of the Strategic Sealift Division of Naval Operations, warned that the merchant marine of today is inadequate to supply sealift support for our Armed Forces. Alan Kistler, director of the AFL-CIO Department of Organization, said that new techniques based on old labor traditions are needed to organize the "new breed of workers" in America. Rep. Bob Carr (D-Mich.) told the maritime lat that he "wholeheartedly" supported their effort the U.S. merchant marine. "/� � � rs1"/ I � r----� . l / William Baxley, lieutenant governor of Al­ abama, has been a key political figure in the MTD's grassroot's campaign, and has been a distinguished public servant in his home state for more than 20 years. 20 I LOG I March 1 986 John Wells, secretary of the Kentucky Labor Cabinet, is another distinguished state official who has worked with the I political campaign. Wells has addressed labor gatherings around the nation, including last year's SIU Convention in I and he has proven himself to be a friend of working men and women. �Scenes from the MTD 3oard Meeting Steve Edney, national director of the United Industri�I Workers, thanked the MTD board members for their support of the UIW's efforts to organize cannery workers on the West Coast and in Puerto Rico. ers 1ild AFL-CIO Legislative Director Ray Denni­ son outlined the Federation's priorities on Capitol Hill, which include the priorities of the Maritime Trades Department. George KnaJy, internati(•nal representative for the Brotherhood of Electrical Workers, dis­ cusses the important "Buy American" provi­ sions of the resolution dealing with exploration and drilling equipment on the outer continental shelf. MTD Executive Secretary-Treasurer Jean Ingrao once again organized a flawless two-dav board meeting. Here, Jean opens the session with an explanation of the resolutions that will be debated and ac� upon during the meetings. Page Groton, assistant to the president of the Brotherhood of Boiler­ makers and Iron Shipbuilders, expressed strong views on the importance of a build and charter program to revitalize America's shipyards. · ,- grassroots oint, Md. , John Kenneally, general vice president of the Hotel & Restaurant Workers, intro­ duced the key resolution on international trade. � i�·· · �· ! ; •; • • • • •!• �! i �i�li\ ,ir�jtnm:, �:i�! ;,�:.w,wr�:=�� . � Roman Gralewicz, president of the Seafarers International Union of anada; confers with MTD General Counsel Howard Schulman during a break in the board meetmg. March 1 986 I LOG I 21 · -· ·-··--· ·· - - ----- --�------· �The U . S . Fishin g I nd ustry-Str uggl i ng i n Hard Ti mes Hard times continue to befall the fishing industry. All along the waterfronts the refrain is the same-landings are down, costs are up, the market is depressed. The problems within the fishing industry include unfair foreign competition, dumping of fish and fish products in the U . S . marketplace, unworkable tariff structures and the steady escalating costs of securing Hull and Protection and Indemnity insurance coverage . Individually, these factors tend to influence the highs and lows of the industry ; combined, these factors have undermined and undercut the domestic fishing market. Despite the enactment of major laws to protect U . S . fishermen from unfair competition, the industry continues to be hurt by the unfair and predatory practice s of other fishing nations. On the East Coast, American fishermen are plagued with cheap imports of subsidized fresh fish from neighboring countries . The Canadian government through grants, loans, special tax treatment and other practices is unfairly subsidizing Canadian exports of cod, haddock, pollock, hake, flounder and sole. U . S . imports of Canadian fish totaled $53 . 3 million in 1 984. This glut of Canadian fish has caused economic hardships to New England fishermen and processors. It has depressed prices and caused the loss of U . S . jobs and earnings. American fishermen have been undersold because of unfair subsidies which give Canadian fishermen the upper competitive edge and allow them to sell their fish in the U . S . at lower prices while still enabling them to make a profit. The time has come for American fishermen to obtain marketplace equity so that their traditional way of life may be preserved. * * * This situation is not confined exclusively to the East Coast. In Alaska, cannery workers are facing a severe problem due to the acceleration of joint ventures off their coast. In these joint ventures, American fishermen harvest the fish and sell it "over-the-side" to processing vessels of foreign nations. The U . S . tuna industry has not escaped the damage of unfair competition from foreign fishing nations. These nations , particularly Japan, Taiwan, and the Philippines are penetrating U . S . tuna markets at alarming rates because of the existing low tariff for tuna packed in water. And Japan continues to refuse to open up its markets to processed American fish products. The time has come for American trade negotiators , as part of an overall effort to seek a balance of trade between our two nations , to request that unfair restrictions to entry of American processed fish products be removed. * * * The U . S . fishing industry is a vital component of the American economy and must be protected from the unfair practices of foreign fishing nations. Other fishing nations with substantial fishery resources have established programs and provided government support to render their fleets more competitive, and the U . S . government must follow suit. Because our current federal programs designed to assist our nation's fishing industry are inadequate to meet current and future needs, Congress should act now to develop initiatives which will encourage and support investment in U . S . fishing and canning operations, and will protect the rights of all U . S . fishermen. * * * Finally, this problem is no longer being ignored by the U . S . government. The Commerce Department recently issued a preliminary ruling that certain imports of fresh fish from Canada are illegally subsidized . The ruling involves imports of fresh whole and fresh fillets of cod, haddock , pollock, hake and flatfish. The Commerce Department's preliminary ruling found that 19 programs administered by the Canadian government and 20 programs administered by the provinces of Nova Scotia, New Brunswick, Prince Edward Island, New­ foundland and Quebec were providing subsidies to the Canadian fishing industry. As a result, the Commerce Department is imposing an equalizing duty of 6 . 85 percent of the value of the fish to offset the price advantage that subsidized imports have over domestic products which are not subsidized. Commercial fishing is by its very nature a very dangerous business. Statistics indicate that it is one of the most dangerous occupations in the United States, with a death rate seven times the national average of all industries and twice that of mining, the second-most hazardous occupation. Coast Guard figures show that an average of 250 U . S . fishing boats sink and 75 fishermen die off the nation's coasts each year. Yet in safety matters, the fishing industry remains virtually free from any government inspection and regulation. Rising insurance premiums make the safety problem worse by forcing boats to operate in more marginal conditions. The Maritime Trades Department wholeheartedly supports enacting legis­ lation that would help resolve the crisis. Such legislatton must offer adequate payments for injury and must also set adequate crew and vessel safety standards . The United States has long recognized the dual role of the U . S . merchant marine in commercially transporting the commerce of our nation during peacetime and in serving as an essential military auxiliary during war or national emergency. Yet despite the national importance of this historic dual function, U . S . maritime invariably has been neglected in times of peace and been permitted to deteriorate and decline. As a result of such government indifference, the industry today is on the verge of extinction. Fortunately, however, congressional leaders understand the strategic importance of the U . S . merchant marine and domestic shipyards to our nation, and they are currently promoting legislation which may help to revitalize both industries. I n late 1985, Sen. Ted Stevens (R-Alaska) introduced and held a hearing on legislation to establish a federal build and charter program to construct militarily­ useful merchant vessels for charter or lease to commercial operators . The concept is patterned after the successful Mariner Program of the 1 950s in which 35 militarily-useful breakbulk vessels were built by the government and sold to U . S . operating companies. Under the current proposal, a federal revolving fund would be set up to finance the construction in U . S . shipyards of vessels which have a direct military utility. Once constructed, these vessels would be either leased or chartered to U . S . commercial operators for use in the U . S . foreign trades , with the proceeds from the lease o r charter transaction being deposited back into the revolving fund to finance the construction of additional vessels. The primary obstacle to such promotional proposals in the past-available federal funding-has already been overcome. In Dec. 1 985, Sen. Stevens succeeded in earmarking $852 million in unobligated Navy funds for funding a new Mariner program. This legislation was then considered by a House­ Senate conference committee where, as a result of MTD affiliate action, the House conferees agreed to endorse this program. U oder the provisions of the funding measure, however, none of these funds can be used until proper authorizing legislation for the new Mariner program is enacted by Congress. The MTD supports the prompt consideration and enactment of legislation in the 99th Congress which will officially establish this new federal build and charter program. Development of this program would aid the entire U . S . maritime industry by: • providing desperately-needed work for U . S . shipyards ; • adding economically-priced and modern new tonnage t o the active U . S . fle et, and • increasing the number of militarily-useful U . S . -flag vessels active in the commercial trades. The MTD urges its affiliates to support this legislation and any other measures which would take positive steps to rebuild a strong and healthy U . S . merchant marine . Much has been discussed in recent years regarding the huge trade imbalance between the U . S . and Japan. U ntil recently, virtually the entire focus on this trade relationship has been on merchandise and agricultural trade , and little has been mentioned regarding trade in services. But trade in services is now receiving increased attention, and maritime service trade in particular is being prominently discussed. Just as in general merchandise trade with Japan, maritime trade in services between the two nations is tilted heavily in favor of the Japanese. This is especiall y true in the automobile carriage trade, where millions of Japanese cars are imported each year into the United States . Because i t i s left u p t o Japanese auto manufacturers t o determine which ships will transport their autos , and because as part of a national maritime policy the Japanese strongly promote the use of their own ships, Japanese vessels overwhelmingly dominate this ocean transport trade. More than 85 percent of the 600 vehicle-carrying vessels operating worldwide are owned, operated or controlled by Japanese interests, and more than two-thirds of this enormous Japanese vehicle fleet is engaged in the U . S . -Japan auto trade. Primarily , it has been the restrictive shipping policies of the Japanese which have excluded U . S . vessels from the U . S .-Japan car carriage trade . Two-thirds of the' vessels engaged in the trade are flag-of-convenience vessels either owned or controlled by Japanese interest s ; the other one-third of the trade is composed of actual Japanese-flag vessels. While it would be unreasonable to expect U . S . vessels to compete against low-cost flag-of-convenience vessels, one would expect that U . S . -ftag vessels would compete for a share of the trade carried by comparabl y costing Japanese­ flag vessels. Since U . S . vessels have been unable to break into the trade, however, it can only be reasonably deduced that U . S . vessels have been excluded from the trade by restrictive and discriminatory Japanese trade practices . T o rectify this inequity, legislation has been introduced i n Congress to facilitate U . S . access to this trade. In the Senate , Sen. Frank Murkowski of Alaska introduced S . Re s . 223, a resolution which urges the president to negotiate a bilateral agreement with Japan for the U . S .-flag carriage of Japanese automobiles . In the House, Rep. Walter Jones of North Carolina, chairman of the House Committee on Merchant Marine and Fisheries , sponsored a bill (H.R. 3655) which would establish and expand U . S . auto carriage capabilities by mandating that U . S . -flag vessels carry Japanese autos to the U . S . in numbers equal to those carried by Japanese-flag vessels. The MTD supports these legislative means of opening up the U . S . -Japan auto trade . The MTD also supports efforts to open the trade through direct negotiations between Japanese auto companies and U . S . maritime interests. 22 I LOG I March 1 986 �The Injustice and the Tragedy of South Africa The following address was delivered to the MTD Board meeting by William Lucy, secretary-treasurer of the American Federation of State, County & Municipal Employees , AFL-CIO, and a member of the MTD Board. Before you act on the matter of South African Apartheid, I want to tell you why the AFL-CIO and the majority of its affiliated unions, in­ cluding AFSC M E , actively oppose American ties to the South African regime . There are 3 1 million people in South Africa. The law there divides them into three classes . There are 4 . 5 million whites, and nearly all of them live the good life . There are 4 million Asians and col­ oreds , t hat is, anyone who is not 1 00 percent white. These 4 million have limited social, economic and political rights. Then there are 22.5 million blacks73 percent of the population. This overwhelming majority of South Af­ ricans have virtually no rights what­ soever. If you're a black South Afri­ can, you can't vote, can't work in many occupations , can ' t own land in most of South Africa, can't even live where you want Eighty-seven percent of South Af­ rican land is reserved for whites. The remainder-and it' s the most desolate in the country-has been made into a series of black reservations, and some 3 . 5 million of their inhabitants were moved into them forcibly . On those reservations, just about all business, right down to grocery stores and beer halls, are owned and controlled by the South African government. If you live on a black reservation �nd want a permit to peddle fruit in the muddy streets, you're required to get 36 pages of approvals, and spend probably two years of your life doing so. If you're black and work in a white area, you have to leave your family behind. You may not see your spouse or your children for 1 1 months at a time . If you 're black and work in a white area, all services and facilities are rigidly segregated: buses, theatres, stores--everything. If you 're black, you 're not allowed in a white area without a passbook . The passbook includes your photo, fingerprints, work record , travel per­ mits, the name of your reservation and your family history. If you 're caught without a passbook , you go to prison. South Africa now has the highest per capita prison pop­ ulation in the world, including Soviet Russia. The overwhelming percent­ age of inmates are black, and most are there because they didn't carry a pass­ book. Black South Africans make up 72 percent of the workforce . They get all the tough and menial jobs. Most work for a quarter or less of the wages paid whites in similar occupations. If you're a black South African child, you face certain other difficulties. Your chances of dying as an infant are five times greater than those for white s , and i f you survive infancy , t h e state will spend 25 times as much educating a white child as it does you. If you grow up, you can expect to live 57 years compared with 70 years for whites. South Africa's system of racial sep­ aration and exploitation is called Apartheid, and it is based on the same interpretation of the Bible adhered to by the Ku Klux Klan and other Amer­ ican hate groups . Apartheid includes a spider's web of police-state laws, laws that make any indication of dissent high treason and permit indefinite imprisonment without trial . Workers-white or black-who plan, lead, or even partic­ ipate in a strike are liable to penalties that include imprisonment and death. In effect , South Africa is a modem slave state, a massive industrial plan­ tation with powerful similarities to the Germany of the 1 930s, and its lead­ ership includes some who were jailed in World War II for helping the Nazis. And Apartheid could not have come to pass or endure without the active help of American corporations. A few years ago Fortune magazine, a kind of glossy house organ for cor­ porate America, carried in its pages a story that began : " The republic of South Africa has always been regarded by .foreign in­ vestors as a gold mine, one of those rare and re.freshing places where prof­ its are great and problems small . . . and labor is cheap . " Because of this rare and refreshing climate, U . S . corporations currently have $ 1 5 billion invested in South Africa, almost a quarter of its gross national product. Because of this rare and refreshing climate, the U . S . is South Africa' s largest trading partner, second largest foreign investor, and the source of a full one-third of its international credit. American corporations, including 57 of Fortune's top 100-control 57 per­ cent of South Africa's computer mar­ ket , 45 percent of its oil market, and 33 percent of its auto market. South Africa sells to U . S . corpora­ tions agricultural products , uran iu m , coal and steel-some $2.5. billion worth in 1 984 . . . and I think you'll find that little of it was carried in American bottoms . The current administration in Wash­ ington was warmly hospitable to the South African regime until late last year, when public revulsion forced it to impose weak and largely i neffective sanctions. Within South Africa the chief op­ ponents of Apartheid have been the main-line churches-Episcopal, Ro­ man Catholic and others-and the black labor unions, which are remarkable i n that they exist despite mass firings, mass arrests and brutal police repres­ sion. When a South African labor leader is taken to j ail , it has often proved to be a one-way trip, because in South Africa's jails prisoners appear to have developed the ability to beat them­ selves to death. A FSCME, the union I represent , William Lucy has actively opposed U . S . assistance to Apartheid since 1 980. We have urged state and local governments, institutions and pension funds to di­ vest themselves of stocks in U . S . com­ panies operating in South Africa. We have lobbied on Capitol Hill for a tougher stand against South African fascism. We have helped train South African labor leaders . And we have done whatever we've been able to do to draw public atten­ tion to the evils of Apartheid . On J an . 9 of this year, under the leadership of the council and President Lane Kirkland, the AFL-CIO launched a nationwide boycott against the Shell Oil Company and its products . This action was the result of a request from the International Confederation of Free Trade Unions, which was acting on a plea by our brothers and sisters in South African labor unions. Shell was singled out for several reasons. South Africa has no domestic oil and depends on imports. Shell and its parent corporation, Royal Dutch/Shell, supply fuel to the South African mil­ itary and police which enforce Apart­ heid . Shell co-owns or operates South Africa's largest refinery , a major off­ shore pumping station, a major oil pipeline and more than 800 gas sta­ tions. In addition, it exports South African coal for sale here in the U . S . and elsewhere, where i t competes di­ rectly with U . S . coal exports. In its South African coal mines, Shell has actively sought to bust the Miners' Union with mass firings and other measures. The latest protest­ over a worker killed by u nsafe con­ ditions-was broken up at gunpoint, with beatings and tear-gas. Shell and American corporations are doing more than supporting a totali­ tarian regime in South Africa. They are taking away U . S . jobs. The $ 1 5 billion that U . S . corpora­ tions now have invested in South Af­ rica could have been used to maintain and modernize facilities here in Amer­ ica. The $2.5 billion in South African products sold to the U . S .-products produced with what is virtually slave labor-directly cost American jobs on farms and in factories . Because o f slave labor, South Africa undercuts u s in countries that nor­ mally buy from the U . S . , and so still more American workers join the un­ employment lines. Finally, and something we all need .,.. to keep in mind, U . S . profits made in South Africa are helping finance the current wave of attacks on American workers and their unions . Phelps-Dodge, IBM , American Cyanimid, U nited Technologies, I ngersoll-Rand and scores of others­ all are big in South Africa and all are in the front ranks of U . S . strikebreak­ ers and corporate scabs. The next time any of you are in Chicago , take a look at the new state building there. It was built with South African steel. And between Chicago and Gary you could probably find 25 ,000 unemployed steelworkers and the dead mills where they used to work. That, too, is part of Apartheid . The hopes of a peaceful solution of South Africa's festering sickness are fading fast. In the last year alone , police and the military have indiscrim­ inately killed more than 1 ,000 black men, women and children. It is my belief that the free trade unions of a free society cannot-either , through morality or self-interest-tol­ erate the evil of Apartheid. I earnestly ask that the Maritime Trades Department join with us in active opposition to Apartheid so that we can march together under the bright banner of American labor solidarity . March 1 986 I LOG I 23 �Alaskan Oil Is Vital to U: S. Maritime Industry · Rep. Thomas J. Manton Democrat, 9th Dist . , N. Y. I<" "· I am happy to be here today to say to you that without the early, strong support of the labor movement in the summer of 1 984, I would not be a member of Congress. Labor stood shoulder to shoulder with me during my time of need. I will not forget that. And you can rest assured that I plan to stand shoulder to shoulder with labor in the years ahead . After I was elected to Congress, I felt it was important that I seek out a committee assignment where I could use my influence to help the people in my congressional district of New York and, at the same time, work with those same unions who played such a vital role in my success at the ballot box . For these reasons, I sought, and was fortunate to receive, the one open Democratic seat on the House Mer­ chant Marine and Fisheries Commit­ tee. The Merchant Marine Committee was a natural choice. New York City is the largest port in the United States . The Port Authority provides thou­ sands of jobs in the New York City area. Many of those workers reside in my district. In addition , the committee has jurisdiction over a number of fed­ eral laws which are vitally important to the survival and future vitality of our nation's merchant marine and the maritime unions which form its back­ bone. As a new member of the committee , I have spent a great deal of time learning about the problems which our d�mestic maritime industry faces, both from unfair foreign competition and from an administration which has done everything in its power to retard the revival of an industry which remains vital to our nation ' s defense. In April of last year, the Congress reauthorized the Export Administra­ tion Act . The vote in favor of the reauthorization was overwhelming. As part of that reauthorization, Congress reaffirmed a commitment made more than a decade ago that Alaskan oil shall not be e xported to any foreign country , except with the explicit ap­ proval of both houses of Congress. I strongly suppo rted the continuation of this ban because I believe that Alaskan oil is vital to our nation's energy in­ dependence. We currently import more than 2 million barrels of oil every day . Most of this oil comes from volatile and even hostile sources in the Middle East. We cannot afford to allow Alaska, which holds the largest source of un­ tapped domestic reserves, to be a source of energy for other countries. We need that oil at home. Energy independence would have been reason enough to vote to con­ tinue the ban, but there is another, equally important reason why I voted in favor of continuing the ban on exporting Alaskan oil . Alaskan oil means jobs. Alaskan oil is moved to refineries and petrochemical plants in the lower 48 states and therefore falls within the jurisdiction of the Jones Act. 24 I LOG I March 1 986 without making use of the pipeline. Therefore , the administration, which has never supported the domestic mar­ itime industry, decided to exploit this loophole in hopes of getting its foot in the door. The administration thinks that if it can export 6 ,000 barrels of Cook Inlet oil it can tell the American people that nobody is getting hurt. On the basis of that claim it will then ask the Congress to approve the export of 1 .6 million barrels per day of Alaskan North Slope oil . That i s their ultimate goal . When I heard of the administration's back door attack on the Alaskan oil export ban, I was outraged. In re­ sponse to this flagrant attempt to ig­ nore congressional intent, I introduced H . R . 38 1 7 . My bill would place Cook Inlet oil under the same export ban as Alaskan North Slope oil. I believe­ as does everyone in this room-that we must close this loophole immedi­ ately. If the administration succeeds with its plan to move Cook Inlet oil to Japan, it will only whet their ap­ petite for the huge oil fields at Prudhoe Bay. If they ever allow this vital national resource to be exported , every Amer­ ican would be the loser. Dredgi ng and Port Development Rep. Thomas J. Manton During the last two decades , the domestic maritime industry has been savaged by unfair, subsidized foreign competition . We have seen our shipyards grow idle while other nations constructed newer facilities with their taxpayers' funds , which lowered their operating costs and their labor costs. We have seen our U . S . -flag carriers lose ton­ nage as industries turned to foreign carriers. In this environment, the Alaskan oil trade has become the lifeblood for the survival of the domestic merchant ma­ rine . Therefore , it was critical that Congress reaffirm the ban on the ex­ port of Alaskan crude. It is clear that if Congress ever allowed the major oil companies of the state of Alaska or this administration to sell this oil to any foreign nation, the oil would be moved on foreign-flag tankers, and thousands of U . S . jobs would be lost. All of us were pleased to see the ban continued. Unfortunately, the Reagan administration failed to get the message. Despite an overwhelming vote of 269-62 in the House that Alaskan Adequate levels of funding and federal involvement for the construction, operation and maintenance of U . S . ports and waterways is vital to U.S. commerce and national security. Maritime technological developments in terms of vessel size and configuration, as well as the need to import and export commodities in large quantities requires port channels both wide and deep. The competitiveness of U . S . exports such as coal and grain will be enhanced when large, deep-draft vessels associated with their transportation call at U . S . ports. The U . S . shipping industry, however, should not be burdened with unfair costs or misplaced collection responsibilities. Vessels which do not require deep-draft channels should not be required to pay for them. The levy of minimal federal, state or local fees deemed necessary to pay for port development should be the responsibility of the shipper and/or the relevant port authority and not vessel operators. To this end, any legislation establishing a comprehensive national port development policy should include a beneficiary test to ensure fair application of the costs including shipper responsibility for any ad valorem fee imposed. It should also be unequivocal in word and deed, that all port improvement and development projects should be performed by the U.S.-flag dredging fleet, with a strong emphasis on small business set asides for the benefit of small dredging contractors. U . S . Army Corps of Engineers dredging assets should be de­ emphasized in favor of the private sector. In addition, no exception to the Jones Act which would allow the use of foreign-flag dredge operators should be permitted. The Maritime Trades Department, AFL-CIO, urges the U . S. Congress to pass port development legislation which ensures shipper responsibility for the collection of ad valorem fees and a beneficiary test to protect U.S.-flag operators from unwarranted costs. The Maritime Trades Department, AFL-CIO, further urges Congress to ensure that private sector U .S.-flag dredging contractors complete all work associated with revitalization of America's shipping channels and ports. oil not be exported, the administration ignored Congress ' s clear intent. The ink from the president ' s signature on the Export Administration Ac t was hardly dry when the White House announced on Oct . 28 that the presi­ dent intended to administratively ap­ prove the sale and export of 6 ,000 barrels a day of oil produced from Alaska ' s Cook Inlet. If Congress said no to the export of Alaskan oil, how could the White House do thi s ? The answer lies in a loophole in the Export Administration Act. U nder that law, all Alaskan oil which flows through the trans-Alaska pipe­ line is protected under the export ban · passed by Congress. Most Alaskan oil-indeed more than 95 percent of all oil produced in Alaska-is moved through the pipeline to Valdez. The exception is Cook Inlet. Because Cook Inlet is along the southern coast of Alaska, tankers can dock near the field, load the oil and move it to the lower 48 states directly SIU Executive Vice President Ed Turner, left, and SIU Secretary Joe DiGiorgio took an active part in the deliberations of the MTD's mid-winter board meeting. �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I. I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I m c stu m Sea fa rers I n te r n a t i onal Union of North Ameri c a . A F L -C IO Washlncton Report Three stories dominated the headlines in the nation' s capital: the continuing battle over the budget, the restoration of democracy in the Philippines, and a plan by the president' s Task Force on Organized Crime to make all federal employees subject to random drug testing. President Reagan submitted a budget to Con­ gress that contained onerous cuts in social, maritime and promotional programs (see story on the Marad Authorizations Bill, page 4 ) . Meanwhile, a three-judge federal district court found the Gramm-Rudman Act unconstitu­ tional . Tax reform was placed on the back burner. Legislat i ve . Admin istra t i ve and Regu latorv Happe n ings March 1 986 ican fleet." The second bill deals specifically with the Cook Inlet U . S . Japanese auto carrier bill. The bill would SIU President Frank Drozak submitted com­ require an equal number of Japanese imports ments to the Commerce Department outlining be carried on U . S . -flag vessels as are carried on Japanese vessels. his opposition to the export of Cook Inlet oil . recently have announced that they will grant Drozak, ' ' would best be served by not allowing "The interests of the United State s , " said Several Japanese automobile manufacturers some of the auto carriage business to U . S . any oil to be diverted to Japan or Korea. " vessel was involved in this trade. dispute is relatively small. Yet President Dro­ The amount of oil involved in the Cook Inlet vessels. Until this year, not one American zak and others feel that this is just a test case " Many people , " said Frank Pecquex, di­ to permit the transfer of Alaskan North Slope rector of legislation for the SIU, "feel that this is just an attempt to persuade Congress legislation until action was taken on reducing in Economic news continued to be mixed. Oil nation of members to the commission. " massive amount of new cargoes to the Amer­ not to deal with the auto carrier bill . " the deficit. words of the caucus , "completed the nomi­ with dozens of nations, and would provide a Fifty senators sent a letter to the president stating that they would not deal with tax reform ington as · oil abroad . Drozak' s view were seconded by Thomas "'To many observers , " wrote Chris Dupin J . Lengyel, president of the American Institute posed] contracts are a drop in the bucket when Inlet oil were exported, he said, it would hardly The Journal of Commerce, "these [pro­ compared to the more than two million cars of Merchant Shipping. Even if all the Cook make a dent in the trade deficit. Surprisingly, the oil industry has been split prices declined to their lowest levels in 1 0 that Japan exports to this country annually . " unemployment rate unexpectedly shot up four­ Japan are carried on Japanese vessels. Forty­ Richfield submitted statements in support of sels from Liberia, Panama and Singapore, opposed the concept . porations. tage of the U . S . trying to compete as a seller years . The trade deficit worsened , and the tenths of 1 percent. Democracy was restored in the Philippines after a 20-year lapse. The near miraculous tum of events obscured the continuing Communist insurgency in that country and the precarious situation of the American bases. During extensive television coverage of de­ velopments in the Philippines , it was pointed out that the United States had reached an unstated "gentleman ' s agreement" with the Communist rebels which could be pretty much summed up in this phrase : "You leave the bases alone , and we won't go after you . " SIU President Drozak touched upon this matter at a recent hearing on a proposed build and charter program (see story page 3). If anything were to happen in the Philippines, he said, this country would not have an ade­ quate sealift capability to protect its own strategic interests. Calling the epidemic use of drugs a threat to this country's national security, the president's Task Force on Organized Crime recommended that all federal employees be subject to random drug testing. At present, 44 percent of auto imports from on this issue. AMOCO, CONOCO and Atlantic seven percent are carried on foreign-flag ves­ Cook Inlet exports, while UNOCOL and Exxon many of which are owned by Japanese cor­ of crude oil "in a world market already plagued by oversupply and rapidly falling prices . " Apartheid Cook Inlet oil i s not covered under the The labor movement has launched an all­ out campaign against Apartheid in South Af­ ric;a. Earlier this year, the Executive Council of the AFL-CIO announced a nationwide con­ sumer boycott of the Shell Oil Company be­ South Africa. SIU President Frank Drozak , who is a mem­ ber of the Executive Council , called Shell' s treatment of its workers i n South Africa "dis­ gusting" and urged all SIU members to honor One member of the task force said that the to this seemingly unsolvable national problem , and that the administration was ultimately going to concentrate its efforts on getting drug testing approved for workers who deal with matters of ' 'public safety , ' ' especially air con­ trollers and "other transportation workers . " Bouse Mark-Up as 40 SIU tankers would be affected if the ban were rescinded. Cash Transfer The U . S . Court of Appeals has affirmed a lower court's decision to dismiss a complaint that sought application of the 1 954 Cargo Executive Board meeting ofthe Maritime Trades the 1 96 1 Foreign Assistance Act. SIU's political grassroots effort. Coast Guard The matter was discussed at the recent Department, which forms the backbone of the jobs on farms and in factories , " said William report was primarily intended to draw attention Last year, the EAA ban was extended for another five years. It is estimated that as many the boycott. groups , and even from some members of the the final version of the report. export of Alaskan North Slope oil. Preference Act to the cash grant . and cash The announcement met with a great deal of task force, who said that they had not read Export Administration Act, which bans the cause of its treatment of black workers in "The $2.5 billion in South African products sold to the U. S .-products produced with what opposition, especially from civil libertarian UNOCOL said it could not see the advan­ is virtually slave labor-directly cost American Lucy, secretary-treasurer of the American Federation of State , County and Municipal Employees . "Because of slave labor, " said Lucy, "South Africa undercuts us [in trade] with countries that normally buy from the U . S . " Maritime Advisory Board The Congressional Caucus Advisory Board adopted two resolutions that it plans to submit to the administration . The first resolution urges the administration transfer programs for Israel established under Coast Guard Commandant Admiral James R. Gracey told Congress that "all hell could break loose" if across-the-board cuts under the Gramm-Rudman-Hollings deficit reduction measure occur for both fiscal years 1 986 and 1 987. In an appearance before the House Coast Guard and Navigation Subcommittee, . Gracey said that the Coast Guard has a "tentative plan ' ' to cope with the reductions for fiscal year 1 986. He refused to supply any specifics , however, on how and where the cutbacks will be applied. The Gramm-Rudman Act was declared un­ constitutional earlier this year by a three-judge federal district court. The matter is expected The House Merchant Marine Subcomittee to activate the Bennett Commission. The sec­ to come before the Supreme Court shortly. provide important new business opportunities " quantify the needs of the U . S .-flag merchant the reduction schedule mandated under the will hold hearings on two bills that could ond to the U . S . fleet. marine. " States negotiate bilateral shipping agreements the terms of Public Law 98-525, which was the U . S . exceeds 1 percent of the total U . S . to " study and report on the defense aspects The first bill would require that the United with every foreign nation whose trade with one requests that the administration act. The Bennett Commission was created under passed in 1 984. The commission was supposed trade . of the U . S . merchant marine. " "would result in bilateral trade agreements in part because the president has not, in the "Thi s , " said SIU President Frank Drozak, Until that time, Congress will have to meet The commission has not yet been formed, Support SPAD M arch 1 986 I LOG I 25 �Questions and Answers About the MSC and Sealift What is the basic strategy of the United States? The basic strategy of the United States is to deter war through a strong forward defense . Implicit in the for­ ward defense concept is the notion that an armed conflict would occur some distance from our shores . This strategy depends heavily on strategic mobility to provide capability for the projection of power and is intended to How does the MSC fulfill its mission? The MSC fulfil ls its mission through the employment of Strategic Sealift forces from two principal sources: U . S . government-owned ships and the U . S . merchant marine . Where does the MSC fit into the overall defense strategy of this country? In early 1984, the Secretary of the convince potential enemies that we Navy and the Chief of Naval Opera­ aggression anywhere in the world. Sealift as one of the Navy' s three could react strongly and swiftly to formally recognized Strategic major functions, joining sea control and power projection. In conjunction What is Sealift? Sealift is the bedrock of our national strategy. Successful deployment and military combat power are dependent upon tions transportation-primarily on sealift , since more than 90 percent of with this action, administrative and operational changes have been insti­ tuted within the Navy; it is the aim of these changes to ensure that sealift programs will be considered on a bal­ anced basis with competing Navy pro­ all the equipment and supplies needed grams. According to material handed on ship. This basic fact has been dem­ all of M SC ' s resources into the oper­ to sustain a war effort must be carried onstrated repeatedly over the last 45 years-from the worldwide U . S . con­ voy and supply operations that were essential to the Allied victory in World War II to the 8 ,000-mile sealift that ensured British success in the 1 982 Falkland Islands campaign. Sealift out by the MSC, they "fully integrate ational structure of the Navy ' s major fleets . " ent situation in the Philippines and the ident Frank Drozak asked Congress there . " If anything happens in the capability� What are the MSC's major responsibilities? Calling this country' s present com­ The MSC 's primary responsibilities lift , our forward strategy is incomplete . controlled by the MSC. They are Stra­ carried out by the civilian-manned ships tegic Sealift, Naval Fleet Auxiliary Force Testifying at a hearing on the new build and charter program, SIU Pres­ a plan to enhance this country ' s sealift encompass the four major functions What is the primary mission of the MSC? SIU Calls for More Sealift and the administration to come up with must, therefore , be considered a stra­ tegic resource; without adequate sea­ Buck Mercer, right, SIU vice president in charge of government services, meets with Leon Hall, SIU vice president for the East Coast. The two were attending the MTD Convention in Bal Harbour, Fla. where they helped draw up an agenda for a national maritime policy. (NFAF) operations, Special mitment to sealift inadequate , Drozak noted that the U . S . can ill-afford to overlook this important component of military security . continuing Communist insurgency Philippines , you can bet that we'll need a way to transport troops and cargoes overseas . Our present sealift capability just isn't enough ," he said . This country ' s declining sealift ca­ pability was touched upon by several members present, including Rep. Wil­ liam Carney (R-N . Y . ) , who noted that the military' s buildup had not taken Drozak drew attention to the pres- sufficient note of sealift . Mission Support, and Department of Defense (DOD) shipping operations. and logistic support require­ support to the Navy combatant fleet mon-user dry cargo ships, point-to­ ing afloat prepositioning forces on sta­ Strategic Sealift requires the afloat when assigned ; Ready Reserve Force bility exercises. whenever and wherever needed , as terial , POL (petroleum, oil and lubri­ ships ; ships of the Near Term Prepo­ Of what special significance are the MSC operations in peacetime? requirements dictate. Department of Defense strategic mo- Prepositioning Ships (MPS) . The primary mission of the MSC is to provide sealift for strategic mobility in support of national security objec­ tives. This mission , known as Stra­ tegic Sealift , demands the capacity to deploy and sustain military forces rapidly and as long as operational How does the MSC secure its Strategic Sealift functions? bility ments. These are performed by com­ point tankers , and passenger ships preposition and sea movement of ma­ (RRF) ships; Fast Sealift Support (FSS) cants), and personnel in response to sitioning Force (NTPF); and Maritime Direct support of fleet units at sea allows Navy combatant ships to remain on station for long periods. It is performed by ships of MSC's Naval Fleet Auxiliary Force as part of the Navy's total Mobile Logistic Support Force (MLSF) . What about Special Mission Support? Special needs of DOD sponsors for sition into wartime operations. What happens in time of war? The Strategic Sealift segment will expand significantly , using ships as­ signed by Marad. In addition, the NFAF will be augmented by approximately 30 to 40 merchant ships, which should provide direct fleet logistical support either to afloat MSLF units or to ing , and surveillance are performed and have their crews reassigned to ships. What about the MSC's peacetime op­ erations? 26 I LOG I March 1 986 mission and facilitating a smooth tran­ forward supply base s. Special Mission by MSC's Special Mission Support his tasty bakery goods. They contribute directly to main­ support of such efforts as research , cable laying and repair, missile track­ DeSteiguer Steward/Baker Thomas B. Dryden is the guy who keeps the crew happy with tion, and participating in strategic mo­ taining readiness for MSC's primary What does the NFAF do? worldwide or special mission support , maintain­ MSC peacetime operations include moving DOD cargo, providing direct Support ships may cease operations, perform other Strategic Sealift mis­ sions. Some oceanographic survey ships may be adapted to perform war­ time missions . �;:,enous water rrootems Aooara tne u :)�:) Aawisniwi About 60 members of the unlicensed crew of USNS Kawishiwi gathered in the messhaU of the ship on Wednes­ day , Jan. 29 in San Diego, Calif. , to discuss a serious freshwater problem that had previously developed and had continued over a period of four months. Ships Chairman Donald Levi had made several telephone calls to the SIU office in San Francisco requesting the assistance of a business agent as the freshwater problem was becoming more pronounced. S I U Representative Raleigh Minix was dispatched to the ship and re­ ceived permission from the master to hold a shipboard Union meeting of unlicensed crewmembers so that they could air their dissatisfaction . The problem began as the ship was completing a yard period at the Ver­ sitile Pacific Shipyard in Vancouver, B .C . , Canada. The yard was to sand­ blast and apply two coats of solution to the potable freshwater tanks . The final coat was applied three or four days prior to the ship' s departure, not allowing the necessary five to seven days curing time required for the coat­ ing system to set. Prior to completion The Kawishiwi experienced water supply problems which demanded prompt attention. of adequate curing time, the tanks were filled by Versitile, and the ship was towed to anchorage on Sept. 28, 1985 . Kawishiwi departed Vancouver an­ chorage for Manchester, Wash. and San Diego , Calif. Meanwhile , water from the potable water tanks devel­ oped a taste and odor of solvent similar to that of kerosene. The master switched from potable water tanks to cargo freshwater tanks shortly after departing Manchester. The ship remained on water from '-&&- -"4&&"' shoreside in San Di:ego until the ship's potable freshwater tanks were cleaned and superchlorinated. On Oct. 29, the ship switched to potable water tanks, but the smell and taste continued to prevail . U nderstandably, the crew was concerned with potential health prob­ lems, and not only from drinking the water. It was reported that several crewmembers broke out with skin le­ sions from bathing, while others ex­ perienced a burning/stinging sensation in their eyes. ,, ,, _.,._& ..__._u -• .,,.. _.,...,.... ...... _ ....... Notwithstanding the fact that the source of fresh water was switched from the potable water tanks to cargo water tanks and to San Diego shore­ side water numerous times, the prob­ lem continued to persist over a four­ month period . Samples were taken of the water at least five times, and the crew was told that water from the potable water tanks was fit for con­ sumption. A motion was made and seconded for the SIU to look into the possibility of a class action suit against the Mil­ itary Sealift Command for negligence due to the pollution of the freshwater tanks. The motion carried unani­ mously. Major Reorganization of Military Approved SIU member Donald Levi, standing, helped draw attention to the water problems. Reminder: Reporting For Duty In order to keep a clean record , a civilian mariner has to report for duty. When mariners go from their ships to annual, shore , sick or emergency leave, they should contact their place­ ment officer at their earliest conven­ ience, either by telephone or letter. They should do this even if the ship sends a message advising the com­ mand as to who has left the ship and under what circumstances they have left. According to MSC documents , it is important that the placement officer be contacted when leave extensions are desired. Mariners often find them­ selves facing disciplinary action sim­ ply because they failed to contact their placement officer at the expiration of their leave period. Placement officers should be aware of the current address and telephone number of each of the people for Whom they are responsible . ' ' This alone would help to keep the mariner out of trouble , " said an MSC official. At the expiration of any kind of leave--whether it be annual, shore or sick-it is incumbent upon the indi­ vidual to report for duty or request an extension. The exceptions are sick and emergency leave--and in these in­ stances you will get your leave slips in if you expect to be paid on time. The biggest problem seems to be the fact that after a period of approved leave, mariners fail to report , thereby causing themselves to face AWOL disciplinary action. The annual physical examination and firefighting/damage control training are absolutely necessary and are the two things for which seamen wiU be re­ moved from their ships and returned to their homeport to receive. "It is foolhardy," said one MSC official, " to accept a six-month assignment know­ ing that in two months you are due for a physical exam or firefighting/ damage control training. " The watch word is "COMMUNICATION" with your placement officers. Mariners also should be reminded that when reporting for duty they should have their seamen's document, pass­ port, fit-for-duty slip and proof of any training they might have received as a result of schooling. This is important because it could enhance your position on the promotion list. Overriding strong objections from the Pentagon, the Senate Armed Serv­ ices Committee unanimously ap­ proved a major military reorganiza­ tion. Committee leaders said the bill would encourage the different branches of the military to cooperate more and compete less. It would strengthen the chairman of the Joints Chief of Staff, create a vice chairman , and give more authority to combat commanders in the field. The committee also voted 19 to 0 to eliminate 17,694 jobs, trimming head­ quarters and administrative bureau­ cracies by about 10 percent. The bill would create an undersecretary of de- fense to oversee acquisitions. The unanimous vote makes it very likely that some kind of major reor­ ganization of the military command will be approved this year, according to The Washington Post. Senator Sam Nunn (D-Ga.), the committee• s ranking minority mem­ ber, said the " sweeping and historic legislation ' ' would ensure a more ef­ ficient military structure. Senator Barry Goldwater (R-Ariz.) called the bill '�the most significant piece of defense leg­ islation in the nation's history. " Navy Secretary John F. Lehman Jr. opposed certain provisions in the bill ...., on the grounds that ' ' they would make a hash of our defense structure . " Around the MSC Boarded the USNS CHAUVE­ NET. No complaints on the ship. Crewmembers stated they made good money but were glad to be out of Singapore . Engine depart­ ment stated there was a lot of work that did get completed. Also, pumps were put aboard that did not work or do the job. Members in the en­ gine room expressed disappoint­ ment with the yard work . But they also stated the main unit was well maintained. Ship chairman Robert Southern was not onboard. I met with engine department delegate Charles Kirch­ ner and steward department dele­ gate Leon Billups. One man, Arthur Robertson, stated that Oakland sent a message to take. him from steward depart­ ment and put him into the engine department. Then a few days later, they sent another message that they were sending a wiper to replace him. Mr. Robertson would like this checked into. Boarded the MN ROVER. Gary Hoover is the ship's chairman. I found no beefs on the ship. The pumpman, Robert M . Wilson, was put out because the captain will not pay QMED pumpman scale. The captain only wants to pay chief pumpman scale. A message from Red Campbell to Ocean Carriers states the problem in plain English . But Captain Nolon wants the com­ pany to advise him, not Mr. Camp­ bell. I asked Mr. Nolon just to read the message and check the mari­ ner' s documents, but he still re­ fused. So let's get a little help on this and let Captain Nolon in on the secret, OK? I checked the water onboard and found it OK. Crew did state the water has sweetened up. Bosun Hoover is getting off and is being replaced by Mr. Tillman. Melvin Henline March 1 986 / LOG I 7:1 �t"rogress rn New tseCJTora �trtke · 300 Fishermen Back to Work as More Boats Sign (Continued from Page 1.) [independents) can live with the con­ tract, why not sign and get this thing over with?' And the pressure began to build , " he said. During the course of three days, SPA members met amongst them­ selves and finally forced the issue . In late February the Association freed its draggers to sign with the S I U , if the owners wanted to. Most SPA draggers have since signed contracts. Caffey estimated that the successful signings have put some 300 SIU fish­ ermen back to work. In addition, about eight scallop boats have signed Union contracts and have begun fishing, he said. Sacco, who has been assisting in the negotiations for more than a month, said many of the remaining independ­ ents have been invited to negotiate with the SIU in an attempt to resolve the dispute. About 18 of the independents did not respond to an earlier request to negotiate , and the Union has slapped them with unfair labor practice charges for failure to bargain , said Union at­ torney Jim Altman. Most boats which sail from New Bedford have been signed, Piva said , but pickets remain in the adjoining Fair Haven area. "As the boats sign we pull down the pickets. Of course with more and more of our guys going back to work, the help and the manpower the Union has sent from New York has been a great boost , " he said. Since the strike began Dec. 27, Sea­ farers from the New York area have been in New Bedford to assist the fishermen with picketing, logistics and supplies. " With the help we've gotten from Jack [Caffey] and Mike [Sacco) and all the guys, it's made our job just a bit easier and shows our people that they've got a real Union behind them, " Piva said. While the strike action continues, plans are being made for the future of the SIU fishing fleet. Organizing ef­ forts for the remaining boats in the fleet (about 1 50 non-union boats) will begin, Piva said when he was at SIU headquarters earlier this month. The Union hopes to be able to bring some of the owners to the Seafarers Harry Lundeberg School of Seaman­ ship in an effort to map out a possible training program for fishermen. The SHLSS currently has two fishing boats in its fleet. The SIU also is in the process of planning a far-reaching fish­ ing legislation program which would address the many problems of the industry, including high insurance rates, safety and other areas . "It's been a long time, but we're doing pretty good up here , " Caffey said. "The contracts for the independ­ ents are good agreements from both sides. We gave a few points in the split, but we got a lot of the items the membership wanted in the other im­ portant areas. We'll get 'em . " Kevin Mederios and his son Kevin stopped by the Union ball to see what progress bas been made in the strike. During the New Bedford school system's winter holiday, many of the children of striking fishermen visited the Union ball . 28 I LOG I March 1 986 Brian Farland (left) and his six-year-old son Brian check with Seafarer Scott Getman about picket duty and various assistance programs for striking fishermen. No Gain for Crossing Union 's Picket Unes The large majority of SIU fishermen has held fast during the long strike in New Bedford. But some buckled under the pressure and went back to work on boats without contracts. They're only hurting themselves , said Port Agent Joe Piva. " We ' ve already had some giiys come back and say , ' Looks like I've screwed up. ' They're right too," Piva said. Reports from some of these people indicate that they are sailing without any health, welfare or pension coverage , that in some cases the crews are getting only a 50-50 split of the catch and there is no time limit at all as to how long their boats can stay out. "Things might look good when they've got a check in their hand, but what are they going to do if they get hurt , or the kids get sick? That money won't go very far, " Piva said. While some fishermen have expressed sympathy for some U nion members who crossed the picket lines, most agree that some sort of penalty will be needed when all the SIU boats are signed to contracts . "That's going to b e u p to the membership, the hundreds of guys who stood strong. They 'll decide . There's been talk offines or other discipline . We'll figure that out when the time comes," Piva said. Striking fishermen show solidarity at one of the largest demonstrations during the strike. Several hundred strikers threw up this picket line at the site of the disputed fish auction. �v1r1 Kers r- 1 na '=>01ace ana The Ferry Cafe has everything mosl other small neighborhood bars have, a pool table , juke box , a few video games and a closeness among its reg­ ulars. But the Ferry Cafe has one thing no other establishment in Fair Haven or New Bedford can claim-Vivian Fran- Mrs. Francis outside her cafe. cis-and she has a heart as big as a fishing boat, according to striking SIU fishermen. It's cold, bone-chilling cold, this time of year in New England. It's not the best of season� to walk a picket line. ' 'I 'd look out that window and I couldn ' t stand it," Mrs . Francis said. So she opened up her cafe. Not only that, but she began to make good , hot soup and provide coffee for the strik­ ing fishermen. "They'd come in and suck up the heat, get a bellyful of soup. Sometimes I'd pour them a glass of beer. I know their pockets are empty , " she said. The Ferry Cafe became a gathering spot for striking fishermen and Sea­ farers in town to help the strikers. The warmth, the soup and the companion­ ship provided some relief from the long hours in the cold. Mrs. Francis said some days the money in her cash register didn' t cover the costs of the supplies for the soup and coffee. ,, 'Tm just being human, - she said, "These people are my customers, my friends, in good and bad times. You've got to give something back to people. I have a lot of kids and would like to think that someone's helping them when they need it," she said. "oup a1 1ne rerry vare Alfred Benoit, Mrs . Francis' son­ in-law, is an S I U fisherman. Her son , Steven A . Francis, sailed as a second engineer for MEBA-2 for several years until he was murdered last year. She has a long history of helping people in need. Several years ago she opened her house to kids in trouble with the law, kids with drug problems , kids nobody else could help . "They never burnt me. People told me, 'They ' re going to rip you off. You' re going to have trouble . ' But I didn't. I think if you treat people right, they'll treat you right too. To me, these are still kids , " she said surveying the two dozen fishermen and Seafarers in her bar. settled, Mrs . Francis knows there will be some time needed for healing. Like all strikes, this one has divided people, and that divi sion has to be healed. " I believe in what they're striking for. I know a lot of the guys have some hard feelings. But I won' t allow it in this bar. They're all my customers and they will have to get along in here , ' ' she said. Mrs. Francis has a way about her, people will get along in the Ferry Cafe. Because of her help, striking fish­ ermen got together last month and presented Mrs. Francis with a ship ' s wheel . The plaque read : "To Mrs. Vivian Francis, From All Union Fishermen. Your help and support during our long strike has been an i nspiration to all of us. We thank you from the bottom of our hearts . " When the New Bedford dispute is Bosun Upgrading Committee The wheel presented to Mrs. Francis. Don ' t Miss Your Chance to Improve Your Skills How ? SHLSS has self-study materials in many areas . Upon your req uest; SHLSS will send them to you to study in your spare time . You can use these skills : * on your j ob . * to improve your skills for upgrading. * to further your education . Please send me the area(s) checked below : MA TH Fractions Decimals Percents Algebra Geometry Trigonometry The Seafarers Bosuns Recertification Selection Committee met at SIU headquarters in Camp Springs, Md. in January to select 1 2 bosuns for the next recertification program. From left, hard at work, are Seafarers John Japper, Dolph Holm and C.D. Florous. Bill Could I mprove Worker Safety Landmark worker safety legislation has been introduced in the Senate that would assure workers would be notified about hazardou s substances in the Stafford workplace. Sen . Howard Metzenbaum (D-Ohio) and Sen. Robert (R-Vt . ) are lobbying for support of the bil l , S . 2050. If passed, the legislation could save the lives of thousands of workers who die each year from exposure to harmful substances . The bill also gives incentives to businesses that provide healthy work environments. According to AFL­ CIO reports, the bill is fastly gaining support on Capitol Hil l . "A Careless Word . . " The Jrd edition of this remarkable record of merchant ships and seamen lost in World War II is now available. Captain Arthur R. Moore has added names of ships and men and POWs, and there are additional photograph s making this a valuable research book for all who sailed during World War I I . ( Plane) ( Sph eri cal ) D D D D D D D D ENGLISH: Writing Skills Grammar Books D Writing Letters B usi ness SOCIAL STUDIES Geography U . S . History Economics Political Science STUD Y SKILLS Listening Skills How To Improve Your Memory How To Use Textbooks Study Habits Test Anxiety Test Taking Tactics Stress Management D D D D D - Notetaking Know-How COMMUNICA TION SKILLS Tax Tips for Seafarers Basic Metrics D D D D D D D D D I] D Name Street City _ _ _ _ _ _ Book No . Department Sailing In State _ _ _ _ _ _ _ Zip _ _ _ _ _ _ Social Security No . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Cut out this coupon and mail to : Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it toda ! March 1 986 I LOG I 29 ��ummary Annua1 Hepon 1-or Seafarers Vacation · Plan This is a summary of the annual report of Seafarers Vacation Plan, I.D. No. 1 35602047 for Jan. I . 1 983 to Dec. 3 1 , 1983. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1 974 (ERISA). Basic Financial Statement The value of Plan assets after subtracting liabilities of the Plan, was $802,709 as of Jan. l , 1983 compared to $588,922 as of Dec. 3 1 , 1983. During the Plan year the Plan experienced a decrease in its net assets of $2 1 3 , 787. This included unrealized appreciation and depreciation in the value of Plan assets ; that is, the difference between the value of the assets at the end of the year as compared to the value of the assets at the beginning of the year, or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $36,941 ,424 including employer contributions of $36,078,608, and earnings from investments of $862,816. Plan expenses were $37 , l 55 ,2 l l and are comprised of three classes of expenses: ( l ) Vacation benefit expenses of $33,915 ,682, (2) Administrative expenses of $3,069 , 162 and (3) Other expenses of $ 1 70,367. The Vacation benefit expenses included benefits of $3 l ,753,530, payroll taxes on vacation benefits of$2 , l 62 , l 52 . Administrative expenses were comprised of salaries, fees, and commissions, provisions for reserving those .:ontributions that are doubtful of collection and other general administrative expenses. nas1c .r 1nanc1a1 �1a1emen1 The value of Plan assets, after subtracting liabilities of the Plan, was $7,935,750 as of June 30, 1 983, compared to $6. 1 94,53 1 as of July 1 , 1 982. During the Plan year, the Plan experienced an increase in its net assets of $ 1 ,74 1 ,2 1 9. This increase included unrealized appreciation or depreciation in the value of Plan assets ; that is, the difference between the value of the Plan's assets at the end of the year and the value of the Plan assets at the beginning of the year, or the cost of assets acquired during the year. The Plan had total income of $2,553,826, including employer contributions of $769,849 and earnings from investments of $ 1 ,783,977. Plan expenses were $8 1 2 ,607 . These expenses included $680,85 1 in benefits paid to participants and beneficiaries ; $9 1 ,320 in administrative expenses, and $40,436 for fees, insurance premiums and other such expenses. Summary Annual Report for GLT&D Pension Plan This is a summary of the Annual report of Great Lakes Tug & Dredge Pension Plan, l.D. Number 1 3- 1 953878, for Jan. 1 , 1 983 to Dec. 3 1 , 1 983. 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 Summary Annual Report For Seafarers Welfare Plan This is a summary of the Annual Report of Seafarers Welfare Plan, l . D . # 1 3-5557534 for Jan. l , 1 983 to Dec. 3 1 , 1 983. 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 The value of Plan assets, after subtracting liabilities of the Plan, was ($1 8,020,088) as of Dec. 3 1 , 1983 compared to ($ 1 2 , 1 10,625) as of Dec. 3 1 , 1 982. During the Plan year, the Plan experienced a decrease in its net assets of $5 ,909,463 . This decrease included unrealized appreciation and depreciation in the value of Plan assets; that is, the difference between the value of the Plan's assets at the end of the year as compared to the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $24,304,735 including employer contributions of $23,896,298 and earnings from investments of $40 1 ,4 l l . Plan expenses were $30,2 1 4 , 1 98 and are comprised of three classes of expenses ( 1 ) Welfare Benefit expenses of $25,427,794, (2) Administrative expenses of $3,295,834, and (3) Other expenses of $ 1 ,490,570 (i . e . , professional fees, travel , Trustee meetings, etc . ) . Summary Annual Report For Seafarers Pension Plan This is a summary of the annual report of Seafarers Pension Plan I . D . # 1 3-6 100329 for Jan. l , 1 983 to Dec. 3 1 , 1 983. 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 The value of Plan assets, after subtracting liabilities of the Plan, was $245,369,073 as of Jan. 1 , 1983 compared to $265 ,2%,340 as of Dec. 3 1 , 1983. During the Plan year, the Plan experienced an increase in its net assets of $19,927,267. This included unrealized appreciation and depreciation in the value of Plan assets; that is, the difference between the value of the Plan assets at the end of the year and the value of the assets at the beginning of the year or the costs of assets acquired during the year. During the year, the Plan had total income of $36,7 1 3 ,857, including employer contributions of $ 1 4,224,29 1 , and earnings from investments of $22,489,566. Plan expenses were $ 16,786,590 and are comprised of two types: ( I ) Benefit Expenses of $ 1 5 ,066,846 and (2) Administrative Expenses of $ 1 ,7 1 9,744. The $ 1 6,786,590 Pension Benefit payments were made directly to participants or their beneficiaries. Administrative expenses were comprised of salaries , fees, and comissions, fid uciary insurance premiums and general administrative expenses. Summary Annual Report for MCS-AFL-PMA Supplementary Pension Trust Fun d This is a summary of the annual report for MCS-AFL-PMA Supplementary Pension Trust Fund, 5 1 -6097856, for the year ended June 30, 1 983. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1 974 (ERISA). 30 I LOG I March 1 986 The value of Plan assets , after subtracting liabilities of the Plan, was $7 ,256,230 as of Jan. 1 , 1983, compared to $7,%3,725 as of Dec. 3 1 , 1983. During the year the Plan experienced an increase in its net asset of $707,495 . This included unrealized appreciation and depreciation in the value of Plan assets: that is the difference between the value of the Plan's assets as of the end of the year as compared to the value of the assets at the beginning of the year, or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $ 1 , 1 27,674 including employer contributions of $273 ,042 and earnings from investments of $854,632. Plan expenses were $420, 1 79 and are comprised of two types: ( 1 ) Pension benefit expenses of $295 ,416 paid directly to participants or their beneficiaries; and (2) Administrative expenses of $ 1 24,763 which are comprised of salaries, fees, and commissions, fiduciary insurance premiums and general administrative expenses. 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: 1 . An accountant's report. 2. Assets held for investment. To obtain a copy of the full annual report , or any part thereof, write or call the office of Mr. Al Jensen, 520 1 Auth Way , Camp Springs, Md. 20746. The charge to cover copying costs will be $ 1 .00 for the full annual report, or $0. 1 0 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 right to examine the annual report at the main office of the Plan, 5 1 02 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 . Request to the Department should be addressed to Public Disclosure Room N4677. Pension and Welfare Benefit Programs, U . S . Department of Labor, 200 Constitution Ave . , N . W . , Washington , D.C. 202 16. President's Report (Continued from Page 2.) 15.705: Watches The SIU strongly opposes the Coast Guard ' s interpretation of this provision of law (46 U . S . C . 8 1 04). We believe that the literal language of the statute should dictate the interpretation and meaning of the statute. In this case. the Coast Guard has l iberall y interpreted the watchstanding law The SIU takes exception to the Coast Guard' s interpretation of 46 U . S . C 8 104 that the establishment of "adequate watches is the respon sibility of the vessel's master. " Congress has delegated the responsibility to the Coast Guard to promote safety of life and property at sea. It i s the Coast Guard ' s responsibility to set deck and engine watch determinations . This responsibility should not be imposed on the master of a vesse l . In reviewing this provision further, it becomes apparent that the Coast Guard intends to drop the three-watch system requirement for uninspected towing vessels between 1 00 and 1 600 gross tons on all voyages over 600 miles whether ocean or near coastal . The SI U is adamantly opposed to this proposal . Operators of these vessels should be required to conform to the three-watch system on voyages of 600 miles or more. Again, the Coast Guard should literally interpret 46 U . S . C . 8 1 04(g) . We continue to believe that the Coast Guard' s interpretation of the statute which concludes that uninspected tugboats (Continued on Page 31.) �� l'VOtU�I ll \::> nt:J.JUI l (c.tinued from Page 30.) . - - - - - - - - -.1 --- r ----,-- - ----�-.,; ... __.._ ·· ---&&&&a.A___ ..,. "lll'·Y.ta.a �" f1'"U in this compl e x undertakfug . The SIU ·.requests YOW' favorable ·attettt-ion to modifying the proposed regulation to reflect our concerns . Furthermore , if the need should arise, we would like to reserve the opportunity to submit additional thoughts on this important issue if the comment period is extended . are subject to a two-watch rather than a three-watch system was the result of flawed reasoning and an unfortunate disregard for safety. Our primary reason for supporting the three-watch system is, and always has been, safety. We continue to believe that the two-watch system creates unacceptable hazards due to fatigue, which jeopardizes the safety of the crew and the vessel itself. Very truly yours, Frank Drozak President 15.720: Use of Non-U.S. Licensed and/or Documented Personnel Overseas House Restores Academies ' Funds The SIU recommends that when time permits, competent personnel with Coast Guard validation should be sent from the United States overseas to fill vacancies. Employment of non- U . S . documented personnel should only be a measure of last resort . 15.130: Language Requirements We agree with the Coast Guard that crews on U . S .-ftag vessels must be able to underst�d any order spoken by the officers. Misinterpretation of an order can certainly cause injury or lead to a malfunction of the vesse l . To that end , it would be prudent for the Coast Guard to devise a simple language examination that would attest to a crewmember' s ability of holding and understanding a reasonable conversation . 1 5.855: Lookouts The S I U would object to a helmsman assigned to the wheel to also be a lookout . LS .860: Cabin Watchmen and Fire Patrolmen The SIU recommends that the Coast Guard determine in advance the number of watchmen needed to guard against and give alarm in case of fire or other dangers on passenger vessel s . A " suitable number" as decided by the captain or person in charge is too vague. Manning determinations are the responsibility of t he Coast G uard . · Last mont h , the axe of Gramm­ Rudman came within a hairsbreadth of fe l ling federal aid for six maritime academies and ending 100 years of federally financed educational pro­ gram s for the nation 's future reserve of maritime officers . The House Merchant Marine Sub­ committee, however, reversed the line item in the Maritime Administration' s (Marad) fiscal '87 budget. Left standing. the Marad budget would have all but eliminated federal aid for the following maritime instituti ons: the California Maritime Academy, Maine Maritime Academy. Massachusetts Maritime Academy , State U niversity ofNew York Maritime College. Texas Maritime Col­ lege , Texas A&M U niverisity, Great Lakes Maritime Academy and North­ western Michi gan College. The Seafarers Harry Lundeberg School of Seamanship, which does not receive federal aid, would not have been affected, according to SHLSS Vice President Ken Conklin. In considering the proposed cuts , Mario B iaggi (D-N . Y . ) , who is also chairman of the House Merchant Ma­ rine Subcommittee, said th e loss of aid that was to provide stipends to students and lump sum aid to each of the six institutions was a ' ' major policy change that would have been unac­ ceptab le . " A s an alternative to the proposed $ 1 1 million in cuts that would have left just $ 1 mil lion remai ning for cadet training, the subcommittee was able to allot $9 million in federal aid in open rejection of the administration's budget policies. 15.865: Maintenance Persons Considering the necessi ty of maintaining vessels. their equipment . and machinery while vessels are underway at sea. the S I U concurs with the concept of establishing this new rating. Vessels which are actually floating industrial plants should be staffed with sufficient manpower to ensure their maintenance and continued smooth operation . The consequences of serious malfunctions due to deterioration of the physical plant carry potentially life-threatening consequences. Therefore, the SIU concurs with the concept of establishing a new rating, the maintenance person . However, this rating should not in any way replace ' the watchstanding duties of the AB . Further, the SIU recommends that this rating be above that of the entry level. In addition to maintenance duties, these individuals should be utilized for docking and undocking procedures and again should in no way be utilized to replace the AB in watchstanding duties. In addition, we support a distinction being made between deck and engine maintenance persons . The SIU further recommends that before the Coast Guard issues a final rule. its provision on the new rating incorporate a more comprehensive description of this individual , stipulating specific qualifications, duties and responsibilities, training requirements, etc . to assure properly trained personnel to perform expected duties. At the present time , the provision lacks these prerequisites. WH EN YOU BUY YOU R EASTER BONN ET- ( � Offshore Drilling Units The SIU has reviewed with interest CGD 8 1 -059a dealing with the Licensing of Offi cers and Operators fo r Mobile Offshore Drilling U nits and the manning of these vessels . Generally, the SIU strongly d i sagrees with the Coast Guard ' s c on tenti on on which the proposed regulation is based that there exist "unique conditions in the offshore drilling industry" which necessitate " ' licenses adapted to the unique operations associated with mobi le offshore drilling units . " The S I U rei terates its adamant position that mobile rigs. which are by definition " vessels , " operate in a hazardous industry and environment and should be regulated and treated as traditional U . S . - flag oceangoing merchant vessels and their crews . Requiring merchant marine documents for personnel in the offshore drilling unit . as called for in the proposed regulation . is indeed a step in the right directi o n . Further, i t is the position o f the S I U that the marine watchstanding crew of a mobile offshore drilling unit should meet the same standards and criteria and have the same training as crews aboard traditional U . S . -flag vessels . The fact that a drilling rig is stationary for periods of time in no way removes this obligation particularly as these skills would be required to get a crew safely off in an emergency. The lack of seamanship skills and training can be directly l inked to loss of life in t hese case s . The S I U urges the Coast Guard t o issue licenses and certificates of endorsement based on standards and requirements that are identical to and parallel those required in Coast Guard Certificates of Inspection covering the operation of oceangoing U . S . -flag vessels. as these vessels are vessels in every ;;en.se of the word . �� � / (/ B E S U R E TH E U NION LABEL' S ON IT March 1 986 I L O G /. 31 - �Maren �Ieepea 1n Marmme M1s1ory Furuseth, Lundeberg Birthdays and Seamen 's Act Mark Historic Month in Seafaring Labor Movement by Dorothy Re March is a memorable month for Seafarers . Andrew Furuseth was born March 1 2 , 1 854. Harry Lundeberg was born March 2 5 , 1 90 1 , and the Sea­ men ' s Act was signed by President Woodrow Wilson M arch 4, 1 9 1 5 . The history of the seamen's move­ ment is one of the more colorful in all of labor history, and these two men were giants in that history. Andrew Furuseth brought the sailors of sailing ships out of slavery and medieval con­ ditions and was responsible for the earliest legislation for seamen' s rights . Harry Lundeberg followed Furuseth' s lead and brought seafarers through the strikes and bitter conflicts of the ' 30s toward a stronger coalition of all re­ lated unions of the maritime industry into the ' 50s. ANDREW FURUSETH Liberator of the American sailor and untiring worker for better conditions for seamen the world over, Andrew Furuseth ( 1 854-1 938) continues to re­ ceive honors and accolades . In 1983 he was inducted into the National Maritime Hall of Fame at Kings Point, N . Y. He has been called ' 'The Lincoln of the Sea . " Andrew Fur uset h From his humble beginnings in Nor­ way, Furuseth rose to prominence in Washington circles and led the way toward dealing with problems that faced seamen and their unions by taking them straight to Congress. Andrew Furuseth was born in Fu­ ruseth, Norway . Children were named for the town in which they were born in those days. He came from a poor farming family with several children and, as was also the custom then , he was sent to another farmer to be raised. This man saw his potential and sent him to school. He studied very hard and learned to speak several lan­ guages . He became a translator and at 19 decided to go to sea. Since he spoke English as well as German, Dutch, French and Norwe­ gian , he shipped out on ships of many flags . Furuseth was appalled by the conditions aboard ships and the treat­ ment of sailors. When he was sailing 32 / LOG I March 1 986 Harry Lundeberg (top center) talks to white-capped SUP members around 1940 after a waterfront confrontation. up the West Coast he jumped ship in Oregon but was chased and treed by bloodhounds. When he landed in San Francisco he was able to leave the ship. After that he decided to stay close to shore and work for better conditions for sailors. It was the be­ ginning of a long fight that ended only with his death . He sailed occasionally and was on a fishing vessel when the Coast Sea­ men ' s Union was formed in 1 884. He joined it shortly after that, in 1 885 , and was a leading force in this early union which became the Sailor's Union of the Pacific. He also worked toward the formation of the National Sea­ men' s Union , and when it changed its name to the International Seamen' s Union , he became i t s first president. The ISU was later threatened by factions within and the N M U , and toward the end of his life the S U P was expelled from the I S U . This was more than Furuseth could stand , and al­ though he was not implicated in these dealings , he was greatly affected . He had presided over the Convention of 1 934 and was brokenhearted by the results : The shock was too much and he died shortly after. Furuseth was responsible for the passage of the Maguire Act of 1 896 , t h e first legislation t o free sailors from bondage , and the White Act of 1 898 . Now sailors could leave their ships in the U . S . A . and in foreign ports with­ out being imprisoned. Flogging was also forbidden, but Furuseth felt that these early bills were not enough. In 1 909 Furuseth approached Sen . Robert LaFollette about the plight of seamen. LaFollette's first reaction was that Lincoln had freed the slaves , but Furuseth soon convinced him that this was not so and that seamen were still enslaved. Soon they were working together and formulated the Seamen's Act , presenting it to Congress in 1 9 1 2 . I t passed the House and Senate, but President Taft. pressured by foreign governments, vetoed it . It was not until 1 9 1 5 that the Seamen' s Act be­ came law through the perseverence of these two men, LaFollette and Furu­ seth. When the Seamen' s Act was finally signed into law by President Wilson on March 4, 1 9 1 5 , LaFollette told Furuseth and the SUP, "March 4th is your Emancipation Day . " And he said that they were , at last, "free men under the Constitution of your coun­ try . " He described Furuseth' s work as " . . . this heroic struggle for human liberty . ' ' Furuseth used The Coast Seamen 's Journal to take his message to the sailors and to the public. In it were featured articles on specific instances of cruelty and death to seamen. These stories were printed as long as the paper was in existence. I n 1 895, the " Red Report, " a pamphlet telling of these atrocities, was published through Furuseth' s efforts . He made certain that this pamphlet was on the desks of all the congressmen involved in the passing of the Maguire Act. In those days the red stood for the blood shed by seamen over the years and had nothing to do with Communism ; that came later. The Seamen' s Act of 1 9 1 5 came 3 5 years after Furuseth made his decision to do something about the inhuman conditions that sailors lived under. Throughout his life , even after he be­ came the head of the union, Furuseth never had elaborate accommodations. He lived as closely as possible to the simple life of a sailor and only accepted a salary equal to that of a sailor's pay. One room and a few amenities were all he allowed himself. These qualities, plus his tireless work for seamen' s rights, prompted people to call him a saint. He was called "The Patron Saint of Seamen , " and " Saint Andrew of Sailors . " However, Hy­ man Weintraub, who wrote his defin­ itive biography of Furuseth in 1959, says that he did not uncover a saint, but that, "It became more important to use Andrew Furuseth as a symbol for thousands of labor leaders who led their people out of bondage , than to prove that labor had its share of saints. " What Weintraub found as he explored this character was "a very worldly person who made enemies, mistakes and history . " Furuseth had a way with words. When threatened with imprisonment, when the SUP violated a court injunc­ tion, he said his oft quoted lines: "You can put me in jail but you cannot give me narrower quarters than as a seaman I have always bad. You cannot give me coarser food than I have always eaten. You cannot make me lonelier than I have always been." He became an orator and wrote tirelessly for The Coast Seamen's Journal. He also wrote flyers, tracts and petitions presented to Congress, anything that was needed to further the cause. One of the prize possessions of the Archives at the Paul Hall Me­ morial Library at SHLSS at Piney Point, Md. , is a collection of hand­ written minutes of the early meetings of the Coast Seamen's Union of the late 1 880s. These were written by Furuseth in the style typical of those times with flo urishes and swirls. Furuseth died in Washington, D.C. where he had worked so hard and so long a time for the benefit of seamen. He was given a rare honor accorded to no other labor leader. He lay in state in the auditorium of the Labor Department at the request of Frances Perkins , then Secretary of Labor un­ der President Franklin D. Roosevelt. And y , as he was affectionately called by many of his colleagues, was a crusader in the style of Don Quixote. He rode into battle against great odds with his banner held high and his lance (his pen) held higher. As he wrote to educate Congress, so he wrote for the seamen. One of his most brilliant pam­ phlets is entitled " Work i s Worship," and another of his quotable quotes is, " Skilled men are better than the best machinery . ' ' Probably the best judgments of men are made by those who knew them. Such a man was Silas B. Axtell, who became a lawyer for the SUP and worked with Furuseth for many years. He ended an article, written for the American Federationist in 1 948, with the following. "I knew Andy Furu­ seth . I have read Christ and Lincoln. To compare them all makes life con­ tinuous to me. Andy revered them and I revere them all as sons of God. In time we will all , seamen and landsmen alike, remember their birthdays , De­ cember 25 , February 1 2 and March 12." HARRY LUNDEBERG When Harry Lundeberg died 29 years ago, every newspaper in San Fran­ cisco had his obituary on the front (Continued on Page 33.) �Seafarers Welfare Report Have a Problem with Alcohol or Drugs? Everyone is very much aware of how medical costs are rising. Your Union is continually reviewing the needs of participants of the Seafarers Plans and the expenses involved in providing for these needs. The less waste there is, the more money we will have to provide more benefit s. During the last several years, a number of new programs were put into effect to safeguard your fund. One of these programs is the medicaJ audit program. Very large hospital and surgery bills are reviewed by our medical audit staff. This review has resulted in reducing medical charges and has saved the Plan a great deal of money . It isn't possible to audit every hospital bill that is submitted to the Plan, so we amended the Plan to include a provision which will reward our members who look over their hospital bills before submitting them as a claim to the Seafarers Welfare Plan. If you find unjustified charges-charges you feel are too high , or charges for services you did not receive-and succeed in getting that bill reduced, you will receive a ' 'bonus check" for 25 percent of the amount that was deducted from the hospital bill. The SIU Welfare Department can provide you with the details about this benefit. * * Six Reasons to Get Help Here are six reasons to make use of the Seafarers Alcohol and Drug Abuse Center. 1 . Your Health-Chronic alcohol and drug abuse can lead to memory loss, brain damage , liver disease , even death. Many times the abuser is not even aware of the extent of the damage until it is too late . 2. Your Family-A ccording to statistics released by the New York City Department of Drug and Alcohol Abuse, 63 percent of all alcoholics were brought up in families where one or both of the parents had serious problems with alcohol. By coming to grips with your problems with drug and alcohol, you will be setting a positive example for your children. 3. Your Shipmates-Working onboard ship can be dangerous. The only way to prevent accidents is to be alert. You are no good to yourself or your shipmates if you show up at work drunk or stoned. 4. Your Job Security-At present, one-third of all jobs available to S I U members are onboard military vessels, many o f which require drug testing. Within five years, one-half of all jobs available to SIU members will be onboard these vessels. Any member who fools around with drugs and is caught is jeopardizing his own job security. 5. Your Union-The S I U is one of the few maritime unions to create new job openings for its members during these difficult times. Over the past two years, the SIU has created several hundred new job openings for its members. Our Union was only able to do this because maritime people equate the SIU name with quality . By showing up drunk or by testing positive for drugs, a member is tarnishing the SIU name and threatening the job security of his fellow workers . 6. Your Self-Respect-There is no sin in having problems with drugs or alcohol. Millions of Americans abuse both. However, if you are aware of your problem and do nothing to correct it, then that is another matter. As a member of the Seafarers Union you have the tools to regain your sobriety or to become drug-free. If you think that you'd like to make use of the Union' s facilities at Valley Lee, Md . , talk to your Union Repre­ sentative. * During the SIU Crews Conferences in June 1 984 , a suggestion was made to investigate the possibilities of using " Preferred Provider Organizations" in an effort to get better medical services for our membership. We are very happy to report that our PPO in Seattle is doing exceptionally well. Members are choosing the Virginia Mason Clinic for their physicals as well as routine health care for themselves and their dependents. Participants who have received treatment at the Seattle PPO have reported that they are getting excellent care. Our members are now getting treated with the respect they deserve when you consider the expenditures that are made for health care . Members are also able to take advantage of the clinic ' s learning center to learn how to manage the disease of diabetes and other illnesses. Negotiations are ongoing to open up PPO facilities in other areas of the nation where we have a concentration of members. An article in the November 1 985 LOG explained the PPO program and how it works. * * * A few reminders . If you have a question regarding a claim, you can call the SIU Welfare Department toll free. That number is 1-800-345-21 1 2 . The telephone number t o call i f you didn't receive your W-2 is 301-8990675, extension 210. If you didn't get your W-2 , it's because the address we have on file is incorrect. Clip out the address form on page 44 of the February LOG and send it in so we can update your records. ------ (Continued from Page 32.) page. Lundeberg was a front-page man most of his career as leader of the seafarers on the West Coast, The Sail­ or's Union of the Pacific. He was only 56 when he had a fatal heart attack on Jan . 28 , 1957. Lundeberg was born March 25 , 190 1 in Oslo, Norway. He was a Norwegian American as was Andrew Furuseth . Both men were of the Viking heritage of the sea. As his father and three brothers had done , Lundeberg became a sailor at an early age when he sailed on the lofty three-masted schooners. During WWI he sailed on English nitro ships which were torpedoed out from under him on several occasions. He first became Seattle port agent where he led a bloody battle and turned a strike into a power play for maritime labor. He then became secretary­ treasurer, the highest office at that time , succeeding Andrew Furuseth . That was i n 1936. H e served as pres­ ident of the SUP and the S I UNA until his death. Lundeberg was the leader who pulled the SUP up by its bootstraps when it was floundering within the ISU , and he organized the SIUNA to keep re­ lated u:-!ions close together. He fol­ lowed Furuseth' s lead and took the legislative fight to Washington. It was Harry Lundeberg who began the tradition of the white cap or "Lun­ deberg ' s stetson" as it was called . I n the middle o f the turmoil o f the West Coast strikes , 1 936-38, he needed to know how many men he had in the sea of faces in front of him. The famous Historic Month picture shows him making one of his waterfront speeches. It is a part of the Maritime Exhibit at the National Mu­ seum of American History of the Smithsonian Institution in Washing­ ton, D . C . Lundeberg was a fierce fo e o f Joe Curran, the early leader of the Na­ tional Maritime Union. The NMU was part of the old CIO while the SUP belonged to the AFL, as did the S I U . The battles between the groups were marked by bitter charges of commu­ nist influence , company domination and lack of democracy . In those days the communist issue, real or imagined, was a major factor in the fights be­ tween the unions. " We kicked out those 80 commies right away , but the rats kept sniping at us all the time . Those were the days when commies were first class citizens and we were scum , " Lundeberg said. Lundeberg said one time he was "proud" of the broken jaw he received in a confrontation ' 'with the com­ mies . " I n addition to Curran, Lundeberg and West Coast longshoreman leader Harry Bridges had years of a running battle. But the SUP leader won an ironic personal victory when he mar­ ried Bridges' secretary . In the 1950s Harry Lundeberg turned down the job of U . S . Secretary of Labor during the first Eisenhower administration. His only wish was to remain in the maritime labor move­ ment. George Killian, president of the American Presidential Line s , said of him, " Whenever Harry Lundeberg gave his word he kept it to the let­ ter . . . . Through many a collective bargaining crisis, I never needed a written document to support a com­ mitment by Mr. Lundeberg on behalf of his sailors . " · Lundeberg was also a champion of the heritage of the sea. In 1 980, Karl Kortum, the curator of the National Maritime Museum in San Francisco, wrote an article in Sea History and credited Harry Lundeberg with saving the Cape Horn square-rigger, Balclu­ tha , not once but three times . He had sailed on the Oakland and knew the value of such a ship. The Balclutha is preserved at the museum in San Fran­ cisco and still sails under the Golden Gate Bridge. A tribute to Lundeberg three years after his death reads very much as one might today . " Secretary Morris Weis­ berger told the regular meeting that the work done by Lundeberg has served the U nion well for the difficult days we face. Decreasing employment, caused by runaway-flag ships and for­ eign competition , require the Union to maintain a sharp watch on the industry . . . . The SUP secretary pointed out only a few of the important issues facing this U nion are the new state and federal laws, hiring hall is­ sues, development of medical clinics and need for closer cooperation with affiliated unions on both coasts . . . . ' ' Lundeberg was the victor i n every­ thing he undertook. It is a fitting tribute that the school of seamanship at Piney Point was named for him. His white caps are still the symbol of the SIU. His place in the history of maritime unions and in the history of the United States is undisputed. He will live on in the hearts and minds of men of the sea and the brave men who fought for and continue to fight for better con­ ditions for seafarers . THE SEAMEN'S ACT OF 1915 One of the more important aspects of this act was that it opened the U . S . courts to sailors without any payment of fees , and " Congress directed the president to abrogate all treaties with foreign nations. " This :;tatement comes from the writings of Silas B . Axtell , a lawyer and co-worker of Furuseth. The Seamen' s Act did away with pre-payment of wages or "crimping . " This practice was widespread prior to 1 9 1 5 . There were notorious villains, boardinghouse operators , who took money from sailors or " shanghaied" them aboard ships. The Seamen's Act further guaran­ teed sailors the right to leave ships at any port and to collect half of their wages . It further prevented floggings, insured that sailors had fresh food, and water, clean accommodations and generally raised the status of sailors from subhuman to respectable. While some of these problems con­ tinued to be the concern of maritime unions during the years that followed, it was the Seamen's Act that brought the terrible conditions that existed to the attention of the Congres s of the United States . March 1 986 I LOG I 33 �Pensioner Clifford Benjamin "C.B." Allen , 62 , died of kidney failure in Baltimore City, Md. on March 20, 1 985 . Brother Clifford joined the SIU­ merged Marine Cooks and Stewards Union in the port of San Francisco in 1 955 sailing as a chief cook. He first sailed on the West Coast in 1 946 . Seafarer Allen was a veteran of the U . S . Armed Forces . Born in Rich­ mon_d, Va. , he was a resident of Bal­ timore . Burial was in the Maryland National Cemetery, Laurel . Surviving are his widow, Florencia and a daugh­ ter, Belvie. James Eddie Brown Sr. , 6 1 , died on Feb. 9. Brother Brown joined the SIU in the port of Jacksonville in 1 97 1 sailing as an oiler. He was born in Flor­ ida and was a resi­ dent of Jacksonville. Surviving are his widow , Nadine and his mother, Mamie of Jacksonville. Pensioner Louis Orlando "Buck" Es­ trada, 74, passed away from cancer at home in Tickfaw, La. on Dec . 20, 1 985 . Brother Estrada joined the SIU in the -..-11r port of New Orleans in 1 954 sailing in both the steward and deck departments. He hit the bricks in the 1 965 Chicago (Ill . ) Taxi beef and attended a Piney Point educational conference workshop . Seafarer Es­ trada was a veteran of the U . S . Marine Corps during World War II. A native of Guatemala, he was a naturalized U . S . citizen. Burial was in the Garden of Memories Cemetery , Metairie , La. Marcel Frayle Jr. , 49, died on Feb. 7. B rother Frayle joined the SIU in the port of New Orleans in 1 %0 sailing as an AB . He was a resident of Chal­ mette , La. Surviving are his widow Edith and his motlier, Pamela of Ne� Orleans . farer McDonald was born in Massa­ chusetts and was a resident of Way­ land, Mass . Surviving is his sister, Leah Follis of Wayland. . Pensioner James Flanagan Camillus Jr. , 7 5 , passed away from a heart attack in the Allenbrook Nursing Home, Baytown , Texas on Jan. 17. Brother Flanagan joined the . SIU in 1 946 in the port of New York sailing as an AB. He walked the picket line in the 1 946 General Maritime beef. Seafarer Flanagan was a veteran of the U . S . Army during World War I I . Born i n New York City, h e was a resident of Baytown. Interment was in the San Jacinto Park Cemetery , Harris, Texas. Surviving is his brother, Alexander of New York. · Pensioner Johnnie Rufus Holladay , 65 , succumbed to heart failure in the Providence Hospital , Mo­ . bile on Dec. 24, 1985. Brother Holladay joined the SIU in 1 948 in the port of Mobile sailing as a cook. He was a veteran of the U . S . Coast Guard in World War I I . Seafarer Holladay was born in Greenville, Ala. and was a resident of Mobile. Burial was in the Pine Crest Cemetery, Mobile . Surviv­ ing are his widow, Eula and his mother, Frances of Summerdale, Ala. · ._ , he was a resident of Brooklyn. Inter­ ment was in the Pinelawn ( N . Y . ) Park Cemetery. Surviving are his widow, Melido and a son, Juan. Pensioner Jaime Joseph San­ tiago Rios, 36, died on Dec. 20, 1 985 . Brother Rios joined the SIU following his graduation in l %8 from the Harry Lun­ deberg School of Seamanship Entry Trainee Program , Piney Point , Md. sailing as an AB. He was born in the Bronx, N . Y . and was a resident there . Surviving are his mother, Margarita of the Bronx and his father, Santiago of New York City. Pensioner Joseph Bernard Simmons, 8 1 , passed away on 27, 1 985 . Dec. Harry l\U!!�r, Ellsworth died on Feb. 1 2 . Brother Miller joined the SIU-merged Ma­ rine Cooks and Stewards Union in the port of San Fran­ cisco. He retired on pension in 1 982. Seafarer Miller was a resident of Daly City, Calif. Surviv­ ing is his sister, Edna Ownes of Stone Harbor, N . J . . ;: �-..::; Pensioner Rich­ ard "Rick" Paul Gralicki , 63 , died of a liver ailment at home in San Fran­ cisco on Jan. 20. Brother Gralicki joined the SIU in 1 946 in the port of New York sailing as a cook and A B . H e was o n the picket lines i n the 1 946 General Maritime beef and the 1947 Isthmian strike . Seafarer Gralicki was born in Massachusetts. Cremation took place in the Pleasant Hill Cemetery Crematory, Sebastapol , Conn . , and his ashes were scattered at sea. Sur­ viving are his mother, Katherine of Worcester, Mass. and two sisters, Diana Tashjian of West Hartford, Conn. and Alicia Wolosz, also of Worcester. 'li·;i Brother Simmons joined the SIU in th� port of New York in 1 953 . He was born in Alabama. Surviv­ ing are two sisters, Ruth Pericola and Gladys , both of Poncola, Fla. We�ter Garfield Willialns , 6 l died on ll, Dec . 1985 . ",· Pensioner Esteban Rivera Morales, 70, Charles Edward McDonald, 57, died on Jan. 1 7 . Brother McDonald joined the SIU in the port of B oston, Mass. in 1 97 1 sailing as an AB and wiper. He was a veteran of the U . S . Air passed away from natural causes in the L . I . College Hospi­ tal , Brooklyn, N . Y . on July 7 , 1 98 5 . Morales � Brother F, : joined the SIU in 1946 in the port of New York sailing as a recertified bosun. He graduated from the Union's Recertified Bosuns Program in 1 975 . Seafarer Morales hit the bricks in the 1 96 1 Greater N . Y . Harbor strike and the 1 962 Robin Line beef. Bosun Morales also ' 'helped to Forces during the Korean War. Sea- organize ships . " Born in Puerto Rico, ) Brother Williams joined the SIU in the port of Bostori, Mass. in 1 955 sailing as a recertified chief steward . He gradu­ ated from the Union's Recertified Chief Stewards Program in 1 98 1 . Seafarer Williams also sailed during the Viet­ nam and Korean Wars . Born in Chel­ sea, Mass . , he was a resident of Mo­ bile. Surviving are his widow , Helen, two brothers , Clarence and Norman, and two sisters. Helen Prescott and Ruth Wastikowski. I DON'T BE IZL NEVER vET /.IOOKED/ I CAN llANDlE Jr / DOPEY ••. . • ONE BU�T I AND YOU1RE ON TM E BEAC H FOR I LI FE .I I 34 I LOG I March 1 986 ��Japan after World War II. Seafarer Glennon was born in Wisconsin and is a resident of Bluefield, W. Va. Billie Jenkins, 59, joined the SIU in the port of New York in 1 95 1 sailing as a FOWT-oiler last out of the port of Seattle. Brother Jenkins attended a Piney Point crews edu­ cational conference. He was born in Ashland, Ky. and is a resident of Seattle . Deep Sea Enrique V. Connor, 65 , joined the SIU in the port of New York in 1962 sailing as a cook. Brother Connor last sailed out of the port of San Francisco. He was born in the Philippines and is a resident of San Francisco. Giuseppe Galliano Jr. , 63 , joined the SIU in 1948 in the port of New York. He sailed as a waiter, AB dredge and QMED, last out of the port of New Orleans . Brother Gal­ liano worked on the New Orleans Delta Line shoregang in 1978. He hit the bricks in the 1 946 General Maritime beef. Seafarer Galliano also has secretarial skills and is a veteran of the U . S . Navy during World War I I . Born in Passaic , N .J . , he is a resident of New Or­ leans. George Gordon Glennon, 63 , joined the SIU in 1948 in the port of New York sailing as an AB, last out of the port of New Orleans. Brother Glennon walked the picket lines in both the 1 946 General mar­ itime beef and the 1947 Isthmian strike. He was one of the crew of the first merchant marine oil tanker to discharge cargo in Tokyo Bay , KNOW YOUR RIGHTS • Casimir J. Krowicki, 66, joined the SIU in 1 946 in the port of Galveston, Texas sailing as an AB , last out of the port of Seattle. Brother Krowicki was on the picket lines in the 1 946 General maritime strike and the 1947 Isthmian beef. He also worked as a sprinkler fitter. Sea­ farer Krowicki is a veteran of the U . S . Army during World War I I . A native of Pennsylvania, he re­ sides in Grayland, Wash. Joseph Kumor, 60, joined the SIU in 1945 in the port of New York sailing as a cook . Brother Kumor hit the bricks in the 1946 General maritime, 1947 Isthmian and the 1 948 Wall St. beefs. He is a veteran of the U . S . Army after the Korean War. Kumor was born in Philadel­ phia and is a resident there . for safeguarding the Jack Wong, 65 , joined the S I U in the port of New York in 1965 sailing as a FOWT and chief cook. Brother Wong also worked in the Indian Restaurant , New York City in 1963 . He hit the bricks in the 1 %5 District Council 37 beef. Seafarer Wong is a veteran of the U . S . Navy during World War I I . A native of Shanghai , China, he is a naturalized U . S . citizen and a resident of San Francisco. KNOW YOUR RIG HTS C O N S T I TU T I ON A L R I G H T S A N D O B L I G A ­ TIONS. Copies of t h e S I U const itut ion a r e available in all U n ion halls. A l l m e m hers should obtain copies of t h is m e m bershi p's con stitution so as to fa m i l iar ize themselves w ith its con­ money and U n ion finances. The const itution requires a tents. A n y t i m e you feel any m e m be r or officer is attempt­ detailed audit by Cert i fied P u b l i c Accountants every three - Walter Robert Stewart, 58, joined the SIU in the port of San Francisco in 1 %2 sailing as a GSU. Brother Stewart was born in New York and is a resident of Paradise , Calif. K N O W YOUR R I G H T S FINANCIAL REPORTS. T h e constitutio n of t h e S I U provision Oliver Valle Ortiz, 61 , joined the SIU in the port of New York in 195 1 sailing as an A B . Brother Ortiz last shipped out of the port of San­ turce , P.R. He was also a telephone operator and is a veteran of the U . S . Army in World War II. Sea­ farer Ortiz was born in Puerto Rico and is a resident of Mayaquez, P.R. David Richard Kendrick, 48 , joined the SIU in the port of Baltimore in 1961 sailing as a QMED . Brother Kendrick last sailed out of the port of Seattle. He is a veteran of the U . S . Navy after the Korean War. Born in Chillicotte , Ohio, he is a resident of Seattle. A t lantic, G ul f, Lakes and I n l a n d Waters District m a kes specific Shirley Hope "Nick" Nicholson, 65 , joined the SIU in the port of Norfolk in 195 1 sailing as an A B . Brother Nicholson was a former member of the United Auto Work­ ers Union. He was born in Ports­ mouth, Va. and is a resident Nor­ folk. i n g t o deprive you of any constitutional right or obligation months. which are to be s u b m i tted to the m e m bership by hy a n y methods such as dealing with charges. trials, etc. , the Secretary-Treasurer. A q u arterly fi n ance com m i ttee a s well a s a l l other details. t hen t h e m e m ber s o affected of rank and file m e m bers, elected by the m e mbership. should i m mediately notify headquarters. makes examination each q u a rter o f the fina nces o f the U n ion and reports fully their findings and recommenda­ EQU AL RIGHTS. A l l m e m bers are guaranteed equal tions. M e mbers of this c o m m ittee may m ak e d i ssenting rights i n em ployment and as mem bers of t he S I U . These reports, specific recom mendations and separate findings. rights are clearly set forth in the S I U con stitu tion and i n t h e contracts w h i c h t h e U n ion has negotiated w i t h t he TRUST FUNDS. A l l trust funds of the SIU A tlantic. G u l f . Lakes a n d I n land Waters District are a d m i n istered em ployers. Consequently. no m e m ber m a y be discr i m i ­ i n accordance w i t h the provisions of v a r ious trust fund agreements. All these agreements specify that the trustees n a t e d against because of race. creed. c o l o r . sex and n a ­ t ional o; geograp h ic origin. I f a n y m e m he r feels t h a t h e i � i n c h arge of these funds shall equally consist of U nion denied t h e e q u a l rights to w h i c h he i s enti tled. he should and m anageme n t representatives a n d their alternates. All e x penditures and d isbursements of trust funds are made only upon approval by a m ajority o f the trustees. All trust fund financial records are avail able at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights a n d senior­ ity are protected excl usively b y the contracts between the U n io n and the employers. Get t o know your s h i p pi n g rights. Copies o f these contracts are posted a n d available i n a l l U n io n halls. If you feel there has been any violatio n o f your shipping o r seniority rights as contained i n the contracts between the U n ion a n d the e m p l oyers. notify the Seafarers A p peals Board by certified m a i l . return re­ cei p t requested. The proper address for t h is i s : Angus "Red" Campbell 11111111111111111t 1111111 111m�11111111111111ull1Umlfll1111IJll�mH1ll1111111111111111111111111111 111 patrolm a n or other U n ion official. in your opi nion, fails to protect your contract rights properly, contact the nearest S I U port agent. EDITORI A L POLICY - THE LOG. The Log has trad itionally refrained from p u bl ishing any article serving the pol itical purposes of any i n d ividual in the U n io n . officer or m e m ber. I t h a s also refrained from p u blishing articles deemed harm ful to the U n ion or its collective m e m bersh i p . This est ablished policy has been reaffirmed by mem bership action a t the September. 1 960. meetings i n all const itut ional ports. The responsi h i l i t y for Log policy is vested in an editorial hoard which consists of the Executive Board of the U n ion. The Execu tive Board 5201 Auth Way and Britannia Way m ay delegate. from among i ts ranks. one ind ividual to Camp Springs, Md. 20746 Full copies of con t racts as referred to are avail able to you at all ti mes. either by w r i t i n g direc t l y to the Union or to the Seafarers A ppeals Board. CONTRACTS. Copies of all S I U cont racts are avail­ able i n a l l SIU halls. These contracts spec i fy the wages carry out this responsi b i l it y . PAYMENT OF MONIES. N o mon ies a r e to b e p a i d to anyone i n any ottic ial capac i t y i n the S I U unless a n o ffi c i a l U n ion rece i p t is g i v e n for s a m e . U n d e r no circum­ stances should any mem ber pay any money for a n y reason un less he is given such rece i p t . SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. S P A D is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ i n g. but not l i m ited to, furtheri ng the political. social and economic i n terests o f maritime workers. the preservation Chairman, Seafarers Appeals Board Prince Georges County notify U n ion headquarters. In and furthering of the A merican M erchant M arine with i m p roved e m p loyment opportun ities for seamen and boatmen and the adv ancement of trade u n ion concepts. In connection with such objects, S P AD supports and contributes t o poli tical candidates for elective office. A l l contributions a r e voluntary. N o contribution may be solicited or received because of force. job discri m ination, financial reprisal. or threat of such conduct. or as a con­ dition of m e m bership in the U n ion or o f e m ployment. I f a contributio n is m ade b y reason of t h e above i m proper conduct, notify the Seafarers U n io n or S P A D by certified mail within 30 days of the contribution for i n vestigation and a ppropriate action and refund. if i n voluntary. Sup­ port SPA D to protect and further your economic. pol i­ t ical and social interests, and A merican trade union concepts. the event anyone If at any time a member feels that any of the above rights have attempts t o req u i re any such payment he made w ithout been violated, or that he has been denied his constitutional right of and condit ions under which you work and l i ve aboard �upplying a rece i p t . or if a mem her i s req u i red t o make a � to Union records or information, your ship or boat. K now your contract rights. as well as payment and is given an ottic i a l rece i p t . hut feels t hat he SIU President Frank Drozak. at Headquarters by certified mail, your obligations. such as fi l i n g for OT o n the proper should not have heen req uired to make such p a y m e n t . t h i s return receipt requested. The address is 5201 Auth Way and Britannia sheets and i n the proper m a nner. I f. a t any t i me . any S I U should i m med i a tely h e reported t o U n ion headquarters. Way, Prince Georges County, Camp Springs, Md. 36 I LOG I March 1 986 he should immediately notify 20746. �D�aes� of Sh�ps llee��nas ALEX BONNYMAN (Maersk Line), January �hairman J.A. Denton ; Sec­ retary R. Bright; Educational Director J . McGee. No disputed OT. There i s $1 00 i n the ship's fund which will g o toward the purchase of a videocassette machine for the bridge so that crewmembers can watch TV in their rooms. Everything is running smoothly aboard the Bonnyman, which is scheduled to arrive in Diego Garcia on Jan. 9. "For a new ship, everything has gone well and the whole crew is working well together." Since the vessel has just come into service, the educational director noted that a ship's library and recreation facilities are just beginning to be built up. Several suggestions were made. One was to have better information regarding re­ patriation flights from Diego Garcia. An­ other was to have the government con­ tractors get their own video player in their lounge so that the unlicensed crew can have free use of the one in the crew rec room. A vote of thanks was given to the third engineer for putting up a basketball net. It certainly will be useful during the long sea passages as well as in Diego Garcia. Thanks also went to the steward department for a "really excellent Christ­ mas spread ." USNS ALGOL - T-AKR 287 (Sea­ Land Service), January 1 --Chairman J . Olsen; Secretary E . R. Hoitt; Educational Director J. Speer; Deck Delegate Norman F. Hancock; Engine Delegate Melvin F. Brumfield ; Steward Delegate Larry E. Crowe. No beefs or disputed OT reported. The chairman asked all crewmembers to check their survival suits to make sure there are no rips or other damage. He also reminded them that anyone who gets a "not fit for duty" while in Antwerp or Bre­ merhaven will not be allowed to go ashore until he can return to work. The secretary reported that Rear Admiral Piotti, com­ mander MSC and Commodore Morin, commander SC Europe, Will be aboard the Algol on Jan. 1 3 and will stay for lunch. He therefore noted that the Sunday meal would be moved to Monday (so as "to leave them with a great impression of an SIU ship"). A "big vote of thanks" went to the steward department for preparing a great Christmas dinner and for "a job well done on all the meals served . " Following Antwerp, Belgium, the ship will call on Jacksonville, Fla . ; Morehead City, N . C . ; "some place in Norway" ; and Bremer­ haven, Germany. Then it will go back to Beaumont, Texas and Violet, La. M AMERICAN CORMORANT (Pacific Gulf Marine), January 1 2--Chairman John Mclaurin; Secretary Nancy Heyden; Ed­ ucational Director Moore. No disputed OT. A ship's fund has been started ; $1 25 has been collected so far. The minutes of the previous meeting were read and it was noted that all rooms now have refrigerators. Crewmembers were reminded to be careful with the videotapes and to return them to the library when through. Members ex­ pressed some concern about actions on the part of the captain trying to find out what's being said at Union meetings. The chairman went to see the captain about the problem. The crew wishes to thank the steward department for all the fun bar­ beques out at the pool, for the other fine meals and "for making the ship a homey atmosphere during the holiday season." LNG ARIES (Energy Transportation Corp.), February 2--Chairman Robert D. Schwarz; Secretary J.L. Gibbons; Educa­ tional Director Paul A. Olson; Deck Dele­ gate Victor M. Beata; Engine Delegate Mark A. Freeman; Steward Delegate James Robinson. No beefs or disputed OT re­ ported. There is $256 in the ship's fund which will be turned over to the captain once the ship goes into the yard and most of the crew are transferred to other vessels. Reminders were given to "think safety." Those working on deck should wear hard hats at all times. The steward asked that members turn in all excess linen and that they clean out their quarters before leaving the Aries. "Think about the next person to use your room. " All were disappointed to hear of the telex received aboard ship that Martin Luther King's birthday would not be recognized as a Union holiday. A vote of thanks was given to all departments for a job well done and to the watch for keeping the galley clean at night. Next port: Himeji, Japan. AURORA (Apex Steamship Co.), Jan­ uary 1 9--chairman Cesar A. Gutierrez; Secretary E. Vieira; Educational Director Charles I. Hampson. No beefs or disputed OT. There is $1 20 in the ship's fund with another $60 due if the arrival pool sells. All is going well. The chairman mentioned that the captain had expressed his pleasure with the crew and the fact that there have been no problems. The Jan. 20 holiday (Martin Luther King Jr. 's birthday) will not be included in the payoff but will be taken up with the boarding patrolman at that time. He also reminded members that their 1 percent cost of living allowance went into effect Jan. 1 . The chairman made a motion to allow a man in group 1 or 1 -S , when getting off at a port at the completion of 1 20 days, to go on to his own homeport to register. In many cases a member must go well over 100 miles out of the way if he has to go to the Union hall representing the port of payoff. A vote of thanks was given to the steward department for a job well done. Next port: New Orleans, La. COVE TRADER (Cove Shipping), Jan­ uary 2--Chairrnan G . E . Annis; Secretary W. Braggs; Educational Di rector Meridith ; Deck Delegate Jose Nava; Engine Dele­ gate Joseph D. Saxon; Steward Delegate Paul Charly Jr. Some disputed OT was reported in the deck department. The OT for Columbus Day went to headquarters for a ruling; the same most likely will happen for Martin Luther King JJ. 'S birth­ day. The movie fund collected $1 80. The master received a telex from the company regarding a day off for every 30 days worked; however, the member must stay on for the next voyage. The annual in­ spection is due this trip. All members were reminded that they will be requ ired to be aboard ship when the Coast Guard has its drill. Members who are on for relief this trip must get off as per contract, even if the original member does not return to the ship. Also as per contract, there is no transportation allowed for relief trips or for those crewmembers who do not elect to stay for the full 1 80 days. Several motions and suggestions were made. One was for the next contract to include full transpor­ tation paid from the airport to the ship. Another was that men taking a relief trip be given round trip transportation. A vote of thanks was given to the steward de­ partment for a fine Christmas dinner. Next ports: Corpus Christi, Texas and Kenia, Alaska. LNG LEO (Energy Transportation Corp.), February 9--c hairman Malcolm B. Woods; Secretary H. Jones Jr. ; Educational Direc­ tor lndang Abidin. No beefs or disputed OT. There is $321 .09 in the ship's fund at the present time. Blank VCR tapes were bought in Osaka. Arrival pools are selling well and the Pac-Man machine is also making money for the ship's fund. A telex was received from headquarters stating that Martin Luther King Jr.'s birthday would not be a Union holiday. Crewmembers would like clarification on this since Sec. 1 2, sub-paragraph (c) states: "In the event other days were observed as national hol­ idays, they shall be included in this agree­ ment.'' The bosun spoke to the members about upgrading at Piney Point for their own job security. He also suggested they read the President's Report in the LOG where he talks about the trend in shipping to the military. The educational director has contacted other LNG vessels to try to arrange a means of trading videotapes. A new box of tapes will be put aboard in Osaka next trip. Members were once again cautioned about the dangers of drugs an'd: of the drug peddlers in Arun, Indonesia. Everyone was asked to respect their ship­ mates by keeping the noise down when crewmembers are off watch and by not playing tapes and radios loudly. A vote of thanks was given to the steward depart­ ment for a job well done. Next port: Osaka, Japan; Arun, Indonesia; Nagoya, Japan. MOKU PAHU (Pacific Gulf Marine), January 23--chairman Ray Todd; Secre­ tary R. Spencer; Educational Director David A. Norris. No beefs or disputed OT were reported. The chairman said that every­ thing was running smoothly and that the vessel would pay off this trip. He also reminded all hands that a donation to SPAD means a stronger SIU. Members were asked to leave their rooms clean when getting off the ship and were cautioned as to the importance of practicing safety at all times. A vote of thanks was given to the steward department for the cookouts. The steward department, in tum , gave a vote of thanks to the crew for helping keep the messroom clean. Next port: Galveston, Texas. OMI CHARGER (OM I), February 2Chairman F. Schwarz; Secretary J . Ben­ nett; Educational Director W. Yarber; En­ gine Delegate Paul Johnson; Steward Del­ egate Raymond L. Jones. Some disputed OT was reported in the deck department. It was moved that the chief pumpman be elected ship's treasurer. At present, how­ ever, there is no ship's fund. The chairman reported that the ship crewed up in Jack­ sonville on Jan. 1 4. It has no charter, but is going trip by trip. The duties of the DEU are not clear, and it was suggested that a letter from the Union be sent to the Charger clarifying his duties. A motion was made to put full crews back aboard the ship in order to stop the hiring of scab labor by the company. The Contract Committee will be asked to look into the hiring of outside personnel when these jobs can be per­ formed by Union members. PUERTO RICO (Puerto Rico Marine) , February 9--chairman W.L. Osborne; Secretary J. Coils; Educational Director E . Richman; Deck Delegate T . J . Vain; Engine Delegate D. Murphy; Steward Delegate Ovidio Crespo. No disputed OT. Crew­ members were advised to read the LOG to keep abreast of Union activities, espe­ cially the recent strike of SIU fishermen in New Bedford . The bosun asked everyone to be careful in all ports while cargo is being loaded and unloaded. A third mate was killed recently in the cargo hold. One minute of silence was observed in his name and in memory of all our departed brothers and sisters. A vote of thanks was given to · ftie· chief etectrlcian for installing a new garbage disposal in the galley. The crew also gave a vote of thanks to the new messman, Miguel Acevedo, for his good service and for keeping everything clean. More thanks went to the crew for keeping the pantry and crew messroom clean at night and to the steward department for a job well done. Next ports: Charleston, S.C.; Jacksonville, Fla. ; San Juan, P.R. SEA·LAND ECONOMY (Sea-Land Service), February 2--Chairman J. Hig­ gins; Secretary H. Scypes; Educational Director G. Sanders; Deck Delegate Pa­ trick O'Neal; Engine Delegate Carroll P. Boudreaux Jr. ; Steward Delegate Henry B. Edwards. All three departments reported some disputed OT. There is $68 in the movie fund. The chairman said that he will talk to the boarding patrolman regarding Martin Luther King Jr.'s birthday and about the COLA raise which was not received at the last payoff in New Orleans. He also advised crewmembers to check on their Social Security every two or three years to make sure all the figures are correct. Sometimes, he noted, a company will go bankrupt and fail to send in their Social Security funds. All those qualified for a mates or engineers license were urged to attend upgrading courses at Piney Point. "Even if you don't use them now, we don't know what the future will hold for us. At least you'll be ready for the future." A special vote of thanks was given to the BR in the steward department from the crew and officers for sharing his movies with them during the last trip. And a vote of thanks also went to the steward department for some "fine feeding . ' ' One minute of silence was held in memory of our departed brothers and sisters. Next port: New Or­ leans, La. Official ships minutes also were received from the following vessels: AMERICAll EA6l.E PATRIOT PAIR. BUCK . PFC WI.I.WI I BAUGll ROBERT E. lEf C.S. SALERIUM An.AITIC BORllQUEI CAGUAS UIG CAPftlCORI COllSTITUTIOll COITEllDEll FALCON CHAMPIOI GOlDEI MOIWICll GREAT LAID llDEPEIOEICE UIG LIBRA lOllG BEACH WllJIE su..wm ADYEll1UftER SU-l..AllD COISUMER SU-LAllD llEFElmfl SU-l..AllD EXPRESS SU-LAID FREEDOM SU-Wiii LEADER SU-LAID PACER SU-Wiii PIHEER SU-LAND PROOUCER SU-LAID VOYA&ER SENATOR USllS STALWART STOllEWA11 JACISOI STUYVESAllT MAUI OMI SACRAMENTO OMO WABASH OMI YUKOI OVERSEAS ARCTIC OVERSEAS BOSTOI PANAMA TRIUMPH UIG VIRGO Monthly Mentbership Meetings Deep Sea Lakes, lnJand Port Waters Date Piney Point . . . . . . . . . . . . . . Monday , April 7 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. New York . . . . . . . . . . . . . . . Tuesday , April 8 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Philadelphia . . . . . . . . . . . . . . Wednesday, April 9 . . . . . . . . . . . . . . . . . 1 0 : 30 . a.m. Baltimore . . . . . . . . . . . . . . . . Thursday , April 1 0 . . . . . . . . . . . . . . . . . . . 1 0 : 30 a.m. Norfolk . . . . . . . . . . . . . . . . . Thursday, April 1 0 . . . . . . . . . . . . . . . . . . . 10:30 a.m. Jacksonville . . . . . . . . . . . . . . Thursday , April 1 0 . . . . . . . . . . . . : . . . . . . 10:30 a.m. Algonac . . . . . . . . . . . . . . . . . Friday, April 1 1 . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Houston . . . . . . . . . . . . . . . . . Monday , April 1 4 . . . . . . . . . . . . . . . . . . . . 1 0:30 a . m . N e w Orleans . . . . . . . . . . . . . Tuesday, April 1 5 . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Mobile . . . . . . . . . . . . . . . . . . Wednesday, April 1 6 . . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . San Francisco . . . . . . . . . . . . Thursday , April 1 7 . . . . . . . . . . . . . . . . . . . 10:30 a . m . Wilmington . . . . . . . . . . . . . . Monday, April 2 1 . . . . . . . . . . . . . . . . . . . . 10:30 a . m . · Seattle . . . . . . . . . . . . . . . . . . Friday, April 25 . . . . . . . . . . . . . . . . . . . . . . 10:30 a . m . San Juan . . . . . . . . . . . . . . . . Thursday, April 1 7 . . . . . . . . . . . . . . . . . . . 1 0: 30 a . m . S t . Louis . . . . . . . . . . . . . . . . Friday, April 1 8 . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Honolulu . . . . . . . . . . . . . . . . Thursday, April 1 7 . . . . . . . . . . . . . . . . . . . 10:30 a.m. Duluth . . . . . . . . . . . . . . . . . . Wednesday, April 1 6 . . . . . . . . . . . . . . . . . . 10:30 a.m. Gloucester . . . . . . . . . . . . . . . Tuesday , April 22 . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Jersey City . . . . . . . . . . . . . . . Wednesday , April 23 . . . . . . . . . . . . . . . . . . 1 0:30 a.m. March 1 986 I LOG I 37 - �CL L NP -Company/Lakes -Lakes -Non Priority Di rectory of Ports Dispatchers Report for Great Lakes FEB. 1 -28, 1986 * TOTAL REGISTERED All Groups Class CL Class L Class N P TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Ed Turner, Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President * * REGISTERED O N BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 2 9 Algonac 0 Port 0 8 29 6 6 9 6 3 6 ENGINE DEPARTMENT 2 Algonac 3 0 Port 0 STEWARD DEPARTMENT 2 Algonac . 0 HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301 ) 899-0675 ENTRY DEPARTMENT Port 7 14 13 28 Algonac . 0 0 0 18 52 8 0 0 0 35 1 06 21 ---·-·------- Totals All Departments . . 4 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (31 3) 794-4988 · "Total Registered " means the n u mber of men who actually registered for shipping at the port last month . '* " Registered on the Beach " means the total n umber of men registered at the port at the end of last mont h . BALTIMORE, Md. 1 2 1 6 E. Baltimore St. 21 202 (301 ) 327-4900 Dispatchers Report for Deep Sea FEB . 1-28, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Port * * REGISTERED ON BEACH All Groups Class C Class A Class B DECK DEPARTMENT Gloucester . . New York . Philadelphia . Baltimore Norfolk . . Mobile . . . New Orleans Jacksonville San Francisco. Wilmington . Seattle . Puerto Rico . Honolulu . Houston . St. Loui s . Piney Point . Totals . . 4 43 2 4 11 11 43 24 28 23 39 9 12 29 0 2 4 8 2 4 11 2 5 9 7 6 5 4 11 6 0 1 1 0 0 0 1 0 1 2 0 0 0 0 1 0 0 1 1 34 4 6 14 4 24 12 26 14 25 8 5 28 0 0 3 7 1 3 12 2 2 8 11 2 5 0 12 2 0 1 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 5 2 2 1 0 13 4 2 3 1 2 12 6 0 0 8 1 07 8 15 18 17 99 72 60 42 62 28 10 72 0 2 284 85 7 205 71 2 53 620 1 2 3 1 1 3 4 3 6 5 3 5 1 18 4 0 2 61 0 0 0 0 0 0 0 22 0 4 11 2 14 7 14 3 18 7 5 14 0 0 0 0 0 0 0 0 8 2 84 0 7 1 4 10 1 115 0 0 1 0 1 1 2 3 4 4 0 0 0 0 1 0 1 0 0 0 0 17 0 1 8 1 10 8 19 7 7 18 10 7 10 7 12 21 14 11 9 10 27 9 0 0 0 0 0 0 0 2 3 1 0 1 0 3 0 0 1 1 73 1 Gloucester . New York . Philadelphia . Baltimore . . . Norfolk . . . Mobile . . . . New Orleans Jacksonville . San Francisco. Wilmington . Seattle . Puerto Rico . . . . . . . . Honolulu . Houston . St. Louis . . Piney Point Totals . 39 5 6 8 7 26 21 14 8 22 7 8 25 0 1 1 98 1 0 1 0 0 7 0 0 0 0 0 6 2 5 1 14 3 0 0 38 0 0 0 5 0 6 1 1 2 2 5 1 10 1 0 0 44 10 11 47 2 12 5 1 6 6 9 12 3 . . . . . . . . . Honolulu . . . . . . . . . . . . Ho u sto n . . . . . . . . . . . . St. Louis . Piney Point . Totals . . . . . . 0 7 0 2 10 3 14 1 . . . . . :32 6 15 6 1 13 0 0 17 0 0 3 35 0 0 0 1 30 43 37 7 0 0 0 14 1 3 9 0 0 98 2 0 0 2 0 1 3 0 1 2 1 22 0 0 0 34 0 0 0 0 1 0 0 0 0 0 0 0 28 0 0 0 29 0 6 0 0 1 4 7 4 6 3 1 0 2 14 41 2 2 2 2 0 0 0 0 0 0 3 4 52 2 0 0 92 41 21 4 1 1 0 0 34 0 0 0 309 79 36 6 79 13 4 11 12 26 20 42 28 38 19 1 39 15 0 2 0 9 3 3 0 6 2 237 1 0 0 77 38 1 5 27 0 0 1 91 1 0 0 5 0 13 3 18 8 18 3 4 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 241 209 93 1 71 1 27 0 352 454 269 430 263 511 314 1 64 1 89 1 ,700 839 330 0 20 1 3 10 2 16 8 40 7 23 4 4 7 0 1 4 28 0 5 9 7 10 7 13 8 36 4 1 02 8 0 0 146 Totals All Departments . 758 0 2 0 0 0 1 8 1 1 0 3 0 15 0 53 5 13 5 41 20 87 36 35 16 1 20 0 0 0 0 0 1 * "Total Registered" means the nuniber 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 February was d own from the month of January. A total of 1 , 1 78 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 , 1 78 jobs shipped, 51 1 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seni ority people. A total of 1 89 trip relief jobs were shipped. Since the trip relief program began on April 1 , 1 982, a total of 2,474 jobs have been shipped. 38 I LOG I March 1 986 1 22 1 Pierce St. 77002 (71 3) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 (904) 353-0987 99 Montgomery St. 07302 (201 ) 435-9424 1 640 Dauphin Island Pkwy. 36605 1,205) 478-091 6 NEW BEDFORD, Mass. 50 Union St. 02740 (61 7) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70 1 30 1 504) 529-7546 Toll Free: 1 -800-325-2532 N EW YORK, N.Y. 675 4 Ave. , Brooklyn 1 1 232 (71 8) 499-6600 NORFOLK, Va. 1 1 5 Third St. 2351 0 (804) 622-1 892 0 0 16 1 4 13 3 5 8 7 1 23 2 83 5 0 0 Gloucester . New York . Philadelphia Baltimore Norfolk . Mobile . New Orleans Jacksonville . San Francisco. Wilmington . Seattle . Puerto Rico Honolulu . Houston . St. Louis . . Piney Point . Totals . HOUSTON, Tex. 0 ENTRY DEPARTMENT Port 636 Cooke St. 968 1 3 (808) 523-5434 0 3 6 12 5 10 4 23 0 0 4 20 HONOLULU, Hawaii 0 1 33 g 1 1 Rogers St. O 1 930 (61 7) 283-1 1 67 MOBILE, Ala. 419 1 G LOUCESTER, Mass. 0 0 10 0 0 0 7 '0 705 Medical Arts Building 55802 (21 8) 722-41 1 0 JERSEY CITY, N.J. STEWARD DEPARTMENT Port Gloucester . . . . . . . New York . . . . . . . . Philadelphia . Baltimore Norfolk . Mobile . . . . New Orleans . Jacksonville . . . . . . . . . San Francisco . Wilmington . DULUTH, Minn. 0 0 0 8 13 22 7 0 5 g 46 0 1 290 Old River Rd. 441 1 3 (21 6) 621 -5450 11 ENGINE D EPARTMENT Port Seattle . Pu erto R i co . . Trip Reliefs CLEVELAND, Ohi o PHILADELPHIA, Pa. 2604 S. 4 St. 1 91 48 (21 5) 336-38 1 8 PINEY POINT, Md. St. Mary's County 20674 (30 1 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 941 05 (41 5) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 981 2 1 (206) 441 -1 960 ST. LOUIS, Mo. 4581 G ravois Ave. 631 1 6 (31 4) 752-6500 SUBIC BAY, Rep. of Philippines 34 2 1 st St. , W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (21 3) 549-4000 �Strike Not a Win Yet, but a Good Start Labor victories seem to be few and far between these days. The Hormel meatpacking strike is a tangled mess. The more than one-year-long strike against A. T. Massey Coal Co. by the United Mine Workers remains in limbo. The strike by United Food and Com­ mercial Workers against Marvel Poul­ try is in its third year. The SIU's fishermen's strike in New Bedford is hard up against that trend. We haven't achieved a 1 00 percent victory, but the Union and its mem­ bers have won more than early ob­ servers thought possible. Less than a year ago, the SIU did not represent one fishing boat in New Bedford. A long difficult process of organizing and NLRB certification that took most of 1 985 was the first step. It was a step initiated by New Bedford fishermen. They were dissatisfied with their representation at the time, Local 59 of the Teamsters. Local 59 and certainly the boatowners did not want to see the SIU win that fight , but we did . The unfair bargaining practices and pressure from boatowners, including the powerful Seafood Producers As­ sociation , showed that even after the SIU had gained bargaining rights , the but it seems as if they're trying to do something everybody's mother warned them not to do , draw to an inside straight . Those cards aren't in the deck anymore . We're down to the hard core in the New Bedford strike , a group of people , who for reasons known only to them, want no part of a fair and equitable contract. Through negotiations, pressure or the courts, those people will be brought into the fold. Until we gain all the boats the Union has rights to, we can't say we've won a total victory. But Union fishermen in New Bedford have won more than anyone thought pos­ sible-and they CAN be proud of that. powers in New Bedford wanted to force the Union out. They haven't. They won't. The strength and unity of most fish­ ermen and the large amount of support from the SIU has shown we mean business and we intend to stay. Also, the contracts the Union ne­ gotiated with the various independent fishing boatowners show that we are reasonable people who understand the problems the fishing industry faces. If these contracts are so outlandish, why would so many owners sign them? The owners have held most of the cards in New Bedford for a long time, How to Make Money While Getting Healthy l . After you are discharged from a hospital, review your hospital bill . . . carefully. 2. Think back on your confinement and the nature of your illness. Are there any charges included on your bill that you feel are unjustified? 3. Keep in mind this quick rule of thumb. Was the service ever performed? Did it seem necessary? 4. If something seems wrong with your bill, contact the Seafarers Welfare Plan' s Medical Auditor in writing as soon as possible. 5. Provide the following information : the name of the patient , his or her social security number, the name and address of the hospital, dates of treatment, procedure or treatment involved and the itemized charges. 6. Give a brief explanation of why you are questioning the charges. 7 . Address the letter as follows: Seafarers Welfare Plan, 520 1 Auth Way, Camp Springs, Md. 20746, Attention: Medical Audit, Joanna Caldwell . 8. If the Plan suceeds in getting the hospital bill reduced because of information you have provided, it will pay you a bonus of 25% of the amount saved. 9. The next time you file a claim, think about this program, and how the Union is doing everything it can to ensure that you receive the best possible treatment at the most reasonable cost. · 'Heartfelt Thanks to Claims . . . ' Words cannot express the gratitude in my heart for the checks you have sent me just when I needed it most. My wife ha.a to go to the dental surgeon, and I must ra.ise $ 1 ,100 for her next visit. So let me thank you all for your kind consideration a.gain and a.gain. I rea.11.ze I have been a burden all the pa.st yea.rs. How long it will continue only the good Lord knows. As ever, Henry B.. Krinke Hem8', Clalif. IO. If this program is to work properly, then don't abuse it by providing tips that aren't going to lead anywhere. At the same time, don't be afraid to question charges that you feel are truly unjustified. 1 1 . If you have any questions, call the Plan's Claims Department at the following number: (301 ) 899-0675 or toll-free 1 -800-345-2 1 1 2 . New Pensioners We would like to congratulate the following SIU members on their retirements last month. See future issues of the LOG for more information on these new pensioners. Algonac Gerald Scott Baltimore Clifton Blake Frederick Borentz Peter Ferrais Steve Magyar Houston Morgan Harris Archie Lee John McClelland Arthur Schuy Jacksonville A survivor's pension to Ernest Waters' widow Mobile Marion Dorgan New Jersey Oren Bohon Donald Pase New Orleans Giuseppe Galliano Otto Pedersen Norfolk Marvin Gilden Roland Muir Shirley Nicholson Philadelphia John Bergeria Puerto Rico Oliver Ortiz San Francisco Enrique Connor Salvatore Barbara Harry Smith Walter Stewart Jack Worig Seattle Robert Hyer Billie Jenkins David Kendrick Casimir Krowicki Wilmington Rafael Rios March 1 986 I LOG I 39 - �S the 1986 school season begins, it's not too early for high school seniors to start thinking about September 1986, and college. For depend­ ents of Seafarers and Boatmen, Don't Wait! Apply Now For A 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 Sea­ farers Welfare Plan. For de­ pendents, four $10,000 schol­ arships are offered. But the Scholarship Program is not exclusively for depend­ ents. A $10,000 award and two $5,000 scholarships are avail­ able to active Seafarers and :J..f'b -els. ! --� Boatmen. Also, when there are exceptionally qualified Seafar­ ers 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. 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 Sea­ farers Welfare Plan on the em­ ployee's behalf prior to the date of application. • Have one day of employ­ ment on a vessel in the six­ month period immediately pre­ ceding the date of application. • Have 125 days of employ­ ment on a vessel in the previous calendar year. Pensioners are not eligible to receive scholarship awards. Dependent Requirements 1986 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 depend­ ent'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 Sea­ farers Welfare Plan on the em­ ployee's behalf prior to the date of application. Have one day of employ­ ment in the six-month period immediately preceding the date of application. • Dependents of Seafarers and Boatmen who apply for a schol­ arship must be unmarried, under 19 years of age, and receive Have 125 days of employ­ ment in the previous calendar year. The last two items above cov­ ering worktime requirements of sole support from the employee and/or his or her spouse. Un­ married children who are eligible for benefits under Plan #1 Major the applicant's parents do not apply to applicants who are the children of pensioners or eligible deceased employees. 40 I LOG I March 1986 • Must Take SAT or ACT For both active members and the dependents of eligible mem­ bers, the scholarship grants are awarded on the basis of high school grades and the scores of either College Entrance Exam­ ination Boards (SAT) OR Amer­ ican College Tests (ACT). The SAT or ACT exam must be taken no later than February 1986 to ensure that the results reach the Scholarship Selection Committee in time to be evalu­ ated. For upcoming SAT test dates and applications, contact the College Entrance Exami­ nation Board at either: Box 592, Princeton, N.J. 1025 Berkeley, 08540 or Box 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 appli­ cations are available to active members or their dependents at any SIU hall or through the Sea­ farers Welfare Plan, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced in May 1986. The deadline for submission of ap­ plications is April 15, 1986. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1986 Description An account of the resource HEADLINES PRESSURE SPLITS OWNERS 300 FISHERMAN BACK TO WORK, AS MORE BOATS SIGN SIU COMMENTS ON CHANGES IN COAST GUARD DOCUMENTING HEAVY WEATHER, FAST ICE MAKE FOR A SLOW TRIP BUILD AND CHARTER HEARING SEARCHES FOR ANSWERS MARAD BUDGET- ON A STEADY COURSE TO DISASTER SHLSS COOK UPGRADERS WIN JOBLESS PAY DISPUTE SOVIET CRUISE SHIP SINKS INFORMATION FOR D-DAY MARINERS GREEK CAPTAIN JAILED IN FRAUD FREIGHTER CAPSIZES, 7 DIE NOMINATIONS FOR SHIP SAFETY NLRB UPHOLDS JUDGE’S RULING ON UNION-BUSTING FLORIDA PIPELINE DRAWS FIRE AT HEARING MEBA-2 SEEKS CONTRACT EXTENSION, SIU TALKS UNDER WAY ADMISSIONS DEPARTMENT THE KEY TO SHLSS MY FIRST SIU MEETING HAGGLUND CRANE MAINTENANCE COURSE AT SHLSS RADAR OBSERVER COURSE AFL-CIO MARITIME TRADES DEPARTMENT RESOLVES TO REBUILD INDUSTRY, PROMOTE JOBS FOR AMERICANS CONGRESSMEN, LABOR LEADERS SEEK NEW SOLUTIONS TO OLD PROBLEMS MTD BOARD ACTS ON ISSUES VITAL TO MARITIME WORKERS U.S. NEEDS A STRONG MERCHANT MARINE MTD VOWS TO REBUILD U.S. INDUSTRY MTD ADOPTS NATIONAL MARITIME POLICY LABOR WINS ON TAX REFORM THE U.S. FISHING INDUSTRY- STRUGLLING IN HARD TIMES BUILD AND CHARTER AUTO CARRIER TRADE THE INJUSTICE AND THE TRAGEDY OF SOUTH AFRICA ALASKAN OIL IS VITAL TO U.S. MARITIME INDUSTRY DREDGING AND PORT DEVELOPMENT THE SIU IN WASHINGTON APARTHEID COOK INLET CASH TRANSFER HOUSE MARK-UP MARITIME ADVISORY BOARD COAST GUARD QUESTIONS AND ANSWERS ABOUT THE MSC AND SEALIFT SIU CALLS FOR MORE SEALIFT SERIOUS WATER PROBLEMS ABOARD THE USNS KAWISHIWI MAJOR REORGANIZATION OF MILITARY APPROVED REMINDER: REPORTING FOR DUTY AROUND THE MSC NO GAIN FOR CROSSING UNION’S PICKET LINES STRIKERS FIND SOLACE AND SOUP AT THE FERRY CAFÉ HOUSE RESTORES ACADEMIES’ FUNDS FURUSETH, LUNDEBERG BIRTHDAYS AND SEAMEN’S ACT MARK HISTORIC MONTH IN SEAFARARING LABOR MOVEMENT STRIKE NOT A WIN YET, BUT A GOOD START Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context vol. 48, No. 3 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/df30227ed222a3e7beeb7b0f729dd6b2.pdf 34b1f2ec2ef4ad0da2c18464fd89d544 PDF Text Text Owners Reject Arbitration Fair Share Is Key in New Bedford Fish Strike by Mike Hall About the only thing that is certain owners, the Seafood Producers As­ which split the Union and the owners. in the seven-week-old New Bedford fishermen's strike is that the SIU will sociation (SPA} which represents only On Feb. 2 the SPA Oatly refused the 32 owners, made its ''final offer" Jan. SIU's offer. be there ''until hell freezes over,'' 24. The proposal would drastically The strike by some 600 SIU fisher­ i)nion President Frank Drozak said. slash the share of the catch which men from about 1 20 boats has virtually The strike, which began Dec. 27, centers around several issues, includ­ currently goes to the fishing crews and shut down the once-busy harbor. New leave the fishermen with virtually no Bedford is the nation's most profitable ing the way each boat's catch is di­ rights. fishing harbor. Even though most of vided between the fishermen and own­ "We're willing to give them another I percent. But the boatowners have gone too far. There isn't any more to take from us. But the percentages are not the main issues. We want a con­ tract that can correct the incredible abuses in this whole system," said Jack Caffey, SIU special assistant to the president. In an attempt to bring about a set­ tlement of the strike and reopen New Bedford's $1 million-a-day harbor, the Union offered to turn the dispute over to binding arbitration in which a neu­ tral party would decide the issues ers, documentation of crew expenses, work rules and the way the entire fish auction system is run (see page 7). Despite SIU attempts to reach a contract (the old contract negotiated by the fishermen's former union, Lo­ cal 59 of the International Brotherhood of Teamsters. expired in March), boat­ owners' representatives have failed to bargain in good faith, Union officials say. More than 50 failure-to-bargain charges have been filed by the SIU since contract talks began in July. The main bargaining unit for the Seafarers at the New Bedford ball the fishing boatowners are not part of the SPA, the Association wields power far beyond its numbers. "It's a closed market and they are trying to dictate for the rest of the industry. We've asked the independ­ ents what their demands are. We've offered to talk to them, but most hav­ en't shown up. The Seafood Producers have totally lied to the independents," Caffey said. In the face of the SPA's attempts to dominate the New Bedford fleet, (Continued OD Page 5.) Fisherman Dao Spooner walks a pn-dawn picket line at the site where the Seafood .Prodaftn COlldud their dlspafed &la nc­ tlon wttb catches from scab boets. make preparations for the day's picket action. Inside: Pages 3 & 10 Seafarers Detained by Iranians Complete New Bedford Strike Coverage Pages Government Services Division News Pages B Erl & g Onboard the SIU's Crane Ship Gem State Pages 12 & 13 Special Lundeberg School Section Pages 15-34 The SIU-contracted MV Ricltanl G. MaJthintn is the 9eCODd of five new T-5 tankers scheduled for long-term charters to the Navy's Military SeaUft Command. All five will be opented by Ocean Carriers, Inc. of Houston, Teus. Both the Mo#IUe1en and the MV Gw Warnn DarntQ w«e buUt at the American Shipbuildhig Co. yard In Tampa, and both are crewed by the SIU and District 2, MEBA·AMO. Tite new 30,000 dwt tankers are being named for dvOlan Ameriam ..tann who lum� been cited for acts of lleroillm .oo.rd mercJaut slaipl chuiDc World War D. Able Seaman Richard G. M.attblmn was killed aboard the S.S. Mlll'tiu 1WJ dllriaa tbe lnl:tW bavaioll of tlle Phlllppme hluds. �President's Report by Frank Drozak I * sailors, offshore fishermen and with Japanese trade and gov­ ernment officials in recent months, and I am hopeful that we will get some agreement here. Again, it means more jobs for American seafarers. partment to provide better and faster service in the payment of medical claims. We are offering new options in our pension pro­ grams. We are improving our mail system to make certain that see that our industry is in a deep decline. But, if you look at the availability of jobs for our full book members, and even most of our B seniority members, we're not doing too badly. And, if you look at the sad condition and service for our members. There are the new job oppor­ tunities in the growing military support sector of our industry. eter to measure the condition of our organization. That is the Here, we have been successful in getting the very large majority day-to-day activity of our or­ ganization, and the participation of these jobs because our mem­ bers understand that this is where of our membership. the job opportunities are and ... We are moving forward with new pro­ grams to improve job opportunities, edu­ cation and service to our membership... Center in Piney Point-we are moving forward with new pro­ * ices for our membership. We have streamlined our claims de­ pared to 20 years ago , you can ters, on the legislative front, in Ol:Jr ports and at our Training * many thousands of cars that are imported each year into the U.S. I have had a number of meetings At our headquarters, we are continuing to develop new serv­ industrial workers. If we look at the number of jobs we have today for our membership com­ In every area-at headquar­ are also on the verge of a break­ through in getting agreement with the Japanese on carrying the has taken advantage of these programs. senting deep-sea seafarers, tug and barge workers, Great Lakes quite well. But, there's another barom­ thousands of new seagoing jobs. That means more job security for all American seafarers. We We are the most skilled and best trained because we have devel­ oped the finest training facilities anywhere in the United States, and because our membership T'S TOUGH trying to deter­ mine just how well we are doing as an organization repre­ of the other unlicensed unions, by comparison we are doing skilled seafarers in the world. that in order to get these jobs we must be competitive. I don't like the manner in which we have to bid for these jobs, and I'm not happy with the manning scales. But I know, and our grams to improve job opportu­ nities, education and service to our membership. And because we have placed a high priority on communication and educa­ we have to make concessions now in order to protect our job security. lt is a base from which tion, we have a membership that understands the needs and the problems of our industry and we can build to better these conditions. A key reason for our success has responded to them in posi­ tive ways. A reading of this and recent issues of the LOG shows the in winning these military sealift and support jobs is that we alone have developed the training pro­ grams that enable our members scope and the depth of our many programs, and how they all tie to qualify for the many new jobs they will perform on these ves­ together to provide job security sels. Our members are the most * * * As I write this, I am getting ready to meet with the executive board of the AFL-CIO Maritime Trades Department. I will be meeting with the presidents and other top officers of 43 national our members get timely infor­ mation. * * * AFL-CIO unions who share a common interest in the well­ Our legislative and political action departments are contin­ being and growth of the U.S. uing to work to protect our job maritime industry. There are a rights and to seek new job op­ number of programs we will be portunities. We have already outlined in recent issues of the discussing, and I will report to you on this at our next mem­ LOG the many struggles we had in the past three years to protect bership meeting in March. * our jobs in the Alaskan oil trade and in foreign aid cargoes. That * * Finally, let me encourage each of you to take advantage of the fight goes on. As we go into this last session of Congress, we have another shot at breaking open a whole new job market-the U.S. pas­ senger ship trade. l can tell you many training and upgrading op­ portunities that are available to you at the Seafarers Harry Lun­ deberg School of Seamanship. that if we can get legislation to open up this trade, it could mean available anywhere, and they are free. These are the finest programs membership understands, that Edward X. Mooney (l.) meets his old friend Scottie Aubussoo (r.) at a Chicago fund ndser for Richard F. Kelly Jr., state senator from llllnols' 39th district. Mooney, a former SIU official, is now work.log with some of our pensioners in the Seattle area. Aubusson, also retired, was one of our colorful port agents lo St. Louis and Chicago. Oftlcill PubiclUof1 ol lhe $ednr$ lnlemlllonal llnion o! Allantlc, Gli!, Lakes and l!Uld Wllenl Dlslllct, Afl.-0() Nortll Amlflca, Vol. '48, No. 2 Executive Boaird Frank Drozak President Ed Turner Executive Vice President Joe DIGlorglo Secretary Angus "Red" C8mpbeH Vice President Charles Svenson Editor Joe Sacco Vice President Mike Hall Managing Editor Max Hllll Associate Editor Deborah Greene Associate Editor L vn nette Marshall AsslStant Editor/Photos 2 I LOG I February 1 986 Mike Sacco Vice President George McCartney Vice President Leon Hall Vice President Roy A. Mercer Vlce President ..rt·� .� .. I The LOG (ISSN 0160-2047) is published monthly by Seafarers International Umon, Atlantic, Gulf, Lakes and Inland Waters 01strict, AFL-ClO, 5201 Autll Way, Camp Springs, Md. 20746, Tel. 6990675. Second-ciass postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at add!tlooal mailing offices. POSTMASTER: Sand address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 207-46. �Advance Your Career-Ship T-AGOS UA S. NAVAL SHJP TRIUMPH The USNS TriJlmph (Sea Mobility) is one of the new T·AGOS mHitary-contracted vesse ls which now comprise 30 percent of the SIU's manned Oeet. Standing on the dock is Bob HamU. Job opportunities with a chance for quicker advancement from B to A­ book and for Seafarers with third as­ sistant engineer diesel unlimited licen­ ses are available aboard the T-AGOS vessels. Currently six T-AGOS vessels are sailing, and there will be 12 of these ships under SIU contract by next year. At I a.m. eastern standard time and 150 miles north of Abu Dhabi, seven Iranian officers and seamen came alongside the Taylor. Travelling on a gun-boat fitted with 50-caliber ma­ chine guns, they radioed the captain of the Taylor to stop, that they were coming aboard. According to Richard Tavrow, sen­ ior vice president of American Presi­ dent Lines, the owner of the vessel which carries an SIU steward depart­ ment, the guns were positioned before the bow. He said it was the first time in the 75 years APL has provided service in that region that one of its vessels has been stopped. Aboard were 11 SIU crewmembers. Iranians proceeded to search the vessel and ordered a black-out on radio contact during the search. They broke open seals on containers, searched rooms and ship's alcoves for war armaments en route to Iraq. In 45 minutes the incident was over. But international repercussions were on1y just beginning. Vessels have been stopped as far away from Iran as 240 miles southeast of the Straits of Hormuz near Pakistan. Iran officially acknowledges searching 300 vessels since September for war goods that could be placed in the hands appropriate Coast Guard examina­ tions must be passed for an unlimited license also. For example a third assistant/QMED who sails in that job for two years can move up to T-AGOS limited first as­ sistant license. Then sailing for a year on the first assistant's license, he or she may move up to a T-AGOS chief engineer's license. But the applicable portions of the second engineer's un­ limited license exam must be taken. If a Seafarer sails aboard a T-AGOS vessel as third assistant/QMED, he or she will gain membership in MEBA-2 and will also sail as an officer with the privileges and responsibilities, includ­ ing posting their license and wearing khakis. For more information on this pro­ gram contact your port agent or call Frank Paladino, at headquarters. Any Bosun/AB, AB, OS, third assist­ ant/QMED, QMED, engine/utility, steward/baker, chief cook, steward/ assistant or corpsman/independent duty who is interested in securing a berth aboard a T-AGOS vessel should get in touch with their port agent for details. Under a new program adopted by Iranians Board, Search APL's President Taylor (See Reaction Page 10.) No one could have predicted that on Jan. 12 the President Taylor, heav­ ily laden with cotton, would not be permitted free passage through the Gulf of Oman. the Seafarers Appeals Board (see Oct. 1985 LOG) a B-book member who earns 730 days seatime aboard a T­ AGOS vessel or other selected mili­ tary ship. will be granted A-seniority. Also, Seafarers with third assistant engineer diesel unlimited licenses can upgrade more quickly under another new program by sailing as third as­ sistant engineer/QMED aboard a T­ AGOS vessel. Under the rules of the new program, which applies only to the T-AGOS vessels, a Seafarer with a third assist­ ant engineer's license, but with no seatime on that license, could advance to T-AGOS chief engineer in three years. But that license would be limited to only the T-AGOS vessels. How­ ever, half of that seatime could be applied to the requirements for an unlimited chief engineer's license. The of Iraqi soldiers. Iran and Iraq have been engaged in war since 1982. Response from the U.S. State De­ partment was immediate. Bruce Am­ merman, an official at the department, issued a statement that the U.S. thought of the incident as ''a matter of serious concern.'' However in recent weeks the State Department has called its stand into question. It now holds that international law does not restrict a nation at war from searching vessels for contraband and has pointed out that the U.S. has engaged in similar activity, searching vessels during the Cuban missile crisis. No injuries were reported, and Am­ merman said the incident was the first time that an American vessel has been stopped and searched by Iran. In an effort to guarantee safe passage of U.S. vessels for the time being, vessels are being given Naval escort through the Gulf region. The Taylor, a C-5, 27,000-ton multi­ purpose carrier, was to pick up a cargo of wheat in the Port of Fujaira in the United Arab Emirates when it was intercepted. There were 43 crewmem­ bers working on the vessel at the time. The Taylor is one of several APL vessels that normally travels with car­ goes into the GuJf. There was deep concern for the safety of the SIU crewmembers by officials of the SIU. "American ships," said SIU Presi­ dent Frank Drozak, "are like a piece of the U.S. The Iranians who boarded the Taylor had no legitimate right to Another vessel in the T-AGOS fleet �the USNS Contender (Sea Mobility). Sitting (l. to r.) are Bruce Mercado, OS; Errol Pak, patrolman; Steve Ruiz, port agent; Nel<>oo "Chico" Rodriguez, OS, and Norm Young, QMED. Standing (l. to r.) are: AJ Lautennilch, bosun; Kimberly Allen, chief cook; Jack Kem, AB; Chris Bren, SA; Bob W�ink, AB, and Gerald Durham, AB. board the vessel under the rules of international law. We condemn the boarding and we consider it to be piracy at sea." Drozak urged the Navy to train all Seafarers in self-defense. He has asked the State Department to "take the strongest action to see that this doesn't recur." "The crew," he said, "handled themselves in a professional manner and had the good sense not to incite the Iranians. "I am reminded." he said "of the reports of piracy particularly occur­ ring in the South China Sea and of the Achille Lauro in which an American businessman was killed by terrorists. Something has to be done," he said. The President Taylor is tentatively scheduled to return to the U.S. March 7 in the port of Seattle. Orientation Held in Honolulu The new SIU ball In Honolulu Is the site crewmembers aboard our passenger ships. for orientation programs ror newly-hired February 1986 I LOG I 3 �Dempster Wins SUP Re-Elects All Officers All incumbent officials of the Sailors Union of the Pacific were returned to office Jan. 3 1 , at the conclusion of the unionwide two-month secret ballot vote of the membership conducted by the American Arbitration Association. Those re-elected in San Francisco were President Paul Dempster; Vice Presi­ dent Jack Ryan; and Business Agents Gunnar Lundeberg, Duane Hewitt, Knud Andersen and Kaj Kristensen. Incumbent port agents and business agents in Seattle, Portland (Ore.), Wil­ mington (Calif.), New York, New Or­ leans and HonolullI also were returned to office. Also on the ballot were 63 proposed constitutional changes and three pro­ posed shipping rule amendments, most of which were adopted by the required two-thirds majority of the votes cast. Did You Get Your If you received taxable benefits from the Seafarers Plans, such as Vacation or Sickness & Accident, you should have received a W-2 form in the mail. These forms were mailed to each member's last known address. If you have not received your W2, please call headquarters (301) 899-0675, and ask for extension 2 1 0. W-2 Form? You should also send by mail your permanent home address so that you will not miss any important information from your Union. Write to: Seafarers International Union Membership Services 5201 Auth Way Camp Springs, Md. 20746 COLA Boosts Freighter, Tanker Wages A I percent Cost of Living Adjustment (COLA) went into effect for Seafarers working under the Standard Freightship and Standard Tanker agreements Jan. 1 . Following is a list of wage rates with the COLA included for those agreements. Tanker Wages, Premium and Overtime Rates as of January 1, 1986 Monthly Rate Premium Rate Overtime Rate DECK DEPARTMENT Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman (Green) Able Seaman (Blue) O.S. Deck Maintenance Ordinary Seaman 2133.34 18.52 I0.11 1933.83 17.82 I0.11 1861.32 1587.23 1396.86 1299.41 1282.55 1107.66 16.23 13.85 12.21 11.34 11.22 9.68 I0.11 7.75 7.75 7.75 6.14 6.14 2133.34 1949.21 1765.10 1580.98 2133.34 1951.53 18.52 16.89 15.28 13.70 18.52 17.00 10.11 IO.I I 10.11 10.11 10.11 10.11 1951.53 17.00 10.11 1727.66 1571.30 1609.86 13%.86 1396.86 14.89 13.98 13.99 12.21 12.21 10.11 10.11 7.75 7.75 7.75 1282.55 1282.55 11.22 11.22 6.14 6.14 STEWARD DEPARTMENT Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook & Baker Third Cook Assistant Cook Steward Assistant 18.52 JO.II 2133.34 2133.34 18.52 18.52 10.11 1941.54 16.93 10.11 1869.06 1677.71 1638.12 1453.02 1453.02 1070.77 16.29 14.62 13.85 11.92 11.92 9.40 10.11 10.11 10.11 7.75 7.75 6.14 2133.34 JO.II PENALTY RATES Off Watch, Monday through Friday 11.26 9.04 8.04 Group I Group II Group III 1813.41 1668.42 1668.42 1541.83 1454.20 1380.62 1284.30 1153.69 !079.20 15.79 14.54 14.54 13.42 12.69 12.06 11.22 9.42 9.42 10.11 I0.11 I0.11 7.75 7.75 7.75 7.75 6.14 6.14 2193.56 2193.56 2133.34 2133.34 2133.34 1994.28 1994.28 19.24 19.24 18.52 18.52 18.52 17.38 17.38 10.11 I0.11 I0.11 I0.11 I0.11 10.11 10.11 1994.28 17.38 10.11 1994.28 17.38 10.11 2045.56 1817.73 1695.70 15.93 15.22 14.77 10.11 10.11 10.11 2050.29 1882.87 1715.45 1548.04 1828.64 17.64 16.31 14.85 13.40 15.93 10.11 10.11 10.11 10.11 I0.11 1744.84 15.22 10.11 1571.08 1692.04 1593.63 1461.71 1380.62 1485.74 1380.62 1380.62 1380.62 1282.47 13.72 14.77 13.91 12.78 12.06 1 2.97 12.06 2.06 12.06 l 1.22 10.11 10.11 10.11 10.11 7.75 7.75 7.75 7.75 7.75 6.14 1 7 1 2.73 1593.63 14.77 JO.II 12.97 7.75 1282.47 11.22 6.14 2050.29 2050.29 2050.29 1813.41 1611.82 1571.07 1380.62 1361.96 1361.96 1070.78 17.64 17.64 17.64 15.79 14.07 13.72 11.92 11.92 11.92 9.40 I0.11 10.11 10.11 10.11 10.11 10.11 7.75 7.75 7.75 6.14 ENGINE DEPARTMENT ENGINE DEPARTMENT Q.M.E.D. Class I Class 2 Class 3 Class 4 Q. M.E. D./Pumpman Chief Pumpman Second Pumpman/Engine Maintenance Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility/Deck Engine Wiper Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman (Green) Able Seaman (Blue) O.S. Maintenance Ordinary Seaman Freightship Wages, Premium and Overtime Rates as of January I, 1986 Monthly Rate Premium Rate Overtime Rate Chief Electrician (SL7's, SLl8's, D6's, Lash & Mariner) Q.M.E.D./Electrician D-9 Chief Electrician Crane Mtce./Electrician Electrician Reefer Mtce. Second Electrician Engine Maintenance Engine Utility Reefer Maintenance Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Class I Class 2 Class 3 Class 4 Plumber Machinist Unlicensed Jr. Engr. (Day) Unlicensed Jr. Engr. (Watch) Deck Engineer Engine Utility Evaporator/Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Maintenance Oiler/Maintenance Utility General Utility/Deck Engine STEWARD DEPARTMENT Chief Steward (SL7's, SLl8's, D6's, D9's, Lash & Mariner) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Steward Assistant PENALTY RATES DECK DEPARTMENT Off Watch, Monday through Friday Boatswain (SL7's, SLl8's, D6's, D9's, Lash & Mariner) Group I Group II Group III 4 I LOG I February 1986 2050.29 17.64 I0.11 11.26 9.04 8.04 �Fair Share Is Key in New Bedford Fish Strike (Continued from Page 1.) the SIU has been able to sign about the auctions be open to the public. 35 fishing boats to new contracts, and These are not. negotiations between the Union and other independents Since the strike began, support from goes on daily. SIU headquarters, the Labor Move­ Union officials hope that by signing up boats one at a time, they will be ment throughout New England and able to weaken the SPA's hold on the whelming. the local townspeople has been over­ Almost 1,000 striking fishermen, their other owners. But since the strike began, a few families, friends and other union mem­ scab boats have been out to sea, and bers marched through New Bedford the SPA, in violation of a 20-year-old last month for a rally to support the New Bedford ordinance, has been strikers. buying their small catches at an illegal auction house. The New Bedford Seafood In addition, enough groceries to fill more than 400 bags have been donated Ex­ by townspeople and other unions to change Inc. has rented space on the help strikers through the tough times. property of Yellowbird Trucking Co. to hold the illegal auctions. Every Oddly enough, fishermen say, they began a strike fund under their old morning two vans and a handful of union, Local 59, but the officials of other vehicles are escorted by police that union have refused to release any past the Union's picket lines. The of the funds. The SIU is helping through courts slapped an eight-person limit a stipend of $10 a day for strikers on on the picket line there. But usually picket duty. In addition a 24-hour they are buying the catch of only one sandwich board is available at the or two boats. makeshift Union hall. Local 59 refuses Every day since the Seafood Producers began to violate the city's ordinance on fish auctions by holding their own private auction from scab boats, fishermen have been at the site. Here fishermen George Albert and Milo Pendergast lead a group of pickets. 40 members from the port of New The city, reacting to strong Union to vacate its offices in the former than 2,200'pounds of lunch meat, 1,200 pressure, has finally asked for an in­ Union building. Also, several coffee loaves of bread, 400 pounds of cheese, York to assist the striking fishermen junction to halt the auction because it and sandwich runs are made each day 72 cases of coffee and more than 200 around the clock. They work 12-hour violates an ordinance which requires to all the picket sites throughout New dozen donuts have been used. Ost­ shifts. that all seafood sold in New Bedford Bedford and adjoining Fairhaven. man, a cook on the boats, spends "We've never had the strength we about eight hours a day preparing the have now. The brotherhood is there," be sold through the city's own auction Fred Ostman, who has spent 40 house at Pier 3. It also requires that years on the water, estimates more food and buying the supplies. In addition, the SIU has sent about Ostman said, "I think we're strong enough to whip any boatowner's ass." In better times New Bedford's fish auction was held at this site, the City Wharfage on Pier 3. No fish have been sold there since Dec. 27. Fishermen Bill Murphy (left) and Jimmy Jones man the site. At right, New Bedford Rep. Frank Joia helps some striking fishermen at the Union hall. Since the New Bedford fishermen's strike began in December, there has been an outpouring of support and Area Rallies Around Strikers help from many segments of the com­ munity. The area's unions have shown a great deal of support for SIU fish­ ermen. People from as far away as New York have journeyed to New Bedford to join the fishermen on the picket lines and to show their support. The following groups have helped and to them we express our heartfelt appreciation. Hospital Workers Local 767, Oper­ ating Engineers, United Food and Commercial Workers, Electrical, Radio and Machine Workers, United Rubber Workers, Southern Massa­ chusetts Faculty Federation, United Auto Workers, Bricklayers, Plumbers, Longshoremen, Insurance Workers-American Income Life, Massachusetts State Federation, New Bedford and Cape Cod Central La­ bor Council, Building Trades De­ partment, MEBA-AMO, Leather and Novelty Workers, Garment Shops. There are many other individuals who have helped, but space does not allow us to list them at this time (see next month's LOG). Unions throughout the region have pitched in and helped out during the SIU strike. Above are members of Operating Engineers who joined hundreds of others at a rally late last month. February 1986 I LOG I 5 �System's a Rip-off SIU Fishermen Demand End to Years of Abuse The sentiment of most SIU members in the New Bedford fishing fleet is that they have been "ripped off" in the past and they want that changed. "I don't want to be on a boat where there is total dictatorship by the captain and the .boatowner. You don't know how long you'll be out, where you'll be � , / . ' I working or what your pay wiU be," said fisherman Patrick Carr. "I'm 60 years old and I have never fished for what they're asking for now,'' .,.·· said Jimmy Jones, another SIU fisherman. -�· ·· ;>?ef-�� The strike centers around several issues (see page 7). The percentage of the catch that goes to a fishingboat's crew is a central issue. Under the last contract, crews on scallopers divided up 64 percent of the proceeds from the . catch. On the draggers-that figure was 58 percent. But those figures are ,•, ..._:: ,· i<:. deceiving. "There are so many ways to rip us off," said Dan Spooner who has been fishing for eight year!>. :C: ;fr ' :\�_ Before a fisherman receives a penny, here is what happens. First the boat's captain gets 10 percent of the catch's value off the top. That leaves 90 percent of the catch to be divided between the crew and the owner. That means before anything is split, JO percent of the boat's catch is slashed .� -: < .. from the top. But there's more. The crew must pay fuel, ice, and food costs for the trip. However, few of the boats' fuel tanks are equipped with gauges so the owner "estimates" the cost of fuel. The owners order the tons of ice needed to keep the fish fresh. The owners order the food and other supplies, and the owners determine "miscellaneous" expenses. The owners also do all the accounting, but there is no way to hold them accountable for the figures. striking fishermen say . Supposedly after each trip the owner provides a settlement sheet which is supposed to outline the expenses. But many owners simply tell the crew what their expenses were, and while others will provide settlement sheets, there is no way to determine how accurate and honest the figures are. "You don't see any receipts. You ask them what $3,000 in miscellaneous is and they say ·you 're paying for the light bulbs.' For the last 50 years, if you asked to see the settlement sheet, you got fired," said Kevin Mederios who has been fishing for 1 3 years. But Union officials and striking fishermen say the abuses don't stop there. The crew may have been told their expenses for the trip ran $20,000; they still don't know how much the portion of the catch weighed or how much it will bring at the fish auction. And strikers are not convinced either process is run Several times a day, an SIU van makes the rounds of all the picket sites in New Fairhaven, keeping strikers warm with coffee and fueled with sandwiches. More than a too of lunch meat and 1,200 loaves of bread have been served. Bedford and See honestly. In normal times, the auction is run at the city's own auction house. The Editorial Page 47 'auction at the city's facility is public, but in reality the entire operation is a A common practice, according to striking fishermen, is to take only part of ''closed market." Strikers and other observers have charged that some buyers the catch to the auction house and arrange for the remainder to be sold to and some owners work hand-in-hand to cheat fishermen on the weights of the buyers outside the auction system. catch, the prices and the quality. All of those factors figure into the final pay. By the time a fisherman's expenses have been deducted and the price of the Fishermen and Union representatives have few ways to ensure an honest fish determined, the leftover money still does not belong to the fisherman. process. Under an agreement negotiated by the fishermen's previous union, Local 59 of the International Brotherhood of Teamsters, each employee must pay his own Social Security taxes, which last year amounted to more than I 3 percent. Earl Withee is a cook on a New Bedford scalloper. He has been fishing in New England for 23 years. At one time he fished out of Maine on a non-union boat. "If I wanted to fish for nothing," he said while walking the picket line, "I could go back to Maine and fish for nothing. That's what they are asking us to do here." The community has rallied around the striking fishermen. Here Ramos helps unload bags of groceries donated by a local woman . 6 / '...O G I February 1986 Seafarer Marti Striking fishermen and local fish buyers eye each other at the site of the disputed fish auction wliere a handful of scab boats seU their small catches. Police escort the buyers in and out or the site. · �Fishermen's Rights Are Strike's Central Issue The strike centers around what every American worker, and even most managers, would agree are basic issues-guaranteed rights. But decades of tradition and a powerful group of owners and fish buyers have run the industry as their own personal fiefdom for years. They do not want to give up anything. Their greed shows through their offers. Here is a list of the main issues. Owner Demands Jack Caffey, SIU special �t to the president, tells the nearly 1,000 people at a rally that the fishermen wW stand Orm. New Bedford Port Agent Joe Piva (right) also_ spoke at the rally. Union Offer SHARE OF THE CATCH Increase owners' share from 42% to 48% Increase owners' share to 43% PENSION/WELFARE Take away current plans Keep plans (2 V2% of gross to each plan) FISIDNG TIME Take away all limits on time away fr'om home Keep some limits GRIEVANCE PROCEDURE Take away grievance and arbitration procedure Keep procedure AUCTION HOUSE Take away all rules re­ garding selling catch Keep city-run, jointly ad­ ministered auction house SAILING TIME Captain & crew can agree to Sunday sailing No Sunday sailing FISH WEIGHING Take away union access to fish weighing Keep union access SHOP STEWARDS Take away steward recog­ nition Keep recognition ACCOUNTING OF WAGES & EXPENSES No documentation o f wage and expense records Crewmember access to documentation FUEL GAUGES No fuel gauges; estimate fuel costs Gauges to be installed on every boat SAFETY COMMITTEE Take away safety commit­ tee Keep committee; add sur­ vival suits for each crew­ member PENSION ABUSE Existing plan benefits non­ fishermen Stop abuses; benefits to union fishermen -· i. : x «":'� ...-......... . SIU fishermen will not . �,.» be moved. Port Agent Joe Plva (second from left) end a group of striking fishermen picket the site oC the Seafood Producers disputed auction. ': ·. :. ' . : : . This child's sign tells the story. : .: ' When members of the Seafood Prodettrs Association tried to hold an illegal auction with scab fish, they called to protect the site. Hundreds of SIU fishermen turned out to protest the action. on law enforcement ofticlals . February 1986 I LOG I 7 �Revised Forms for CIVMARS MSC Releases Important Tax Information on W-2 Forms The MSC has released important tax information concerning W-2 forms. All MSC employees should be tzware of this informaJion. Because of the importance of this material, the LOG is reprinting the cir­ cular that the MSC handed out word for word. Forget the condescending tone of the circular ("E mployee expense de­ ductions are not limited to CIL pay­ ments, but to actual and provable ex­ penses. Note the emphasis in the last sentence."). The information it conJains will be very helpful when the April 15th deadline for taxes rears its ugly head. The Wage and Tax Statement, more commonly known as a W-2, for civilian marine employees has been changed slightly for the 1985 tax year. Previous Income tax deduction-The value of subsistence and quarters furnished in kind is not subject to Federal Income Tax. Cash paid for subsis­ tence and/or quarters in the home­ port is taxable and is subject to withholding tax deductions whether the employee's homeport is in the continental U.S. or overseas. Cash paid for subsistence and/or quarters away from the home port is not subject to withholding tax deduc­ tions, but must be reported by the employee on his Income Tax Return as part of his woss income from which he may deduct the actual expenses incurred in procuring board and/or lodging for the period during which the allowances were paid. ·4' > � . tt. ' l. editions apparently caused substantial confusion regarding the taxation of cash in lieu of subsistence and quarters (CIL). Revisions have been made in CIL will continue to be reported on the W-2 in two categories: "Home­ an attempt to alleviate this confusion. port" and "Other." However, all MSCPAC's revisions do not change CIL, wherever earned, will be in­ the tax consequences of CIL pay­ ments, if the proper tax forms are cluded in taxable income. In other words, all CIL payments will be completed and adequate supporting documentation obtained. The revi­ reported to the IRS as income via sions merely simplify the W-2 form mean that tax will be owed on CIL and treat both CIL Homeport and CIL payments. CIL payments are made Other as taxable income. The revi­ to reimburse employees for food and sions also align the W-2 with an ex­ isting provision of CMPI 593, Sub­ lodging expenses incurred sistence and Quarters, paragraph l 5e, which states: the W-2. This does not necessarily when subsistence and quarters in kind (S & Q) cannot be provided aboard ship. Around the MSC Fleet The USNS DeSteiguer is one of the oceanographic ships that the SIU fought to obtain foc MSC members. Since subsistence and quarters ing is based upon the premise that the employee for the convenience of MSCPAC, the value of S & Q in mariners maintain their residence kind is not taxable. Although there is a W-2 block for S & Q in kind, lodging is obtained at home and consequently the CIL Homeport ago a value was attached to S & Q in kind for social security deduction payments are income. However, mariners who do not commute from purposes. However, placing a dollar their homes and who actually spend value on S & Q in kind became unnecessary in 1981 due to a Su­ meals and lodging can deduct these preme Court ruling, and the S & Q expenses as employee business ex­ penses and avoid taxation on CIL Expenses for meals and lodging Homeport payments. Since 20 per­ when S & Q in kind are not available Talked with crew and ship chair­ man. No beefs. cause of the watch time he lost in engine department. He stated that come by completing Form 2106, Employee Business Expenses, and Hassayampa went to sea Jan. 27 it was not fair. I explained to him making an adjustment to income on about 7:00 pm. Two or three men the facts that were put to me on this subject. line 25 of Form 1040. In fact, if actual expenses exceed the CIL * morning and stated he had the mid­ * "' payment, a better tax position will night to eight watch but the board Boarded t he MIV Rover. Talked to crew. No complaints on ship. result by using this form. Employee expense deductions arc not limited was not posted when he left the Collected dues of members getting to CIL payments but to actual and ship. He did turn himself in to the off. Was told by crew that the Rover provable expenses. Note the em­ phasis in the last sentence. The would pick up the Ranger load. taxpayer has the burden of proving Ranger canceled out in coming to Subic. Was not told the reason why. Did not get a crew list of Rover as it was not ready at this time. All crew feel the captain is some­ thing else. Crew stated he was a very hard man to get along with. Crew also stated the captain picked up seamen's documents, for what reason I do not know. ! ! ! ! Captain was not available at this time, so will try and talk with him tomorrow. -Melvin Henline the validity of all deductions, and must keep records supporting his MSC office. Steward department asked if they could have a meeting in the SIU office as they did not want to talk on the ship. I informed them they could come to the office anytime that was right for them. As of yet they have not come to the office. Ship did pick four new TVs in Japan for crew and licensed per­ sonnel. Crew stated that 33 days in Japan was pure hell-cold and nasty weather. Ship did give leave to everyone that wanted it here in Subic. 8 I LOG I February 1986 their CIL Homeport payments on block on the W-2 is no longer used. One watchstander raised hell be­ men came to the office the next to a ship in its homeport, food and block exists because several years USNS Hassayampa. were left on the beach. One of the within commuting distance of the homeport; therefore, when assigned that block is always empty. The are expenses incurred by an em­ ployee on business for his employer which may be deducted from in­ Boarded the ments. This difference in withhold­ are normally provided at no cost to expense deductions. If audited two or three years from now, do not expect to rely upon MSCPAC for records. By then, records will be in storage, if they have not been de­ stroyed. There is a difference be­ tween "CIL Homeport" and "CIL Other" related to income tax with­ holding which needs to be under­ cent of CIL Homeport payments has been withheld, if these pay­ ments were used to pay for meals and lodging away from home, then by completing the proper forms the amount withheld may be refunded or may at least offset other tax liabilities. Even though no taxes are with­ held from CIL Other payments, these payments are reported to the IRS as income. If Form 2106 is not completed and actual expenses are not deducted, then the CIL pay­ ments will be taxed as income. To avoid paying tax on any CIL payment, "Homeport" or "Other," maintain records of your expenses by keeping receipts. By completing Form 2106 and taking the appropri­ ate adjustment to income, the value of CIL will be deducted from your gross income and you will not be taxed on these payments. Any individual tax questions should be directed to a private tax stood. Twenty percent tax is with­ professional. Any general questions held Homeport regarding S & Q and CIL can be payments. No withholding taxes are addressed to Carol H. Pickard, As­ deducted from CIL Other pay- sistant Counsel (415) 466-4925. from all CIL �New Administrator at MSC The Military Sealift Command, Pa­ cific has, for the first time, brought onboard a full-time administrator for the Civilian Employees Assistance Program (CEAP). Donna Ottosen who came to MSCPAC from the Veteran's Admin­ istration can boast of 20 years expe­ rience as a counseling psychologist. Her credits include service with the MentaJ Health Division of the County of San Mateo (Calif.) where she worked with drug addicts and alcoholics. She has also worked with the mayor's task force on drinking and driving in Mon­ terey, Calif. Although the CEAP has been touted by MSCPAC to help shoreside as well as civilian marine employees, little was accomplished in the area for which the program was designed until the arrival of Ottosen. . · .. . ..:_:·r:·:.':.:�i· ·· '·.· ... ·-· . . _ . ·:::· ··· Donna �n will lend a sympathetic ear to MSC mariners. U.S. Ships Threatened The Islamic Jihad has threatened to continue its war against the United States by carrying out new suicide attacks and kidnapings against targets belonging to the U.S. and its allies, most notably ships and embassies. In a letter sent to the Associated Press news agency headquarters in Beirut, the Jihad announced that it would carry out "righteous" attacks against Israel, Turkey and the United States. ''The American terrorist Ronald Reagan must be told," the letter said, "that other V .S. embassies and ships will be blown up just as the U.S. Marine headquarters in Beirut was destroyed." The Jihad has claimed responsibility for the suicide attacks in 1983 against the American Embassy in Beirut, as well as for the 1984 attack against the embassy complex. The combined at­ tacks caused the deaths of more than 300 people. "This underscores the importance of implementing new safety measures onboard American vessels," said SIU President Frank Drozak. "The safety measures formulated by the MSC are a good beginning." According to the MSC, the key to vessel safety is alertness. Ottosen declared that she will ex­ pand the program to deaJ not only with alcoholic and personal problems, but marital, financial, legal, drug, mentaJ and family issues as well. She realizes she will be dealing with a widely di­ versified group (shoreside and marine personnel), but she is looking forward to the challenge. Never having worked with mariners before, Ottosen feels she can become better acquainted with the problems of seamen by observing them at the point of production. It is · her intention to visit the ships and also to make a short voyage where she can gain first-hand knowledge of the life of a seaman. It should be understood, however, that Ottosen is not there to do ex­ tended counseling on a case-by-case basis. She will perform assessments and give referrals to outside agencies for whatever needs to be done. Nor is she there to deal with EEO or disciplinary actions. Her role is to discuss and counsel those ,,.;ho seek help in the problems outlined. For many employees, particularly marine people, this type of help could very easily avert disciplinary actions. Referring to employees with a chem­ ical dependency, Ottosen said "get­ ting people to admit they have a prob­ lem is the first big step they have to take; after that, there is plenty of help available." Her office is located in the P-2 area, Employee Relations Section, on the first floor of building 310. Marine em­ ployees who are reporting for duty from leave or are spending time await­ ing assignment should drop by her office to see who she is and to say hello--0r to discuss a problem. Alertness Is The Key to Vessel Safety USNS Henry J. Kaiser The delivery date for the USNS Kaiser b Sept. 12, 1986. Key penoanel will board the ship early to become familiar with It. 11ae Kaiser is the largest superstructure ever constructed by Avondale Shipyards. MSC olHclals have exp� satbraction with the ship's accomod m ations. Everyone will be assigned bis or her own stateroom, which includes an 18n by 24" window. Restructuring of Military The House Armed Services Com­ mittee has taken up legislation to man­ date the most significant change in military structure since the Defense Department itself was created in 1947. The legislation would create for the first time a uniformed officer who will provide military advice from a national perspective and counteract the paro­ chial interests of the services, accord­ ing to Les Aspin (D-Wis.), chairman of the House Armed Services Com­ mittee. In 1947 the War Department and Navy Department were separated and the Defense Department was created. But the Army, Navy and Air Force remained independent and fairly un­ coordinated organizations within the Defense Department. In 1949 the chairman of the Joint Chiefs of Staff was created but he was given hardly any authority. The new bill will give him authority in his own right, creating for the first time a single senior military officer as principal military adviser to the president. At press time, it was uncertain what effect this would have on the MSC, which underwent an organizationaJ re­ structuring in 1984 to give it equal footing with other departments of the Navy. Imporklnt Notice: Union Books There are still a number of members who have not received SIU Union books. We here in the office do not know where people are located, mainly because of the many changes that are made. If each ship's chairman would forward a list of those in his crew who do not have Union books, we will make every effort to get their books to them. Representative Raleigh Minix and J will meet with MSCPAC on a number of unresolved issues as well as other subjects that are important to seagoing personnel. One of the unresolved problems revolves around POOL as­ signments which has been a serious bone of contention for some months now. Another issue that will be dis­ cussed is TRAINING at the SIU's Harry Lundeberg School of Seaman­ ship in Piney Point, Md. Both of these subjects will be ad­ dressed in the March issue of the LOG. -Buck Mercer Obituaries We in the SIU would like to erpress our condoknus to thefami.Ues andfriends of the following SIU mem�rs. Nicetas F. Gonzales, Bk #G-20. Born in Philippine Islands 6120/05. Expired 3/14/85 in Hawaii. Joined MSTU 10/ 25/62. Retired. David J. Frazier, Bk #F-25. Born in Hawaii 12110/14. Expired 5/6/85 in Cal­ ifornia. Joined MSTU l0/17/62. Re­ tired. Walter A. Fender, Bk #F-12. Born 121 18/35 in Ohio. Died 5nl85 in Califor­ nia. Joined MSTU 8/23/62. Tb� C. McCaffrey, Bk #M-3. Born 612102 in Washington. Died 6112/85 in California. Joined MSTU in 1962. Re­ tired. Jerry J. Stone, Bk #S-349. Born in Virginia on 8/20/17. Died in California on 6127/85. Retired. Santiago N. Negron, Bk #N-126. Born in Puerto Rico on 5/10/12. Died 6127/ 85 in California. Retired. Alexander Manago, Born in Philippine Islands 612125. Died 613/85 in Philip­ pine Islands. Active. Ledrew Sowells, Bk #S-178. Born in Louisiana on 9/29/23. Expired 8/5/85 in California. Retired. Augustus M. Browning, Bk #B-733. Born in California 2/21124. Died 9/161 85 in California. Retired. sru Representative Raleigh Minix explalm a point at a Union meeting held aboard the Kawislaiwi. Cory Patton, Bk #P-79. Born in Ar­ kansas 216122. Died in California on l l/28/85. Retired. February 1986 I LOG I 9 �Taylor Boarding Puts SIU Families Under Stress by Lynnette Marshall Panic still comes and goes for many families as they await the return of the crew of the American President Lines' President Taylor. Many are severely depressed. Fear comes and goes in dark waves. The young wife of one crewmember has disconnected her telephone. Her husband was with lO SIU steward department members who were de­ tainee! in the Gulf of Oman Jan. 1 2 when Iranians boarded their vessel searching for war goods bound for Iraq, the first such incident involving an American vessel in the Persian Gulf. The woman was unable to speak to reporters. Though no one was injured during the search, the fact that her husband's life had hung in uncertainty was something she dared not speak about, at least not until he was safely home. Many families shared similar reac­ tions. They said they felt a desire to be closed off from the world, from the five-year long tumult of bloodshed in the Iran-Iraq war, from the knowledge that vessels of many countries neutral in the war have been searched and several bombed by warplanes. In the last five months Iran has increased searches of vessels in the Gulf. Gone is the ease of passing into the major maritime highway that leads into the rich oil fields of the Middle East. To sleep, the son of one Seafarer aboard the Taylor has been given med­ ication. He is unable to eat, fearful that the stress of the boarding by Iranians could have been especially traumatic for his mother, a cook in the steward department who suffers from a heart condition. As news of the search was broad­ cast, families and friends of SIU mem­ bers on the Taylor gathered before televisions. Others learned the next day of the incident. The thought of a hostage situation seemed to cross many people's minds. "I was scared. I thought, oh no, what if there is a complication, what if they are not allowed to leave the ship?" Janie Esquibel the girlfriend of Julio Roman, a worker on the Taylor said. She awoke at 6 a.m. to the sound of the news on her radio alarm clock. "I couldn't believe it," she said. "I thought, 'did I hear it right, that the vessel was boarded by Iranians?' I was just shocked. " The husband of one crewmember learned from the front page of the San Francisco Examiner while driving by a comer newsstand. He was on his way home from the hospital where he has been undergoing treatment for a recent illness, when he caught sight of the headlines. He said when he got home he laid down to rest, fearful that as weak as he was he might faint. At the Seattle hall where the Taylor was crewed for the voyage, the reac­ tion was strong, according to George Vukmir, SIU port agent. Seafarers dropping by the hall to note the posting of jobs on the shipping board were curious to know what had happened. " I told them everything was okay. 1 0 I LOG I February 1986 The crew was okay , " Vukmir said. "The general feeling in the hall was that the Iranians had no right to board the vessel. People mentioned that Sea­ farers had no guns to defend them­ selves and they were in greater danger because they were all the way out in no-man's-land. '' The 27 ,000-ton container vessel is scheduled to return to the port of Seattle March 7 said Vukmir. "Not a day will go by that families do not think of their loved ones on the Taylor and I will be thinking of them . " Vuk­ mir has spoken to many of the families to give assurance that the Seafarers are safe. A spokesman for the American President Lines, an Oakland, Calif.­ based shipping company that owns the Taylor, said the company had decided � against informing families of the inci­ dent. "The decision was made for several reasons," said Steve Potash. "The incident was not prolonged but was over in less than an hour. The news coverage also was so immediate and so widespread including news that everyone was alright. And crewmem­ bers were given access to the ship's radio or to telephones in the next port­ of-call so they could speak to their families," he explained. Many families have received such phone calls. According to those inter­ viewed, Seafarers were calm. Most just wanted to say they were fine. "That was one hour of sheer panic right there," said Julio Roman's girl­ friend who received a call from him an hour after hearing the news broad- cast. "He didn't seem to be too wor­ ried. H e just wanted to get out of there and come home, " she said. Dezorah Smith, the wife of Samuel A. Smith, received a letter from her husband. She plans to go to Seattle when his ship comes in. "We're all going to tease him about it." she said. "His reaction will probably be These things happen. I'm okay' . We have a tendency in our family to look at the bright side. We try not to look at the horrible side or the scary side. I be­ lieve all things work for the good in the end," she said. "The first thing I'm going to do is hug her," said 23-year-old Efrem Ware, son of Lois Ware. "Then, I'm going to thank God she's alive. Then, I'm going to sit down and talk to her. Maybe she will stay home for a while. " N ew Steward P rog ra m � The mission of SHLSS is to provide well-trained personnel for our contracted companies. Periodically, we review our curriculums, analyze members' recommendations and send instructors to sail aboard ship to determine whether or not changes in the industry aboard new ships necessitate development of new programs to fulfill the requirements aboard these ships. After caref u l ly evaluating the many s k i l l s needed for the steward department, we have developed and w i l l continue to develop a steward program which we feel w i l l be second to none and provide the necessary s k i l l s for each rating. Effective September 4, 1985 we have started Phase I of the u pdated program. Real izing ratings differ aboard freighters and cruise ships, we have l isted in chart-form the courses needed to accommodate all ratings. Descriptions of each upgrad i n g phase for the steward department w i l l appear in future articles i n the LOG. SPECIALTY COURSES CRUISE SHIP 2. FREIGHTER/TANKER Chef Recertified Steward Or 14 WEEKS, Chief Pantryman Or Chief Butcher Or Chief G rade Manager Or Pastry Chef Or Second Baker 1. Chief Steward 14 WEEKS Chief Cook 14 WEEKS Cook and Baker 14 WEEKS ? WEEKS COOK 7 WEEKS BAKER Sous Chef And Chief Crew Cook Second Butcher And Line Cook And Second Cook Assistant Cook And Baker's Helper And Night Baker 3. ELIGIBILITY: • 120 days as a steward assistant • 1 80 days as a steward assistant for those who have not g raduated from S H LSS train i ng program • Must speak, understand, read and write English • High School diploma or GED Equivalency, or 2 years to complete GED (If not qualified i n these areas refer to LOG for when these G E D and English as a Second Language programs are offered at school.) • C l i n i c card must be up-to-date • To upgrade to each level member must have sailed 6 months in previous rat i n g . 4 . COOK and Cook and 7 Weeks 7 Weeks BAKER COURSE Baker course w i l l consist of 14 Weeks at SH LSS. of cooking instruction, demonstration and on the job trai n ing. of baking instruction, demonstration and o n the job trai n i ng. NOTE: After the third week of each course, a three-man-board will review each student as to his/her demonstrated ability to continue i n the program. �In Memoriam 3 Irvin Joseph Gros. 59, died on Dec. 19, 1 985. Brother Gros joined the Union in the port of Houston in 1 960 sailing as a pilot for Cheraman Towing from 1953 to 1955 and as a captain aboard the MIV National Star (National Marine Service) in 1970. He was a former member of the IBL, Local 1827. Boatman Gros was born in La Rose, La. and was a resident of Pa­ terson, La. Surviving are his widow, Suzanne; a son, Perry; a daughter, Caroline of Paterson , and a brother. Tillman of Lockport, La. of Crew Saved in S inking Crowley Marine Tug Skipper Drowns A senior Crowley Marine tugboat skipper, Capt. Edward "Bud" Mackey, 72. apparently drowned on Jan. 4, despite a heroic rescue attempt by a team of underwater divers, after his tug, the 65-foot Napa River (Harbor Tug-Red Stack) collided with another tug-barge in the fog and sank near San Francisco Bay. Three crewmembers of the Napa River were picked out of the water, but divers had to search 90 minutes before they found Capt. Mackey in his submerged pilothouse on the bottom. The crnsh occurred when the Napa River and her sister tug. the Sea Breeze, were pushing a 450-foot oil barge in 50-foot visibility fog at 12:30 p.m. in the Carquinez Strait. Coming the other way was the tug Marine Commander pushing her barge. Evidently, the Napa River collided with the other tug-barge. turned turtle on the surface and quickly sank. Brother Mackey was born in Seattle and was a resident of Alameda, Calif. Until 194 l , he piloted fireboats for Alaska fish packers. Boatman Mackey was a veteran of the U.S. Coast Guard during World War II. After the war. he piloted small boats for the U . S . Army i n San Francisco Bay before joining Crowley Marine in 1957. Surviving are a son and daughter­ in-law; a daughter; two brothers, and three sisters. *TOTAL REGISTERED All Groups Clm C Clau A Cius B Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New YoJ1( . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . • . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals. . . . . Port Gloucester . . New Yort . . . . . . . Philadelphia . . . . . Baltimore . . . . . . . Norfolk . . . . . . . . . Mobile . . . . . . . . . New Orleans . . . . Jacksonville . . . . . San Francisco . . . Wilmington . . . . . Seattle . . . . . . . . . Puerto Rico . . . . . Honolulu . . . . . . . Houston . . . . . . . . St. Louis . . . . . . Piney Point . . . . . . ............ ................ ................ . . . . . . . . . . . . . . . . ................ ................ ................ ................ ................ . . . . . . . . . . . . . . . . . . ....... . . . . . . . ....... ....... ....... ....... ....... ....... . . . . . . . . . . . . . . . . . . . . . .......... .......... .......... . . . . . . . . . . .......... .......... .......... .......... . . . . . . . . . . .......... . . . . . . . . . . ... ... ... . . . . . . . ... Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Yor11 . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................... Baltimore Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco ...................... Wilmington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . • . . . . . Honolulu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals All Departments . . . . . . . . . . . . . . . . . . . . . 0 0 4 8 61 1 8 1 0 1 0 0 11 30 4 0 0 0 1 0 14 0 5 4 0 3 0 0 1 15 0 0 0 0 11 1 0 0 1 7 0 18 0 0 4 0 7 0 129 42 49 0 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 0 18 0 1 0 0 0 0 0 0 0 0 0 10 0 0 0 0 1 2 0 2 0 0 0 0 1 9 32 0 10 9 0 3 0 0 0 0 0 1 7 22 9 0 l 0 0 0 0 0 2 0 0 0 12 0 6 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 8 0 60 67 82 12 183 0 0 0 0 0 ENGINE DEPARTMENT 0 0 0 0 0 2 0 0 0 0 4 0 0 0 0 0 0 4 0 0 0 0 5 0 0 0 0 0 0 0 0 0 1 6 NEW YORK, NEW YORK Schulman & Altman 84 W��am Street, Suite 1501 New YOflc., New York 10038 Tele # (212) 422·7900 . BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Ill. 60603 Tele. # (312) 263-6330 HOUSTON, TEXAS 1 11 1 0 1 1 1 1 70 not chooee the recom· mended attorneys and thla flat la in· tended only for Informational pur· poses: Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas n002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2 0 0 0 5 0 0 0 0 0 l member need GLOUCESTER, MASS. DECK DEPARTMENT 0 0 0 0 12 0 0 0 ports, a list of attorneys whom they can consult Is being published. The 0'1ando & White 1 Western Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 TOTAL SHIPPED All Groups Class A Chm B Clan C 0 0 1 8 46 0 2 In the event that any SIU members have legal problems In the various DETROIT, MICH. Vtetor G. Hanson 1 9268 Grand River Avenue Detroi1, Mich. 48822 Tele. # (313) 532-1220 Dispatchers Report for Inland Waters JAN. 1-31, 1986 Legal Aid 0 0 0 1 0 0 0 0 3 0 0 0 0 0 0 0 0 .. REGISTEJIED ON BEACH All Groups Class C Clau A Class B 0 0 13 13 70 4 12 5 0 1 0 0 14 45 5 0 4 182 0 0 1 0 0 0 0 0 0 0 10 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 40 0 1 1 4 LOS ANGELES, CALIF. 1 1 54 0 0 3 0 17 3 7 7 0 4 0 0 6 27 1 0 75 0 0 1 0 0 0 4 0 0 0 0 0 0 15 0 0 20 0 0 21 1 0 0 3 23 0 21 0 0 5 0 11 1 86 0 0 2 0 0 0 3 1 0 2 0 0 0 0 1 0 g t 0 0 0 0 7 0 6 1 0 1 0 0 1 10 1 0 27 0 0 0 0 0 0 51 0 0 0 0 0 1 5 0 0 57 13 17 263 152 108 0 0 s 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 2 0 0 1 2 3 0 0 0 0 0 0 4 1 •"Total Registered " means the number of men wtio actually registered for shipping at the port last month. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2500 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele. # (213) 834-2546 MOBILE, Al.A. Simon & Wood 1010 Van Antwerp Buijding Mobile, Ala. 36602 Tele. # (205) 4334904 NEW ORLEANS, LA. Gardner, Robein & Heal'( 2540 Severn Avenue, Suite 400 Metairie, La. 70002 Tele. # (504) 885·9994 NORFOLK, VA. Paler K. Babalas & Associates, P.C. Suite 700 Atlantic National Bank Bklg. 415 Saint Paul's Boulevard Norfolk, Va. 23510 Tele. # (804) 622-3100 PHILADELPHIA, PA. Kirschner. Walters, Wrnlg, Weinberg & Dempsey Suite 1 1 0 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, "'O. Gruenberg, Sounders & leviM Suite 905-Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele. # (314) 231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Aitci'lie l 00 Bush Stroot, Suite 440 San Francisco. Calif. 94104 Tele. # (415) 981-4400 SEATILE, WASH. Davies, Roberts. Re�. Anderson & Wacker 201 Emott Avenue West. Suite 500 Seattle, Wash. 98 1 1 9 Tele. I (206) 285·3610 TAMPA, Fl.A. Hamilton & Douglas, P. A. 2t320 West Kennedy Boulevard Tampa, Aoricla 33609 Tele. # (813) 879-9842 · *"Registered on the Beach" means the total number ol men registered at the port at the end of last month. February 1986 I LOG I 1 1 �Meeting tne cna11enge ot a cnang1ng 1nausrrv Gem state Trains cra ne Operators T HROUGH training and upgrad­ ing, Seafarers of the SIU are ready to meet and conquer any challenges set before them. Witness the training of the first two groups of Seafarers in the operation of the Lakeshore heavy-lift cranes aboard the Gem State (lnterocean Management Corp.). The Gem State is the second of 1 2 heavy-lift crane ships under charter to the Military Sehlift Command (MSC). The Key­ stone State was the first of these spe­ cialized ships (see May, June and July 1984 LOGs). Along with opportunities for new jobs, the crane ship program. known as TACS (Tactical Auxiliary Crane Ship), gives SIU members the chance to learn the specialized skills needed to operate these vessels: crane oper­ ation, cargo handling, maintenance and ship operation. Training of the first graduating class look 10 days aboard ship. Classroom briefings were supplemented by hands­ on experience in the cab operating the cranes, and on deck as hatch captains. The course stressed communication between operator and hatch captains by means of hand signals as containers were lifted and hatches removed and replaced. .· . . r : ..:-; · ;<;:> , ;< ) ... .. · / . . .�. :. The Gem Slall at her berth at Swan Island, Portland, Ore. Once the PresidenJ Monroe, the former liner is now a heavy-lift crane ship, TACS-2, under charter to the Military Seallft Command in defeffie of our country. Training progressed from single crane operation to twin crane operation and finally to tandem operation using four cranes as one to lift as much as 86 metric tons. Tandem operation makes it possible to load tanks, trucks. heli­ copters and parts of airplanes. A computer monitors all crane func­ tions and operations. However. the operator is more than along just for the ride. The operator often must ma· nipulatc the crane outside of the limits and controls of the computer. This is where the skills and control of the operator become necessary, and train­ ing invaluable. Ultimately, it is the man-not the computer-that wrings the utmost in perfonnancc from the a The first cl� of crane operators to be trained aboard the Gem State gradu te on a chilly December day. Congratulations to (I. to r.): Steven Castle, Tom Tray, Jim Bolen, Bob Hommel, Tom Luketkh, Bob Woods, Davkl McGatb, Joe Crowley, Mike Wiley and Wayne Darling. Not pktured is Jim Lewis. crane. The Gem State, moored at Swan Island in Portland, Ore . , is 660 feet long and 74 feet wide. Formerly named the President Monroe, the ship is now heavily ballasted on the port side to compensate for the weight of the cranes which are all to starboard. Each 1 2 1 · foot-high crane weighs 700.000 pounds. and has a single lift capability of 36 metric tons. Dubbed TACS-2 for Tactical Aux­ iliary Crane Ship #2 !the Keystone State is T ACS- I ) , the Gem State al­ ready has trained two classes of Sea­ farers. TACS-3. the ex-President Polk. is currently being refitted, and the need for additional crane handlers will pro­ vide more job opportunities for SIU members. The LOG thanks Bosun S. R. Garay, his crew and the crane operator in· structors aboard the Gem State for sending us these photos, and hope that they will encourage other Seafarers to take advantage of the opportunities provided by the SJ U to learn new skills so vitally needed in today's changing maritime industry. ·.. ; . · . Steven Castle from Seattle raises the hook, obvious!} enjoying the training. 1 2 I LOG I February 1 986 The inunense dimensions of the crane become apparent when looking at operator-trainee David McGath in the cab. John Caswell, crane instructor and operator extraordinaire. is also known as "Crash Gordon. " �The second da.s.s or crane operators to be trained aboard the Gem State are (I. to r.): Andrew Greenwood, Larry Watson, David C. Williams, Jim Hendrix, Mike Willis, Charles R. Loveland, Joseph Artis, L.H. Covert, Timothy L. Smith, Carrol G. Heick, Jack Kingsley, Alfred John Erickson, Mike Watson and Mal Frost. Kneeling is Floyd Hogan. Not pictured Is George Wright . . �- . . . ·.-.· . .· . ..:. . .. �. . :·. . ,:·� . i' hY ·"· ,. Training crane operators aboard the Gem State is one way the SIU is helping Its members obtain new skills and job security as Seafarers. KNOW YOUR RIGHTS The awesome set or Lakesbore cranes-the fastest and largest marine cranes in the world. FINANCIAL REPORTS. The constitution o f the SIU CONSTITUTION A L RIGHTS A N D OBLIGA­ TIONS. Copies of the S I U constitution arc available in Atlantic. Gulf. Lakes and I n l a n d Waters District makes specific provision for safeguarding the KNOW YOUR RIGHTS KNOW YOUR RI GHTS all Union halls. All members shoul<l ohtain copies of this membership's constitution so as to familia rize themselves with its con­ money and Union finances. The constitution requires a tents. Any time you feel any memher or officer is attempt­ detailed audit hy Certified Puhlic Accountants every three ing t o deprive you of any constilutional right or obligation months. which are to he suhmitted to the membership by hy any methods such as dealing with charges. trials, etc., the Secretary-Treasurer. A quarterly finance commi ttee as well as a l l other details. then the m e m he r so affected of rank and file members. elected hy the memhership, sho ul d makes examination each quarter of t he finances of the Union and reports fully their findings and recommenda­ immediately notify headquarters. EQUAL RIGHTS. All memhcrs are guaranteed equal tions. Mem bers of this commillee may make dissenting rights in cmploymt:nt and as memhers of the S I U . These reports. specific recommendations and �eparate findings. rights arc clearly set forth in the S I U constitution and in the contracts which the Union has negotiated with the TRUST FUNDS. All trust funds of the S I U Atlantic. employers. Consequently, no memher may he discrimi­ C i ulf. Lakes and Inland Waters District arc admin istered in accon.lance with the provisions of various trust fund nated against hccause of race. creed. color. sex and na- agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union 1ional o r geographic origin. If any memher feels that he is denied the equal righb to which he is entitled. he should and management representatives and their alternates. All notify Union headquarters. only upon approval hy a majority of the trustees. A l l trust SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. Its pro­ expenditures and dishurscmcnts of trust funds arc made fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ i ty arc protected exclusively hy the contracts hetwcen the Union and the employers. (jct to know your shipping rights. Copies of these contracts arc posted and available in a l l Union halls. If \'OU feel thcr,• has hcen any viol atio n of your shipping. o r �eniority rights a s contained i n t h e contracts hetY.een t h e Union and t h e empl oyers. not i fy patrolman o r other Union otfa:ia l . i n your opinion, foils to protect your contract rights properly, contact the nearest S I U port agent. EDITORIAL POLICY - THE LOG. The Log has and furthering of the American Merchant Marine with the political purposes of any individual in the Union. hoatmen a n d lhe aJvancement of trade union concepts. traditionally refrained from p uhlishing any a rt ic le serving otficer or memher. I t has also refrained from publishing articles deemed harmful to the Union or ils collective membership. This estahlished policy has been reaffirmed the Seafarers Appeals Board by certified m;iil. return re­ ceipt requesced. The proper address for this is: AnJU5 "Rt'd" CampbeU policy i!> vested in an cdllorial hoard which consists of in all const itutional ports. The responsihility for � Chainnan, Seafarers Appeals Board the Executive BoarJ of the Union. The Executive Board 5201 Auth Way and Britannia Way may delegate. ! rom among its ranks. one individual to Ca.mp Springs, Md. 20746 F u l l copies of contracts as referred to are available to you a t all times. either h�· writing directly to the Union o r to the Seafarers Appeals Hoard. CO:"o/TRA('TS. Copies of all S I U contracts are avail­ able in all S I !; halls. These contracts specify the wages \'OU carry out this rcspomihility. PAYMENT OF MONIF:S. �,, monies are to he paid to anyone 111 any otlicial capacitv i n the S I U unless an tlfficial Union receipt is given tor same. Under no circum· �lances should anv memhcr r<.1Y any nionev tor any reason u n less he is given such receipt. In the cvent anyone a1temp1s to require any 'uch pa\'ment he made withoul � <lllr �hip or hoal. Kno\\o � ou r contract r igh ts. as well as -;upplying a n:cc1pl. or 1 f a memher i� rl•quircd to make a pavment and is !!i\ en an nllic1al receipt. hut feels chat he � 1' u r ohliµations. �uc h a' filing for OT on the proper �hould not have been rcyuired tll make such pa\'mcnt. this ;md conditions under which work and live ahoar<l �heeh and in the proper manner If. at any time. an�· S I U ing. but not limited to. furthering the political. social and economic interests of maritime workers, the preservation by memhcrship action at the Scptemher. 1 960. meetings Prince Georges County ceeds arc used to further its objects and p urposes includ­ �:hou l d i m mcdiatch l'L' rcpt>rtcd ttl L'ni0n headquarters. improved employment opportunities for seamen and In connection with such ohjects. SPAD supports and concrihutes to political candidates for elective office. A l l contributions arc voluntary. N o contrihution m a y be solicited or received hecause of force. joh discrimination, t1nancial reprisal. o r threat of such conduct, or as a con­ dition of membership in the Union or of employment. I f a contribution is made hy reason of the ahove i mproper conduct. notify the Seafarers Union or SPA D hy ct:rtified mail within JO days of the contrihution for investigation and <.1ppropri;ite action and refund. i f involuntary. Sup­ port SP AD to protect and further your economic. poli­ tical am.I -;oc ial interests. and American trade union concepts. If at any time 11 member reels that any of the above rights have been violated, or that he has been denied his comtltudoDlll rf&ht of access to Union reconh or lnfonnalion, he should lmmedlaCdy nodty SIU President Frank Drozak at Headquarters by certified mail, return Reeipt requested. The address � �201 Auth Way and Britannia Way. Prina Gror,:es County. Camp Springs, Md. 20746. FeV•Jary 1 986 i LOG I 1 3 �page 42). We undcr'itand their frustra­ tion, yet we feel they are taking the wrong approac h . That i s why this U n i on ' s legislative staff in Washington is working so hard to get a bill passed that would redt)­ cument several more passenger ves­ Cargo preference means jobs. What is nCl'dcd is a com­ prehensive policy to rejuvenate the maritime industry, and that i s some1 hing that requires a common effort. sels under the American registry, in­ cluding the SS Liberte. There has been a lot of talk on the West Coast about the problems in the East Coast by V.P. Leon Hall Philippines. That i s to be expected. California and Hawaii arc this coun­ try's gateway to the Orient. I t is a potentially explosive situa· M E M BERS of the S I U up and Gulf Coast by V.P. Joe Sacco down the East Coast are adding their contribution to the h istory of the modem Labor Movement. From the striking fishermen of New Bedford, to .. tion. What's worse, supporters of huth T Marcos and Aquino are bitter at the U n ited States. It seems that no matter what we do, we're damned. H E SIU is still waiting for a fed­ a That is why the role that our mem­ suit we bers are playing onboard military ves­ members arc hrought against National Marine. I n sels is so important. In order to qualify fighting to protect the things their prcd­ the meantime, we have tried t o place for these vessels, American merchant every si ngle one of the 150 members seamen have to take underway re­ the inland boatmen who work for Sonat Marine, today's S I U ecesson; risked their lives for. Herman Melville, the great nine­ teenth century noveli s t , once wrote that the sea "was a fiend to its own eral judge to rule on let go hy the company in different plenishment courses. And according jobs. to a number of newspaper and maga­ There i s , I believe. a new mood in zine accounts. including U.S. News and World Report, the i mportance of offspring. ' ' He might as well have been the Labor Movement. You don't have referring lo the Seafood Producers to go as far away as the stiiking Hor­ the American hascs i n the Philippines Association, the collection of hoat­ mel workers in M innesota to feel i t : has declined slightly i n recent years owners who pretty much run New i t ' s right here. i n the S I U . For years. because of this nation· s underway re­ Bedford . the American Labor Movement has plenishment capac i t y . Bedford tried to develop good relations with walked out two days after Christmas, owners to promote American indus­ The fish<.:rmen of New A number o f military-contracted vessels arc in Washington. We just after the owners presented them with tries. Y ct when the first opportunity crewed up the Regulus. Jn addition. a final offer that would have drastically arose, many owners tried to do away we have been politically active. Port cut their wages and benefits, even with unions and cut back on their though things are so bad that there are workers' benefits and wages. Agent George Yukmir has just been elected vice president of the King on-againfoff-again oceanographic contract­ 1 2 MSC ship'> has <lone nuthing constructive for the morale of MSC seamen. Not only has 1he OMB Cir­ cular A-76 program �erve<l to confuse mariners, the "Righi of First Refusal ' · i s evrn more bewildering. Many of the MSC sailors art: nuw accusing their respective labor organizations of being responsible for the Cin.:ular A-76 pro­ gram. Nothing could be further from the truth. The O M B Circular A-76 program has been nearly a year since t h e Ma­ 1 talked to George the other day. than anyone else," said SJ U fisherman rine Fleet contract between the SJ U and he said something which I would the operation of nucleus M ilitary Sea M ark Saunders to a Journal of Com­ and Sonat Marine expired, yet we are like to repeat. merce reporter. " Bu t there's a point . to be made. , still hung up i n the courts. enough arc to make a difference. I t than $ 1 00 for a two-week journey. "1 don't I ike doing this any more Council h ing-out pr<><:es'.; of the has long since heen on the federal Not all companies are like this, but Labor Te Executive times that fishermen will be paid less County Government Services by Buck Mercer Board. " I can't expect S I U members to get involved," h e said. books but was never put into effect in Transport or Military Sealift Com­ mand ships. While the federal govern­ ment has always contracted out some Sonat Marine sustained heavy fourth · ' if I don't. That is why I am so excited quarter losses. This was due in large about being selected for t h i s Labor In part, 1 believe. to the corporate cam­ Counci l . " Philadelphia. t h e S I U and District-2 paign th:.tt we have waged against them. Reagan administration. It was Presi­ wrapped up negotiations with Sonat The AFL-CIO has placed the company dent Marine on the contract for the IOT on its unfair list for the abominable workforce was tOll big and far too fleet, more than one year after the way it has treated its workers. There arc other points to be made, and not only i n New Bedford. agencies, the O M B Cin.:ular A-76 pro­ gram came into full focus with the Reagan who said expensive. and We were just successful i n getting contract had expired. phases of vari1)US operations in all it the federal was the Reagan administration which ordered the MSC The contract will be sent out to the Congress t o grant a five-year operating ships to be contracted out under the membersh ip for a final vote. But the extension to the Delta Queen, which Circular A- 76 program . real story here i s the way that the provides hundreds of S I U members company has tried to risk everything with jobs and generates millions of membership who hclieve that the lahor for short-term gains b y unilaterally dollars for the Gulf Region. organizations are responsible for the As a consequence, those among the declaring that captains. mates, chief engineers and barge captains who work contracting out of M S C ships arc being on their tugs and barges arc · · sea­ move seems to he a foregone conclu­ misled. I n addition. as long as this Great Lakes by V.P. Mike Sacco going supervisors. " The company set u p its own single­ cmployer pension plan for the workers T it has unilaterally reclassified. To date, there have been no instances of multi­ sion. mari n e rs now employed by MSC should take solace in the fact that union-contracted companies are sub­ H E lull in shipping that inevitably mitting winning bids for these �hips. comes around this time gives Slu At least the M SC mariner who lo!'es employer pension plans like the Sea­ officials a chance to up<late all infor­ farers' going out of husiness. I n just mation relating to seniority and ship­ force by MSC will have an opportunity the 1 975- 1 977 period alone. 7,000 sin­ ping time. to retain fringe benetits through union h i s/her position through a reductioL m gle-employer pension plans went bust. This is probaby the most i mportant welfare and vacatil>n plans, as well as In New York, the job security of thing t hat we do all year, although i t build seniority and pension credits. i s certainly the least glamorous. Se­ whereas f i non-union companies were deep-sea sailors was the last thing that the corporate raiders who were trying to take over Sea-Land had i n mind. Protecting the rights of union members now extends to the boardrooms of West Coast by V. P. George McCartney T H E next time you tum on the TV niority for Great Lakes seamen is awarded MSC contracts, the former handled differently than for inland and MSC seamen could lose fringe benefits deep-sea members. as well as wage� and vacation pay. program " Magnum P.1 . , " be sure This period also gives us time to At this point. there i s still nothing to look for the crew of the SS Comti­ take stock of the political situation. definite to report on the 1 2 MSC ocean­ erned labor-management relations since tlllion. The producers of the long­ Martin Vittardi. our field rep i n Cleve­ ographic ships except that the M E B A the end of World War JI have changed, running series decided to film an epi­ and unions like the SIU are among the sode onboard this historic passenger land , has been on top of grassroots developments there. This is a hig year itime Union have petitioned the court first in the labor movement to adapt. vessel. for Ohio politicians, so we want to to try and get a ruling tu allow MSC make our voices heard. temporary marine employees the right Wall Street. The rules that have gov­ In this frenetic atmosphere, Districts I & .1 . and t h e National Mar­ the The port of Honolulu is doing ex­ Union is stiU progressing with its long­ tremely well. thanks in large part to Great Lakes port interests have filed term plans. Jt is crewing up new mil­ the passenger vessel jobs generated a suit requesting an exemption from in thi� case in an effort to protect the itary vessels that have been contracted by the redocumentation of the SS the provisions of the compromise that rights of the out by the Navy. Con.\·titurion and SS Independence. was worked out on the cargo prefer- ployee. 14 I LOG I February 1 986 offirst refusal. The SI U has intervened M S C permanent em­ �·S I U & S H LSS == == Meeting the Training Needs of Today and Tomorrow ; . . :'"'t/;1:· , ?,• ·�·.. .·.. · ··� . . ·'. . .· �:�� �l-. , . . .... . '" <') rt.> Frank Drozak, Captain Kcsteloot and Vice Admial Hughes preview an UNREP training film at the SHLSS Video Department while on tour of the Base. Founded in 1967, the Seafarers Harry Lundeberg School of Seamanship has grown to become the largest educational facility for �arers in the Uni�ed States. In the past few years, the school has purchased new eqwpment and materials and set up new military-related courses to meet the ever-changing needs of the indusuy. 1his supplement is designed to update military, government and congressional personnel on the military-related courses offered at SHLSS. ' 'The purpose ofour school iJ to guide and encourage our members to improve theirprofessionalsh/ls /Q meet the 11eeds ofthe industry. ' ' --SIU President Frank Drozak. To achieve these goals, the school emphasizes both academic and vocational education. . . , .. · " I · : ;. .c: °': .,_ - . ;._ _ . �-:�· : . ..: -� ·: ...----S I U Military Contracted Vessels ----. Algol Altair American Condor MV American Cormorant American Eagle American Heritage Antares 1 st. Lt. Baldomero Lopez Bellatrix 1 st Lt. Alex Bonnyman Capella MV Contender CPL Louis }. Hauge Denebola Gem State MV Gus W. Darnell PVT Harry S. Fisher Keystone State 2nd Lt. John P. Bobo Major Stephen W. Pless Mount Vernon Victory Mount Washington MV Paul Buck PFC Dewayne Williams PFC Eugene Obregon PFC James Anderson PFC William Baugh Pollux Regulus MV Samuel L. Cobb Sgt. Matej Kocak Southern Cross MV Stalwart MV Triumph USNS Alatna USNS Chatahoochee USNS Nodaway MV Vindicator ........·�..·. �" ·.:.��-· . .... ·: .'; .· .... ,. .• . . .. .. �.�:. ;� . . . ·:·;.1!f.:·>:f.�:· : a,;' . " •· · . · ' . ·_ ; . �»�·,:;·. . ' ·::� ... < ;.;.j lst Lt. Baldomero Lopez ! 2nd Lt. John P . Bobo February 1 986 I LOG I 1 5 �·; '', a. __ _ . . .·: �·. -- �c . - ·: � �1 • • Ji The tow group visits the Scalift Operations and Maintenance exercise. class during an UNKEP ·. . John Mason discusses the Diesel Engine course during the tow of the Vocational Shop area. Ad m i rals Visit School Trai n i ng at S H LSS Su ppo rts N avy Sealift N eed s Vice Admiral T. ]. Hughes, deputy chief of Naval Operations, and Captain Robert Kesteloot, Office of the Chief of Naval Operations, recently visited the Seafarers Harry Lundeberg School of Seamanship to � maritime training and how it relates to the Navy's Strategic Sealift Program. response to rapid deployment movement requirements and sustainment of employed forces. Further, it supports the national security strategy of forward deployment for deterrence and forward engagement, should that become necessary, and the Adm. Hughes issued the following statement: "The Strategic Sealift Program achieves the objective of a fiscally constrained, time-phased sea.lift capability to deliver and land forces rapidly at any selected geographic location, over-the-shore or through austere or damaged ports by delivering logistics to sustain those forces. capability in balance with Anny, Air Force and Marine Corps logistics support requirements and capabilities. It fulfills Navy responsibilities for ocean transport of U . S . forces worldwide in configured for ' 'quick reaction ' ' response beyond that readily obtainable from U.S. commercial ,, The program is composed of two segments: ships and sealift support systems. The ships' portion is commercial-type ships . '' Frank Drozak invited Adm. Hughes to the Seafarers Harry Lundeberg School of Seamanship to give the Navy a first-hand look at the S I U ' s commi tm e n t to providing the merchant marine's portion of the Strategic Sealift Manpower requirement. The SIU's Sealift Maintenance and Operations Course is providing highly trained Seafarers to crew the MSC vessels. The tour group visited an UNREP course and watched containers being loaded using the school's cargo crane. Adm. Hughes also toured the new shiphandling simulator, with its u l tra-mod ern computer generated scenes, and the world's first two-bridge interactive system. Manpower placement and location is a very big concern to the Navy for crewing the Reserve Fleet in a national emergency. The computer automated manpower locater system at Piney Point can give up-to-the-minute manpower levels that include job ratings and present address information. The manpower locater is a vital part of the strategic Sealift Plan. ,, :·: Frank Dtozak explains the new Cargo Handling Crane coorsc at SHI.SS. 1 6 I LOG I February 1986 shipping. Sealift support systems provide additional equipment and ship enhancement features for in­ the-stream discharge of ships and improved mission capabilities of Frank Drouk answers questions about the Steward Department while on tow of the SHI.SS galley. �Tow boat Adviso ry Board Meets at S H LSS SHLSS Vice President Ken Conklin welcomes the 70 Towboat Advisory Board members to the annual meeting. The nation's inland waterways ' 'are vital transponation arteries and will stay in business despite the distress ' ' the industry is s u ffer i n g rig h f now , B i l l Creelman, Marad 's chief deputy for inland and Great Lakes told the more than 70 people gathered for the annual Towboat Advisory Board meeting. The day-long gathering at SHLSS covered such areas as what the SIU and the SHLSS can offer to the inland waterways industry, some of the reasons for the decline in the industry , what the government plans to do, new work (including military contracts) and legislative issues . The Towboat Advisory Board is made up of industry, government and Union representativc:s. The meeting gives the group a forum in which to discuss the problems and needs of the industry. It Coast Guard Capt. D. A. Naas explains plans the Coast GWlld is studying to contract out some services to the ciYilWl sector. Army Lt. Col. Roy Schaibel (l.) was part of a panel discussion on military work for the inland industry. allows for an exchange of ideas by both Union and management. "We're here because we need your input. We are trying to give you the best we can and want you to be able to take advantage of what is here. We've just got to keep this industry alive, ' ' SIU President Frank Drozak said. Creelman gave the day 's major presentation as he discussed some of the reasons for the shrinking inland industry and what could be done to put it back on its feet. Before joining Marad, Creelman spent 34 years as an executive with National Marine. He said that two of the major reasons for a depressed inland industry are overcapacity (too much equipment) and the decline of the nation's industrial and agricultural economy, two of the major users of inland transportation. Representatives from the Army , Navy, Air Force and Coast Guard explained the various new programs which will call for the services to contract for tug and tow transportation. The military has discovered that civilian contract crews and ships can be counted on. Even the Air Force is getting into the act. ' 'I'm like the new kid on the block, the closest thing to an admiral in the Air Force, ' ' said Lt. Col. John Reidy. He explained that the Air Force does operate several types of ships and is looking into the possibility of civilian operation of those vessels. The Transportation Institute's Tom Allegretti told the Advisory Board about several of the legislative and regulatory issues the industry faces and what has been done about them. Several of the issues included: Coast Guard and port user fees, weakening of the Jones Act, OSHA inspections of towing vessels, pilotage on tank barges and w a t c h s t a n d i n g requirements for uninspected vessels. SHLSS officials spent the morning sessions explaining to the board the various programs the school has to offer which help make SIU Boatmen the most qualified on the Lakes and rivers . The instructors and officials stressed that as the industry's needs changed , the SHI.SS .must be kept informed so the school can continue to turn out students who fill the requirements . ' ' Our product is manpower, and it's meetings like these that help us learn what the industry needs , " said John Mason, dean of vocational education. Mason said that one of the goals of the school is to turn out graduates of the various upgrading courses with practical as well as classroom experience. "You're not getting somebody from us who'll quote a test answer, but somebody who knows what to do, " he said. That is one of the reasons for the school 's new ship simulator. The massive computer-controlled simulator can give a student a chance to control a deepsea or inland vessel. The impressive display can be used to create just about any situation a Seafarer or Boatman could run into on the water. In addition to educating members for their particular jobs, the school also tries to help members with their non-working lives. That's why the SIU has begun a drug abuse rehabilitation program to go along with the suc­ cessful Alcoholic Rehabilitation Center. Rick Reisman, director of the substance abuse program, told the board that it was time for the industry and the Union to clamp down on drug abuse and to help the victims of such abuse. Other areas covered during the day included manpower re­ quirements, adult education and various vocational courses. . l �; . � , ---/ SID.SS Dean of Vocational Education John Mason tells the Board, "Our product is manpower, and it's meetings like these that help us learn what the industry needs." � :,..r)(«. .,,.,, ( .� � The SHLSS' new shiphandling simubtor W2S one of the more popular parts of the day­ long Board meeting. Here Steve Harp of Ship Analytics, the company which designed and built the simulator, explains how it opecatcs to a group of Board members. February 1 986 I LOG I 1 7 �Seafarers Continue to Train to Meet Military Job Challenges With the Sealift Operations and Maintenance Course Since January 21, 1985, seven Sealift classes ducted at have been operations and the loading and con­ unloading of containerized cargo Harry with a fork truck. This will ensure Lundeberg School of Seamanship. our members the job security they the Seafarers To further meet this challenge, the enrollment of students has increased from 25 per class to 40. so richly deserve, now and into the future. This training is required by all We now have given our military members who attend classes at contracted companies a nucleus of SHLSS and is four weeks _in length. over 250 trained members to man The course covers UNREP (Under­ these way ships. training has This specialized resulted in the · Replenishment), (Venical VERTREP Replenishment) Fork awarding of four more convened Truck Operations, Damage C.Ontrol SL-7 class ships to Bay Tankers, and Crane Operations. Inc. as T-AKR's. Training has A been updated with the addition of small crane separate course in Director of Sealift Training Bill Helwege (c.) Instructs In high line procedures prior to the UNREP training. crane maintenance will be offered in the near future for electricians. This will ensure our members the job security they so richly deserve, now and into the future. Bill Eckles, recertified bosun (c.) passes the shot line to the tank barge. The high line Is hauled across to the tank barge and attached to the king post. 18 J LOG J February 1986 Ernie Duhone (rear) signals disconnects the barrels. replenishment completed as the crew �Deck Instructor Joe Marshall (I.) instructs students in high stacking of pallets. Student M i ke O'Connor positions pallets during Seallft Operations and Maintenance drill. Seallft Operations and Maintenance student Bernie Hutching navigating the obstacle course with fork truck. Ferdinand Gongora using a Clark forklift to transport containerized cargointo a 40-foot container. • ··.· ==: rz'. ��..:; �/�:!.:.:;·: Jiii Prescott learns proper signalman procedure from Instructor Ed Boyer prior to liftlng of a m i l i tary grader. · Ii ... . �II . The container bed Is positioned prior to hoisting. SH LSS crane lifts m i l i tary road grader onto a barge. t •: Recertified Bosun Nick Nagy positions container. G e n e Spaulding preparing o perate the SHLSS crane. to February 1 986 / LOG / 19 �The Seafare rs S h i phand l i ng Si m u lator The Seafarers Shiphandling Simulator combines state-of-the-art technology and proven educational methodology into a complete training system. Marine simulators are a safe and cost-effective alternative to traditional shipboard training. Vcsse l operators can develop shiphandling skills while working in a safe and controlled envirorunent. The central feature of the SHL5S simulator system is a full-sized re­ creation of a ship's bridge. Seafarers Shiphandling Simubtor building. • bottom contour effects • bow thruster and assist tug effects • various traffic vessels • several own-ship configura­ had the capability shiphandling on • full day or dusk visual scenes • beam to beam forward view, and after view • clear or reduced visibility • wind and current effects tions including pushing barges towing astern. . :·. ,· . . • . · tugboats ahead and Programs are now being developed to provide training in Basic Shiphandling, Bridge Navigation Manageme n t , Emergency Shiphandling, Vessel which mimics real shipboard operations . The interactive bridges give us the ability for this important training achievement, ' ' said John Mason, dean of vocational education. The. Lundeberg School is very proud of the great strides it is making in the use of simulators . �-·· · . ··�,.. ���;�: .� · '' . · · . .... J --�· to r. John Morgan and Dale Rausch demonstrate the simulator feedback capability to Vocational Director John Mason, and T. J. Radmaker and Robert Feaga from the Naval Sea System Command. L. The main feature of the simultor is a full scale replica of a ship's bridge. This allows for 20 I LOG I February 1986 of training a simulator . i> State-of-the-an computers arc used to operate the simulator. provide station keeping training for deck officers aboard underway replenishment vessels. The full bridge simulator can be used in conjunction with three other ownship radar simulators to create a scenario with four operating vessels. These three additional simulators also have the ability to operate alone and will be used extensively in radar observer training. The training for the military related program will add a new degree of realism to the shiphandling simulacor. "Our MSC UNREP scenarios will be the first time the merchant service has Features include: A scale model of the simulator shows clas.uooms, computer room, bridge, radar rooms, secondary bridge and a view of the projection theatre. to Vessel Communications , Rules of the Road Situations, and Restricted Waterway Navigation . Future courses are envisioned which will train harbor pilots for specific geographic locations and a full 180° forward field of vision. �Radar Obse rver Trai n i ng at S H LSS The S H L S S R a d a r O bs e r v e r Training Program is designed to provide training for SIU members who are applying for an original license as a deck officer; renewing and/or upgrading their licenses, or seeking to increase the scope of their licenses for service on vessels of 300 gross tons or over. The course is divided into two areas of study. The first, radar theory, deals with how radar works, factors affecting a radar picture , relative motion , operation simple and maintenance of a radar system , and an in-depth look at the legal aspects of shipboard radar operation. During the second phase of training the student learns radar plotting techniques and collision avoidance. This is accomplished by the use of radar transfer plotting sheets and direct plotting exercises. The SHLSS radar training simulator is used extensively during this phase of the program . Thomas Calahan (l.) and Marshal McGregor practice direct plotting on the radar. At the secondary bridge, Mike Ryan communicates with the main bridge while planning a maneuver. This system utilizes actual shipboard radar displays upon which a computer generated radar presentation is projected. The students learn to plot the true course and speed of other vessels and to interpret the radar picture in order to determine if any dangerous c l ose q u a r t e rs situations exist. If necessary, the students may then order course or speed changes to their own vessels to avoid the danger of collision. SHLSS presently offers the following radar courses: An eight­ day program of fundamental radar trammg , a three-day refresher/renewal program and a one-day recertification program . A l l SHLSS radar courses are approved by the U.S. Coast Guard. Graduates receive an endorsement as Radar Observer Unlimited. Those SIU members who now hold an endorsement as Radar Observer Inland Waters may upgrade and renew their endorsement by completing the Refresher/Renewal three-day Course. Students practice radar tnnsfcr plotting in the wlar obscner classrom o . February 1986 I LOG I 21 �Pau l H al l Li brary and Mariti me M u seu m The Paul Hall Library and Maritime Museum continuously expands its materials and services. The library's collection of printed materials consists of over 1 6 ,000 volumes and over 200 periodicals . Maritime history and reference materials which support the vocational and academic courses offered at the school are an important part of the collection. Over 800 volumes were added in 1985 mostly in the subject areas of technology , naval science and science. The highest areas of circulation in 1985 were technology military I naval science and language / literature. The Library Advisory Committee consists of vocational and academic instructors who make recommendations for p u rc h a s ing new titles and periodicals . The newest addition to the library is an IBM P C - AT Computer . This computer 1s · .-:: , Paul Hall Library and Maritime Museum Kay Assenmacher (1.) aad)anice Smolck use their IBM PC-AT computer to produce a New Acquisitions List. The Library houses maritime memorabilia and 22 I LOG I February 1 986 a sunken reacting area. being utilized to catalog the 1 ,000 plus books added to the library each year. It will reduce the time spent processing the books and get them on the shelves for use much quicker. The computer is also used to produce a bi-monthly acquisitions list, and it has word processing capabilities The museum collection displays ship models, historic nautical and union i ns t r u m e n t s memorab ilia. T h e library ' s archives also contain union memorabilia and rare book s. The Media Center provides audio-visual equipment and software for students to view videocassettes, filmstrips, slides and audio cassettes. The library also houses a television studio, an auditorium and several conference rooms. All the modern facilities of the library help instructors and stu­ dents in the pursuit of educational goals. Reference materials are in constant use in the srudy areas of the Library �MAN POWE R== the N ucleus of the U n ion == C.omputer technology is changing the face of our world on a daily basis. In order to keep pace with these changes, the Seafarers International Union has placed a central dispatching system through the Manpower Office in Piney Point, Md. With the majority of the work being mil itary related, these changes help the SIU to meet the needs of che contracted companies that operate these vessels. The database contains a wealth of information that is constantly being up-dated and modified through the daily activities of the ports. This information is readily available for meeting the military requiremenrs for manpower. At any given time, the manpower available in any SIU port, through the registration procedure, can be checked to find out what ratings are available in a port, what speciality endorsemenrs each member holds, and their previous work history. In addition to this information contact phone numbers and addresses of every active member in the SIU are also available. Having this knowledge available enables the SIU to focus on what areas the Seafarers Harry Lundeberg School needs to concentrate its upgrading and training dforts on. In addition to membership information, the Manpower office provides the sru with a central dispatching system set up to receive job requests by telephone from all of our contracted companies. These orders are written up and trans­ ferred to computer screens specially designed by the Seafarers Management Information System (S. M . I . S . ) at headquarters in Camp Springs. Information contained on these screens includes the company, name, vessel name, the company personnel placing the call, the location of the v�l . reporting and departure dates and times, any special instructions, and the ratings required to man the v�l. The jobs ordered are then transmitted to the port nearest to where the vessel is located. When the job order is received by the port, the jobs are placed on the rotary shipping board and job calls are made in accordance with the shipping rules. After each job call, any ratings filled are entered into the computer and shown as shipped. When a member is successfully shipped, he is automatically added to the crew list for that ves.sel. In addition to this, the man who is being replaced has a record of the time spent on that ves.sel, the rating held, sign on date, and sign off date put into this individual work history file contained in the data base. This is extremely helpful in locating experienced personnel needed to fill our military vessel's key ratings. If a job order cannot be completely layups, and additional military work. All this is done in an effon to provide sru members with the best accounting of work available and sru companies with the most qualified personnel. The Manpower Office updates and revises display boards containing information on deep sea, Great Lakes and inland vessels. The information maintained on these boards includes the company name, vessel name, when and where the vessel was serviced, and by whom. The Manpower Department in Piney Point is a vital and important part of the Seafarers International Union. No other trade union has as much available information, or has it as centralized as our current system. The future will bring many new changes to the Manpower Office . Soon every phase of shipping in the sru will be brought into the already established system, providing our membership and companies with the best maritime service possible. filled by the pon, the remaining positions are transmitted back to the Manpower Office and sent . "' ,, _,, to .. ..:J;t:4. . ... ....��...·d·f� ......... : •' , v , ...·�··"' Carol Johnson updates the shipping boards - another pon. Every effort is made to all openings in the area surrounding the ves.sel. fill The computer system is a self. contained unit processing over a thousand calls (Standby, Relief, Rotary) per month. It provides the membership with a more accurate method of shipping. It also provides our contracted companies with a direct link to their manpower needs 24 hours a day, seven days a week, and enables the sru co fill the vacant billets as quickly posfilble. The Manpower Office also maintains a variety of other information which is beneficial to the smooth operation of day-to-day union acttvmes. Information as Bart Rogers describes the capabilities of the Manpower Dept. From 1. to r. SHI.SS Vice President Ken Conklin, Bart Rogers, Major General Honor and Arthw Keltz. . regarding ship payoffs, recrews, and layups is received by the office and ' ' dispatched to the port nearest the vessel . The Manpower Office also maintains manpower requirement reports for each area of shipping contained in the sru. These requirement reports are updated each month as the industry changes because of automation, vessel . . . . . . . . '�-,)��-:;: �··� The Manpower staff performs various duties. From 1 . to r. Sylvia Jones, Carol Johnson, Julie Knott and Janet Berg. 24 I LOG I February 1 986 : i!i.i- ···"�· ::'. :� . .-�:...·�..: '• Chris Tennyson demonstrates the manpower system to Vice Admiral Hughes (seated) and Capt. Kesteloot �Instructional Television at S H LSS The Video Deparunent at the Seafarers Harry Lundeberg School of Seamanship provides a number of services to SHLSS students and SIU members . One of these is the management of the school 's large library of videotapes. Right now, there are over 638 programs on subjects ranging from Union Education. An to Some of the programs in this collection were produced at the schoo l , while others were purchased. Still others are copies of films that SHLSS has the rights to . The videotape library is a constantly-growing resource that provides SHI.SS students with valuable information . One of the fastest growing areas is Sealift Operations. This ponion of the collection contains programs directly related to SIU training for military vessels. Many of these tapes are produced by military for their own use, and available in the students' rooms and are repeated throughout the through contacts made by SHI.SS instructors, the school was able to of c o m m u n i c ation between the members and the leadership of the union. Every m o n t h a R e p o r t to t h e Membership i s videotaped and students to watch during their add them to the library as well. Soon over 1 1 5 programs will be free time. This allows for self­ paced instruction and repetition sent to SIU ports around the country . This gives members a chance to see and hear first-hand added to the collection. as many times as necessary. how the SIU But even the best library is worthless if it can't be used. At SHLSS, this isn 't a problem. Six channels of local-origination programming are available to instructors and students during class hours. Through these channels six different programs to six different classes in six different locations all at the same time can be provided . Last year over 1 , 200 programs were distributed to classrooms all over the campus. In addition , every evening during the week four of the channels are programmed with tapes geared to the classes in session provides at the school. another 40 This hours of instructional viewing for SHI.SS students. The programs are In the studio control room tapes can be edited, and music, special effects and graphics can week. Videotapes are also available in the Library Media Center for avenue be added to produce informati"e While most of the videotapes come from outside sources, approximately 25 percent of the programs are produced by the Video Department. Since the television studio was opened in October of 198 1 , over 1 50 programs have been made. The advantage of in-house production is that videotapes that are directly related to SHI.SS training can be produced. Through cooperative efforts with SIU-contracted companies, the video deparunent can go aboard the ships and tape the actual equipment in use and design programs to mesh with dasssroom study. Other programs produced by the Video Department serve as an is dealing with industry problems as well as the current state of the Union. In addition to these regular reports, special videotapes arc prepared and sent out when needed. Last year, for example . programs about the SIU T-AGOS program , Steward Department Upgrading, and several other subjects were distributed. Other programs dealing with the structure and functions of the SIU were produced and are used at SHI.SS as part of the union education program. It is the combination of these two major functions, Production and Distribution, that makes the Video Department at SHI.SS an effective and valuable part of both the school and the SIU. The Video Department's computer is used for graphics, scripting, inventory control and schedulin1. · video · Robert Abdi runs the video distribution center and scnch programs all over base. Melody Chainey video tapes Mike Wilson in the SHLS.5 studio. February 1 986 I LOG I 23 ��eaTarers n arry Lu noeoerg Sch ool of Seam a n sh i p The Seafarers Seamanship is Harry Lundeberg School of 60 acres of southern Maryland Paul Drozak B u i ld ing waterfront property dedicated to the training and advancement of seafarers. Seafarers Shiphandl ing Si m u lator B u i lding . Charles Logan B u i l ding . · · ·. : · S H LSS Marina . Paul Hall Li brary & Mari t i m e M u seum Seafarers Harry Lundebe rg Train i ng & Recreation Center February 1 986 I LOG I 25 �ENG I N E D E PA RT M E N T WELDING AUTOMATION CHIEF ENGINEER & ASSISTANT ENGINEER Unlnspected Motor Vessel REFRIGERATED CONTAINERS­ Advanced Maintenance MARIN E ELECTRONICS .r MARINE ELECTRICAL MAINTENANCE 26 I LOG I February 1 986 ... , . �· �·�· . .· :·. '< ·.• FIREMAN/WATERTENDER, OILER (FOWT) �DIESEL ENGINE TECHNOLOGY .. CONVEYORMAN � PUMPROOM MAINTENANCE AND OPERATIONS ....-··· THIRD ASSISTANT ENGINEER AND ORIGINAL SECOND ASSISTANT ENGINEER STEAM OR MOTOR "" • :: ,• :. . '• . � ''' ' . . . . . . . ., . �: . · · · --�-7? REFRIGERATION SYSTEMS MAINTENANCE AN D OPERATIONS =.:=�r �,tffi.&:�.:�...,. .,. "' HAGGLUND CRANE HYDRAULICS QUALIFIED M EM BER O F T H E ENGINE DEPARTMENT (QMED) February 1 986 I LOG / 27 �D EC K D E PA RT M E N T . U pg rad i ng P rog ra m s - ::-�:�... ,,...�:..�: ABLE SEAMAN-Special (12 Months) ABLE SEAMAN-Limited (18 Months) ABLE SEAMAN-Unllmlted (36 Months) CELESTIAL NAVIGATION .,. . ,';.�.� f. .. . .. TAN KERMAN ;/511�" ..:j !ii. \r� __ . QUARTERMASTER 28 I LOG I February 1 986 . .. � . ' · · :1 , . ,.·.,r· ' FIRST CLASS PILOT �THIRD MATE AND ORIGINAL SECOND MATE TOWBOAT OPERATOR 0 ..__ b.... MASTER/MATE FREIGHT AND TOWING VESSEL (Inspected) RADAR OBSERVER DEEP SEA DECK SHIPHAN DLING SIMULATOR I N LAND DECK SHIPHANDLING SIMULATOR February 1986 I LOG / 29 �ST EWA R D D E PA RT M E N T U pg rad i ng P rog ra m s I I - TOWBOAT INLAND COOK • , I ""' ' � N� . . .·, · ·.· · :� �����'� .. ,, � ' CHIEF COOK COOK AND BAKER 30 I LOG I February 1986 CHIEF STEWARD ,, , �• ...... -.- . . -. IJ . ALL D E PARTM E N TS U pg rad i ng Spec i a l ty Co u rses ...,. • ...,. ._ • • . · � · .._ .._.. ..,. . .. .... 191.-. 1 1 • I ..... ..,. ,. , ,. .... ._ U N DERWAY REPLENISHMENT , � '·�� LIFEBOAT ?\ , t'<:::i� ' "' I CRAN E CARDIOPULMONARY RESUSCITATION (CPR) a , _...,, · · · ·:aw· · <J.. . ·e iaXA •• :�=.;��· FORKLIFT > · FIRE FIGHTING FIRST AID february 1986 / LOG I 31 �A D U LT E D U CAT I O N P rog ra m s HIGH SCHOOL EQUIVALENCY PROGRAM (GED) SH LSS Ad ult Education Opportu nities ENGLISH AS A SECOND LANGUAGE (ESL) ADULT BASIC EDUCATION (ABE) ABE/ESL INTRODUCTORY LIFEBOAT COURSE 32 I LOG I February 1 986 For an education program to be effective , it must be able to meet the student's needs. A continuous effort must be made to identify these needs and design new materials to reach them. The Seafarers Harry lundeberg School of Seamanship (SHLSS) has l o n g r e c o g n i z e d and responded to such innovative approaches in education . It is the schoo l ' s p hilosophy that education and training go-hand­ in-hand in preparing members for both their jobs and life skills. Learning is still a lifelong , continuous process whereby seafarers acquire knowledge, skills and attitudes that will help them on the job, at school and in everyday situations. Because of the open admissions policy at SHLSS, the reading and math skills of every upgrading seafarer are diagnosed. The seafarer is counseled, and an individualized course of study is mapped out for those seafarers who need basic skill improvement so that they can realistically reach their vocational and personal goals. In dealing with the adult learner, there is the need to provide a warm, supportive climate to help the seafarer overcome learning anxieties, fear of failure, test-taking anxieties or any previous negative learning experience . It is with the supportive learning climate provided by the Adult Education Department and the student's motivation that a great degree of learning success is experienced. It is because of this function that the Adult Education Department has been recognized as the support department. In efforts to continue to provide the best educational opportunities possible, the Adult Education Department offers five basic service s : remedial servi c e s , t e c h n i c a l w r i t i n g s e rvi c e s , correspondence materials and an educational outreach program . The five basic courses offered are: Adult Basic Education (ABE), High School Equivalency (GED), English As a Second language (ESL), Developmental Studies ( DV S ) , and a n A B E / ESL Introductory lifeboat class. These classes are available to all SIU members who are in good standing with the union and who have paid their dues. The Adult Education courses have been designed to help seafarers reach their educational and career goals. They will be offered at four specific times throughout 1986. Applicants can be pretested and arrangements made prior to the scheduled course dates if applications are sent in early. Interested seafarers should look for the SHLSS course schedule and fill out the appplication form in the Seafarers LOG. The Adult Basic Education (ABE) program will help improve basic English, reading and math skills. The English as a Second Language (ESL) course can help seafarers improve their use of the English language by emphasizing reading, writing and speaking s k i l ls . The High School Equivalency program will prepare a seafarer for the GED exam by working in the five content areas of science, social studies, English, math and l i t e r ature . The Developmental Studies (DYS) class provides seafarers a chance to improve study and test-taking s k i l l s before a s c h eduled upgrading class. The ABE /ESL Introductory Lifeboat course helps prepare the seafarers for the regular Lifeboat course and is geared for students who have difficulty reading, who do not read at all, or who have been out of school for several years. All of these courses stress skills that can be applied to the s e afarers m a r i t i m e car e e r . Interested seafarers may find it h e l p fu l t a k i n g a n A d u l t Education course prior to a scheduled upgrading class. �However, seafarers may come back for the Adult Education class at any of the scheduled times. Besides the courses that are available through the Adult Education department, another key function is the offering of remedial service through the Learning Center. Basic help on reading, writing, study skills, and math is provided. In addition, correspondence courses and materials have been offered since 1980. Seafarers have the opportunity to send for review packets in math, English, social studies, communication skills, metrics and taxes to name a few. These requested materials will be sent to the seafarer's home port or aboard the vessel. Any of these materials are useful in preparing the seafarer for his job, for a future upgrading or college course, or for everyday situations. All of these Adult Education courses and functions are only some of SHLSS 's effective educational activities. The Adult Ed ucation d e p a r t ment w i ll continue to expand and upgrade the programs in order to prepare the seafarer for the future. Write to the Director of Adult Education for more information on any of these courses. SHLSS Computer Course Meets the Needs of the Union. Computers are fast becoming a way of life, and the Seafarers Harrry Lundeberg School of · Seamanship (SHLSS) is preparing the membership for the changes that are coming. SHLSS Adult Education Department offers computer training to meet one of the educational needs of the seafarers through an introductory computer course. This course has been a popular class because the membership understands how important it is to be skilled to meet the changing technological demands of the vessels. Further, the maritime industry is finding more and more uses for the computer aboard ship. Currently, computers already play an important role in the maritime industry. While on the vessels, The science lab facilities are evaluated and a�proved by (I. to r.) Lowell Salmon, SBHE facilities specialist, Tracy Aumann, SHI.SS director of curriculum, Faculty I Services and Dr. David Sumler, SBHE coordinator of Collegiate Approval and Evaluation. Associates in Arts College Programs Offered at SHLSS The Seafarers Harry Lundeberg School of Seamanship offers to SIU members the opportunity to earn a two-year associate in arts degree in their maritime occupational field. Members of the deck department (inland or deep sea) can earn a degree in Nautical Sci ence Technology. Members of the engine department (inland or deep sea) can earn a degree in Marine Engineering Technology. Both programs as well as certificate programs have been approved by the Maryland State Board for Higher Education. Seafarers earn their college degrees in this new program by combining credits that they have earned or will earn in vocational courses with credits they will earn while enrolled in sequences of general education courses such as English, Math, Science and Humanities. To be admitted to the college program the seafarer must: 1 . be a member in good standing in the SIU 2 . hold an A, B, or B-limited seniority in the SIU 3 . pass an admissions exam to present evidence of ability to profit from the courses 4 . possess any prerequ1s1te maritime background for vocational courses. The new college program is designed to provide the flexibility that seafarers need to achieve a higher education. Unlike traditional semester systems that most colleges have' the sm.ss degree program will be designed to meet the needs of seafarers who are not always able to attend school for whole semesters at a time. The sm.ss program will offer courses three or four times per year for six to 10-week periods. Members will be allowed to come back to school for college courses just as they do for upgrading courses. Members who wish to earn their degree will come to Sfll.SS and work on a sequence of two to four courses over a six to 10-week period. The college program will work just like upgrading, but instead of taking a vocational class, the srudent will be enrolled in the college program. The first sequence of college courses to be offered will be English 101: Composition and Rhetoric, MTH 108: Introduction to College Mathematics, and either MET 221: Engineering Principles I (for engine department majors) or PHS 101: General Physical Science I (for deck department members). These new courses will begin in the early spring around the beginning of March and are the first sequence of courses needed for the new college degrees. The first sequence of three courses will run for six weeks. Any members interested in starting the college program or having any questions about it can contact the Admissions Office or Tracy Aumann at the Seafarers Harry Lundeberg School of Seamanship, Piney Point, Md. 20674. This is the time for members to get in on the ground floor of this new and exciting educational opporrunity. s e a fa rers receive information instantaneously over the computer screens. Off-shore computer terminals and satellites signal telecommunications data for cargo transports. By dialing into the terminals, information may be processed on payroll, inventory, fuel and parts requisitions, navigation and updated weather forecasts. SHLSS recognizes the integral role computers play in the industry and have taken the lead in computer training by offering the seafarers this computer course. Seafarers not o n l y r e c e i v e information o n the operations and benefits of computers, but also have practical hands-on experience with the computer keyboard. As seafarers become comfortable with the computer, they are eager to use it on their jobs. Both recertified bosuns and recertified s t e w a r d s h a v e h a d m a ny opportunities to use the computer when working on inventories and requisition lists. All of the computer classes are taught by SHLSS instructor Roger Francisco. He is continously updating the computer course based on feedback from both the shipping companies and seafarers. Because of the increasing involvement between the SIU and military contracted vessels, there has been a growing awareness of the computer skills needed aboard these ships. Roger Francisco has incorporated these skill needs into the computer course. The computer class is only one of t h e m a n y e d u c a t i o n a l opporrunities available to seafarers through the Adult Education Department. Adult Education D irector Sandy Schroeder discusses the Outreach Proh 0 U trea ch Program The educational ou.treach program, offering educational opportunities to seafarers while in port and aboard vessels, will be implemented on a greater scale in 1986. Durella Rodriguez, an instructor in the Adult Education Department at the Seafarers Harry Lundeberg School of Seamanship, began preparations· for outreach in 1985. The USNS Southern Cross, a military vessel contracted by the SIU, was chosen as a pilot project program to begin the outreach aboard SIU vessels. Ms. Rodriguez visited the crew twice while in port in Norfolk. Both academic and vocational materials were brought aboard for the members availability while at sea. Materials included books, self study packets and videos. The program was well received and provided a lot of valuable information for further projects. Ms. Rodriguez has also received valuable materials from Military educators. Larry St_ otsberry, the naval educational director at the Patuxent River Naval Air Station has provided SHLSS with many valuable educational materials over a two year period. Ms. Rodriguez attended the Eleventh Worldwide Military Services Education Conference in April of 1985. She recently met with Major Carlos Tibbetts of the U.S. Army Reserve a n d discussed the possibilities of ship board correspondence. The plans for 1986 include: implementation of a pilot outreach program in one of the SIU Union Halls; continued exchange of programs and ideas with military e d u c a t o r s; distribution of educational materials to more SIU ships; correlation of programs with Sea­ lift Operation instructors at SHLSS who visit military vessels, and the aquisition of more outreach materials for the membership. Ms. Rodriquez feels that one of her most important goals for the 1986 outreach program is to make all facets of the SIU organization aware of the outreach program and to work together to provide more educational opportunities to all SIU members who want them. · February 1986 I LOG I 33 �U pg ra d i ng Cou rse Ap :p l y N ow for a n S H LSS ·· : ·· · · · · ·· · · ··· · · · · · · ·· ·· · · ·· · · · · · · · · · · ········· · · ··- � � · ·· · ·· · · · · · · · · ···· ··· · · · ······· ·· · · · · · ·· ······· ··· · · ······· · · �· · · · · ·· · · · · ········ I . ' :. • • • Seafarers Harry Lu ndeberg School of Seamanship Upg rad ing App 1 Jcat1on . • • ., • • . • . . • • • • • • • '" • • • Nam • • I I I • • I . . • . De p Sea Mem ber D • • • Inland W1ten1 Member D Pacific r Lake1 Member D • • • • I I • • • • • I . Soc i al Slcurity 1, _ _ _ _ _ _ Date Boo Was 111ued Book '------ Senlorlty _______ Port lasued ______ Depanment _ _ _ _ _ _ Port Presently _."" '"l at red '" ------- _ _ _ _ _ _ _ _ • . • • • • • Endoraemant(s) or Llcen ) Now H Id _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ • • • . , . , • � • I • • • . Are yo u a graduate or tha SH lSS Train· e Program! o Yes Train I I I : • • I I . • 1111 In below) Program: From ------r.r:w=-, ;"l'._ _ :z::: ..--::1 - No ,...., (U ye , f111 In below) Have you attended any SHLSS Upgrading Couraes: O Vas Courae(a) Taken • • • . • • • , . • • ,, • • No 0 (1f yes, � _ _ _ _ _ _ _ � � _ _ _ _ _ _ _ _ _ _ � _ Do you hold a letter or completlon for Llfa� t: D Yes No 0 Firefighting: O Yes No lJ CPR: O Vas No iJ • • • • • Date AvaJlable for Training ------- • • • • Primary Language Spoken . ,-----�--­ • • • • • • ! Am lntara'Sted Jn th • • • • • DECK • • • • • • ,. • • • • • • . • • ENGINE c AaM.. fll Cool • C-* I ..._ = °*tf C.. .Al U'l'lltftl'*f Al l.llnllMI a u .,... ...... Towballll 0,..... lnlwl r..-.. o,.r.t. ,... ...,. ,.... . Towbll!m � COwwr' 2IJO .,.... I C.... N ....J .. ... D .._... lmiplct_. Towlrll Y....e Mete kttipK\ld Tewtne Y..... r ...,,...... .,.. .._ ' ,... Syal.,. ·� DleMI � Aut•.llld [ •r,,, cu .._ , •t ·ca.a ,..,. ,,.... ..... c.e..,... CNef � (Unln1p1:tld 01\ Moeor Y ::: Slmul&W CourM OperwlflOM • • • • • . . • I • • • . • • • • • • • 6 Third Aul. � r:l ...,..""' Coftt... Cl l1*11 ..... LI ...._., Otaww• UnllmtWll CJ 5-IWI 0 Mflfad rac.tpta and 1vc.ce.ufully cornplllm lhe cour.. I l'tt!ll9CI) l!llC tenanc:e er-) = "'*-Yilet CJ Heetlund Cr.- Matnt...a ....... i.-... No lnlrwpotta"°'1 will be .-Jc1 un JOU �I Oftglnel t• l'Ofllca (l.ASfl . . ADULT EDUCATION DEPARTMENT &UE - Hlgfl khDal EQu...n:r ,.,...,91\ t'GE.D) ..... Dfttlop hll S.udlal £� • • lileond t..1911819 (QU � AIEllll Ut.boat P� • . . • . . "' UJeMbiWi o,.ntloM 6 MS!UjiSWU:. RECORD OF EM PLOYMENT T I M E -fShow only amount needed to upgrade In rating noted above or attach letter of service, whichever Is ppllcable.) RATING HELO DATE SHIPPED DATE O F DISCHARGE . • . , , • • • • • • • • • DATE �---��---- -�---� SIGNATURE ��������RETURN C O M PLETEO APPLICATION TO: 34 I LOG I February 1 986 • • • . - Muh a.Uo EOUc:au.11111 ALL DEPARTMENTS ft V E SSEi. • . • • • • • . taMflCll ..... v....,, � • • • • • • . STEWARD T...... • ,, • • • 1) Cheeked Balow or Ind cated H 111 II Not Listed Following Cour . . • • �I ax 1 1me Again Here·s �ome Help Important Tax Law Changes Exemption fo r Children of Divorced or Separated Parents GeneraJly , for 1985, if you did not have custody of your child. you may claim that child as your dependent only if: • the parent who had custody of that child waives the right to claim the exemption by completing Form 8332, Release of Claim to Exemption for Child of Di­ vorced or Separated Parents, and you attach that form to your tax return, OR • a divorce decree or written agreement executed before l 985 states that you are entitled to claim the child's exemption, and you paid at least $600 for the child's support. Alimony If you received alimony or separate main­ tenance payments in 1985, you must let the payer know your social security num­ ber. If you deduct alimony you paid. you must show the recipient's social security number on your tax return. Also, for divorce or separation instruments exe- cuted after 1984, new rules apply in de­ termining whether the payments qualify as alimony. Deduction for Charitable Contrlbuti<>ns TllE G'OLUTION 15' SIMPLE, Generally , for 1985, if you do not itemize your deductions, you may deduct one-half of your qualified charitable contributions. W4T�ON.f New rules also apply if you made contri­ butions of property other than cash. Earned Income Credit A"w�c:hocil ... ... .... Youndl "-'"""' �·'� For 1985, the income limit has increased to $11 ,000. - New Information Required for Business Use of Vehicles Beginning in 1985, you must answer certain questions on Form 2106, Employee Busi­ ness Expenses, if you were an employee and you claim a deduction for business use of an auto or a light truck. Get Form 2 1 06 for more details. Similar questions are on Form 4562, Depreciation and Am­ ortization, for other persons who use a vehicle in their business. l'f�OOno(Nw' ,w,2. ..... _ . ,, k'IUTVCIOl\1 IS ��0t(kua)(#ttM/I F(61'1?<fl91) ""·� <1tfKt.cl'lf'(.k '- 1 1N1"""'1 ��·'1+(t Important Reminders Estimated Tax Payments-Retirees and Others With Income Not Subject to Income Tux Withholding If you have income generally not subject lo income tax withholding (such as inter­ est, dividends, pensions, or capital gains), you may have to make estimated tax pay­ ments. If you do not pay enough estimated tax or do not have enough tax withheld, you may be charged a penalty. For more details, get Publication 505, Tax Withhold­ ing and Estimated Tax. SoclaJ Security Benefits May Be Taxable If you re.ceived social security benefits, part of these benefits may be taxable under certain conditions. Be sure to read the IRS Nqtitt 703 that you should get from the Sqcial Security Administration with Form SSA-1099 by January 3 1 , 1 986. Could You Pay Less Tax by Income Averaging? to you an interest in a tax shelter must maintain a list of investors and give you the tax shelter registration number as­ signed to the tax shelter. You must attach to your tax return Form 827 1 , Investor Reporting of Tax Shelter Registration Number, to report this number. Penalties are provided if you fail to report this number on your tax· return. Do You Want More or Less Income Tax Withheld in 1986? Jfthe refund you receive is large , you may want to decrease your withholding for 1986. If you are a working married couple, or had two or more jobs, or had income not subject to withholding, you may need to have more tax withheld to avoid owing IRS a large amount. Employment Taxes for Household Employers If there has been a large increase in your income this year. you may be able to pay less tax by using the income averaging method to figure your tax. Get Schedule G (Form 1040) to see if you qualify. Tax Shelter Registration Number A person who sells (or otherwise transfers) If you have a household employee, both you and the employee may have to pay a share of the social security tax on the employee's wages. You may also have to pay FederaJ unemployment tax, which is for your employee's unemployment insur­ ance. For more details, get Publicati<>n 503, Child and Dependent Care Credit, l) �...., Ol'(licM)(Mtlch Sc:htidWt t>) Uj"'l-b ···­ !'+t'tt!• A t�U.Ol'I �ll) and Employment Taxes for Household Employers. owe on your tax return. Make your check for taxes payable to " Internal Revenue Service." Assembling Your Return Malling Your Return Attach all schedules and forms in order of the "sequence number" that is shown below the year in the upper right comer of the schedule or form. Attach other forms in numerical order and any additional in­ formation sheets at the end of your return. If you received an envelope with your forms booklet, please use it. You may be filing your return with a different Service Center this year because the IRS has changed the filing location for several areas. Voluntary Contributions to Reduce the Public Debt We often receive inquiries about how peo­ ple may make voluntary contributions to reduce the public debt. If you wish to contribute, just enclose in your tax return envelope a separate check made payable to "Bureau of the Public Debt." Subject to the limitations on charitable contribu­ tions, you may deduct this contribution on your 1 986 tax return. But please be sure to keep your contribution to reduce the public debt separate from any amount you Who Must FUe You must file a tax return ifYour marital sliltus al the end of 1985 was: Single (including divorced and legally separated) and your filing status is: Single or Head of household and aJ the end of 1985 and your gross you were: under 65 65 or over income was aJ least: $3,430 $4,470 Married with a dependent child (or a child whom you cannot claim as a dependent because of the rules for Children of Divorced or Separated Parents) and living apart from your spouse during last 6 months of 1 985 Head of household under 65 65 or over $3,430 $4,470 Married and living with your spouse at end of 1 985 (or on the date your spouse died) Married, Joint return under 65 (both spouses) 65 or over (one spouse) 65 or over (both spouses) $5,620 $7,700 Married, separate return any age $1,040 Married, joint return or separate return any age $ 1 ,040 Single or Head of household under 65 65 or over $3,430 $4,470 Qualifying widow(er) with dependent child under 65 65 or over $4,580 $5,620 Single or Head of household under 65 65 or over $3,430 $4,470 Married, not living with your spouse at end of $6,660 1 985 Widowed in 1 984 or 1983 and not remarried in 1985 Widowed before 1 983 and not remarried in 1985 Telephone Servke for Tax Refund Information If i t has been at least 1 0 weeks since you mailed your 1985 tax return, you may be able to call a special telephone number for your area to find out the status of your income tax refund. For details on how to use this service, see How To Use Tele-18.x Information. Other Flling Requirements. Even if your income was less than the amounts shown above, you must file a return if any one of the foUowing applied for 1985: • You could be claimed as a dependent on your parents' return and you had $ 1 ,040 or more in income that was not earned income-for example, taxable interest and dividends. • You owe any special taxes, such as: -social security tax on tips you did not report to your employer; -uncoUected social security tax or RRTA tax on tips you reported to your em­ ployer; -alternative minimum tax; -tax on an Individual Retirement Arrangement (IRA); or -tax from recapture of investment credit. • You received any advance earned in­ come credit (EiC) payments from your employer(s). • You had net earnings from self-employ­ ment income of at least $400. • You had wages of $100 or more from a church or qualified church-controlled organization that is exempt from em­ ployer social security taxes. • You exclude income from sources within U.S. possessions and your gross income was at least $ 1 ,040. These rules apply to all U . S . citizens and resident aliens. They also ,apply to nonresident aliens and dual-status aliens who are married to U . S . citizens or resi- (Continued on Page 36.) February 1 986 I LOG I 35 �dents at the end of 1985 and who have elected to be treated as resident aliens. If you were a nonresident alien at any time during 1985 (except as mentioned above), different rules apply. You may have to file Form 1040NR, U.S. Nonresi­ dent Alien Income Tax Return. Also get Publication 519, U.S. Tax Guide for Aliens. • • • Note: Bef.{inninK in 1985, specific rules apply to determine if you are a resident or nonresident alien. See Publication 519 for details. • Who Should File Even if you do not have to file. you should file to get a refund if Federal income tax was withhelO from any payments to you. Also file if you can take the earned income credit. If you file for either of these reasons only, you may be able to use Form 1040A (or in some instances, Form 2040EZ). • • treated as a resident alien. Exception: You may be able to use Form 1040A if you meet the tests under Married Per� sons Who Live Apart. You received taxable social security benefits or tier l railroad retirement benefits. You received interest as a nominee You received or paid accrued interest on securities transferred between inter­ est payment dates .. You received any nontaxable dividends, capital gain distributions, dividends as a nominee, or you elect to exclude qualified reinvested dividends from a qualified public utility. You are required to fill in Part III of Schedule B for foreign accounts and foreign trusts. You take any of the adjustments to income shown on Form 1040, lines 24, 25, 27, 28, 29, or any write-in amount included on line 3 1 . • You claim any of the credits on Form When to File You should file as soon as you can after January I , but not later than April 1 5 . 1986. If you file late, you may have to pay penalties and interest. If you know that you cannot file by the due date, you should ask for an extension using Form 4868, Application for Auto­ matic Extension of Time To File U.S. Individual Income Tax Return. Note: Form 4868 does not extend the time to pay your in<:ome tax. See the instruc­ tions for Form 4868. If you are living or traveling outside the United States and Puerto Rico on April 1 5 , you can get an automatic 2-month extension of time to file. Just attach a statement to your return explaining the details. Which Form To File 1040, lines 42, 43, 47, 48, or any write­ in credit included on lines 45 or 49. • You owe any of the taxes on Form 1040, lines 39, 5 1 through 55, or any write-in amount included on line 56 (other than advance EiC payments). • You claim any of the payments on Form 1040, lines 58, 62, 63, or any write-in amount included on lines 63 or 64. • You file any of these forms: Form 1040-ES, Estimated Tax for Individ­ uals, for 1 985 (or if you want to apply any part of your 1985 overpayment to esti­ mated tax for 1986). You MUST Use Form 1040 If: • Your taxable income is $50,000 or more. • You itemize deductions. • Your spouse files a separate return and itemizes deductions. Exception: You may still use Form 1040A if you have a child and can meet the tests under Mar­ ried Persons Who Live Apart. • You can be claimed as a dependent on your parents' return AND you had in­ terest, dividends, or the other unearned income of $ 1 ,040 or more. • You are a qualifying widow(er) with a dependent child. • You were a nonresident alien during any part of 1985 and do not file ajoint return. (You may have to file Form Hl40NR). • You were married at the end of 1985 to a nonresident alien who had U.S. source 36 I LOG I February 1 986 Community Property States Community property states are: Arizona, California, Idaho, Louisiana, Nevada, New Mexico, ]'exas, and Washington. If you are your spouse live in a com­ munity property state, you must follow state law to determine what is community income and what is separate income. How­ ever, different rules could apply if: • you and your spouse lived apart all year, • you do not file a joint return, and • no part of the community income you earn is transferred to your spouse. For details, get Publication 555, Com­ munity Property and the Federal Income Tax. You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example: $ 1 .39 becomes $ 1 and $2.69 becomes $3. Form 2555. Foreign Earned Income. Form 4563, Exclusion of Income From Sources in United States Possessions. Where To File aries, tips, unemployment compensa­ tion, interest. or dividends. • Your taxable income is less than $50,000. • You do not itemize deductions. You can also use Form 1040A to claim the deduction for a married couple when both work, the deduction for certain con­ tributions to an Individual Retirement Ar­ rangement (IRA), the credit for child and dependent care expenses, and the partial deduction for charitable contributions. Since Forms I040A and 1040EZ are easier to complete than Form 1040. you should use one of them unless using Form 1040 Jets you pay less tax. However, even if you meet the above tests, you must file Form 1 040 if any of the following situations applies to you. Generally, foreign source income must be reported. Get Publication 54, Tax Guide for U.S. Citizens and Resident Aliens Abroad, for more details. Form 2210, Underpayment of Estimated Tax by Individuals. • You were single and claim only your • You had income only from wages, sal­ U.S. Citizens Living Abroad Rounding Off to Whole Dollars Form 8271, Investor Reporting of Tax Shelter Registration Number. You MAY Be Able To Use Form 1040A If: Congress established this fund to support public financing of Presidential election campaigns. You may have $I go to the fund by checking the Yes box. On a joint return, each of you may choose to have $ I go to this fund. or each may choose not to. One may choose to have $1 go to this fund and the other may choose not to. If you check Yes, it will not change the tax or refund shown on your return. Do not claim this amount as a credit for political contributions on line 44. Schedule G , Income Averaging. You MAY Be Able To Use Form 1040EZ If: own personal exemption. • You had only wages, salaries, and tips, and not more than $400 of interest in­ come. • Your taxable income is less than $50,000 •. You do not itemize deductions or claim any adjustments to income or tax cred­ its. You can use Form 1040EZ to deduct part of certain charitable contributions. Campaign Fund Use the addressed envelope that came with your return. If you do not have one, or if you moved during the year, mail your return to the Internal Revenue Service Cen� ter for the place where you live. No street address is needed. Other Information Death of Taxpayer If the taxpayer died before filing a return for 1985, the taxpayer's-spouse or personal representative must file and sign a return for the person who died if the deceased was required to file a return. A personal representative can be an executor. admin­ istrator, or anyone who is in charge of the taxpayers' property. The person who files the return should write ''deceased'' after the deceased's name and show the date of death in the name and address space at the top of the return. Also write "DECEASED" across the top of the tax return. If the taxpayer did not have to file a return but had tax withheld. a return must be filed to get a refund. If your spouse died in 1985 and you did not remarry in 1985, you can file a joint return. You can also file a joint return if your spouse died in 1986 before filing a 1985 return. A joint return should show your spouse's 1985 income before death and your income for all of 1985. Also write "filing as surviving spouse" in the area where you sign the return. If someone else is the personal representative, he or she must also sign. If you are claiming a refund as a surviv­ ing spouse filing a joint return with the deceased and you foHow the above instruc­ tions, no other form is needed to have the refund issued to you. However, all other filers requesting a refund due the deceased must file Form 1310, Statement of Person Claiming Refund Due a Deceased Tax­ payer. to claim the refund. For more details, see Tele-Tax Infor­ mation in the index (topic no. 1 28) or get Publication 559, 'rax Information for Sur­ vivors, Executors. and Administrators. Amended Return If you file your income tax return and later become aware of any changes you must make to income. deductions, or credits, file form 1040X, Amended U.S. Individual Income l'ax Return. to change the Form 1040, 1040A. or I040EZ you already filed. Note: If your Federal return is changed jOr any reason, it may affect your state income tax liability. This would include changes made as a result oj' an examina­ tion oj' your return by the IRS. Contact your state tax aRency jOr more inf'orma­ tion. Volunteer Income Tax Assistance (VITA) and Tax Counseling for the Elderly (TCE) Free help is available in most communities to lower income, elderly, handicapped. and non-English speaking individuals in preparing Form 1040EZ, Form 1040A, and the basic Form 1040. Call the toll-free telephone number for your area for the location of the volunteer assistance site near you. Corresponding With IRS Be sure to include your social security number in any correspondence with IRS. How Long Should Records Be Kept? Keep records of income, deductions, and credits shown on your return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return. Usually this is 3 years from the date the return was due or filed. or 2 years from the date the tax was paid. whichever is later. Also keep copies of your filed tax returns as part of your records. You should keep some records longer. For example. keep property records (including those on your own home) as long as they are needed to figure the basis of the original or re­ placement property. For more details, get Publication 552, Recordkeeping for Indi­ viduals and a List of 'fax Publications. Filing Status Lines 1 throuj!h 5 Boxes Consider yourself single if on December 3 1 you were unmarried or separated from your spouse either by divorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced. or legally separated. If you were married on December 3 1 , consider yourself married for the whole year. If you meet the tests explained on this page for Married Persons Who Live Apart, you may consider yourself single for the whole year and file as head of household. If your spouse died during 1985, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1985. Married Joint or Separate Returns? Joint Returns. Most married couples will pay less tax if they file a joint return. You must report all income exemptions, de­ ductions, and credits for you and your spouse. Both of you must sign the return, even if only one of you had income. You and your spouse can file a joint return even if you did not live together for the whole year. Both of you are responsible for any tax due on a joint return, so if one of you does not pay, the other may have to. Note: !f' you file a joint return, you may not, after the due date of the return, choose to file separate returns for that year. If your spouse died in 1985, you can file joint return for 1985. You can also file a joint return if your spouse died in 1986 before filing a 1985 return. For details on how to file the joint return, see Death of Taxpayer. a Separate Returns. You can file separate returns if both you and your spouse had income, or if only one of you had income. Jf you file a separate return, you each report only your own income, exemptions. deductions, and credits. and you are re­ sponsible only for the tax due on your own return. Special rules apply, however, for tax­ payers who live in community property states. For details, get Publication 555. In most instances if you file a separate return. you will pay more Federal tax because the tax rate is higher for mairied persons filing separately. The following also apply: • You cannot take tfle deduction for a married couple when both work. • You cannot take the credit for child and dependent care expenses in most cases. • You cannot take the earned income credit. • If you lived with your spouse at any time in 1985a. You will have to include in income more of any unemployment compensation you received in 1985. b. You cannot take the credit for the elderly and the permanently and totally disabled. c. You may have to include in income up to one-half of any social security ben­ efits (including any tier I railroad retire­ ment benefits) you received in 1985. • You must itemize your deductions if your spouse itemizes, even lf it is not to your tax benefit to itemize deductions. If you file a separate return, write your spouse's full name in the space after Box 3 and your spouse's social security number in the block provided for that number. If your spouse does not file, check the boxes on line 6b that apply if you can claim the exemptions for your spouse. Married Persons Who Live Apart Some married persons who have a child and who do not live with their spouse may file as head of household and use tax rates that '1re lower than the rates for single or for married filing a separate return. This also means that if your spouse itemizes deductions. you do not have to. You may also be able to claim the earned income credit. Y 11u should check Box 4. Head of house- �Tax Time Again-Here's Some Help hold, if you meet ALL 4 of the following tests: I. You file a separate return from your spouse. 2. You paid more than half the cost to keep up your home in 1985. 3. Your spouse did not live with you at any time during the last 6 months of 1985. 4. For over 6 months of 1985, your home was the principal home of your child or stepchild whoma. you can claim as a dependent, OR b. the child's other parent claims as a dependent under the rules explained on page 7 for Children of Divorced or Sepa­ rated Parents. (Write this child's name in the space provided on line 4.) Head of Household Tax Tip: The tax rates for a person who can meet the tests for head of household are lower than the rates .for sinf;le or for married.fl/in,; a separate return . You may use this filing status ONLY IF on December 3 1 . 1985, you were unmar­ ried (including certain married persons who live apart, as discussed above) or legally separated and meet test I or 2 below: I , You paid more than half the cost of keeping up a home, which was the principal home of your father or mother whom you can claim as a dependent. OR 2. You paid more than half the cost of keeping up the home in which you lived and in which one of the following also lived for more than 6 months of the year (except for temporary absences, such as for vacation or school): a. Your unmarried child, grandchild, adopted child, or stepchild. This child does not have to be your dependent. However, your foster child must be your dependent. Note: If this child is not your dependent, you must write the child's name in the space provided on line 4. b. Your married child, grandchild, adopted child, or stepchild. This child must be your dependenL But if your married child's other parent claims him or her as a dependent under the rules on page 7 for Children of Divorced or Separated Parents, this child does not have to be your de­ pendent. (If your child is not your de­ pendent because of these rules, you must write the child's name in the space pro­ vided on line 4 . ) c . Any other relative listed below whom you can claim as a dependent. Parent Brother-in-la\.\ Grandparent S1steHn·h1w Brother Son·1n-law /)aughter-in-la\.\. or S1ep0ro1her if related by blood Stepsi�ter Uncle S1epmo1hcr Aum Stepfather Nephew Mothcr-in-hiw Niece Father-in-la"' Special rules • If you receive payments under the Aid to Families with Dependent Children (AFDC) program and use them to pay part of the cost of keeping up this home, you may not count these amounts as furnished by you. • You cannot file as head of household if you claim a relative in 1 or 2 as a dependent under a Multiple Support Declaration. Qualifying Widow or Widower With a Dependent Child If your spouse died in 1984 or 1983 and you did not remarry in 1985, you may he able to use joint return tax rates for 1985. You can figure your tax at joint return rates if you meet ALL 3 of the foH()\Ving tests: L You could have filed a joint return Vv'ith your spouse for the year your spouse died. even if you didn't actually do so. 2. Your dependent child, stepchild. adopted child or foster child lived \Vith you (except for temporary absences, such as for vacation or school) . 3 . You paid over half the cost of keeping up the home for this child for the whole year. Check Box 5. Qualifying widow( er) with dependent child, and show the year your spouse died in the space provided. Do not claim an exemption for your spouse. If your spouse died before l 983 and you were single in 1985, you may check Box 4 if you met the tests under Head of Household. Otherwise you must file as single. Exemptions Line 6a Boxes For Yourself You can always take one exemption for yourself. Take two exemptions if you were blind, or 65 or over. Take three exemptions if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself You can take the extra exemptions for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Age and blindness are determined as of December 3 1 . However, if your 65th birth­ day was on January I , 1986, you can take the extra exemption for age for 1985. Line 6b Boxes f'or Your Spouse You can take exemptions for your spouse if you file a joint return. If you file a separate return, you can take your spouse's exemptions only if your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption for your spouse if your spouse was neither blind nor 65 or over. Take two exemptions if your spouse was blind or 65 or over. Take three ex­ emptions if your spouse was blind and 65 or over. Be sure to check all the boxes on line 6b for the exemptions you can take for your spouse. If at the end of 1985, you were divorced or legally separated, you cannot take an exemption for your former spouse. If you were separated by a divorce that is not final (interlocutory decree), you are con­ sidered married for the whole year. Jf your spouse died during 1 985 and you did not remarry before the end of 1985, check the boxes for the exemptions you could have taken for your spouse on the date of death. Lines 6c through 6e Children and Other Dependents Line 6c. Enter the first names of your dependent children who lived with you (except for temporary absences, such as for vacation or school). Fill in the total number in the box to the right of the arrow. Line 6d. Enter the first names of your dependent children who did not live with you most of the year. Fill in the total number in the box on the right. If you are claiming a child under the rules explained on page 7 for Children of Divorced or Separated Parent'i, you must either: • attach Form 8332, Release of Claim to Exemption for Child of Divorced or Separated Parents, or similar statement, OR • check the box for pre- 1 985 agreements. Line 6e. Enter the full names and other information for your other dependent�. Fill in the total number in the box to the right of the arro\v. You can take an exemption for each person who is your dcpcndenL Birth or Death of Dependent. You can take an exemption for a dependent who was born or 1,vho died during 1985 if he or she met the tests for a dependent while alive. 'fhis means that a baby who lived only a fe\\' minutes can be claimed as a depend­ ent. For more information, please get Pub­ lication 501, Exemptions. Each person you claim as a dependent has to meet ALL 5 of these tests: 1. income; 2, support; 3. married dependent; 4. citizenship or residence; and 5. relationship. These tests are explained below. 1 . Income In general , the person must have received less than $ 1 .040 of gross income. Gross income does not include nontaxible in­ come, such as welfare benefits or nontax­ able social security benefits. Special Rules for Your Dependent Child. Even if your child had income of $ 1 ,040 or more, you can claim your child as a dependent if tests 2, 3, and 4 below are met, and: • your child was under 19 at the end of 1985. or • your child was enrolled as a full-time student at a school during any 5 months of 1985, or • your child took a full-time, on-farm training course during any 5 months of 1985. (The course had to be given by a school or a state, county, or local gov­ ernment agency.) ·rhe school must have a regular teaching staff, a regular course of study, and a regularly enrolled body of students in at­ tendance. 2. Support In general, you must have given over half of the dependent's support in 1985. If you file a joint return, the support can be from you or your spouse. Even if you did not give over half of the dependent's support, you will be treated as having given over half of the support if you meet the tests for Children of Divorced or Separated Par­ ents or Dependent Supported by Two or More Taxpayers. child as a dependent for 1985. and the noncustodial parent attaches the form or similar statement, to his or her 1985 tax return. OR b. A decree of divorce or separate main­ tenance ( or a written agreement) that was in effect before 1 985 states that the non­ custodial parent can take the exemption and he or she gave at least $600 for the child's support in 1985, The noncustodial parent must check the box on line 6d for pre-1985 agreements. (This rule does not apply if the decree or agreement was modified after 1984 to specify that the noncustodial parent cannot claim the ex­ emption.) Note.- In figuring support, a parent who has remarried may count the support proM vided by the new spouse. Dependent Supported by Two or More Taxpayers. Sometimes two or more tax­ payers together pay more than half of another person's support, but no one alone pays over half of the support. One of the taxpayers may claim the person as a de­ pendent only if the tests for income, mar­ ried dependent, citizenship or residence, and relationship, are met. In addition, the taxpayer who claims the dependent must: a. have paid more than 10% of the de­ pendent's support; and b. attach to his or her tax return a signed Form 2120, Multiple Support Declaration, from every other person who paid more than 1 0% of the support. This form states that the person who signs it will not claim an exemption in 1 985 for the person he or she helped to support, 3. Married Dependent The dependent did not file a joint return, However, if neither the dependent nor the dependent's spouse is required to file, but they file a joint return to get a refund of all tax withheld, you may claim him or her if the other 4 tests are met. 4. Citizenship or Residence In figuring total support, you must in­ clude money the dependent used for his or her own support, even if this money was not taxable (for example, gifts, sav­ ings, welfare benefits). If your child was a student, do not include amounts he or she received as scholarships. The dependent must have been a citizen or resident of the United States, a resident of Canada or Mexico, or an alien child adopted by and living the entire year with a U . S . citizen in a foreign country. Support includes items such as food, a place to live, clothes, medical and dental care, recreation, and education. In figuring support, use the actual cost of these items. However, the cost of a place to live is figured as its fair rental value. The dependent met test a or b below. Do not include in support items such as income and social security taxes, premi­ ums for life insurance, or funeral expenses. Capital items-You must include capital items such as a car or furniture in figuring support, but only if they are actually given to, or bought by, the dependent for his or her use or benefit. Do not include the cost of a capital item for the household or for the use by persons other than the depend­ ent. If you care for a foster child, see Pub­ lication 501 for special rules that apply. Children of' Divorced or Separated Parents. The parent who has cus'tody of a child for most of the year (the custodial parent) can generally take the exemption for that child if the child's parents together paid more than half of the child's support. Beginning in 1985, this general rule also applies to parents who did not live together at any time during the last 6 months of the year. But the parent who does not have custody_ or who has the child for the shorter time (the noncustodial parent), may take the exemption if either a or b below, applies. a. 'rhe custodial parent signs Form 8332, Release of Claim to Exemption for Child of Divorced or Separated Parents, or sim� ilar statement, agreeing not to claim the 5. Relationship a. Was related to you ( or your spouse if you are filing a joint return) in one of the following ways: Child Stepbrother Son-in-law Stepchild Stepsister Daughter-in-law Mother Stepmother or, if related by Father Grandparent Stepfather blood: Uncle Brother Mother-i n-law Sister Brother-in-law Aunt Nephew Grandchild Sister-in-law Niece Father-in-law Note: A ny relationships that have been established by marriage are not ended by death or divorce. b, Was any other person who lived in your home as a member of your household for the whole year. A person is not a member of your household if at any time during your tax year the relationship be­ tween you and that person violates local law. The ·word child includes: • YouF son, daughter, stepson, or step­ daughter. or adopted son or daughter. • A child who lived in your hon1e as a member of your family if placed \Vith you by an authorized placement agency for legal adoption. • ,1\ foster child (any child who lived in your horne as a men1ber of your fan1ily for the whole year). (Continued on Page 38.) February 1 986 I LOG I 37 - �\Lonunueo 1rum rage J/ • J Income Examples of Income You Do Not Report (Do not include these amounts when you decide if you must file a return.) Welfare benefits. Disability retirement payments (and other benefits) paid by the Veterans' Admin­ istration. Workers' compensation benefits, insur­ ance damages , etc., for injury or sick­ ness. Child support. Gifts, money, or other property you in­ herited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received because of a person's death. Interest on certain state and municipal bonds. Amounts you received from insurance be­ cause you lost the use of your home due to fire or other casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report as income reimbursements for normal living ex­ penses.) Amounts an employer contributed on your behalf and benefits provided to you as an employee or the spouse or dependent of an employee, under a qua1ified group legal services plan. Cancellation ofcertain student loans where the student, under the terms of the loan, performs certain professional services for any of a broad class of employers. Examples of Income You Must Report The following kinds of income should be reported on Form 1040, or related forms and schedules. You may need some of the forms and schedules listed below. Wages, including salaries, fringe benefits, bonuses, commissions, fees, and tips. Dividends (Schedule B). Interest (Schedule B) on: bank deposits, bonds. notes; U . S . Savings Bonds: mortgages on which you receive pay­ ments; tax refunds; certain arbitrage bonds issued by state and local governments; and accounts with savings and loan associations, mutual savings banks, credit unions, etc: In certain instances, part of Federal social security benefits (and tier 1 railroad retirement benefits) may be taxable. Tier 2 and supplemental annuities under the Railroad Retirement Act. Original Issue Discount (Schedule B). Unemployment compensation (insurance). Distributions from an Individual Retirement Arrangement (IRA), including SEPs and DECs. Amounts received in place of wages, from accident and health plans (including sick pay and disability pensions) if your em­ ployer paid for the policy. Bartering income (fair market value of goods or services you received in return for your services). Business expense reimbursements you re­ ceived that are more than you spent for these expenses. Alimony, separate maintenance, or sup­ port payments received from and de­ ductible by your spouse or former spouse. Refunds of state and local taxes if you deducted the taxes in an earlier year and got a tax benefit for them. Life insurance proceeds from a policy you cashed in if the proceeds are more than the premium you paid. Profits from businesses and professions (Schedule C). Your share of profits from partnerships and S corporations (Schedule E). Profits from farming (Schedule F). Pensions, annuities, and endowments. Lump-sum distributions (Form 4972 or Form 5544). Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems, or other property (Schedule D or Form 4797). Gains from the sale of your personal res­ idence (Schedule D and Form 2 1 19). Rents and royalties (Schedule E). Your share of estate or trust income 38 I LOG I February 1 986 \�\;IICUUIC CJ, 111\,;IUUlllg a\;\;UlllUiaUUll distributions from trusts (Form 4970). Prizes and awards (contests, raffles, lot­ tery, and gambling winnings). Earned income frorn sources outside the United States (Form 2555). Director's fees. Fees received as an executor or adminis­ trator of an estate. Embezzled or other illegal income. Adjustments to Income Line 24 Moving Expense Employees and self-employed persons (in­ cluding partners) can deduct certain mov­ ing expenses. The move had to be in connection with your job or business. You can take this deduction only if your change in job location has added at least 35 miles to the distance from your old residence to your work place. If you had no former principal work place, your new principal work place must be at least 35 miles from your former residence. If you meet these requirements, you should see Form 3903 for details. Use Form 3903 to figure the amount of moving ex­ penses to show on line 24. If you began work at a new work place outside the United States or its possessions, see Form 3903F. If your employer paid for _any part of your move, you must report that amount as income on Form 1040, line 7. Your employer should give you a Form 4782 and include the amount paid in the wages, tips, and other compensation box (Box 10) on your Form W·2. Line 25 Employee Business Expenses You can deduct certain business expenses that were not paid by your employer. "fravel, transportation (but not commuting to and from work), and meals and lodging can be deducted on line 25 even if you do not itemize deductions on Schedule A. You must use Form 2106 to claim the deduction. A11 other business expenses, such as union or professional dues, tools, and uniforms, that were not paid by your employer can be deducted only as an itemized deduction on Schedule A. Out­ side salespersons must use Form 2 106 to claim their business expenses on line 25. For details, see Tele·Tax Information in the index (topic no. 214) or get Publication 463, Travel, Entertainment, and Gift Ex­ penses. Line 26 Individual Retirement Arrangement (IRA) Deduction You can deduct on line 26 contributions made to your IRA (including those made under a Simplified Employee Pension (SEP) plan or to a plan that accepts deductible employee contributions (DECs)). Schedule C or F filers with a SEP and partners with a SEP take the deduction on line 27. You should receive a statement showing contributions made to your IRA for 1985. Before you figure your IRA deduction, please note the following: • If you made contributions to your IRA in 1985 that you deducted on your 1984 Form 1040, do not include those contri­ butions on your 1985 tax return. • If you made contributions to your IRA in 1986 (by April 1 5 , 1 986) for 1985, be sure to include these contributions when you figure your IRA deduction for 1985. • If your IRA deduction on line 26 is less than your IRA contributions and you do not withdraw this excess contribution before your return is due, you must file Form 5329 and pay the tax due on the excess contribution. • If you are married and you and your spouse work and you both have IRAs, figure each spouse's deduction sepa­ rately. Then combine the two deduc­ tions and enter the total of the two amounts on line 26. • If you are married and made contribu­ tions to your nonworking spouse's IRA for 1985, you must file a joint return for 1985 to deduct these contributions. • LJU IIUl 111\.:IUUI: ruuuver l:UillHOUllUIJ:S Ill figuring your deduction. Line 27 Keogh Retirement Plan Dedut·tion Caution: You must be se(f:e1nployed to cfu;m this deduction. Sole proprietors and partners enter the alhnvable deduction j(Jr contributions to your Keogh plan and your SEP on line 27. 'l'here are two types of Keogh retirement plans: • Defined-contribution plan.-This plan provides an individual account for each person in the plan. In general, if contri­ butions lo the plan are geared to the employer's profits, the plan is a profit­ sharing plan. If contributions are not based on the employer's profits, the plan is a money purchase pension plan. • Defined-benefit plan.-The deduction for this type of plan is determined by the investment needed to fund a specific benefit at retirement age. Write "DB" on the line to the left of the amount if you have a defined-benefit plan. For 1nore details, get Publication 560, Self-Employed Retirement Plans. Line 28 Penalty on Early Withdrawal of Savings The Form 1099-INT given to you by your hank or savings and loan association will show the amount of any penalty you were charged because you withdrew funds from your time savings deposit before its ma­ turity. Enter this amount on line 28. (Be sure to include the interest income on Form 1040, line 8 . ) Line 29 Alimony Paid You can deduct periodic payments of ali­ mony or separate maintenance made under a court decree. You can also deduct pay­ ments made under a written separation agreement or a decree for support. Don't deduct lump-sum cash or property settle­ ments, voluntary payments not made un­ der a court order or a written separation agreement, or amounts specified as child support. For details, see Tele-Tax Infor· mation in the index (topic no. 219) or get Publication 504, Tax Information for Di­ vorced or Separated Individuals. Caution: Beginning in 1985, you must enter the recipient's last name, if different than yours, and his or her social securfry nurn­ her in the space provided on Une 29. If you don't, you may have to pay a $50 penalty and your deduction may be dis­ allowed. If you paid alimony to more than one person, enter the social security num­ ber and last name, �fapplicable, of one of the recipients. Show the requ;red in.f'or­ mation for the other recipient(s) on an attached statement. Enter your total pay1nents on line 29. now1:v1:r, tner1: arc Lwo t:Xl:cpuu11s tu un� rule: Exception 1. You don't have to itemize deductions on Schedule A or complete the worksheet if you have earned income* of $2,390 or more if single ($1 ,770 or more if married filing a separate return). Enter zero (0) on line 34a and go on to line 34b. Exception 2. You don't have to use Schedule A if you know that your earned income* is more than your itemized de·· ductions. Instead, use the worksheet after completing line 33 of Form 1 040 and enter your earned income on line 3 of the work­ sheet. Note: Ifyour unearned income is less than $1 ,040, you don't have to use Schedule A or the -worksheet-enter zero (0) on line 34a and go on to line 34b. In any case, be sure to check the box below line 34a. 8. You are married, filing a separate return, and your spouse itemizes deduc­ tions. C. You file J<'orm 4563 to exclude income from sources in U . S . possessions. (Please get Publication 570, Tax Guide for U.S. Citizens Employed in U.S. Possessions, for more details.) D. You had dual status as a nonresident alien for part of 1985, and during the rest of the year you were either a resident alien or a U.S. citizen. However, you do not have to itemize if you file a joint return with your spouse who was a U.S. citizen or resident at the end of 1985 and you and your spouse agree to be taxed on your combined worldwide income. You Choose to Itemize You may choose to itemize your deduc­ tions if you arc: • Married and filing a joint return, or a Qualifying widow(er) with dependent child, and your itemized deductions are more than $3 ,540. • Married and filing a separate return. and your itemized deductions are more than $ 1 ,770. • Single, or a Head of household, and your itemized deductions are more than $2,390. If you do itemize, complete and attach Schedule A and enter the amount from Schedule A, line 26. on Form 1040, line 34a. Caution: Certain taxpayers must itemize even though their itemized deductions are less than the amount sho1vn above for theirfiling status. See '' You MUST Itemize Deductions''. You Do Not Itemize If your itemized deductions are Jess than the amount shown above for your filing status (or you choose not to itemize), enter zero on line 34a, unless you MUST itemize as described above. Lines 34b through 34e Line 30 Deduction for Charitable Contributions Deduction for a Married Couple When Both Work For 1985, you may deduct one-half of what you actually gave to qualified charitable organizations if you do not itemize your deductions on Schedule A (Form 1040). Include what you gave to, or for the use of, a qualified organization. Examples of qualified organizations are: churches, United Way. and nonprofit schools and hospitals. Contributions may be in cash (keep cancelled checks, receipts, or other relia­ ble written records showing the name of the organization and the date and amount given), property. or out-of-pocket ex­ penses you paid to do volunteer work for a qualified organization. Line 34b. Enter all of your cash contri­ butions (including out-of-pocket ex­ penses). If you gave cash of $3,000 or more to any one organization, on the dotted line next to this total show to whom and how much you gave. Line 34c. Enter your total gifts of property. If the total is more than $500, you must complete and attach Form 8283, Noncash Charitable Contributions (Rev. Oct. 1985). For information on the records you must keep for gifts of property. You can claim a deduction if: • you are married filing a joint return, • both you and your spouse have qualified earned income, and • you do not file Form 2)55 or Form 4563. Tax Computation Line 34a You will fan into one of these three classes below: • You MUST itemize deductions, or • You choose to itemize, or • You do not itemize. The three classes are described below. You MUST Itemize Deductions You must itemize deductions if: A. You can be claimed as a dependent on your parents' return and had interest, div­ idends, or other unearned income of$I ,040 or more. Generally, this means that you must complete and attach Schedule A and complete the worksheet on this page. �Tax Ti me Again1-Here's Some Help Line 34d. Add the amounts on lines 34b and 34c. Line 34e. Divide the amount on line 34d by 2 and enter the result on line 34e. Line 36 Exemptions Use the chart below to find the amount to enter on line 36. If you claimed more than ten exemptions. multiply $ 1 ,040 by the total number of exemptions entered on line 6f. If the number on Form 1040, line 6f, is: On Form 1040, line 6, enter: 1 2 3 4 5 6 7 8 9 JO $ 1 ,040 2,080 3, 120 4 , 1 60 5 , 200 6,240 7,280 8,320 9,360 JO 400 Line 38 Tax To figure your tax, use one of the following methods. Tax Rate Schedules You must use the 'rax Rate Schedules to figure your tax if your taxable income is $50,000 or more. Also use the Tax Rate Schedules if you figure your tax using: Income A veraKinJ?, Schedule G.-You may pass less tax by using this method if there has been a large increase in your income this year. In some cases, you may benefit even if your 1985 income did not increase substantially. This will depend on the amount of your taxable incomes in the three base years ( 1 982-1984). Get Schedule G to see if you qualify. · Tax Table If neither of the above conditions apply to you, you MUST use the Tax Table to find your tax. Be sure you use the correct column in the Tax Table. After you have found the correct tax, enter that amount on line 38. There is an example at the beginning of the table to help you find the correct tax. Line 39 Additional Taxes Check the box(es) on line 39 to report any of the additional taxes listed below. Form 4970, Tax on Accumulation Distri­ bution of Trusts. Form 4972, Special JO-Year Averaging Method. Form 5544, Multiple Recipient Special 10Year Averaging Method. Credits Line 41 Credit for Child and Dependent ('are Expenses You may be able to take a credit on line 41 for payments you made for child and disabled dependent care while you (and your spouse if you are married) worked or looked for work. The credit is allowed if you kept up a home that included a child under age 1 5 or your dependent or spouse who could not care for himself or herself. Use Form 2441 to figure the amount of any credit. Please see Form 2441 for more infor­ mation, including special rules for divorced or separated parents and certain employ­ ment taxes for which you may be liable. Line 42 Credit for the Elderly and the Permanently and Totally Disabled You may be able to take this credit and reduce your tax if, by the end of 1985, you were: • Age 65 or over, or • Under age 65, you retired on permanent and total disability, and you had taxable disability income in 1985. For more information, see the separate instructions for Schedule R. Enter the credit on line 42. Line 43 Residential Energy Credit Generally, if you installed energy saving items in your principal residence during 1985, or you have an energy credit carry over from a prior tax year, you may take a credit against your tax. Form 5695, Residential Energy Credit, tells you which energy saving items qualify and how to take the credit. Correction to Form 5695, line 29. Disregard the following sentence: "If less than $10, enter zero . " Line 44 Partial Credit for Political Contributions for Which You Have Receipts You may take a tax credit on this line for contributions to candidates for public of­ fice and to newsletter funds and political committees of candidates and elected pub­ lic officials. Caution: Do not take this credit for the $ I or $2 you checked to go to the Presidential Election Campaign Fund. To figure your credit, add up the amounts you gave. Enter half of this total on line 44, but do not enter more than $50 ($100 if you are married and filing a joint return). property. Use Form 3468 to figure the credit. Form 5884 , Jobs Credit. If you are a business employer who hires people who are members of special targeted groups, you may qualify for this credit. Use Form 5884 to figure the credit. Get Publication 906, Jobs and Research Credits, for more details. Form 6478, Credit for Alcohol Used as Fuel. If you sell straight alcohol (or an alcohol mixture) at retail or use it as fuel in your trade or business, you may be able to take a credit for the alcohol used as fuel. Use Form 6478 to figure the credit. Line 49 Add amounts on lines 47 and 48 and enter the total on line 49. Also include in the total on line 49 any of the following credits. Credit for Fuel From a Nonconventional Source. A credit is allowed for the sale of qualified fuels produced from a noncon­ ventional source. See LR. Code section 29 for a definition of qualified fuels, pro­ visions for figuring the credit, and other special rules. Attach a separate schedule showing how you figured the credit. In­ clude the credit in the total for line 49. On the dotted line next to this total, write "FNS" and show the amount. Credit for Increasing Research Activities. You may be able to take a credit for research and experimental expenditures paid or incurred in carrying on your trade or business. Use Form 6765 to figure the credit. Include the credit in your total for line 49. On the dotted line next to this total , write '·Research'' and show the amount. Other Taxes Note: You cannot deduct political contri· Line 51 hutions as charitable contributions. Self-Employment Tax For more information, please get Pub­ lication 585. If you had self-employment income in 1985, and earned under $39,600 in wages from which social security tax or RRTA tax was withheld, you may have to pay self-employment tax. Please see Schedule SE (Form 1040) and instructions. If you have to pay self-employment tax, enter the amount from Schedule SE, line 14. Line 45 Add lines 4 1 through 44 and enter the total on line 45. Also include in the total on line 45 any Mortgage Interest Credit. Mortgage Interest Credit. Beginning in 1985, you may be able to take a credit for part of the interest you paid on your home mortgage if you were issued a mortgage credit certificate by a state of local gov­ ernment under a qualified mortgage credit certificate program to buy, rehabilitate, or make improvements to your principal res­ idence. Use Form 8396, Mortgage Interest Credit, to figure the credit. Include the amount of the credit in your total for line 45. On the dotted line next to this total, write ''MIC'' (mortgage interest credit) and show the amount. Line 47 Foreign Tax Credit Form 1 1 1 6 explains when you can take this credit for payment of income tax to a foreign country. Also get Publication 514. Enter the credit from Form 1 1 16 on line 47. Line 48 Line 52 Alternative Minimum Tax You may be liable for the alternative min­ imum tax if your adjusted gross income added to your tax preference items total more than: • $40,000 if married filing jointly or qual­ ifying widow(er) with dependent child, or • $30,000 if single or head of household, or • $20,000 if married filing separately. Tax preference items include: • dividend exclusion; • accelerated depreciation; • amortization of certified pollution-con­ • • • General Business Credit Check the box(es) on line 48 if you can take any of the three credits listed below. Use the appropriate credit form (as de­ scribed below) to figure the credit. If you have only one credit, enter on line 48 the amount of the credit from the form. However, if you have a credit carry for­ ward or take two or more of these credits, you must also complete Form 3800 to figure the total credit and enter on line 48 the amount from Form 3800. Also be sure to check the box on line 48 for Form 3800. Form 3468, Computation of Investment Credit. You are allowed a credit for in­ vesting in certain types of trade or business • • • • trol facilities; capital gain deduction; mining exploration and development costs; reserves for losses on bad debts of financial institutions; depletion; incentive stock options; intangible drilling costs; and circulation and research and experimen­ tal expenditures. Get Form 6251 to see if you owe this tax. Line 53 Tax From Recapture of Investment Credit You may owe this tax if you disposed of investment credit property before the end of its useful life or recovery period. See Fonn 4255 for details. Enter any tax from Form 4255 on this line. Line 54 Social Security Tax on Tip Income Not Reported to Employer If you received tips of $20 or more in any month and you did not report the full amount to your employer, you must pay the social security or railroad retirement tax on the unreported tips. To figure the amount of social security tax on unreported tips, complete Form 4137 and attach it to your Form 1040. Enter the tax on this line. "fo determine the amount of railroad retirement tax on unreported tips, contact your nearest Railroad Retirement Board office . On line 54, enter the tax and on the dotted line next to it, write "RRTA. " B e sure all your tips are reported as income on Form 1040, line 7. You may be charged a penalty equal to 50% of the social security tax due on tips you received and did not report to your employer. Line 55 Tax on an IRA If you owe tax on any early distributions from your IRA, any excess contributions made to your IRA, or any excess accu­ mulations in your IRA account, use Form 5329 to figure the tax. Enter the total tax on line 55. Line 56 Total Tax Add lines 50 through 55. Put the total on line 56. Also include on the line 56 any of the four taxes listed below that apply. Section 72 Penalty Tuxes. Beginning in 1985. if you are or were a 5% owner of a business and you received income from a premature or excessive distribution from a Keogh plan or trust, you will have to pay a penalty tax of IO% of the distribution. Get Publi­ cation 560 for more details. Uncollected Employee Social Security and RRTA Tax on Tips. If you did not have enough wages to cover the social security tax or railroad retirement tax (RRTA) due on tips you reported to your employer, the amount of tax due will be shown on your Form W-2. Include that amount in the total on line 56. On the dotted line next to this total. write "'Uncollected Tax on Tips" and show the amount. Payments Line 57 Total Federal Income Tax Withheld Add the amounts shown as Federal income tax withheld on your Forms W-2, W-2G, W�2P, and 1099-R. Enter the total on line 57. If line 57 includes amounts withheld as shown on Form J099-R, on the dotted line to the left of line 57, write "Form !099R." Backup Withholding. If you were subject to backup withholding on dividends, in­ terest income, or other income you re­ ceived during 1985, include the amount withheld in the total on line 57. On the dotted line next to this total, write "Form J099." Line 61 Excess Social Security Tax and RRTA Tax Withheld-Two or More Employers If you had two or more employers in 1 985 who together paid you more than $39,600 in wages, too much social security tax and railroad retirement tax (RRTA) may have been withheld from your wages. If so, you may be able to take a credit for it against your income tax. If you are filing a joint return, -you must figure this separately for yourselfand your (Continued on Page 40.) February 1 986 /.LOG I 39 �(Continued from Page 39.) Sign Your Return spouse. Complete the following worksheet to see if you can take the credit. If you worked for two or more railroad employers, or if you had both RRTA tax and social security tax withheld from your wages , see Publication SOS, Tax Withhold­ ing and Estimated Tax, for information on how to figure your excess RRTA or social security tax. Do not use the worksheet below. Form 1040 is not considered a return unless you sign it. Your spouse must also sign if it is a joint return. If you are filing a joint return with your deceased spouse, see Caution: If you were a U.S. Government employee who paid only the I .35% hospital insurance benefits (Medicare) tax on your government wages, do not include on line I of the worksheet below the Medicare tax withheld j'rom your government wages. See the instructions for line 63 to see if. you can taf!,e a credit for excess Medicare tax paid. Worksheet (Keep for your records) I. Add all social security tax withheld (but not more than $2,791 .SOfor each employer).* Enter the total here . . . . . . . . _ _ _ _ _ 2. Enter any uncollected social security tax on tips included in the total on Form 1040. line 56 . . . . . . . . . . . . . . . . . . . . . . . . _ _ _ _ 3. Add lines I and 2 above 4. Less . . . . . . . . . . . . . . . . . . . -2,791 .80 S. Subtract line 4 from line 3. Enter this amount on line 6 1 * Note: Jj'any one employer withheld more than $2.1 79.80, you should ask the em­ ployer to refund the excess to you. You cannot take credit for it on your return. Line 62 Credit for Federal Tax on Gasoline and Special Fuels If you can take a credit for tax on gasoline and special fuels used in your business (including qualified taxicabs), or for certain diesel-powered cars, vans, and Hght trucks, please attach Form 4136. Enter the credit on line 62. Underpayment of Estimated Tax If line 68 is $500 or more and more than 20% of the tax shown on your return, or you underpaid your 1985 estimated tax liability for any payment period, you may owe a penalty. Get Form 2210 (Form 2210F for farmers and fishermen) to see if you owe a penalty and to figure the amount of the penalty. If you owe the penalty, attach that form to Form 1040 to show how you figured it. If you do not owe the penalty because you annualized your income to figure the required payment for each pay­ ment period, also attach that form to Form 1040. Note: The penalty may be waived under certain conditions. Get Publication 505, Tax Withholding and Estimated Tax. for details . If you underpaid your 1985 income tax, you will not owe a penalty or have to complete Form 2 2 1 0 (or Form 2210F), if: I. you had no tax liability for 1984; 2. you were a U . S . citizen or resident for all of 1984; and 3. your 1984 tax return was for a year of 1 2 full months. If you attach Form 2210 or 221 0F, be sure you check the box below line 68. If you owe a penalty, show the amount in the space provided below line 68. If you owe tax, add the penalty amount to the tax due and show the total on line 68. Or, if you are due a refund, subtract the penalty amount from the overpayment you show on Jine 65. Should You Make Estimated Tax Payments for 1986? In general, you do not have to make estimated tax payments if you expect that your 1986 Form 1040 will show a tax refund, or a tax balance due IRS of less than $500. If your total estimated tax (including any alternative minirnum tax) is $500 or more, please get Form 1040-ES. It contains a worksheet that you can use to see if you have to make estimated tax payments. 40 I LOG I February 1 986 Death of Taxpayer. Instructions for Schedule A Itemized Deductions Changes You Should .Note l'he following changes apply to tax years beginning in 1985. Medical and Dental Expenses. Even if you do not claim your child as a dependent because of the rules explained for Children of Divorced or Separated Parents, you may still deduct the medical and dental ex­ penses you paid for your child. Charitable Contributions. If your total de­ duction for gifts of property is over $500, you must complete and attach Form 8283, Noncash Charitable Contributions (Rev. Oct. 1985). Also. the standard mileage rate for use of a car in performing services for a charitable organization has increased to 1 2 cents a mile. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earn­ ings 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 1 984, paying off in January 1985, would have all the five months' earnings appear on his 1985 W-2 even though his actual 1985 earnings might be less than those in 1984. There are ways to minimize the impacts of this situation. For example, while on the ship in 1984, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1984 income. Unfortunately, this raises another com­ plication. The seaman who reports these earnings in 1984 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. Further­ more, since no tax will have been withheld on these earnings in 1984, he will have to pay the full tax on them with his return, at 1 1 percent or upwards, depending on his tax bracket. The earnings will show up on his 1985 W-2. The seaman then, on his 1985 return would have to explain that he had reported some of his earnings in 1984 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. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on his W·2 forms. That raises the question, is this proce· durejustified? 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. Purpose of Schedule Some taxpayers must itemize their deduc­ tions and some should itemize because they will save money. See You MUST Itemize Deductions and You Choose to Item� ize. If you itemize, you can deduct part of your medical and dental expenses, and amounts you paid for certain taxes, inter­ est, contributions, casualty and theft losses, and other miscellaneous expenses. These are explained below. choanalysts (medical care only). • Medical examinations, X-ray and labo· • • • • Lines I through S Medical and Dental Expenses Before you can figure your total deduction for medical and dental expenses, you must complete Form 1040 through line 33. You may deduct only that part of your medical and dental expenses that is more than 5% of your adjusted gross income on Form !040, line 33. You should include all amounts you paid during 1985 (including amounts you paid for hospital, medical. and extra Medicare (Medicare B) insurance), but do not include amounts repaid to you, or paid to anyone else , by hospital, health or accident insur· ance, or your employer. Get Publication 502 for information on insurance reim­ bursements. If you received a reimburse­ ment of prior-year medical or dental ex­ penses in 1985, see the instructions for Form 1040, line 22. Do not reduce your 1985 expenses by this amount. When you figure your deduction, you may include medical and dental bills you paid for: • Yourself. • Your spouse. • All dependents you claim on your re­ turn. • Your child whom you do not claim as a dependent because of the rules ex­ plained for Children of Divorced or Sep­ arated Parents. • Any person that you could have claimed as a dependent on your return if that person had not received $ 1 ,040 or more of gross income or had not filed a joint return. Example,-You provided more than half of your mother's support but may not claim her as a dependent because she received $ 1 ,040 of wages during 1985. If part of your support was the payment of her medical bills, you may include that part in your medical expenses. Note: On line 2c list the medical expense and the amount of the expense. Enter one total in the total amount column on line 2c. Examples of Medical and Dental Payments You MAY Deduct To the extent you were not reimbursed, you may deduct what you paid for: • Medicines and drugs that required a prescription, or insulin. • Medical doctors, dentists, eye doctors, chiropractors, osteopaths, podiatrists, psychiatrists, psychologists, physical therapists, acupuncturists, and psy- • • ratory services, insulin treatment, and whirlpool baths your doctor ordered. Nursing help. If you pay someone to do both nursing and housework, you may deduct only the cost of the nursing help. Hospital care (including meals and lodg­ ing), clinic costs, and lab fees. Medical treatment at a center for drug addicts or alcoholics. Medical aids such as hearing aids (and batteries), false teeth, eyeglasses, con· tact lenses, braces, crutches, wheel­ chairs, guide dogs and the cost of main­ taining them. Lodging expenses (but not meals) paid while away from home to receive med­ ical care in a hospital or a medical care facility that is related to a hospital. Do not include more than $50 a night for each eligible person. Ambulance service and other travel costs to get medical care. If you used your own car, you may claim what you spent for gas and oil to go to and from the place you received the care� or you may claim 9 cents a mile. Add parking and tolls to the amount you claim under either method. Examples of Medical and Dental Payments You MAY NOT Deduct You may not deduct the following: • The basic cost of Medicare insurance (Medicare A). Note: Ifyou are 65 or over and not entitled to social security benefits, you may deduct premiums you voluntarily paid for Medi­ care A coverage. • Life insurance or income protection pol­ icies. • The 1 .35% hospital insurance benefits tax withheld from your pay as part of the social security tax or paid as part of social security self-employment tax. • Nursing care for a healthy baby. (You may qualify for the child and dependent care credit; get Form 2441.) • Illegal operations or drugs. • Medicines or drugs you bought without a prescription. • Travel your doctor told you to take for rest or change. • Funeral, burial, or cremation costs. Publication 502 has a discussion of ex­ penses that may and may not be deducted. It also explains when you may deduct capital expenditures and special care for handicapped persons. Lines 6 through IO Taxes You Paid Taxes You MAY Deduct • State and local income taxes (line 6). Include on this line state and local in­ come taxes that were withheld from your salary and any estimated payments made. Also include payments you made in 1985 on a tax for a prior year. Do not reduce your deduction by either of the following amounts: a. any state and local income tax refund (or credit) you expect to receive for 1985, or b. any refund of (or credit for) prior­ year state and local income taxes you actually received in 1985 (see the instruc­ tions for Form 1040, line IO). • Real estate taxes (line 7). Include taxes that you paid on property you own that was not used for business. Publication 530, 'fax Information for Owners of Homes, Condominiums, and Coopera� tive Apartments, explains the deduc­ tions homeowners may take. If your mortgage payments include your real estate taxes, do not take a deduction for those taxes until the year the mortgage company actually pays them to the taxing authority. • C..eneral sales taxes (line 8). 'fhe Sales Tax "fables show how much you may deduct for your income and family size if you did not keep detailed records. You may add to the sales tax table amount the general sales tax you paid if you bought: • A car, motorcycle, motor home, or truck. (Note: Texas charges a higher motor vehicle sales or use tax than it does for other items. Figure how much you would have paid at the general sales tax rate and enter only that amount on line 8b.) • A boat. plane, home (including mobile or prefabricated), or materials to build a new home if: a. the tax rate was the same as the general sales tax rate, and b. your sales receipt or contract shows how much tax was imposed on you and paid by you. If you kept records that show you paid more state sales tax than the tables list, you may deduct the larger amount on line Sa. Separately show the sales tax you paid on any motor vehicle you bought in 1985 on line Sb. Include state or local selective sales or excise taxes if the rates were the same as the general sales tax rates. If you use the Sales Tax Tables, count all available income. Follow the steps at the top of the first page of the tables to figure your available income and your deduction, especially if your total available income is more than $40,000. • Personal property taxes and other taxes (line 9). If you had any deductible tax not listed on Schedule A, lines 6 through 8b (such as personal property or foreign income tax), list the tax and the amount of tax. Enter one total in the total amount column on line 9. Personal property tax must be based on value alone. For example, if part of the fee you paid for the registration of your car was based on the car's value and part was based on is weight, you may deduct only the part based on value. If you paid tax to a foreign country or U.S. possession, you may want to take it as a credit instead of a deduction. Please get Publication 514, Foreign "fax Credit for U.S. Citizens and Resident Aliens. Taxes You MAY NOT Deduct • Federal income tax. �Tax Time Again1-Here's Some Help • Social security tax. • Railroad retirement tax (RRTA). • Federal excise tax on transportation, telephone. gasoline. etc. • Customs duties. • Federal estate and gift taxes. (However, see Miscellaneous Deductions on page 21.) • Windfall profit tax. (Use Schedules C or E of Form 1040 to deduct this tax.) • Certain state and local taxes, including: a. Tax on gasoline. b. Car inspection fees. c. Tax on liquor, beer, wine, cigarettes, and tobacco. d. Assessments for sidewalks or other improvements to your property. e. Taxes paid for your business or profession. (Use Schedules C, E. or F of Form 1040 to deduct business taxes.) f. 'fax you paid for someone else. g. License fees (marriage, driver's, dog, hunting, etc. ) . h. Per capita (head) tax. Lines Ila through 14 Interest You Paid Include interest you paid on nonbusiness items only. In general , a cash basis taxpayer who in 1985 paid interest that includes amounts that apply to any period after 1985 may deduct only the amount that applies for 1985. Note: IJ: at the end <�/' :vour tax year, you have a loan in existence »'hose term is in excess <�f 5 years and the loan agreement in any way refers to the "Rule (�f 78's," get Publication 545, Interest t7xpense, j(Jr inf'ormation on h<nv to figure the amount of interest you nu1y deduct on the loan. Interest You MAY Deduct • Home mortgage interest (lines 1 la and J ib). Beginning in 1 985. if you paid $600 or more of interest on your home mort­ gage, the recipient of this interest will generally send you a Form 1098, Mort· gage Interest Statement, or similar state· ment, showing the total interest received during 1985. You should receive this statement by January 3 1 . 1986. How­ ever, if you paid "points" (including loan origination fees), they will not be shown on this statement. Get Publica· tion 545 to see if the points qualify as interest. If they do, report them on line 1 3 . Do not include them on line I la. a. Line Ila. Report mortgage interest you paid directly, or indirectly, to financial institutions on line l ta. If you and at least one other person (other than your spouse if you file a joint return) were liable for, and paid interest on, the mortgage, and the other person received the Form 1098. or similar statement, attach a statement to your return showing the name and address of the person who received the form. I n the far left margin, next t o line I Ia. write "see attached." Note: Jj" you are claiming the Mortgage Interest ('redit (see instructions for f'orm 1040, line 45 ) , subtract the amount sluxwn on line 3 of 'J?orm 8396 f'rom the total interest you paid on your home mortgage and enter the result on line / l a . b . Line J l b . Report mortgage interest you paid to individuals on line I l b . Also list this person's name and address in the space provided. • Credit card and charge account interest you paid (line 12). Include on this line interest you paid on bank and other general purpose credit cards. Deduct the finance charge paid as interest if no part of it was for service charges, mem­ bership fees, loan fees, credit investi­ gation fees , etc. Also include interest you paid on revolving charge accounts. Deduct any finance charge a retail store added if the charges are based on your monthly unpaid balance. • Other interest you paid (line 13). List each interest expense and the amount. Enter one total in the total amount column on line 1 3 . Include on this line interest you paid ona. Your personal note for money you borrowed from a bank, a credit union. or another person. b. Loans on life insurance if you paid the interest in cash and you report on the cash basis. c. Installment contracts on personal property, such as cars. d. Taxes you paid late. Show only the interest� do not include any amount that is considered a penalty. If the tax is de· ductible, show it under Taxes You Paid (lines 6 through 9 of this schedule). e. Loans on investment property. Report only the nonbusiness part of interest on these loans. (If your total investment in­ terest on investment debts created after 1969 is more than $ 10,000. ($5,000 if mar­ ried filing a separate return), you may have to complete Form 4952, Investment Inter­ est Expense Deduction, to figure your correct deduction. Also get Publication 550, Investment Income and Expenses. ) Note: Special rules apply to interest ex­ pense imputed on below·market loans. Get Publication 545. lnJerest You MAY NOT Deduct Do not include interest paid on your debts hy others, such as mortgage interest sub· sidy payments made by a government agency. Also do not include the interest you paid for• 'rax exempt income. This includes in­ terest on money you borrowed to buy or carry wholly tax·exempt securities. This also includes interest paid to pur­ chase or carry obligations or shares, or to make deposits or other investments, to the extent any interest income re· ceived from the investment is tax-ex· empt. • A loan on life insurance if the interest is added to the loan and you report on the cash basis. • A debt to buy a single-premium life insurance or endowment contract. • Any kind of business transaction. (Use Schedules C. E. or F of Form 1040 to deduct business interest expenses.) Get Publication 545 for more details. Lines !Sa through 18 Contributions You Made You may deduct what you actually gave to organizations that are religious, chari­ table, educational, scientific, or literary in purpose. You may also deduct what you gave to organizations that work to prevent cruelty to children or animals. Examples of these organizations are: • Churches, temples, synagogues, Salva· tion Army, Red Cross, CARE, Goodwill Industries, United Way. Boy Scouts, Girl Scouts, Boys Club of America, etc. • Fraternal orders. if the gifts will he used for the purposes listed above. • Veterans' and certain culturdl groups. • Nonprofit schools, hospitals, and orga· nizations whose purpose is to find a cure for, or help people who have arthritis, asthma, birth defects, cancer, cerebral palsy, cystic fibrosis, diabetes, heart disease, hemophilia, mental illness or retardation, multiple sclerosis , muscular dystrophy , tuberculosis , etc. • Federal , state, and local governments if the gifts are solely for public purposes. If you contributed to a charitable orga· nization and also received a benefit from it, you may deduct only the amount that is more than the value of the benefit you received. If you do not know whether you may deduct what you gave to an organi7...ation, check with that organization or with IRS. Contributions You MAY Deduct Contributions may be in cash (keep can­ celled checks, receipts, or other reliable written records showing the name of the organization and the date and amount given), property. or out-of.pocket ex� penses you paid to do volunteer work for the kinds of organizations described ahove. If you drove to and from the volunteer work, you n1ay take 12 cents a mile or the actual cost of gas and oil. Add parking and tolls to the amount you claim under either method. (But don't deduct any amounts that were repaid to you . ) Line !Sa. Enter o n line 1 5 a all o f your cash contributions (including out·of-pocket expenses) except those that total $3.000 or more to any one organization. Line J 5b , Enter on line J 5b cash contri· butions totaling $3,000 or more to any one organization. Show to whom and how much you gave in the space provided. Line 16. Enter on line 16 your contri· butions of property. If you gave used items, such as clothing or furniture, deduct their fair market value at the time you gave them. Fair market value is what a willing buyer would pay a willing seller when neither has to buy or sell and both are aware of the conditions of the sale. I f your total deduction for gifts of property is more than $500, you must complete and attach Form 8283, Noncash Charitable Contributions (Rev. Oct. 1985). If your total deduction is over $5,000, you may also have to get appraisals of the values of the donated property. See Form 8283 and its instructions for details. Recordkeeping. Beginning in 1985, if you gave property, you should keep a receipt or written statement from the organization you gave the property to, or a reliable written record, that. shows the organiza· tion's name and address, the date and location of the gift, and a description of the property. You MAY NOT Deduct As Contributions • Political contributions (but see instruc­ Use line 22 of Schedule A to deduct the costs: of proving that you had a property loss. (Examples of these costs are appraisal fees and photographs used to establish the amount of your loss.) For more details, get Publication 547, Nonbusiness Disasters, Casualties, and Thefts. It also gives information about Federal disaster area losses. Lines 20 through 23 Miscellaneous Deductions Expenses You MAY Deduct Business Use of Home. You may not deduct expenses for business use of part of your home unless you use that part exclusively and on a regular basis in your work and for the convenience of your employer. See Tele-Tax Information in the index (topic no. 237) or Publication 587, Business Use of Your Home, for details. Educational Expenses. Generally, you may deduct what you paid for education re· quired by your employer, or by law or regulations, to keep your present salary or job. In general, you may also deduct the cost of maintaining or improving skills you must have in your present position. You may not deduct some educational expenses. Among them are expenses for study that helps you meet minimum re· quirements for your job, or qualifies you to get a new job. For more details, see Tele-Tax Infor­ mation in the index (topic no. 238) or Publication 508, Educational Expenses. Employee Expenses. Examples of the ex­ penses you may deduct are: • Safety equipment, small tools, and sup­ plies you needed for your job. • Uniforms your employer said you must tions for Form 1040, line 44). • Dues, fees, or bills paid to country clubs, lodges, fraternal orders, or similar groups. Cost of raffle, bingo, or lottery tickets. Cost of tuition. The value of your time or services. Value of blood given to a blood bank. The transfer of a future interest in tan­ gible personal property (generally, until the entire interest has been transferred). • Gifts to: • • • • • a. Individuals. b. Foreign organizations. c. Groups that are run for personal profit . d . Groups whose purpose is t o lobby for changes in the laws. e. Civic leagues, social and sports clubs, labor unions, and chambers of commerce. Line 19 Casualty and Theft Losses Use line 19 to report casualty or theft losses of property that is not trade, busi­ ness, or rent or royalty property. Complete and attach Form 4684, Casualties and 'fhefts, or a similar statement to figure your loss. Enter on line 1 9 of Schedule A the amount of Joss from Form 4684. Losses You MAY Deduct • • • • • have, and which you may not usually wear away from work. Protective clothing, required in your work, such as hard hats and safety shoes and glasses. Physical examinations your employer said you must have. Dues to professional organizations and chambers of commerce. Subscriptions to professional journals. Fees to employment agencies and other costs to look for a new job in your present occupation, even if you do not get a new job. Note: If your employer reimbursed you directly or indirectly for any educational expenses or employee expenses, you must use Form 2106, Employee Business Ex· penses, Part I, line 5, to deduct those expenses up to the amount you were reim­ bursed. Also use Form 2106 to deduct any related travel or transportation expenses. Expenses of Producing Income. You may deduct what you paid to produce or collect taxable income or to manage or protect property held for producing income. Examples of these expenses are: • Safe deposit box rental. • Certain legal and accounting fees. • Clerical help and office rent. You may be able to deduct all or part of each loss caused by theft . vandalism, fire, storm, and car, boat, and other accidents or similar causes. You may deduct nonbusiness casualty or theft losses only to the extent thata. The amount of EACH separate casualty or theft loss is more than $100, and b. The total amount of ALL losses during the year is more than 10% of your adjusted gross income on Form 1040, line 33. Special rules apply if you had both gains and losses from nonbusiness casualties or thefts. See Form 4684 for details. • Custodial (e.g., trust account) fees. Losses You MAY NOT Deduct Gambling Losses. You may deduct gam­ bling losses, but not more than the gam­ bling winnings you reported on Form 1040, line 22. • Money or property misplaced or lost. • Breakage of china, glassware, furniture, and similar items under normal condi· tions. • Progressive damage to property (build­ ings, clothes, trees, etc.) caused by termites, moths, other insects, or dis· ease. Qualified Adoption Expenses. You may be able to deduct up to $ 1 ,500 of qualified adoption expenses you paid for each child you adopt with "special needs." A child with special needs is a child (for purposes of the Social Security Act adop· tion assistance program) whom the state determines cannot or should not be re· turned to his or her parental home, who has a specific factor or condition that makes placement difficult, and who has been the subject of an unsuccessful place· ment effort. Income in Respect of a Decedent. You may deduct the Federal estate tax attributable to income in respect of a decedent that is ordinary income. (Continued on Page 44.) February 1 986 I LOG I 41 - �I I I I as ington • I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Seafarers l n tcrnc1 t l o n a l Union of North A m cri.c a . A F L�Cll) Washington Report • I I I I I I I I I I I I I I I I I I I I President's Budget • I I I I I I I I I I I I I I I I I I I I I I I The Reagan administration's budget for fis­ cal year 1987 sent shock waves through Wash­ ington, where members of Congress are des­ perately trying to come up with some kind of formula to meet the budget cuts mandated by the Gramm-Rudman law. As reported in earlier issues of the LOG, Gramm-Rudman seeks to eliminate the grow­ ing federal deficit by implementing across-the­ board cuts in non-exempt federal programs if Congress and the president fail to meet certain specified goals. The president's budget would cut almost every single existing social program, from Medicare to aid to higher education. It would totally eliminate the Interstate Commerce Commission, Housing Vouchers, Amtrak sub­ sidies and a host of other federal programs. It would turn other programs over to the states, and implement user fees on services now provided free by the federal government, such as the documentation of seamen's papers. The president's budget was attacked on both sides of the aisle. "As far as I am concerned," said Rep. Les Aspin (D-Wis.), chairman of the House Armed Services Committee, "this budget is dead before arrival. " At the same time, the president's budget would increase spending for the defense budget by 8 percent. The president also continued to oppose any kind of new taxes to reduce the size of the federal deficit, though he did not rule out an oil tax if it were tied to passage of his tax reform bill. Such a move, he said, would have to be "revenue-neutral" before he would consider it. • While the full details of the president's budget will not be known for several days, maritime officials feel the maritime industry will stand to lose less from it than other industries, but only because most maritime programs have been reduced or eliminated over the past six years anyway. "There's not much left that they can cut," said Frank Pecquex, head of the Union's legislative de­ partment. The following maritime programs are ex­ pected to be affected by the president's budget, and by debate over Gramm-Rudman. • Maritime Authorizations-The most im­ portant maritime program still in existence, the Operating Differential Subsidy program cannot be cut because it involves long-term commitments already in effect. Funding for maritime research and education has already been affected by the first phase of Gramm­ Rudman, which will begin on March l of this year. • Strategic Petroleum Reserve-The Rea­ gan administration wants to eliminate this program, even though it serves an important strategic purpose, especially now when oil prices are at a 1 3-year low. "The administra­ tion has failed to grasp what every smart consumer knows," said SIU President Frank Drozak. "The best time to stock up on an important item is when prices are low." • Coast Guard and inland water user fees­ The administration is attempting to impose user fees on certain kinds of " services" pro- 42 I LOG I February 1 986 February 1 986 Legisl ative . Ad1ninistrativc and Regulato r�· Happcnin�s vided by the federal government. "The SIU feels very strongly that funding for Coast Guard services and inland water projects should be the responsibility of the federal government because the public at large benefits from them, not just a single special interest group. " • Build and Charter-Last year the Senate appropriated $852 million for the first major vessel construction program since the elimi­ nation of Construction Differential Subsidies in 1980. It failed, however, to authorize the program. "The build and charter program is the best news that the shipbuilding industry has had in years, " said SIU President Frank Drozak. " Unfortunately, since the program has not yet been authorized, the funds which have been appropriated may prove to be a tempting target for federal budget cutters. " • Title X I Vessel Mortgage Guaranty Pro­ gram-Title XI was rocked last year by finan­ cial difficulties, which may prompt efforts to further restrict the program. • Port Development-While everyone agrees that improvements to our ports and waterways are desperately needed to keep America com­ petitive in world markets, full scale projects will involve billions of dollars. Unfortunately, few large scale programs are expected to survive the present financial crisis. • Export-Import Bank-The administration has made no secret of its desire to eliminate the bank's $ 1 . l billion direct loan program, which finances major U . S . exports and is subject to cargo preference. As a matter of fact, the biggest threat to the maritime industry may not be cuts in any particular maritime program, but to programs that generate cargo for the Ame1ican-flag merchant marine, such as this one and aid to farmers under the P.L. 480 program . Auto Carriers In part because of pressure that was applied by the Seafarers International Union, Toyota, the largest Japanese auto manufacturer, has decided to ship 10 percent of the vehicles it exports to the U . S . on American-flag vessels. The issue received considerable public at­ tention last year when SIU President Frank Drozak appeared before a Senate committee investigating unfair Japanese trading practices. He noted that not one American-flag vessel was engaged in carrying vehicles between Japan and the United States. Outraged, House Merchant Marine Com­ mittee Chairman Walter B . Jones (D-N.C.) introduced H.R. 3655, which would require that 50 percent of all cars imported into this country from Japan be carried on American­ flag vessels. When informed of the latest de­ velopments concerning Toyota, he said that it "certainly was good news and at least a step toward opening up this trade to U.S. opera­ tors. ' ' Cargo Preference The compromise reached on the application of the Cargo Preference Act last year is under attack from a group of Great Lakes port interests, who filed a lawsuit against the U.S. government. The suit charges that certain types of cargoes are being diverted away from Great Lakes ports so that the government can meet existing cargo preference requirements. To remedy this, the suit is seeking to exempt cargoes that move through Great Lakes ports from cargo preference requirements put forth under Title II of the P.L. 480 program. "The SIU strongly opposes any move," said SIU President Frank Drozak, "that would reduce the total amount of cargo subject to cargo preference. This would mean fewer jobs for our members at a time when there is a depression in the American maritime indus­ try . " While the suit has been filed against the federal government, the SIU has been granted permission by the court to join the government in fighting this attack on the P .L. 480 program. Incidently, the first phase of that compro­ mise is scheduled to go into effect on April I , 1986. In exchange for exempting certain kinds of cargo-generated programs from the provi­ sions of the P.L. 480 program, the American­ flag requirements will be increased from 50 to 75 percent over a three-year period. Phase I which begins on April I would raise the cargo preference requirements to 60 percent. Cash Carry Hearings have begun on a lawsuit filed by the SIU and the Transportation Institute on whether or not cash transfers to Israel fall under the provisions of the P.L. 480 program. Israel does not contest the applicability of the law. I t signed a " side agreement" with the United States stating that it would ship 50 percent of all cargo generated by the $3. 7 billion Economic Support Program on Amer­ ican-flag vessels. The dispute is between the maritime industry and the Agency for Inter­ national Development (AID). "We view this failure to include the cash transfer program under the provisions of the P.L. 480 program as just one more attack against the American-flag merchant marine," said SIU President Frank Drozak. "In a way," said Peter Luciano, executive director of the Transportation Institute, a non­ profit organization which seeks to promote maritime research and education, "this is rem­ iniscent of the suit we filed concerning blended credit, when the Agriculture Department failed to implement existing law. " While the issue still remains undecided, some favorable developments have occurred in court. After the attorney for AID said that there was no direct link between the cash transfer program and exports, Judge Kenneth W. Starr noted that linking foreign aid to U . S . exports was a broad enough idea to make "shipping services includable. " Maritime Promotion Bill Rep. Mario Biaggi (D-N. Y . ) has introduced a comprehensive maritime promotional pack­ age that is intended, in his own words, "to streamline the administrative process and fur­ ther deregulate the ocean shipping industry. " The bill, H.R. 4024, includes a new approach to build-foreign. Vessels obtained under the (Continued on Page 43,) �Doest hit the bricks in the 1946 General Maritime Thomas Louis Magras, 62, joined beef. He was born in Paramaribo, Dutch Guiana ·. '!\ the SIU in the port of New York (Surinam) and is a resident of New York City. · in 1953 sailing as a bosun. Brother ;J\, • Magras received a 1 960 Union Per­ sonal Safety Award for riding an Winfield Scott Downs Jr., 65, Deep Sea accident-free ship, the Alcoa Po­ joined the SIU in 1 945 in the port of New York sailing as an oiler. Medardo Aqurcia, 63, joined the Brother Downs last sailed out of SIU in the port of New Orleans in the port of Philadelphia. He was on 1957. He sailed as a chief cook for the Waterman Steamship Co. and the Delta Line. Brother Aqurcia was born in Honduras and is a resident of New Orleans. the picket lines in the 1946 General Maritime beef and the 1947 Isth­ J laris. He was also on the picket line in the 1 963 maritime beef. A former \ member of the NMU, Seafarer Ma­ . gras was born in the Virgin Islands and is a resident of Philadelphia. mian strike. Seafarer Downs was born in Egg Harbor City, N .J. and is a resident of New Gretna, N .J. Sanjurjo Manuel Medina, 56, joined the SIU in the port of San Juan, P.R. in 1970 sailing as an AB. Restituto Ebajo Bernadas, 64, joined the SIU in 1 948 in the port of San Francisco sailing as a QMED. Brother Bemadas hit the bricks in both the 1 946 General Maritime beef and the 1947 Isthmian strike. He was born in the Philippines and is a resident of New Orleans. James Doyle Gillian, 57, joined Brother Medina last sailed out of the SIU in the port of New York ' the port of Santurce, P.R. He was in 1963 sailing as a recertified chief born in Puerta de Tierra, P.R. and steward. Brother Gillian graduated from the Union's Recertified Chief is a resident there. Stewards Program in 1982. He is a veteran of the U.S. Army in World War II. Seafarer Gillian attended the Massey Business College, Bir­ mingham, Ala. studying business administration. Gillian is also a wig- Willie David Crawford, 57, joined the SIU in 1 947 in the port of New . maker. A native of Cordova, Ala. , he is a resident of Starke, Fla. the Union's Recertified Bosuns Program in 1975. He walked the picket lines in the 1 946 General Maritime strike and the 1947 Isth­ mian beef. Seafarer Crawford was born in Jacksonville and is a resi­ dent there. Robert John Cunningham, 60, joined the SIU in the port of Bal­ 77, joined the SIU in the port of Norfolk sailing as a bosun. Brother Jan­ kowski hit the bricks in the 1 946 General Maritime strike and the 1947 Isthmian beef. He last shipped out of the port of New York. Sea­ farer Jankowski was born in New York and is a resident of Boynton Beach, Fla. Frank Joseph Jankowski, assistant. Brother Cunningham was born in Baltimore and is a resident Robert Edward LaG�, 62. joined the SIU in 1943 in the port there. of New York. He sailed as a chief electrician and junior engineer. Brother LaGasse is also a cabinet maker. He was born in Dover, N. H. and is a resident ofCanovanas. P.R. George Harvey Doest, 65, joined the SIU in 1 946 farer Nelson was born in Minnesota and is a resident of Seattle. Herminio Pacheco, 6 1 , joined the SIU in 1 947 in the port of New York sailing as a recertified bosun and deck delegate. Brother Pacheco tified Bosuns Program in 1976. He hit the bricks in the 1 946 General Maritime, 1947 Isthmian. 1 948 Wall St., 1 96 1 Greater N . Y . Harbor and 1 962 Robin Line beefs. Seafarer Pacheco worked on the Puerto Ri­ can Marine Shoregang, Port Eliza­ beth, N.J. in 1 979. A native of Penuela, P. R. , he is a resident of Carolina, P.R. in Port Arthur, Texas sailing as a FOWT. Brother Washington Report Brother Nelson also sailed during graduated from the Union's Recer­ timore in 1955 sailing as a steward l York sailing as a chief steward . the Korean and Vietnam wars. Sea­ York sa.iing as a recertified bosun. Brother Crawford graduated from Curtis Ellwood Nelson, 57, joined the SIU in 1941 in the port of New Maritime Underwriters (AlMU), made Attempts to address the problem sions of the Export Administration the following remarks: "It would be superficial to maintain have in the past centered around re­ quiring earners moving U . S . cargo Act," said SIU President Frank Dro­ that insurance alone was the cause of through Canadian ports to file tariffs z.ak. The export of Alaskan oil is prohib­ provision would be eligible for a five­ the fishing industry ' s problems . . . . with the Federal Maritime Commis­ ited under the provisions of the Export year subsidy for crew costs and insurance. Subsidized operators cur­ [Other problems include] lack of ves­ sel maintenance, poor vessel design sion. Mikulski has taken a different approach. Administration Act, which was passed last year. rently receive an operating differential subsidy for 20 years. She has introduced the "Cross Bor­ A number of administration officials der Cooperation Act of 1986," which ''The shorter subsidy period for for­ and stability, inadequate safety re­ quirements, lack of crew standards and rising personal injury awards." have suggested exporting Alaskan oil to alleviate this nation's growing trade eign-built vessels will reduce federal Jack Caffey, special assistant to the sides of the border" to sit down and imbalance with Japan. Yet such an government outlays while still offset­ SIU president. who is heading the reach cooperative agreements. While ting foreign subsidies for the first five SIU's strike in New Bedford, disa­ years a vessel is under U . S . registry . " grees. ' 'The insurance industry must take responsibility for the problems the Shipping Act of 1984 does not prohibit such meetings. it does not approach, according to the AFL-CIO, "cannot be part of any (solution) to (Continued from Page 42.) said Biaggi. Maritime Insurance The role that insurance plays in the maritime industry is coming under in­ creasing public scrutiny. would allow ocean carriers from ' 'both specifically endorse them either. This solving U . S . trade problems" because they have caused the maritime and has created a great deal of uncertainty fishing industries . Something needs to about the legality of such meetings. it would ·'lead to a continued erosion of our international competitive base." The SIU is monitoring this situation Alaskan OU close I y. At present, roughly 40 tankers employing SIU members are involved be done to address this important is­ sue . " Cron-Border Diversion The Commerce Department is busy compiling comments from interested in carrying Alaskan oil. Navy Builds Sea·LUt At the same time that American marine underwriters are trying to gain Rep. Barbara Mikulski m-Md. l is parties concerning options and rec­ seeking to address a growing problem ommendations regarding production The Navy made its second largest their fare share of insurance policies for American ports . which arc losing and distribution of crude oil from the purchase of merchant vessels to be generated by such programs as the cargo to Canadian and Mexican com­ North Slope of Alaska. used in its "ready reserve force." Export-Import Bank and P.L. 480. petitors because of uncertainties about Under the provisions of the Export the proper interpretation of the Ship­ Control Act, the Commerce Depart­ ment is required to compile these rec­ number ican maritime industry, particularly ping Act of 1984. The problem is particularly acute ommendations and present them by bought for the reserve force. The pur­ the fishing industry. for East Coast ports. which have seen chase, which will cost the government $206.7 million, will bring newer and more modem types of vessels into the reserve fteet. they are trying to minimize their role in the present depression in the Amer­ Speaking to a reporter for The Jour­ cargo moving out of the U . S . Midwest April 1 2 , 1986 to Congress. · 'The SIU is strongly opposed to nal of Commerce, Thomas 0. Clark, diverted away from U . S . ports to Ca­ nadian harbors. any attempt to change existing provi- chairman of the American Institute of the export of Alaskan oil. and will fight Thirteen barge and vehicle carriers will be acquired to bring to 72 the of merchant-type vessels February 1 986 I LOG I 43 - �Deep Sea Wallace "Wally" Perkins "Mad Bear" Anderson, 58, a leader, spokesman and champion of the Indian American civil and legal rights movement, died Dec. 2 1 , 1985 in the U . S . Veterans Administration Hospi­ tal, Buffalo, N . Y. Brother Anderson joined the SIU in the port of New York in 1952. He sailed as an AB, bosun and deck delegate for Penn Shipping, Waterman Steamship Co. and Merritt, Chapman and Scott. He was born in the Tuscarora Indian Res­ ervation, Sanborn-Lewiston, N.Y. and was a resident there. Seafarer Ander­ son, in May 1958, Jed an unsuccessful Iroquois Indian Nation "war party" protest against the New York State Power Authority for their non-pay­ ment takeover of 550 acres of reser­ vation land. Later the land went to build the $600-million Robert Moses Power Project at Niagara Falls, N . Y. "Mad Bear" traveled extensively in his quest for the right� of the Indians, taking part in memorial events in Washington, D . C. in 1968 and at the Wounded Knee demonstration in South Dakota in 1973. Surviving is his mother, Martha John, of Lewiston. Personals -- Paul Bagalay Please contact Judy Green at Howard's regarding your daugh­ ter. The number is (904) 354-9160. Rickie L. Juzang Please get i n touch with Dan Henderson at (205) 479-0598. James Walsh Please get in touch with Jim Steighner, 32 Lincoln Way East, Jeannette, Pa. 1 5644 Pensioner Walter A. Beyer, 67. died on Dec. 20, 1985. Brother Beyer joined the SIU in 1940 in the port of Savannah sailing as a FO WT. He hit the bricks in the 1946 General Maritime beef, the 1947 Isthmian strike and the 1948 Wall St. beef. Seafarer Beyer was born in New York and was a resident of Paramount, Calif. Sur­ viving are his mother, Mary of Buffalo, N . Y . and his sister, Matilda of New York City. Pensioner Jennie Cecile Rizzuto, 93, passed away on Dec. 2 1 , 1985. Sister Riz­ zuto joined the SIU in 1947 in the port of New Orleans. She sailed as a chief stewardess aboard the SS Del Mar (Delta Line) and for the Mississippi Shipping Co. She walked the picket lines in the 1946 General Maritime strike and the 1947 Isthmian beef. Seafarer Rizzuto was born in New York and was a resident of New Orleans. Surviving are a brother, Angelo of New Orleans; a sister, Bobbie; a nephew, Mercurio of Abita Springs, Fla., and another rel­ ative, M . S . Rizzuto of New Orleans. Pensioner Garrett Anlister Wile, 82, passed away on Nov. ,;t 25, 1985 in the Cliff House Nursing ., , .· Home, Winthrop, . Mass. Brother Wile ' , joined the SIU in the port of New York in 1950 sailing as an AB and 3rd mate. He hit the bricks in both the 1 946 General Maritime and the 1947 Isth­ mian beefs. Seafarer Wile was born in East Boston, Mass. Surviving is his brother, John of West Palm Beach, Fla. Richard Raymond Rodriguez Jr., 64, succumbed to arte­ riosclerosis on Dec. 14, 1 985 at home in Norwalk , Calif. !�,.-�,,�Brother Rodriguez • ·� · ·' /' joined the SIU in the . port of Wilmington, Calif. in 1970 sailing as a cook. He was born in Palms, Calif. Cremation took place in the Chapel of the Pines Crematory, Los Angeles. Burial was in Calvary Cemetery. Surviving are a son, Richard Rodriguez II of Santa Ana, Calif. ; a daughter, Deanna Lee Meeder of Las Vegas, Nev . ; a sister, Margaret McGuyer of Rockdale, Texas, and other relatives, Marion and La­ mont Rodriguez ofGarden Grove, Calif. : �!""� J . . . •. . ':!\.� ; Pensioner Don Dempsey White, 66, died on Oct. 3 1 . 1985. Brother White joined the SIU in the port of Wilming­ ton, Calif. in 1%6 sailing as a chief pumpman and QMED. He was born in Arkansas and was a resident of Murrieta, Calif. Pensioner George Philip Saucier, 75 . passed away o n Jan. 1 . Brother Saucier joined the SIU in Great Lakes ���il� ::� =� 0! ii s deck engineer. He l- was on the picket lines in the 1946 General Maritime beef and the 1947 Isthmian strike. In 1960 Seafarer Saucier received a Union Personal Safety Award for riding an accident-free ship, the Alcoa Ranger. A native of Louisiana, he was a resi­ dent of Pass Christian, Miss. Surviving are his widow, Gladys; a son, and a daughter, Lynda Edmond of Mobile. . ' .. ��\ ""'.. �"- .. ·· I� ���: �� :�� �:� ·. i Ferries Railroad from 1964 to 1973. He was a resident of Frankfort. Sur­ viving is his daughter, Mary Vincent of Arcadia. Mich. Are Yo u M issi ng I m porta nt Ma i l? 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 We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms, Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address. or incomplete, please fill in the special address form printed on this page and send it to: SIU & UIW or N.A. Address Correction Department Your home address is your permanent address, and this is where all official Union documents, W-2 Forms, and the LOG will be mailed. 5201 Auth Way Camp Springs, Maryland 20746-mt ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- . PLEASE PRINT HOME ADDRESS Date: ------ Tax Tips Social (Continued from Page 41.) Miscellaneous Expenses You MAY NOT Deduct Pensioner Alfred Gilbert Sandow, passed away on Dec. 25, 1985. Brother Sandow joined the Union in the port of Frankfort , Mich. Phone No. Your Full Name S&curtty No. Area Code • Political contributions (but see instruc- tions for Form 1040, line 44). • Personal legal expenses. • Lost or misplaced cash or property. • Expenses for meals during regular or extra work hours. • The cost of entertaining friends. • Expenses of going to or from work. • Education that you need to meet mini­ mum requirements for your job or that will qualify you for a new occupation. • Fines and penalties. • Expenses of producing tax-exempt in­ come. For more details on miscellaneous ex­ penses, get Publication 529, Miscellaneous Deductions. 4.( I LOG I February 1 986 Apt. or Box # Street 0 Book Number City SIU UIW Place of This wlU be my permanent addreu 0 UIW State 0 Pensk>ner Other ------- Employment ------- for all offlclal Union malllngs. Thhs address should remain In the Union me unless otherwise changed by (Signed) ZIP me per90nally. ----------- ----- --------- ---------- - ----------------- - � - - - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ - - �D�11es� of Sh�ps llee��n11s .AMERICAN HERITAGE (Apex), De­ cember 29-Chairman Phil Rubish; Sec­ retary W.A. Jones; Educational Director Richie Wilson; Engine Delegate J. Melen­ dec; Steward Delegate Eddie Fisher. No disputed OT. Treasurer's report: "Poor, but not broke!" The chairman says everything is running smoothly aboard the American Heritage and that he has had a fine crew to wor1<: with. Communications from head­ quarters were received pertaining to the 1 percent COLA increase effective Jan. 1 , 1 986. These were read and posted. On behalf of the officers and crew, a very special thanks was given to the steward department for their extended time in pre­ paring Christmas dinner-truly an out­ standing job. Next port: St. Croix. V.I. BORINQUEN (Puerto Rico Marine), December 29--Chalrman Juan Osorio; Secretary Cassie B. Carter; Educational Director P. Colonna. No disputed OT or beefs were reported. There is $13 in the ship's fund. The chairman notified the crew of receipt of a radiogram from headquarters stating that a 1 percent cost of living allowance will go into effect Jan. 1 , 1 986. The chairman also announced that he is taking up a collection for the Seaman's Church Institute and that anyone wishing to contribute should get In touch with him. A motion was made and seconded to make vacation money payable after 90 days instead of after 1 20 days. This will be referred to the Negotiating Committee. Crewmembers were reminded to be mind­ ful of others sleeping at night: keep the noise down and don't slam doors. Next ports: Elizabeth, N.J. and San Juan, P.R. GALVESTON (Sea-Land Service), De­ cember 24-Chairman A McCrea; Sec­ retary Ken Hayes; Educational Director W. Watton. No beefs or disputed OT. Minutes of the last meeting were read. The new mattress for the 12� oiler is on the way. The chairman reported on several com­ munications from headquarters and ex­ pressed himself on the vital importance of continuing to donate to SPAD. He re­ minded crewmembers to read the LOG in order to keep abreast of Union and mari­ time activities. Payoff will be this trip. The educational director noted that anyone needing any infonnatioo regarding the Union (upgrading, medical forms, vacation forms, etc.) should feel free to call on him. Every­ one was asked to help keep the messroom tidy, return all mugs to the pantry and return all books to the library. MAJOR STEPHEN W. PLESS (Waterman), December 9--Chairman Robert Hagood; Secretary Bobbie W. Steams Jr. Some disputed OT was re­ ported in the deck department. There is $70 In the ship's general fund at this time as well as $687 in the movie fund. There are approximatety 200 movies in the library, which is growing all the time. After tossing ideas around about how to spend the library fund monies, It was decided to save it for emergencies-as a fund to be used in the event flowers need to be sent in the ship's name to the family of a deceased crew­ member or other emergencies as needed. Maurice Duet thanked all those who helped him while he was injured, and wanted everyone to know that he appreciated the help very much. Cook-outs are still being held aboard the Pless in the rec. area. Sports fishing is becoming the leisure ac­ tivity, and some 75-pounders are being caught. Sunbathing is also very popular onboard ship when time permits. The skeet and trap range will provide additional rec­ reation when it Is finlshed. One minute of silence was observed in memory of our departed broth0f'S and sisters. Next port and port of payoff: Norfolk, Va. MOUNT WASHINGTON (VlciOf'Y Carriers), January 3-Chairman David Gil- more; Secretary A. Salem; Educational Dlrector/Pumpman L.J. Nixon; Deck Del­ egate J. Bidzllya; Engine Delegate David Timmone; Steward Delegate J.C. Mahaf­ fey. The deck department reported some disputed OT. Christmas greetings and no­ tification of the 1 percent cost of IMng allowance was received from headquarters and posted on the bulletin board. The chairman stressed the importance of do­ nating to SPAD, and the secretary urged crewmembers to attend upgrading courses at Piney Point. Members also were re­ minded to read the LOG and share it with .,. a..,. . ,.• w N, ,, . Garcia, chief cook aboard the LNG Taurus, rakes a break between meals. wuis A. their shipmates. The LOG is the chief means of communication between head­ quarters, the ports and the members at sea or ashore. A vote of thanks was given to the steward department for a job well done. All stood and pa;d their respects to the memory of our departed brothers and sisters. Next port: Philadelphia, Pa. OMI COLUMBIA (OMI), January f­ Chalrman J.R. Broadus; Secretary C. Moss ; Educational Director A.G. Milne; Deck Del­ egate Edward L. Collins; Engine Delegate Paul F. Whalen; Steward Delegate D.L. Guerrero. Disputed OT was reported in all departments due to a delayed sailing. Pay­ off this trip will ciose out 1 985; wages earned this year to date will be paid on the next trip. Notification of a 1 percent COLA was received from headquarters. Every little bit helps. All In all, everything is going smoothly with a good crew and officers. Thanks were given to the steward depart­ ment for the good Christmas dinner and to the deck and engine departments for their hard won<. The 4-a watch was also given a vote of thanks for keeping the pantry clean. One minute of silence was observed in memory of our departed broth­ ers and sisters. OMI DYNACHEll (OMI), December 31-Chairman Robert G.Lawson; Secre­ tary Rudy De Boissiere; Educational Di­ rector G. L. Spell; Deck Delegate David B. Campbell; Engine Delegate Felipe A. Torres; Steward Delegate Joseph P. Emidy. No disputed OT. The chairman announced a payoff this trip upon arrival in Baton Rouge, La. and that all members should see the patrolman when he comes aboard. The educational director noted that times in the maritime Industry are changing rapidly and that "we must change with them." He ad\llsed all eligible members to take ad­ vantage of the upgrading facilities at Piney Point. A special vote of thanks was given to Steward/Baker Rudy De Boissiere. Chief Cook Joseph P. Emidy and Juan Morales for an excellent Christmas Day dlnner­ c:omplete with exotic foods, pastries and imported wines. A vote of thanks also was given to the deck department for "making this a smooth trip," and "our hats go off to the engine department-they are the best in the West." Report to the LOG: "We say a fond farewell to Bosun H. B. Rains as he leaves to go on vacation, and we wish everybody a very Happy New Year!" Next port: Baytown, Texas. ST. LOUIS (Sea-Land Service), De­ cember 27-Chairman Angel Camacho; Secretary H. Ortiz; Deck Delegate Pablo Pacheco; Engine Delegate Or1ando Flores. Some disputed OT was reported in both the deck and engine departments. Com­ munications from headquart0f'S were re­ ceived regarding notification of the 1 per­ cent cost of living allowance as well as Christmas greetings. The secretary stressed the importance of donating to SPAD. He noted the positive effects of SPAD and how It worl<s, "but we have to help too." Everything is running very smoothly. A vote of thanks was given to the steward and his department for especially fine meals on Thanksgiving and Christmas. And an expression of appreciation was mentioned regarding the SlU's award-winning news­ paper, the LOG. SEA-LAND ECONOMY (Sea-Land), December &-Chairman J. Higgins; Sec­ retary H. Scypes; Educational Director U. H. Sanders; Deck Delegate P. O'Neal; Engine Delegate H. W. Miller. Some dis­ puted OT was reported in the engine de­ partment. The ship's chairman held a dis­ cussion about the state of shipping today, based on an article from The Wall Street Journal. He also talked about the impor­ tance of taking advantage of all the new Navy-chartered ships under military con­ tract and how this is a good opportunity for B book members to receive a full book in less than eight years. It was suggested that each crewmember put $5 Into a fund to be used in the event the VCR needs to be repaired. An arrival pool will also raise some money to purchase new movies and blank cassettes. A vote of thanks was given to the steward department for a fine Thanksgiving Day meal. One minute of silence was observed in memory of our departed brothers and sisters. Next ports: Port Everglades, Fla. and New Orleans, Institute if he so desired. Donations should be given to department delegates or to the 1 st assistant engineer. A vote of thanks was given to the steward department for an excellent Christmas Day dlnner. One minute of silence was observed in memory of our departed brothers and sisters. THOMPSON P.AU (IOM), December 29-Chairman D. Ellette; Secretary L. Vi­ dal; Educational Director Peter Nortava. No beefs or disputed OT reported. There Is $ 1 00 in the movie fund. The captain lnfonned the chairman that several rules were disregarded while at the Alyeska terminal in Valdez. There is to be no smoking at the end of the dock or walking from one dock to another. Any crewmem­ ber caught violating those rules will be terminated. O.S. Willie Lee was taken off ship in Panama due to a dislocated hip. He will be hospitalized for two to three weeks. Followlng some questions in the deck department, the chairman explained that when a watchstander requests a relief, the relief man goes on the watch of the man he is relieving. A special vote of thanks was given to the entire steward department for a fabulous Christmas Day dinner and a job well done. Next port: Long Beach, Calif. Official ships minutes also were received from the following vessels: I.IS AQUARIUS Ul.TlllllE BAY .. IUVER ITATE CA8UAS COll11TU11DI COVE UIBTY FALCOI PWESI -­ GVEmAI AUllA DVElllEAS llARRIETTE OYUSEAS VMAll PAUL IUCl PFC llEWAYIE l. W1U.WIS PFC BJ8EIE A. OllED POlrllMll PUERTO RICO SAii llDUSTill SAI PEm 5U-UllJ llEVB.OP£R Sl... LI . AllJ FIHlilM SU-Wm lmEJIEmBICE SU-Wm UIERATOR La. SEA·L.AND PACER (Sea-Land Serv­ ice), December 29--Chairman J. Chiara­ monte; Secretary D. Chafin; Educational Director W. Brack. No beefs or disputed OT reported. There is $10 in the ship's fund. A radiogram from SIU President Dro­ zak was received and posted. It wished everyone a Merry Christmas and Happy New Year and also informed the member­ ship of the 1 percent COLA. A repair list was turned in last voyage, but the ice-cube maker still is not working. The chairman said he would speak to the present captain about the situation. Each member was asked to donate to the Seaman's Church SEA-UllJ IWlllER SU-Um PllOllUCEll SU-Ulm vaTUllE S8T. llATEJ IOCAI 11UUMPtl ll.TIWIAR Monthly Me1nbership Meetings Deep Sea Port Lakes, Inland Waters Date Piney Point . . . . . . . . . . . . . . . . Monday, March 3 . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. New York . . . . . . . . . . . . . . . . . Tuesday, March 4 . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. . . . . . . . . . . . 10:30 a.m. . . . . . . . . . . . . . . . . I0:30 a.m. March 6 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. March 6 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Philadelphia . . . . . . . . . . . . . . . Wednesday, March 5 . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . Thursday , March 6 . . . . . Norfolk . . . . . . . . . . . . . . . . . . . Thursday , Jacksonville . . . . . . . . . . . . . . . Thursday , Algonac . . . . . . . . . . . . . . . . . . .Friday, March 7 . . . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Houston . . . . . . . . . . . . . . . . . . . Monday, March to . ................... . I0:30 a.m. New Orleans . . . . . . . . " . . . . . Tuesday , March 1 1 . . . . . . . . . . . . . . . . . . . . . I0:30 a.m. Mobile . . . . . . . . . . . . . . . . . . . . Wednesday, March 1 2 . . . . . . . . . . . . . . . . . . I0:30 a.m. San Francisco . . . . . . . . . . . . . Thursday , March 1 3 . . . . . . . . . . . . . . . . . . . . I0:30 a.m. Wilmington . . . . . . . . . . . . . . . . Monday, March 17 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Seattle . . . . . . . . . . . . . . . . . . . . Friday, March 2 1 . . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. San Juan . . . . . . . . . . . . . . . . . . Thursday, March 6 . . . . . . . . . . . . . . . . . . . . . I0:30 a.m. St. Louis . . . . . . . . . . . . . . . . . . Friday, March 1 4 . . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Honolulu . . . . . . . . . . . . . . . . . . Thursday, March 1 3 . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Duluth . . . . . . . . . . . . . . . . . . . . Wednesday , March 12 . . . . . . . . . . . . . . . . . . 10:30 a.m. Gloucester . . . . . . . . . . . . . . . . . Tuesday , March 1 8 . . . . . . . . . . . . . . . . . . . . . l0:30 a.m. Jersey City . . . . . . . . . . . . . . . . Wednesday, March 20 . . . . . . . . . . . . . . . . . . 10:30 a.m. February 1986 I LOG I 45 �CL L NP -Company/Lakes -Lakes -Non Priority JAN. 1-31, 1986 Directory of Ports Dispatchers Report for Great Lakes *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Frank Orozak, President Ed Turner, Exec. Vice President Joe OIGlorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Port Algonac . 4 21 2 4 18 4 2 4 0 0 0 6 24 3 5 19 4 2 6 ENGINE DEPARTMENT Port Algonac . . . . . . . . . . . 0 0 0 STEWARD DEPARTMENT Port Algonac . 0 0 0 HEADQUARTERS ENTRY DEPARTMENT Port 9 47 5 0 0 0 9 44 8 19 90 12 0 0 0 22 93 16 Algonac . . Totals All Departments . . "'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. JAN. Dispatchers Report for Deep Sea 1-31, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class B Class C Class A Trip Reliefs .. REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Gloucester . . . . . . . . . . . . . . New York . Philadelphia . Baltimore . Nortolk . Mobile . New Orleans . Jacksonville . San Francisco . . Wilmington . Seattle . Puerto Rico . Honolulu . Houston . St. Louis . Piney Point . Totals . . 0 10 0 0 3 1 9 5 2 4 5 3 11 5 0 0 58 8 123 12 19 24 21 92 73 64 47 56 0 6 88 0 0 633 7 23 12 9 14 8 11 19 21 10 10 0 30 8 0 1 183 0 1 0 0 0 0 2 1 1 0 1 0 3 1 0 0 10 1 8 0 0 0 0 5 4 3 2 3 0 13 4 0 0 43 2 89 11 16 15 12 75 41 46 29 41 1 7 46 0 3 434 1 17 5 1 12 6 9 7 11 13 12 0 19 6 0 4 123 0 0 0 0 0 0 1 0 4 1 0 0 8 0 0 0 14 0 7 0 0 3 0 5 2 7 4 8 0 89 6 0 0 131 0 49 3 5 9 16 41 18 84 21 40 0 6 31 0 0 323 2 6 2 1 6 2 4 7 13 4 5 0 28 0 0 3 83 0 0 0 0 0 0 0 0 1 0 1 0 33 0 0 0 35 4 13 6 5 16 0 81 1 0 1 156 0 0 0 0 0 0 1 0 3 0 0 0 114 0 0 0 111t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 60 5 9 10 5 45 20 82 41 38 1 12 22 0 1 363 4 80 15 7 17 11 25 23 39 29 35 1 132 16 0 4 438 0 9 0 0 0 0 3 3 3 1 5 0 207 1 0 0 232 313 153 232 1 ,743 827 291 1 10 0 0 3 1 3 11 11 2 9 0 8 4 0 1 64 4 49 4 13 12 9 44 42 27 20 31 1 7 39 0 0 302 3 13 3 1 2 5 7 12 19 5 12 0 20 6 0 2 110 0 1 0 0 0 0 1 2 0 0 1 0 2 1 0 0 8 3 36 0 2 6 5 38 33 18 12 33 1 5 27 0 0 219 1 34 2 5 11 5 34 23 21 9 29 2 7 20 0 2 205 1 4 1 0 6 4 3 6 8 6 6 0 19 5 0 3 72 0 0 0 0 0 0 0 0 2 0 0 0 11 0 0 0 13 0 19 2 1 5 2 17 18 15 5 24 1 2 15 0 0 126 0 26 2 2 5 5 20 10 30 12 32 0 8 19 0 0 171 1 2 0 2 1 1 1 5 7 1 0 0 0 0 0 0 0 0 1 0 1 0 29 0 0 0 31 0 13 0 1 6 1 15 13 21 5 25 0 5 7 0 0 112 0 20 0 0 3 0 9 17 19 3 30 0 4 12 0 0 117 574 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 2 ENGINE DEPARTMENT Port Gloucester . New York . . . . . . . . . . Philadelphia . Baltimore . Nortolk . Mobile . New Orleans . Jacksonville . San Francisco . Wilmington . Seattle . Puerto Rico . Honolulu . . . . . . . . . Houston . St. Louis . Piney Point . Totals . . . 4 3 0 0 2 0 1 5 5 3 4 0 14 3 0 2 46 0 0 0 0 0 0 0 0 1 0 0 0 5 0 0 0 6 STEWARD DEPARTMENT Port Gloucester . New York . Philadelphia . Baltimore . Nortolk . Mobile . . . . . . . . . . . . . . . New Orleans . Jacksonville . San Francisco Wilmington . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . Honolulu Houston . St. Louis . Piney Point . Totals . . . . . . 5 0 26 0 0 3 55 0 4 0 1 1 1 0 3 3 2 7 0 24 1 0 0 47 0 0 0 0 0 0 0 0 1 0 2 0 24 0 0 0 27 ENTRY DEPARTMENT Port Gloucester . New York . Philadelphia . Baltimore . Nortolk . Mobile . . . . New Orleans . Jacksonville San Francisco Wilmington . Seattle . . . . . . Puerto Rico . Honolulu . Houston . . St. Louis . . . . Piney Point . Totals . . . . ........ ...... Totals All Departments . . . . . . . 0 31 0 0 8 2 27 10 41 21 32 1 6 18 0 0 197 24 16 15 1 85 9 0 2 235 0 4 0 0 0 0 0 0 4 0 1 0 181 0 0 0 190 875 472 242 1 40 3 1 8 5 10 15 1 16 0 1 6 5 *"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 ,272 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 ,272 jobs shipped, 574 jobs or about 45 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 232 trip relief jobs were shipped. Since the trip relief program began on April 1 , 1 982, a total of 2,285 jobs have been shipped. 4t I LOG I February 1 986 5201 Auth Way Camp Springs, Md. 20746 (30 1 ) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1 2 1 6 E. Baltimore St. 21 202 (30 1 ) 327-4900 CLEVELAND, Ohio 1 290 Old River Rd. 441 1 3 (216) 621 -5450 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-41 1 0 GLOUCESTER, Mass. 1 1 Rogers St. 0 1 930 (61 7 ) 283-1 1 67 HONOLULU, Hawaii 636 Cooke St. 968 1 3 (808) 523-5434 HOUSTON, Tex. 1 221 Pierce St. 77002 (713) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (20 1 ) 435-9424 MOBILE, Ala. 1 640 Dauphin Island Pkwy. 36605 (205) 478-091 6 NEW BEDFORD, Mass. 50 Union St. 02740 (617) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 Toll Free: 1-800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 1 1 232 (718) 499-6600 NORFOLK, Va. 1 1 5 Third St. 23510 (804) 622-1892 PHILADELPHIA, Pa. 2604 S. 4 St. 1 9 1 48 (215) 336-38 1 8 PINEY POINT, Md. St. Mary's County 20674 (30 1 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 981 21 (206) 441 - 1 960 ST. LOUIS, Mo. 4581 Gravois Ave. 631 1 6 (314) 752-6500 SUBIC BAY, Rep. of Philippines 34 2 1 st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 �terviewing one of the striking fish­ Strike- Union Busting Again Ed.torials The SIU's fishing strike i n New Bedford, Mass. , boils down to a simple problem, Union officials and striking fishermen say: UNION BUSTING. Despite all the well-publicized prob­ lems of the fishing industry-foreign imports, overfishing, increased costs, monstrous insurance premiums-fish­ ing remains a lucrative, multi-million dollar business in this old New Eng­ land whaling port. The people who run the business and pocket the profits just don't want to share the pie with the people who ride those boats and perform the back-breaking and dan­ gerous work where the whole profit­ able system starts, on the fishing beds far at sea. Few American workers would stand for the type of abuse and the working conditions the 800 New Bedford SIU members have had to live with for years. The majority of New Bedford's fish­ ing fleet spends more than 300 days a year in good weather and deadly weather dragging the ocean• s depth for scallops, yellowtail, and cod that can fetch as much as $10 a pound at been named to an AFL-CIO commit­ tee to help lead the Federation's fight against apartheid in its boycott against Shell .Oil Co. Shell Oil Co. is the American sub­ sidiary of Royal Dutch Shell which has large holdings in racially segre­ gated South Africa. It also has been accused of repressive treatment of its black workers at the company's South African mines and other plants. "The entire racial system in South a boatowner standing nearby said, "Why are you asking him? He'sjust The owners want to: your local fish market. But most fish­ ermen can tell you of the time they spent IO days out only to come home with $100 in their pocket. Most fishermen can tell you of being fired from a boat because the owner's relatives needed a job, because they complained, or because they asked for simple proof where their money really went. A few years ago fishermen could make $30,000 a year or more, even with the abuses in the entire system, which benefit the owners and buyers­ the padded settlement sheets, the in­ accurate weigh-ins, the under-the-ta­ an ignorant fisherman. " Eliminate all rules regarding selling the catch; Eliminate Union access to fish weigh­ ing; Provide no proof for settlement sheet expenses; Provide no proof for fuel expenses ; Increase their own share of a dwin­ dUng catch. There is no place tem, for this attitude or for the kind Bedford's fishing power structure. The Union has offered to increase the owners' share of the catch. But the owners and buyers want to keep the cards marked and dice loaded. Fishermen want a fair game. What the people who control New It is time for New Bedford's fish­ Bedford' s fishing industry seem to ermen and the SIU to force the want is a class of indentured serv­ ants. Men with strong backs and no owners and the power brokers into Broadcasting radio station was in- it or not. the modem world, whether they like rights. When a reporter for a Public ble fish sales and the close working­ Fishermen and owners agree that the profits are shrinking. There are problems in the industry. Strikers say they are willing to work together, but what they want is an honest system. That apparently is not what the owners and the Seafood Producers Associa­ tion (SPA) want. What few checks and balances exist today, the SPA wants to do away with. Africa in an attempt to put economic pressure on that country's government to end apartheid. The boycott comes after a request from the International Confederation of Free Trade Unions which has been working with black trade unions in South Africa. Management at a SheU­ owned coal mine fired four shop stew­ ards when miners took time to attend a funeral for a co-worker killed at the mine. That led to a strike by miners, and Shell fired 86 miners and refuses Letters To The Editor �I 'Someone Cares. I • • ' d.1.sagree with your December 1985 ed1tor1a.J. where you SQ8 it is doubtful that the federal government can be spurred into e.ny action to gra.nt e.ny kind of vet.era.n's benefit.a to merchant sea.men. Public La.w times) 96-202 (under which sea.men were turned down several 600 WWII women was speoiftoeJJy ta.ilored to accommodate ferry pilots (total dea.tha--2 ) . When I read in the newspapers about Sena.tor John Glenn's interest in a. Korean Wa.r memoria.l, I wrote him asking what a.bout veteran's recognition for WWil merchant seamen. He wrote me a. very sympathetic letter a.nd also inquired for me at Since this last DOD ruling, I have a.gain written Sen. Glenn, morally reprehensible. There is no dates its workers and refuses the Union excuse for this kind of repression, " access to its members. Drozak saiJ. The AFL-CIO launched its boycott of Shell last month as part of its longstanding effort against apartheid. The Federation has called for Ameri­ can companies to disinvest in South workers hold meetings, and intimi­ asking him to introduce legislation for WWII merchant seamen's veterans Glenn a.nd also your own U.S. representatives and senators. American firm has any part of it, it is - the Dept. of Defense. recognition. when an modem of absolute power possessed by New to let the National Union of Mine­ Africa is disgusting, and in America for this kind of feudal sys­ relationships of the rival buyers. Drozak Named to Anti­ Apartheid Commission SIU President Frank Drozak has ermen about the causes of the strike, I urge all SIU members, as well as all other seamen, to write Sen. I know for a. fa.ct that Sen. Glenn ca.res about us. The AFL-CIO is urging all its mem­ bers to cut their Shell credit cards in Sincerely yours, tion's Civil Rights Department. It is HunU.ey (.. Badio OJn"., lM0-88) Bevada City, calif. half and return them to the Federa­ also asking members not to purchase any Shell products. Pred B. BOOZE I AND DRU� 1 HAVE YOU OOWN P 1-/ELP I� A VAILABLE. CONTACT Ydl/R PORTAGENT, OR 51.(J l>RUG AND AJ..(OJKJt. PIKJGRAM. lffNEY�INTNb. - • February 1986 I LOG I 47 . �S I U H e l ps Those i n N eed . ' •' ·�� A Navy helicopter ferried some of the survivors to Manila from the Overseas Alice. Overseas Alice Saves 46 in Heroic Rescue In the dark, pre-dawn hours of Dec. 19, the Overseas Alice (Maritime Overseas) rescued nearly 50 survivors from the Asuncion Cinco, a 1 5-year­ old inter-island Filipino ferry boat which sank nearly 200 miles south of Subic Bay, P.I. in the South China Sea (see story in Jan. LOO). Following treatment for burns and Despite their terrible experience, some of the survivors still manage a smile . In the words of Collie Loper Jr. , crew, some with flashlights, others 50 survivors that night with all hands one SIU member aboard the Overseas with life rings, was working to get as working from the time we arrived 'tit Alice: • 'The Overseas Alice, upon get­ many survivors rescued as possible. daybreak. The humanitarian efforts by all hands make me proud to say that ting an SOS from Subic Bay, P.I . , ' 'The rescue went smoothly with raced to the scene of the Asuncion the crew working together . . . The I am a merchant mariner and a member Cinco disaster, arriving at about 2 1 :30. ship was taking seas over the side. It of the SIU . . . It was dark. Voices were heard in the was impossible to put a [life] boat in water on both sides of the ship. The the water, but we were able to rescue exposure, the survivors of the An11tcio1r Cinco have time to rdlect on " The photos were taken by SIU mem­ ber David Locsin. their terrifying ordeal as the ship beads toward Subk Bay. Sharing Christmas in Seattle · i�i�-�,,...'i' Clans Schmunke removes candied yams from the oven. �- ./ Top left: Christmas Day was one of sharing at the Seattle Cathollc Seaman's Club Cbristmas Day dinner, as Seattle Fleld Rep Rieb Berkowitz and other SIU members volunteered to cook and se"e the meal Here, Berkowitz (r.) stands by the Christmas tree with Father Horrigan, dlndor or the CatboHc Seaman's Club. . Eltjoying the sumptuous meal are SIU memben Hector Felix, John Mitchell , David Kendrick, Jim Johan, Sam Torina, Bob "Chico" Leyva and Joe Graves, among Bottom left: otben. 48 I LOG I February 1 986 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1986 Description An account of the resource HEADLINES FAIR SHARE IS KEY IN NEW BEDFORD FISH STRIKE ADVANCE YOUR CAREER- SHIP T-AGOS IRANIANS BOARD, SEARCH APL’S PRESIDENT TAYLOR SUP RE-ELECTS ALL OFFICERS SIU FISHERMAN DEMAND END TO YEARS OF ABUSE FISHERMAN’S RIGHTS ARE STRIKE’S CENTRAL ISSUE MSC RELEASES IMPORTANT TAX INFORMATION ON W-2 FORMS NEW ADMINISTRATOR AT MSC RESTRUCTURING OF MILITARY U.S. SHIPS THREATENED TAYLOR BOARDING PUTS SIU FAMILIES UNDER STRESS 3 OF CREW SAVED IN SINKNG CROWLEY MARINE TUG SKIPPER DROWNS GEM STATE TRAINS CRANE OPERATORS ADMIRALS VISIT SCHOOL TRAINING AT SHLSS SUPPORTS NAVY SEALIFT NEEDS TOWBOAT ADVISORY BOARD MEETS AT SHLSS SEAFARERS CONTINUE TO TRAIN TO MEET MILITARY JOB CHALLENGES WITH THE SEALIFT OPERATIONS AND MAINTENANCE COURSE THE SEAFARERS SHIPHANDLING SIMULATOR PAUL HALL LIBRARY AND MARITIME MUSEUM MANPOWER THE NUCLEUS OF THE UNION INSTRUCTIONAL TELEVISION AT SHLSS SHLSS ADULT EDUCATION OPPORTUNITIES SHLSS CIMPUTER COURSE OUTREACH PROGRAM THE SIU IN WASHINGTON WASHINGTON REPORT PRESIDENT’S BUDGET AUTO CARRIERS CASH CARRY CARGO PREFERENCE MARITIME PROMOTION BILL STRIKE-UNION BUSTING AGAIN EDITORIALS DROZAK NAMED TO ANTI APARTHEID COMMISSION SIU HELPS THOSE IN NEED OVERSEARS ALICE SAVES 46 IN HEROIC RESCUE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 2 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3f953c7f6755bb76e02c33ec40ad74f3.pdf 635f9a8506d4516c19219f6775c2c791 PDF Text Text OfBclal Publication of the Seafarera lniernatlonal Union• Atlantic, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 48 No. Strike for Fair Share ���!�rs�,�ces SIU Fishermen Shut New Bedford Harbor -.... ••• , . �,- :.... . Even Ebenezer Scrooge couldn't "self-employed," the boat owners were come up with a more depressing sce­ able to get the fishermen working for them to assume the full cost of their nario. Faced with the prospect of a wage cutback in excess of 20 percent, New Bedford fishermen called for a strike. Two days after Christmas, at a ._ a1v1s1on · ··-'"'-- .. .,.�.. . · � &l l(•O January 1986 ·I MN Rover Plucks 63 From South China Sea own Social Security and unemployment taxes." The strike, called against the Sea­ _ time when most people are making food last minute plans for New Year's, 600 represents 32 boat owners, is costing of these newly organized SIU mem­ the city of New Bedford $ 1 million a Producers Association which bers were braving freezing weather on day. Both sides agree, however, that picket lines at 23 sites around Mas­ the strike was precipitated by wors­ sachusetts. \ 1 • • •• � .- ... . . , .. . ... .. , ,_ ,,, _ • • _� I ening conditions in the fishing indus­ At the same time, however, there try. It has been hard hit by heavily was a sense of purpose and solidarity. subsidized Canadian imports, insur­ "I don't like doing this any more than ance problems and a recent ruling by anyone else," said SIU fisherman Mark the World Court which declared that Preference Fight Ends When striking SIU fishermen in New Bedford put a stranglehold on the nation's busiest fishing harbor, the city's auction house (above) had to close its doors. Once the center of activity, the auction house has no fish to sell. Saunders to a Journal of Commerce the rich fishing banks of the St. George's reporter. "But there's a point to be made." are under Canadian jurisdiction. "People can only stand so much," said Jack Caffey, special assistant to The strike has temporarily alle­ viated one nagging problem. Fish the SIU president. "The New Bedford prices, which were at intolerably low levels, have risen dramatically in re­ fishermen had to accept a de facto cent days. cutback three years ago when the SIU fishermen, who make up about owners persuaded the union repre­ one-third of New Bedford's fishermen, senting the fishermen before the SIU do not receive a fixed salary, but are to accept a change in their employment status. By reclassifying fishermen as awarded a certain percentage of the (Continued on Page 32.) Inside: New Build and Charter Program Farm Bill Increases U.S. Ships' Share of P.L. 480 U.S.-flag ships will begin carrying IO percent more P.L. 480 cargo this ing to give up preference rights to so­ called commercial export programs, year, and by 1 988 SIU and other Amer­ ican ships will haul 75 percent of those shipments under the provisions of the even though a federal court had ruled in favor of the Union's claim to pref­ erence requirements on those pro­ new, five-year, $ 1 60 billion farm bill. President Reagan signed the bill late grams. last month. Each house passed its version of a farm bill in early December. The Sen­ The approval of the farm bill sig­ ate bill contained the Union-backed naled the end of one of the most brutal compromise. The House version maintained cargo preference regula­ and long fights over the cargo prefer­ ence issue in decades. It also showed tions at the 50 percent level, but it did what two groups who were initially not directly address the controversial opposed to each other can accomplish issue of commercial cargoes. through tough but reasonable negoti­ ations. The cargo preference compromise, Prior to the House/Senate confer­ ence, the House Merchant Marine Subcommittee held a hearing where Pages a small part of the massive farm bill, opponents of the compromise had one SIU Crews Float-On/Float-Off last chance to try to scuttle the agree­ Pages increases the share of cargo for Amer­ ican ships from 50 to 75 percent on a partment of Agriculture, the Navy, Overseas Alice Rescues 47 Page 4 1 0- 10-5 percent timetable during the next three years. Up to the last stages of the farm bill's passage, the administration and many large and powerful agri-business groups continued their attacks on the compromise. The fighting continued despite compromise supporters agree- A Look Back at 1985 Pensioner Housing At Piney Point Pages 11-24 Pages2 ment. Representatives from the De­ the Agency for International Devel­ opment and Marad spoke out against the compromise. They were joined in their attacks by the North American Grain Export Association, Millers Na- (Continued on Page 3.) �President's Report by Frank Drozak W E aid We are continuing to develop new shipments would not harm the econ­ omy of their farming constituents. of federally-supported training and upgrading programs for start the New Year facing a our Union even better for our mem­ school. proved our claims processing systems, trained crews. And the maritime unions, * and still newer improvements are being themselves, are unable to put together a unified program for survival and growth. That's a tough assessment of where Five years ago, the Reagan admin­ istration began with a promise to de­ sign a maritime program that would revitalize our badly ailing industry. That isn't bad. If you take a good That hasn't happened. Instead, we look at what's happening in this in­ have had to spend four years expend­ dustry, and especially what's happen­ ing much time and energy in the leg­ islative halls of Congress just holding ing with the other unlicensed unions, we have done quite well. But, it didn't on to what we already had. We had just happen. We have these jobs be­ to beat back those who would take cause we have developed the kind of from the holds of U.S.-flag ships those training programs that can prepare our cargoes that are keeping what's left of membership for new opportunities, and our nation's merchant marine afloat. because our membership is responding There were serious attempts to give to these new job opportunities by be­ away Alaskan oil which would have . coming qualified for them through the been diverted to foreign-flag super­ tankers. We fought a long and grueling Seafarers' training programs. * battle with the powerful farm lobby to protect the legislated right of the U.S. * * put into· place. We have set up a So, you can see that although we are faced with many problems as we begin this year, we are also in a place on their pensions. Beginning this month, we have a new program to provide I believe it's an honest and accurate picture. * program for those members who want the option to get a lump-sum buyout we stand as this new year begins, but housing for our pensioners at our fa­ of opportunity. I believe that if we continue to communicate with each other, and work together, we will con­ cilities in Piney Point. Also this month, we begin a program to help those of that most concern us as a Union: job our members who have a problem with security, our health and welfare, and drug addiction. our continuing education. tinue to make progress in those areas * There are some bright spots as we begin 1986. I think that Congress is finally convinced that something has to be done to encourage trade to pre­ vent the total erosion of America's industrial base. I think Congress is also finally becoming convinced that America's maritime industry needs to be a viable component of this nation's * trade policy for reasons having to do As.we go into 1986, the biggest game in town is military work. In the past year we were able to secure 35 military support vessels. This year degree granting program at our During the past year we have im­ of maritime unions to provide fully­ * We are continuing to plan and work toward our goal of having a full four­ b.ers and their families. placing increasing strains on the ability * bers in the field of nautical sciences. a number of new programs to make tary vessel contract proposals are the jobs of hundreds of our members. school is now fully accredited to grant two-year college degrees to our mem­ doing too badly, and we are developing together a consistent maritime pro­ gram. Manning requirements in mili­ support of our membership, we were And, I am proud to announce that our for us. As an organization we aren't of an administration that cannot put able to win these battles and preserve from our members and their depend­ ents for college scholarship programs. * of both a challenge and an opportunity industry is awash in the confused seas Because we did our tromework: and showed up every day, and had the * Finally, I see this new year as one number of serious problems. Our goes. our members. Our scholarship com­ mittee· is presently taking applications * merchant marine to carry foreign car­ foreign with our economy and our national defense. In the past four years we have de­ brought our veloped meaningful dialogues with membership 680 jobs which helped to offset the job losses we suffered as members of Congress of both political parties. We have done this through many of our commercial vessels were our members' continued support of laid up or scrapped because there was SPAD, and through our ability to rea­ no cargo for them. By June of this son and our willingness to compro­ year, we figure to be manning 45 mil­ itary ships with a total of 850 good mise. It was by no accident that we jobs for this membership. many farm states that the continua tion were able to convince legislators from Just before Christmas, SIU members were in Los Angeles walking picket lines and carrying signs in support of 22,000 UFCW and Teamster meat cutters on strike in Southern California against major California supermarket chains. Above, SIU members posed with Maritime Port Council affiliates during a loud raUy in McArthur Park where 2,000 turned out to protest lock-outs and an impasse in negotiations. Negotiations had stalled six weeks earlier, when management refused to back away from its subcontracting and two-tier leaving grocery workers no choice but to vote to strike. wage proposals Official Publication of the Seafarers International Union of North America, Aliantlc, Gutt, lakes and Inland Waters District, AFL.CIO Januaiy 1986 Vol. 48. No. 1 . Executive Board Frank Drozak President Ed Turner Joe DIGlorglo Executive Vice President Secretary Angus "Red" Campbell Vice President Charles Svenson Editor Joe Sacco Vice President Mike Hall Managing Editor Deborah Greene Max Hall Associate Editor Associate Editor Rey Bourdlua Assistant Editor 2 I LOG I January 1 986 Lynnette Marshall Assistant Editor/Photos Mike Sacco Vice President George McCartney Vice President I -'�..q; ' ..... Leon Hall Vice President Roy A. Mercer Vice President " '... • � i 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. 20790-999 8 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �Funds Appropriated But Not Authorized BUILD AND CHARTER PROGRAM PART OF 1986 SPENDING BILL For the first time since the Reagan administration took office, Congress has passed and the president has signed legislation which approp riates $852 million for ship construction in a build and charter program. There is only one hitch. The money has been appropriated, but Congress has not authorized the spending of any of the funds. The money, named the Maritime Fund, is part of a joint House/Senate resolution which is an omnibus $368 billion spending bill for fiscal 1986. The fund is "patterned after Presi­ dent Eisenhower's mariner program to construct ships for commercial op­ eration which may be used for military sealift," the conference report said. If the money is authorized , experts estimate that some 10 to 12 ships could be built with the $852 million. It is similar to a bill introduced in Novem­ ber by Sen. Ted Stevens (R-Alaska). The Navy would determine what type of ships would be needed, such as RO/ RO's, crane ship s , tankers or troop­ ships and then designate a builder and an operator, all based on competitive bidding. "This is certainly a step in the right direction. It's the first infusion of ship building money by the government in more than five years. But we're going to have to wait and see how this whole thing shakes out," SIU President Frank Drozak said. Normally Congress will authorize a certain program and then in separate action it will appropriate money for SIU Crews Float-On/Float-Off Ship ­ the program . . This time the action is reversed, but both steps are needed before a penny can be spent. Members of the House/Senate con­ ference which developed the fund said in a report that they hope to begin the program as "soon as possible after authorization is enacted . " I n addition, $228 million was set aside in another resolution to re-engine and modernize ships the Navy might buy for it s Strategic Sealift Program. Any revenues from the build and charter program would be returned to the Maritime Fund so it c oul d maintain itself or grow. SHLSS Wins OK for 2Year College Degree In November of 1985, the Seafarers Harry Lundeberg School of Seaman­ ship wa s approved as a two-year de­ gree granting institution by the Mary­ land State Board for Higher Education. The school now has the authority to award associate in arts degrees in Nautical Science Technology and Ma­ rine Engineering Technology. The approval for the SHLSS marks the end of a two-year process in which SHLSS worked with the Maryland State Board for Higher Education and Dr. David Sumler, coordinator for Collegiate Approval and Evaluation. In order to achieve degree granting status, SHLSS had to meet all require­ ments of the state of Maryland for two-year colleges. The process of the state's judging of the school included evaluation team visits by respected educators. The evaluators examined all aspects of the school's operations including administration, curriculum, faculty, finances, admissions and fa­ cilities. The degree programs are designed to provide the members of the SIU with the opportunity to earn a two­ year college degree in their occupa­ tional area and to provide a solid academic background in the sciences, arts and humanities. Earning degree granting approval from the Maryland State Board for Higher Education is a big step for SHLSS. The approval from the state confirms that the school is providing top quality educational experiences and instruction to the members of the SIU. It proves that Whats a FO/FO? the SIU and the SHLSS are committed and able to provide highly trained workers in the maritime field. How­ ever, the new degree granting program will provide more than occupational training to the members of the SIU; it will provide solid academic training in such areas as English, math, physics, engineering principles, social sci­ ences, physical sciences and humani­ ties. The new college program is de­ signed to provide the flexibility that Seafarers need to achieve a higher education.Unlike traditional semester systems that most colleges have, the SHLSS degree program will be de­ signed to meet the needs of Seafarers who are not always able to attend school for whole semesters at a time. The SHLSS program will offer courses three or four times per year for six to JO-week periods. Members will be al­ lowed to come back to school for college courses just as they do for upgrading courses.Members who wish to earn their degree will come to SHLSS and work on a sequence of two to four courses over a six to 10-week period. The college program will work just like upgrading, but instead of taking a vocational class, the student will be enrolled in the college program. The first sequence of college courses to be offered will be English 101: Compo­ sition and Rhetoric; MTH 108: Intro­ duction to College Mathematics, and either MET 221: Engineering Princi­ ples I (for engine department majors) or PHS 101: General Physical Science One of the more unusual ships afloat is the Cormo­ rant (Pacific Gulf Marine). It is a semi-submersible or float-on/float-off ship. It can carry four Army tugs plus other equipment. When a tug or other vessel is brought aboard, the Cormorant ballasts down until six to 20 feet of water cover the work deck, and the ships are floated on and secured. Then it de-ballasts and the vessels can be stored or even repaired onboard. The Cormorant is sta­ tioned in Diego Garcia. It is 739.1 feet long, 40,685 GWT, has a 135-foot beam and 19,700 horsepower. It carries an unlicensed crew of 11. SIU-Backed Farm Bill Signed tional Federation and other agri-busi­ ness groups. The SIU, the Transportation Insti­ tute, the Council of American Flag Operators, Joint Maritime Congress and MIRID strongly supported the bill. Several farm groups including the National Com Growers Association, National Association of Wheat Grow­ ers, National Cotton Council, the Rice Millers' Association and the National Council of Farm Cooperatives also backed the compromise. "The group of people outside the maritime industry who agreed with the compromise shows that it must be a fair way of solving a very tough issue," said SIU President Frank Drozak. During the House/Senate confer­ ence, the SIU-backed compromise emerged as the bill's cargo preference provision. It passed the House on a 325-96 vote and the Senate by a 5538 margin. "A productive and healthy agricul­ ture industry and a strong and active United States maritime industry are vitally important to the economic well- being and national security objectives of our nation . . . Both industries must compete in an international market increasingly dominated by foreign trade barriers and the subsidization of for­ eign governments . . . Increased ag­ ricultural exports and the utilization of United States merchant vessels con­ tribute positively to the United States balance of trade and generate employ­ ment opportunities in the United States . ..The purpose [of the bill] is to stimulate and promote both the agricultural and maritime industries of the United States and encourage co­ operative efforts by both industries to address their common problems," the conference report said. Along with the increased share of government cargo, the bill also calls for a minimum tonnage requirement for the cargoes, a 'snap-back' provi­ sion to original cargo preference law should funding for the program be terminated at a future date, a mecha­ nism to protect against freight rate inflation and a national advisory com­ mission on agricultural export trans­ portation to begin work this year. I (for deck department members). These new courses will begin in the early spring around the beginning of March and are the first sequence of courses needed for the new college degrees. The first sequence of three courses will run for six weeks. Any members interested in starting the col­ lege program or having any questions about it can contact the Admissions Office or Tracy Aumann at the Sea­ farers Harry Lundeberg School of Sea­ manship, Piney Point, Md. 20674.This is the time for members to get in on the ground floor of this new and ex­ citing educational opportunity. Watch your LOG for more stories and infor­ mation about the process. (Continued from Page 1.) January 1 986 I LOG I 3 �USAF, Navy Choppers Pick Up 81 Others Overseas Alice Crew Saves 46 in Heroic Rescue SUBIC BAY, P.1.-Seven U.S. Navy 7th Fleet helicopters from here, two of the U.S. 13th Air Force of Clark Air Base, Manila and the crew of the MSC's SIU-manned Overseas Alice (Maritime Overseas) rescued 127 of the 175-passenger and crew from the Asuncion Cinco. The Cinco, a 15-year-old, 250 dwt, inter-island Filipino ferry boat, sank on Dec. 18, nearly 200 miles south of here in the Mindoro Strait, South China Sea. The ferry was enroute from Tay­ tay, Western Palawan Is. to Manila. The rescue operation was sparked by an S-0-S from a passing merchant vessel which saved three survivors in the water. Five Navy Patrol Squadron 22 search-and-rescue planes and chop­ pers and two Fleet Squadron 5 Sea King choppers and the Overseas Alice in the South China Sea were dis­ patched to the sinking ferry at 4 p.m. Dec. 18. Squadron 5 aircrews spotted and picked up out of the sea eight drifting seamen off Palawan Is. at about 5 p.m. Later it was learned that they had been cast into the sea off the ferry in a small boat which was broken up in heavy seas. Then the Navy chopper crews picked up more survivors from the sunken ferry, flying them to the U.S. Naval Hospital in Subic Bay and the Olon­ gapo City (P.I.) Hospital for treatment for exposure. The Overseas Alice reached the dis­ aster area at about 9:30 p.m., rescuing about 50 survivors in heavy seas in the dark pre-dawn hours of Dec. 19. At first light on Dec. 19, two Navy and two Air Force Jolly Green Giant search-ana-rescue choppers were sent to the scene where they plucked l 0 survivors out of the water and re­ covered five bodies. They later ferried 23 of the survivors to Manila from the deck of the Overseas Alice where a Navy doctor and medical team were attending the survivors. The next day the Overseas Alice delivered 46 survivors and seven dead to the port of Subic Bay. Earlier the crew had spread the blanket, collect­ ing $550 for the survivors, giving each one 200 pesos. Survivor Analilibet Acar was given 375 pesos. Six of his family of eight survived the sinking. Between the crew and the ship's slop chest, they were able to clothe most of the survivors, and U.S. Navy chaplain aboard gave more clothes to completely clothe all survivors. Last summer the Overseas Alice picked up more than a dozen refugee boatpeople out of the cruel sea and put them ashore in the Philippines. In 1969 the tanker plucked out of the storm-tossed Pacific Ocean a downed De Havilland Dove airplane ferry pi­ lot, Warren Bullock, 47, enroute from 4 I LOG I January 1 986 This was the second at-sea rescue in six months for the Overseas Alice. Watch for next month's LOG and pictures of the rescue taken by a crewmember aboard the Overseas Alice. Hawaii to Southern California when he had engine trouble 85 miles off the coastline. Also, last May 4 the generous Over­ seas Alice crewmembers donated baseball uniforms, gloves, bats, balls and other baseball equipment to the Cavite City, P.I. Little League base­ ball team. The heroic rescue crew of the Over­ seas Alice was Capt. Richard Trippe and his officers, Bosun Steven Cope­ land, Chief Steward Collie Loper, who gave some of the Little League base­ ball equipment, Chief Pumpman and QMED Steven Bower, Chief Cook Edward P. Herrera, ABs Richard G. Buchanan, William Rawluk, William A. Cruickshank, Leonard R. Wright, Oscar A. Martinez, Rudolfo Aso­ pardo, OSs Hugh A. Wooten and Har­ old L. Loew, Steward Assts. Jaber A. Ali and Reynaldo Rodriguez, OMUs David G. Locsin Jr., Roger J. Hark­ leroad and Kenneth I. Harder and Wiper Renaldo V. Rosette. Just before Christmas Day, the Navy and Maritime Overseas sent congrat­ ulatory messages to the Overseas Al­ ice crew: "The pivotal role played by the Overseas Alice in her second at-sea rescue in six months is noted with pleasure. Your action in the rescue of a large number of survivors from the Philippine ferry epitomizes the Amer­ ican merchant mariner's dedication to humanitarian causes. "The compassion, endurance and bravery you displayed during the re­ cent rescue at sea have won admira­ tion PACOM-wide. No one could have performed more professionally. Well done, COMSAC, Washington, D.C." "To Master, Officers and Crew: "On behalf of your vessel owners and the management and staff of the Maritime Overseas Corp., please ac­ cept a resounding 'well done' for all hands in their successful rescue of 50 survivors from the sinking ferry Asun­ cion Cinco on Dec. 18-19, 1985. Your timely response and the action of your crew exemplifies professionalism and the highest skill of seamanship within the finest tradition of the sea. The humanitarian efforts by all hands re­ flects the concern of the merchant mariner for the safety and protection of life at sea at all times. It is reassuring to know that during these changing times in our world, the American sea­ farer is ready, willing and able to serve. We are proud of all of you. Maritime Overseas Corp." Kings Point Honors Apex Marine Chief Capt. Leo V. Berger, head of the SIU-manned Apex Marine (Avon Steamship), has been named winner of the 1985 Alumnus of the Year Award of the U.S. Merchant Marine Acad­ emy Alumni Assn., at Kings Point, N.Y. Capt. Berger graduated from the academy in 1943. Award winners are picked for their career achievements and their support of the school. James Allan Golder, 61, Dies on New Year's Day; Burial in Piney Point James "Jim" Allan Golder, 61, died Steward Golder sailed the seven of heart failure in Vassar Hospital, seas and experienced a fire aboard Poughkeepsie, N.Y. on New Year's ship in the engine room on the SS Day. Brother Golder joined the SIU in 1943 in the port of Norfolk and last sailed as a recertified chief steward. He graduated from the Union's Recertified Chief Stewards Program in 1979. Seafarer Golder hit the bricks in the 1946 General Maritime beef, the 1947 Isthmian strike, the 1948 Wall St. beef and the 1965 District Council 37 strike in which he served as a picket captain. In 1955 he was a patrolman in the port of New York helping organize the Atlantic Steamship Co. From November 1969 to July 1970, Jim Golder served on the SIU Pension Study Committee, and also Union Contract Negotiating Committees, Financial Tallying Committees and was a delegate to the April 1984 Deep Sea Crews Conference at the SHLSS, Piney Point, Md. Jim also wrote articles for the LOG. Notre Dame in 1975 . On and off from 1968 to 1977, he sailed for Construc­ tion Aggregates de Venezuela, Mara- caibo aboard the dredges Sand Cap­ tain and Ezra Zensibar. He also worked as a port steward for them in Vene­ zuela. From 1971_72 he was on the Sea-. Land Shoregang, Port Elizabeth, N.J. In 1980 he rode the LNG El Paso Paul Kayser, and in 1981-82 he was aboard the LNG Virgo (Energy Transporta­ tion). Jim was born in Woodbine, Iowa and was a resident of Pleasant Valley, N.Y. Cremation took place in Pough­ keepsie after funeral services at home. Burial was in the Piney Point Ceme­ tery. Surviving are his brother, Keith of Sydney, Neb. and two sisters, Evelyn Eggleton of Bird Is., Minn. and Marjorie Fewell of Lincoln, Calif. �tug/tow barge/dredge , .. i Most Grain Barges, Towboats Escape Winter's First Freeze More than 200 grain barges and 37 towboats escaped the winter freeze in mid-December on the Lower Missis­ sippi River despite unseasonably cold temperatures and an earlier than usual deep freeze. On the Upper Mississippi, however, north of Guttenburg, Iowa to above Winona, Min�.. 147 barges and 15 towboats will remain tied up until springtime because they can't pass through the thick ice there. As of Dec. 16, only about 20 barges remained in the Mississippi River sec­ tion running from Guttenburg south to Hannibal, Mo., according to the U.S. Army Corps of Engineers. Normally, the northern part of the Mississippi near Minneapolis-St. Paul, Minn. freezes in early December so barge companies try to leave the area by Thanksgiving Day. But last year heavy ice developed on the river around Nov. 27 and has been thickening ever since, catching the operators by sur­ prise, "This was the earliest icing that anybody in the industry can recall," reported a Minnesota Department of Transportation official. "We had a dozen straight days of single-digit tem­ peratures," creating a thick sheet of ice making navigation impossible. So when grain traffic soared toward the end of the season, it led many barge companies to stay until early December to get one last grain cargo. "After a very slow year, there was a feeling late in the season among grain owners to get the grain out before off-season carrying charges came into effect. That pushed barge rates up and then a lot of barge tonnage was at­ tracted," said one owner. The cold spell that caused the early freeze developed gradually so most operators on the Upper Mississippi were able to tie up their equipment at river ports such as Winona, Minn. and Alma, Wis. In 1983, a severe December freeze trapped barges in river channels before the companies had a chance to navi­ gate to terminals. This year's tie-up is less serious, they said. Orgulf Boatmen Get 30-30 Before their new contract went into effect Jan. 1, 1986, Boatmen employed by Orgulf could never be certain of their work schedules, even though their previous contract spelled out a 30-day work shift with 15 days off inbetween. The problem, according to St. Louis Port Agent Mike Dagon, was that it was almost impossible to juggle the two varying time slots. When a Boat­ man was ready to work, the worker he should have replaced was not nec­ essarily at the end of his 30 days and ready to leave the vessel. All that was changed with the latest contract covering Orgulf Boatmen. Circumstances played a large part in determining the revision when Mid­ land Industries purchased Heartland Transportation last year. With the ac­ quisition, Orgulf, a subsidiary of Mid­ land, absorbed Heartland Transpor­ tation, ending the Heartland contract. And Orgulf became the first inland company with SIU members to insti­ tute a 30-30 schedule. "It was something SIU members had asked for in their last contract," said Dagon. "I really don't expect to hear any complaints from our mem­ bers," he said. SONAT on AFL's Unfair List In December the AFL-CIO placed SONAT Marine, Inc. on the list it keeps of companies who have engaged in unfair treatment of union workers. It is circulating the resolution it passed against the company to small and large labor union locals, labor publications and labor councils throughout the na­ tion. The AFL-CIO stopped short of add­ ing SONAT to its boycott list because its services are sold to companies and not readily available to consumers over the counter, said a spokesman from the union labels department of the AFL-CIO. The AFL-CIO action comes after SONAT excluded several categories of tugboat workers from contract ne­ gotiations. While the issue makes its way through the courts, captains, mates and barge captains who were reclassified as ''supervisors'' have been working without a union contract. Many live with the fear that without a union contract they could be fired without cause. Medical benefits and pensions, a structure for entering grievances and the safety protections provided by their membership in the SIU have been lost by the workers. Negotiations between the SIU and SONAT for the IOT fleet are contin­ uing, and dates for talks concerning the Mariner fleet may be set soon. Last U.S. T-2 Tanker To Be a Grain Barge The last U.S. T-2 oil tanker built will be converted into a 17,000-dwt Mississippi River hopper grain barge. The tanker Lompoc (Union Oil) in layup three years in Portland, Ore., was sold to American Gulf Shipping of the port of New Orleans and will be towed there. She was built in 1945 at Henry Kaiser's Portland Shipyard and christened the Jordan Valley. Her new name will be the American Gulf V. Duluth Ends Sailing Season Dec. 20 The port of Duluth, Minn. ended its shipping season on Dec.20, loading a ship with donated bagged wheat and powdered milk cargo for the Sudan from the Minneapolis Coalition for African Famine Relief. Earlier in the week, five ships were to load grain cargo and another scrap iron in the port. The last Laker to exit the Sault Ste. Marie (Mich. ) Locks was on Dec. 26. More Jobs on James River Towing More jobs for Boatmen in the port of Norfolk with the James River Towing Co. (Curtis Bay) were available this month with the company operating a couple of towboats to haul coal barges up to a Richmond, Va. powerplant. 4 Crescent Towing Harbor Tugs at Savannah Four Crescent Towing harbor tugs from the port of New Orleans will be doing docking work in Savannah, Ga. t�is month. Mississippi Queen Hit by Tug Late last month, the $ 15.5 million sternwheeler Mississippi Queen (Delta Queen Steamboat Co.) was in the Avondale Shipyard in New Orleans to repair a 3-foot by 15-foot gash in her bow after colliding with a tugboat on the Mississippi River near Donaldsonville, La. The Queen's captain beached the steamboat carrying 272 passengers and 159 crew on a sandbar following the Dec. 12 midstream crash at about 5:30 p.m. The tug, Crimson Glory (Agri Trans), was undamaged with 25 barges in tow. Three persons aboard the Queen were treated for minor ailments while one of her crewmen was picked up out of the river by a passing tug. January 1 986 I LOG I 5 �In Memoriam Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they Pensioner Claude Andrus, 83, passed away on Dec. 5, 1985. Brother Andrus joined the Union in Port Arthur, Texas in 1964. He sailed as a tug captain for Slade Towing from 1945 to 1968. Born in Hayes, La., he was a resident of Sulphur, La. Surviving are his widow, Clara Emma and a son-in-law, Clifford Kenney. can consult Is being published. The member need not choose the recom­ mended attorneys and this llst Is In­ tended only for informational pur­ poses: NEW YORK, NEW YORK Schulman & Altman 84 William Street, Suite 1501 New York, New York 10038 Tele.# (212) 422-7900 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 Pensioner Floyd Lamkin Turner, 77, succumbed to heart failure at home in Hobe Sound, Fla. on Dec. l, 1985. Brother Turner joined the Union in 1943 in the port of Philadelphia. He sailed as a deckhand and mate for Taylor and Anderson, the Independ­ ent Towing Co. from 1939 to 1940, the Sheridan Transportation Co. aboard the tug Ann Sheridan in 1942.He also sailed as a captain and harbor pilot for Curtis Bay Towing from 1943 to 1969. Boatman Turner was born in Mary­ land. Cremation took place in the Wal- CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street The King's Challenger was in Honolulu in November, refueling for a deepsea run to Wake Island .. (Photo by Patrolman Danny Keao) Chicago, Ill. 60603 Tele.# (312) 263-6330 lace and White Crematory, Stuart, Fla. Surviving are two daughters, He­ lene Blom of Cedarbrook, N.J. and Joyce Patmore of Philadelphia. 196 1 sailing as a cook for the R.K. Davis Transportation Co. from 1946 to 1970 and for Allied Towing from 1970 to 1974. He was a veteran of the U.S. Army before World War II. Boat­ man Parker was born in Hertford, N.C. and was a resident of Norfolk. Surviving is a sister, Ethel Parsons of Norfolk. ;t Pensioner Lewis Parker, 78, passed away on Oct. 3 1. Brother Parker joined the Union in the port of Baltimore in DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele.# (313) 532·1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele.# (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele.# (713) 659-4455 & Tele.# (813) 879·9842 Dispatchers Report for Inland Waters DEC . 1-31, 1985 *TOTAL REGISTERED All Groups Class A Class B Class C Gloucester ................ . New York ..... .. . . . ..... . Philadelphia ............................. Baltimore ....................... . ·Norfolk ................................ . Mobile ...... .......................... . New Orleans ...................... . Jacksonville .......... . San Francisco ........................... Wilmington ............................ . Seattle . . . . . . . . . . . . . . . . . . . . . . . • . . Puerto Rico ............................. Houston ................... ............. Algonac ............................... . St. Louis ............................. . Piney Point ............................ . Totals ................................. . 0 0 13 12 65 0 4 4 0 4 0 0 5 20 1 0 0 0 3 0 18 0 4 3 0 2 0 0 2 8 1 0 118 41 0 0 0 1 9 0 0 0 0 0 0 5 0 0 10 1 0 0 1 17 0 14 0 0 0 0 2 0 45 Port . Jacksonville ............................. San F ranci sco . . . . . . . . . . . . . . . . . .. Wilmington ............................ . Seattle ................................. Puerto Rico ............................ . Houston ............................... . Algonac ............................... . St. Louis .............................. . Piney Point ............................ . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 12 53 2 2 2 0 0 0 0 3 3 2 0 82 1 2 0 0 0 0 0 1 10 0 0 24 0 0 0 0 0 0 7 0 0 12 0 0 0 0 0 0 0 0 0 7 1 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 Port Gloucester .............................. New York .............................. . Philadelphia ............................. . Baltimore .............................. . Norfolk ................................ . Mobile ................................ . New Orleans ........................... . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . • . San Francisco ........................... Wilmington ............................ . Seattle ................................ . Puerto Rico ............................ . Houston ............................... . Algonac .......................... . St. Louis ............................... Piney Point ............................ . Totals................................. . Totals All Departments. . . . . . . . . . . . . . . . . . . . •• 0 0 0 0 1 0 12 1 0 0 0 0 0 0 1 2 0 0 17 1 11 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 2 0 0 3 12 68 3 17 6 0 0 1 0 20 3 7 6 0 0 12 1 0 0 5 16 11 0 163 20 1 0 26 0 10 0 0 0 0 10 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 9 0 3 0 0 1 0 0 7 35 0 3 0 0 3 64 65 0 0 0 0 12 0 0 0 0 0 0 2 0 0 0 0 0 0 12 0 0 0 0 0 0 1 0 0 0 9 6 5 0 0 2 0 0 0 3 7 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 7 0 0 0 0 0 0 0 1 1 1 0 30 17 13 10 172 70 59 103 2 21 "Registered on the Beach" means the total number of men registered at the port at the end of last month. Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele.# (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 36602 Tele.# (205) 433-4904 NEW ORLEANS, LA. Gardner, Robein & Healy 2540 Severn Avenue, Suite 400 Metairie, La. 70002 Tele.# (504) 885-9994 NORFOLK, VA. 0 0 0 0 0 0 0 0 0 1 0 3 0 0 0 0 0 2 33 0 0 0 0 4 0 0 0 0 0 1 12 0 0 1 48 17 0 0 2 0 0 0 1 4 0 0 0 0 0 0 0 1 0 0 0 0 10 0 0 0 0 0 7 2 0 2 0 0 1 8 1 0 0 0 51 1 0 0 0 0 1 8 0 0 Peter K. Babalas & Associates, P.C. Suite 700 Atlantic National Bank Bldg. 415 Saint Paul's Boulevard 0 Norfolk, Va. 23510 Tele. # (804) 622-3100 3 1 PHILADELPHIA, PA. Kirschner, Walters, Willig, 0 0 0 1 0 0 0 0 0 0 4 STEWARD DEPARTMENT "Total Registered" means the number of men who actually registered for shipping at the port last month. 6 I LOG I January 1 986 0 0 1 0 0 0 0 12 0 0 0 0 0 0 ENGINE DEPARTMENT Gloucester ............................. . New York . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . Philadelphia ............................ . Baltimore ............................... Norfolk ................................ . Mobile ................................ . • **REGISTERED ON BEACH All Groups Class C Class A Class B DECK DEPARTMENT Port New Orleans .......................... TOTAL SHIPPED All Groups Class A Class B Class C LOS ANGELES, CALIF. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 0 0 2 0 0 1 4 9 0 0 0 0 0 0 0 0 8 31 61 14 25 242 142 83 Weinberg & Dempsey 1429 Walnut Street Suite 110 Philadelphia, Pa. 19102 Tele.# (215) 569-8900 ST. LOUIS, MO. Gruenberg, Sounders & Levine Suite 905-Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele.# (314) 231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, Calif. 94104 Tele.# (415) 981-4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker 201 Elliott Avenue West, Suite 500 Seattle, Wash. 98119 Tele.# (206) 285-3610 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (813) 879-9842 �New Pensioners Charles M . Curtis, 62,joined the Union in the port of Jack­ sonville in 1975. He 1 sailed as a cook for Marine Crowley from 1978 to 1985. Brother Curtis was J born in Candler, N.C. and is a resident of Orange Park, Fla. Kenneth Alfred Davis, 60, joined the Norfolk SIU Rep Mike "M.P." Paladino (left) presents a first pension check of $1,000 to Chief Engineer William "Bill" Edward Diggs, 63, who sailed for the Virginia Pilots Assn. from 1952 to 1985. Brother Diggs joined the Union in 1966 and was a former member of MEBA, District 2. Union in the port of Philadelphia in 1960. He sailed as a mate, captain and chief en­ gineer for Gellethin Towing from 1950 to 1956 and rode the Christine E. (Marine Towing) from 1968 to 1977. Brother Davis began sailing in 1946. He is a veteran of the U.S. Navy during World War II. Boat­ man Davis was born in Showell, Md. and is a resident of Berlin, Md. He was born in Norwich, N.Y. and is a resident of White Marsh, Md. Tommy Ray Fillin­ gim, Sr., 55, joined the Union in 1947 in the port of Mobile. He sailed in both the deck and ste­ ward departments . Brother Fillingim hit - the bricks in the 1946 General Maritime beef. He was born in Alabama and is a resident of Chick­ asaw, Ala. John Quiney Joyner, 79, joined the Union in the port of Norfolk in 1982 sailing as an AB and captain. Brother Joyner was born in the Isle of Wight Cty., Va. and is a resident of Hamp­ ton, Va. Marble Ely Nel­ son, 62, joined the Floyd Frederick Deiss Sr., 6 1, joined the Union in the port of Baltimore in 1956 . He sailed as a deckhand and captain for the Curtis Bay Towing Co. in 1972. Brother Deiss is a veteran of the U . S. Navy dur�ng World War II. In the galley of the Calrice Transport are (I. to r.) Gentry Moore, SIU patrolman; Kaj Kristensen, SUP patrolman, and Stephen Akens, cook/steward. ......___ Union in 194 1 in the port of Mobile sail­ ing as a captain. Brother Nelson was born in Mobile and is a resident there. .___ SAFETY ON THE JOB Ca/rice in S. F. These photos of the Catrice Trans­ port were taken on a recent stopover in San Francisco Bay. The vessel has a crew of 19; the two men in the steward department, however, are the only SIU members. Now in layup in Puerto Rico, the Catrice Transport usually carries cargoes of rice and grain-sometimes sailing to Africa; most recently returning from the Phil­ ippine Islands. Russell Hawkins, steward utility The Calrice Transport, docked in San Francisco Bay. January 1 986 I LOG I 7 �Vice Presidents' Gulf Coast by V.P. Joe Sacco S eafarers in the Gulf Region are waiting for District Court Judge Morey Sears to hand down a decision on the sale of 14 National Marine tugs to Compass Marine Propulsion. The sale of these tugs is nothing more than a sham to break the SIU contract.As a result of this sale, more than 150 SIU Boatmen have lost their jobs. I am, however, extremely hopeful that the decision will be favorable. I firmly believe that 1986 can be a good year for seamen in this region, but only if we get a few decent breaks. Meanwhile, we keep plugging along. Our representatives are making sure that every piece of equipment gets serviced properly, which is difficult in the inland field since there often is no fixed position for a tug or barge. There is talk of reviving the U.S. passenger vessel industry in the Gulf area. That is why we are keeping track of the tax reform bill, which in its original form would have ended tax deductions for conventions held on­ board American-flag passenger ves­ sels.(See page 25.) In addition, we are opposed to at­ tempts on the part of the mayor of New Orleans to use foreign-flag ves­ sels in that city's much touted "Cruise to Nowhere" scheme. The economy of the Gulf region has been down recently as a result of a decline in oil prices.And talking about oil, the SIU supports the AFL-CIO's campaign against Shell Oil for its treat­ ment of black workers in South Africa. The AFL-CIO is urging all Union members who have Shell Oil credit cards to return them to the company. One more thing: I urge all Seafarers to make use of the facilities at Piney Point to upgrade their skills. I believe that education is the key to this Union's future. around a fairly sound high-tech and service economy, has been making gains in recent months against its com­ petitors on the East and West coasts. The other, the traditional pillars of the midwest region-agriculture and man­ ufacturing-unfortunately have not re­ gained their former strength. President Drozak has made the adoption of a national industrial policy one of this nation's top goals.Such a policy would go a long way in curing the ills that presently plague this re­ gion. The state of the maritime industry on the Great Lakes is tied to grain and steel, both of which declined last year. As reported in last month's column, the General Accounting Office (GAO) estimates that only 2.8 percent of all cargo carried on the Great Lakes is hauled by American-flag vessels.The Canadian maritime industry, which has received substantially more support than its American counterpart, rides high in this region. Still, the antiquated state of the St. Lawrence Seaway poses a problem for both the American and Canadian economies in the region. The SIU has consistently supported attempts to modernize the Great Lakes ports, in­ cluding this year' s port development plan, and such comprehensive ap­ proaches as the "Stange land Plan , " which was developed several years ago by Rep. Arlan Stangeland (R­ Minn . ), who sought to "winterize" Great Lakes ports . West Coast by V . P . George McCartney N ineteen eighty-six promises to be a busy year for the SIU. Seafarers in the port of Seattle are gearing up for a grassroots campaign. Later in the year, there will be impor­ tant local elections, especially in King County, Wash. We plan to continue our emphasis on training and education. Just this past month, we trained 17 more AB's in the port of Seattle. Great Lakes by V. P . Mike Sacco T he Great Lakes are quiet now, as they always are around this time of year. There seem to be two midwest re­ gions evolving. One, which centers 8 I LOG I January 1 986 Labor solidarity will continue to be emphasized. A number of local strikes that we were supporting through the California state federation were suc­ cessfully completed. In Seattle, we are trying to get group rates for members who want to attend the 1986 World's Fair in nearby Van­ couver. And we are meeting with the management at American Hawaii Cruises to get vacation discounts for our members who work onboard the SS Constitution and Independence. Overall, shipping remains fair on the West Coast.Things, however, are booming in Hawaii. The jobs gener­ ated by the two passenger vessels that this Union helped get redocumented and the military transportation vessels that we have signed up have re;lly improved the shipping picture out there. ister for their jobs by writing the steamship company and by keeping the SIU hall posted as to where they can be located. That's it for this month. As they say in Hawaii, Hauoli Makahiki Hou. Happy New Year. East Coast by V . P . Leon Hall I Government Services by V . P . Buck Merce� T he Circular A-76 Program has now come full circle with the 1 2 ocean­ ographic MSC ships being awarded to Lavino Shipping Co.of Philadelphia, Pa., which will operate them for the next three years. Three of the ships, the USNS Chauvenet, USNS Silas Bent and USNS DeSteiger, are from MSCPAC while nine are from the Atlantic Command. Reduction in force procedures are expected to follow immediately in the Atlantic area though not in the MSCPAC command.Marine employ­ ees who are temporarily hired are expected to be laid-off in order to bring down the marine manpower ceil­ mg. Lavino was able to take over this contract in large part because of the efforts of the SIU, who went to court to make sure that the provisions of the Service Contract Act applied.The bottom line is that SIU members in the MSC fleet will have a shot at more jobs and better wages. Lavino Shipping Co.bid $2.2 million more than the Marine Transport Line. The USNS Chauvenet is enroute to Japan where it will undergo a yard period. The USNS Silas Bent is in the shipyard in Subic Bay, P.1., and the USNS DeSteiger is also in a yard in Tacoma, Wash. Other MSCP AC ships scheduled to be contracted-out under the Circular A-76 Program include the USNS Ob­ servation Island, four tug boats: USNS Sioux, Catawba, Narragansett and Navajo, as well as the Myer, Mizar, Neptune and Zeus. With an additional nine ships from MSCP AC scheduled to go on the bid block, it is natural to assume that a reduction in force will take place sometime near the end of 1986. This will affect about 350 non-officer mar­ iners. As these events take place and as MSCPAC mariners are terminated from their employment, they should follow reduction in force procedures and reg- t was a busy Christmas and an even busier New Year's up and down the East Coast. On Dec. 27, fishermen in New Bed­ ford braved freezing weather by call­ ing a strike against fishing boat owners who had hoped to cut their wages by as much as 25 percent (see story page 1). In Philadelphia, negotiations were continuing between the SIU and SONAT Marine over the IOT contract which expired in August 1984. Both the Union and the company also have tentatively agreed to resume Mariner negotiations. Meanwhile, in Washington, the SIU was able to persuade the AFL-CIO to place SONAT Marine on its "Unfair List" for the high-handed way that the company has treated its employ­ ees, most specifically for its unilateral reclassification of captains, mates and barge captains as "supervisors." Shipping has been fair or worse in most East Coast ports, with the ex­ ception of Norfolk, which has gar­ nered a large share of the military vessels that are being contracted out by the Navy. These vessels are assuming an in­ creasingly important role in the job security of this membership. Two years ago, the LOG carried a story about the American Eagle, which provided sealift support during the American invasion of Grenada. At that time, 10 percent of all SIU jobs were generated by these military vessels. That figure has since risen to 30 per­ cent. Within the next few years, it is estimated that half of all jobs available to SIU members will be onboard these vessels. The Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. has played an important role in helping the SIU gain these jobs.It has constantly revised its curriculum to keep up with rapidly expanding fields. Meanwhile, in the corporate board­ rooms of New York, Sea-Land, one of this country's most progressive and profitable shipping lines, was trying to avert an unfriendly takeover. Numerous unions have joined with the SIU to oppose any takeover of Sea-Land, including the International Longshoremen's and Warehouse­ men's Union, the International Broth­ erhood of Teamsters, the Masters, Mates & Pilots, the International Longshoremen's Association, and even AFL-CIO President Lane Kirkland. �The U n ited States Army Trai ns Crane Instru ctors at S H LSS C rane o p e rat i o n req u i res a l ot of team work. M S G Ph i l l i p Lee d i sc u sses the next l i ft. The U . S . Army Transportation School at Fort Eustis, Virginia sent nine instructors to a one-week Crane Instructor's Course held at the Seafarers Harry Lundeberg School of Seamanship ( SHLSS) . The Lundeberg School is the only Maritime Institution offering Crane Instructor Training along with seven other courses which involve trarnrng relevant to Military Contracted Vessels and Personnel . The Army has the r e s p o n s i b i l i t y fo r m i l i t a r y operations o n board the T-AKR Ships , which are the SL- 7 conversion. All of these ships are equipped with Hagglund Cranes . The Army group received the training to prepare them for conducting their own courses when their Hagglund Crane is operational at Fort Eustis . Until that time SHLSS will work jointly with the Army to provide training in this very important program . M i l i tary cargo comes i n al l s hapes and s izes. S H LSS has exam p l e s of most of it to t ra i n w i t h . : .: :i j f -� SGT G a l e Vestal h as a c l ear v i e w of the cargo a n d vessel f ro m t h e cab of the H ag g l u n d c rane. I n structor Ed Boyer p re pares a co ntai n e r f o r a l i ft . Army Training Group First row (I. to r.) I nstructor Harry Alongi, Trainee Joseph Martyn, SGT Jeffrey L. Weakland, SSG Kermit D. Jones, SSG Gale A. Vestal, SFC Jessie Simon. Second row (I. to r.) SSG Rob i n Shackelford, M S G Ph i l l i p A. Lee, S S G Santiago Jose, Trainee Kevi n Luck, Upg rader Mart i n Fox, SFC McArthur Brown. The USNS A L GOL is o n e o f the Navy's c o n verted S L-7's . January 1 986 I LOG I 9 �Fi reman/Wat erten de r, O i ler Cou rse To be Offered i n March and Septembe r The course l e ading to of instruction endorsement as Fireman / Watertender, Oiler con­ sists of classroom instruction and practical training . Topics covered in the course include the parts of a Guard General Safety , Oiler and Watertender, Oiler course . All applicants for endorsement Fireman / Watertender tests. The eligibility requirements are as fireman / watertender and oiler must have discharges showing six as follows : All applicants for FOWT must months seatime as wiper . Any graduate of the Seafarers Harry have normal color vision. Lundeberg boiler, engine room equipment , All applicants for FOWT must fire fighting , safety procedures, have 20 I 100 vision in both eyes program 20 I 50 in the other eye . as wiper. e ngine room operating procedures , auxiliary equipment , watchstanding, and starting and securing course main prepares engines . This you for Coast corrected to 20 I 30 in one eye and School at Piney entry rating Point can qualify after three months seatime All applicants must pass a U . S . Coast Guard approved physical before entering the Fireman / The length of the course 1S eight weeks . Wayne Kinsey i nstalls a camshaft in a four cyli nder d iesel block. I n s t ructor B i l l Foley descri bes t he assembly of a boi ler gage g lass. L. to r. : I ns t ructor B i l l Foley, Wayne Ki nsey, Crescen c i o Suazo, Charles Spiel mann and Edwards Brooks. Bookwork i s a large part of t he FOWT course. S H LSS CO U RS E G RA D U AT E S Cook and Baker Steward Recertification First row (I. to r.): Revels A. Poovey, S.L. Amper, E . L. Johnson. Second row (I. to r.): Tobe Dansley Jr., Herlies Evans, Joe M i ller, C.F. Gardenh ire. Th i rd row (I. to r.): Alexander Reyer, Robert M. Kennedy, Virge Dixo n , G. Sivley. Marine Electronics L. to r. Alan Hansen, Ron Kll las, Jeff K i n sman, Cardel D u n n . L. to r. Gary Havri l l a (Instructor), M ichael Davalie, Henry Edwards, Gregory Linkous, Daryl Dani, Veronika Cardenas, Charles Gooch , Liz Showbrooks (Instructor), not pictured: Manuel Basas. /@;; lfi !:'1 ;; � 11ru�lt-..11:.. QMED Able Seamen First row (I. to r.): James Brady, Reggie R. Green, Larry Lee, Mercer V. Watkins, Robert Jones. Second row (I. to r.): John Hughes, James Petersen, Tiiiman Churchman, T. R. Benak, Louis Uleskl. Third row (I. to r.): Jim Brown (Instructor), Timothy G. Ward Sr., Rick Bumstead, Peter Victor, Daniel Ticer. Not pictured: Phil Knowls. 10 I LOG I January 1 986 Dlenl Engine First row (I. to r.): Clay P. Mitchell, G. Vides, Joe Scuterl, Mark Wiiiiamson, Laureano Perez, John Blegalskl. Second row (I. to r.): Chuck Jameson, Chris Benzenberg, Corbin Piper, James McGlnty, Edgar A. Nattlel Ill, Eric Malzkuhn (Instructor), John Walsh, CeifJ. Williams. Haywood Butler, Thomas Clark, Patrick Coppola, Martin Fox, David Hamilton, John Gener, Giiman Wiikins, Woodrow Hesllp, Reginald Hood, Michael Hurst, Worcester Johnson Gregorio Madera, Joseph Mlspagel, Wayne !.. Molter, l"'aul Olson, Santos Pastorlza, Laureano Perez, Corbin Piper, Joe Pomranlng, David Simmons, Harmando Salazer, Toney Smith, Cleveland Taylor, Wiley Yarber, Joannis Hatziyiannis. �1 986 U PG RA D I N G CO U RS E SC H E D U L E Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry The following is the current course schedule for the 1986 school year at the Seafarers Harry Lundebers School of Seamanship . For the membership 's convemence , the course schedule is separated into six categories: deck department courses ; engine department courses; steward department courses ; adult education courses; all department courses and recertification programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as possible. Although every effort will be made to fill the requests of the members , the classes are limited in size - so sign up early. The course schedule may change to reflect the membership 's needs . A three month updated course schedule will be included in every issue of the LOG. SIU Representatives in all ports will assist members in filling out the application. Deck Upgrad ing Cou rses Check-In Date Completion Date Li cense Mate (Th i rd U n l i m i ted M aster Mate Freight & Tow i n g) Jan uary 31 Aug ust 1 Apri l 1 1 October 1 0 Celesti al N avigation Apri l 1 1 October 1 0 M ay 1 6 N ovem ber 1 4 Towboat Operator Scholarsh i p M ay 23 J u ly 1 8 Lifeboat February 24 March 2 1 May 1 6 J u ly 1 1 Aug ust 8 October 1 0 October 3 1 M arch 7 Apri l 3 May 30 J u l y 25 Aug ust 22 October 23 N ovem ber 1 4 Able Seaman Apri l 4 J u l y 25 October 24 M ay 30 September 1 9 December 1 9 Radar Observer January 1 0 February 1 7 May 1 6 J u ly 1 8 November 1 4 January 24 February 28 M ay 30 J u ly 31 N ovem ber 28 S i m u lator M ay 2 July 1 8 N ovember 1 4 M ay 1 6 A u g ust 1 N ovem ber 28 Tankerman Apri l 1 8 July 1 1 October 3 May 2 J u l y 25 October 1 7 Radar Observer (Renewal) March 7 Apri l 4 J u ne 6 August 8 September 5 N ovem ber 7 December 5 M arch 1 4 Apri l 1 1 J u ne 1 3 August 1 5 Septe m ber 1 2 November 1 4 December 1 2 Course • Engine U pgrading Courses Completion Date Q M ED · Any Rat i n g Check-In Date September 1 9 December 1 1 T h i rd Assistant Engi neer Jan uary 24 Apri l 1 1 Automation May 23 J u ne 1 9 Marine Electrical Mai ntenance February 1 4 Aug ust 22 Apri l 1 0 October 30 Marine Electron i cs (LASH Crane) October 31 Decem ber 1 2 H ag g l u nd Crane Mai ntenance Janua Apri l 2 February 1 4 June 6 Refrigeration Systems Mai ntenance & Operations Jan uary 1 0 A u g u st 15 February 21 Septem ber 26 Refrigerated Containers Advanced Mai ntenance February 2 1 Septem ber 26 Apri l 4 N ovem ber 7 Diesel Engi neer - Reg u lar Apri l 4 N ovem ber 7 M ay 1 6 December 1 9 Diesel Scholars h i p Apri l 4 J u ne 1 3 Wel d i n g February 21 J u ne 27 N ovem ber 7 March 20 J u ly 24 December 5 Hydrau l ics J u ly 25 Aug ust 21 Course F i reman/Watertender & O i le r March 21 September 1 2 May 1 6 N ovem ber 6 Conveyormen Jan uary 24 February 20 For students who w i s h to apply for the G ED, ESL, or next year, the cou rses w i l l be six weeks i n length and ti mes: Jan u ary 24 M ay 2 Aug ust 1 October 3 1 Course �3 Steward U pgrad ing Co urses Check-In Date Completion Date Chief Cook Jan uary 8 March 1 9 J u ne 25 October 1 M arch 1 4 J un e 27 October 3 Jan . 9, 1 987 Cook & Baker Jan uary 29 M arch 1 9 May 7 J u n e 25 August 1 3 October 1 N ovem ber 1 9 M ay 9 J u n e 27 Aug ust 1 5 October 3 N ovem ber 21 Jan . 9, 1 987 Feb. 27, 1 98 7 Marc h 1 9 J une 25 October 1 J u ne 27 October 3 Jan. 9, 1 987 Course C h i ef Steward Recertification Programs Check-In Date Completion Date Steward Recerti ficati o n Apri l 28 Novem ber 3 June 2 December 8 Bosu n Recertificati o n March 3 September 2 April 7 October 6 Course Al l Rating Upgrad ing Courses Course Seal i ft Operations and Mai ntenance Check-In Date Completion Date January 1 0 February 7 March 7 May 2 June 6 J u ly 25 September 5 October 1 7 N ovember 1 4 February 7 March 7 April 4 M ay 30 July 3 Aug ust 22 October 3 November 1 4 December 1 2 Adul t Ed ucation Courses Completion Date Check-In Date A B E c l asses for offered at these M arch 8 J u ne 1 4 September 1 3 December 1 3 Seafarers who are app l y i n g for the u p g raders Lifeboat c lasses and who are either ESL or may need some work on basic ski l l s, may take the ESUA B E Lifeboat course t h ree weeks prior to the sched u led Li feboat c lass. These c l asses w i l l be offered: M arch 21 February 28 July 1 8 J u ne 27 October 1 0 September 1 9 The Developmental Studies Class (DVS) w i l l be offered one week p ri o r t o some of the u p g rad i ng c lasses. They w i l l b e offered a s fo l l ows: Th i rd Engi neer Conveyorman FOWT Di esel Reg u lar Able-Bod ied Seaman Towboat Operator Scholars h i p Automation Able-Bodi ed Seaman Hydrau l ics Q M ED Able- Bodied Seaman --- Jan u ary 1 7 January 1 7 Marc h 1 4 M arch 28 M arch 28 M ay 1 6 M ay 16 July 1 8 J u ly 1 8 September 12 October 1 7 I m portan t Notice Jan uary 24 January 24 M arch 21 Apri l 4 April 4 M ay 23 M ay 23 J u ly 25 J u ly 25 Septem ber 1 9 October 24 -­ Hote l B i l l Payment Pol icy Changed Effective January 1 , 1 986 all upgrader' s dependents staying at the Seafarers Training and Recreation Center at Piney Point will be required to pay their bill bi-monthly . This will help to lessen the burden of the cost of your stay. January 1 986 I LOG I 1 1 �U pg rad i n g Co u rse App l y N ow f o r a n S H LSS · · · • · · • · · · · • • • • • · · ••·· · · · ••· ·•· · · • ·· · · · ·• · •• · · · · · · · · · • · · · • · · · · · ·· · · ·• • • · · · · · · ····· • • • • • • · • • • • • • • • • • • • • · • • • · • • • • • • • • • • • •• • · · · · • •• ·· · · · • • . • • ' ' Seafarers H a rry L u ndeberg School o f Sea m a n s h i p U pg rad i ng A p p l i ca t i o n Name (Lisi) Deep Sea Member 0 Social Sec u rity # Date Book Was l ssued _______ Book # Sen iority _______ Port l s s ued _______ ______ (Area Code) Pac i fic :.! Department _ _ _ _ _ _ _ Port Presently Reg l s tered l n _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Are you a g raduate of the S H LSS Trainee Prog ram : 0 Yes Trai nee Program: From N o 0 (If yes, f i l l In below) �� to,...,,... ,...,. .,... _ _ _ _ _ _ (dales attended) _ _ _ _ _ _ Have you attended any S H LSS Upgrad i n g Courses: 0 Yes Cou rse(s) Taken -� � � -­ Lakes M e m ber 0 I n land Waters M em ber 0 ______ Endorsemen t(s) or Llcen se(s) Now H e l d Telephone (Zip Code} (State) (City) Date of B i rt h (Middle) (lirsl) N o � ( I f yes, f i l l i n below) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Do you hold a l etter of comp let on for Li feboat: D Yes Date Avai lable for Trai n i n g No C F i re f i g h t i n g : :J Yes No 0 C PR: lJ Yes No --- -- Pri mary Lang u age Spoken ----I Am I n te rested i n the Fo l l ow i ng Cou rse(s) Checked Below or I nd icated Here if Not Li sted DECK L :J 'J ' [' U u LJ C C :. il ::: :J [ ENGINE T1nk1rm1n AB Unllmll1d AB Limited AB Specl1I Towbo1t Operator lnl1nd Towboat Operator Nol More Then 200 MllH Towbo1t O pe rato r (Over 200 MllH) Ce l e1t 1 1 I N111 l g1llon Muter ln1pected Towing Ve11el Mete ln1pecled Towing Ve11el 1 st C l1 11 Piiot Third Mite Cele1tl1I N1vlg1tlon Third Mite R1d1r Observer Unllmlted Sl m u l 1 t or Course Se1 l l f t Operations & M1lnten1nce No transportation will be paid unless you present original receipts and s uccessfu l l y complete the course. � L. .-[" lJ D i... ..._ :::J � STEWA R D FOWT Q M ED - Any R1tlng Minn e E lect ro n ic s M1rlne Electrlc1I M1lnlenence Pumproom M1lnlen1nce & Operetlon Aulomellon Refrigeration Syalema Melnlenance &. Operations O le 1 1I EnglnH A11l1l1n1 Engineer (Unlnapected Motor Ve11el) C h ier Engineer (Unlnspected A11l1t1nl Cook Cook & Biker _ Chief Cook :::::: Sle w 1 rd Towbo11 lnl1nd Cook _ _ ADULT EDUCATION DEPARTM ENT Motor V1111I :: Third Asst. Engineer (Motor Inspected) ' Relrlgereled Conl1lner1 Ad111 nced M1lntenence - M1rlne Electronics (LASH Crane) • Hydraulics � Hagglund Cr1ne M1lntenance Adult Buie Educellon (ABE) H ig h School Equlvelency Program (GEO) Deve lop me nt e l S tudies English 11 1 Second Langu1ge (ESL) ABE/ESL Lifeboat Preper1tlon A L L D E P A R T M E NTS L Welding L lleboetm1n S.1llfl Oper1llon1 & M1lnlen1nce R ECORD OF E M PLOY M E N T T I M E - (Show o n l y amo u n t needed to upgrade i n rat i n g noted above or attach letter of service, w h i c hever is app l i cable.) V ES S E L S I G N ATURE R ATI N G H E L D D A T E SH I P P E D ---- DAT E -----­ RETU R N C O M P L E T E D A P P LI CATI O N T O : 12 I LOG I January 1 986 DATE O F D I S C H A R G E �Rover Saves 63 Refugees From Certain Death Ten years after the fall of Saigon, ten about the courage and persever· thousands of Vietnamese are willing ance of the hundreds of thousands of to risk everything, even death, for Vietnamese refugees who fled their freedom. And American seamen are tragic homeland to become productive still rescuing them. The latest chapter in this continuing citizens of the United States. Yet few Americans know that these people saga was written on Dec. 13, 1985, in could not have made it to these shores the South China Sea, when the M. V. without the help of American seamen Rover picked up 63 Vietnamese refu­ and vessels. Rover is manned by Seafar­ The first wave of Vietnamese refu­ ers employed in the Government Serv­ gees came in the wake of the Com­ ices Division. munist takeover in 1975. They were, gees. The The refugees, who were crammed for the most part, carried on MSC into one small fishing boat, had made vessels which are manned by civilian mariners. their way past pirates and through turbulent seas. The crewmembers were moved by their heroism and did every­ Those first refugees were part o f a makeshift freedom flotilla. Privately thing they could to help them. owned American-flag and MSC ves� (Continued on Page 15.) "The crew donated clothing and money to the refugees," wrote Business Agent Melvin Henline. "The cook and the steward worked many extra hours to prepare food for these tired and This Vietnamese refugee gives a big smile for joy as he realizes that he is about to be rescued by the MIV Rover, which is crewed by Seafarers in the Government Services Division. Below (right), a rescued woman hugs her child. hungry people. In fact, the whole ship did everything possible to help them." Numerous articles have been writ- MSC Paper Incorporated Into LOG Starting with this issue, all news have been lost; little relief is in sight. pertaining to the Government Services The problems facing the American cilities at the Seafarers Harry Lun­ Division of the Seafarers International maritime industry are not confined to deberg School of Seamanship, this Union of North America will be car­ any one segment or region, but. extend Union's political connections in Wash­ ried in the LOG. to all areas: Great Lakes, inland, fish­ ington, and the Union newspaper. including the impressive training fa­ "I believe that it is important for ing, government, deep sea, shipbuild­ "The LOG is an award winning this Union to speak with one voice," ing and maritime related industries publication," said Drozak. "Not only said SIU President Frank Drozak. "It such as wire and rope. "The only way does it accurately reflect the needs of is also important for everyone con­ to deal with the problems facing the this membership, but it is read by the nected with the SIU to have an un­ American maritime industry,'' said SIU politicians and government officials derstanding of the full scope of the President Drozak, "is through a com­ who establish a maritime policy that Union's activities." prehensive national policy." will affect the job security of all sea- "In a sense," said SIU Vice Presi­ While the Military Sealift Command dent Buck Mercer, "this completes has fared pretty well over the past few the 1981 merger between the old Mil­ years because of a massive defense itary Sea Transport Union and the build-up, a number of developments Seafarers International Union of North have occurred that need to be ad­ America." dressed. The 1981 merger, which was over­ The Gramm-Rudman bill that was whelmingly approved by both mem­ recently signed into law may mandate berships, was undertaken to promote severe cuts in the Pentagon budget, the important but often elusive goal of especially in funding for the Military maritime unity. "The great tragedy of Sealift Command. men.'' SIU Contests MSC Decision To End Free Medical Care The Seafarers International Union is contesting the decision of the MSC the maritime industry,'' said SIU Pres­ At the very least, enactment of ident Frank Drozak, "is that ship own­ Gramm-Rudman will probably accel­ ers and the federal government have erate the process of chartering out ''The Union has directed a letter to been able to play one maritime union Navy work to the private sector. The the commander of the military fleet against another." to end free medical care for civilian mariners employed in its fleet. decision by the Military Sealift Com­ requesting that the MSC provide its The decision to incorporate the sep­ mand to go down this road presents marine employees with free medical arate Government Services Division opportunities as well as potential pit­ care in overseas and/or foreign ports," paper into the LOG comes at a pivotal falls for the members of this' Union. said SIU Vice President Buck Mercer. it alleges can recover their costs under the Civil Service Health Plans. The MSC bases its decision on the closing of the Public Health Service hospitals in August 1981. "We don't think that argument is valid," said Mercer, "especially since there has been a five-year period that has elapsed since the closing of the USPHS hos� pitals." time for civilian mariners employed in As reported by Vice President Buck "This is in tune with the MSC's ob­ the Military Sealift Command and in Mercer in his monthly report, it gives ligation as a shipowner and/or char­ The SIU is particularly concerned the history of the American maritime the civilian mariners represented by terer and in accordance with prevailing about medical care in foreign ports. maritime practice." industry. It also underscores the suc­ this Union the chance to pick up some cess of the 1981 merger, and the prom­ extra work, such as the 12 oceano­ Earlier this year the MSC decreed ise that it holds for the future. graphic vessels covered under circular that non�occupational related injuries, The American-flag merchant marine A-76. "In foreign ports," wrote Mercer in the November 1985 issue of the farer, Sea­ "where medical or dental atten� illnesses or dental care. will no longer tion is often times badly needed, we has been reduced by more than one­ Obtaining this work involves mak­ be paid for by the MSC, but will be believe that the law of the seaman third since 1980. Thousands of jobs ing full use of this Union's resources, charged to individual mariners whom should prevail." January 1986 I LOG I 1.3 �USN� Bol'a,���'2fcJ��etires From Active After 1 8 years of faithful service to her country, the USNS Meteor has been retired from active service and is now part of the Ready Reserve Force (RRF) berthed in San Pedro , Calif. The RO/RO vessel spent much of 1 985 in West Coast shipyards prepar­ ing for her entry into the Ready Re­ serve Force. RRF ships must meet certain requirements of the American Bureau of Shipping and the Coast Guard before acceptance into the fleet . First launched in 1 965 by Lockheed Shipbuilding and Construction Com­ pany of Seattle, Meteor (initially named USNS Sea Lift) formally began her service with MSC in 1967 . At the time . she was one of the few new ships built exclusively for the MSC. Designed expressly for the trans­ portation of vehicular cargo, the in­ terior of the 2 1 , 700-ton ship resembles the interior of a municipal garage . Ramps connect the ship' s five decks , allowing for fast and convenient ve­ hicle movement throughout the ship. Vehicles are able to board or be dis­ charged from the ship by means of a stern ramp , side port doors, or by traditional cargo handling gear such as booms and winches. In her heyday , the ship traveled throughout the world. never staying in one port too long. Meteor's constant movement created a kind of nervous energy and excitement of its own, qualities that endeared her to MSCPAC mariners. "I guess I liked this ship better than any other I ' ve sailed because there were always new things happening and new places to see . " said Bosun Marty Collins, who served eight of his 43 civil service sailing years aboard Me­ teor. " With her rigs and booms and other cargo gear, there was a lot of seaman· s work to do on the ship, " said Collins. " We worked hard but we had a lot of good times, too. The ship seemed to attract good people . " Chief Electrician Bill Brewer, a World War II Navy veteran, has sailed with MSCPAC for 23 years. Up until Meteor's entry into the RRF in Oc­ tober, Brewer had s�rved aboard the ship since 1 970 . Like many others, Brewer hated to see the ship laid up. "It's sad to say goodbye to her after all these years , " said the veteran elec­ trician. "It's like saying goodbye to an old friend . " Brewer recalls the support Meteor provided to her customers with pride. "Up until this year , " he said, "the ship never missed a commitment. I think that ' s a damn fine record the Meteor crew can be proud of. " The roll call of exercises the ship participated in reads like a military campaign history . There were the RE­ FORGER (Return of Forces to Ger­ many) voyages to Europe ; the TEAM SPIRIT loadouts for Korea; BEAR H UNT exercises with the Marines in the Far East ; OPPORTUNE JOUR­ NEY shuttles between the islands of Hawaii, and many, many more . Me­ teor also was one of the seven original vessels assigned to the Near Term Prepositioning Force in the Indian Ocean as part of the Rapid Deploy­ ment Force. "The ship was very versatile and served a multi-purpose , " said Third Mate Greg Musk, who served on Me­ teor the past two years. " With her relatively shallow draft , she could nav­ igate rivers where larger ships are unable to go . Meteor is really what rapid deployment is all about . " The ship ' s last MSCPAC master, Capt. Frank Ballard , served aboard Meteor her final two years with the command. The vessel is the only M SCPAC ship he' s sailed on since his employment with MSC. " Man for man, the crew on Meteor has been as good if not better than any I've sailed with , " said Capt. Bal­ lard , who's spent most of his career aboard commercial ships . " Employees of MSCPAC, NSC Oakland and the Oakland Army Base toured the USNS Regulus in October during a special one-day open house for the three commands. MSCPAC personnel from the transportation office served as tour guides to 350 people who went aboard the 946-foot ship berthed at NSC Oakland. Regulus is the fifth of eight former SL-7 ships that now compose MSC's Fast Sealift Ship program. (Photo by Maricela Sandoval, MSCPAC) 1 4 I LOG I January 1 986 MSC Duty Captain Frank Ballard, the Meteor's last MSCPAC master, is flanked by Chief Electrician Bill Brewer and Bosun Marty Collins. Both have been strong SIU men for years. " Meteor is a good, strong, solid ship and I' ve been blessed by having a competent crew that ' s gotten the job done. The shoreside support from MSCPAC was outstanding. The ship always got what it needed. And there was always good cooperation with our military customers. We always tried to provide them with the same coop­ eration. "In a way , I'm sort of pleased to hear people say they 're sorry to see the ship go ," said Ballard when he was told of the comments made by other Meteor crewmembers. "Those words speak well for Meteor and the organization she worked for. " As a part of the RRF , Meteor re­ ceives regular maintenance by the Maritime Administration. The former MSCPAC ship is capable of being activated for sealift operations within five to 10 days. MSC Touts New Safety Program Terrorist Activities On the Rise Sixteen bystanders, including the I I -year-old daughter of an American correspondent, were killed as terror­ ists simultaneously attacked airports in Vienna and Rome. The incidents occurred at the end of a year that saw a dramatic rise in the number of ter­ rorist related incidents in Western Eu­ rope and America. The incidents raised important and troubling questions for American sea­ men, especially those who work on­ board vessels that provide strategic sealift support for American naval ves­ sel s . As a recent circular issued by the Military Sealift Command (MSC) stated, what's the state of your ship ' s physical security? The MSC has issued new and more detailed instructions on safety meas­ ures that should be followed in order to deter acts of violence against MSC chartered ships and USNS civilian manned and contracted ships. It has also designated LCDR Werner Beier to head a special ship security pro­ gram . The program , contained in COMSC Instruction 5530 . 3 , was issued July 25, 1 985 . It was conceived to be both flexible and comprehensive . Accord­ ing to a flyer put together by the MSC, the program "is responsive to chang­ ing threats, whether such threats in­ volve terrorism, piracy or barricaded captor or hostage situations. ' ' The key to ship physical security , ' ' states the flyer, "is alertness. We want everyone on the ship from the master on down to understand the new pro­ gram and be aware of the importance of security onboard ships . " The MSC admits that the program has met some resistance, especially since many people don' t believe that they are at risk, or because they find they are already overworked . ' 'Trying to convince the ships they need to do more about security may be (our) biggest challenge, " read the pamphlet. " MSC ships do not have sufficient personnel to fully execute U . S . Navy standards for fire, rescue, assistance or physical security bills. " Yet maritime vessels are an attrac­ tive target to pirates and terrorists. The International Maritime Bureau in London reported in October of last year there were 30 reported cases of piracy and armed robbery against mer­ chant ships worldwide in 1 984 . There were 28 such cases in the first half of 1 985 alone. Most of the reported attacks are taking place clo�e to West Africa, Singapore and the Straits of Malacca. Alertness Is The Key to Vessel Safety �Rescue at Sea Sixty-three refugees crammed into one small boat to gain their freedom. The turbulent seas rocked the small fishing boat. (Continued from Page 13.) The refugees were carried on stretchers to the medical emergency area. The following crewmembers helped our (I. to r.): Keith Elliot, AB; Maurice Askinazi, second mate; Ron Wolf, AB; Peter Pinksteaon (who is out of view), and Peter Lum, steward. Erine Harriss poses with this young Vietnamese refugee as his mother looks on fondly. sels give this county the sealift capa­ bility to make possible such large-scale humanitarian rescues. One of the crewmembers onboard the Rover performed an extra special deed: he took pictures of the rescue, from the first spotting of the vessel to the outfitting of the refugees in clothes donated by the crew. He captures it all with his camera­ the look of pain and joy on the faces of Vietnamese refugees as they realize that their long journey is finaJly over; the concern of the crewmembers as they provide the refugees with food , medical attention and clothing; and the process of assimilation that began from the moment the boat was spotted by American seamen. The boat was barely visible. The crew donated the clothes. January 1 986 I LOG I 1 5 �Getting to Diego Garcia Can Be Half of the Fun by Raleigh G. Minix Raleigh G. Minix, this Union's Far East Representative, has been as­ signed to service the membership in Diego Garcia . In this article he traces the steps that a mariner has to go through to reach the place that Ameri­ can seamen have playfully dubbed "the Paradise of the Pacifi c. " ( Yes, they know it's in the Indian Ocean. They 'd just rather be in Subic Bay.) Getting there, it seems, is half the fun . Minix relates that the MSC could do a great deal to improve poor flight accommodations. Difficult travel con­ ditions are made worse by improper planning. At one point in his trip, because of an administrative foul-up on the part of MSC officials, Minix had a run-in with immigration officials in the Philippines who "ordered me to get back on the aircraft and leave the country or go to jail. " Minix relates this all in good fun, especially in his conclusion ( " The only recreation on this trip was wine, beer and liquor. "). Yet he . knows that this is a problem common to all mariners and has drawn up a list of recommen­ dations to make the trip more pleas­ ant. I arrived Oakland, Calif. Interna­ tional Airport about 1 0: 00, 1 8 Nov. '85, and checked in at the MAC pas­ senger counter. There was no MSC PAC representative at the airport to give crewmembers instructions. The crewmembers who were joining ships in Diego Garcia were instructed to see a Mr. Johnson who I found out later was a patrolman from the National Maritime Union. It took about five minutes for a Navy chief petty officer to check my baggage and check me off on the flight list. This CPO informed me the airline would be Arrow Air Line, boarding at gate 6 at 1 2:30 p . m . , flight no . 2666, and that I had seat number 30 F, right window, smoking section. After a two hour and 15 minute wait, we were allowed to board the aircraft . The aircraft was a DC-8 with a seating capacity of over 200. I must say the accommodations were less than stand­ ard coach class. The clearance be­ tween most seats was about nine inches, and none of the seats would recline. As we boarded the aircraft, the flight assistants told everyone to disregard the seating assignments on the board­ ing passes and take any vacant seat. This is when the first problem began . Some of the passengers had made this flight before and knew which seats would give them more leg room. Some of these passengers reported to the airport early and requested certain seat assignments . I heard some flight assistants tell some passengers, " we are not going to move every one around to please you . " This was a constant beef until we arrive in Diego Garcia. Mr. Woorley, the MSC PAC repre­ sentative who made the trip, discussed this matter. Our first stop was Anchorage, Alaska International Airport. We debarked · 1 6 I LOG I January 1 986 while the aircraft was being serviced. The only thing open was a snack bar. A bottle of beer cost $3.50. They had hot dogs and snacks at about three times the price in San Francisco. Our next stop was Yokota Air Base (Japan). We were allowed to debark and had to remain in a holding area while the aircraft was being serviced. This stop was not bad because they had a TV area, cafeteria, etc . We were on the ground about an hour-and-a­ half. Our next stop was Clark Air Base in the Philippines. At this stop the passengers were kept in a holding area, but were allowed to visit the cafeteria to at a time. Ten would go ; when they returned t 0 more could go. Most of the passengers got to visit the cafe­ teria. We were in Clark Air Base about two hours. Our next stop was the paradise of the Pacific, "Diego Garcia. " Flight time-about 29 hours. Most of the passengers were so beat and happy to get off the cramped aircraft that they said nothing. We were herded into an airport holding area where the British informed us of the do' s and don'ts of the island. The B ritish then collected our passports, our shot records were checked, and about an hour later we were instructed to collect our baggage which was then checked by the British customs people and their dogs . Later the crewmembers were bussed to the boat landing and taken to various ships anchored in the bay. All the boats were used to ferry crewmembers to their ships and bring back the ones that were being repatriated. There was no way for me to visit any ships in the port. * * Around the MSC Fleet USNS MISPILLION-Mr. Minix and myself boarded the USNS Mispillion in Subic Bay, Philippine s . No ship chairman was onboard. Assigned Mel­ vin Rivers to chairman job. Talked with engine department crewmembers and they stated no trouble in the engine department. Deck also stated no trouble. Stew­ ard department had a few beefs . t . Steam valve on copper in need of repair or replacement; 2 . Not enough ventilation in galley . Hardly any exhaust ; 3 . Ovens need calibration; 4. Deep fat fryer shocks when in operation; 5 . Head in room #0 1 - 1 6-2 does not work. Has not worked in six months. Crews will be reduced while others will be put on ship leave. About 26 men are expected to stay for yard period . Talked with engineer and was told that the galley and head would be worked on in the yard. Crews stated no CMPI for Union delegate. Went to the purser and Mr. Blanco did turn CMPI in to purser. Mr. Rivers now has the CMPI . Crews stated they did make good money on the last trip. Ship looks rough; needs a lot of chipping and painting that will be done in yard. Captain Thomas is back and the crew feels better for it. Crewmembers in the engine department still want their watch time back and stated it sure as hell is not fair. Bulletin boards seem to be well posted with messages from home port . Will board the Mispillion on her return from cleaning tanks. Will let you know any troubles that arise. USNS PONCHATOULA-It was re­ ported that while the ship was at sea and under way on Nov . 1 4 , 1 985 , a seaman was put over the ship ' s side on a stage to sand, prime and paint rust spots. This type of assignment violates all Navy safety regulations. I must admit the ship' s hull and outer structures look good, but if this must be accomplished by disregarding the safety of a crewmember it is not worth it. Capt. Michael R . Melton was the master. Capt. Robert A. Farr III re­ lieved Capt. Melton as master of the Ponchatoula Nov . 29 , 1 985 . I read the answer to Irvin J . Levy's grievance and advised him that if he desired to press his grievances further he should contact our office at #350 Fremont St. , San Francisco . USNS HASSAYAMPA-Brother David Sitton is the ship ' s chairman. The ship came in very clean and with no beefs . There was a question about a delayed sailing that the master cleared up. All crewmembers involved will be paid. B rother Sitton took some port leave and we did not get a chance to discuss the trip with him . We did get a chance to talk to Captain Farr and his department heads prior to Captain Farr being relieved by Capt. Meloney. It is a pleasure to service a ship with a crew this size that has come in from an extended voyage with no beefs . O/S VIVIAN-No beefs on the ship, but the crew wants the chief steward to vary the menu s . Also the crew stated they need new mattresses and pillow s . The Vivian and Alice will pay off on Dec. 26. * I remained in Diego Garcia about 1 2 hours. As the returning crewmem­ bers were bussed to the air terminal, they were lined up and their baggage was checked by British and U . S . Navy personnel. Before being allowed to go into the airport holding area, their carry-on baggage was checked by U . S . Navy Customs fo r liquor and fruit . One bottle of champagne and two oranges were confiscated. The passen­ gers were very calm and waited about two-and-a-half hours to board the air­ craft. Our next stop was Clark Air Force Base in the Philippines . Everyone de­ barked the aircraft and was taken to a holding area. This time everyone was allowed to visit the cafeteria all at once. I was due to terminate the flight at Clark Air Base. I was not on the manifest nor did MSC PAC give me any orders. The immigration peo­ ple would not let me land in the Phil­ ippines . They ordered me to get back on the aircraft and leave the country or go to jail. After about two hours we departed Clark Air Force Base for Yokota Air Force Base (Japan). When we arrived at Yokota Air Force Base we were herded into a holding area and no one was allowed to leave. The passengers were not allowed to use the cafeteria. I dis- cussed this problem with the master sergeant in charge . He informed me that the U . S . Navy customs people should have had the passengers fill out customs declaration forms in Diego Garcia. This is called a pre-customs clearance . If this had been done, the passengers would have been able to use the cafeteria, and in the event of delay due to breakdown, etc . , they could have used anything on base. This also makes clearing customs in the U . S . port of entry faster. I re­ mained at the air terminal until the flight departed . The Air Force master sergeant assisted me in clearing cus­ toms/immigration and helped me get a room for the balance of the night. At 0800 the following morning the same sergeant met me in the Yokota Air Terminal and helped me get airline reservations from Narita International Airport to Manila in the Philippines. Arrangements were made for trans­ portation from Yokota to Narita In­ ternational Airport-about a two-and­ a-half hour bus ride. * * * Recommendations to improve travel conditions on flights to Diego Garcia: 1 ) Remove some of the seats on the DC-8 type aircraft to allow more leg room ; 2) Allow the seats to recline; 3) Follow the seat assignments on boarding passe s ; 4 ) Show movies o n this long flight; 5) Have an MSC representative at airport from reporting time until the flight departs; 6) Instruct MSC personnel in Diego Garcia to have passengers fill out customs and immigration forms while waiting to board aircraft. This procedure is called pre-cus­ tom clearance; 7) Continue to check carry-on bag­ gage for liquor, etc . ; 8) Management and unions should check aircraft prior to letting bids on what is standard coach clas s ; 9 ) Continue t o have observers aboard these flights . * * * CONCLUSION: Under the conditions these mariners had to travel, they conducted them­ selves as ladies and gentlemen. The only recreation on this trip was wine, beer and liquor. The flight attendants served liquor anytime of the day or night and gave the passengers as much as they could pay for. �I \:/u ...r I OCll VI LI Iv I V l l l l lO I y ..,� vi . . Hundreds of New Jobs Boost SIU in Face of Shipping Slum�Membership Services Expand obs ! New jobs for SIU members on U . S . Armed Forces vessels was the name of the game in the year 1 985 as the Union countered the ill effects of Reaganomics. The year ' s job totals were 680 new jobs on 35 military-support ships . Mil­ itary-contracted vessels now comprise 30 percent of the S I U ' s manned fleet. By June of this year, the SIU expects to be crewing 45 military-support ships with jobs for 850 Seafarers. The year also was marked by the S I U instituting new programs for the membership . They included a Pre­ ferred Provider Hospitals Program, Drug Rehabilitation Program, Pension Plan Buy-Out Program and a new SHLSS Trainee Program. Other highlights of 1 985 were the settlement of the two-year Dixie Car­ riers strike, disputes with SONAT Ma­ rine and National Marine Service and some significant victories in Congress for the maritime industry. The military jobs were provided by the U . S . Navy ' s Military Sealift Com­ mand on their ships designated as TACS , TAGOS, TAKR and TAKX fleets. The T ACS fleet is composed of 1 1 heavy-lift crane ships , two SIU­ manned, the Gem State and the Key­ stone State which took part in Under­ way Replenishment (UNREP) Navy exercises in September-October off the coast of Virginia. TAGO S , the 1 2-ship surveillance fleet, will cost $4 1 . 7 million and run . to Sept. 30, 1 989. It will provide 144 jobs. In April the Union crewed the TAGOS USNS Stalwart (Sea Mobil­ ity) and the USNS Contender in June . The TAKX program consists of 1 3 J pre-positioned ships which will store heavy equipment, armored vehicles, fuel and other supplies for rapid de­ ployment in case of military emer­ gency. Converted SL-7s, the fastest cargo ships afloat , make up the TAKR John P. Bobo (which can carry 1 ,400 Army or Marine vehicles and tanks) followed by the Mjr. Stephen W. Pless in April , the Pfc. Dewayne Williams in July , the USNS Capella in August, the USNS Regulus in September and Drug Rehabilitation Program at the Seafarers Harry Lundeberg School of Seamanship (SHLSS) Piney Point, Md. In October the Union started an Early Normal Lump Sum Buy-Out Pension Program which would end on Sept . 30, 1986 . Back on Aug. I , the Union began a new trainee program at the SHLSS for the new military ships' jobs and the hotel section of our contracted cruise ves sels . On the Strike Front The crew of the Cove Liberty (Cove Shipping). On the inland strike front, 1 985 was notable for the SIU settling a two-year beef with Dixie Carriers in the port of New Orleans, inking a new, three­ year contract on Jan. 29 for Dixie ' s unlicensed Boatmen. It's retroactive to Dec . 10, 1984. On April 26, a Balti more NLRB judge ordered Outreach Marine-a creation of McAllister Brothers ther� to reinstate 26 fired Boatmen with owed back pay . In June the SIU hit the bricks, joining picket lines at airports around the country in support of the striking AFL-CIO-MTD Airline Pilots Assn. ' s United Airlines pilots and Assn . of Flight Attendants . On Dec. 19, the Union and SONAT Marine ' s IOT inland fleet restarted contract negotiations which had been stalled since July 1 984 over the com- o r Fast Sealift Ship program . These ships are stationed around the country and can be ready to steam, fully loaded, in a matter of day s . In March, the fleet' s SIU-crewed flagship, the $200-million USNS Pfc. Eugene Obregon came on station with the USNS Sgt. Matej Kocak, 2nd Lt. Naval officials touring the SHLSS training facility got a close-up view of practice trials in underway replenishment by students enrolled in the Sealift Operations and Maintenance course. the I st Lt. Baldomero Lopez (Ameri­ can Overseas) in November. Three more T AKX ships will join the fleet in January, February and March 1 986. Health & Welfare Plans During a brief hiatus in San Diego, Calif. in April, Earl Nelson Gray Jr., DEU, loaded stores onto the Maj. Stephen W. Pless. The Pless is one of four TAKX vessels under military charter crewed by SIU members. Last November the Union began a Preferred Provider Hospital Program at the Virginia Mason Medical Center in the port of Seattle . The hospital has agreed to provide medical services to Seafarers and their families for a ne­ gotiated reimbursement rate. On Jan . l , 1 986, the SIU opened a pany ' s reclassifying their captains, mates and barge captains as " seagoing supervisors . " In the same month at year' s end , inland contract talks with National Marine Service in the port of New Orleans were taken to the courts for litigation. At both the February MTD Exec­ utive Board meeting in Bal Harbour, Fla. and the October MTD Convention in Anaheim, Calif. , SIU and MTD President Frank Drozak told the or­ ganization' s 8-million members in 44 national unions that Reagan ' s policy of free trade was crippling the mari­ ti1ne industry and that he again called for a " national policy which will gen­ erate a fair share of cargo for the U . S . merchant marine . ' ' January 1 986 I LOG I 1 7 �A Glimmer of Hope on the Hill Hostilities Force Maritime to Circle Their Wagons as Foes Make Heated Charge A month into the new year, it is still too close to call the outcome of 1985's legislative game. If the Congress au­ thorizes an $852 million build and charter ship program for which it al­ ready has appropriated the money, 1985 will be remembered as a good year for the maritime industry. If it doesn't, the year will be yet another stalemate. The build and charter program (see · issues have even passed one or the other house in Congress), no final action has been taken. CARGO PREFERENCE The issue of cargo preference sur­ faced in the courts, the halls of Con­ gress, the wheat fields and the mari­ time industry. Long a major source of the industry's cargo, and one of the few maritime promotional programs Rep. Ed Feighan (D-Ohio) talks to SIU Field Rep. Martain Vittardi (right) and SIU member Mitchen Santana during the Union's fight to protect cargo preference. Above, from left, SIU Legislative Director Frank Pecquex, SIU President Frank Drozak and Transportation Institute Legislative Counsel Jim Henry before the Senate convened hearings on cargo preference. story page 3) could be the cornerstone of new merchant fleet growth designed to meet both the commercial and mil­ itary needs of the United States. It is patterned after the successful Mariner Program of the late 1950s. The N avy would decide which type of vessels to build, tankers RO/RO's, etc., then desig_nate the builder and select the company to lease the ships. All the ships would be designed for quick conversion to military use, and the Navy could sell the ships after five years. USDA Secretary John Block and powerful agri-business companies be­ gan a high-pressure campaign against cargo preference, blaming it for every­ thing from the trade deficit to the deaths of starving children. The SIU undertook a large educa­ tion campaign on Capitol Hill and throughout the nation's farm lands in an attempt to explain that cargo pref­ erence was not responsible for the farm crisis. SIU President Frank Drozak made­ dozens of appearances before farm groups outlining the problems shared by both industries; a strong dollar, a massive trade deficit and high interest rates. The program, introduced by Sen. Ted Stevens (R-Alaska), was just one small part of the omnibus spending bill passed by both houses and signed by the president in late December. But there have been indications that some powerful Capitol Hill leaders may throw a roadblock up and try to stymie the program later this year. not gutted during the past five years, cargo preference came under its heav­ iest attack in years in 1985. The center of last year's contro­ versy was the Department of Agricul­ ture's (USDA) Blended Credit pro­ gram. While the USDA claimed the program was not subject to cargo pref­ erence, the maritime industry said it was.In February, acting on a suit filed by the Transportation Institute, a fed­ eral district judge ruled that the pro­ gram was subject to cargo preference. The USDA, instead of complying with the court's decision, simply decided to cancel the program and the $500 million worth of cargo due to be shipped. But at the same time, agri-busi­ nesses and their allies in Congress began introducing dozens of bills which would have stripped cargo preference from the nation's laws. In mid-summer, a large group of maritime interests, Jed by the SIU and a coalition of many farm organiza­ tions, began meeting to see if some kind of compromise could be worked out. Those meetings resulted in a new plan that was beneficial to both sides. The maritime industry would set aside its claims to so-called government commercial cargo (such as Blended Credit) but the percentage of U.S.-ftag cargo for concessional programs (such (Continued on Page 19.) If you eliminate the build and charter program from last year's legislative equation, then 1985 becomes another year where the SIU and the maritime industry had to battle to maintain their own turf, and perhaps even gain a little ground. The big issues on the hill last year were once again cargo preference, Alaskan oil, passenger ships and tax reform. These issues were not con­ tained in just one piece of legislation, but in more than 100 pieces of maritime legislation introduced. On most of the issues, the SIU was able to persuade Congress that our interests were the interests of the nation. Because Congress is in the middle of a two-year session, many areas of importance to SIU members have not been acted upon. Though legislation designed to help the fishing industry, the Great Lakes ports and the inland industry has been introduced (some 1 8 I LOG I January 1 986 Speaker of the House of Representatives "Tip" O'Neill knows better than any leader bow the wind is blowing on Capitol Hill . As a guest speaker at the MTD Executive Board meeting, he told delegates that it was time for a new beginning for the nation and for the labor movement. He asked: "Can we work together? It is time to put a premium on results rather than the process; on achieving our common goals rather than satisfying selfish particular interests. " Later, the speaker posed with MTD Executive Secretary Jean lngrao, MTD President Frank Drozak and Steve Leslie, MTD vice president. �Support SPAD as ington In the week before Congress was to meet for a final vote on the farm bill, Seafarers came to Washington and went door to door on Capitol Hill asking the nation's representatives for their support on the bill. Above, Seafarers found an audience in Brian Folkerts, · legislative assistant to Rep. Lynn Martin (R-UI.). (Continued from previous page) as P . L . 480) would jump from 50 to 75 percent during a three-year period. Maritime opponents were making one last large-scale stand in Congress, where approval of any such deal must come from . In the fall , several bills and amendments were introduced which would have either eliminated cargo preference completely or se­ verely limited its scope. In response, the SIU gathered more than 50 rank-and-file members and field representatives and brought them to Washington. Their job was simple, convince enough representatives that . their support was needed to block the anti-cargo preference amendments at­ tached to the new farm bill . After several days of face-to-face lobbying, their efforts paid off. By a 245- 1 79 vote, the House of Representatives defeated the anti-cargo preference measures. When the House and Senate got together to iron out the differences in their farm bills, the compromise worked out by the SIU and the farm groups was included in the final version of the bill . It was signed by the president iri December. It had been almost a year-long fight, but the SIU won. ALASKAN Oil. Another Jong-running fight on Cap­ itol Hill has been the battle over the export of Alaskan oil . The oil from the north slope of Alaska is the major source of trade for U . S-flag tankers and an important source of energy security for the United States . Many attempts have been made dur­ ing the past few years to lift the export ban. Each one has been met and de­ feated, but only on a temporary basis, because Congress could not agree on the entire Export Administration Act which covers a large range of issues. Last year the maritime industry was successful in retaining the prohibition against the export of the oil for seven years when Congress passed and the president signed the Export Admin­ istration Act. On the other hand, the administra- PORT DEVELOPMENT This is another issue which has been simmering in Congress for several years . Both houses passed different versions, but the S I U was able to help trim back many of the user fee pro­ visions. FISHING Legislation designed to help ease the burden of the high-cost of insur­ ance , protection from unfair foreign competition and measures to improve safety were introduced but not en­ acted . No single issue was more important last year than cargo preference. Without having a fair share of government impelled cargoes, American-flag shipping would cease to exist. But a farm bill up for a vote in Congress last year proposed to severely limit the application of cargo preference. It was the role of SIU President Frank Drozak to explain to the nation's leaders, to reporters, and to people who packed hearing rooms to hear testimony on the critical need to maintain a strong merchant marine for the nation's defense. tion granted permission to export a small amount of Alaskan oil from the Cook Inlet area which is not covered by the Act. The SIU will be watching that situation carefully this year. TAX REFORM While the tax reform bill covered a wide variety of questions when it was originally introduced, it carried sev­ eral provisions which could have been harmful to the maritime industry. Dur­ ing the legislative process the SIU was able to make some changes in the bill which protected some important mar­ itime issues. Tax deductions for conventions held aboard U . S . -flag ships were retained despite initial objections. The Capital Construction Fund was retained. Some tax loopholes were closed for U . S . owners of foreign-flag ships. Taxes on employees' fringe benefits were elim­ inated. The tax bill passed the House and will be taken up by the Senate this year. PASSENGER SHIPS Several bills were introduced which would have allowed the re-flagging of some foreign-flag, but U . S .-built pas­ senger ships back into the domestic trade. None was enacted . SIU Legislative Director Frank Pecquex and SIU lobbyist Liz DeMato worked closely with a contingent of Seafarers campaigning for cargo preference. Each day Seafarers gathered for their assignments, then down the marble balls of the Senate and House office buildings wearing their SIU white jackets and everywhere raising questions. In the end, Congress turned down the anti-cargo preference amendments. Because human faces speak louder to issues than to statistics on paper, perhaps more than anything this explains why the SIU was successful in this campaign, and why the legislative year belongs to the SIU membership. January 1 986 I LOG I 1 9 �Heroes, Volunteers and Exploding Boatman S eafarers Mark Year With S acrifice, Dedication and For many in our Union, 1 985 was a year of hard work and shared pride. With the new military ships, the face of the maritime industry changed and the work of the Seafarers broad­ ened . Seafarers underwent security clearance checks and carried out clas­ sified military exercises throughout the world. Through a program designed by the Navy and the SIU, they prac­ ticed underway replenishment and sealift operation procedures at the Seafarers Harry Lundeberg School of Seamanship. In their new work roles , many Sea­ farers excelled. Commendations from the Navy for a job well done seemed to be coming in weekly to SIU head­ quarters. The first vessel under MSC charter to be stationed in the Medi­ terranean, the S . S . Transcolorado re­ turned after a two-and-one-half-year­ long mission. But it was not only for new Navy ass!gnments that the year will be re­ membered. Food is again sailing to underdeveloped nations on SIU-con­ tracted vessels. Cavite City in the Philippines has a new Little League baseball team , and orphans in the Young Piney Point trainees led a fu­ neral procession of mourners to Sea­ farers Haven Cemetery in Valley Lee, Md. On Jan. 12, 1 985, Frank Mongelli died following a prolonged illness. Before a garden of winter-picked flowers, they gently lowered his casket and stood back to salute the man and the Union official who had done so much to advance the lives of Seafarers through training and education. Frank Mongelli was 72. He had been a loyal member of the SIU for 40 years and had worked tirelessly to shape many of the programs in existence in the Union today . As the vice president of the Seafar­ ers Harry Lundeberg School of Sea­ manship, Mongelli had the distinction of directing and molding what has become the largest maritime training facility in the nation. With his unwav­ ering compassion, he made certain that students were given every possi­ ble means of learning and then flour­ ishing in the merchant marine . His office was always open. His legacy remains in the minds of hundreds of young men and women with dreams rafters of a playground jungle gym . A woman 'spreads out a blanket beneath a tree. Several children go to her. The teacher, like the young girls in her charge , wears the traditional dress of her church, a long pinafore skirt and blue bonnet. The men and boys wear dark trousers , white shirts and bow ties. Out of a paper lunch bag comes a Mcintosh apple. And soda pop. A basketball clears the hoop. For 9-year-old Shiloh King, the only thing missing from her old one-room schoolhouse in comparison to her new one are the bright yellow swings. Otherwise , there is much more for the children at the hall, more space to romp and enough room for desks for 23 children attending the school . With three rooms and separate film projec­ tion and reading lab areas, they now take instruction in ABC' s preschool class, kindergarten, elementary and intermediate grades . Said reverend of their church, Steve Skelton, of the donation, "It was a Godsend for us all . " * * * * Henri Percikow, a member of the There was no greater loss to the SIU last year than �\, and versatile officials of the Seafarers International labor movement under the leadership of past SIU R; Seafarers Training and Upgrading School-first HI (right) and Hall were photographed attending one ol Harry Lundeberg School of Seamanship in 1971. , and plowed Picked cotton and com, My hands tore from the earth Coal, copper, iron and gold . . . . " Hands of Seafarers everywhere were busy last year. Lashing vessels to piers and making other preparations, Sea­ farers rushed to batten down the hatches as hurricanes shot up the East Coast and Gulf shores in record num­ bers. Hurricane Bob was first. Danny, Elena and Gloria followed. Then Juan and Kate. The nation held its breath. Damage from the hurricanes mounted . And when it was all over, official estimates of the damage totaled $5 billion. . x . Where Elena would touch down, no one seemed able to predict . She chose Mississippi, slamming ashore with 1 25 mph winds. Louisiana, Alabama and Florida were ravaged . In the Pensa­ cola area of Florida, the largest evac­ uation ever to be organized brought more than 1 million people to safer Tugs like the Grace McAllister provided employment for inland workers in 1985. The Grace was in operation 24 hours a day in and around the port of Norfolk. To keep up with a continuous flow of work orders, two SIU crews were hired aboard the Grace to work a day shift and night shift. But between shifts there was always time to welcome aboard David 'Scrap Iron' Jones, SIU patrolman. Above, Jones is pictured seated in the left corner of the galley dining booth, meeting with Grace crewmembers. Philippines ' Subic Bay can now buy shoes with money donated by Seafar­ ers. In Baltimore, children resumed their studies in a new schoolhouse courtesy of the Baltimore hiring hall . Relief was given to hundreds of hur­ ricane victims, and Seafarers on the LNG Taurus rescued 1 7 Indochinese boat people when their small boat capsized . Dozens of others around the world were brought to safety by Sea­ farers' helping hands. And with med­ ical assistance from the SIU Welfare Plan, one seriously ill daughter of a Seafarer took her first steps. Today , three-year-old Katie Calahan walks . * * * * But the year was also bittersweet . 20 I LOG I January 1 986 of finding a better way of life , a sense of accomplishment, discipline and a feeling of belonging to the brotherhood of the sea. * * * * As much as Frank Mongelli loved children, he would have cherished the sight of children at play at the Balti­ more hall . In January, with their faces reddened by the chill of winter, they took recess on a playground just a short run from the schoolhouse they began attending several weeks earlier on the first floor of the Baltimore hall, the space donated by the SIU. Even as they are suspended upside­ down and a few inches away from each other, they chatter from the bowed SIU, sang praises of America's work­ ers. In his poem , "My Hands," pub­ lished in the August issue of the LOG, his words elevate laborers up from sweat shop factories and servitude to the honored position of builders of nations. "My hands, once straight and strong Raised girder upon girder, brick upon brick These now awkward trembling hands Anchored cables along river, over mountain Laid rail and wire that circle the land. My hands welded, molded, seeded ground . From each of the four states , SIU members spilled from SIU hiring halls to work closely, many around-the­ clock, with the Red Cross Disaster Coastline Project. And their efforts made a difference said Red Cross Disaster Director Grover C. Adams. In a letter to SIU officials , Adams wrote, "Your cooperation, and that of your membership . . . have made a great contribution, not only to the Red Cross disaster program but also to the recovery of the disaster victims themselves." At the Lundeberg School , trainees saw the flood waters approaching. Runoff from the Appalachians brought flooding to Pennsylvania, West Virginia, Virginia and Maryland. Muddy waters steam-rolled over entire towns , and headwaters crested up to the na­ tion ' s capital. Just a matter of yards from the SHLSS , the St. Georges 1 L s s S4 ��wards Around the World When high tide came in at 10 pm, trainees evacuated nearby residents, taking the Lundeberg school bus through rising waters. Families fleeing their homes were given shelter at the Piney Point Hotel. Trainees went back with a pick-up truck to retrieve pets families had not had time to collect. * * * * The SIU-contracted tug M/V Hinton (Marine Contracting) was a gas station in the Atlantic Ocean last year off South Carolina for a boat entered by Popeye' s Fried Chicken in a race from Miami to New York City. The fast food chain entrusted their boat to the guys who wear the SIU ,th of Frank Mongelli, one of the most respected n. Mongelli came up through the ranks of the !Jt Paul Hall. Together they worked to form the '1yn and then in Piney Point. Above, Mongelli �artiest educational conferences at the Seafarers River swelled and lunged over its banks and retaining walls . But SHLSS train­ ees kept a fleet of training vessels afloat in the SHLSS marina and kept the Dauntless , an historic yacht moored at the school, from breaking loose from lines and washing up onto pilings. As winter thawed on the Great Lakes, SIU members appeared everywhere on open scaffolding and on decks, ,_tting out vessels for another shipping season. Richard Louma gave the Charles E. Wilson new life applying a fresh coat of paint to the ship's faded hull. Wheelsman Cliff Cadreau found employ­ ment on one Great Lakes carrier last year. For lack of cargo, only half of the ships in the Lakes Beet were fitted out for the 1985 shipping season, and many other SIU mem­ bers from the region had to seek employ­ ment elsewhere. caps, and their speedster finished sec­ ond in the race . Making a 1 4-minute stop to refuel at the Hinton, the speedboat also took on a relief crew flown in by helicopter onto a barge lashed to the tug. But the racers didn't take SIU members up on their standing offer of a free boat wash with every fill-up of high-test gas. ·two children of members of the Church of the Christ like Shiloh King (left) and Jade may continue learning their ABC's since the nated space for them to set up a working �us >use on the first Door of the Baltimore hall. Another unusual assignment for SIU crews came when the Welland Canal, a vital link between Lake Ontario and Lake Erie, was closed and could not accommodate a vessel carrying an 1 8 ,000 ton GM auto stamping press destined for one midwestern auto in­ dustrial park. A caravan of Great Lakes tugs with SIU Boatmen made the de­ livery instead. Transferring the press to the decks of the barges , SIU members piloted along an alternate route through the oldest canal in the nation, the NYS Erie Barge Canal and into Lake Erie. The canal proved narrow, with shal­ low water and low-hanging bridges . The trip had its dangers. B u t in 1 7 days the auto press was docked safe and sound at the terminal in Cleveland. Crews from many SIU-contracted vessels received safety awards last year, while safety survival suits be­ came mandatory for most deepsea ves sels. Topping the charts of safety con­ scious crews were Seafarers on the LNG Capricorn . They celebrated their third accident-free year. "Safety contributes to the smooth operation and to the productivity and lowered costs of a trip, " SIU Vice Presictent Angus " Red" Campbell commented on the award to the LNG carrier. The SS President Grant received an award from 1984 . American President Lines, after looking over the safety records of its ships, proudly presented SIU workers with an award for achiev­ ing an accident-free year and for being the safest ship for that year in the APL fleet. * * * cedure , the crew of the Countess did not try to be heroes on their own. Though the vessel had several small arms stored in the captain's quarters, as do most ships under Military Sealift Command, not a shot was fired. The crew showed the type of restraint that can save lives in the event of such an attack, even as Seafarers were threat­ ened with knives and the captain of (Continued on Page 22.) * Piracy on the high seas has become an increasingly serious problem for mariners who sail through the Malacca Straits , West Africa and Indonesia. It ' s become so serious that maritime unions have gone before the United Nations to ask for measures to be put in force to reduce the likelihood of pirate attacks. Pirates boarded the SIU-contracted Falcon Countess in the Straits of Ma­ lacca, brandishing knives and made off with $ 19,000 pried from the ship's safe . A lesson learned from this and other experiences is that ship crewmembers should remain calm. According to pro- Katie Calahan, daughter of SIU member Thomas Calahan, learned to walk last year, despite suffering from cerebral palsy. January 1 986 I LOG I 21 ��1u t-'eop1e vvorKea , t-'1ayea ana Learnea (Continued from Page 2 1 . ) the vessel bound and held a t knife­ point. * * * * It' s probably a good thing that Seafarer Pat O ' B rien was not aboard the vessel . There was a lot of commotion around O ' B rien last year. But then, there has been for years . Ever since he took his motorcycle aboard the merchant vessel Cha ;les McCormack, got off at the port in Everett, Wash . , joined a carnival and became a fearless stuntman. That was 32 years ago. Today, O 'Brien has a fan club that reaches around the globe. He performs on television and at fairgrounds all across America, thrilling audiences as Capt. Dynamite with the World Champion Dare Devils of Amusement Enter­ prises , in Houston, Texas. What was his favorite stunt in '85? Well it was perhaps the one he per­ formed most. Sixty times last year he hunkered down in a wooden framed 'coffin of death' stretched with butch­ er' s paper. Four sticks of dynamite at his head and at his feet were ready to explode. And each time they did , it was a sight to behold as the captain blasted through the air. As one of the greatest stuntmen the world over, and a Seafarer, O' Brien surely did not complain about 1 985. Always he picks himself up after the explosions. Amid cheers, he brushes off the dirt and scorched butcher' s paper. And next year h e will be back to do it again. * SIU Boatman Pat O'Brien, alias 'Captain Dynamite, ' has gained a reputation in Hollywood, travelling circus shows and at state fairs. In his dynamite act he blows himself up and lives to tell about it. He is one of the most accomplished stuntmen in the world. * * - * Roberta Blum, a graduate of S HLSS trainee class # 3 1 4 , had a lot to smile about last year. She set a first at the Lundeberg School when she became the first woman in the SHLSS nautical Water survival suits became part of the standard safety equipment carried on most SIU-contracted vessels last year. Stepping into one of the suits, Seafarer Grif McRee demonstrates how the suit is designed to keep a seafarer alive for hours in the water if forced to abandon ship. science certificate program. Last year, too, Blum was working to complete an Associate in"Arts degree . * Sonat Marine Barge Capt. John M. Herina reads the names of those who died in Vietnam on the Vietnam Veterans' Memorial in Manhattan, N.Y. This photo appeared on the front page of The New York Times last year as did a story about Vietnam veterans. Because Herina served in that war, he has veteran's status. But the irony is that had he been a Seafarer in Vietnam during the war years, his service to his country would bring him neither status as a veteran nor a monument to remember fellow Seafarers killed in the war. Nowhere are the names of Seafarers who perished then or in other wars inscribed in stone. Veterans' status bas been denied Seafarers for WWI, WWII and the Korean War also. But on Dec. 5, the Defense Department granted veterans' status to Seafarers participating in one special mission during the invasion of Normandy. Two hundred are still alive to hear of the honor. In the second world war more than 6,000 members of the merchant marine lost their lives. 22 I LOG I January 1 986 * * Katie Calahan, three-year-old daughter of Seafarer Thomas Calahan and wife Sarah, may be too young to appreciate 1 985 but she will when she is older. Only through stories from loved ones may she then understand how special she made the year for thousands like her who will take with them for a lifetime the handicaps and the pain of cerebral palsy. For Katie hope came last year. As an adult, she may be able to walk unassisted by the heavy leg braces she now wears. Because last year she worked like an athlete in training the muscles in her legs, deformed by ce­ rebral palsy, until she could move, take one step, then another to walk. Word of Katie' s struggle and accom­ plishment has spread. She has become a little legend to nurses, doctors , teachers and physical therapists who work with cerebral palsy victims . Rep­ resenting the Easter Seals campaign as a poster child in 1 984, a photo of Katie was distributed nationwide. It continues to bring thousands of dollars in donations so that some day a cure may be found for treatment of the condition, a condition that affects 750,000 American s . �In 1985 Because of the professionalism of SIU workers and persistent lobbying for jobs- by the SIU leadership, SIU members gained hundreds or jobs aboard military ships in the year just passed. Deck/engine utility James Dickens signed on the USNS Southern Cross, one or dozens of vessels under military contract with SIU crews. Like many other SIU-contracted ships which are playing key support roles for our nation's defense teams around the world, the Transcolorado earned commendations for the professional performance of her crew. One or many ves.wls of the U.S. fishing Heet, the Tina & Vina, d� in all her finery­ carnations, streamers and Oags-for the Blessing of the Fleet ceremonies in New Bedford, Mam. Steward Assistant Leo Kinney and Manny the seafaring dog on the MlUfhaltmt Island bopper dredge. 1985-Welfare Plans Met Your Needs This past year has seen many improvements in the Seafarers Welfare Plan. The Plan is developing new programs and during the year has streamlined its claims departments. All of this is being done to make your Plans more responsive to your needs. November 1985 LOG. We have continued to provide college opportunities to our members and their families through the Seafarers Scholarship Program. For our pensioners, the Seafarers Pension Plan approved a cash buy-out Here are some of the things that happened in 1985: program for eligible members to give them more flexibility in planning for We have centralized our computerized claims processing at our head­ their retirement. A full report on this program was published in the October quarters in Camp Springs so that we have been able to speed up the time it takes to process and pay your claims. We have installed a toll-free "800" number at headquarters so that members can get fast and accurate information on the status of their claims. With medical costs rising each year, we are instituting a program to 1985 issue of the LOG. And throughout the year, the Plan has published articles in the LOG to keep you informed and up-to-date on amendments to the Plan and on new programs to help you and your families deal with the harsh realities of sickness, accidents and death. monitor hospital bills-and you will be able to earn a cash bonus for taking part in this program. A full description of this program is being published ARC PROGRAM in this issue of the LOG. Be sure to read about it. At the request of the membership at the Crew Conference last year, we During 1985, your Seafarers Plans have helped many of our brothers and began a Preferred Provider Program to select hospitals in areas around the sisters begin the process of recovery from alcoholism. This program, which nation where our membership is concentrated. These hospitals and their has been in place at the Seafarers ARC in Valley Lee, Md. for nearly 10 out-patient clinics will be selected on the basis of their reputations for years, has helped hundreds of Seafarers become happy and useful persons. highest quality heahh care. These facilities will provide our members and their families with the best medical care available. We already have established a relationship with the Virginia Mason Also in this past year, the Plans trustees approved a program to help those of our members who are addicted to other mood-changing drugs. This program begins this month, and will be developed in the months ahead to Medical Center in Seattle, and we are in the process of contracting Preferred offer an ·avenue of hope to those of our members who want to kick their Provider facilities in other areas. A report on this development is in the addictions. January 1986 I LOG I 23 �Military Ships Steam I nto S I U Job Picture Last year marked a major change in job patterns for Seafarers. Jobs aboard military ships, most requiring specialized training in areas such as helicopter landing, crane work and underway replenishment, were the biggest game in town. While commercial shipping has been in a years-long slump , the S I U decided not to sit o n its thumbs. Because o f planning made several years ago , courses were developed and strategies outlined to make sure that this Union and its members could fill the job slots opening up on military ships . Currently military work accounts for about 30 percent o f all seafaring jobs and could climb as high as 50 percent during the next year or two. ' 'You have to adapt to the times and accept the changes in the industry , and we have done that. We will always work to revitalize commercial shipping because a private merchant marine is essential to the country' s trading. B u t w e also must make sure that men and women of the SIU have a place to work, a place to use their skills , " S I U President Frank Drozak said. Following is a list of the new military ships Seafarers crewed last year. From T-AGOS vessels (above) to break bulkers like the Southern Cross (below) and just about every type of ship inbetween, Seafarers worked hand-in­ hand with the military throughout the world last year. It's a trend. It's where the jobs are. Type Name FOIFO RO/RO RO/RO RO/RO RO/RO RO/RO 11 26 26 USNS Denebola 26 USNS Pollux 26 USNS Regulus PFC Dewayne T. Williams 2 1 RO/RO 2nd Lt. John P. Bobo 21 1st Lt. Baldomero Lopez Major Stephen Pless 21 14 14 14 16 Pacific Gulf Marine Bay Tankers Bay Tankers Bay Tankers Bay Tankers American Overseas Marine American Overseas Marine AMERSEA Exporter Transport Extender Transport Expresser Transport Waterman MV Paul Buck 15 Ocean Shipholding MV Gus W. Darnell MV Samuel Cobb 15 15 Ocean Shipholding Ocean Shipholding Southern Cross 57 Alatna 15 Chattahoochee 15 Nodaway 15 IOM Crowley Tow & Trans­ port Crowley Tow & Trans­ portation Crowley Tow & Trans­ portation IOM IOM Sea Mobility Sea Mobility Sea Mobility Sea Mobility RO/RO RO/RO RO/RO RO/RO RO/RO T-5 Tanker T-5 Tanker T-5 Break/ bulk T- l Tanker T- 1 Tanker T- l Tanker Crew MV American Cormorant USNS Altair PFC James Anderson PVT Harry Fisher 1st Lt. Alex Bonnyman Craneship Gem StaJe TAGOS MV Contender TAGOS MV Stalwart TAGOS MV Triumph TAGOS MV Vindicator 57 12 12 12 12 Company I -.,. o"'°' ERJ..to ,, .. , ... - I 24 I LOG I Jan uary 1 986 .. . .� o,l' ;"' TH E - I ... �.,,. ') /.. Seafarers on the Obregon and ships like her have proven they can be counted on as part of the country's national security posture. �• I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I •• I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I + m S e a fa re rs I n te r n a t ional U n i o n o f North A m e r i c a . A F L-C I O Washington Report In order to protect the interests of its mem­ bers in today' s increasingly complex world, a maritime union has to be able to operate on many different levels . The maritime industry is one of the most heavily regulated in the country. It is also one of the most volatile. In the space of 20 short years , seamen have had to adapt to far-reach­ ing changes in their environment (containeri­ zation, computerized engine rooms , reduced manning scales) as well as rapid and unpre­ dictable swings in world shipping markets . People working in the maritime industry have their own special needs . They often are exposed to toxic chemicals and hazardous conditions . At the same time, they share the same concerns as workers everywhere. They are parents, homeowners, members of the community . Life onboard ship must b e monitored to ensure continued health and safety. At the same time, the American maritime industry has to compete against owners who pay their workers next to nothing and tolerate unsafe conditions onboard their vessels. The aritime industry plays a little appre­ ciated but vital role in the defense of this country. In times of national emergency, troops and materials have to be transported overseas . That takes ships and merchant seamen. Airlift accounts for only 1 0 percent of this country' s strategic transportation needs. � Legislative Update * Farm Aid Bill-President Reagan signed into law a $52 billion farm aid bill that contains a provision that will have far-reaching impli­ cations for the job security of seamen. Under the terms of the bill, the cargo pref­ erence requirements of the P.L. 480 program will be increased from 50 to 75 percent over a three-year period. At the same time, certain so-called programs such as Blended Credit and BICEP will be exempt from the cargo prefer­ ence requirements of the legislation. The compromise ends a bitter dispute be­ tween the maritime and agriculture industries that has waged unabated since Secretary of Agriculture John Block suspended the Blended Credit program (see story page 1 ) . The con­ troversy became so intense that it threatened the standing of both industries on Capitol Hill. SIU President Frank Drozak was one of the first people to sense the damage being done to both industries and to call for a compromise. He emphasized that both industries were fac­ ing the same set of problems: heavily subsi­ dized foreign competition, closed markets and an overvalued American dollar. * Tax Reform-In a dramatic showdown between Reagan and the members of his own party , the House of Representatives passed H . R . 3838 , a comprehensive tax reform bill. The proposal was substantially different from the one that the administration originally sub­ mitted to Congress. The original text contained a number of provisions that were opposed by the maritime industry and the labor movement. The provi­ sions included the following: taxation of fringe benefits , the elimination of the Capital Con­ struction Fund and an end to the tax deductible status of state and local taxes , business ex- January 1 986 as ington Legi s l a t i v e . Ad m i n istra t i ve and Regu l a tory H a p p e n i ngs penses held onboard U . S . -ftag cruise ships and companies doing business in Puerto Rico. None of those provisions was contained in the final version of the bill, which marks an important victory for American seamen and workers. According to the AFL-CIO, " more than a million postcards [protesting the pro­ posed changes] were distributed [by labor] , along with some 650,000 brochures, 1 0,000 posters and 60,000 legislative fact sheets . " It took two votes before the House passed the bill. Ninety-two percent of the House Republicans voted against the president on the grounds that the bill was "anti-business . " After a week of intense lobbying, the president was able to persuade 50 members of his own party to switch their votes. * Marad Authorizations Bill-H . R . 2965 , the Maritime Authorizations Bill for fiscal year 1 986 was signed into law. While a number of important maritime programs will continue to be funded, levels were lower than in previous years . The authorizations bill once was considered to be the single most important piece of mar­ itime legislation . During the past five years funding for most maritime programs has been sharply decreased or eliminated . This year's authorizations bill would probably be even lower were it not for the fact that funding for the Operating Differential Subsidy program is set for a fixed term. Yet even this important program is slowly being phased out by the administration . * Build and Charter-Thanks to the efforts of Sen. Ted Stevens (R-Alaska), an $852 mil­ lion mariner build and charter program was included in a funding resolution for a number of federal agencies , including the U . S . Coast Guard and the Department of Defense. This will mark the first new infusion offederal funds into the depressed shipbuilding industry since the Construction Differential Subsidy program was eliminated in 1 980. Before this money can be used, however, authorizing legislation will have to be passed by Congress. Given the nature of the budgetary process, federal funds have to be both approved and authorized. Usually Congress approves a pro­ gram and then authorizes funds for it. In this case, however, Congress has set aside monies for a program before approving it. * "Buy American" Amendment-The Budget Reconciliation package is pending action in both the Senate and House. The House version contains an amendment offered by Rep. Doug Bosco (D-Calif. ) that would require 50 percent of equipment used in the production of oil and gas to be constructed in the United States . Noting the national security implications of the amendment and the economic benefits it would generate in terms of jobs , revenue and taxes, SIU President Frank Drozak has made a strong pitch on Capitol Hill. "The advent of foreign government subsi­ dization below cost pricing, " he wrote one senator, "has assured that virtually no new mobile drill rigs have been built domestically since 1 982. Without a Buy American provision, this trend will no doubt continue. " * Passenger V�I Industry-Sen. Ted Stevens (R-Alaska) has introduced S. 1 93 5 , legislation that would permit five foreign built passenger vessels to be documented under U . S . laws. "The purpose of this bill, " said Stevens , " is to promote the development of a domestic cruise ship industry. Our domestic industry is nonexistent, and will remain so without the utilization of foreign built vessels. " Sen. Daniel Inouye (D-Hawaii) and Rep. Helen Bentley (R-Md. ) also have introduced legislation aimed at reviving the once proud passenger vessels industry. Business Briefs * Profits for the three major U . S . -ftag con­ tainer shippmg companies, including Sea-Land, are likely to be down in fiscal year 1 986, according to a study commissioned by Alex Brown, a Baltimore based brokerage firm. * A quiet revolution is occurring in the shipping industry. Almost overnight, shipping companies have moved to open their own rail operations, thereby substantially cutting trans­ portation costs. More than $200 million has been spent in this area. In the forefront of this development are such companies as Sea-Land , which opened its own rail terminal in Tacoma, Wash. * The Journal of Commerce predicts a move toward "equilibrium" for the American-flag shipping industry next year, but at a great price. "The next two months undoubtedly will see more shipowners go out of business and others hover perilously on the brink of collapse before any real evidence of recovery emerges." * Two ocean incinerator vessels approved by the EPA have been caught up in bankruptcy hearings. The move stalls the development of an important new American industry. * According to a report carried in The Washington Post, the supertankers that were built in the 1970s and early 1 980s are no longer economically viable given today' s depressed shipping market. ''They face extinction, ' ' stated the article. * A controversy is brewing over the future of the Export-Import Bank. The administration wants to extend the agency ' s charter, which expires Sept. 30. Congress, however, might want to ' 'use the occasion for an overall review of the Ex-Im Bank , " according to a report carried in The Washington Post. The admin­ istration's goal of eliminating long-term loans under the program has met with opposition on Capitol Hill, where many people view the Export-Import Bank as an important and un­ derused tool in formulating trade policy . Agency Briefs * Marad is seeking to implement a new system of monitoring subsidy payments, which it contends will be " more efficient. " * The State Department will hold an open forum on an upcoming UNCTAD meeting on the registration of vessels under national flags. Regional * There is an increased competition be­ tween American ports for cargo. Typical of the new mood is this quote from a Baltimore port official that was carried in The Wall Street Journal: "The only way that we are going to thrive is to increase our share of the pie . " * The S t . Lawrence Seaway has closed down for the winter season. While business was down from last year, the season ended later, in large part because of several accidents that tied up traffic . (Continued on Page 31.) January 1 986 I LOG I 25 _ �n a vv a 1 1 c u 1 r v 1 "' u 1 v v v � In and Around Honolulu : The C.S. Salernum (Transoceanic Cable Ships) readies t o sail to Okinawa. Loading stores are ABs (I. to r.) Jeff Hood, Greg "G-Man" Johnson and Mike Shanley. Chief Cook Devlin "Maunakea" Wilson (I.) and Steward Assistant Jerry Hong share a few laughs in the Salernum's galley. The bridge of the Ogden Yukon (OMI) at anchor in Honolulu. (Photo by Danny Keao) Laura Gillespie (I.) and Nicolas Lopez are both assistant crew cooks aboard the Constitution (American Hawaii Cruises). Jim Hoeming, oiler aboard the Constitution. 26 I LOG I January 1 986 Crewmembers aboard the Constitution meet with Patrolman Errol Pak (seated, second from left). They include: Melanio Domingo, chief electrician/educational director; Louis Zkizzo, bosun's mate; Roy Aldanese, 3rd steward; Richard Connelly, AB, and John Kelly, AB. �Aooara rne 5. 5. 1naepenaence In Ha waii David Millard is a room steward aboard Sara Rotter, deck lounge stewardess. Bartender Mike Minkler is always kept busy aboard the Independence. the Independence (American Hawaii Cruises). Ernst Forbes (I.) and Damien Tanoi both work as assistants in the laundry. Tony Piazza Jr., assistant purser, and Fran Sakai, junior assistant purser, are usually the first people you'll Jerry Johnson (I.) keeps the ship's engines working; Raymond Prall is a machinist onboard the Independence. see upon embarkation. This happy galley trio includes (I. to r.) Roy Calo, assistant cook; Jens Jensen, executive chef, and Doriana Schmeltz, 2nd cook. January 1 986 I LOG I 27 �Help A Friend Deal With I CELESTIAL NAVIGATION A SKILL ALL SEAFARERS I Alcoholics \ 1=LJBJ � \ SHOULD KNOW don't have friends. Because a friend wouldn't let another man blindly tra•el a course that has to Jud to the destruction of his health, his job and his E n ro l l i n t h e Celestial Navigation Course at family. And that's where an alcoholic is headed. Helping a fellow Seafarer w h o has a drinking problem is just as easy-and just as important-as steering a blind I Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Onco he's there, an alcoholic S I U member will receive ;uu k n ow to earn the Ocean O p e rato r Over 200 intcrt''tt•J in ;11 tt•nding .1 \1\-wcc!._ M i les L i c e n s e . A n d t h at m ean s a bett e r j o b and \i:llllt.' the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the a S H LSS. I t ' l l h e l p y o u l earn w h at y o u n eed to Alcoholic Rehabilitation Center pni!-'r;un al 1hc Ak••hl•1ii: R..:h;1t>il11aut1n Ct•ntcr. I umkr,tand (h;ll ,111 m� mt•ti lc:1I ;ind l'l•tm� ling H'cnrJ\ u ill l:it• '-t'PI �lri<-11� i:onfidenfial. ;mJ tha! 1hc� "ill nnl ht' l.:1.• p1 ;1n� u.h1..·r\' t'\Ct'fll at Tl'it' l t'Olt•r. man across a street. All you have to do is take that m o re money ! I alcohol-free life. I Addr1.·" I The road back to sobriety is a long one for an alcoholic. I But because of ARC, an alcoholic S I U member doesn't I Tckptwnc NP I have to travel the distlll\ce alone. And by guiding a \fail IP I Siar Roule Ro:\ 153-A brother Seafarer in the direction of the Rehab Center, I \"�lie� l,tt. Md. 20692 I you'll be showing him that the first step back to recovery I is only an arm's length away. I '--�����L - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - same tough battle he is back to Co n t act yo u r S I U F i e l d Re p resen tat i v e , o r f i l l o u t t h e a p p l icat i o n i n t h i s i s s u e o f t h e Log . healthy, productive KNOW YOUR RIGHTS Course Starts Apri l 1 1 K N O W Y O U R R I G H TS K N O W YO U R RIG HTS FINANCIAL REPORTS. The const i t u tion of t h e S I U C O N STITU TION A L R I G HTS A N D O B L I G A · A t l a n tic. G u l f. Lakes and I n land Waters District makes TIONS. Copies of t h e S I U const itut ion are avail able i n specific provision for safeguard i n g m e m bership's a l l U n ion h a l l s . A l l members should ohtain copies of this money and U n ion finances. The con stitution requires a const itution so as to fam i l iarize t he m selves with its con­ detai led audit by Certified Public Accountants every three tents. Any time you feel any membe r or officer is attempt­ the months. which are to be submit1ed to the membership by i n g to deprive you of any const i t u t ional right or ohl igation the Secretary-Treasurer. A q uarterly finance c o m m ittee hy any methods such as deal ing with charges. trials. etc . . of rank and fi le members, elected by the m e m hersh ip. a s well a s a l l other details. then t h e mern h e r so affected m akes exa m i n ation each q u arter of the finances of the should i m medi ately notify headquarters. U n ion and reports fu l l y t he i r fi n d i n gs and recommenda­ EQUA L RIG HTS. All rnern hers are guaranteed equal tions. M e m bers of this c o m m ittee m ay make dissenting rights i n employment and as m e m hers o f the S I U . These reports, specific reco m mendations and separate find ings. rights are clearly set forth in the S I U const itution and in TRUST F U N DS. All trust funds of the SlU A t lantic. the contracts which the U n ion has negoti ated with the G u l f. Lakes and I n land Waters District arc ad m i n istered employers. Conseq uently. no mernher m a y he discri m i ­ in accordance with the provisions of various trust fund nated against because of race. creed, color. -sex a n d na­ a gree m e n ts . All these agreements specify that the t r u s tees tional or geographic origin. I f any m e m ber feels t h a t he is denied the equal rights to which h e is e n t i t l ed. h e should in charge of these funds s h a l l equ a l l y consist of Union and m a n agem e n t representatives and their a l ternates. All expenditures and disbu rse ments of trust funds are made only upon approval by a m ajority of the trustees. A l l trust fund financial records are avail able at the headquarters of the various trust funds. SHIPPING RIGHTS. You r shipping rights and senior· i t y are protected excl usively by the contracts between the U n ion and t he emp loyers. Get to know your s h i pping ' rights. Copies of these contracts arc posted and avail able i n all U n ion hal ls. lf you feel there has been any violation of your s h ipping or seniority rights as contained i n the contracts between the U n ion and the employers. notify the Seafarers Appeals Board by certified m a i l . return re· ceipt requested. The proper address for this i s : 11111n111111111tu1111R1111111n1111111111u1dlll1m1111111111111n111111n11u111n1111111n1111111n1111 patro l m a n or other U n i on offi�ial, in your opinion, fails to protect your contract rights properly. contact the nearest S I U port agen t . notify U n ion hea d q u art e rs . SEAFARERS POLITICAL ACTIVITY DONATION -SP AD. SPAD is a separate segregated fund. I ts pro· ceeds are used to further its objects and purposes incl ud­ i ng. but not l i m ited to, furthering the political. soc ial and economic i n terests of m aritime workers. the preservation EDITORIAL POLICY - THE LOG. T h e Log has and furtheri ng of the American M e rc ha n t M arine w i th tradition ally refrained from publishing any artic le serving im proved the politic a l p urposes of any individual hoatmen and t he advancement of trade u n io n concepts. in the U n ion. officer or memher. It has also. refrained from p u b l i sh i n g emp loyment In connection with opportun ities for sea me n and such objects. S P A D supports and articles deemed h a r m f u l to the U n ion or its col lective contributes to pol i t ical candidates for elective office. A l l membersh ip. This estahlished policy has been reaffirmed contributions are voluntar y . N o contrihution may be by mem bership action at the Septemhcr. 1 960, meetings solic ited or received because of force, joh d iscrim i n ation, dition of m e m bership in the Union or of e m ployment. I f i n all const itutional ports. The respon s i h i l i t y for Log financial reprisal. or t hreat of such conduct, or as a con­ Angus "Red" Campbell policy i s vested in an editorial board w h i c h consists of Chairman, Seafarers Appeals Board the Executive Board of t he U n ion. The Executive Board a contribution is made h y reason of the above i m proper 5201 Auth Way and Britannia Way may delegate. from among i ts ranks. one individual to conduct. notify the Seafarers U n ion or S P A D ny cert i fied Prince Georges County Camp Springs, Md. 20746 F u l l copies of contracts as referred to are avail able to you a t a l l times. either hy writing d irectly to the U n io n or to t h e Seafarers Appeals Board. CONTRACTS. Copies of all S I U contracts are avail· able in all Sl U halls. These contracts spec ify the wages carry out this respon s i h i l i t y . P AYMENT OF MONIES. N o mon ies a r e to b e paid to anyone i n any offic ial capacity i n the SlU u n less an official U n ion receipt is given for same. U nder no circum­ stances should a n y m e m ber pay any money for any reason u n l ess he is given such receipt. I n the event anyone attempts to require any such payment be made without and conditions under which you work and live aboard supplying a rece ipt. or i f a member is req u i red to m a ke a your ship or boat. Know your contract rights. as w e l l as payment and is given an official receipt. but feels that he your obl igations. such as fi l i n g for OT on the proper should not have heen required t o make such payment. this sheets and in the proper m a n ner. I f. al any time. any S I U should i m mediately he reported to U n ion headquarters. 2 8 I LOG I January 1 986 m a i l w i t h i n 30 days of t he contribution for i n vest igation and appropriate action ;ind re fund. if involu ntary. Sup· port SPAD to protect and further your econom ic. pol i ­ t i c a l and social i n terests. and A m erican trade u n ion concepts. If at any time a member feels that any of the above rights havt been violated, or that he has been denied his constitutional right of access to Union records or information, he should Immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The � is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. �Book Review ---- ---- Life on the Water Through a Woman's Eyes by Lynnette Marshall Traditionally , seafaring has been a man ' s world. It has been a world where men are men , a place where experience in the hard knocks of street life has been a prerequisite to surviving months at sea. The docks in the old days were a place where women could not work. A woman ' s safety could not be guaranteed when she passed through the chainlink fence separating the waterfront from the rest of the world. Women In the Wheelhouse, pub­ lished last year by Tidewater Press, is a book about one woman' s struggle to cross the divide and work in the sea- the nearest she had ever been to "per­ fection . " ' 'A fresh breeze began to blow off­ shore , a fragrant reminder of lush summer crops, just past their prime, that stretched for miles on the other side of the salt marshes. I did not let myself think that it was in all proba­ bility the last time I would have that pleasure, " she writes . In the distance lone ships passed . And she was glad to drink in one last sky and the slow night-crossings of ships and waves ebbing out across the bay like fine the distances and months of separation that tears at the life-fabric of the fam­ ilies in the maritime trades were di­ minished to a few short steps between decks for the Robsons-she working in the galley or on deck, he as captain in the wheelhouse , where she later would work after earning her license. From such a distance, observing her husband' s work, the author says she was able to first understand why any­ one would, knowing the danger of tug work, choose the profession. There are scenes such as the approach to Nancy Taylor Robson learned life on the water aboard the tug Progress (above). I n her years aboard this and other boats, she went from relief cook to mate. faring world. In the process, author Nancy Taylor Robson uncovers life on the water few outside the maritime industry have had the opportunity to observe firsthand . With gentle prose, Robson brings the reader to the other side of the fence, to the warmth of the galley , where lives of seafarers unfold over mugs of black, inky coffee. Tugboats, leading barges precipitously in tow, thread their way, along narrow pas­ sages of inland waterways, through harrowing storms at sea. Images fly to the senses. Starry nights and sunsets, mist rising on rivers are not easily forgotten as Robson describes the overwhelming beauty of the water­ ways , scenes so beautiful that the heart aches to be there . . And when Robson takes a leave of absence to raise her family, one is sorry to see her go, because, of course , that is when the book ends. It was a round harvest moon that cast the Chesapeake Bay in light as Nancy Taylor Robson climbed up to the wheelhouse of the tug Quaker to assume her watch for the last time . That she has found home in the sea­ faring world was something she had not expected in 1 976 when she began sailing. "It had seemed to me at the time that tugs were greasy, inhospit­ able mountains of metal, " Taylor wrote of her first impression. But this night , sailing from the Chesapeake B a y into Tangier Sound in a steamy August of 1 982, was to be her last. She would leave the industry the next morning to prepare for the birth of her first child. And she was to write of this night as silver strands . In the moon' s light the strands seemed suspended from the bay's rolling banks and the tug sus­ pended as well, swaying just as a sleeping sailor's hammock sways strung from the open deck on hot summer nights. Today on cold sunny days, Robson now 34, zips up children's snowsuits for walks out of doors . Matthew is 3 and Abigail 10 months old. Her home is in Galena now, a hamlet where people of the water live and work and the Sassafras River flows into Kent County, Md . It is a quaint settlement Hell Gate, a treacherous portion of the East River in New York leading under the Triborough Bridge . As her husband Gary stood at the wheel, lines from a barge in tow broke loose . Rob­ son spun the wheel first this way, then that as the barge threatened to ram the shores on either side of the narrow slice of river channel . Giving enough play in the steering, he kept the barge swinging, back and forth, without such force that the lines remaining would snap and send the barge up over the tug and into the rocks. Until the tug had cleared he did not avert his gaze. But as the tug cleared the channel, it was then the author explains that she saw in his face that "exhilaration of triumph. " I t was this triumph Robson herself would come to experience. She chron­ icles her own achievements in carrying out physically demanding work and learning how to react to the crew. Some, she writes, did not care to see a woman working with them. But the majority , she found, accepted her presence and helped her to gain skill and confidence in her own abilities . It is the triumph that Robson writes most of. The reader is invited to share in the struggles of these workers . The reader can too sigh relief when a line is thrown in time to secure a barge without injury to a deckhand. Winter is especially hard for tugboat workers. There are small achievements and large. And crews survive, even as tugs be­ come encased in ice. Hot tap water becomes a luxury in winter and frost­ bite and hypothermia constant wor­ ries. But when the cherry red stove heats up, after being overhauled, and a warm meal can then be prepared , the author celebrates the talents of crewmembers . A description of a tug so frozen by ice that it becomes, " a crystal palace that threatened t o an­ chor us all in the Chesapeake , " sends a shiver up the spine. And just as an intense feeling of dread and cabin fever begins to try the crew, the author describes workers prying doors open with ice picks and then darts into spring. A small bird perches on the sill of the deckhouse, inches from Robson. The two watch each other. The author can feel the sensation of the bird breathing; its breath so close brushes her cheek. Then the bird , hearing the call of a fellow winged creature , skitters off to the deck below and takes flight. with gardens rimming houses and where Robson is comfortable raising her chil­ dren. She still waits though for her husband, Gary , to return from his journeys as a tug captain. And longs to be sailing at the helm with him as third mate. Spending weeks at a time in the galley as a cook and deckhand, then in the mate's quarters of tugs, Robson entered the seafaring profession to be with her husband. "I had gradually discovered that it was a rare thing to meet a seaman over 35 who was mar­ ried to his original spouse . . . We hoped that if we could share our work­ ing lives as well as our home, our marriage would have a better-than­ even chance, " she writes. Through her husband' s efforts , they were able to work and to be together. When a reliefjob opened aboard a tug on which Gary Robson was working, he would let her know. She would apply . With his aid, she was able to break through what had been years of discriminatory hiring practices. And The PFC James Anderson is one of the many new military ships which bas provided hundreds of jobs for SIU members. Above, Norfolk Rep Mike Paladino (left) and Billy Dickens, assistant cook/utility, pose for a picture in the A nderson's galley. January 1 986 I LOG I 29 �Check Your Medical Bills-New Plan's P rog ram Could Pay You For many months now you have heard Union and Welfare Plan officials tell you about rising medical costs and overpayments and errors which have been found in bills submitted by doc­ tors and hospitals. All of these costs your Welfare Plan money. Well, the Seafarers Welfare Plan is now in the process of researching and implementing various programs in an effort to contain medical costs while at the same time maintain the type of benefits and care that you have all been accustomed to receiving. As a first step, the trustees have adopted a plan which will reward em­ ployees for policing hospitals that have provided inpatient services. The plan is very simple. After a hospital confinement, all eligible employees should carefully re­ view their hospital bills . If there are any charges indicated which the em­ ployee feels are unjustified because the service or treatment was either never performed or unnecessary , the employee should notify the Plan's medical auditor in writing as quickly as possible providing all relevant in­ formation such as: the hospital , the dates of services, the procedure or treatment involved , and the charges. If the Plan then succeeds in getting the hospital bill reduced due to the information provided by the em­ ployee, the Plan will reward that em­ ployee by paying a bonus of 25 percent of the amount saved. * * * * This program has great potential. It can help your Welfare Plan save a lot of money which could then be used to provide benefits for others. It is also a way we can make sure that the hospitals bills are fair and justified. Lastly , it can provide nice bonuses for all eligible employees who take the time to audit their bills and who find errors or discrepancies . * * * * Just remember, you are in the best position to know if the treatment in- dicated on a hospital bill was actually performed or necessary. Just a little effort on your part can save all of us money and enable the Welfare Plan to go on providing quality care for Sea­ farers and their families. If you have any questions about this new program, call the Plan's Claims Department for full details. Sea-Land's new facilities at the port of Tacoma, Wash. wore winter well last year. Draped in its first white cloak of snow, the terminal was a November wonderland for crews sailing into the port aboard the Sea-Land Independence and Galveston, above. (Photo courtesy of Marine Digest) Th ief Steals Seafarer's Ch ristmas , but Has Chan g e of Heart " My neighbors said everything had looked so nice. My children loved the decorations . " A s he had for 1 0 years ; Seafarer Ben Bolli labored hours from a step­ ladder stringing tinsel and Christmas lights , draping his home , fence and evergreen tree in his own version of yuletide cheer. But in the early hours of Dec. 1 0 , as Bolli and his family slept unaware , the spirit of the Grinch of Christmas Past came and ran away Are You M issi ng I m porta nt Mai l ? We want to make sure that you receive your If you are getting more than one copy of the copy of the LOG each month and other important LOG delivered to you, if you have changed your address, or if your name or address is misprinted 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 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 thief who took all our Christmas dec­ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - HOME ADDRESS PLEASE PRINT Date: _ _ _ _ _ _ _ _ _ _ Social Security No. Phone No. Area Code Your Full Name Apt. or Box # Street Book Number 0 SIU 0 UIW UIW Place of Employment ZIP State City 0 Pensioner Other ------ ------ This will be my permanent address for all offlclal Union malllngs. Thia add ress should remain In the Union file unless otherwise changed by me personally. - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - 30 I LOG I January 1 986 with their Christmas. " Here it is almost Christmas , " Bolli said, "a time of love, sharing and giving . And they rip off my Christmas lights . I couldn't believe it, " he told a reporter for the Atlantic City Press . Bolli decided to air his heartfelt commentary on the theft to the Gal­ loway Township neighborhood where he resides in New Jersey. He cut out a large sheet of plywood, attached a post to make a placard that could stand in his front yard , and painted a mes­ sage . He painted a sprig of holly leaves and berries in the left comer of the sign. When finished, the placard was eight-feet square and read: "To the � orations from our yard , Is this what Christmas is supposed to mean to my kid s ? " A giant red q uestion mark at the end served to emphasize his point. Several days later as the neighbor­ hood came alive for weekend errands and chores, Bolli found his message answered. In a brown paper bag left on the lawn, Bolli, with his children, ages 2 and 5, and his wife Susan, disco vered his C hristmas ornaments in the bag. There was not a clue as to who had taken them (but then grinches work in strange ways). "I went to a lot of trouble decorating my house, but the thieves went to a lot of trouble taking all of them down, " he told the reporter. H e said he was just glad they were returned and thought his sign may have made the thieves think over what they had done. "I think lights are just a way of telling your neighbor Merry Christ­ mas ," he said. "And that's what I am telling everyone with my lights . . . Merry Christmas . " �vors1gua, veteran West Coast Seafarer Dies 1vaar1e West Coast seamen this month mourned the death of veteran Seafarer Marie Corsiglia, whose seagoing ca­ reer spanned nearly half a century. rating of stewardess, with an occa­ sional trip as a nurse. In the early '50s she joined the then Born in San Francisco in 1908, Marie AFL Marine Cook.s & Stewards and helped greatly in the reorganization of first went to sea in 1934, at the age of the West Coast steward department. 26, as stewardess on the passenger Then, in 1958, she went to New Seafarers Welfare and Pension Plans Benefits Paid-November 1985 MEMBER'S BENEFITS Nwnber Death ................................. Amount 5 . $ 41,000 Hospital & Hospital Extras ................ 3,012 852,963 ship SS President Madison (Dollar York where she helped the A&G Dis­ Surgical ................................ 242 170,693 Line). From then until 1942 she sailed trict organize the crew of the SS At­ Sickness and Accident @ $8.00 ............. 132 17,555 on a wide variety of passenger ships lantic in that hard-fought battle. When Special Equipment ....................... 10 3,200 such as those sailing for the old Alaska she returned to the Pacific she contin­ Optical ................................ . 46 1,m Line, Matson Lines, Oceanic Steam­ ued to sail steadily. As Matson, Amer­ Supplemental Medicare Premium ........... 23 2,212 ship Company and others. ican President Lines and Pacific Far Dental ................................. . 465 11,218 TOTAL Benefits for Members ............... 3,935 $1,100,618 East Lines withdrew from passenger service, she switched to the four liners of Prudential-Grace and then Delta Since the closing of the United States Public Health Hospitals on Octo­ Lines. In 1969, at the age of 71, she became the oldest seafarer to qualify for a lifeboat ticket, having gone through ber 1, 1981; a total of $52,534,638 has been paid out for member benefits. Dependents of Members Nwnber the same course as seamen a fraction of her age. Finally, just five years ago, at 73, she decided to call it quits; but only because of declining health. As she said, the spirit was still willing but the flesh was too weak. And so she died, just before New Year's. Only last summer Marie proudly told SIU Executive Vice President Ed Turner that during her 46 years at sea Hospital and Hospital Extras ............... 712 Doctors' Visits in Hospital ................. 189 . Surgical ............................... . 223 119,960 Maternity ............................... 16 29,735 Optical and dental surgery .... ... .. ........ 41 2,133 TOT AL Benefits for Members' Dependents .... When stewardesses were removed 442,368 $ 29,139 l, 181 $ 623,335 Pensioners and Dependents Number Amount 1,172 $ 346,551 988 59,562 Surgical . ............................... 53 36,009 Optical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,560 she had sailed on every American-flag Marie Corsiglia Amount passenger liner that sailed during those Hospital and Hospital Extras ............... years on the West Coast. Doctor's Visits & Other Medical Expenses . . . from the big liners at the outbreak of It is a record not likely to be sur­ World War II, Marie took nurse's passed by anyone. She will be missed training so she could continue to sail not only by her family, but by hundreds Special Equipment . . . . . . . . . . . . . . . . . . . . . . . 40 19 on what were now troop ships. After of seamen who fondly remember Marie Dental .................................. 5 1,542 the war she returned to her favorite Corsiglia. Supplemental Medical Premiums ............ 19 2,606 TOTAL Benefits for Pensioners and Dependents 2,796 Personals James L. Camp Jr. 1, Box 163, Mooresboro, N.C. 28114 or call (704) 657-6649. Anyone knowing the wherea­ bouts of Norman Brent (Zookie) Gerock should contact his sister: Diane Michael J. Cassidy Michael J. Cassidy (or anyone Forbes, P.O. Box 1092, contact his brother, Edward J. at home, and we felt you needed Cassidy, 3541 Palm Valley Circle, to know. Please notify Eddie at Oviedo, Fla. 32765, or phone (305) (704) 248-2539. Very urgent! 365-3046. -Rhonda & Eddie Lawson Washlnpon Report enacted Gramm-Rudman bill will have on the military budget. They are re­ fusing to commit themselves to many new programs, including a request by the congressional delegation of Mas­ sachusetts to "assess the concept of converting cruise ships to troop car­ riers" by subsidizing the construction of three new passenger vessels in Mas­ sachusetts shipyards. $ 48,306 TOTAL Seafarers WeJfare Plan Benefits Paid $2,223,644 TOTAL Seafarers Pemion Plan Benefits Paid . . . . . . . . . $1,410,332 Monthly Membership Meetings Port (Continued from Page 25.) * Pentagon officials are worried MISCELLANEOUS PROGRAMS ............. J.C. Mahaffey or "Bill" There are serious illnesses here about the effects that the recently 451,385 Beaufort, N.C. 28516. knowing his whereabouts) should Military $ ----- Norman Brent Gerock Please contact your parents, Rt. 3,555 ducers as Japan, Singapore and South Korea. * Canada is going ahead with plans to deregulate its maritime industry. * Various departments in the fed­ eral government are fighting over who will have the deciding input in deter­ mining what improvements or alter­ nate plans will be made to the Panama Canal. Labor Deep Sea Lakes, Inland Waters Date Piney Point ................Monday, February 3 .. ... .... . . . ... ....10:30 a.m. . New York .................Tuesday, February 4 ................ . . .10:30 a.m. Philadelphia ...............Wednesday, February 5 ..... .. . .... .. .10:30 a.m. . Balti more .................Thursday, February 6 .. ..... ... . . . . . . . . . .10:30 a.m. Norfolk ...................Thursday, February 6 ......... ... ......10:30 a.m. . Jacksonville ...............Thursday, February 6 ..... ....... .. ... .10:30 a.m. . Algonac ...................Friday, February 7 . ....... . .... . . ......10:30 a.m. Houston ...................Monday, February 10 ...................10:30 a.m. New Orleans ..............Tuesday, February 11 ..................10:30 a.m. Mobile ....................Wednesday, February 12 ...... .. .. . .. ..10:30 a.m. . San Francisco .............Thursday, February 13 ..................10:30 a.m. Wil mington ................ Monday, February 18 ...................10:30 a.m. Seattle ....................Friday, February 21 . ...................10:30 a.m. * The SIU is on strike to protect San Juan ..................Thursday, February 6 ...................10:30 a.m. the interests of the fishermen that it St. Louis ..................Friday, February 14 ........ ............10:30 a.m. represents in New Bedford, Mass., Honolulu ..................Thursday, February 13 . .................10:30 a.m. the largest fishing port in the country. Duluth ........... .........Wednesday, February 12 ................10:30 a.m. The strike is expected to cost the city Gloucester.................Tuesday, February 18 ..... ........... .I0:30 a.m. * There has been a severe decline in the world shipbuilding market, which $1 million a day (see story page 1). Jersey City ................Wednesday, February 19 ................10:30 a.m. has even affected such leading pro- the unfair list of the AFL-CIO. International . . *SONAT Marine has been put on January 1986 I LOG / 11 - �r u ::S L \JUI 1 1 � , r 1 1 ::S L v�I v�u Piney Point Offers Qualified Pensioners Housing 50 Rooms Available No. P-125 Original l/86 Form SEAFARERS BENEFIT APPLICATION P E N S I ON ER H O U SING t h e S eafarers Lundeberg S chool of S ea manshi p i n P i n e y Poi n t , Maryland For Further. information, or for help with this form, contact Seafarers Pension Department, 5201 Auth Way, Camp Springs, Md. 20746 or call: (30 1 ) 899-0675 . Note: Fill this form out I . Pensioner's Name: completely. Be sure to sign this form. -----(Please Print) Soc. Sec. No. DDD DD DODD Address ------Apt. or Box N. Street City State ZIP 2. What type of monthly pension benefit are you receiving? D D Early Normal D Normal Disability Note: Individuals who are receiving deferred vested pension benefits, or who have opted to receive a lump sum pension benefit are not eligible. 3. Are you presently married? D Yes D No If "Yes , " please provide your spouse' s name: ------(If you have not already provided the Seafarers Pension Plan with a copy of your marriage certificate . please attach a copy to this form . ) 4 . What is the amount o f your current monthly pension benefit from this Plan? What is the current amount of your monthly Social Security check') $ $ _ _ _ __ _ _ _ _ _ (Please attach a copy of your most recent Social Security check.) If you wish to take advantage of this benefit you must agree to sign over two-thirds (2/3) of the monthly pension benefits that you are or will be receiving from the Seafarers Pension Plan , and two-thirds (2/3) of the monthly benefits you are or will be receiving from the Social Security Administration. If you agree to these conditions and are interested in applying for this benefit, please sign and date the statement below. I, thirds , hereby agree t o have two-thirds (2/3) of m y monthly pension benefits and two­ (2/3) of my Social Security benefits apply toward the costs of my room and board at the Seafarers Training & Recreation Center, located at the Seafarers Harry Lundeberg School of Seamanship in Piney Point. Md. At Union 's Center arc being opportunity for hous­ at the Seafarers Harry Lundeberg School of Seamanship in Piney Point . Md . Fifty large rooms have been set aside for eligible pensioners . and ap­ plications are being accepted on a first­ come, first-served basis . The 50 avail­ able rooms will be available for single pensioners and for pensioners with their spouses. The program includes room and board and unlimited use of all recre­ ational facilities. All rooms are large doubles and include cable television. The housing program is available to all pensioners except those on De­ ferred Vesting Pension and those who have accepted the Lump Sum Buyout. Pensioners who qualify for the pro­ gram will be required to sign over two­ thirds (2/3) of their monthly pension payments and two-thirds (713) of their monthly Social Security payments to the Seafarers Pension Plan. Because this will not cover the ful l costs of the housing, the Seafarers Pension Plan will cover the expenses with a supple­ mental payment to the SHLSS. For an application to take advantage of this new housing program. pension­ ers should write to: Pensioner' s Hous­ ing, Seafarers Pension Plan, 520 1 Auth Way, Camp Springs, M d . 20746. For further information on the pro­ gram , call TOLL FREE: l -800-3452 1 1 2 , or call (30 1 ) 899-0675 . I '®'"U"o ,/I .. •� .. ,_,o;, TH£ '>"",.,. i Do You Have Claims Questions? If you have any questions about your Welfare claims, When completed, mail this application to: contact your port representa­ Seafarers Pension Dept. Seafarers International Union 5261 Auth Way Camp Springs, MD 20674 (Continued F'rom Page 1 .) catch . On draggers, which are rela­ tively large , they receive 58 percent ; on scallopers, that figure is 64 percent. The uncertainty of this method has raised some problems . " We are not sure if the owners are paying their workers their fair share , or even if they are making adequate contribu­ tions to the pension and welfare plans, which are also based on a percentage of the catch, ' ' said SIU Port Agent Joe Piva. The boat owners want to reduce the percentage of profits that fishermen receive from the catch. Yet as it is, some fishermen are working long, hard 32 I LOG I January 1 986 Signed ------ ----· ----- tive , your area vice president, or call this toll-free number: 1 -800-345-2 1 1 2 . Date New Bedford Strike Shuts Harbor hours for weeks at a time for practi ­ cally nothing. Thomas Callahan, who was on the line the first day of the strike, told a New York Times reporter about a 1 6day voyage from which he had just returned . "Callahan . . . said he was doing 12 hours l�f work and taking six hours <�fl The boat l he was on/ returned with a cargo of about 5 ,000 pounds, a poor haul. After the j(Jod, fuel and ice were paid for and the owner's percentage deducted, there was nearly nothing left for the crew of six to divide . ' ' " The captain told us, ' You 're not supposed to be getting this , but here is $100, ' ' said Mr. Callahan, who has been a fisherman for eight years. Re­ flecting on being paid $100 for the entire trip , he said: " You should av­ erage at least $100 a day . Then it works out to a minimum wage deal. " During the course of this strike , the SIU has picked up support. It has taken pledge cards on 14 new vessels. This comes after a two-year period when the SlU tried to organize the fishermen in this historic fishing port, who were represented by a union that had few , if any, ties to the sea. "We told them that we' d go to the wall for them, and we have, " said Caffey . " At the same time that this strike is occurring, the SIU is working on many different level s to protect the interests of the fishermen here . " We have a Washington staff that is closely monitoring the situation in the fishing industry , " said Caffey. "The Commerce Department recently ruled that the Canadian government was unfairly subsidizing its fishing indus­ try . Well , this Union's research staff was coming up with the figures to show this . It was a number one prior­ ity . " �SIU Streamlines Benefit Application Process r-------------------------------------------------------- ---, Form No. P-116 I Rev. 8/85 I APPLICATI ON FOR BASIC AND MAJ OR MEDICAL BENEFITS­ HOSPITAL-S U RGICAL-MEDICAL-MEMB ER OR DEPENDENT SEAFARERS WELFARE PLAN, 5201 AUTH WAY, CAMP SPRINGS, MARYLAND 20746 SEAFARERS BENEFIT APPLICATION 1 Claim No.( ______) To be co plet.ed b Member or Depend tion 1 . t : The Seafarers Welfare Plan i s I I continuing t o update and mod­ I that medical payments to doc­ o. O O D D D O O O D : . s. Faster Payment, Better Service To Membership I I I I I ernize its Claims Department so ·------ ' 2. I I t I I I . tors and hospitals can be han­ I Date y u first w rtcd for I /Inland Company ------- Date Employment 3. ELlOIBILJTY: At tach proof of 120 day prov;de pay u � be auachcd for p Terminated car and I da VE COMPA N Y _ _ __ _ _ _...... _ _ _ _ _ worlted in EL DAT I t I I I 0 dled quickly and efficiently . ------ · · I I I I I od lnl nd I I I DATE FF Two things are being done . All claims are now being proc­ e ssed by computer so that we can more accurately and quickly process the claims of S I U mem­ bers and their dependents . We have streamlined the S EAFARERS BEN EFIT AP­ --- 4. Patient' Name tc: Birth Mo. - Day Year _ ., __ No. S.S. dd Relali nship to Member yes N ame of Insurance Carrier yes 0 easier for our members to fill out , and quicker to proces s . 0 no ical bills will be proces sed and I authorize the release of any � Information necesaafy to procese. thlS claim. 0 no O 6. Is p tient covered by any other Medical Health Insurance 000 0 All o f this will mean that med­ ----- 5. Have You Filed Previously for This Claim If yes, advise: 000. 00 PLICATION form to make it paid in a much shorter time . You Must Use the New Form ------ ' ------ I I How and where did it happen? ------�-- I I ----. 1 7. Is claim for an accident? yes 0 no 0 Member or Dependents Date ignatUre Effective October I , 1 985 , SIU members ------ PLICATION S . S . No. ODD DD 4. ls disability a result of pregnancy ? yes D no yes D form. The new To make it easier, all that you or your dependent need do is fill out the top half of the form . But , make sure you include all D 5. ln your opinion, is disability caused by the patient's employment new SIU halls . DDDD ---(Please furnish essential details) the forms will be available in all 2 . Date patient first treated for present disability ______ 19__ Home__ Office__ 3. Diagnosis use SEAFARERS BENEFIT AP­ I Section 2. Physician's statement. (Complete this statement in all cases . ) I . Patient' s Name must no information , including PROOF D OF ELIG I B I L ITY . If so, please explain why__________ 6. ls this person under your professional care at present� yes D no D If you have any question about If not, release�----- 1 9__ your claim , contact your S I U 7. (a) Give dates of treatment at Hospita.____________________ Port Representative , Toll-Free Phone Number: 1-800- Charge per call $.______ Total medical charge $.______ Physician ' s Name Address -----(Please Print) 345-2 1 1 2 . Date ------ 19_____ Two Thin -----No. Street City State Zip Code Telephone Number______ Physician's Signature________________ Federal I . D. No. ------- Physician ' s S . S . No. ------ ------ at __ AM __, ___ _ _ 19__ , and left at __ AM _, ___ 19__ _ _ HOSPITAL TOTAL CHARGES $,________ 9. If hospital charges exceed $5,000 . 00 admission and discharge summary is required . You Must Do • All claims mu t be ubmit­ . ted within 180 day from th date of di charg from the ho - . pitaJ · and • You mu t 611 ut Section I of thi claim mpl tely, includ­ ingproo/ofeligibility deep di charge and pay tub in� land-pay tub . ·. COMPLETE IF HOSPITAL CONFINED 8. Entered o r your Area Vice President , or call this (b) Give dates of treatment at Home or Office__________________ PAYMENT CREDITS-PATIENT $________ PAYMENT CREDITS-OTHER CARRIER(SJ $.________ BALANCE DUE $,________ · COMPLETE IF SURGERY PERFORMED OR EMERGENCY ROOM TREATMENT Operation 10. Nature of Operatio,.._________________________ by Dr. ___________ I I . Number of swures � accidental iajury _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ East Coast : Leon Hall, (7 1 8) 1 2 . Date of 499-6600 . Operatio.�__ /__ 1 9__ Where? Home__ Office__ Hospital.__ Gulf Coast: Joe Sacco, 1 -800- 325-2532. Amount of your charge for this operation $________ West NOTE: If more than one surgery performed, show charge for each. 1 3 . Remarks Here Are Your SIU Area Vice Presidents ___________ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ �----------------------- ---------- --------------------------� Coast : George Mc­ Cartney : (4 1 5) 543-585 5 . Inland & Great Lake s : Mike - Sacco, (3 1 4) 752-6500 January 1 986 I LOG I 33 �Deep Sea Pensioner tacio Pascua Anas­ Bar­ 84 , passed away on Nov . 27, 1 985 . Brother Bar­ roga joined the S I U i n the port o f Seattle in I %5 sailing as a ', cook. He first sailed on the West Coast in 1960 . Seafarer Barroga was born in the Philippines and was a resident of Seattle . Surviv­ ing are his widow. Eulalia of Acoje Mines . Zambales, P . I . and a son, Ro­ meo of Lipay, Santa Cruz, Zambales . roga, _ Pensioner .. Be- nigno Cortez, 75, died on Dec . 1 5 , 1 985 . Brother Cortez joined the SIU in 1 944 in the port of Philadelphia sailing as an A B . He began sailing in 1940 . Sea­ • farer Cortez hit the bricks in both the 1 946 General Maritime beef and the 1947 Isthmian strike. A native of Puerto Rico, he was a resident of Nuevo Rio Piedras , P . R . Surviving are his widow, Maria and two children. Leland Creamer died on Nov. 30, 1 985 . Brother Creamerjoined the SIU­ merged Marine Cooks and Stewards Union in the port of San Francisco . He retired in 1 966. Seafarer Creamer was a resident of San Francisco . Sur­ viving is his widow. Pensioner Joseph "Joe" Cuccia Jr. , 60, succumbed to can­ cer in the St. Charles Hospital , New Or­ leans on Dec. 8, 1985. Brother Cuccia joined the SIU in the port of New Orleans in 1 950. He sailed as a bellboy , laun­ dryman, waiter, linenkeeper and night, deck, smoking room and passenger bedroom steward. He also sailed for Whitman Towing, Coyle Lines from 1 947 to 1 948 and worked on the New Orleans Delta Shoregang from 1 966 to 1970. Seafarer Cuccia walked the picket lines in both the 1 946 General Mari­ time strike and the 1 947 Isthmian beef. And he was a former member of the MAW, Local 653 . Cuccia was born in New Orleans and was a resident of Harvey , La. Cremation took place in the Tharf-Southen Crematory, New Orleans . Surviving are his widow, Shirley ; two sons, Guy and Merrill ; four daughters, Debra Karl of Harvey, Pamela, Donna and J .J. Cuccia, and his mother, Anna of New Orleans. Chester Walter Gietek, 62 , died on Nov . 26, 1 985 . Brother Gietek joined the SIU in 1 943 in the port of New York sailing as an AB and in the steward department. He helped to or­ ganize the tug Sheridan (Sheridan Transportation). Seafarer Gietek was 34 I LOG I January 1 986 born in Westfie ld, Mas s . and was a resident of Russell, Mass. Surviving are his father, Joseph of Westfield ; a brother, Richard, an.d two sisters , Donna Sue Foley of Westfield and Lillian M . Kuczynski of Russel l. Pensioner San- tiago M. Laurente, 89, passed away from natural causes in the ::� Lutheran Medical Center, Brooklyn, N . Y . on Oct. 27, 1 985 . Brother Lau­ rente joined the SIU in 1 947 in the port of Baltimore sailing as a chief cook. He hit the bricks in the 1 946 General Maritime beef. Sea­ farer Laurente was born in Aklan, P . I . and was a resident o f Brooklyn and Malima Capis, P . I . Burial was in the Greenwood Cemetery , Brooklyn. Sur­ vivin3 is his widow, Caridad. .· Pensioner Clodis Marceaux, 76, suc­ cumbed to a liver ail­ "' ment in the ProviHospital, dence Mobile on Nov. I , < 1 985 . Brother Mar­ ceauxjoined the SIU 1 in 1 949 in the port of ...a\ Mobile sailing as an AB . He was born in Kaplan, La. and was a resident of Bayou La Barte , La. Interment was in the South Memorial Cemetery, Bi­ loxi, Miss . . Surviving is his widow, Marie . ., . Pensioner Stephen Joseph Mosakowski , 69, died of a heart attack in the North• east Hospital , Phil­ , adelphia on Nov . 1 4 , 1 985 . Brother Mo. . sakowski joined the SIU in 1 940 in the port of New York sailing as a bosun. He walked the picket line in the 1946 General Maritime beef. Seafarer Mo­ sakowski was born in Philadelphia and was a resident there. Burial was in the St. Peter's Cemetery, Philadelphia. Surviving are his mother, Petonela Figlewski ; a brother, Edward and a ;I• ) ·· sister, Jennie Sczypiorski, all of Phil­ adelphia. Pensioner Niko­ dem Olen, 73 , passed away on Dec . 2 , 1 985 . Brother Olen joined the SIU in 1 944 in the port of New York sailing as a bosun. He worked on the Sea-Land Shoregang , Port Elizabeth, N . J . from 1 966 to 1 968 . Seafarer Olen was on the picket line in the 1 946 General Maritime strike. Born in Poland, he was a resident of fovemess, Fla. Sur­ viving are his widow, Vera; three daughters, Kathryn, Christine of New York City and Eleanor, and another relative , Mrs. N. Olenwrites , also of New York City . Antonio Oouendo, 63 , succumbed to arteriosclerosis at home in Los An­ geles, Calif. on Nov. 1 6, 1 985 . Brother Oouendo joined the S I U in the port of San Francisco in 1 953 sailing as a room steward. He last shipped out of the port of Wilmington, Calif. He was born in Puerto Rico. Burial was in the Angeles Abbey Cemetery, Compton, Calif. Surviving is his widow, Alice . Pensioner William 68 , died on Nov. 24, 1 985. Brother Reid joined the SIU in the port of Tampa, Fla. in 1958. He sailed as deck maintenance. Seafarer Reid was a veteran of the U . S . Navy during World War II. A native of Parish. Fla. he was a resident of Palmetto, Fla. Sur­ viving are his mother, Nora and a sister, Rosa Mathews, both of Pal­ metto. Reid, . Hafford Wright . Roberts, 60, died on Dec . 9, 1985 . Brother . .,......,_. Roberts joined the SIU in 1 944 in the port of Mobile sail­ ing as a QMED. He was born in Ala­ bama and was a res· Funeral services were held Sept. 9 aboard a Sea-Land Service ship for Julius Bielski, OS. Attending the ceremony were (counterclockwise from top left): James Boss, 3rd cook; Don Ikert, AB; John Glenn, bosun, and Dave Scott. ident of Oklahoma City , Okla. Surviv­ ing are his widow, Betty Jean ; his parents, J . M . and Margareta Roberts of Hancerville, Ala. ; an uncle , Henry L. Bonner of Montgomery , Ala. , and a cousin , Bobbie J. McCouck of Rising Fawn, Ga. Pensioner Clilford F. Udell, 75 , passed away from pneumonia in the Ferry Cty. Hospital, Republic , Wash. on Sept . 20, 1 985 . Brother Udell joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1 957 sailing as a porter. He first sailed on the West Coast in 1 942. Seafarer Udell was born in Sul­ tan, Wash . and was a resident of Wauconda, Wash. Cremation took place in the Hennessey Smith Cre­ matory, Spokane, Wash. Surviving are his widow, Mary ; a son , Richard of Medford, Ore . , and two daughters, Nola Enos and Mary Brusha. Webster Garfield Williams, 6 1 , died on Dec . 1 1 , 1 985 . Brother Williams joined the SIU in the port of Boston, Mass. in 1 955 sailing as a recertified chief steward. He graduated from the Union's Recertified Chief Stewards Program in 198 1 . Seafarer Williams also sailed during the Vietnam and Korean Wars. Born in Chelsea, Mass. , he was a resident of Mobile. Surviving are his widow, Helen and his mother. Elizabeth of Mobile . Great Lakes Pensioner David Henry , 79 , passed away on Dec . 1 , 1 985 . Brother Henry joined the Union in 1 943 in the port of New York. He sailed as an oiler for Kinsman Marine. He last shipped out of the port of Buffalo , N . Y . in 1 973 . Laker Henry also worked as a butcher. Born in Ireland, he was a naturalized U . S . citizen and a resident of Buffalo . Surviving is a brother, John of the B ronx , N . Y . Pensioner Samuel Olaf Lysdal , 84, succumbed to heart failure in the Ala­ chua Hospital, Gainesville, Fla. on Oct. 30, 1 985. Brother Lysdal joined the Union in 1 942 in the port of Frank­ fort, Mich. He sailed for the Ann Arbor (Mich. ) Railroad Car Ferries from 1 942 to 1 963 , the year of his retirement. He was born in Frankfort and was a resident of Inglis , Fla. Cremation took place in the Roberts Crematory , Ocala, Fla. Surviving is a daughter, Agnes Clark, also of Inglis . Pensioner Andrew Rebrik, 7 3 , passed away on Oct . 26, 1 985 . Brother Rebrik joined the Union in 1 947 in the port of Detroit sailing as an AB and wheels­ man. He began sailing during World War I I . Laker Rebrik was born in Pennsylvania and was a resident of Wilkes-Barre, Pa. Surviving is a sister, Ann of Wilkes-Barre. �Dllaes� of Shllps llee�llnas LNG AQUARIUS (Energy Transpor­ tation Corp.), November 30-Chairman Donald L. Rood ; Secretary L. Conlon; En­ gine Delegate Brenda Murray Dye; Stew­ ard Delegate George 0. Taylor. No dis­ puted OT. With the help of George Taylor and Capt. Glenn, there is $1 05 in the ship's fund. The chairman reported that a new washing machine was installed. There is now one machine for street (dress) clothes and one for work clothes. He also reminded all deepsea members that they must reg­ ister in deepsea ports. The educational di rector noted that there are plenty of films about safety onboard an LNG vessel and advised everyone to take time out to watch them. He also urged qualified members to take advantage of the upgrading opportu­ nities available at Piney Point. A vote of thanks was given to the steward depart­ ment for a job well done and to Brenda for her art work. New mattresses or mattress pads are needed as are lamps for the crew's lounge. The LNG Aquarius wishes everyone a Merry Christmas and a Happy New Year. Next ports: Osaka, Japan and Arun, Indonesia. CONSTITUTION (American Hawaii Cruises), November 1 2�hairman Sil La­ blaza; Secretary Roy Aldanese. Some dis­ puted OT was reported in the deck de­ partment. There is $ 1 0,400 i n the ship's fund. A ship's committee was set up to control this money which is not to be used for any perishable items. At the present time the committee has ordered all new gym equipment, microwave ovens, refrig­ erators, fans, books for a library and games. The chairman informed the members that descriptions and clothing requirements for each job are now being processed. Crew­ members also were told how happy Frank Drozak was during the dedication of the new Honolulu hall and how very pleased he was with the gathering . A motion was made to allow smoking on the bridge. Next port : Hilo, H I . COVE LIBERTY (Cove Shipping), No­ vember 21 �hairman James L. Sanders ; Secretary W. Wroten; Educational Director/ Engine Delegate William Beatty; Deck Del­ egate Paul McMahon; Steward Delegate Ronald DeWitt. No disputed OT reported. The bosun is acting as treasurer until a new treasurer is elected. There is $61 .29 in the ship's fund. Payoff will be in New York on arrival. Everything is running smoothly, and the ship will probably stay on the East and Gulf coasts-to-Alaska run for the next three or four months. Trans­ portation rates from the New Orleans port agent were received for men shipping from the New Orleans hall to various M ississippi River oil ports. The educational di rector reminded members that the U.S. govern­ ment ships offer new jobs to S I U members, jobs which did not exist two years ago. And in order to take advantage of these new jobs, members should upgrade se­ niority to secure their benefits and increase their job security. Next port: New York. GOLDEN MONARCH (Apex Marine), November �hairman Manuel Silva; Secretary George W. Luke; Educational Director Thomas Rodriquez; Deck Dele­ gate John Wolfe; Engine Delegate Erik Fischer. Some disputed OT was reported in the engine and deck departments. The ship is due to pay off in St. Croix. The chairman will send a message requesting Union representation as there are several items that need to be discussed. The chairman also noted that two brothers are retiring at the end of this voyage and wished them much luck. A discussion was held regarding crewmembers being restricted to the ship in West Africa. This will be taken up with the boarding patrolman. A vote of thanks was given to the chairman, Brother Silva, for his job of representing the members throughout the voyage. An­ other vote of thanl<s was given to the steward department for a fine job. Next port: St. Croix, V. I . OMI COLUMBIA (OMI}, December 1 Chairman J . R . Broadus; Secretary C. Moss; Educational Di rector A.G. Milne; Engine Delegate Paul F. Whalen; Deck Delegate R. Ehlert; Steward Delegate L. Cu rry. No disputed OT. There is over $200 in the ship's saf�ot quite enough, however, to purchase a video machine that will play the same cassettes as the officers.' The chairman reported that there will be a payoff this trip. Everything is going sm09thly and he encouraged more members·- to attend courses at Piney Point and upgrade themselves. In particular he mentioned a new steward department course for those members on passenger ships. He also stressed the importance of contributing to SPAD. The secretary noted that the OM/ Columbia sti ll has a four-man steward department and "we are happy for that.'' This ship has a good crew, and the deck department has been particularly helpful in cleaning up at night. A vote of thanks was given to the steward department for the delicious Thanksgiving Day dinner. OMI SACRAMENTO (OMI}, Decem­ ber 1 2�hairman Joseph F. Cosentino. No beefs were brought up. The chairman noted that the problems with the steward department have been resolved and that there is no need for headquarters to in­ vestigate the situation any further. He also said that the captain is happy with the crew and their performance. The ship is sched­ uled to lay off her crew after docking i n Baltimore. The length o f time is still un­ known. Delegates were reminded to turn in copies of contracts and other corre­ spondence from headquarters to the stew­ ard so that he can bring the ship's files up to date. Members also were reminded to turn i n keys before leaving ship and to put life jackets and survival suits in the gym. The baggage room is avai lable to those members desiring to store their gear. Com­ pliments were given to the steward de­ partment for their improved performance. One min ute of silence was observed in memory of our departed brothers and sis­ ters. Next port: Baltimore, Md. OVERSEAS WASHINGTON (Mari­ time Overseas) , December 1 2�hairman Ballard B rowning; Secretary C.A. Guerra; Educational Director J.O. Mccarry. No dis­ puted OT. Everything is running smoothly, although one engine department member got off sick at the Loop and was replaced by a member sent from the New Orleans hall. There is $72 in the ship's fund which remains in a safe in the steward's office. Donations are always welcome. The chair­ man reported that the ship will pay off i n I exas c..; 1ty, I exas this trip. A motion was made to have a microwave oven in the crew's lounge; another to keep all areas nice and clean; another to exchange mov­ ies this trip as they have been aboard for over six months. A vote of thanks was given to the steward department for a wonderful Thanksgiving Day dinner. Crew­ members observed one minute of silence in memory of our departed brothers and sisters. Next port: Texas City, Texas. PONCE (Puerto R ico Marine), Decem­ ber 1�hairman R. Rivera; Secretary P. Stubblefield ; Educational Director D. Bee­ man; Deck Delegate G. Ortiz; Engine Del­ egate M. Marth; Steward Delegate G. Blon­ court. No beefs or disputed OT. The chairman reported on a letter received from S I U Vice President "Red" Campbell con­ cerning the new ships due out this coming year. The letter also talked about how tough shipping is today for all companies and that S I U members should be thankful for their jobs and that their Union is still trying harder to i mprove the situation . The chair­ man reported that he will see if he can get an outside antenna for the television in the crew's lounge when the ship pulls in to San Juan. A vote of thanks was given to the steward department for the wonderful Thanksgiving dinner and a job well done. SEA·LAND DEVELOPER (Sea-Land Service), November 1 1 �hairman Ronald Jones; Secretary T. Maley; Educational Director Ed Armstrong. No disputed OT reported. Chairman Ronald Jones asked for the cooperation of all crewmembers in working together to keep the ship in good working condition. He also stressed the i mportance of contributing to SPAD and to the Maritime Defense League and of being politically aware and active in your respec­ tive communities. From the educational director come these words to the wise: "If you're looking to the future, brothers, you must be looking at upgrading your skills. Support the political objectives of the S I U leadership i n whatever ways you can." A vote of thanks was given to the steward department for a job well done, especially with two ovens not working for three days and one oven under constant repair and out of service most of the time (since September). And now that winter is setting in, members were cautioned to exercise safety at all times. Brothers leaving the vessel in Elizabeth were asked to pick up fresh linen for their replacements. Next ports: Halifax, Canada; then on to Eliza­ beth , N .J . for payoff. SEA·LAND PIONEER (Sea-Land Service), October 2�hairman Joe Don­ ovan ; Secretary A. Goncalves; Educational Director Jerry W. Dellinger. No disputed OT was reported although in the engine department the wiper expressed some dis­ satisfaction on being required to mop the passageway, previously done by the stew­ ard department. He was advised that this was due to changes made by the captain regarding the steward utility's job. It was reported that aside from the LOGs, no communications had been received from headquarters. The educational di rector Notice to Crewmem bers Aboard the American Eag le J u ly 1 , 1 984-J u ne 30, 1 985 I f you were employed aboard the M/V American Eagle between July 1 , 1984 and June 30, 1985 , you are entitled to an escalation for that period for each day worked. To receive this escalation, submit copies of your discharge or pay vouchers to the Contract Department at Union headquarters in Camp Springs, Md. Be sure also to advise them of the number of dependents you claim for tax purposes. Each day employed from July 1 , 1 984 to Dec. 3 1 , 1 984 provides $4. 3 1 8 per day less taxes. Each day employed from Jan. I , 1 985 to June 30, 1 985 provides $4.678 pere day less taxes. If you have any questions, contact the Contract Department. stressed the i mportance of contributing to SPAD for job security. "It is the only thing helping us keep any ships at all." One suggestion was made to improve the qual­ ity of the food. It was suggested that the MEBA food list, dated 1 964, be followed as a guide. The steward reported that the luncheon menus were requested by the captain but that he did not have any ob­ jection to a larger menu if that would satisfy the crew. The steward also said that he would not follow the MEBA list, not only because it is against S I U policy to follow the list of any other union, but mainly because the S I U has a much more exten­ sive listing of foods than any other union. And to make his point, he read from the list, proving that the SIU's food list is far superior. The captain had previously in­ structed the steward to reduce the lunch­ eon menu by one item since most of the members only order a sandwich and soup, resulting i n food waste, but the steward stated he would put the three entrees back on the menu. Next port: Elizabeth, N.J. SEA·LAND PRODUCER (Sea-Land Service), November 1 7�hairman R. Kitchens; Secretary R. Boyd; Educational Director Paul Thomas; Deck Delegate Louis Malave; Engine Delegate J.J. Clark; Stew­ ard Delegate Jerry Wood. No beefs or disputed OT reported. The weather has been bad this trip. The chairman reminded everyone to practice safety precautions at all times. The secretary stressed the im­ portance of donating to SPAD: "When you give to SPAD, you help yourself.'' Crew­ members were again reminded of the com­ pany policy of no drugs or alcohol aboard ship. "We are still losing good men because of dope and booze. If you use them they will tell on you every time. It can't be expressed enough, you're in the danger zone. Two have lost their lives, many have lost their jobs. A ship is no place for dope or booze. " A vote of thanks was given to the steward department for a job well done. STONEWALL JACKSON (Water­ man), November 1 7�hairman Carl Line­ berry; Secretary Thomas Liles Jr.; Edu­ cational Di rector Raymond G . Nickalaskey; Deck Delegate Carl B. Parks; Engine Del­ egate Clarence Jones Jr. ; Steward Dele­ gate Miguel Aguilar. No disputed OT or beefs reported. One steward department member got off sick in Singapore. His replacement came onboard i n the Suez Canal. There is $5 in the movie fund. The chairman reports that this has been a good voyage for the Stonewall Jackson and that they expect to arrive in Norfolk for a payoff. Minutes of the last meeting were mailed in with the S I U crew list, and a repair list is being put out. A vote of thanks was given to Third Mate John German for helping tape movies for the video machine. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Norfolk, Va. Official ships minutes also were received from the following vessels: ADOlllS AMBASSADOR ATLAITIC SPIRIT AURORA BAY RIDGE BORllQUEI BROOKS RAll6E USIS CAPEUA USIS DEIEBOU FALCOll PRllCESS lllG GEMlll 118 MOBIL£ MOKU PAIRI OMI WDER OVERSEAS BOSTOI OVERSEAS HARRIETTE PAUL BUCK PUERTO RICO SAMUR L C088 SEA-LAID COISUMER SEA-WO ECOIOMY SEA-LAID EXPRESS SEA-WO lllllOYATOR SEA-UllD LIBERATOR SEA-UllD PACER SEA-UllD PATRIOT SEA-UID VEm& SEA-WID VOYAGER SUATOR THOM,_ PASS IRIUllPll January 1 986 I LOG I 35 �Eugene v ictor uayoen, t>4 , Jomea the SIU in the port of New Orleans in 1 956. He sailed as a steward utility , steward delegate and ship ' s delegate . Brother Hayden began sailing in 1 947 out of the port of Tampa. He was born in Pass Chris­ tian, Miss. and is a resident of Biloxi, Miss. Deep Sea Reuben C. Blackburn, 63, joined the SIU in the port of San Francisco in 1 95 1 . He sailed as a recertified chief steward and as a chief cook for 35 years . Brother Blackbum was graduated from the Union ' s Recertified Chief Stewards Pro­ gram in 1 980. He is also a graduate of the University of California. Sea­ farer Blackbum is a veteran of the U . S . Army during World War II. A native of Wilkesboro, N . C . , he is a resident of San Francisco. Jimmie Dale, 70, joined the SIU in the port of New York in 1 967 sailing as an A B . Brother Dale be­ gan sailing in 1942. He is a wounded World War II veteran of the U . S . Army ' s 4th Combat Engineers Bat­ talion. Born in the Philippine I s . , he i s a naturalized U . S . citizen. Dale is a resident of Camden, N . J . Daniel Dean, 7 6 , joined the SIU in 1 943 in the port of New York. He sailed as an AB and cook for the Sea-Land Shoregang, Port Eliz­ abeth, N . J . in 1 972. Brother Dean hit the bricks in both the 1 946 Gen­ eral Maritime beef and the 1 947 Isthmian strike . He was born in Newark, N .J. and is a resident of Neptune, N .J . William James Dunnigan, 78, joined the SIU in 1945 in the port of Baltimore sailing as a chief electrician. Brother Dunnigan began sailing in 1 934. He was born in M aryland and is a resident of Baltimore. Dennis Harold Gibson, 65 , joined the SIU in the port of Wilmington, Calif. in 1 956 sailing as an A B . Brother Gibson last sailed out of the port of Jacksonville . He was born in Stonega, Va. and is a resi­ dent of Jacksonville. Charles Maurice Hill, 67 , joined the SIU in the port of Norfolk in 1 964 sailing as an AB . Brother Hill was born in Nebraska and is a resident of Norfolk. Tom Endel Kelsey, 60, joined the SIU in the port of Philadelphia in 1 950 sailing as an AB and recertified bosun. Brother Kelsey graduated from the Union ' s Recertified Bo­ suns Program in 1 957. He last sailed 1 out of the port of San Francisco. Born in Estonia, U . S . S . R . , he is a naturalized U . S . citizen residing in Sparks, Nev. Fishing has been good for Reino J. Pelaso (P-8) of Vallejo, Calif. He caught 15 salmon (6 to 22 lbs. each) as well as lots of rockfish and sturgeon. Pensioner Pelaso wishes to say hello to all his old shipmates. "I hope everyone has a Merry Christ­ mas and that the New Year will be good to all my friends." ·· 67 , joined the SIU in 1947 in the port of New York. He sailed as a FOWT and chief pumpman. Brother Mar­ tin worked on the Sea-Land Shor­ egang, Port Elizabeth, N . J . from 1 970 to 1 978. He is a wounded veteran of the U . S . Army during the Korean War. Seafarer Martin was born in Scotland , is a natural­ ized U . S . citizen, and resides in Oakridge , N . J . James "Blackie" Martin, Patrick Ignatius Rogers Sr. , 56, joined the SIU in 1 947 in the port of New York sailing as a QMED. Brother Rogers last shipped out of the port of Jacksonville. He walked the picket lines in both the 1 946 General Maritime strike and the 1 947 Isthmian beef. Seafarer Rog­ ers was born in New York City and is a resident of Titusville, Fla. Aquilino Villariza, 66, joined the SIU in 1 947 in the port of New York sailing as a cook. Brother Villariza was on the picket lines in both the 1 946 General Maritime strike and the 1 947 Isthmian beef. He last shipped out of the port of San Francisco. Born in Iloilo City , P. I . , he is a resident of San Fran­ cisco. Brat Lakes August Sakevich, 65 , joined the r Union in the port of Buffalo, N . Y . t r-8- in 1 964. H e sailed as a coalpasser for Kinsman Marine in 1 96 1 and 1 7 · h i s c e o a r r porter, deckhand and FOWT for the Boland and Reis Steamship companies . In 1 944 he began sail­ ing, first out of the port of Duluth, Minn. and lately out of the port of Philadelphia. Laker Sakevich is a veteran of the U . S . Army ' s Infantry Corps during World War II. A na­ tive of Scranton, Pa. , he is a resi­ dent there. l !� � �:�� �; �:�;� �� � � ��;:� Gerald Francis Scott, 62 , joined the Union in the port of Buffalo, N. Y. in 1 96 1 sailing as a deckhand and oiler for the Great Lakes Dredge and Dock Co. from 1 95 7 to 1 985 . Brother Scott rode the tug McGuire (Great Lakes D . & D . ) in 1 976 ano worked as an inspector for the Re­ public Steel Co. from 1955 to 1 957. He also was a former member of the Teamsters Union, Local 336, driving a truck from 1 948- 1 954 . Laker Scott is a veteran of the U . S . Army during World War II. Born in Cleveland, Ohio, he is a resident of Parma, Ohio. PROTECT YO/JR dOB AN/J 1 YOUR 51./IPMA TS. .OO!Y'T UGE fJRUGg' u 0 I 36 I LOG I January 1 986 'II �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes DEC . 1-31, 1985 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP President Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President Frank Drozak, * * REGISTERED ON BEACH All Groups Class CL Class L Class N P Ed DECK DEPARTMENT Port Algonac . . . . . . . . . . . . . . . . . . . . . 5 19 2 6 2 3 6 6 Port 37 6 5 5 0 0 2 0 4 16 ENGINE DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 1 Port 3 21 STEWARD DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 0 13 Port 3 HEADQUARTERS ENTRY DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 13 14 11 0 0 0 3 15 8 Totals All Departments . . . . . . . . 10 42 18 8 71 22 8 28 13 * "Total Registered" means the n umber of men who actually registered for shipping at the port last month . * * " Registered on the Beach" means the total n u mber of men registered at the port at the end of last month . Dispatchers Report for Deep Sea DEC . 1-3 1 , 1985 *TOTAL REGISTERED All Groups Class C Class A • Class B TOTAL SHIPPED All Groups Class A Class B Class C 6 58 12 15 11 13 60 41 34 16 34 17 7 43 0 0 367 5 7 6 11 8 6 6 7 13 6 4 6 25 5 0 2 1 17 0 1 0 0 1 0 4 1 1 0 0 0 3 0 0 0 11 2 64 5 13 9 9 35 43 21 15 23 14 6 3 0 0 262 0 51 7 13 7 10 38 25 27 13 17 16 4 27 0 3 258 2 10 4 1 9 4 10 5 5 8 9 2 16 4 0 5 94 0 0 0 1 0 0 1 0 2 0 0 0 2 0 0 0 6 1 33 2 6 6 4 31 26 10 12 12 11 4 16 0 2 176 0 19 1 11 7 9 25 19 40 7 15 6 8 17 0 1 185 2 4 2 9 5 5 3 4 6 1 6 3 53 0 0 2 105 0 0 0 1 0 0 1 0 1 0 2 0 41 0 0 0 46 0 30 1 3 3 6 18 16 34 17 35 6 20 15 0 1 205 0 0 0 0 1 0 8 1 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 8 2 4 1 0 7 4 0 0 26 9 1 04 14 0 28 25 1 05 71 68 49 60 34 5 86 0 2 660 5 27 12 0 29 8 17 23 23 9 7 1 19 8 0 2 190 0 0 0 0 0 0 8 0 1 0 0 0 4 0 0 0 13 0 4 1 2 2 1 12 7 2 6 4 1 8 5 0 1 56 0 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 3 0 0 0 0 0 0 0 5 2 6 1 0 4 3 0 0 21 1 1 07 12 0 18 14 83 44 1 49 35 41 19 3 57 0 3 586 4 15 6 0 16 7 12 8 10 21 15 3 20 4 0 5 146 0 0 0 0 0 0 2 0 5 0 0 0 4 0 0 0 11 0 0 0 0 0 0 0 4 4 4 0 0 53 2 0 0 67 0 44 2 0 11 16 60 23 99 21 38 9 5 28 0 0 356 3 8 3 0 4 12 19 6 10 10 12 4 29 1 0 0 1 21 0 0 0 0 0 0 0 0 1 0 2 0 33 0 0 0 36 STEWARD DEPARTMENT Port G loucester . ......... . New York .... Philadelphia ... . Baltimore . .. . .... . .. Norfolk . . . . . . . ... . . . . . ... . . Mobile .......... . . . .... . ... . New O rleans Jacksonv ille ....... . ......... Sa n Fra ncisco ..... . ......... Wilmington ... ....... . . . Seattle ... . . . .. . Pue rto Rico . . .. . ... ......... Ho nolulu ................... Houston . .. . .. . . .. St. Louis ................... P iney Point ... . ............. Totals . .. . .. . . . . . . ... . . . . . . . 1 19 4 0 5 2 23 42 5 5 6 5 18 11 0 4 150 ENGINE DEPARTMENT Port Glouceste r ................. . New York ................... Philadelphia ................ . Baltimore ................... Norfol k .... . . . .. . ..... . . . Mobile ........ .... . ... . ... . New O rleans ................ Jacksonv ille ................. Sa n Fra ncisco ............... W ilmington ................ . Seattle .... . ..... . .......... · Pue rto Rico .. . . . . . . . . . .... Ho nolulu ...... ............ Houston .. ....... . St. Louis ........ . . ........ . ... . .... . Piney Po int Totals . . . . . . . . . .. . **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Gloucester ................. . New Yo rk ................... Philadelphia ......... . ....... Baltimo re ................... No rfolk ..................... Mobile .................... . New O rleans .......... Jacksonv ille ................ . Sa n Fra nc isco ........... . .. . W ilmington ................. Seattle ............. . ....... Puerto Rico ................ . Ho nolulu ................... Housto n ................. . . . St. Louis ................... Piney Point ................ . Totals . .. . .. . . . .. . . . . . . . . . . . Trip Reliefs 1 22 1 1 5 1 11 21 7 1 5 2 1 54 2 0 2 236 0 0 0 0 2 0 2 1 0 0 0 0 220 0 0 0 225 ENTRY DEPARTMENT Port Gloucester .................. New Yo rk ................... Philadelphia ................. Baltimore .......... . . . . . . . . No rfol k ..................... Mobile .................... . New O rleans ............... . Jacksonv ille ......... ....... . Sa n Fra ncisco ........... . ... Wilmington ................ . Seattle ......... . . . . . ...... Puerto Rico ................ . Ho nolulu .................. . Houston ................... . St. Louis ................... Piney Po int ................ . Totals.. . . . . ... . . ... . . . . . . . . 1 26 7 3 4 3 17 24 41 10 20 17 13 12 0 0 1 98 2 40 10 4 8 8 20 18 14 9 15 10 181 7 0 3 349 0 2 0 0 3 0 5 1 0 0 3 0 242 0 0 0 256 0 0 0 Totals All Departments . . . . . .. . 1 ,008 665 319 643 442 238 Turner, 0 1 49 13 0 11 5 248 29 116 33 38 19 11 24 0 0 597 7 75 9 0 21 14 48 31 25 31 44 16 1 25 16 0 7 469 0 9 0 0 0 0 10 5 4 0 5 3 1 61 1 0 0 1 98 114 2 , 199 926 258 * "Total Registe re d " means the numbe r of men who actually reg istered for shipping at the port last month. * * " Registered on the Beach" means the total number of men reg istered at the port at the e nd of last mo nth. Shipping in the month of December was up from the month of November. A total of 1 ,437 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 ,437 jobs shipped, 643 jobs or about 45 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 1 1 4 trip relief jobs were shipped. Since the trip relief program began on April 1 , 1 982, a total of 2,053 jobs 5201 Auth Way Camp Springs, Md. 20746 (30 1 ) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 4800 1 (31 3) 794-4988 BALTIMORE, Md. 1 21 6 E. Baltimore St. 2 1 202 (30 1 ) 327-4900 CLEVELAND, Ohio 1 290 Old River Rd. 44 1 1 3 (21 6) 621 -5450 D U LUTH, Minn. 705 Medical Arts Building 55802 (21 8) 722-4 1 1 0 G LOUCESTER, Mass. 1 1 Rogers St. 01 930 (61 7) 283- 1 1 67 HONOLULU, Hawaii 636 Cooke St. 968 1 3 (808) 523-5434 HOUSTON, Tex. 1 22 1 Pierce St. 77002 (71 3) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 {904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (20 1 ) 435-9424 MOBILE, Ala. 1 640 Dauphin Island Pkwy . 36605 (205) 478-09 1 6 NEW BEDFORD, Mass. 50 Union St. 02740 (61 7) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 701 30 (504) 529-7546 Toll Free: 1 -800-325-2532 NEW YORK, N.Y. 675 4 Ave . , Brooklyn 1 1 232 (71 8) 499-6600 NORFOLK, Va. 1 1 5 Third St. 235 1 0 (804) 622- 1 892 PHILADELPHIA, Pa. 2604 S. 4 St. 1 9 1 48 (21 5) 336-38 1 8 PINEY POINT, Md. St. Mary's County 20674 (30 1 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 941 05 (41 5) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98 1 21 (206) 441 - 1 960 ST. LOUIS, Mo. 458 1 G ravois Ave. 63 1 1 6 (31 4) 752-6500 SUBIC BAY, Rep. of Philippines 34 2 1 st St. , W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 ( 2 1 3) 549-4000 have been shipped. January 1 986 I LOG I 37 �"The SIU-A Great Start . . . ' I have been meaning to write for a long time to thank the SID for a great start in my professional career. I joined the Union in 197 1 and To The ditor 'The Merchant Marine and Veterans' Benefits . . . ' In the Longview Ds.ily News, Friday, Dec. 6, 1 985, th.ere was an article mentioning th.at seamen who were involved in Operation Mulberry on the "Block" ships during WWII are entitled to apply for service d1scharge certiflcates which will make th.em el1gible for such veterans' beneftts as home loans, medical care and burial in a national cemetery. The criteria for this entitlement is that they served under direct military control, performed a uniquely military mission in a combat zone-a mission that is not considered a mission of the merchant marine. I know th.at the SID has been seeking this type of recognition for seamen, but I haven't heard of such being applied to those involved in similar operations. Two which I was personally involved in were the Murmansk run and the invasion of Saipan. Those who were sailing in those days will recall that we were compelled by the military to take gunnery practice, which I don't consider a mission of the merchant marine. J"raternally yours, l'red '1'. Killer canJ.e Bock, Wash. 'Veteran Status for WWII Seamen • • • later got my "A" book and QMED ratings. SHLSS was very good [to me ] . . . I later received a Logan scholarship and got a B.S.M.E. at the University of Virgin.ia in Charlottesville. I sat for my 3rd asst. license and got it, thanks to all I learned in the SID and at Piney Point . . . Since I stopped sailing in 1979, I have worked for Newport News Shipbuilding, American Bureau of Shipping and Bailey Controls (a division of Babcock & Wilcox). I am currently planning to obtain a Professional Engineer's license as mechanical engineer in Virginia. The test will be rough, but I'll give it my best shot! This is no ''bull": you people have a great, progressive organization with a very astute president and executive board. Look at the other unions as they bite the dust because they can't adapt. Go to the Point and learn all you can. You don't have to be an Einstein to get a degree or a license-you just have to study, ask questions and pay attention. I was so happy when I got the license, I was naturally "high" for a month.I Who needs drugs? You have got a hell of a Union-be proud of it . . . I miss not going to sea, but I will always remember my seafaring days and all the great shipmates. Maybe I'll take a cruise with you all sometime! .&..:a. ''Woottr'Woodhouae Bewport Bewa, Va. 'Bncouragement Pays Sincerely, Off . . . ' I would like to express my thanks to the faculty and staff at SHLSS for their patience and assistance during my stay th.ere. Aft.er completion of the sea.lift. course in August, I entered the tail­ end of the 3rd mate's course and took celestial navigation and radar observer courses. During th.at time, with the encouragement of instructors Jim Brown, John Mason and many others, I began testing for an ocean license. At this time, I'm happy to say, I have passed all the exam sections and need only qualify in Morse Code. I could not have done it without their help. I would also like to acknowledge the sta.:tr at the hotel, especially Eddie Gildersleeve, who made our stay a plea.sure. My wife and I were made to feel at home by everyone we came in contact with. Thanks again to the SID and everyone at SHLSS. ' Enclosed is an article from The Sun ( Bremerton, Wash.), Dec. 6, 1 985. What is the veteran status for the remain.ing merchant seamen who sailed during WWII? Or is there a status? It would seem this might be a wedge in the door. . . . Enclosed is a modest contribution to SPAD. W-10&8 'l'hom.aa Mylan. M-2460 'New System Proves Effective . . . ' I want to thank our Welfare Plan for the newly-installed system which made the reimbursement of our drug expenses faster than it used to be. I know that other "old timers" on pension j oin me in this sentiment. Barl Robert caughie Bellair, Wash. Yours fraternally , P.M. B.eyes Jlobile, .Ala. 'Proud of the SIU . . . ' This is to let you all know that I still feel very proud of the SID, and any time you may need anything from me, I am at your service. I want to say hello to Frank, Red and all the boys th.at I worked with in my 29 years of sailing and working with the SID. I also want to say hello to all the shipmates I had through the years. At 73, I still feel young. Enclosed is a $25 donation to SPAD. Jose s. Coils 'Greetings and Thanks from the Garners . . . ' I would like to express my sincere thanks in regards to the insurance payments on my wife's hospital bill for the birth of our son, Joshua. There are ,, really no words that can tell you how grateful I am. A special thanks to Red, Joe, Mike and George for talking with me on the phone concerning my j ob and insurance. C- 1 1 Santurce , P.B. 'A Note of Appreciation . . . ' I know th.at the Alpena General Hospital received money from the Seafarers Welfare Plan. My debt is payed and I am very grateful. I hope this expresses my sincere appreciation to all of you folks. Merry Christmas-Happy New Year. Bichard J. Piasbowski Alpena, Mich. 38 I LOG I January 1 986 Jimmie Garner Gadsden, Ala. Joshua. Wizyne Garner l O months P.S. Joshua said to say thank you for the $50 savings bond-and Merry Christmas! �SPAD Editorials Keeps Us Playing With the Big Boys Political action donations are com­ ing under increasing fire because some critics charge these donations (which totaled $ 1 1 3 million during the last election cycle) buy influence. If that is true , a look at who is spending the most money to promote their agendas for the nation is scary . The National Conservative Political Action Committee (NCPAC)- $ 1 9 . 3 million. Fund for a Conservative Majority­ $5 .4 million. National Congressional Club (or­ ganized by Sen. Jesse Helms)- $ 5 . 3 million. The list goes on with organizations whose views seldom agree with or­ ganized labor; the American Medical Association, the Realtors PAC , the National Association of Home Build­ ers and other business-oriented orga­ nizations . A t the SIU , the Seafarers Political Action Donation (SPAD) is our arm for donating money to our political friends . We don't believe that a congressional representative or a sen­ ator can be "bought" for a few thou­ sand dollars at campaign time. But we do believe that these SPAD donations help us open the door to politicians. SPAD gives the Union a chance to make its pitch, to explain its goals and p romote legislation in the best interest of the SIU and organized labor. Should the structure of PAC dona­ tions be reformed? When we look at the $ 1 9 . 3 million from NCPAC , a vir­ ulent and rabid anti-labor organiza­ tion, the answer might very well be yes. But until changes are made in the game' s rules, the SIU has to play at the best of its ability , and that means SPAD. We must counteract the millions and millions of dollars that flow from these wealthy, conservative anti-labor PACS. We can't do that with corporate do­ nations and tax write-o(fs from mil­ lionaires. We have to count on each member of the SIU for a few dollars here and a few dollars there . Fifty cents a day, $ 1 or $2 a day can mount up. If politics were a game of fairness with everyone on equal footing, the SIU and organized labor might be able to count on old-fashioned persuasion and debate on the issues. We need your help and your money . In the political game the SIU is the basketball player under six-feet tall , the 1 75-pound wide receiver sur­ rounded by 300-pound defenders. But just like sport s , the little guy , if he' s dedicated enough and works hard, can win. Make sure to set aside that little bit from your wages-50 cents a day the ' price of a i;up of coffee. In the end, those pennies a day can make a big difference. ' ' That's a good question ' ' One letter has more influence in Washington, it has been said, than petitions or any other form of communication to members of Congress , bureaus and committees . While i t i s difficult t o believe such a statement , a recent breakthrough for merchant mariners who now have veteran' s status for Operation Mulberry , was the result of letters as reported in The New York Times, Dec . 6, 1 98 5 . Raymond Carreau of Tacoma, Wash. wrote several letters on the subject of veteran' s status , and his perseverence paid off. He wrote his first letter in 1 982 . It took three years to get results, but it was worth it . We all owe Carreau a vote of thanks . The question that remains unanswered i s , "Why has only this one group of D-Day participants in World War II received veteran' s status? " Capt. Miles Wiley of the Air Force was asked this question and he replied , "That's a good question. I don't have an explanation. " Operation Mulberry , which consisted of constructing a sea-wall from 30 sunken ships to make a protective harbor for the D-Day invasion forces , affords the seamen who were on those ships veteran' s status . Everyone is delighted with this great news, this progress, but we are also concerned about the other merchant seamen who were in the D-Day invasion and all of those who were wounded or died on sunken ships elsewhere . Only 200 of the 1 ,000 in the Operation Mulberry group are still living. Even though many others are dead , they should receive the honors due them, and the other living merchant mariners should also be given similar status. General Dwight D . Eisenhower said during the war: " Every man in the Allied Command is quick to express his admiration for the loyalty , courage , and fortitude of the officers and men of the merchant marine . We count on their efficiency and their utter devotion to duty as we do our own ; they have never failed us yet, and in all the struggles yet to come we know that they will never be deterred by the danger, hardship or privation. When the final victory is ours , there is no organization that will share its credits more deservedly than the merchant marine. " Eisenhower' s intentions were admirable , but nothing was done to expedite these sentiments during his administration or any other administration over the past 40 years . His words of praise can be found "buried" in the Smithsonian Maritime Exhibit. They are there for all to see, but that is not enough. How many more letters will it take before the Defense Department comes to terms with the facts in this case. It is not the case of small sections of the merchant marine, but of all of this group of Americans who gave their all in World War II . The Heavy Cost of Substance Abuse By Phillip L. Polakoff, M.D. Press Associates, Inc. Alcohol and drug abuse afflict an estimated 2 5 . 5 million Americans. An additional 40 million people are af­ fected if we count members of the abusers' families and people close to those injured or killed by intoxicated drivers . Substance abuse victims can't con­ trol their use of alcohol or other drugs . They become intoxicated on a regular basis-daily, every weekend, or in periodic binges-and often need the drug for normal daily functioning. Substance dependence victims suf­ fer all the symptoms of abuse ;-!us a tolerance tor the drug so that increased amounts of it are necessary to get the desired effects . Alchohol, opiates and amphetamines can also lead to phys­ ical dependence in which the person develops withdrawal symptoms when he or she stops using the drug. The human tragedy of this is incal­ culable. The measurable costs are ap­ palling. The total dollar cost of alco­ holism is estimated at $89. 5 billion­ for treatment and indirect losses such as reduced worker productivity, early death , and property damage resulting from alcohol-related accidents and Drug abuse annually drains an es­ timated $46.9 billion in direct and in­ direct costs from workers , business children and adolescents are alcoholic, according to the American Psychiatric Association. These victims, on the average, will die 10 years earlier than nonalcoholics. other drugs, such as alcohol , mari­ juana, sedatives, hallucinogens or am­ phetamines . About half of those who abuse the drugs develop a dependence or addiction. and industry and the economy in gen­ eral . Drug abuse afflicts more than 1 2 . 5 million Americans. Of those, seven Successful treatment of drug and alcohol abuse includes a variety of Alcoholism is a progressive disease million use addictive prescription drugs that generally first appears between the ages of 20 and 40, usually after five to 1 5 years of heavy drinking. It takes a much shorter time, perhaps measured in months , for an adolescent heavy drinker to become alcoholic . therapies geared toward abstinence. without a doctor's supervision; five million abuse cocaine, and half a mil­ lion are addicted to heroin. Psychotherapy often helps patients understand their behavior and moti­ vations, develop higher self-esteem and cope with stress. Self-help groups such as Alcoholics Anonymous also are effective for many. crime. And that $89. 5 billion figure is for one year. Some alcoholics, upon sober reflec­ tion, say they probably were alcohol­ ics from their first drink; that lack of control-a key indicator-was evident from the start. Although drinking habits vary widely, in general abuse occurs in one of three patterns: Abuse of sedative-hypnotics or bar­ biturates most often begins either as a prescription for insomnia among middle-class women between 30 and 60, or as a recreational experiment among men in their teens or early 20s. Often, abusers regularly take heavy daily doses and develop an addiction. Abuse of opiates , such as morphine or heroin, generally follows abuse of The only medication for alcoholism requires daily use of disulfiram (An­ tabuse) which induces violent physical reactions to alcohol . Drug addiction has been treated with various sub­ stances which substantially reduce or block the effects of the abused drug. • Regular, daily intoxication; • Drinking large amounts of alcohol at specific times , such as every weekend ; • Binges of heavy drinking that may last for weeks or months after relatively long periods of sobri­ ety . Ten million adults and three million January 1 986 I LOG I 39 �S the 1 986 school season begins, it's not too early for high school seniors to start thinking about September 1 986, and college. For depend­ ents of Seafarers and Boatmen, the financial burden of college can be greatly eased if they win an S I U scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Sea­ farers Welfare Plan. For de­ pendents, four $1 0,000 schol­ arships are offered . But the Scholarship Program is not exclusively for depend­ ents. A $1 0,000 award and two $5,000 scholarships are avail­ able to active Seafarers and Boatmen. Also, when there are exceptionally qualified Seafar­ ers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $1 0,000 award to an active member. The Scholarship Program was begun in 1 952 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 1 975. 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 g raduate 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 Sea­ farers Welfare Plan on the em­ ployee's behalf prior to the date of application. • Have one day of employ­ ment on a vessef in the six­ month period immediately pre­ ceding the date of application. • Have 1 25 days of employ­ ment on a vessel in the previous calendar year. Pensioners are not elig ible to receive scholarship awards. Dependent Requirements -· Dependents of Seafarers and Boatmen who apply for a scholarship m ust be unmarried, under 1 9 years of age, and receive sole support from the employee and/or his or her spouse. Un­ married children who are eligible for benefits under Plan # 1 Major 40 I LOG I January 1 986 Don't Wait! Apply Now For 1 986 S I U College Scholars h i ps Dead l i ne - Apri l 1 5 Medical are eligible to apply for a dependent's scholarship up to the age of 25. Each applicant for a depend­ ent's scholarship must : • Be unmarried at the time application is made. • Be under 1 9 or 25 years of age (whichever is applicable) . • Be eligible for dependent benefits under the Seatarers 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 Sea­ farers Welfare Plan on the em­ ployee's behalf prior to the date of application. • Have one day of employ­ ment in the six-month period immediately preceding the date of application. • Have 1 25 days of employ­ ment in the previous calendar year. The last two items above cov­ ering 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 mem­ bers, the scholarship grants are awarded on the basis of h igh school grades and the scores of either College Entrance Exam­ ination Boards (SAT) OR Amer­ ican College Tests (ACT) . The SAT or ACT exam must be taken no later than February 1 986 to ensure that the results reach the Scholarship Selection Committee in time to be evalu­ ated . For upcoming SAT test dates and applications, contact the College Entrance Exami­ nation Board at either: Box 592, Princeton, N.J. 08540 or Box 1 025 Berkeley, Calif. 94701 , whichever is closest to your mailing address . For upcoming ACT test dates and applications contact: ACT Reg istration Union, P . O. Box 41 4, Iowa City, Iowa 52243. Scholarship program appli­ cations are available to active members or their dependents at any S I U hall or through the Sea­ farers Welfare Plan, 5201 Auth Way, Camp Springs, Md . 20746. Scholarship winners will be announced in May 1 986. The deadline for submission of ap­ plications is April 1 5, 1 986. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1986 Description An account of the resource HEADLINES SIU FISHERMAEN SHUT NEW BEDFORD HARBOR FARM BILL INCREASES U.S. SHIPS’ SHARE OF P.L. 480 BUILD AND CHARTER PROGRAM PART OF 1986 SPENDING BILL SHLSS WINS OK FOR 2-YEAR COLLEGE DEGREE SIU-BACKED FARM BILL SIGNED OVERSEAS ALICE CREW SAVES 46 IN HEROIC RESCUE KINGS POINT HONORS APEX MARINE CHEF JAMES ALLAN GOLDER, 61, DIES ON NEW YEAR’S DAY; BURIAL IN PINEY POINT MOST GRAIN BARGES, TOWBOATS ESCAPE WINTER’S FIRST FREEZE ORGULF BOATMEN GET 30-30 SONAT ON AFL’S UNFAIR LIST MISSISSIPPI QUEEN HIT BY TUG THE UNITED STATES ARMY TRAINS CRANE INSTRUCTORS AT SHLSS FIREMEN/WATERTENDER, OILER COURSE TO BE OFFERED IN MARCH AND SEPTEMBER ROVER SAVES 63 REFUGEES FROM CERTAIN DEATH MSC PAPER INCORPORATED INTO LOG SIU CONTESTS MSC DECISION TO END FREE MEDICAL CARE USNS METEOR RETIRES FROM ACTIVE MSC DUTY MSC TOUTS NEW SAFETY PROGRAM TERRORIST ACTIVITIES ON THE RISE GETTING TO DIEGO GARCIA CAN BE HALF OF THE FUN HUNDREDS OF NEW JOBS BOOST SIU IN FACE OF SHIPPING SLUMP-MEMBERSHIP SERVICES EXPAND HOSTILITIES FORCE MARITIME TO CIRCLE THEIR WAGONS AS FOES MAKE HEATED CHARGE SEAFARERS MARK YEAR WITH SACRIFICE, DEDICATION AND AWARDS AROUND THE WORLD SIU PEOPLE WORKED, PLAYED AND LEARNED IN 1985 MILITARY SHIPS STEAM INTO SIU JOB PICTURE IN AND AROUND HONOLULU ABOARD THE S.S. INDEPENDENCE IN HAWAII LIFE ON THE WATER THROUGH A WOMAN’S EYES CHECK YOUR MEDICAL BILLS-NEW PLAN’S PROGRAM COULD PAY YOU THIEF STEALS SEAFARER’S CHRISTMAS, BUT HAS CHANGE OF HEART MARIE CORSIGIIA, VETERAN WEST COAST SEAFARER DIES PINEY POINT OFFERS QUALIFIED PENSIONERS HOUSING Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1986 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 48, No. 1 1986 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/65cb3a33443485f6e93d31e269da2fd3.pdf a64bc57f97b34b6e434e11f8377e24eb PDF Text Text i ' t ! :t ,, � ':; ·\ ' � _, ---·· •._........ ., ... l�1f•r•• ...... Valen ._.....,..,,LUellatl1n1.a.w.._.Dldl'k:t•AJ'L.CIO . : ..... . ... . . , ' ' ' . . ' . · .· : - . ' : · ... . :.· Vol.4'7 No.12Decn•fuil' i9as . . .. . :·' " . ·... 'I . ·· ''· I l t t ,,, jj ___ �disciplines. In the Feb. 1986 issue of the LOG we will carry a special supplement on what we have been doing in this area. President's Report by Frank Drozak * S we come to the end of an­ other depressing year for the maritime industry in this nation of ours, we in the SIU can look back and say we didn't do bad. In a year that saw a worldwide lay-up of tankers and a sharp drop of both tanker and· dry-bulk ton­ nage in the U.S. trades, our Union has continued to grow. In the past year, we have gained 35 new ships and 680 new jobs. In 1985, every ''A'' seniority Seafarer who wanted a job had a berth� (Nearly half of all jobs were taken by "B" men.) This dido't just happen because we're nice guys. It happened be­ cause we worked hard-all of us­ a.nd we worked together. We con­ tinued to grow because we kept our priorities in order: first, to seek jobs for this membership; second, to provide the best training and education for our membership. A Jobs Come First · . * * In our dealings with govern­ ment, too, all of our efforts are aimed· at one thing: jobs and job security for this membership. Whether we are hammering at the door of the Department of Trans­ portation, meeting with top offi­ cials of the Department of Energy, or sitting across the desk from a member of Congress, our focus is always the same. How can we better ensure jobs for the members of our Union. · Members' Support Vital· organization is preeminent . in the industry today because we "have developed the finest training facil­ ities and the most relevant training and upgrading curriculum in this country. I want to commend the staff at Piney Point for their con­ tinued effo'rts to keep our training programs relevant to the rapidly changing needs of the industry. I also want to commend our mem­ bership for their enthusiastic participation in these programs. At every level of our dealings with government and industry, we put j<,lbs first. Our political action has that one focus in its sights: Education Is Key jobs. And we have been successful I believe that our membership because we have kept that focus. In our political action, we are not u�nderstands and· has responded to �he realitie of the change in our Democrat oi:- Ile.publican nor are. t We we Independent. adf: tly .':'.''mdu try because we have alway supp0rt those members of Conplaced a high priority on education gress, of whatever affiliation, who and communication. I have said support our objectives. many times that if we will comIn our dealings with the maritime 111unicate, we can understand our industry, we aggressively seek new problems. And if we understand job opportunities wherever they our problems, we can begin to exist. We have succeeded in getsolve them. Many of the new job opportuting new jobs for two very good reasons. We have developed a nities we have developed for our training and education program membership require new skills. second to none, and we have a Today, about 30 percent of all of membership that understands what our job opportunities are aboard is happening in the real world and military support vessels. In five is willing to adapt to the changes years, I believe more than 50 percent of our jobs will be on military that inevitably must come. Let me say something about our support and· 1ogistics ships. This training program. I believe that our has required new training and new _ And here again is where our membership, because it is in­ formed, has played a considerable role in otir efforts here in Wash­ ington. Our members have re· sponded in two very important ways: through their support of SPAD, and through their active participation in grassroots political action. I cannot emphasize too much the importance of this membership support. Without it, our efforts here in Washington must grind to a halt. It .is because of the SPAD contributions of each and every member of this organization that we have been able to develop working relationships with mem­ bers of Congress, and have been able to win their support for our programs. 'Let me assure you that if we had not been active_ly. in­ volved on Capitol Hill, there would be no cargo preference, no Alaskan oil on U.S.-ftag ships; there would be less than half of the ships we have today and maybe only a third of the jobs we have. Remember that we are playing hardball with an administration that wants to destroy our industry and a well-financed political action co­ alition that -wants to destroy all . labor organizations. * * * But we have grown bOth in strength and experience in this past year, and with the support of this membership we will continue to grow. I would like to take this oppor­ tunity to wish our members and their f�unili,�s a warm and joyous Holiday Season, and.a New Year of growth and happfuess. . ' . During the recent Washington State AFIA:IO Council Cooventjon, Rep. Don Bonker (D· Wash.) spoke to delegates: aoout the country's foreign trade policies and the U.S.-Hag merchant marine. Bonker bas been a strong friend of the U.S. merchant Oeet. Pictured above are retired SIU oBicial Edward X. Mooney, Booker, Seattle Field Rep Rich Berkowitz and Seattle Port Agent George Vukmir. Official Publlcation of the Sealar9rs lnlemational Union of North America, AUantic, Gulf, lalms and Inland WllBIS District, AFL-CIO Del:ember 1985 Vol. .47. No. 12 Executive Board Frank Drozak President· Joe DIGlorglo Secretary Angus "Red" Campbell Vice President Chatlea S¥enson Joe Sacco Editor Vice President Ed Turner Executive Vice President Mike Sacco Vice President George McCartney Vice President Leon Hall Vice President Roy A. Mercer Vice President Mike Hall Managing Editor . Max Hall Associate Editor Deborah Greene Assocl8te Editor �d=os 2 I LOG I December 1985 LOG (ISSN 0160-2047) si published monthly by Seafarers International Union, Attantic, Gulf, Lak� and .Inland/Waters District, AFL-CIO, 5201. Auth Way, camp Springs, Md. 20746; Tel. � 0675. Second-class POStaoe. paid at M.S.C. Pnnce Georges, Md. ro790-9998 and at add _itionaf i s. POSTMASTER: Send address chan ges to the LOG, 5201 Auth Way, camp Springs, mailing offce Md. 20746. The �.. New ·Seafarers Program Jan. Starts, 1 Beat Your Drug Abuse·· Problem Now i I �" I .�: SIU members with drug depend­ ency problems will have a new place to tum to for help starting Jan. I. That's when the SIU's new Chemical Dependency Program will begin op­ erations at the Piney Point, Md. facil­ ities of the Seafarers Alcoholic Re­ habilitat.ion Cent�r (AAC). The new six to 12-week program will address a problem that has been growing dramatically during the past several years. When the SIU opened the ARC 10 years ago, drug abuse was seldom seen. The main .problem was almost always alcohol. But today, ac� cording to ARC Director Rick Reis� man, about 70 percent of the people treated for alcoholisn1 also· are dependent on other drugs such as mari­ juana and cocaine. "That's the general trend around the country. But one thing is that people are going into treatment sooner," Reisman said. · He said there are two majpr reasons. for that. The comb inatio.. n of aicohol and drugs . results in a ·much faster decline in a person's condition. There also is a inuch greater public aware- ness of drug problems and the pro­ grams a".ailable to help addicted individuais. Most ARC patients show addiction "primarily to. alcohor and marijua�, and cocaine when they can get it," Reisman said. In the past, and even In some Circles today, marijuana was considered a "harmless drug" that didn't lead to addiction problems. "What do you call it when somebody sCi'tS. out. of bed in the morning .and roijs>. a: joint· be(ore. work. then smdkes another with lunch. and then goes home and smokes afro· other joint before dinner and then one in front of the television and gets up in the morning and does it all over again? rd call it addiction," he s�d. Cocaine use has risen a great deal also, mainly because. its availability· c me . has increased and it : price h · · · Compromise OK'd stronger urge to keep doing the drug. While there has been an increase in drug . dependency ai:nong ARC patients, kei�tnan·· · d be doesn't believe drug problem arn<)J}g,sCafarers are: a great deal more prevalent than in the general population. "Perhaps a little more, but not that much," he said. · Along with the physical and psychological benefits of beating an. addicifon, there. are career benefit too. , Drug tc ting by both the government and priv _le companies . is on' tbe..in• creas.e,,and iuiyo� Who teSts posi tive faces serious employrri�nt problems. Much of the. SIU's work (about 30 percent now and that could reach 50 percent within the next few years) is onboard military ships, and pre-employment . and ·spot drug checks are requiied. If they show positive for drugs-, a Seafarer is out of. work,. maybe ' permanently. · · · · down d�nn the past few years� Re· cent studie have shown tl-.at an ad­ dic,tiofi to cocaine is more serious than. heroin addiction. The intensity of the "high" from cocaine is so great (some liken it to sexu_al orgasm, Reisman said) that it ci:eates a stronger and How t. o Get He. Ip · If a Seafarer with a drug problem wants help, it is as close as a telephone or SIU hall. "He can pick up the phone' and call or even better, go through his port agent or field rep," Reisman said. , Like any welfare program, a member must be eligible; dues paid up, 120 days of: seatime in the past year and , one day in the last six months. Depending on how many people are in the program at the time, a person could enter treatment in as little time as a day or perhaps as long as a week-anda--balf, Reisman said.. But plans call f�r. ex� the facility).size in"Uie � nlotC . futureJO the programwill run from a miriimum of six weeks to a maximum of 12 weeks. The length of stay will depend on how the person responds physically and psychologically. Individual and group counseling· will be used; and an individual treatment program will be mapped out for each patient. At the end of treatment,· patients wiltbe provided. with information on after�care, where to go for help (such as Alcoholics, Cocaine, Narcotics and Chemical Dependent Anonymous groups around the country) and other tools to help stay drug free. peopJe. . � . · · ·. Senate Passes Farm BUI, House HOids Hearing ··. ; ; .A year�lona squabble over eargo ' . preferenee could be on 'it� way to ettlemenf now that the Senate has passe.d . it� versi n . of .. th . -1�8.S . farm. .. · ··· .. • incl erencc mpromi c Augu t engineered by the SIU and other lead­ ing maritime groups with various ag­ riculture concerns. The-,,bill was passed by a 61-28 margin; Th� � u . ve�ion of the farm bill does not 'inclµd� com� promise, so the two bodies will go to conference in an effort to hammer out an agreement over the issue, which has divided the maritime and agricul­ ture co�unities for· ·$Q. long. The traced back to a February 1985 federal court de� cision which declared that a govern.;; ment export program, Blended Credit, fell under the 1954 Cargo Preference Law which mandates that at least 50 percent of those .cargoes be carried on U.S.-ftag ships. The Department of Agriculture claimed the. program was exempt from cargo pr¢ference. -As a result of the judge's decision, Secre­ tary of Agriculture John Block sus­ pended the program and appealed the decision. Block's action rileanf a loss. of more than $500 million to American farmers whose crops were due for export under the program. There have been efforts in both houses of Congress since then to gut the cargo preference program, in some cases to eliminate it completely. In an effort to find a solution acceptable to both sides, the SIU and other maritime groups began an effort to reach a compromise. The compromise eliminates cargo preference for s�alled commercial export pt:"ograms such as Blended Credit, but it also raises the 50 percent . ·. · · compfotms(rcan be · the . · .carriage requirement from SO to 7S '•· pereent of CQnc . . ional program uch as P.L. 480. The .fucreases w uld be phased in during a three-year period 1�1�s raae. De of · · · and determined to ee that cargo pref4 erenee i ca rri ed out. to th Jetter of the law/' he said of the group. explained .some· of the reaHe al to com srouPl-we� this is a reason­ able se>,luti9n to a p�ob­ lem Wh i ch ha s caused some Of the most bitter _arguments l have seen in· a lo.ng, long time.'' '' I th ink · . · " Transportation would pay for the ad­ ditional shipping costs. "I think this is a reasonable solution to a problem which has caused some of the most bitter arguments I have seen in a long, long time,'' SIU Pres­ ident Frank Drozak said. House Hearings After the Senate passed its version of the bill, the House Merchant Marine and Fisheries Subcommittee held hearings on the compromise. Its ver­ sion of the bill mruntains cargo pref­ erence in the same manner as before. A broa<l-based maritime coalition began the action on the compromise last spring. It was a group that had many differences Qf opinion on a wide range of issues, SIU· Legislative Di- .. rector Frank Pecquex testified. ''Without reservation, we are bound · . t<? an• agreement. .. "Both industrie (maritime and llgricultufe)'are in deep economic trouble; both are victims of long·tem) worldwide. rcccssipn; . boJb. . · uffer pre(:i y the · quence of an over-.valued doUar· both face stiff foreign competition, which is often heavily subsidized by foreign governments, and both need immedi­ ate relief if their continuing economic difficulties are to be reversed," he said. Drozak said that if the House con­ ferees could accept the compromise, "it would meaQ that both sides could get down to work and stop this battle, all o f us will benefit. The entire mar­ itime industry stands united behind this compromise, and we are joined as well by a broad-based coalition of agriculture interests.'� . · · · In this Issue: Pages 5-7 Tug and Tow News L4ndeberg. Sc_17ool Se.ction . Pages Washington Report Rescues at Sea Time. for Respect Dredg(3 ·Sugar Island 10-13 Page 15 Page 17 Page 23 Page 24 D�ember 1985 I LOG/� �In Pearl Harbor DiGiorgio Gets a Look at T-AGOS Contender One of the m re important type of hip the military' The e ve eafarer T-AGOS ve el . el play an important r le in national membe crew are ecurity and IU have hown that they can crew the e pecial ve with pride and pro� el ionali m. During a vi it to Hawaii, IU ecretary Joe DiGiorgio had a chance t t nd r vi it the U 011- a M bility Inc.). ( r m the left DiGiorgio MEBA-2 Pr - ident R y McKay Capt. Mike larity ( ea M b"Lity dent of Pacific Con1ender vice pre i­ peration and apt. Douglas tahl examine the deck winch The IU t crewmem re Chief on AB tahl ntrol cretary al vi it with had a ontender r . Bel w (l. t r.) teward Maxine Peter­ teve Hyne /U D n DiGiorgio truther , B Gerald Durham and Bo un Alan Lautermilch. Seafarer ·McKinley Is� Buried �t",�e� ,�· ,, '. . .. ,\,: According to the wishes of the late Seafarer Carla ··McKinley and his mother, Lernice Williams of Port Ar­ thur, Texas, the ashes of Seafarer McKinley were scattered upon the deep of the Atlantic Ocean by the SIU crew of the Sff Golden Endeavor (Apex Marine) led by Capt. Craig J. Kalloch (who read the burial service), Bosun Paul M. Butterworth and Chief Steward James W. Barnett. The ceremony was held on a clear and sunny, but slightly windy day, Sunday Oct. 6 at 1 p.m. at N. Lat. 26:42, W. Long. 67:47. May he have found a lasting, safe harbor. Military Ships Spark SAB Action on Work Refusal The Seafarers Appeals Board (SAB) has amended the Shipping Rules to cover possible disciplinary action against members who receive special training for military ships and then refuse to report to the ship or do not complete the first assignment following training. The SAB's action cited the specialized training by the employer, the expense and the efficient operation of the military assignment in its decision. In part it reads, "Therefore, seamen who accept employment aboard military vessels that require specialized training which involves expense to the employer directly attributable to the seaman, such as transportation, subsistence, lodging, toll calls. and the like, and who after receiving such specialized training and expenses refuse or fail to join their assigned vessel, or who after joining the vessel, fail to remain aboard for the contractual tour of duty, shall be subject to discipline under Section 8A of the Shipping Rules and for such subject matter a new subdivision 10 is hereby added, whieh shall read as follows: · '10. Failure, except for good cause shown, to join a military vessel operated by a contracted employer, or who after joirung the vessel, fails to remain aboard for the contractuaj tour where said assignment is the initial one after the seaman has received specialized training which involves expense to the contracted employer directly attributable 4 I LOG I December 1985 to the seaman such as transportation, subsistence, lodging, toll calls and the like.' "In connection with discipline which may be imposed, the Seafarers Appeals Board may also include, as a condition of further registration and shipping under these ''Shipping Rules,'' the reimbursement of the contracted employer by the affected seaman for the expenses incurred as found by. the Board, referred to in the above new subsection 10 of Section 8A of the Shipping Rules.'' U.S./Soviet Maritime Talks The possibility of some sort of bilateral agreement between the U.S. and the Soviet Union was on the top of the agenda during four days of talks between the two countries in early December. Until 1981; the two nations traded under a bilateral maritime agreement for almost 10 years. The agreement, however, was one of the victims of martial law in Poland. In retaliation, thc;i U.S. let the agreement lapse. The American delegation was Jed by new Maritime Administrator John Gaughan. It also included State and Agriculture department representatives. �Inland News Sonat IOT Talks Set National Marine Dispute Enters the Courts The SIU has a ked a federal judge to halt the ale of 13 of Marine NatiooaJ Marine' tug boat to non-union Comp ay, it i nothing more than a charade becau e, SIU official and a barn in order to break tbe Sru contract with National. More than 150 SIU Boatmen have lo t their job of the sate. a a re ult ha 10 boat that are tied up becao e of lack of Compa work. The only r a OD why it ha agreed to buy 13 more • becau e National Marine ha i b at bu ine agreed to throw it . And the onJy rea OD National Marine agreed to the ale in the fir t place i becau e .it wants to cut back on wage beoefi and working condition president for the Gulf Coast Sacco , aid. '' Joe Sacco SIU vice­ aid he was hopeful that the judge would overturn Seafarers Man Pilot Launches TbeASsociation of Maryland Pilot recently opened up a new pilotstatiQn at Ship's Point, Md. near Solomon's Island, a short driv� from Piney Point. · PU t, . PUot Expr: Negotiations between the SIU and SONAT Marine overthe IOT con­ t�t, which expired more than 16 month ago will re ume on Dec. 19. Once they are finished the Umon and. the com pan y . will ettter into ne­ gotiations over the Mariner Contract, which expired last December. The Union has decided to accept the com­ pany's offer concerning the IBC and Harbor ft,eets, even though the issue of uperv i cy personnel still needs to be olved. . "Our decision to acc�pt the com� offer on the: me and ff� ontract docs not in any w ay · waive our right to represent the Captains, ' pany mates and barge captains in those· fleets," said SIU Assistant Secretary John Fay. "I know that this has been a long, ale. the tug/tow , harge/dredge , Baltimore Pmap o) manned by SIU members, are used to pick up and deliver pilots to guide ships up · and down· the Che peake Bay from Baltimore to Hampton Roads, Va. drawtt�out dispute,•• �d s1u Presi­ dent Frank Drozak. •But. I wantall the members to know that we intend solved to the satisfaction of the mem­ bers there." In order to put pre urc on .the c0mpany the sru bas been. putting up informati nal picket lines at ,Stra­ tegic locations, such as Wall Street and Con Edison. Last year, in the middle of what the SIU believed were good faith ne'goti. ations, the company stopped bargain­ ing for the captains, mates and barge captains, and .Jeft them with ub tand:. ard pe�fon and we . lfm-e coverage. They years µhilate@Dy �v more pf. tated. tompany practice without . than 20 iiving any notice. "SONAT Marine is a mercenary company," said Bob Vahey, special assistant to the president. "They're just like National Marine, which re­ cently 1ired 150 loyal workers with no notice whatsoever after arranging a to do everything we can to get it .re lved to their tisfaction, ju t we were Ible to get Curti Bay te.. ham · saJ to Compas Marine. The only way to beat them i to bang tough tand united and apply economic pre " ure. SIU members serve as deckhands and launch operators aboard these and. from hi t ·····to erryina large as ide y all times of the· day · skyscrape�t and in all kinds of weather. This shows the fine pier .used by the Association of Maryland Pilots at Ship's Point near Solomon's IslaJld. Formerly, El Paso Natural Gas was situated here until the inflated cost of Arabian gas forced them to cease operation. Deckhand Don Clark believes tbat the best way to excel is to get into the thick of things. Here Don assists with repairs to the motor launch Pilot Express. ,lie wants to be as well as possible with a variety of skills, and looks forward to nen becomlag one of the boat opera�y. maybe, a pilot. But if Don should ever have an engine failure in bad weather, he wants to be prepared. rounded Ridgely ·llopldm iS a� operator for the Associatlon of Maryland Piiots who, between runs, keeps a tralic-watda while other members make repairs on the M/V PUot Express. December 1985 I LOG I 5 �( ��. . Charles Junior Funck, 62, joined the Union in the port of Houston in 1960 sailing as a chief en­ gineer for National Marine Service from 1954 to 1985 and as a deckhand for Northern Towing. Brother Funck also worked for the Cangrette Shipbuilding Co. from 1952 to 1954. He attended the 1984 Piney Point Gulf Inland Crews Conference, the 1977 Educational Conference and the1979 National Ma­ rine Conference there. Boatman Funck is a former member of the Interna­ tional Brotherhood of Longshoremen, Local 1827: Funck also is a veteran of the U.S. Navy during World War II and the Korean War. Born in New Orleans, he is a resident of Lacombe, l� � ,.,., New Pensioners Elmer Fletcher Pressley, 63, joined . La. Lee Raymond Griffin, 65, joined the Union in the port of New Orleans in 1962 sailing as a chief en­ gineer for Dixie Car­ riers from 1957 to 1977. Brother Griffin began s�ng in 1950 and last shipped out of the port of Mobile. He is a veteran of the U.S. Army during World War II. Boatman Griffin was born in Vance, Ala. and is a resident of Mobile. In Memoriam Pen io n�f �Jl¢m'Y Dueiit, 80, passed a\Vay ·from arteriosclerosis at home in Mobile on Oct. 16. Brother Dueitt joined the Union_ in the port of Mobile in 1956. sailing as a chief en­ gineer for RadclitfMatenals from 1957 to 1966. He was born in Leaksville, Miss. and was a resident of Lucedale, Miss. Burial was in the Pisgah Cem­ etery, Green Cty., Miss. Surviving is a daughter, Eunice Balius of Colum­ bus, Ga. Pensioner Josephus Everton, 86, succumbed to pneumonia in the Al­ bemarle Hospital, Eliz.abeth City, N.C. on Nov. 7. Brother Evertonjoined the Union in the port of Norfolk in 1961. He sailed as a captain for the Norfolk Lighterage Co. in the 1920s, Curtis Bay Towing from 1936 to 1946, Wood Towing from 1946 to 1951, Coyle Lines from 1951 to 1961 and for McAllister Brothers from 1961 to 1966. He was born in Dare Cty., N.C. and was a resident of Elizabeth City. Interment was in the New Hollywood Cemetery, Elizabeth City. Surviving is his widow, Myrtle. Pensioner James Wesley Williams, 77, passed away on Oct. 25. Brother Williams joined the Union in the port of Norfolk in 1962 sailing as a captain for Stone Towing from 1946 to 1973. He also worked for the Wilmington (N.C.) Shipyard from 1944 to 1946. Boatman Williams was a former mem­ bers of the United Auto Workers Union, District 50, from 1953 to 1962. A native of Georgia, he was a resident of Hamp­ stead, N.C. Surviving is his widow, Lillian. 6 / LOG I December 1985 also sailed for the Sinclair Refining Co. from: 1955 to 1963 and for McAllister Brothers in 1973. He was a former member of the Mari­ ners Union, Local 922. Boatman Pittman was born in Lukens, N.C. and is a resident of Chesapeake, Va. Antoine Guidroz, 65, joined the Union in the port of Houston in 1969 sailing as an AB for G & H Towing from 1969 to 1985. Brother Guidroz is a veteran of the U.S. Navy in World War II. He was born in Leonville-Pt. Barre, La. and is a resident of La Marque, Texas. Peter V. Polkus, 67, joined the Union in the port of Philadel­ phia in 1977 sailing as a cook for IBC and IOT from 1975 to 1977. Brother Polkus was a former member of the Arco Independent Union. He is a veteran of the U.S. Army in World War II. Boatman Polkus was born in Chicago, Ill. and is a resident of Philadelphia. the Union in the port of St. Louis in I 972 sailing as a head deckhand for Inland Tugs starting in 1970. Brother Pressley is ii a veteran of the U.S. Navy in World War II. He ws born in Lewis Cty., Ky. and is a resident of Portsmouth, Ohio. Joseph John Pie­ 62, joined the Union in the port of Baltimore in 1970 sailing as a chief steward and cook for Oil Steuart the . Transportation Co. . :, .... :ill/I from 1968 to 1971 and for IOT from 1971 to1976. Brother Pietras last shipped out of the port of Norfolk. He was a former member of a Blast Furnace Union local from 1964 to 1965. Boatman Pietras is a veteran of the U.S. Coast Guard during World War II, the Koa:ean War and the Viet­ nam War. Pietras was born in Erie, Pa. and is a resident of Wanchese, N.C. tras, · Rufus Cecil Pittman., 62, joined the Union in the port of Norfolk in 1963. sailing as a captain for the NBC Line from 1943 to 1953 and from 1963 to 1973� Brother Pittman Joseph Thomas Ramsey, 66, joined the Union in the port of New Orleans in 1955 sailing as a deckhand for Coyle Lines·in 1955, Cres­ \ cent Towing in 1963 and Dixie Carriers. Brother Ramsey is a former member of the Brotherhood of Railroad Dray­ mens Union. He is a veteran of the U.S. Army in World War II. Boatman Ramsey was born in Algiers, La. and is a resident of Marrero, La. Dispatchers Report for Inland Waters NOV. 1-30 1985 'TOTAL RHISTIRED AllS,... Cllll A Clm I "" Gloucester New York • . • . • . . • • • • • . . • • . • . • • • . • • . . . . . . Philadelphia .........•..••••..•.•••...••. BalHmore Norfol ................................ Mobile New . . . . . • • • • • • • . • . . • • • • • • • • • . . . • . • . . . . • . . . . • . . • . . . . . . . . . . . . . . . . . . . . . . . • • • • . . . • . . . . . . . . . . . . . . . . . . . . . • • . • • . • • . • . • • • • • . . . . • . . . . . • . . • . • . . • • . • . . . • . . . • Or1eans Jacksonville . San Francisco Wilmngton Seattle . • . • . ..... . . . • • . • • • . . • • . • • . . • . . . . . • . . . . . . • . • • . • • • • • . . . . • • . . . . . . . • • . • . . • . • . . . . . • • . . • . • • . . • . . . . . . . • • . . . . . . . • . . . . . . • • . . . . • . . . . . . . . • . • . . . . . . • . . . . . . Toll la .................................. 5 5 0 0 0 1 15 1 1 0 0 2 0 15 1 4 2 0 2 0 0 0 3 0 0 0 0 3 0 0 1 4 10 0 15 0 0 0 0 6 2 102 2t 41 0 0 0 DECI DEPARTmlT 0 0 2 8 55 0 0 0 0 14 0 0 3 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 4 3 1 2 0 0 0 0 0 0 0 0 13 11 1 13 1 1 5 0 2 7 2 00REGIS1tRED ON BEACH All GroQt Clau c Cius A Class I 0 0 ,0 13 72 4 32 6 0 4 0 0 1 30 13 0 0 0 3 1 18 3 11 3 0 1 0 0 1 15 0 0 0 0 6 1 0 0 6 28 0 15 0 0 1 0 20 1 115 51 71 0 0 0 EN&llE DEPARTllOO "" Gloucester .....•.•........••.•.......... New Yor1c • •. .• . .. Philadelphia . . . • • . • • . . • . . • . . • . • • • . . • . . . • • . 8altlmore . . . . . . . . . . . . . . . . . . . . . . . . • . . • • . • • . • • . • • . • • . • • . . . . . . . • • Norfol Mob le ................................ New Orteans . • . • • . • . • . . Jacksonville San Francisco • • • . • • • . • • .. . . Wilmington .• •• . •. • . • .• Seattle . . . . . . • • . . • . • • • . . . . . . . . . . • . . . . • • . Puerto R co . . . . . . . . • • . • • . . . . • • . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . Houston • . . . . . . . . • • . • • • . . • • • . . • . . • • . . . . . • • • • • • • • . . • • . . . . . . • • . • • • . • • . • • • . . . . . . • • . . . • . . • • . . . . . • . . . • . . . • • . . . • • . . • . . • • Algonac ............................... St. Louis .............................. Pi ney Point . . • . . . • . • . . . . . . • . . • . . . . • . . . . . . Toll ll ................................. . . . P1Nt Gloucester . . . . . . • . . . . . . . . . . . . . . . . . . . . • . . New York • . • . . • • . • . . • • • • • • • • • . . . . • . • • . • • Philadelphia • • . . . . . Baltlmore . . • . . • • . • • : • • . • • . • • . . • . . . . • • . • • Norfol ................................. Mobile .............•...............•..• ew Orleans •.•..••.••••...........•..•. Jackson lie ............................ . San Francisco . • . . . . . • • . • . . . . . . . . . . . . • . . • . . • . . . . . • • . . • . . . • . • . . . ��.::::::::::::::::::::::::::::: Puerto Rico • . • • Houston . • • • . . . Algonac . St. Lou s . . • . • • . • . . • • • • • . . . . . . . . . . • • . • • . • • . • . . • • . • • . . . . . • . . • • . • • . • . • . . • • • • . . . . . . . . . . . . . . . . • • . • • . • • . • • . • • . . • . . . . . . . • • • . • • . Piney Po nt T•la ................................. • Tltala 7 4 60 2 1 . Puerto Rico Houston •.......••.••••..••...••.......• Algonac • . . . • . . .. .. .. • St. Louis .......•.••.••.••.••••...•....• Pi ney Pont • . • . . . . . . . . • . . . . • . . • • . . . . • . . • . 0 0 Cina C TOTAL SHIPPED All Grolt,. Cius A Clm I Claa c • • • . • . . • . . • . . • . . . . . • . . • • . • . . . 0 0 0 10 0 0 1 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 15 5 0 0 1 0 0 0 0 0 0 0 11 0 1 1 0 0 0 0 0 4 0 0 11 7 0 0 0 0 0 0 3 0 0 11 0 1 0 0 0 1 3 0 0 0 0 0 0 0 0 5 0 0 1 0 0 1 5 5 0 0 0 0 0 0 0 1 13 0 0 0 0 9 0 0 1 0 0 0 0 1 2 0 0 13 0 0 0 0 0 0 1 0 0 0 0 0 0 3 0 0 4 . . . . . . . . . . . . . . . . . • . 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMEllfT 0 0 0 0 0 0 1 1 0 0 0 0 0 0 6 0 0 0 4 1 0 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 1 0 0 I 3 111C5 Z3 44 51 1SS . All .,.,.,..... means the number of men who actually 1'8g!stered for sh pplng at the port last month. Beach"' means the total number of men reg stenld It the port at the end of last month . • "Total Reg stered" • • "Reo stered on the 0 11 0 0 0 8 0 3 1 0 0 0 0 1 20 0 0 0 0 0 0 0 1 0 0 0 0 0 0 8 0 0 0 2 0 0 0 2 2 0 1 0 0 0 0 0 0 33 I 7 0 0 0 0 0 0 0 0 0 0 0 0 9 0 1 1 0 7 , 2 0 0 1 4 7 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 11 11 14 Z3I 71 .. 1 0 0 1 5 0 0 · �The Tug Gobbler in Mobile C. and D. Towing Is Successor C. and D. Towing has taken over the operation of the NBC Lines in the port of Norfolk. • At Shawn's Launch Service, the SIU is awaiting the company's signing of a memorandum of understanding on a new contract. Aboard the Dredge Albatross The tug Gobbler recently came into the port of Mobile with a load of sand from the Alabama River. Some minor repairs were also scheduled. The dredge Albatross, in Mobile from a run up the Alabama River, gets a new roof for the crew's quarters, among other repairs. Three hardworking deckhands on the Gobbler are and R. Nelson. (I. to r.) C. Weatherspoon, T. Phelon Monthly Me1nbership Meetings Crewmembers aboard the Albatross include (I. to r. back) C. James, AB; R. Johnson, AB; D. Griftin, cook; R. Jackson, AB; (I. to r. seated) A . Walker, captain; R. Nettles, leverman; W. James, AB; R. O'Dom, cook. Port Deep Sea Lakes, Inland Waters Date Piney Point ................Monday, January 6 .....................10:30 a.m. New York .................Tuesday, January 7 .....................10:30 a.m. Philadelphia ...............Wednesday, January 8 ..................10:30 a.m. Balti more .................Thursday, January 9 ....................10:30 a.m. Norfolk ...................Thursday, January 9 .... .......... .....10: 30 a.m. . Jacksonville ...............Thursday, January 9 .............. ......10:30 a.m. ·Algonac ...................Friday, January IO ....... .............10:30 a.m. . Houston...................Monday, January 13 ....................10:30 a.m. New Orleans ..............Tuesday, January 14 ....................10:30 a.m. Mobile ....................Wednesday, January 15 .................10:30 a.m. San Francisco ............ :Thursday, January 16 ...................10:30 a.m. Wil mington ................Monday, January 20 ....................10:30 a.m. Seattle ....................Friday, January 24 ..... ...............10:30 a.m. . San Juan ..................Thursday, January 9 ..... ..............10:30 a.m. . St. Louis ..................Friday, January 17 .....................10:30 a.m. Honolulu ..................Thursday, January 9 ........... ..... ..10:30 a.m. . . Duluth ....................Wednesday, January 15 .................10:30 a.m. Gloucester .................Tuesday, January 21 ....................10:30 a.m. Jersey City ................Wednesday, January 22 .................10:30 a.m. Taking a quick break from work aboard the Albatross to pose for this photo are J. Coleman, AB; M. Keith, AB; D. Johnson, welder, and A. West, leverman. (I. to r.) December 1985 I LOG I 7 �.- 111[ 1i:. illt41111.� ·1.. •1 •1 1••i •li!�. :•.•.•.'·1•.••··.•.• . :: -:- -:-·:· :-:·: · : -:·: : . · ·.······· : ·:· :;� · :·· : .. . · : . . : .. .·...... . · . · ·· · · ···.. .. . . .: ·: ; �: . . . .. · .· · ·.···....··. · . · ...... ... . .. .. :· : ·· · . . . :: · : · ·: : ·· · < . . . : · . . . · · . . · ; ;:;: ; :; ; ; -;-;. : ·: · · · . .. . . .·.··· ... . .· . · :.;.;.:-:;:;:;:;:;:;::::::::;:;:::::::::::::::-:::;::::::::::=::::::::::::::::::::::: ::: :::::�::::�::::;;; =::::::;:;:;:;::::::::�:::::: · ·.· : :·< : ·=··· ·· : · : · ··· ··::·· · · : ·::·:·:· . ·. . ·. .·.·· . ·-.·.· . . . ·:···:·:·· : : ·· . · · cost of a vessel. Title XI and_ CDS funds were not made available to : gotiating a new contract with Star and American operators until the 1970s, Crescent Towing Boat Company in San Diego, and are helping the MTD itors at a distinct advantage. More­ California. which placed their Canadian compet­ over, the American CDS program was one a Happy Holiday. And when the New Year conies around, I would urge every member to make use of our training facilities down at Piney Point. Political action and education are the two things that wiU. ensure the contin­ ued job security ofthis membership. support a grocery strike in Southern scrapped in 1981; the Canadians are Govemment Services by Buck Mercer ! attended the Executive Council meetings that were recently held in Dania, Fla. President Drozak and the Council discussed the progress that just now ending their subsidy program. By phasing it out over a period of several years the Canadians gave their operators a chance to adjust to a changed business climate. Is it any wonder that the American maritime industry has not reached its full potential? And unfortunately, once a market is lost, it is hard to recapture. has been made over the past year, and East Coast by V.P. Leon Hall also mapped out strategies to improve the job security of our membership. Gulf Coast by V.P. Joe Sacco Perhaps the most important success that we had over last year was in having the provisions of the Service T Contract Act applied to the 12 ocean­ ographic vessels. The vessels will have to be rebid, and we will have a good I would like to congratulate Rear Admiral Walter T. Piotti Jr., director of the Office of Program Appraisal in West Coast by V.P. George McCartney the Office of the Secretary of the serve as commander of the Navy's Military Sealift Command. ! attended an Executive Council meeting in Dania, Fla., where the SIU laid out a five-year program to he just isn't able to make ends meet. enable the company to evade its con­ selling it at such low prices," said tractual obligations to its workers. We are waiting for Federal Court Judge Morey Sears to hand down a tive workers. People's livelihoods are bearing on this case. underscores an important trend in the the entire five-year program: the need maritime industry, especially in· the dustry is a very different place than it member's job security depends on what inland sector. In many instances, a gone up so high that boat owners and fishermen are being forced out of the industry. This is a problem that goes Deepsea and inland companies are being pressed by insurance problems. a little noticed outport to the Union's largest concentration of jobs in just tance of becoming involved on a grass­ The transformation of Honolulu from labor relations judge hands down. And Over the past several months, I have talked a great deal about the impor­ has engulfed the maritime industry. It that this Union has made during the security and the political climate in state of Michigan. The end of the passenger vessels that we helped re­ about it: one vote can make a differ­ legislation has been stalled by business have created hundreds of new jobs for our members. And given Hawaii's and unpredictable pace of change that also is an example of how the moves past five years have paid off. The two document under the American flag right of workers to know the names strategic location, it has captured a they may have been exposed to. For many years now, Great Lakes available to our members. Honolulu is the exception, unfor­ decline and lost opportunities. That on the West Coast things don't look A little history lesson is in order. According to statistics released by the trends. After all , the center of com­ of potentially hazardous chemicals that Other problems are affecting the fishing industry. Insurance rates have these people are appointed by the president of the United States. tion. interests that place profits above the artificially low levels. ing, if we don't plan for the future, then the future will leave us behind. ident Frank Drozak said at the meet­ large share of the new military work· direct link between a worker's job this country. And make no mistake ence. AD SP has been a godsend to this industry. At a recent Executive Council meeting of the SIU, President Frank Drozak said, "We are losing many new ves­ sels, but not for the reasons that you might expect. Given the high produc­ tivity of our workers, we are compet­ itive. We are losing vessels because the price of insurance isjust too high." All this is causing problems for our newly-organized fishermen in New Bedford who are presently in negoti­ ations. Things just don't look good up Union, and so has the Maritime De­ there. We're going to hang tough, about the beefs that put this Union on the map: Cities Service, the Wall Street folk remains extremely good, mainly fense League. Oldtimers like to talk Strike. Yet 1985 has been just as his­ though. On a brighter note: shipping in Nor­ because the port is one of the major beneficiaries of military work the Navy is contracting out to the private sector. tunately, and not the rule. Elsewhere toric as those times. The only differ­ quite as good. But there are hopeful battles on Capitol Hill and in the courts. The quality of our training facilities in mercial activity in the United States the fine job they have done in sup­ capture a large share of these jobs. (GOA), American vessels carry only 2.8 'percent of all bulk trade on the country's overseas business is now SIU helped elect two city council The Canadian government passed a cific rim. Time is on our side. All it takes is careful planning, hard work Robinson. 1960 covering up to 40 percent of the We also are in the process of ne- shipping has been synonymous with did not have to be the case. Government Office of Accounting Great Lakes. ship construction subsidy program in has shifted westward. Most of this conducted with the nations of the Pa­ and just the right amount of luck. ence is that we have had to fight our I want to thank our membership for porting our local political efforts. The members: Anthony Hall and Justin On the whole, shipping has been good in the port of Houston. With that thought in mind, I want to wish every- ,, , fish products trucked into New Eng- far beyond the confines of the fishing roots level in the political process of this country. I have done so because it seems obvious to me that there is a session is fast approaching, and the Captain Rowe is not unique. The kind of decision a district court or was just five years ago. And as Pres­ five years is an example of the rapid In an earlier column I reported about received widespread attention in the The problem with National Marine were predictions on these things, but I am year around this time, the Great Lakes the work we have been doing to help enact a "Right to Know" law in the Rowe, "I might as well give it away." He got his point across though. He training programs, organizing-there seemed to be one thread connecting issues to adapt to change. The maritime in­ shipping industry goes into hiberna­ 'Tm not going to make any money land have driven the price of fish to many cussed-health and pension benefits, one thing to seamen shipping on the Great Lakes: unemployment. Each the time, it seems obvious that the sale was nothing more than a sham to . at stake, and that should have some While INTER is upon us, which means Rowe wasn't crazy, just fed up. Prices have dropped to the point where dis­ Union could have been there. - W Marine had 10 of its vessels laid up at pressed by foreign imports that �e heavily subsidized. Cheap Canadian and prodll tive that everyone connected with this Great Lakes by .V.P. Mike Sacco place at the right time. sersby who happened to be at the right industry he is working in is being hard c meetings I have ever participatedJ.tl. r�f� \ know, National Marine sold 13 vessels to Compass Marine. Since Compass extremely hopeful that he will do the right. thing, es�muy since the com­ pany let go 150 dedicated and produc­ membership. It was one of the most ��. when he gave away free pollock to more than two dozen startled pas­ press. interesting \ sachusetts fisherman, made a dra­ matic gesture in Boston late last month decision on this matter. I hate to make maximize job opportunities for our : National Marine is being waged APTAIN Ronald Rowe, a Mas­ in the courts. As most people in the Gulf already shot at picking them up. Navy, who has been appointed to HE dispute between the SIU and C Piney Point has enabled the SIU to Remember this: in order to be eli­ gible for military work, you have to get a security clearance, be able to pass a drug test and take courses (e.g., crane maintenance) specifically geared to lhe needs of the Rapid Deployment Force. 8 I LOG I December 1 985 = ============== == =====:=====::=::==::::::::=:= === == ==========:::;=;: =;= _: = :::: . ::::=::::= . _:::: . ._ · ··· � ;:;:;: -::; - · · --· � . = --=-= = -= · · '-- ================ - �Charles Pillard, president of the Electrical . Workers (IBEW), was chairman of the con· vention's Executive Ofticers Report. · Maritime Trades Department President-Frank Drow opened Ute ·1985 MTD Convention with a call for unity in the struggte to preserve . and promote American jobs. The M� of the most active departments in the AFL·CIO-is comprised of 43 national and internadooal labor unions repn:sentina more dau 8 A$frlcan workers. · � .• '" United to PIOlllOte Jabs for U.S. Walkers: At the MTD Convention: 1985 Plitrlck of die upal­ ters, was chairman of the Committee on Port Maritime Councils and Field Repre· sentatives. John C. Kenneally, vice president of the Hotel and Restaurant Employees, reads the report of the Committee on Cargo Prefer­ ence. W hitey Disley, president of the Marine Firemen, Oilers and Watertenders Union, took an active part in the convention. As a �mber of the important Rules Committee, Disley is seen here wi.th the committee's chairman Larry Jackson, secretary-treasurer of the Grain Millers. � I Frank Martino, president of the Chemtcal Workers, was secretary of the convention's Credentials Committee. I JllllleS E. Oatfield, president of tbt Glass• Pottery & Plastics Workets, chats with MTD President Frank Drozak and MTD Execudve Secretary-Treasurer Jean Iagrao. � Fosco, president � the Laborers mternatlomil Union, was one of many na· tional waion presidents who took an active part in the ceaffRtlon. Rep. Tuny Coeblo, Democratic congres.mian from the 15th Dist. in California, was a featured speaker. He called for unity among labor organizadons to ftght the export of Amerlcaa jobs. December 1985 / LOG/ 9 -·--·-· ----------- ------ --------· �1986 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry The following is the current course schedule for the 1986 schqol year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: deck department courses; en gine department courses; steward department courses; adult education courses; all department courses and recertification programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised. to enroll for class as early as posable. Although evety effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. A three month updated course ·schedule will be included in every issue of the LOG. SIU Representatives in all ports will assist members in filling out the application. Deck Upgraellng Courses Check-In Date Completion Date License Mate (Third Unlimited Master Mate Freight & Towing) January3 1 August 1 April 1 1 October 10 Celestial Navigation April 1 1 October 10 May 16 November 1 4 Towboat Operator Scholarship May 23 July 18 Lifeboat February 24 March21 May16 July 1 1 August8 October 10 October3 1 April 3 May 30 July25 August 22 October 23. November1 4 Able Seaman April 4 July 25 October 24 May30 September 1 9 December 1 9 Radar Observer January 10 February 1 7 May 16 July 18 November 1 4 January 24 February28 May30 July3 1 November 28 Simulator May 2 July 18 November 1 4 May 16 August 1 November 28 Tankerman Dec. 27, 1 985 April 18 July 1 1 October3 January 9 May 2 July 25 October 1 7 March 7 April 4 June6 August8 September5 November 7 December5 March 1 4 April 1 1 June 13 August 15 September 1 2 November 1 4 December 12 Course · � Radar Observer (Renewal) 10 I LOG I December .1985 March 7 Engine Upgrading Courses Course Check-In Date Completion Date QMED Any Rating September 1 9 December 1 1 Third Assistant Engineer January 24 April 1 1 Automation May 23 June 1 9 Marine Electrical Maintenance February 1 4 August 22 April 10 October 16 Marine Electronics (LASH Crane) October3 1 December 1 2 Haggl.und Crane Maintenance January3 April 25 February 1 4 June6 Refrtgeratlon System s Malnten ande & Operations January 10 August 15 Refrigerated Containers Advanced Maintenance February 21 September 26 April 4 November 7 Diesel Engineer Regular April 4 November 7 May 16 December 1 9 Diesel Scholarship April 4 June 13 Welding February 21 June 27 November 7 March 20 July 24 December5 Hydraulics July 25 August 21 Flreman/Watertender & Oller March 21 September 12 May16 Conveyormen January 24 February 20 • · ' ',,,�' ' · Fe b rua,Y 21 September 26 November 6 Steward Upgrading Courses Course Check-In Date Completion Date Chief Cook January8 March 1 9 June 25 October 1 March 1 4 June27 October3 Jan. 9, 1 98 7 Cook & Baker January 29 March 1 9 May 7 June 25 August 13 October 1 November 1 9 May 9 June 27 August 15 October3 November 21 Jan.9, 1 98 7 Feb.2 7, 198 7 Chief Steward March 1 9 June 25 October 1 June 27 October3 Jan. 9, 198 7 · �· All Rating Upgrading Co.u rs�s Adult.: Education · courses· . I 1 · ., · Check-In Date Course Completron Date . For stµdents who wish to apply for the GED, ESL, or AaE classes for next year, the courses will be six weeks In length and offered at these times: January 24 March 8 May June· 14 .• August 1 September October 31 December Seallft Operations and Malnt�nance · · :.i l 2 ' ,\ January 10 February 7 March 7 · • , May ;2 :: 13 13 JurJe 6 July September October 1 7 November 1 4 25 Seafarers who are applying for the upgraders Lifeboat . classes and who are either ESL or may need some work on basic skills,. may take the.,ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat ct•. These classes will be offered : . . 28 February June September 1 9 27 March 2 1 July 1 8 October 1 0 January 17 Conveyorman January 1 7 January 24 FOWT March 1 4 Diesel Regular March � March 21 - ' Able-Bodied seaman ·· · March 28 Towboat Operator Scholarship May 1 6 ' , Bosun Recertification 23 May 23 . July 25 . 4u1y"25 .· . ·· ·. , l ' h · , :. . ' ·· :· · : : · ·- October 17 October . .· educational ·. . .. :, 3 . Completlon Date 28 April November . · . . , · , • 3 March 3 September 2 2 June December 8 Aprll f October 6 · '1 11l� O rt a n t· ' N Oti c e -- Hote1 BUI Payment Policy Changed .; . • · · , · ,, �ptember 12 "r September 1 9 . ·. May ·30 July 3 . '� · ·_ ' - May 18 July 1 8 ' Steward Recertification April 4 July i ·· August 22 October November 1 4 December 1 2 5 Check·ln Date Course AprH 4 . May 1 6 . . January 24 · '\' February 7 March 7 · Ap ril 4 Recertif icatlon �'rogra ms The Developmental Studies Class (DVS) wlll b e offered one week prior to some of the upgrading cl��es. They will be offe"'d as JoUows: Third Engin�r Completion Date Check-In Date Course · .. 24 ·· · {fee :E tiveJanuary 1 , 1986 all upgrader's dependents staying at the Seafare�s Training al}d Recreation Center at Piney Point will be required .to pay their bill bi-monthly. This will help . to lessen · · the burden of the cost of your stay. · : --': · . go�. The Adult . Basic Education progr2ril�ill hc1p .· improve basic EngliSh, i'e:idfug� writing, math and snid skills. The English As A . Second · Language program can help a seafarer improve his us� of the English language by emphasizing reading' writing ' apd . speaking ski fls . The H i gh S c h o o l Equivalency program will prepare him for the GED exam by working in the five content areas of�ence, social studies, English, Apply now for the Adu•t math and literature . 1Ul of these Education program or course you programs stress skills that can be would like to take in 1 986. The applied to the seafarer's maritime Seafarers Harry Lundeberg School career. Interested seafarers may of Seamanship Adult Education find it helpful by taking an Adult Department will offer the Adule Education course prior to a Basic Educ;ition · · (ABE), High scheduled upgrading class . School Equivalency (GED), arid However, seafarers _may come English As A Second Language back for the Adult Education class (ESL) programs four times next at any of the scheduled times. year . These six. · week ' long ;� · ' In order to register for a course' programs are available to all SIU it is important to send in your members who are in good application as soon as possible for standing with the Union and have processing. Applicants can be paid their dues. It is important to pretested .and arrangements made note that seafarers will be. given prior to the scheduled course tra v e l teimburs e m e n t ·.. for dates. If you are interested in any succesSflll completion of the of these programs, look for the Adult Education courses as they schedule and fill do · for any of the vocational 'SHLSS ' course . ' out the application form in . this courses . issue of the LOG. If there are any All the ·Adult Education questions, write to the Director of programs have been designed to Adult Education. ·� help the seafarer reach his y ' · ·. · President of the . Seafare rs U nion · of Tu rkey · visits S H LSS Adult Education · f I I ! i Touring the Simulator building are from I. to r. Patrick King, Masters, Mates & Pilots; Tracy Aumann, SHLSS director of curriculum; Sinan Yazcioglu, Turkish staff member of the Asian Free Labor Institute; Emin Kul, . president of the Seafarers Union of TulKey; Dick. �. assistant ..to _SIU Presicjen t for International Affairs, .and . . . SHLSS Simulab' tnstructor .DaJe Rausch. The S H LSS STA F F · : Wishes you a Happy and Prosperous New Year· :1 · � . .. . · December 1 985 I LOG I 1 1 -- �ABE/ESL Lifeboat Preparation Course The SHI.SS Adult Education Department is offering a three· week lntroductioQ. to Lifeboat course. This course will be offered three times during 1986: February 28-March 2 1 , June 27-:July 1 8 , and Sep�embcr 1 9-0ctobcr 10. The purpose of th i s introductory course is to help seafarers prepare themselves for the regular upgrading Lifeboat course which immediately follows the introductory course . The introductory course will be of benefit to: • students who have difficulty reading or do not read at all , The Professional Touch ���� That's what graduates of the Marine Electrical Maintenance Course have-the professional skills to maintain electrical systems aboard ship. These are the skills that mean more money and more job security. They're the skills you get when you take the Marine Electrical Maintenance Course. • students whose first language is not English, • students who have been out of SCbool several years and want to improve their feading and study skills before entering a regular upgrading course. For more information conw:t the Seafarers Harry Lundeberg School of Seamanshi p , Piney Point , Maryland , or fill out the application in dUs issue of the Log . Course Starts February 14 If you are interested, please fill out the upgrading application in this issue of the LOG. If you know of anyone . who qiay be interested but would have difficulty reading this article , please tell him or her about this opportunity. - S H LSS COU RSE G RADUAT ES•��•*=-�**'�� ����� . Front row (t to r.): tnetructor J Brown Aory Wtx, W•ter Hemy1•Michael Lynch; Second row (I. fo r.): Tom Mylm'lr Terry Murphy. MMne Electrical Maintenance ' Front row (I. · .. · to r.): �·ClaY; P. Mitoheff, JQhn CU.ldy. Second row (I. to r.)! tnatrucfor Eric Malzkuhn, Glenn H . Watson, Tom Nevllle, John Hall. Front row (l. to r.): Vincent c&rrao, Mark Freeman Ron Kltlaa, Lula A. Nieves. Second row (I. to r.): Alan Hansen, Wiii !am Thomas, Jeff Kinsman, Prince Wescott. Nautical Science Kenneth C. Taylor ' ' ' Radar . 12 I LOG I December 1 985 '"' Lifeboat Front row (I. to r.r. Lavey E. Lee, Robin Leyva. Second · row (I . to r.): Louis Ullakl, Manas Nasser, Michael Linus, Ben Cusic (Instructor). Seallft Operations • Maintenance FOWT First row (I. to r.): C. Suazo, Walter Devereaux, Pete sanchez, Charles James Spielmann VIII, Elllot Vazquez. Second row (I. to r.): Matthew Stevenson Frank Coburn, Wayne Kinsey, James Dickens Jr., Glenn Johnson, Ed Brooks, Pat Patrlcca. Third row (I. to r.): Instructor Biil FOiey, Mark Henneasy, 8ara Beland, Terrance ..T" Reed, A. Santiago, J. Armstrong, Ron Giannini. ' FroM �.le.}; RoberUl.-twt. 8aclc row O:.,r.): J. M. � Jr., Leon MaCh Jr., Bany Freeman , IMtructor Oate Rauech. First Row (I. to r.): Instructor Joe Marshall, Fletcher McRae, John Kalkaka, Raymond Garju, Coordinator Biii Hellwege. Second row (I. to r.): Charles Allen, Lisa 8alnz, Eric D. Bergesen, Frank Footer, Mlchael Taralea, Mlchael Harrell, Jack Cooper. Third row (I. to r.): Brian Fountain, Christopher DIOrlo, Instructor Ed Boyer. Fourth row (I. to r.): Timothy Hammack, Toni Miiier, Catherine Kohs, John Mclaurin, Rick Young, Nancy Heyden, Louis Mlfeto, Mlchael Anderson. Fifth row o. to r.): John Morgan, Carl Francom, A. G. Connolly, Thomas . Murphy, Mlchael Watson, Chris Broerman. · , �A p p l y N ow for a n S H LSS U p g rad i ng Cou rse � · · · · ··· · · · · · · ·· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · -- I Seal are rs Harry Lundeberg School of Seamanship U p g rad i n g A p p l i cat ion Name (Liil) (tlrat) Date of Blrth (Middle) Address MoJOayNear ..,... ..,,._ .,_.,, ..,... -= ____, .... _ _ _ :mr.�.------------------- _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ (Stata) (City) Deep sea Member 0 Social security # Date Book Was Issued ______ Book # ______ Port lssued ______ _______ (Xiii COdi) Pacific D Department _ _ _ _ _ _ Port Presently Reglstered I n _ _ _ _ _ ___ _ _ _ _ ..._ _ _ _ _ ..._ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Are you a graduate of the SHLSS Trainee Program: Trainee Program: From ,....,, . ,.,..,,. __,., _ _ _ _ _ O Yes No D (If yes, flll In below) to_�=:ft""------ (dat• attendid) Have you attended any SHLSS Upgrading Courses: Course(s) Taken Senlorlty ­ -� Lakes Member D Inland Waters Member O _______ Endorsement(s) or Llcense(s) Now Held Telephone (ZlpCOda) O Yes No D (If yes, fill In below) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ..__ _ _ _ _ _ _ Do you hold a letter of completlon for Lifeboat: 0 Yes No O Firefighting: O Yes No O CPR: O Yes No o Date Available for Training . . i ! Am Interested In the Follow Ing Course(s) Checked Below or Indicated Here If Not Listed D D D D 0 0 D 0 \ 0 t -- Primary Language Spoken -----I 't -- 0 0 0 D D 0 D DECK Tankamwt All UnfJmltacl All LJmltacl All lpeclal Towboat ()patatOf lnlMd Towboat ()patalot" Not MCHe Than 200 ...... Towboat Opentot" (Over 200 Mllaa) C4tlaetlal NnlgaUon .,_,., lnepactacl Towing V..... Mate lnapected Towing Vaaaal 1 1t a.a Piio t Thkd Mat.a Celaatlal Navlgltlon Third Mite Rader ObMrfef UnUmllacl Simulator CourN Seelltt Opatatlona a Maintenance No traMpOttatlon wlll be pmd un.... you preMnt ortgln11I receipt• end 1ucc .. 1tully complete the COWM. ------ STEWAR D ENG I N E 0 FOWT 0 QMED-Any RatJng 0 llaltne Electronlct 0 ...... Electrlcal llalntenanoe O ,..,.oom Maintenance I Operation 0 Autonwtlon 0 AafrtgenUon Sy1tam1 Malntena� • ()par8tlon1 O DlaMI Enolnes 0 Aaalee.nt Englnaat (Unlnapac1acl llot0t YMMI) 0 0 0 0 0 Aulatant Cook Cook I Ballet a.let Cool! : ...... Towbolit Inland Cook ADULT EDUCATION D E PARTM ENT D Adult Buie Education (ABE) D Chief Englnaet (Unlnapeotacl D High School Equlvelency Program (QED) 0 D Davelopment8' Stud... 0 Mot0t VffMI Third A11t. EnglMar (Motor lnapacted) ... .,....ad Contalnara AdYlnOed llalntanence D Englllh 11 1 Second Language (ESL) 0 Alll EIESL Ufabolt Praper1tlon 0 Marina Elacironlca (LASH Crane) D Hydraullca D Heggl und Crane M1lntanance ALL DEPART M ENTS D Walding D Ufaboltman 0 Salllltt Operation• a Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever Is appllcable.) DATE O F DISCHARGE DATE SHIPPED RATING H EL D VESSEL SIGNATURE _�-�-�-��---- OATE �-----�---­ RETU R N COMPLETED APPLICATION TO: ! �. . ' ' December 1 985 I LOG I 1 3 �Seafarer Saved From Drowning Fast-Acting Crewmates Keep Victim's Head Above Water Only the splendid courage and stal­ wart fortitude of Seafarer William "Willie" Pat Jemison, Capt. James Nolan and another unidentified crew­ member of the MIV Sugar Islander (Pacific Gulf Marine) stood between the possible drowning of AB James C . Filippo when he toppled overboard off the ship into San Pablo Bay, Calif. early last month. 48, a Navy vet of TheOdore, Ala., who dove into the water with the captain and another brother to save Filippo, 62: "While installing stanchions in the gangway, it rolled with the ship caus­ ing Filippo to lose his balance. I grabbed him, but his weight and the thickness of his jacket made it difficult to hold onto him with one hand with the other hand holding on to a stanchion· for support. He fell head first onto the dock, hit twice before bouncing off the side of the ship into the water." * * * As Filippo was knocked out cold, Jemison was able to keep his head above water until Capt. Nolan, using a lifesaver, arrived to assist . On deck , Bosun Roger W. Pinkham, ABs Paul E. Anderson, Ruel Law:. rence, Henry Gable and Jon Grayson used a ladder to lower a body basket below to the rescuers for their stricken shipmate. QMEDs Billy Joe Ball and Jan Hai­ dir helped to bring the victim aboard where Chief Steward Milton Thrash, .;. , Chief Cook Lito G. Acosta and Utility Michael Hill administered oxygen and covered the frozen Seafarer with blan­ kets. Filippo was hospitalized with a bro­ ken collar bone and sent home to Jasper, Texas to recuperate. He joined the Union in 1946 in the port of Gal­ veston. Jemison joined the SIU in the port of Mobile in 1960. Next Time, Take the Launch AB James Filippo is hauled out of th� water by his crewmates aboard the Sugar Islander. lklsun Red Pinkham (upper foreground) directs the operation. It all began at 9 a.m. on Nov. 6 as the vessel was tied up at the C & H Refinery Dock in Crockett near the port of San Francisco. In the inimitable words of coura­ o Houston Patrolman Dun Hurricane Dann pped lalo the Galv ton Dally Ne geous rescuer Deck Engineer Jemison, phoCop'apber IWllDlU Robert Jobo Mlbovil, the wav and l a hip. Th£ 32.- ear-old Co�y an avid urfer, and when h t of �y w captured by w tt a er• dr ted Pras picked up I.be photo (or its wires. · Hurricane Juan Batters MIV Ambassador in Gulf Hurricane Juan pounded on the RO/RO MV Ambassador (CCT) for 12 hours In the GUtr of Mexk:o In late October. As the pictures above show, cargo on the RO/RO was torn aad twisted from its ties during the storm. Only one crewmember was btjured, Bosun Dave Murray who sutl'ered a broken arm. The ship was on Its way from her home port of New Orleans to Miami, Fla. when Juan trapped her. The Ambassador was able to return to New Orleans. 1 4 I LOG I December 1 985 'j, •• �I I I I I I· I ·:....-. · washblston Lc �islative. Adm i n istrative and Regulatory Ha pp en ings Report culture industry. Tbe continuing controversy over cargo preference thfeatened to disrupt "We are a Union that looks towards the The maritime industry breathed a collective the standing of both industries on Capitol Hill . future," said SIU President Frank Drozak at sigh of relief when the administration's tax The fight over cargo preference· drew attena meeting of the Executive Council last month reform bill was reported out of the House tion from the real problems facing both indusin Dania, Fla. Ways and Means Committee. tries. Both industries were in deep economic The meeting was held to establish five-year The bill was stripped of several provisions trouble. Both were victims ofworldwiderecesgoals to ensure the continued job security of that would have posed a setjous threat to the . sion; both uffered preci ly, l be -same 'consethis membership. One of the issues discussed quences from Jin overv,al�ed d Jlai; lx.tth faced . . · future devek>pme�t of the American-flag merwas the importance of this Union' s political chant inanne. The provisions included the stiff foreign comp¢titio:n, . which was often activity, both in Washington and on a grass·rollowmg: the elimination of tax-deferred status heavily subsidize4 by foreign -governments ; roots .level. for the . Capital Construction Fund (CCF) ; a . · ii th if f i e te e r e l con and ooth neCdci:I immedia "The SIU has been able to maintain an tax on workers' fringe benefits, which histortinuitig economic difficulties were to be �eadequate job base for its membership di.uing . · versed. ically have been tax-free ; and the elimination a time when the American maritime industry of the tax deductions for business expenses Things b.ecame so bitter between two in-· has been in a state of severe decline," said incurred while attending conventions· or semdustries that more than 20 anti-cargo preferDrozak. "If it hadn't been for our activities inars on American-flag passenger vessels. ence amendments were introduced on the floor . on Capitol Hill, then things would be immeasThe House Ways • and Means Committee of the House of Representatives and defeated urably worse. also retained the S . 936 business deduction for .. . in a dramatic and decisive vote; . . companies operating in Puerto Rico. Given "We. were able tO create 1 ,00() new j()b in SIY President Frank Drozalc w�·O'n!? oftbf' the passenger vesselindustry with the redothe strategic role that Puerto Rico plays in the 6r5tto pe8.k outpublic ly on the, ne:ed for b9th cumentation of the SS lndep'endence and tb,e . ·· :. mdu tri · to bucy their differences. ln e sti all-important Caribbean Basin areaf any change t . . . Comtilution . . And we stopped the agriculin this provision w.ould have had far-reaching mony before various Ho1,1se and Senate comlure industry from gutting this country ' s cargo consequences . . mittees, he stressed that the agriculture induspreference program, which accounts for a large The maritime industry'' did not win every pe y substantiall w not by hel d be the fry ould share of.. existing jobs in the Ameri�ari-flag . repeal of C1µ"80 prefe re nce, buttha.t e b�ttle, �owever. Two ifllporlant provisions tb Airier• · · ·· · merchant hiarine. were igriificanlly altered. The accelerated vesican-ftag merchant marine would be d v . depreciation cbedule , which now permits �·There are opportunities for. .the maritime . tal!ed industry, bui .only if we .mak them happen. operators to write off the co t of new vessels · .· The industry is undergoing rapid change. lf .in five years w I ngthened to a l �year ; · . ·.· ··· t . , . .. we dOn't give It our best shot, e pecially on P.-t De. '):>Criod. And the inve tment tax credit, which . · ,. . ; < Capitol Hill , then we're going fo get left ·b.�,. : . . · . ·The HOU;Se of Repre ntativc ·pa. ed H.R. pehnits the immediate recovery of 10 perce nt . · hind . " ... 6, the Oi:rulli>u s W tcr Re urce bill by a vote . of the cost of new equipment, w repealed. . of 358-60. if enacted , it would signal the first The bill will be considered by the entire . maj r port d velopm nl ptoj ct in ove r 1 0 H u e. In an unu uaJ d vel pment , t h bill . eith r will have to be passed whole or el years . v led down. A Republican alternative al o wilt Puring tho e 10 years, lhi country' y tern : Five well-known experts representing a broad be' considered if the House Ways and Means of ports and waterways has deteriorated draspectrum of the maritime industry appeared Committee bill is rejected. matically, reducing otir competitiveness in world before the House Merchant Marine SuQ<;om­ markets. This is especially true of the coal mittee to explain their reasons for supporting industry, which has failed to live' up to its Alaskan OU ·a Senate plan to restructure the Cargo Pref­ potential of supplying the United States with erence Act of 1954. Legislation was recently introduced by Rep. a large share of its energy needs. . . The plan, . which was the result of months Thomas J. Manton (D-N.Y.) that would place The bill 3lso would authorize the dredgirig of intense negotiations between a uilited mar· reStrictions on the export of crude oil prOduced of six new deep draft ports · and would make · itiule industry and segments of the agriculture from Cook Inlet, Alaska. It is H.R. 3 817. improvements in 28 general cargo ports and indusf:J:Y, would limit the scope of the Cargo The administration announced last month on seven inland waterway locks and damns . Preferel\�e Act of 1954 to so--called conces­ that it intends to issue a waiver permitting the The bill includes provisions for substantial sionary cargo whil� ··nuSing Am�rican-ftag cargo export of 6,000 barrels per day from Cook local cost-sharing of improvements , which is requiretrierits from 50 to 75 percent over a Inlet, with Japan or Korea among the likely a sharp departure from traditionai practiee (the three-year period. customers for the oil . federal government was seen as the major · The , five experts included Frank Pecqu�x, While the amount that can be exported from funder of these projc;cts). The administration dir�tcir of legislation for the , SIU. All five Cook Inlet region is relatively small, many had.tried to imp0se across-the-board user fees were members of the Maritime Coalition on ob· rvers in Washington believe · that some to cover the entire cost ofthese improvement ·: . ' . ' . . the Cargo Preference Compromise. peopl� 'rri�y be trying to use it as a precedent · The. SIU opposed th�t Plan. · ..\ According to the five experts,, the. wmproto export the:9il from the Nqrth Slope region, . mise on cargo preference was the culmination ' which is prohibited from being exported under of a long cham of events associated with the 81dld 8llfl 'a..t• the provisions of the. Export Administration blended . · credit controversy' which caused a Act. A build and charter program �as introduced seemingly irreparable rift between the mari� in the Senate that would. convert $850 million time arid agrlcultural industries. . in unused Navy funds into a build and charter . uto Cerri9" program that would ejfer n�w �J!lploy�� nt · A Earlier this year, Federal District Judge Jtine opportunities for Amerfoan �n.�<, .< ·�:� . . Green ruled that cargo generated under the ' .. U- : House · Merchant Marine ·Comnlittee ' 'Chairman Watter 8." Jories (D-N.C.) has his Under the .terms of the pro8fain, the U'.$�. aiended Credit Program was subject to the· 50 �ay ' Afuencan-ftag vessels will get a . 50 perpercent Arllerican-flag requirement$ of the 1954 . . . government woqld fund the consuqction Of cent share of the car-carrying trade betwe.en American-ttag vessels in U.S. shipyards, then Cargo Preference Act. Inimediately after the · this country and Japan. He recently introduced decision was handed down, secretary of Ag­ charter the.vessels to private U .S .-flag carrier$ wl®h wouJ4 operate in the foreign trade routes. H:R. .3().55, which he, says "is intended to riculture John Block stoppe d the $500 million balanc� .the support accorded by Japan to its The vessels would. be equipPed with defense .. program. . ... The maritime industry had brought the suit features so th�t they coul<i �rfonn· sup�rt : mariti.tneinciP$ltY," . in large part because the federal government Af Present, J�pan �()ntrols two-thirds of the functions m case of a naf.i<>rial emergency. vetiiclf c� kct, two-thirds of which sails had failed to carry out existing ca(go prefer� President Drozak testifted in favor of this ence laws. While the industry was i,ntent that between Japan and the West Coast of the bilt He noted that it was important to tie the ' 'cargo preference be carried· out to the full · program into some kind of cargo promotional United States. Not one of the 600 vehicle carriers operating worldwide is documented program, such as the use Qf bilateral trade letter of the law," it also saw the need for in the United States. some kind of accommodation with th� agriagreements. I I I I I I I f� r I! I December 1 985 Seafarers I n terna tional Union of North .A merica . A F L-CIO I I I · I I · I I I · · _ I · I I I · I I I I ·. I I I I I _ • :I .I. '1 I ,, II I · · . · · · · • I •• , ;ii '1 I I I I I I I • I I I I I · I I I I • • I Propam · I I I I I I I I I I I I · · I December 1 985 I LOG I 1 5 '><y- - -· · -- - _ ,, ... �Have You Sailed for Apex Marine? "Save a Job-Buy American" Any seaman who worked for the above-named company or its affi l­ iates from April 1, 1985 to the pres­ ent may be entitled to port time compensation. All claims are to be submitted to: Ms. Anne Novotny Marine Personnel Apex Marine Corporation 2001 Marcus Avenue, Suite N-215 Lake Success, New York 11042 Specify your name, rating, social security number, period of time employed, name of ship. Seafarers t'rGm Houston travelled to Thxas' capital of Austin to join in an AFL-CIO "Buy American" raUy last month. Gov. Mark White and Sen. Lloyd Bentsen (D-Texas) spoke at the gathering and urged participants to support American-made products. Above, Patrolman Don Anderson, Seafarers Rick Bti'fgess and Paul Berrera, Field Rep. Steve Beede and other SIU supporters display the Union's banner. Does It Really Talk? II � car won't talk maybe •I are Bosun John 0. Gknn SI U in L.A. Anti-Discrimination Rally FOB CJDITftKAS More than 1,000 union members from Southern California, including dozens of SIU members, rallied to protest wage and employment discrimination. The rally was sponsored by a coalition of national women's, civil rights and labor organizations, including the NAACP, the National Organization of Women (NOW) and the Service Employees International Union. Above (I. to r.) are Seafarers Ahmed Yafai and Mohmed Shale; George Samanc, president of Local 9 of the Industrial Union of Marine Shipbuilding Workers of America; Wilmington Port Agent Mike Worley, and Local 9 Dispatcher Victor Zuniga. (Photo by Clinton Hayes D, reconling secretary, Local 9) 18 / LOG. / December 1985 �SIU ITB to the Rescue Baltimore Saves 1 O from 2 Small Boats 1n The SIU·contracted Baltimore (Apex Marine) · foiled the killer instincts of Hurricane Kate last month when she plucked 10 survivors out of the stormy Atlantic . The Baltimore, an integrated tug/ barge, was a day out of St. Croix, V . I . and headed fo r New York with a load of petroleum products when the first word of a sailboat' s distress was re­ ceived from the Coast Guard. A 42-foot sailboat, Taxi Dancer, had capsized in the 80-knot winds and 30foot waves generated by Hurricane Kate. Despite the terrible weather , the Baltimore steruned toward the site of the Taxi Dancer� The. five crewmem­ bers from the sailboat were brought onboard. While the rescue of the five was under way , the ship received word that nearby another sailboat had been battered by the storm and its five­ person crew had abandoned ship. The Baltimore was able to make the site in less than two hours and the rescue took about 80 minutes to complete in the hurricane conditions. "If it [the second Fe$Clle] had been on videotape, it would have made a perfect training fil m. It was a textbook rescue , ' ' said Chief Male Qh.uck Sad­ ler. • Capt. Leo Berger, president ofApex Marine Corp. said, "The crew of the -Baltimore is to be commended for its selfless act. The rescue of these two 1 · Day boats is in th� fine tradition of the U . S . merchant marine. " · Rainbow Wins Another Round The fight by an American-flag company to preserve its right to carry military cargo to U . S . bases in Iceland brightened when the U.S. Court of Appeal han ded down a favorable deci ion. Th c urt rut d that until a full i completed, Rainbow Navigation (an MM&P company) must be given. first priority in the carriage rev· of the c , of the Icelalld·boun4 cargo. The U . S . government, under some pressure from Iceland's government, cited Ba,inbow's rates as "excessive" and tried to divert the cargo to foreign-Rag carrie . The 1904 Cargo -Preference Act reserves the vast majority of all U : S . military shipments for American ships. A decision in the case is not expected until 1986. Lakes: OK Despite �arly Freeze A frigid massive cold snap over the Great Lakes in late November and early December did not hinder much Lakes' traffic . Even at Thunder Bay , the mo t nort he rn port, hip were moving i n and out of po rt and there w no delay in loading. Official e ti.mate it would ta.kc about a w k to I 0 day of zero and below temperatures before enough ice could form to hinder traffic. Titanic Memorial Bill Passed The House of Representatives passed a bill in early December to designate the wreck of the recently discovered Titanic a maritime memorial. R sets standards tor exploration, research and possible salvage activities. LNG Taurus Saves Indonesia n Victims Breakdown of Overall Benefits Paid October 1985 Total Benefits for Members Total Benefits for Members' Dependents Total Benefits for Pensioners and Dependents $ Amount 1 , 185,639 668,876 423 ,429 Miseellarieous 2,382,393 Benefits Paid Total Seafarers 1 ,438,034 · Welfare Plan . .. It began when watchman o.s. J .T. Lyons sighted a man 8eatlng in the waters Oft' the � (OaSt. ctmgidg to a pitte or debris. But by the time a rescue alert was ended from the LNG Taanu (Energy Transportation) Sept. 19, 17 people bad been pUlled out or the Singapore Straits shivering, exhausted and afraid. The SIU erew onbelrd.the Tuwru hid launched the No. 2 � to rescue ftff or tbe people. At the request or LNG radio operatort, three s� Navy WSlllllls and one aircraft arrived. The first vessel rescued u ........, ' survivors. Information gathered from the survivors by members or the TOIU'flS crew tndicates dud some 30 people bad been on the boat A""' Yaha. They were on their way to Malaysia trom lndoaesia when their vessel was overturaed by a burst ·or heavy gusting wind. They. had been In the water sb hours before bein& discevered. Pu1idpllting in tllls life-savblg effort were SIU members J.J. Arnold, O.S.; J. Bartono, caqo engiDNI, L.D. � AB; and feDow :f Progtams Total Seafarers Pension Plan Benefits Paid Since the closing of the United States Public Health Hos­ pitals on October 1 , 1981, a total of $51,434,820 has been paid out for member bene­ fits. ABs G. Sllalald and B.P. Glllls. December 1 985 / LOG / 17: ..,.------ - - · · --·-- --· ----·-----·-------- - l �Deep Sea Erwin Oscar Berwald, 65, joined the SIU in 1948 in the port of New York. He sailed as QMED. Brother Berwald hit the bricks in th� 1946 General Maritime beef, the 1947 Isthmian strike and the 1948 Wall St. beef. He was born in Cleveland, Ohio and is a resident of Houston. Eugene Romano Ceccato, 62 , joined the SIU in 1949 in the port of New York sailing as an AB and deck delegate. Brother Ceccato walked the picket line in the 1962 Robin Line beef. He is a veteran of the U.S. Navy during World War II. Seafarer Ceccato was born in N_ew Philadelphia, Ohio and is a resident of Middlesex, N.J. Jay Charles Cohen, 65, joined the SIU in the port of New Orleans in 1954 sailing as an OMU and steward utility. Brother Cohen was on the picket lines in both the 1946 General Maritime ,beef and the 1947 Isth­ mian strike. He last shipped out of the port of Seattle. Seafarer Cohen was born in Houston and is a resi­ dent of Seattle. Edwin Davis, 64, joined the SIU in the port of New York in 1955 sailing as an AB, bosun and ship's delegate. Brother Davis was born in Alabama and is a resident of Birmingham, Ala. Henry Lawrence Durham, 61, joined the SIU in the port of Wil­ mington, Calif. in 1956 and shipped chief steward. Brother Durham at­ tended the Piney Point Crews Con­ ference No. 10 in 1970. He last shipped out of the port of Jackson­ ville. Seafarer Durham was born in Oklahoma and is a resident of Jack­ sonville. Johnny Ferro, 67, joined the SIU in the port of New Orleans in 1964 sailing as an AB and deck delegate. Brother Ferro last shipped out of the port of Jacksonville. He is a veteran of the U.S. Navy during World War II and the Korean War. Seafarer Ferro was born in Donaldsonville, La. and is a resident of Jacksonville. Jack P. "Digger" Fitzgerald, 60, joined the SIU in 1948 in the port of New York sailing as an FOWT and engine delegate. Brother Fitz­ gerald also sailed during the Viet­ nam War and hit the bricks in the 1946 General Maritime beef, the 1947 Isthmian strike and the 1948 Wall St. beef. He was born iri Wel­ lington, New Zealand and is a res­ ident of Brooklyn, N.Y. 18 / LOG I December 1 985 Eddie Hernandez Sr., 61, joined the SIU in 1948 in the port of New York sailing as a chief steward. Brother Hernandez walked the pick­ et lines in both the 1946 General Maritime beef and the 1947 Isth­ mian strike. He last shipped out of the port of San Juan, P.R. Seafarer llernandez was born in Puerto Rico and is a resident of Santurce, P.R. George Henry Malin, 60, joined the SIU in the port of New York in 1958 sailing as a FOWT. Brother Malin began sailing in 1947. He hit the bricks in the 1962 Robin Line beef. Seafarer Malin is a veteran of the U.S. Army in World War II. A native of Chicago, Ill., he is a res­ ident there. . Donald Hicks, 59, joined the SIU in 1948 in the port of New York sailihg as a recertified bosun. Brother Hicks graduated from the Union's Recertified Bosuns program in De­ cember 1973. He worked on the Sea-Land Shoregang, Port Eliza­ beth, N.J. starting in 1981. Seafarer Hicks was on the picket lines in the 1946 General Maritime beef, the 1947 Isthmian strike, the 1948 Wall St. beef, the 1961 Greater N.Y. Harbor strike and the 1965 District , Council 37 beef. A native of Fall River, Mass., he is a resident of Brooklyn, N.Y. Irvin Matthews, 65, joined the SIU in the port of Mobile in 1954 sailing as a cook. Brother Matthews was on the picket lines in the 1946 General Maritime beef and the 1947 Isthmian strike. He is a veteran of the U.S. Army's Quartermaster Corps in World War II. Seafarer Matthews was born in Pensacola, Fla. and is a resident of Mobile. Ben Hill McLendon, 61, joined the SIU in 1943 in the port of Savannah, Ga. sailing as an AB, bosun and 2nd mate for District 2, MEBA starting in 1969. Brother McLendon graduated from the Harry Lundeberg School of Seamanship­ MEBA District 2 School, Brooklyn, N.Y. He was born in Savannah and is a resident there. Arne Wessel Hovde, 66, joined the SIU in 1942 in the port of Baltimore. He is a recertified bosun. . Brother Hovde graduated from the Union's Recertified Bo!iuns program .in Jµly 1974. He hit the bricks in the 1946 General Maritime beef; the 1947 Isthmian strike and the 1948 Wall St. beef. Seafarer Hovde was born in Norway. A naturalized U.S. citizen, Hovde is a resident of Phila­ delphia. James Joseph McLinden, 62,joined the SIU in 1943 in the port of Mobile sailing as an AB and deck delegate. Brother McLinden last shipped out of the port of Philadelphia. He was born in Philadelphia and is a resi-1 dent there. John George Katsos, 68, joined the SIU in the port of Seattle in 1955 sajling as a cook . and Gsu� Brotllef Katsos al o is . a. hi toy{-: teacher. He is a veteran of the U.S. Anny during World War II and the Korean War. Seafarer Katsos was born in Waltham, Mass. and is a resident of Reno, Nev. John William McNellage, 59,joined the SIU in 1945 in the port of Mobile sailing as an AB. Brother Mc'­ Nellage is a PFC veteran of the Army of the United States during the Korean War. He was born in Mobile and is a resident there. John Wilbert McCauley, 64, joined the SIU in the port of Baltimore in 1947 sailing as an AB. Brother McCauley hit the bricks in both the 1946 General Maritime beef and the 1947 Isthmian strike. He last shipped out of the port of Houston. Seafarer Mc­ Cauley was born in Virginia and is a resident of Houston. Charles Misak Jr., 61, joined the SIU in 1948 in the port of New York and shipped AB and recerti­ fied bosun. Brother Misak worked on the Sea-Land shoregang, Port Elizabeth, N.J. from 1966 to 1974. He was born in Perth Amboy, N.J. and is a resident there. Dominador Zambra Lutero, 71, joined the SIU in 1949 in the port of Tampa sailing as a steward gen­ eral utility. Brother Lutero was on the picket line in the 1961 Greater N.Y; Harbor beef. He is a veteran of the U.S. Army in World War II . Seafarer Lutero last shipped out of the port of San Francisco. Born in the Philippines, he is a resident of Stockton, Calif. Roque Rosario Macaraeq, 65, joined the SIU in 1945 in the port -of New York sailing as a cook and SB. Brother Macaraeq graduated from the Union's Recertified Chief Stewards program in July 1 980. He was born in the Philippine Is. and is a naturalized U.S. citizen. Sea­ ' farer Macaraeq is a resident of Brooklyn, N.Y. Anthony Leon Kazmierski, 65, joined the SIU in the port of New York in 1955 sailing as an AB. Brother Kazmierski was born in New Jersey and is a resident of New York City. 1 ·· William George Moody Jr.; 65, joined the SIU in the port of Mobile in 1959 sailing as an AB. Brother Moody graduated from the Aridrew Furuseth Training School, Mobile in 1959. He is a veteran of both the U.S. Navy during World War II an d the U.S. Army during the Ko­ rean W�. Seafarer Moody was born in Alabama and is a resident of Chickasaw, Ala. George Edward Renate, 63,joined , the SIU in 1946 in the port of New York. He sailed chief electrician and QMED. Brother Renate last shipped out of the port of San Fran­ cisco. He was born in Ecuador. A naturalized U.S. citizen, Seafarer Moody is a resident of San Fran· cisco. �Warren R,ay Shmpl, 6$,join�dthe . SIU in the P<Jrt of evi York in ' 1 968 ; He.Jastshipped LNG QMEJ:>.;y .·· 2. Brother Shoun is a veteran of the U.S. Navy during World War II, the Korean War arid the Vietnam · War. He Jast shipped out of the port of orfolk. Seaf!U'er Shoun . was b()tri in Envin, Terui. and i a . • . Frank Wong, 65 , joiried the SIU iri ·the port ,of�New . YQtk m 1951, He .Sailed as a �un. Bfother w:(jrig worked 'on the Sea-Land Shore.,. gang, Port Elizabeth, N .J� from'·l 966 to 1978. He hit the bricks in :the 1965 Di strict Council 37 beef. Seafarer Wong was born in China and i a naturalize.d U ,$; citizen. Wong . i a re idcnfof'Ncw York City� · resident thefe. · · ·· , · . ·· . · J_,... · Warfield, 61 , joined the SIU fu 1945 in the. port of New . Orleans sailing as a chief c()C)k. .Brother Warfield was born in Lou­ isi8rta and is a resident of New · . (. . ... '. . . Breit 1 _..81 liillll . 1 · : . .\ . . .. . ' . . · �-: .. Thomas "Thni" Sam.iel Green, 6s, joined the Union in the port of Frankfort, Mich. in 1962 sailing as a deckhand for the Arnold Transit Co. which be he� to organize. Brother Green bqpm sailing in 193S. He last shipped out of the port of AJaonac , Mich. Laker Green w GeneralMaritimc beef. He was born in North cWolina and i a re ident of CoiJtjock. N.C. Clarence Lee Wh{te, 65, joined the· $1U in. 1943 in the port of New •. York : Brother Wbite graduated from the; Uniqn'$'.Recertified ChiCf Stew­ . ards Program jn 1981. He received a 1960 SIU Personal Safety Award for sailing aboard an accident-free ship, the SS Iberville. Seafarer White was born in Ala6ama and is a res­ ident of the Bronx, N . Y . . · .. ., Kirby McLean Wright, fiO, joined the SIU in 1947 in the port of Norfolk and sailed as a bosun, AB · . and deck delegate. Brother Wright walked the picket line in the 1 946 Orleans. . · · born m Wisconsilfand is a' resident Mich. of Mackinac Is. , · ·.· · · · .. .:.· · j John Thomas Waltich, 64, joined . . ,,:. , K N O W YO U R R I G H TS KNOW YOUR . RIGHTS · . TITUTIO FINANC1AL . The constitution of the SlU Atlantic, Gulf. . es and Inland Waters Di trict mak peciftc pro ision for safeg uardin g the membershi p's .. mon y and Union fi n a nc . The con t itution requ i re a derailed audit by crt ificd P\jblic Accountants ev ery three month.$; �hi ch r� t be ubmitted to the membership ,by . tbe\ SC<:retary-lreasurer. A quarterly finance �omroit�ee . of rank and file members, elected by the membership; ' makes exa.mination each quarter of the finances of the un· n and· reports full their ftndin and recommendan . m hl mitt . m ma e d tin reports, specific recommendations and sepa rate fin di ngs. . . · . ·. ::· ' I KNOW YOUR . RIGHTS · :--:/ : -�·":.;.: · ., the Union in the.port of Detroit in 1960 and JiipPed: conveyonnan� Brother Waltic h is a veteran of the U.S. Navy. fo World War ll; He w born in King ton; Pa. and is a . resident of Toledo , Ohio. TRU All trust f,unds of the SIU Atlantic, Ulf. Lakes and l rillind Waters District are administered in. accordance with the provisions of various trust fund agrecmen AH these agreements specify that the trustees in charge of th fund shall equally consist. of Union and management rep nt tiv�s .and their altetnates. All expenditures and di c m c n t of tr · t funds are m ade only upon approval h · a majorit y of the tiu tees� All trust fund finaneiahe<:ords are available at the headquarters of the various trusf'fuh >; , . as well as all other details, then the member .should immediately notify . headquarters. , '' ., · SHIPPING RIGHT$: Y ur . 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: .Aaps "Red" Campbel �. Seatare,n � Board · 5281 Audi Way and BrttaDnla Way Prince Georp. Coimty · · c_, Spriap, Md. :20746 CONTRACTS. Copies of all SIU contracts are avail- able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your. contract rfghts, as well a s your obligations, suEih as filing for OT . on the proper sheets_and i n the proper manner. If, at any time, any SIU . ' · ·· ·. . EDITORlAI} Pol.ICY - THE LOG. The Lug has · · traditionally refrained from publishing any arricle serving '�· the . political p u rposes of any indivWual in t� Union o�er • . , Qf<,,"'e�her,. It has also refrained. from . publishing articles d med ham1ful to the Union or its collective membership. Thi t blished policy has been reaffirmed . by membership action ar. the September. t 9(iO;. meetirigS ' in all constitutional ports. The responsibility for LOg policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board rtiay· delegate. from among its . ranks. one individual to carry out this'responsibility. · ·· PAYMENT OF MONIES. No monies are to be paid · 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 A ppeals Board. · · ' • ' . ' •' "•I ' . . so affected ·' i • L RIG All mcmben are JU ranlccd equal in employment nd . membe of the IU. Th are clearly set forth In the SIU c n titution and .in .SEAF�RERs. POLmCAL ACTIVITY DONATION -SPAD. S P AD is a separate segregated fund. Its pro· · patrolman OJ'. 01ber Union official. in your opinion. fails to protect your contract rights properly, contact the nearest S I U port agent. . · .. in all Union balls; If you feel there has been any violation "." - , ', • ' :·. ' •, - ' the contracts which the Union has negotiated with the employers. Consequently. no member may he discrimi­ nated against because of race. creed. color. sex and na­ t ional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled. he. should notify U n ion headquarters. · hlppipg ri hts and seniority are protected exclusively by the contracts between the Union and the employers. Get to know your abipp i na rights. Copies of these con tracts are posted and availlble ' righ ·. · �. r4ghts ·. · AL . RfGHTS AND OBLIGA· 110 opi f 1hc IU , ri t i t u r i n ar� avaiiable in all Union hall . A l l mcmhcrs hould obi in capi o f thl con l i t ut ion familiarize lhem Iv a. t ith i con­ tent . Any t.i me Y9U feel .an member r office r i . auempt· ing.to deprive you of any con sti 1 ution I right or ohli ation, by any methods such as dealing with charges. trials. etc., • < · to anyone in any official capacity in the SIU unless an officiill Union receipt is given for same. Under no c.ircumt nccs �oul<.l �1'Y rnember ay any money for any reason , unless he iS giveri such receipt. In the event anyone attempts io tequire any such payment be · made Without supplying . a receipt. or if a member is required lo make a payment an9 i s given an official receipt. but feels that he should not have been required to make such payment. this should inm1ettiately he reported to Union headquarters. p cee.ds are used fo further its objects and purposes includ­ ing. but not limited to, furthering the political. social and economic interests of maritime workers. the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In -connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contrihuti<m may be Solicited or received because of force. job discrimination, . financial reprisal, or .threat of SU<;h conduct, or as a con ­ dition of membership in the Union or of employment. H a contribution is made by reason of the above improper .conduct. notify the Seafarers Union or SPAD bf certified mail within 30 days of the contribution for investigation and appropriate action and refund. if involuntary. Sup· port SPAD to protect and further your economic, poli· t ical and social interests. and American .trade union concepts. 1 lht any .� a member feels Cbat any et the above ·rtpta ..... been violated, or that be lias been cleeW Ids � r:tlfat et arteM to Unloa r«el'ds or lnft>rinadon, be should lmmedla•ely nodfy SIU President F.._. Drozak at Headquarters by certifted mail, return receipt requfSted. The address a 5201 Autb Way and Britannia Way, Prince Georges County, Camp Spttnp, Md. 20746• . , AMERICAN IS BEAUTIFUL . luyAmerlcan.�. and· look f,or the Unlon Label . . UNION LABEL AND SERVICE TRADES DEPARTMENT. AFL-CIO • " December 1 .985 l LOG l 19 · �Deep Sea Pensioner May­ nard Keith Adams, succumbed to lung failure in Northwest Hospita(, Seattle on Nov. 10. Adams Brother ',joined the SIU in 1946 in the port of New Orleans sailing as a FOWT. He hit the bricks in the 1946 General Maritime beef. Seafarer Adam.s was born in Kansas and was a resident of Seattle. Cremation took place and his ashes were scattered at sea. Surviving are a daughter, Cindy L. Rosted of Seattle ; a brother, Glenn of Fowler, Colo . , and a sister, Muro Beier of Medford, Ore. 71, (APL). He first sailed on the West Coast in 1957. Seafarer Brown was born in Miller City, Ill . and was a resident of Seattle. Cremation took place in the Bonney-Watson Crema­ tory, Seattle. Surviving are his widow, Ruth; two sons, Robert and Ricky, and four daughters , Valerie of Seattle, Vicky , Sandra and Malenda. · Pensioner Curtis 68, died Anderson, on Nov. 1 . Brother Anderson joined the SIU in 1948 in the Port of New York sailing in the stew­ ard department. He walked the picket lines in both the 1946 General Mari­ time beefand the 1947 Isthmian strike. Seafarer Anderson was born in Vir­ ginia and was a resident of Baltimore. Surviving is his widow, Marie of Smithfield, Va. 56, Nov. 4. Louis Basta, died on Brother Bastajoined the SIU in the port of New York in 1960 sailing as a cook and baker. He was on the picket line in the 1 961 Greater N.Y. Harbor beef. Seafarer Basta worked as a baker in a Brooklyn, N. Y. bakery from 1946 to 1955 and was a veteran of the U . S . Navy during World War II. A native of Brooklyn, he was a resident of Douglaston, N. Y. Surviv­ ing is a sister, Pearl Corrado of Doug­ laston. Pensioner Joseph Pensioner Dioscoro Delacruz, 75, passed away on October 3 1 . Brother Delacruz joined the SIU in 1947 in the port of New York sailing in the stew­ ard department . He hit the bricks in the 1946 General Maritime beef and the 1947 Isthmian strike. Seafarer De­ lacruz was born in the Philippine Is­ lands and was a resident of Santurce, P.R. Surviving is his widow, Hermi­ nia. Claude Blanchard, 67, died on Nov. 23 . . Brother Blanchard joined the SIU in the port of Houston in 1956 sailing as a bo­ sun. He was born in Port Arthur, Texas and was a resident of Galveston, Texas. Surviving are his widow, Gladys and a son, Paul of Port Arthur. Pensioner Sam Brown, 69, suc­ cumbed to a stroke in the Virginia Ma­ son Hospital, Seat­ tle on Oct. 14. Brother Brown joined the SIU­ merged Marine Cooks and Steward Union in the port of Seattle in 1978 sailing as a chief steward for American President Lines 20 I LOG I December 1 985 Michael Foley died Frank aboard ship on Nov. 5 . Brother Foley joined the SIU in the port of New York sailing as a wiper. He was a resident of Phila­ delphia. Surviving is a sister, Thelma Esposito of Philadel­ phia. a�� �t::!� J. William �on Jr., "Sonny" 49, di«t­ on Nov. 2 . Brother Gironjoined the SIU i)l the port of Seattle in 1 970 sailing as an AB · and deck dele­ gate. He was born in Seattle and was a resident there. Surviving is his mother, Dorothy Cortez of Redwood City, Calif. Pensioner John Gomes, Leo 74, passed away on Nov. 5. Brother Gomes joined the SIU in 1945· in the port of Mobile sailing in the steward depart­ ment. He was born in Port of Spain, Trinidad, and was a resident of Mobile. Surviving are his widow, Mary ; a son, Paul of Mobile , and a daughter, Theresa Bums of Bir­ mingham, Ala. Hollis Hubert Johnson, 64, died on Nov. 18. Brother Johnson joined the SIU in 1944 in the port of Mobile sail­ ing as a chief elec• trician and QMED. ---- . He attended the 1975 Piney Point Crews Conference. Sea­ farer Johnson was a veteran of the U . S . Navy during World War II. Born in Enville, Tenn . , he was a resident of Henderson, Tenn. Surviving are his mother, Dora of Henderson and a sister, Lee Hodge of Redlands , Calif. Marion Kruljak died on Oci. 1 5 . Brother Kruljak joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. Pensioner Juan P. Lagonero died on Nov. 6. Brother Lagonero joined the SIU-merged Marine Cooks and Stew­ ards Union in the port of San Fran­ cisco. He retired in 1964. .. Calvin Ray Mc­ Christian, 32, died on Nov. 1 7 . Brother McChristian joined the SIU following his . graduation from the .. Seafarers Harry ,,Lundeberg School of I Seamanship Entry Trainee Program, Piney Point, Md. in 1970. He sailed as a cook. Seafarer McChristian was born in Houston and was a resident there. Surviving are his mother, Nannie Eckford and his step­ mother, Catherine Crosby, both of Houston. . Pensioner Victor O'Briant, 75, passed away in the Hartford (Conn.) Hospital on Oct. 1 5 . Brother O'­ Briantjoined the SIU in 1944 in the port of Savannah, Ga. sail­ ing in the steward department. He was born in North Carolina and was · a:.resident of Head­ land , Ala. Surviving are his widow, Louise ; a daughter, Meave Carriker, and another relative, Florence. Carri­ ker, both of.Headland. Pensioner August Frederick Reich, 76, passed away on Nov. 1 8 . Brother Reich joined the SIU in the port of San Fran­ cisco in 1967 sailing as a FOWT. He was born in San Fran­ cisco and was a resident of San Carlos , Calif. Surviving i s a son, Conrad of Daly City, Calif. Gilbert Eugene Riegel, 57, died on Nov. 2 1 . Brother Riegel joined the SIU in the port of New York in 1 963 . He was born in Reading, Pa. and was a resident of Seattle . Surviving are his widow, Patricia; hisfather, Frank, and a brother, Ken, both of Takoma Park, Md. Pensioner Edwin Evans Ritchie Sr., 64, died on Nov. 1 5 . Brother Ritchie joined the SIU in 1948 in the port of Mobile sailing as a chief cook. He be­ gan sailing in 1946 and hit the bricks in the 1946 General Maritime beef and the 1 947 Isthmian strike. Seafarer Ritchie was born in Noxapater, Miss. and was a resident of Picayune, Miss. Surviving are his widow, Annie and a sister, Naomi of Prichard, Ala. Ronald Robidoux, Roland 29, died on Nov. 8. Brother Robidoux joined the SIU following his graduation from Pi­ ney Point in 1980. He was born in Rhode Island and was a resident of Blackstone, Mass. Surviving is his mother, Lucille of Blackstone. Pensioner Pedro G. Tantiado passed away on Oct. 25. Brother Tantiado joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco. He retired in 1972. Pensioner Nome Robert White, 62, died on Nov. 14. Brother White joined the SIU in 1 948 in the port of New Or­ leans sailing as a chief steward. He was a former mem­ ber of the SUP. Seafarer White walked the piCket. l,ines in the 1946 General Maritime beef, the 1947 Isthmian strike and the 1948 Wall St. beef. White was born in Oklahoma and was a resident of Pearl River, La. Surviving are his widow, Alvina and a daughter, Marla Kelley of Marrero, La. 1bok Lim Yee died on Oct. 15. Brother Yee joined the SIU-merged MC&SU in the port of San Francisco. &mt Lakes Pensioner James D. XidiaS, 86, passed away in Athens, Greece on Oct. 29. Brother )(idiasjoined the SIU in 1 944 in the port of New York sailing as a FOWT. He began sailing in 1926 and hit the bricks in the 1 946 General Maritime beef and the 1947 Isthmian strike. Seafarer Xidias was born in Phastros , Greece and was a resident of Athens. Surviving are his widow, Adamantia and another rela­ tive, Helen Xidias of Phastros . Pensioner Willis Edward Bierly, 64, died on Nov. 13. Brother Bierly joined the Union in the port of Cleveland, Ohio in 1964 sailing as a FOWT for the American and .Boland and Cor­ nelius Steamship companies. He was a veteran of the U . S . Army during World War II. Laker Bierly was born in Fairfield, Pa. and was a resident of Cleveland. Surviving are two daugh­ ters , Debra Riggs of Cleveland and Bonnie Collins of Amhurst, N .H. Pensioner Carl Laurentius Larsson passed away in Sweden on Sept. 28. Brother Larsson joined the Union in the port of Detroit. He retired in 1 965 and resided in Erie, Pa. He was a member of the Independent Order of Svithiod, Verdandi Lodge No. 3 , Chi­ cago, Ill . Surviving are his widow, Nels-Ruth; five nephews. �payoff, ancl ·a discussion was held pertain­ ing to the pension buy-out. A vote of thanks was given to the steward dep�rtment for a job wet! dPne. N&xt·p<>rt: New. Orteans, La. ' D �i8st Of Sll�ps . 11eet�n11s. . . LNG C.,.ICC>ftN (Energy Transpor­ tation Corp.), October 27-:-Sec:retary Ed­ ward Haber. No disputed OT. There is $485 in the ship;s fund. Communications received from Camp SpriQgs included the . tanker C()ntract fl:om the. NM U and the union scale. They were posted tor all to read and compare. The crew were advised to use the main deck so as not to bother those members off watch sleeping by slamming doors and other loud noises. The bosun also advised crewmembers to take advan­ tage of the educational opportunities at Piney Point and said he · has applications if anyone is interested. A vote of thanks was given to the steward dapartment for their good food, great poOI parties, and delicious salad bars. Next ports: Osaka, Japan and Arun, Indonesia. GOLDEN ENDEAVOR (Westchester Marine), October &-Chairman Paul M. Butterworth; Secretary James W. Barnett; Deck Delegate James i:: ·. Kash; Eilgine Delegate Ralph G. Griffin; Steward •Dele­ gate Barney Johnson. No disputed OT reported. The captain and the chief engi­ neer extend their thanks to the crewmem� . bers of the Golden Endeav0r Who ttimed to helping with the boiler repairs. They expect the boiler to be working very soon and will then attempt to resume speed. Everyone was asked to help conserve water while the repairs are being. com­ pleted. A reminder was given as to com­ pany policy regardln g overt1�e: no over­ time Wednesday . thrOUgh Sunday or on holidays . except for emergencies by order of the �tain. Next ports: Suez Canal, Port Su dan. - tober 27-Chairman R. Schrun; Secretary R. Principe; Educational Director R. Hoff­ man; Engine... Delegate Frank E. White. Three hours disputed or were reported in the engine department; otherwise, every­ thing is running smoothly. A letter was received from SIU Vice President "Red" Campbell; explruning the tanker trade sit­ uation and enclosing a copy of the NMU contract to see how that union Is resporid­ ing to the shipping situation. A motion was made to find out why members aboard the MN Courie� are not getting war zone pay on the Persian G ulf run. And a vote of thank$ was given to the steward depart­ ment for a job well dg9't ... ' •, t"' . puted OT reported. Thanks to the success of various .poo l s, the ship 's fund now has 1 �. ot whk:h $8 waa .apant on 1he pur- . chase of a case of soda. The · ship wlll al'riVe .at Diego Garcia on Thursday, Oct. 3J . . The mess .halls are closed every day frcim Q:45 to 9:45 for cleaning, The steward stated that "if there are no objections, the cadetS wltl be allowed to eat with the crew." A show of hands revealed no objections. Also, members went reminded that the .Jf::anyone crew lounge is not for s wants. to lie down on the sofa, they shoutd r�membei'fo. remove their shoes first. The educational director· �ad about the . up­ grading facilities at Piney .Point and urged all members to take advantage · of them. The U.S. Navy celebrated its 210th birthday on Oct. 1 3. The commodore expressed · his �titude to the steward depa rtment for · leeping . _ . CPL LOUIS J. HAUGE .IR. (Maersk Unes), October 27-Chaimlan. K.. Koutouras; Secretary G� �ny; Educational Director. A. . Okn>gley; 't:>eck Delegate Bob Shaw; '. · Engine Delegate Ben Conway; Steward Delegate Thomas Wiehl. No dis­ •' G,halrmaii D.O,. Fleming; Secretary E. Har­ ris; Educational Director R.M. Stewart; Deck Delegate John Japper; Engine Delegate D.F. Gardner; Steward Delegate Felix Ca­ ma�. NQ beefs or disputed OT reported. The chrutinan reported that the vessel will discharge at Guam and Japan this trip; then will � back to Singapore for an­ other load. CreWmembers were urged to take advantage of the facilities at Piney Point for upgrading their skills. A discussion was held on the Union's proposed pension buy-out. From the information members have received so far, they feel they cannot accept the. plan, . but wlll · need to talk with someone wt)O h• mor� lntorm.i1on . Th�re se,ms. .� ,be a,n Qi! CQnta.m .n�t19n P.ro,bletn with the drinking water abc>ard Ship. The chairman will talk to the captain about the problen(. If. no action is taken, he'll contact the PUblic Health Service in Guam. Next ports: Guam, Japan and Singapore. decorating the lounge, and · to Bill, the baker, for his delicious cake . . . and for the soda that was donat8d by the ship's fund. Another, and more Serious, message was received-this one a telex from Navy headquarters. It stressed the need for "heightened security awareness," espe­ cially for all aboard an American�flag ship. "Terrorism is a very real threat in today's world," it stated. Next pe>rt: Diego Garcia. 11/V COURIER (Ocean Carriers), Oc­ . llOYU (OCean Carriers), October 2()-­ · . •· . · ·. · · · INDEPENDENCE (American Hawaii Cruises), October �hairman T.W. Las­ ater; Secretary Duane Wong; Educational Director William Turner. No disputed OT reported. The chairman asked Jhat an questions � Qirected to the main ISsue at hand, namety''entry of the S.S. Uberte into the American cruise matket. He also.aSl<ed · for Union solldatlty and departmental Co­ operation. The SIU patrolman explained to the crew the need to pull together for the good of all Union members and to support the SIU on all issues in order to remain a strong organization. The bosun then asked tor . . · SEA·LAND DEFENDER (Sea-Land Service), October 20-Chai rman Ted To­ lentino; Secretary Ceasar F. Blanco; Ed­ UQational Director James W. Duffy; Engine Delegate L.D. Chappetta; Steward Dele­ gate F.A. Abello. No disp1,1ted OT reported. There. is $20.25 in the ship's fund. The , ...sh p's chairman recognized .the · difficulties of the steward department and expressed his wish · that the Union and Sea-Land review the existing daily workload of the steward utility (GSU). The one hour over­ time for cleaning and making up, on a daily basis, nine .bunks for the licensed officers ,.is �� chicl(�f�. And it was stres.sed that all .crewmembers must join efforts in . keeping up the crgw lounge, the taUlldry JQOm, the passag8Ways and the . firSt deck · toilet l'OOf11. Everyone Is respc)o$1bte· . for k ng the · ship neat and c. �- NEJxt " ports: LC>ng Beach and Oakland,. Calif. . . . .· . • . ! �NOE (Puerto Rico Marine), October 19-Chalrmah R. Rivera; Secretary C. Rice; Educational Director C. Sullivan; Deck Del­ egate G. Ortiz; Engine Delegate J. Mixon; Steward Delegate G. Bloncourt No beefs or disputed OT reported. A letter was received from-Vice President "Red" Camp­ bell . a.bout · the disputed OT from the last � STAR C)F TEXAS (Trtan Navigation), November �airman Gene Paschall ; secretary I.A. Fletcher; Deck Delegate Arthur Fennell ; Engine Deleg8te Micha81. a show of hands supporting 1he SIU on the Uberte and 11H other .Issues It was unanimous, with 1 1 0 members in attend­ ance. Louie Walder, a bartender on the Independence, gave his personal testi­ mony about working without a contract on a foreign-flag vessel. He told of the long hours and other hardships crewmembers had to endure. Next port: Hono ulu, Hawaii. eepi ·. :St. . . . Angelo; Steward Delegate Clifford · will be ice cream for the crew at all times. Report to the LOG: "The crew and officers got · to shop for beautiful wood carvings while in Matadi (Zaire). We were all sorry that our QMEO injured his back and had to fly home ffom Monrovia." Next port: Jacksonville, Fla. LNG TAURUS (Energy Transportation Corp.), October 20-Chairman John P. Davis; Secretary Robert H. Forshee; Deck Delegate Robbynson H. Suy; Engine Del­ egate David Terry Jr. No beefs or disputed OT reported. There is $oo.<J in tl)e ship's fund with the addition of $300 from the baseball pool s. The chairman re-empha­ sized the need to stay away from drugs, using as an example the recent discharge of a crewmember who failed the drug test given aboard ship. A basketball was pur­ chased and punching b�� ordered, and the educational director announced that he is . going. to arrange . for nlc>re. magaiiOeS and news�pers . onb()ard the Taurus, All communications were posted, and a hearty vote of thanks was given to the steward ·department for a job well done. Next ports: Bontang, Indonesia and Himeji, Japan. This tropical poolside mural was painted in his spare time by David Reilly, steward assistant on the LNG Capricorn. · ·.Offidat ships minutes &tao were � · frcim .the . folng lowi vessels: .. · AMBASSADOR AMERICAN CONDOR CAGUAS q< E7 .;/. ' · Fuertado. No beefs or di8puted OT re­ ported, although the engine department has been short one QMED since Monrovia. The chairman reported a good trip with no problems. He talked about the .changes in the shipping industry and the impe>rtance MOKU PAHU OMI HUDSON OMI MISSOURI OMI SACRAMENTO OVERSEAS MARILYN PATRIOT PFC JAMES ANDERSON JR. remember to support the SPAD program. Articles in the current LOG were discussed, and everyone was asked to be sure to report all necessary repairs. A vote of thanks was given to the steward · depart­ ment for the fine food and good service in the cafeteria. It is hoped the . freezer will be replaced. in the shipyard so that there ST. LOUIS SEA-LAND DEVELOPER SEA-LAND INNOVATOR SEA-LAND LEADER SEA-LAND PACER SEA-LAND PRODUCER SEA-LAND VENTURE SEA-LAND VOYAGER SUGAR ISLANDER WESlWARD VEtm.IRE · of� adVan\ageof the upgr:adingcourses at' Piney Poirlt. He also asked everyone to · IS 8001£ YOUR PROBLEM ? WE CAN JIELP YOU �OLVE IT. PORTLAND FOR A�!l/G'TANCE WITJ.I EITJ..1£12 PROBLEM CONTACT TJIE A.R.C. OR YOUR PORT AGENT I , December 1 985 I LOG / 21 i'. . �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes NOV. 1-30, 1985 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Ed Turner, Exec. Vice President Joe DIGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 4 16 3 3 8 3 2 2 2 5 Port 14 56 0 7 12 2 9 4 ENGINE DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . Port 3 4 17 STEWARD DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 9 5 Port HEADQUARTERS 0 6 5201 Auth Way Camp Springs, Md. 20746 (301 ) 899-0675 ENTRY DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 2 10 0 5 0 0 5 Totals All Departments . ....... 11 36 13 7 13 24 82 * "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. 16 15 33 32 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (31 3) 794-4988 BALTIMORE, Md. 1 21 6 E. Baltimore St. 21 202 (301 ) 327-4900 Dispatchers Report for Deep Sea NOV. 1-30, 1985 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class.B Class C Port Gloucester . . . . . New York . . . . . . Philadelphia . . . . Baltimore . . . . . . Norfolk . . . . . . . . Mobile . . . . . . . . New Orleans . . . Jacksonville . . . . San Francisco . . Wilmington . . . . Seattle . . . . . . . . Puerto Rico . . . . Honolulu . . . . . . Houston . . . . . . . St. Louis . . . . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... ..... ..... ..... ..... ..... ..... ..... ..... ..... ..... ..... ..... ..... ..... ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 68 9 4 10 11 53 27 37 26 24 22 8 42 0 2 350 1 16 12 6 12 1 8 14 6 6 4 2 22 6 0 7 117 0 0 0 0 0 0 3 0 0 0 0 0 0 1 0 1 5 3 56 3 4 10 1 42 48 25 15 25 16 6 28 0 1 283 Port 1 20 1 2 4 0 26 38 17 5 5 10 13 5 0 6 153 0 0 0 0 0 0 5 1 0 0 0 0 2 1 0 1 10 1 290 Old River Rd. 441 1 3 (21 6) 621 -5450 DULUTH, Minn. 705 Medical Arts Building 55802 (21 8) 722-41 1 0 1 6 0 0 0 0 0 3 5 2 4 0 7 2 0 0 8 1 27 13 11 25 23 76 58 69 62 57 25 6 78 0 3 641 230 22 0 6 0 0 0 0 0 1 3 5 1 0 3 1 0 0 2 88 9 18 22 16 57 42 37 35 48 14 5 51 0 6 5 13 2 2 9 5 7 6 12 14 19 3 22 2 0 3 0 0 0 0 0 0 2 0 3 0 0 0 10 0 0 0 JERSEY CITY, N.J. NEW YORK, N.Y. 30 5 32 12 12 24 9 13 26 21 18 10 5 29 12 0 2 0 0 0 0 0 0 5 1 0 0 0 0 16 0 0 0 GLOUCESTER, Mass. 1 1 Rogers St. 01 930 (61 7) 283-1 1 67 HONOLULU, Hawaii 636 Cooke St. 968 1 3 (808) 523-5434 HOUSTON, Tex. 1 221 Pierce St. 77002 (71 3) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 (904) 353-0987 ENGINE DEPARTMENT Gloucester . . . . . . . . . . . New York . . . . . . . . . . . . Philadelphia . . . . . . . . . . Baltimore . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . Mobile . .-• . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. .. .. .. . . . . . . . NWI Orleans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . San Francisco . . . . . . . . . . . Wilmington . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . Houston . . . . . . . : . . . . . . . . St. Louis . . . . . . . . . . . . . . . Piney Point . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . .... .... .... .... .... .... .... .... .... .... 1 33 7 8 7 7 39 26 22 12 15 7 5 24 0 4 217 2 7 1 1 5 1 12 4 3 2 5 2 16 3 0 0 64 0 0 0 0 0 0 1 0 1 0 0 0 1 0 0 0 3 188 1 22 2 4 3 8 19 9 40 4 19 2 4 12 0 2 0 9 2 0 1 3 3 1 4 6 5 1 23 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 34 0 0 0 1 27 1 4 12 1 31 20 36 15 36 8 14 6 0 1 0 33 1 3 5 1 21 7 36 12 14 5 11 8 0 0 4 42 5 5 8 2 12 14 9 12 19 4 1 19 4 0 3 1 2 0 0 0 0 5 1 2 0 1 2 1 49 0 0 0 0 31 1 5 3 3 39 34 15 16 17 8 3 10 0 3 Port 0 6 2 1 0 1 19 8 3 4 7 2 10 6 0 1 70 0 0 0 0 0 0 t 0 0 0 0 0 2 0 0 0 3 20 450 124 15 0 6 0 0 0 0 0 3 5 2 1 0 70 1 0 0 0 46 1 6 10 19 35 15 90 20 41 9 9 16 0 0 4 12 3 6 3 13 3 3 9 0 13 2 25 3 0 1 0 0 0 1 0 0 0 0 1 0 1 0 43 0 0 0 STEWARD DEPARTMENT Gloucester . . . . . . New York . . . . . . . Philadelphia . . . . . Baltimore . . . . . . . Norfolk . . . . . . . . . Mobile . . . . . . . . . New Orleans . . . . Jacksonville . . . . . San Francisco . . . Wilmington . . . . . Seattle . . . . . . . . . Puerto Rico . . . . . Honolulu . . . . . . . Houston . . . . . . . . St. Louis . . . . . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ·' · . . . . . . ........... ........... . . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . 151 59 35 203 0 11 1 2 3 0 17 16 5 2 11 2 72 0 0 1 1 43 2 0 0 0 0 0 1 0 0 0 0 0 1 64 0 0 0 167 88 317 100 46 0 55 2 0 10 2 29 12 101 33 35 12 12 21 0 0 7 63 14 6 20 16 20 28 35 39 50 14 101 28 0 5 1 8 0 1 0 0 7 4 4 0 3 3 1 47 1 0 0 ENTRY DEPARTMENT ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ ............ ............. 157 262 163 0 Totals All Departments . . . . . . . . 875 502 206 674 Gloucester . . . . . . New York . . . . . . . Philadelphia . . . . . Baltimore . . . . . . . Norfolk . . . . . . . . . Mobile . . . . . . . . . New Orleans . . . . JaGksonville . . . . . San Francisco . . . Wilmington . . . . . Seattle . . . . . . . . . Puerto Rico . . . . . Honolulu . . . . . . . Houston . . . . . . . . St. Louis . . . . . . . Piney Point . . . . . Totals-. . . . . . . . . **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . Port Trip Reliefs CLEVELAND, Ohio 0 0 0 324 446 366 1 80 138 1 ,732 900 179 262 *"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 November was up . from the month of October. A total of 1 , 1 82 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 ,1 82 jobs shipped, 608 jobs or about 51 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 1 33 trip relief jobs were shipped. Since the trip rellef program began on April 1 , 1 982, a total of 1 ,939 jobs have been shipped. 22 I LOG I December 1 985 99 Montgomery St. 07302 (201 ) 435-9424 MOBILE, Ala. 1 640 Dauphin Island Pkwy. 36605 (205) 478-091 6 NEW BEDFORD, Mass. 50 Union St. 02740 (61 7) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 701 30 (504) 529-7546 Toll Free: 1 -800-325-2532 675 4 Ave., Brooklyn 1 1 232 (71 8) 499-6600 NORFOLK, Va. 1 1 5 Third St. 235 1 0 (804) 622-1 892 PHILADELPHIA, Pa. 2604 S. 4 St. 1 91 48 (21 5) 336-381 8 PINEY POINT, Md. St. Mary's County 20674 (301 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 941 05 (41 5) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 981 2 1 (206) 441 - 1 960 ST. LOUIS, Mo. 4581 G ravois Ave. 631 1 6 (31 4) 752-6500 SUBIC BAY, Rep. of Philippines 34 2 1 st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (21 3) 549-4000 �Marine POW Ending , in Life of Merchant . By Kevin Leary (Reprinted from the San Francisco Chronicle, Saturday, Nov. 16, 1985) . . in the Woo Sung prison camp in China fits to the mercharit marines. "I've been trying to get him some until the end of the war. help from the VA for a year, first for Armstrong survived the harsh.POW his alcoholism and ·now for this . life and was liberated in 5eptember of 1945' out he emerged ffom _captivity ' . They L U�ll me he wasn't in the milit8.ry ; h.e \\ias just a civilian who with a devastating case of tuberculosis that ended his merchant marine ca­ got captui:ed. They don't even tr;'" to . artswet my questions. reer. His son ·believes the experience left "My father went through hell for . this country, and now they turn away him with a seric>us drinking pro�lem , and say, ' Sorr)r, that's just the way it that may have led 'to A"*-strong's is.' " current life-threatening ailment. · On October 2, Armstrong 9r�hecl · his. car in . mi nor drunken dnVing ' · : · accident in :Which he bumped hi bead . ' · After that mishap, the veteran· radio ·. announcer _decided to seek help at the . ,· . alcoholic rehabilitation clinic t Feather ' River · Hospital in : P&.radi e, Butte ·. · · County. . ' '. .· · Wheri. he was admitted, he \\'.�s · frs a familiar refrain to diagnosed as having pneumonia. On many bi t ter .sailors who served aboard October 7, while being examined, merchant ships in World War II. More Armstrong stopped bre at hing suf� than 6,000 of them.died aboard supply fered a _heart atta�k and .:has been in a and Ger'." ships unk by th� coma ever since. man · . they femed equipment to war His medi�at ·prognosis _ is _ not : go�:' zones, yet they are not considered The doctors say he wiU·�bably nof . veterans , come out of the coma, and if he does After years of petitions by seamen he'll probably be brain damaged , " his . ·· seeking veteran status , the governson said. ment position was state.d in 1982. by "It's not fair that he went through all that suffering in the war · and n w : Secretary of.the Air Force Verne Orr: everyone�s tumitlg away from him "While the servi . . of the American .. said David nn trong. "The Vele.ran .. . . merchantmarin during,World War II Adrrlini tra,ti n refu highly qieritoriqus contrib. to .8JCUll be.ne.: · . .. Timothy Armstrong, a well-known all-night Chico radio disc jockey, re­ mained in a deep coma yesterday and his doctorS do not expect him to Uve • . It is yet another tragedy in the life of a hard-luck guy· who spent nearly four years in a Japanese prisoner-of- · war qimp during World War II and never completely recovered from the ' experience . Even now,. his son, David Arm­ strong, a Colusa restaurant owner, thinks hi� dad is getting a raw deal ftom t�. t.LS, government, which de­ nies veterans benefits to merchant sea- men. . ' L I I ' 'He's been in a coma since October 7, and he's just about gone through his health insurance, " said David, owner of the Hu.ngry Farmer restau­ rant. "I want some help from the . Veterans Administration, but they're just turning their backs on him . " The elder Armstrong, 6'.2, was a merchant seaman, ser¥ing aboard the freighter Malama, carrying weapons . and radar equipment to the Philippines on Jan. 1 , 1942, whe n·'tfie ship was bombed and �- y the Japanese. Th 2 crewinen and five soldiers . .. .. ard were taken pri ner d he!d . _ I · I .. . ' i. ' . ) father · went .t hro�gh: h e1.1. for thi$ c:ountry' . . l . 'j I l I I l l i � l 1 ·t I i \ l ll l j l l I l 1 ,,Timothy Armstrong's story is one of the .more tragic examples of what happened to many American merchant seamen following World,War II. While most went on to lead normal and productive lives, many carried the Saffie type of battle scars veterans of the armed services did'. But · seamen had few places to tum to for help. The number ofWorld War II seamen is dwindling, and soon the government won't have to worry about its obliga­ tion to .the men who served and died for their country. What the U-boats started, time will finish. · Apart from unions and other seg­ ment of the maritime industry, the bravery; patP,.otism and sacrifices of these seamen will probably fade from memory, because there i� nothing to remind the American people. "Most everyone visits veterans' graves throughout the wofld. But very few talk about the graves at the bottom Of t� ocean . ' ' . Aretired �arer wrote those lines. Verner Anderson, who'sailed through­ out World War II, may have found the reason which explains why so many care so little. He noted that veterans' cemeteries . and memorials are scattered ··throughout the nation and the world as reminders for. those of us who have benefited from others' . ,.. sacrif\ces. " But no one can visit those ceme­ teries because they are a mile below. That's one cemetery they don't spend · · · · . - . · · · · ·· . 40;:fear-old · · · . JaJ)rulese · . anti w�� . . . facing east, west, south and north. · If persons wish to donate to the prQject, they may send their contri- . . · t>uii0n - 1o: any 111oney on for upkeep. That's prob· ably why they forget about · the mer­ chant marine." Despite the stories of men such . as Armstrong, it is. doubtful that the fed­ eral government can · be spurred into action to grant any kind of veteran's benefits to merchant seamen. Years of efforts by d�dicated<$f0Ups have produced few results. But to their . . credit these gr90ps keep on fighting. While these . merebant marine vet. erans may nev r: receive their due, there is one group · :that is trying to keep the memory alive and give the survivors at least a little respect: The American Merchant Mariners Memor­ ial Corp. That group has submitted a design . and selected a site for a memorial in New York City. It is headed by Adm. Thomas A. King, the. superintendent . . of the Merchaiit MarfueACademy, and • .··, the honorary chairnian is Lane Kirk­ land, president of the AFL-CIO. La­ bor, management and government rep­ resentatives are involved. King said plans call for the memorial to be between Battery Place Park cµid· the Fireboat Docking Pier at the south­ western tip of Manhattan Island, where the Hudson River meets . the upper New York Bay. The names of the 6,500 mariners killed in World War Il will be ptacea in a time capsule at the memorial, King said . . The design calls for four prows (from actual ships) to be set e · · · · Adm. Thomas King The American Merchant Mariners Memorial Corp. .. . ·· · . · . .· . .. & VA 'sayl? · . . . • . . · " '•' dePrlv� . · ': !f My war effort and was often conducted within combat zones, it lacked the characteristics of active military service as defined by law.'' That . reaSQning infuriates Arm­ strong; who hasjust about given up hope that his father will get VA help. "But I'm going to fight this for as long as it takes," he said yesterday . "Now it's a matter of principle. There must be thousands of old merchant of die benefits seamen'.being they deserve . > : ·. . . • · .. � � ·1 am going. to keep · ing W.til ' ilie govemD1 nt o r the: they're S-0.rry and admits they've made a mistake and should have helped my father. " The elder Armstrong has been an announcer and disc jockey for Chico radiO station KPAY for 25 yeats. . During the past . several years he worked, the midnight to 6 a.m. slot, playing . easy-listening music and providing a frost alert for farmers. "He's a good man and everyone knew him," said KPAY general manager Monty Ivey, who tried in September to have Armstrong admitted to an alcohol detoxification center under a veterans program . ·.· "But the VA screened him out and deraied him benefits, " said Ivey. " I fO}ey had accepted him,who knows :.··. what mi�t hav h ppen d/' . -­ · . · Edit() rial M:· 'Time fop Re peCt t · uted to the success of the American • ··- a . Corna tht'f · .Merchant Marine Ac demy . •. Kings Point, N.Y. 1 1024-1699 While the government may continue . fu those who r¥e<r t.beli c0un- . . try in World War D tbeY Jtave for deeades; this memorial gives everyone a chance to show a little respect. . That's not too much to ask. i&riore · · WWI I "Mulberry" Vets WinVeteran's Benefits Merchant eamen who took part in Operation Mulberry on D- Oay have been granted veteran ' latu by the Department of Defen e . It i e timated th t o n ly about 200 of the I ,000 merchant amen who participated io the operation arc till alive. Operation Mulberry involved 32 hip which were tripped down and filled with explo ive . After tho hip cro ed the Engli b Channel under heavy fire the day before D-D y they discharged troop to landing craft bortly after midnight. They were anchored off the Normandy t under heavy fire. When th crew left the hip on the landing craft, all 32 hip were blown up and unk-to be used br waters for the invaion ite. More than 6 500 merchant men died in World War II, but until thi ti n only six had been granted veteran ' talus, even though groups of dietician , telephone opcrato and phy ical therapi ts were granted those righ . " I applaud the deci ion. The e men d crvc i t , but o many the do also. I am disappointed they have been turned down," IU Pre idcnt Frank Drozak "d . The M ulberry veteran are now eligible for I w-co t VA medical care , low interc t loan and burial in military ccmeterie . Following a li t of hip in the operation . If you believe you are qualified, contact your local Vet­ eran Admini tration office for de­ tail : · West Nohno, Audacious, Cou­ rageou , Be!Vamin Contee, Matt W. Ramon, Jamts Iredell, Baj­ aloidt, Jamts W. Marshall, Potttr, Victory Sword, West Honaker, West Grama, Wilscox, West Nilu , Jlli­ noian, Export, Kentucldan, Alcoa uader, Kofresi, Lena Lucken­ bach Pennsylvanian, Robin Grey, ahalt, We I Che wald, Olambala, FUght Command, David 0. Saylor, JuJjus Virtuvius, Galvtston, George W. Childs, Arttmus Ward, Georgt S. Wasson. December 1 985 / LOG I 23 - - ---- - =·-·-·-=-·== . ···--·--·--·-· ·--- · · - --- --- - - - -- - - - ----..... , ....____ _ ____ ___ _ _ __ ____ _ ______ __ ___ ___________ : - . _ _ ___:_ - - - · . . ·� :...:. �Sugar Island-Muck Raking on the Delaware The Sugar Island's Chief Mate Ed Anderson takes a quick break as bis dredge works on a project in the Delaware River. }:j, "';iii... \. . .. AB Gary Gardner signals the crane operator as they prepare to perform some maintenance onboard the Sugar Island. . . ' � ,( -- Wiper Sb'eWoa Greenberg (left) and Engineer Mark Wirtanen make some final adjustments cutilng sheet metal onboard the Sugar Island (North American Trailing Co.) before AB Ed Broadus (backaround) and AB Louis Green repair a line aboard the dredge Sugar Island. Capt Tum Decker prepares to tte up Im launda the Huason River alonpide the Sllf'IT Island. 24 I LOG I December 198.5 - -- -- -- - · · · - -- · ··· · · ---- - - ·· - · ·--------·-- ---------- -·------------ ---- -�- --- ·--- � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1985 Description An account of the resource Headlines: BEAT YOUR DRUG ABUSE PROBLEM NOW SENATE PASSES FARM BILL, HOUSE HOLDS HEARING DIGIORGIO GETS A LOOK AT T-AGOS CONTENDER MILITARY SHIPS SPARK SAB ACTION ON WORK REFUSAL SONAT IOT TALKS SET SEAFARERS MAN PILOT LAUNCHES UNITED TO PROMOTE JOBS FOR U.S. WORKERS: AT THE MTD CONVENTION FAST-ACTING CREWMATES KEEP VICTIM'S HEAD ABOVE WATER BALTIMORE SAVES 10 FROM 2 SMALL BOATS IN 1 DAY RAINBOW WINS ANOTHER ROUND LAKES OK DESPITE EARLY FREEZE TITANIC MEMORIAL BILL PASSED LIFE OF MERCHANT MARINE POW ENDING IN A COMA EDITORIAL TIME FOR RESPECT WWII "MULBERRY" VETS WIN VETERAN'S BENEFITS SUGAR ISLAND--MUCK RAKING ON THE DELAWARE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1985 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 47, No. 12 1985 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/8f64df7340f6f389e4aa3ab1f66c50ba.pdf 7ad2fcd250f5405e4f07eab912627492 PDF Text Text OfBc:lal PaltUcatlon of the Seafarers International Union • Adantlc, GuU, Lakes and Inland Waters District• AFL-CIO Vol. 4? No. I I Novemlter I 985 SIU Backs Farm Bill Agreement In Senate More Work for Seafarers MPS Lopez, 2 Others, Join SIU Fleet The U .S.-ftag share of government food exports could jump from 50 to 75 percent under an agreement the Senate voted on during the recent cargo preference debate. The increase in the cargo preference was the result of a compromise worked out by the SIU, other maritime inter­ ests and several large agriculture groups. It was pushed in the Senate debate by senators Ted Stevens (R­ Alaska), Daniel Inouye (D-Hawaii) and Thad Cochoran (D-Miss.). The compromise was offered as an amendment to the Senate farm bill after several attempts were made by anti-maritime senators to slash or re- ., .. ... v<lke �gq,,,preference �emeJats for all programs. The Senate action would lift pref­ erence rules on so-called commercial sales such as Payment in Kind, Blended Credit and other programs, even though court decisions have upheld the pref­ erence requirements in those cases. The increased percentage would apply to concessional programs such as P.L. 480 and Food for Peace ship­ ments. "This has been the roughest year I can remember on cargo preference. Every time we'd tum around some­ body was out there attacking the laws and us," said SIU President Frank Drozak. "I believe this agreement helps both the maritime industry and the agriculture segment. It gives them some of the things they wanted and gives Twenty-one Seafarers are now working aboard the brand new 1st Lt. Baldomero Lopez (American Overseas). The ship is under long­ term charter to the Military Sealift Command as part of the Military Pre-Positioning Oeet (MPS). Also, the brand new T-5 tanker Samuel Cobb crewed in Thmpa with 15 unlicensed jobs. The Cobb is also under MSC charter and is operated by Ocean Sllipholding. Eleven Seafarers will crew the heavylift submersible Cormorant (Pacific Gulf Marine). Also under mUitary charter the Cormorant will serve as a Boating drydock. us some of the things we wanted. I guess that's why they call it a compromise." The Senate debated the issue over three days late last month and it was much the same scene as recent House action on the matter. Inside: Farm state senators and those be­ holden to the large agribusiness firms MTD Sets Course in Anaheim Pages 12 and 14 New SIU Hall in Hawaii A Look at Shipping in Seattle Page 24 Pages 16 and 17 WWII Merchant Vets Remembered and lobbying groups took to the Senate floor to lambast the maritime industry and c�rgo preference. Page 4 New Health Care Services­ PPO Page 23 Tug and Tow News The Senate has not finalized their version of the entire farm bill; cargo preference is only one aspect of the legislation. But the compromise is ex­ pected to survive any attempts to weaken it. If it does, then the Senate and House must get together in con- Pages 5 and 6 •. .. · .. · (Continued on Page 3.) . �President's Report by Frank Drozak During the past few months I have used this space to talk to you about the problems and prospects we all face as Seafarers ; a declining industry , shrinking employment opportunities, new work on military ships, upgrading skills at SHLSS, drug and alcohol problems and plans for the future such as a pensioners' home and hospital. A lot of the issues we must confront are faced by the labor movement as a whole . Unions and their members throughout the country are having tough times. Some of the problems are spe­ cial to their own industry , but so many are shared by all of us. As you probably know , I serve as president of the Maritime Trades De­ partment for the AFL-CIO. In that capacity I am able to be close to the issues of 43 other unions and more than 8 million union members. I would like to· share with you some of the remarks I made at the MTD' s conven­ tion which I attended late last month . is to destroy the conditions and ben­ efits of the American worker and the labor movement as a whole .· So as we gather here today, and certainly next week at the AFL-CIO convention, I would hope that on some of the issues that we deal with in the ''The Labor Movement has always won, and it always will where it is solidly on the issues." As we gather here today I don't see a lot of changes than there were two years ago. We face the same problems, the same administration, the same is­ sues and, in my opinion, a changed group of working people in the work force . We have the same anti-labor situations that , as they say in Ala­ bama, run us up an old tree, and no place to get out from under it. I think we are faced with some tough times, believe me . I know we have all seen some tough times in our days. But with an anti-administration like this, with a Labor Department and a Labor Board which are working for management and not for the working people, a deficit that has gone com­ pletely out of hand, trade jobs that are shipped overseas-in my opinion, it' s just a confused America and a con­ fused leadership which has but one thing in mind, in my opinion, and that agai nst a tough fight in the last 18 months on cargo preference, as we call it , in the Farm Bill . The opposition felt with this administration that they could take us. It would have meant 50 percent of our ships out of business; 50 percent of our ships meant 50 per­ cent of our membership. We were successful in the House to win and we did it because we worked on it-you worked on it, you helped us-and together we were solidly in support of an issue and were able to win on that issue in the House. Now we are faced with it again in the United States Senate . I believe we will win there as well, because we agreed that this was a fight that we all must take on. And I say this because the only way that we are going to get the attention of the public and the attention of the politicians is being united on those issues that preserve jobs and help our people . So in t h e next several days, I would hope that we can get our act together because, believe me, if we don't , I don't think a lot of us are going to be around several more years to talk about it. It is a serious matter. It doesn't mean that we have to agree on everything. Certainly we are not going to agree on everything. But we ought to be big enough to under­ stand that an injury to one is an injury to all-sooner or later. If we could just sit down and try to work out some of the issues and prob­ lems between us and confront them with a united front, we can win. This labor movement has always won, and it always will where it is solidly on the issues. I ask you to think about that because there are some issues that separate this labor movement. It separates unions from unions. And that is what the conservative right wants. That' s what they're doing, and they're driv­ ing that wedge through us. So we ought to start thinking about them. They've got their act together and their act is to destroy the labor movement. They hate us, they pub­ licly said it . If you read last month's Business Journal , the whole story is in it. And so we are going to survive . We can survive and we will survive providing we can separate those issues that divide us and begin to work on those things that will make a better place for us tomorrow , not only for us, but for our families , our kids and the future. next two days and certainly in the next several days in the AFL-CIO conven­ tion that we take them seriously. I believe we can do something about some of our problems if we want to , providing that we understand them, and we do understand them, and work together toward achieving some of those goals. I think it boils down to a couple of things that really count, because the rest of it would fall in line if we had job s , if we had an industrial base in this country, if our trade balance was adjusted. I believe that would then begin to correct some of the issues and satisfy most all of the resolutions that we adopt here and also in the council and in the conventions. But it does us no good if we don' t begin to look a t them and work to­ - gether and cooperate with them. I believe we can win. We have been up SIU President Frank Drozak told delegates to the AFL-CIO Metal Trades Department that U.S. shipbuilders have lost 270 ships to foreign builders under the Reagan admin­ istration. He called on labor organizations in the Metal Trades to join with maritime labor unions in our common struggle to rebuild the U.S. merchant marine. At left is Metal Trades President Paul Burnsky. Official Publication of the Seafarers International Union ol North American. Atlantic. Gulf. Lakes and Inland Wateis District, Afl-00 November 1985 Vol. 47, No. 11 Executive Board Frank Drozak President Joe DIGlorglo Secretary Angus "Red" Campbell Vice President Charles Svenson Joe Sacco Editor Vice President Mike Ha ll Managing Editor Deborah Greene Associate Editor Max Hall Associate Editor Ray Boun:Hus Assistant Editor 2 I LOG I November 1 985 --- ----·--· ·-----·-·----·----.. Lynnette Marshall Assistant Editor/Photos Ed Turner Executive Vice President Mike Sacco Vice President George McCartney Vice President ·- Leon Hall Vice President Roy A. Mercer 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 Spnngs, Md. 20746, Tel.. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at addit_ional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. �New Efforts to Boost Merchant Marine Introduced Three bills which could have a major tween the country and foreign-flag introduced in the House and Senate ships. Hearings on the bill are sched­ this month. The bills cover two areas, uled for later this year. bilateral shipping agreements and a new build and charter program. In the House, Rep. Mario Biaggi (D-N.Y.) introduced legislation which would create mandatory bilateral agreements between the U.S. and trading partners. Sen. Ted Stevens (R­ Alaska) has two bills, each of which would use more than $800 million in already appropriated Navy funds to pay for the cost of a build and charter program, similar to the old Mariner A "build and charter" program would provide a boost to national security, the country's shipbuilding mobilization base and employment opportunities for America's merchant seamen, SIU President Frank Drozak told the Senate Merchant Marine Subcommittee. But "the commercial functions of those vessels still confront the dilemma of inadequate Program under the Eisenhower admin­ istration. Biaggi's bilateral bill is "an impor­ cargo," he said. Couple a "buHd and charter" program with government-impelled cargo and bilateral trading agreements and that problem could be solved, Drozak said. tant step in developing a comprehen­ sive maritime policy to respond to Court Upholds Military Cargo Preference Law Once again the government has been slapped down in its attempt to circum­ Lehman's findings were "nothing vent the nation's cargo preference laws. more than an after-the-fact attempt to The latest case involves the 1904 cargo shore up a decision made on other percent of the nation's military sup­ Harold H. Greene wrote in a decision plies be carried on U.S.-flag ships. on the case. preference law which requires that 100 In 1984 a company called Rainbow grounds," U.S. District Court Judge Rainbow argued that the govern­ Navigation (a Masters, Mates and Pi­ ment's attempts to grant rights to the lots-contracted firm) entered the de­ cargo to the Icelandic companies were fense shipment trade to and from Ice­ based on land. Until that time no U.S.-flag t:ompany was involved, and shipments to American military bases in Iceland . , . '" to the Icelandic shipping companies. ,�ifhile �3'i:t,no�e��:��=� l�rge amount of the military cargo when it first entered the business, Navy Sec­ international practices and ensuring the growth and vitality of a United States merchant marine with the nec­ essary defense capabilities," he said. Under the bill, the president would be · with the other two-thirds divided be­ impact on U.S.-flag shipping have been required to negotiate bilateral agreements with countries whose trade with the United States is 1 percent or more of the U.S. total foreign sea trade, or where less than one-third of the trade is carried by U.S. ships. Basically, Biaggi's bill would limit the U.S. share of trade to one-third, Stevens' build and charter proposals came about as a result of a meeting he and Sen. Daniel Inouye (D-Hawaii) had with several representatives of the maritime industry. The two bills differ in approach from a build and charter program, but the end results are the same; the Navy would foot the bill for the construction of militarily useful commercial ships and would charter them to private companies for commercial use. In case of emergency, these ships would be ready to use for military purposes. Stevens said he did not endorse either bill but hoped that their intro­ ductions would spur the kind of debate needed to get some sort of .program off the ground. "There is no unanimous agreement within the industry as to the approach which should be taken to implement this program, yet I believe there is unanimous agreement that the U.S.­ flag fleet is in serious decline and that immediate action is necessary to re­ verse the trend," Stevens said. Hearings on the build and charter legislation were held earlier this month. Australian Seamen's Chief Visits political grounds, not freight rates. The Icelandic shipping compa­ nies depended on the cargo for most of their trade. i, ...: 'Ih�p� is noth � g in the lal).8\jAl&e of the statute or ifs le&i lative hist ry to support the conclusion that the executive branch may disregard the retary John Lehman announced that cargo preference granted by law to the company's rates were "exces� U.S. vessels on account of political sive" and granted rights to the cargo considerations," the judge wrote. Boatmen OK More New Contracts Boatmen at Energy Transportation in the port of New Orleans and at the Newport News Transportation Co., Assn. of Maryland Pilots, Marine Oil Service and Piney Point's Steuart Transportation Co. in the port of Norfolk have put their stamp of approval on their new contracts. Energy Transportation's two crews of ABs, cooks and technicians aboard the tug Energy Altair and the barge Ammonia, based in Tampa and Port Sutton, Fla., got a 1 5 percent wage increase over the three years of the Patrick Geraghty (second left), federal secretary of the Seamen's Union of Australia, visited the United States last month. Shown above, Geraghty meets with (I. to r.) George At the Assn. of Maryland Pilots, a new operational base on Solomon's McCartney, SIU West Coast vice president; Ed Turner, SIU executive vice president, and Don Taconi of the Sugar Workers Union, Local 1. contract. Island near Piney Point will have our launch operators and deckhands picking up and taking off the pilots on the Norfolk-to-Baltimore run. For more Inland news see pages 5 and 6. Farm Bill Compromise OK'd in Senate (Continued from Page 1.) LOG Wins 3 Awards for Excellence The Seafarers LOG was honored attentive to detail in reporting on for its overall excellence, editorial members on the job as it is in writing and feature writing by the delivering blow-by-blow reports of International Labor Communica­ tions Association. The 1985 Journalism Awards congressional and political re­ ports," the judges wrote. An editorial slamming the Na­ Contest had more than 900 entries tional Labor Relations Board anti­ from around the country. The en­ ond place. Written by Managing from 138 labor union publications tries were judged by university jour­ nalism professors, working news­ labor decisions was awarded sec­ Editor Mike Hall, the editorial was runner-up to a piece written by paper and magazine writers and Screen Actors Guild President Ed labor union journalists. Asner, who portrayed newspaper­ The LOG won second place for overall excellence in its class. "A fine, well-written, comprehensive newspaper which is as careful and man Lou Grant in a long-running television series. The judges called the editorial, "a searing indictment of the Reagan dominated NLRB, made doubly ef­ fective by the parody of the absurd reasoning behind many recent board decisions." The editorial appeared in the June 1984 issue. Assistant Editor Lynnette Mar­ shall received a third place award for her story, "Seafarers Don't Sing 'I'll Be Home For Christmas' " which appeared in the December 1 984 LOG. The judges said Mar­ shall's story was "a heartwarming feature on the lonely men and women who are away earning their living as deepsea sailors and tug operators at Christmas time; for them there are no holidays." ference and iron out differences in each house's version of the bill. In the House version (see Oct. LOG), maritime supporters were able to pre­ vent attempts to weak�n cargo pref­ erence laws, In the House bill, how­ ever, the share of cargo for the concessional programs was not raised nor was there any change on cargo preference's applicability to commer­ cial sales. Those differences must be ironed out in conference. "It is possible that another attempt to weaken cargo preference could be made during the conference. The SIU will continue to fight to ensure that cargo preference laws are not weak­ ened, and that the final version of the bill benefits the U.S. fleet to the great­ est degree possible," Drozak said. November 1 985 I LOG I 3 �World War II Seamen So Many Sacrifices-So Little Respect Editor's Note: November 11 is Veter­ an's Day, a day when the nation honors those men and women who gave their lives in defense of the United States. Most ceremonies will forget the sacri­ fices merchant sailors have made, es­ pecially in World War II. That is why we present this remembrance of World War II Seafarers. by Dorothy Re In 1 939 Hitler' s troops marched into Poland and W WII had begun. Presi­ dent Franklin Roosevelt did not back our future "allies" with soldiers at first, but in 1 939 America began to send munitions and other war essen­ tials to the British and the Frenc h . These essential materials were trans­ ported by sea on American ships with American seamen and thus our mer­ chant marine was jeopardized. Prior to U . S . entry in WWII , six known merchant marine ships were sent to the bottom . Many seamen have recorded their heartbreaking accounts of the disas­ ters that became their daily lot from 1 939 to 1 945 . Before America actually got into the war-before Pearl Har­ bor-the men of the merchant marine were in the thick of battle. Men of the Army, the Navy , the Air Force, and the Marines, and even the Coast Guard, were all compen­ sated for their participation in WWII with GI benefits, pensions and other benefits. The families of those lost in action were honored and also com­ perrsated . But the men of the merchant marine received nothing for their her­ oism. The men of the merchant marine remember how important they were during the war-how important they felt.War slogans such as "The Fourth Arm of Defense" and "Heroes in Dungarees" made them feel as though they were an integral part of the war effort. They really were. But when the war was over, all of the slogans were forgotten. No one shared their tragic memories. No one honored their val­ iant contributions. One of the reasons given for this neglect is that they were paid for their time at sea. One seafarer reports that he made less than $20 a week in 1 939. The merchant marine also paid with their lives. Many were maimed for life. Once they had U SPHS hospitals to help these "veterans." This serv­ ice, set aside in John Adams' admin­ istration in the 1 700s, has been ended by the Reagan administration. An­ other tragic "cut-back." One less thing for the brave men who went to sea. The merchant marine is well rep­ resented in A Careless Word . . . A Needless Sinking. This fine record of lost ships and men of WWII, compiled by Capt. Arthur R. Moore, is now in a second, revised edition. More tor­ pedoed ships and lost men have been added. Someone should compile a book of the stories the survivors have to tell. The LOG receives many letters, and many of these are from merchant ma­ rine "veterans." We also interview as many SIU seamen as we can. The following is a report of one of these interviews. U.S. merchant seamen suffered casualties at a rate topped only by the Marine Corps. 4 I LOG I November 1 985 This American freighter was one of hundreds of U.S. merchant ships sunk in WW II. Murmansk Run W Once Was Enough e tend to think of history in some logical way , but this is not always the case. World War II was not fought with WWII ships entirely as one might suppose . Ask Joe Brooke who sailed on the Eldena, a "Hog Islander" of World War I fame. She was built in Seattle, Was h . in 1 9 19, Joe will tell you , and was one of the gigantic fl e et built in shipyards all across America by mass production prior to and during WWI . These ships became known as "Hog Islanders" because that was the name of the largest of the shipyards that produced this emergency fleet: a feat likened to the building ofthe Pyramids (see LOG, October, 1 985). These ships were still around when WWII broke out. Since the merchant marine had been neglected for a sec­ ond time, they had to be put into service until the Liberty and Victory ships, modeled after them, were built "one a day ." Ask Joe Brooke about a lot of things and you'll find out that, "There isn't a port i n the world I haven' t been. You name it, I 've been there." But don't ask him dumb questions like, "How many times were you on the Murmansk run?" His answer, "Once was enough!" Joe was on the Eldena on that in­ famous trip to "the front door to Russia." He also was on her when he made a trip to "the back door to Russia," the Persian Gulf. That trip was the worst, Joe thinks, because they were laid up there for six months not knowing their fate in the sweltering heat.The inactivity was almost worse than the Murmansk run. Almost . "When I came off that Murmansk run I was like that," Joe said, putting his hand out in front of him and making it tremble . "My nerves were shot." After a thoughtful pause Joe contin­ ued. "I ain't afraid to tell anybody that I was scared to death. All of us were ." And then there we re tears in his eyes as he told of how the chief engineer had to be brought down be­ low deck, with a gun to his head, to relieve Joe at his station . .. . "The guy wouldn ' t come down on his own ." And, after another pause. 'There were men up there cryin' ." Joe made a number of trips to North Africa with "green troops ." Most of these runs were on Liberty ships . ··And we would pick up the seasoned troops (the green troops were trained in North Africa) and take them to Anzio and other places." Joe has a lot of stories to tell, especially about the Mediterranean . "I remember one night we were headed out with a full load of ammunition and troops. Well , the troops were o n top of the ammu­ nition all the time. And there was a convoy comin' down empty and the Germans started diving on that instead of us . They meant to get us instead of the empty ones, but they bombed the empty ones, the empty convoy , in­ stead of us. " "You had a lot o f hkk," I com� mented. "Yeah, didn't I ," Joe answered. "I consider myself one of the luckiest guys that ever went to sea." But it wasn' t all luck. Somewhere a lot of pluck, a lot of guts, has to be added. Joe Brooke, as so many of our brave men of the merchant marine , kept going back for more! They were doing their part for America' s war effort. They were our "heroes in dun­ garees." They were America's "Fourth Arm of Defense ." After the war Joe sailed with the SIU unti l a heart condition forced him to retire. No, he will tell you, he didn't retire on his own, he didn't retire voluntarily. He'd still be sailing, like his friend Alex "White y ' ' Benzuk, if he could. Joe spends a lot of time in the. Philadelphia hall these days rem­ iniscing with some of his other "beached" pal s , Bill Smith and Bill Koltunuk ( "Cocoanut") and Jim McLinden. Each has , like Joe , over 40 years of seatime. And each has a story to tel l . Alex Benzuk is on his way to Casablanca, but when he gets back they will sit around the Philly hall and talk about their experiences, and the war, and the fate of the mer­ chant marine and their Union. Don't ask Joe , or any of his friends , either, about the possibility of the government giving some c-0nsideration to the merchant marine for all that heroism we have been talking about , because Joe will tell you, "The ain't never going to do anything for the merchant marine ." His tone of voice is dull and sad. He's been waiting a long time for something to happen . y �,--� I tug/to I lharge/dre ea � & ��� � ��$!!�:�:- =::.�:�:. �<.::�:t : :::::»=:-.:··�:-<?:. :. -: : :- �*"��::-:. ::* Unions Take Sonat Protest to Wall Street The SIU has carried its fights against Sonat Marine to moneyed chambers of Wall Street , and t hat is only the beginning. Licensed and unlicensed seamen from the S I U and District 2-MEBA manned an informational picket line in front of the New York Stock Ex­ change on Nov. 6 to let the stock­ holders of Sonat Marine, Inc: know about the labor problems facing that company. In addition, the SIU is carrying on a series of i nformational picket lines all across the country in areas where Sonat Marine services its customers. It also has taken steps to alert the board of directors of the company to what i s going on. The letter to the board of directors stresses the S I U ' s determination to do everything it can to protect the rights of its membership. It discusses in de­ tail past instances of where inland companies have tr: 'd to take on the Union. "The S I U has had to resort to only three strikes in the 1 980s," read the Jetter. "The strike at Sonat Marine in 198 1 was one of the three; the other two companies the SIU struck in the 1 980s were ACBL ( 1 980) and Dixie Carriers ( 1 983)." ACBL has lost successive labor board decisions involving the SIU . A back pay and benefits award of more than $20 million is pending before the N LRB. "Dixie Carriers is a subsidiary of Kirby Industries , a natural resource company. The price of Kirby ' s stock has dropped from 8% before the SIU strike to Jess than 3 today . Dixie itself faces damages of $20 million in an action filed by the SIU.'' For the past year, Sonat Marine, one of the largest tug and barge com­ panies in the U nited States, has been involved in a labor dispute with the SIU and District 2-MEBA. Last year, in contract negotiations with the two unions, Sonat Marine unilaterally reversed more than 30 years of company practice by declaring that certain categories of workers were "sea-going supervisors ." It gave the captains, mates, chief engineers and barge captains in its IOT fleet just one week to sign up for the company's new and untested pension and welfare plans. The matter is presently before the N LRB . "We will do everything to protect the rights of our workers," said SIU President Frank Drozak. Last year, the I nternational Trans­ port Workers Federation (lTF) , an international association of maritime unions representing nations as diverse as Great Britain and Panama, pledged that they would honor any picket line that the SIU and District 2 might put up against Sonat Marine. Seaway Snafu Means Uke Boatmen of Old, SIU Sails the Erie Canal Closing of the 271/2-mile Welland Canal (linking Great Lakes Ontario and Erie) dµe to a collapsed wall i n Lock No. 7 on Oct. 1 4 , forced General Motors (GM) to choose another alter­ native delivery method and route for :;.""i; rn,,,. • • �s. ()f �� l&,000-ton auto s�ping .- - press destined for a port of call i n Cleveland, Ohio. Originally, the assembled 53 yard wide, 70 yard long, $ 1 5 million press­ with the biggest part weighing in at 167 tons-was shipped aboard a heavy­ lift ship. It got as far as Oswego, N . Y . on Lake Ontario, unable t o transit the blocked Welland Canal . So GM on Oct. 19 called SI U-con­ tracted Great Lakes Towing to the rescue and decided to barge the giant press parts on the 1 60-year-old, shal­ low, small locks' N .Y . S . Erie Barge Canal from Oswego to Buffalo, N . Y . on Lake Erie. U sing four different kinds of Great Lakes Towing tugs, the parts were loaded onto barges and towed singly down the Oswego River to the Erie Canal to Syracu se, N.Y. ; then past Rochester, N . Y. and the Finger Lakes on the canal to Tonawanda, N . Y . on Lake Erie. and Buffalo and a Lakes tug to Cleveland on Nov. 4. Canal bottom suction and foggy nights made the transit slow and dan­ gerous. The canal passage was so tight that the barges and parts cleared the four lowest bridges spanning the canal by mere inches. The barges even had to be ballasted to lower them several feet so the parts on deck could clear the bridges. Once clear, the barges then had to be lightened so as to escape the suction and float on the shallow canal. The tug Superior (Great Lakes Tug and Towing) hauls one of the barges which carried parts of a huge auto-stamping press through the Erie Canal, when the St. Lawrence Seaway's Welland locks were closed. IS BOOZE YOUR PROBLEM? ��REIJRUGS YOUR PROBLEM� • WE CAN JIELP YOU �OLVE IT. FOR A�{l/{;TANCE WITI./ EITJ.IER PROBLEM CONTACT 71/E A.R.C. OR YOUR PORT AGENT I ' 0 November 1 985 I LOG I 5 �In Memoriam George Weldon Armistead Sr. , 56, died on Oct. 6. Brother Armistead joined the Union in the port of Norfolk in 1 966. He sailed,as an AB for the V ir,.: A' ginia Pilots Assn. on and off from 1 952 to 1 976, GATCO from 1 968 to 1 %9, Curtis Bay Towing from 1 974 to 1 975 and in 1 984 and for Coal Terminal Towing from 1 975 to 1977 and 1 98 1 . He began sailing i n 1949. Boatman Armistead was a vet­ eran of the U . S . Navy during the Korean War. He was born in Ma­ thews, Va. and was a resident of Dillon, S . C . Surviving are three son s , George Jr. , Melvin and Marvin; a daughter, Georgiana Lassiter of Ches­ apeake, Va. and a sister, Roberta Hudgins of Mathews. Edward Fleetwood Boyce, 63, died on Sept. 29. B rother Boyce joined the Union in the port of Wilmington, Calif. in 1 %8 sailing as an OMU and FOWT. He was a veteran of the U . S . Navy during World War II. B oatman Boyce was born in Texas and was a resident of Azusa, Calif. Surviving is his widow, Beverley . Stephen Wayne Chappell, 35, died on Sep�.. 1 . . B.rother ·Chappell joined the Union in the port of Mobile in 1 978 sail­ ing as a deckhand for Radcliff Materials . H e also worked for the Alabama Drydock and Shipbuild­ ing Co. Boatman Chappell was a vet­ eran of the U.S. Marine Corps . Born i n Mobile, he was a resident of Pri­ chard, Ala. Surviving are his widow, Wanda of Saraland, Ala, and a son, Joseph. Pensioner Joseph F. Farren, 80, suc­ cumbed to lung failure in the Baltimore (Md.) General Hospital on Sept. 24. Brother Farren joined the Union in the port of Baltimore i n 1956 sailing as a bargeman. He was born in Bal­ timore and was a resident there . Burial was in the Moreland Park Cemetery, Baltimore, Surviving are his widow, Clara and a daughter, Estelle Boles of Baltimore. Robert Charles Roberts, Sr., 42, died on Oct. 1 9 . Brother Roberts joined the Union in the port of Mobile in 1 970 sail­ ing as a deckhand for Radcliff Materials from 1 %9 to 1 970, Ideal Cement in 1976 and for Caribe Tugs (Crowley Marine) in 1 976 and from 1 98 1 to 1985 . He was born i n Mobile and w a s a resident there . Sur­ viving are his widow, Del ; his mother, Mrs. J. B. Roberts of Mobile and two sons, Charles Jr. and Roscoe. Pensioner Joseph Vasile Sr., 82, passed away from arteriosclerosis in the St. Mary's Nursing Home, Cherry Hill , N . J . on Oct. 6. Brother Vasile joined the Union in the port of Phila­ delphia in 1 954 sailing as a mate and captain for the American Dredging Co. from 1 94 1 to 1 945 and for the Inde­ pendent Towing Co. from 1 945 to 1 968. He was a former member of Local 1 700 . Boatman Vasile was born in Philadelphia and was a resident of Atco, N .J. Interment was in Hillside Cemetery , Roslyn, Pa. Surviving are two sons, Joseph Jr. and James of Atco. 6 I LOG I November 1 985 Leon Howell Bas­ inger, 6 1 , joined the Union in the port of New Orleans in 1958 sailing as a deck­ hand and tankerman for Dixie Carriers from 1968 to 1985 . Brother Basinger was a U .S . Civil Service employee from 1957 to 1 958 and is a veteran of the U . S . Army during World War II . Boatman Basinger was born in Frye­ burg, La. and is a resident of Ringgold, La. Paul Leo Straszynski Jr. , 5 5 , joined the Union in the port of Baltimore i n 1 956 sailing as a captain and mate for the Baker and Whiteley Towing C o . from 1 953 t o 1 976. Brother Straszynski was a former member of the ILA. He i s a veteran of the U .S . Army M . P . s after World War II. Boatman Stras­ zynski was born in Baltimore and i s a resident there. Roland Alvin Wright, 60, joined the Union in the port of Houston in 1 957 sailing as a chief en­ Brother gineer. Wright was born i n Galveston, Texas and is a resident of Joseph Lege, 64, joined the Union in Port Arthur, Texas in 1964 sailing as a "' ...,.. ; } ' . cook and tankerman for Slade Towing in 1 96 1 . Brother Lege last sailed out of the I / port of Baltimore. He is a veteran of the U .S . Navy Seabees in World War II. B oatman Lege was born in Gueydan, La. and is a resident of Crowley, La. ·� Santa Fe, Texas. Harry William Wroten , 73, joined the Union in the port of Norfol k in 1 960 . Brother Wroten was born in Virginia and is a resident of Clare­ mont, Va. Dispatchers Report for Inland Waters OCT. 1-31, 1985 *TOTAL REGISTERED All Groups Class A Class B Class C Port Gloucester ... . ... ... .... . .... . . . . . . .. New York .... .. ....... ..... .. . . . .. . . . Philadelphia .. ... .. . . . . . . .. . . .. .. .... . .. . Baltimore . . . . . . .. ... . . . . . .. . .. .. . .... .. . Norfolk ... .. .. ... ... . .. . ... ...... . ... ... Mobile ... . . .. ..... .... .. . . . ........ .. . . New Orleans . . . Jacksonville . ...... . . . . ........ . . .. ... ... San Francisco Wilmington .. Seattle ... . ..... ... . .. . .... ..... . . .. . . . . Puerto Rico .. .. . ... . . .. ... . . ..... ...... . Houston .. ... ...... ..... . . . . . . ... ... ... . Algonac .. ......... .. ... . . . ... .. ... ... .. St. Louis ... .... ...... ....... ...... . ... . Pine Point . .... .. .... ... .... ... ........ TOTAL SHIPPED All Groups Class A Class C Class B DECK DEPARTMENT 0 0 0 0 2 0 7 0 8 47 1 1 2 2 5 0 0 0 0 0 0 0 0 0 4 4 3 6 3 3 2 0 79 21 1 0 4 7 40 3 27 4 0 2 0 0 5 10 16 2 121 0 0 1 0 10 2 8 2 0 0 0 0 5 1 2 0 31 0 0 5 0 0 0 6 15 0 19 0 0 3 0 12 0 60 0 0 1 1 7 0 2 0 0 0 0 0 0 2 0 1 14 0 0 0 0 0 0 2 0 0 0 0 0 0 1 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Gloucester ..... ... .. ..... : . . . .. New York .. . .. .. ........................ Philadelphia . . . . .. .. Baltimore ... ... . ...... ...... ..... . . . ... . Norfolk ..... . ... ... ... ... ..... ... . .. . .. . Mobile . . ..... . .. .. . .. ... . . . ..... . . . . .. . . . . .. . . . . . . New Orleans . . . Jacksonville . . .. ... . . . . .. . . . . . . .. . . . . . ... .. San Francisco ... . .. . . . . . Wilmington .. . ...... . ... ... .. . .. . .. . ... . Seattle .. .. ....... ... . .. ... . .. .. ... . . . . . Puerto Rico .. .... . ... . .. ... . .. . .... ... . . Houston . ... .... .. . . . . .. . .. . . ... ... . .. . . Algonac .... .... .. ... . ... ..... . .. ....... St. Louis ... ... . . ... ... .. . . ... .. .. . . . . .. . . . . . .. .. Piney Point Totals .................................. 0 0 0 0 8 0 1 1 0 0 0 0 0 1 1 0 12 0 0 0 0 0 0 3 0 0 0 0 0 1 1 1 0 6 0 0 2 0 0 0 1 11 0 1 0 0 0 0 2 0 17 0 0 0 0 4 1 0 0 0 0 0 0 0 1 0 0 6 Totals All Departments.................... 147 40 77 98 . . . . . . . . . . . . . . . . . . . . . . . . . ::::::::::::::::::::::::::: � Tota s . . . . • . . • . . . . . . . . . . . . . . . . . . . • . . . . . . Port Gloucester .............................. New York ............................... Philadelphia ...... ... .... ... . ... ......... Baltimore ............................... Norfolk . .... .. ..... ... ... . ... .. . . . . ... .. Mobile ...... ..... . ........ .. .... ....... New Orleans Jacksonville . San Francisco Wilmington . . Seattle .... ............. .. ........... . .. Puerto' Rico Houston .................. .. ..... . . ... .. Algonac ........... . .. ...... .. . ...... . .. St. Louis Pine Point ....... . ... ..... ....... .... .. :::::::::::::::::::::::::::: ::::::::::::::::::::::::::: . . . . . . . . • . . . . . . . . . . . . . . . . . . . . Totar:s . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . **REGISTERED ON BEACH All Groups Class C Class A Class B .· 0 0 2 0 0 0 3 11 0 0 0 0 0 0 15 0 31 1 0 7 8 60 2 27 7 0 4 0 0 10 22 16 0 164 0 0 1 0 14 2 10 3 0 6 0 0 7 11 0 0 54 0 0 5 0 0 0 6 32 0 19 0 0 4 0 14 0 80 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 6 0 3 1 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 15 0 0 29 4 0 0 6 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 1 1 0 0 3 0 0 1 0 0 0 0 4 0 0 0 0 0 0 0 0 5 0 0 1 0 6 0 2 2 0 1 0 0 1 1 1 0 15 0 0 1 0 0 0 2 1 0 0 0 0 3 1 1 0 9 0 O' 1 0 0 0 3 9 0 0 0 0 1 0 1 0 15 27 36 208 69 97 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 3 0 0 1 0 13 3 1 1 STEWARD DEPARTMENT Port . Pensioner John J. Herman, 9 1 , passed • away from a fall at home in Baltimore on Sept. 22. Brother Herman joined the Union in the port of Baltimore in 1957 sailing as a captain. He was a former member of the Baltimore Harbor Union. Boatman Her­ man was born in Baltimore. Burial was in the Sacred Heart of Jesus Cemetery, Baltimore, Surviving is a daughter, Theresa Fieden of Balti­ more . New Pensioners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • "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. ..;·:. �Charlie Logan Scholarship The Time to Begin Application Procedures is Now! If you are an SIU member and are thinking about attending college next fall or if your dependent child will be attending college next fall, then it's time for you to start working on a Charlie Logan Scholarship application. Each year, the SIU awards 60,000 dollars in scholarship money to members of the SIU and their dependent children. This money is offered ID order to help Seafarers and boatmen realize their educational goals either for themselves or their dependent children. It's an opportunity, that in this day and ·age of spiraling educational costs, no one can afford to pass over. . . l'he Charlie Logan Scholarship Awards are granted each April. Four $10,000 awards are given to dependents of members and one $10,000 award as well as two 5, 000 dollar awards are given to members of the SIU. The 10,000 dollar awards are for those working towards a four - year college degree and the 5,000 dollar awards are for those working towards a two-year degree in a trade or technical school. The Scholarship program was begun in 1952 to help members and their dependents realize their educational goals. Several years ago it was named after Charlie Logan, a labor constlltant and arbitrator who died in 1975. He helped establish the Seafarers Scholarship Program and then work�d hard to keep it strong and growmg. In order to get your application in on time for the April 15th deadline, you should get an application booklet now and begin work on· the application. Some of the paperwork which must accompany the application such as transcripts and college entrance exam scores take time to compile. Applications are available at all union halls or through the Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MD 20746 or by contacting Tracy Aumann at the Seafarers H a r r y Lundeberg School, Piney Pojnt, M D 20674. 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. • Ha v e one day of employment on a vessel in the six -month period immediately preceding the date of application. • Ha v e 125 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 suppon from the employee and I or his or her spouse. Unmarried children who are eligible for benefits under Plan #1 Major Medical are eligible to apply for a dependent's scholarship up to th e _age o f 2 5. Each applicant for a dependent's scholarship must: • Be unmarried at the time application is made. • Be under lQ or 2� yeai:s 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. • Ha v e one day of employment m the six-month period immediately preceding the date of application. • �Ha v e 125 days of employment m 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 1986 to ensure that the results reach the Scholarship·>S<;J��-''' Committee in time to be evaluated. For .. ,,,;,,,, upcommg 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. Winners of the Charlie Logan Scholarship are announced ID May. So get started on your application now. You might be one of the happy recipients of a 5,000 or 10,000 dollar college scholarship and be on your way to earning a college degree. Chemical Dependency·------ Why do people use dnigs? They either want to feel better or they want to feel different. All drugs, including alcohol, directly affect the central nervous system either as a stimulant or as a depressant. It is this action on the central nervous system that makes a person feel different. Drugs work well. They do exactly what they are supposed to do - make you feel better. The problem with drugs develops when a person discovers that when he has a "problem" or a to use the drug in order to cope another drug if his drug of choice is not available. Since the drug is not being.used to cope with problems, the drug use is creating its own problems. At this stage the person with life's problems. is using drugs in order to feel "bad day" he can feel better by just taking a drug or drinking alcohol. In this early stage of addiction, the person is beginning Over time tolerance to the drug begins to develop so that the person begins to use more of the drug, more frequently. Quite often the person will start; trying other drugs to find one that works even better or may even switch to normal. Also by now, the drug user will be expenencmg family problems, job problems, and quite likely health, legal and fmancial problems. This will not stop him , he will continue t o use his drug. He is Chemically Dependent. November 1 985 I LOG I 7 ,, .. ''''""'"''# �The Seafarer s H arry Lu ndeberg School of Seamanship Sealift T raining Coo rdinato r T ravel s Near and Far to I nstitu te and Maintain Contract Military T raining . con tractor, I n terstate Ocean Manangement (IOM), and the Government Agency representatives aboard in setttng up a ten day training program for all SIU members who would crew this ship . What started out to be a twoday training session became , instead, a six-week fact finding and support trip . A crane manual was redesigned with the input from the officers and crew. This combined with a " quick" familiarization course at SHLSS prepared our members for " Crane Shock" aboard the S . S . Keystone State . Upon arrival he again worked with the officers and crew' setting up training programs and also c o n t i n u e d to fi n d m o r e Bill Hellwege information to be included in the SH LSS Coordinator SHLSS Sealift course. Many trips were logged by Bill to The Seafarers Harry Lundeberg the S.S. Keystone State until the School of Seamanship received program was safely off the ground. news of a contract being awarded After Bill's arrival back to to . th.e SIU for . the first. mil � of 1 984. · After her conversion in Sturgeon Bay, Wisconsin, the S.S. Keystone State, a heavy- lift crane ship, was heading towards Hampton Roads, Virginia to begin the training of the crew in crane operations. Bill Hellwege was selected to be trained along with the crew in hea-ry lift operations. He traveled to \:'tcginia for the two.day training session. Upon arrival , he and the crew found a situation which proved to be uniq!le to all of the Sealift ships. They discovered modern equipment and new methods of transporting and stowing military cargo which had to conform to Navy, Army , and Military Sealift Command (MSC) procedures, for this particular class of ship. Since this was new to everyone involved , Bill worked with the Programs After a ten- day stay aboard the USNS Algol where he assisted the crew in the set-up of this system and actually went to sea to perform the UNREPS with them, he departed for Philadelphia , Pennsylvania to repeat the same tasks aboard the USNS Capella, another Sealand Military T-AKR. Aboard the USNS Capella, he assisted the officers and crew in setting up for an UNREP. As in the USNS Algol the task was met and ' ' At a Boys' ' were received to all concerned from the Navy. Upon arrival of the USNS Capella off of Maypon,Florida, Bill was put off the ship on a Navy Tug and proceeded to Jacksonville , Florida to catch, so he thought, a flight back to the School. This was not to be the case ! Bill was told to be on the next plane to New Orleans and to train another crew for the Sealand Military T-AKR, the USNS Antares. Due to engine problems, ���dh�o0� �oU�'· x· ;m� .r���Jt.1 s�:�e�: on the road two . and- one-half to train our members on cranes on the USNS Algol, a Sealand military contracted T-AKR. This was not to be so easy either. Where as the Keystone State has Lake Shore cranes aboard, the rest of the Sealift force has Hagglund cranes. He discovered that training would also have to include the operation of side ports with a portable ro-ro ramp, alongside refueling while underway, light frei�ht and personnel transfer stations, UNREP' damage control and various types of fork trucks. Bill immediately contacted the school and recommended that a complete new training program h ad to be d e s ig n e d . a n d implemented to meet the training needs of our members who would have to safely operate this class of ship. · months. After a short break, Bill commenced work -on the Sealift Operations and Maintenance course . He made trips to Sealand headquarters in New Jersey, MSC Fire Fighting and Damage Control School in New Jersey and the Naval Amphibious Base UNREP School in Little Creek, Virginia to g e t u p d ated information for the course . In Se tember, Bill was sent back to an Dieso, California to train and assist the USNS B e llatrix , · another S e al a n d Military T-AKR. Upon arrival back in Piney Point, the Sealift course was finally starting to take shape . Heavy Eguipment was bemg procured for the crane. The crane E itself was in the final stages to be put into operations . The obstacle course for Fork Trucks was set up and the UNREP gear on the school ' s training vessels was modified to conform with Navy standards. March and April found Bill on the road again to Savannah , Georgia, and the USNS Antares to complete the training that had not been completed due to her engine problems. In addition to his schedule , trips were made back to Norfolk to assist and train USNS Southern Cross T-AKS for a new program of replenishing Navy replenishment ships on station at sea. Many other trips followed during his breaks from instructing. He attended Sealift conferences in Washington D. C. and also met with GSA representatives in Norfolk, Williamsburg, Richmond and Fort Eustis, Virginia to procure surplus military equipment for the Sealift course. In August of this ·year Bay Tankers received the contract for the next four T-AKRs and Bill was back on the road again. After a brief visit to Bay Tankers headquarters in New York, he traveled to San Diego and the USNS Regulus for ten days of Sealift training. Two weeks later he departed for Philadelphia , Pennsylvania and conducted training on the USNS Denebola for two more weeks. Bill is a retired Navy Chief Quartermaster with 2 1 of service. Bill had set up an trained members of the Royal Saudi Navy in navigation and ship handling for three years prior to coming to SID.SS . His motto of ' 'Whatever it takes' ' has made the Sealift Operations and Maintenance course what it is today. ears J Recently, he has been working with American Overseas Marine Co�oration, a contractor for Milttary Pre- Position Ships , scheduling and crew team training in Sealift at SHLSS. Upcoming trips will be to New Orleans, Louisiana for the USNS Altair and visits to Quincy, Massachusetts for technical observation aboard the Military Pre-Position Ships. Bill Hellwege supervises MEBA District Two Officers from AMSEA in disconnecting the highline. · 8 I LOG I November 1 985 Fi rst M EBA District Two Officers pose for U N R E P g raduation � ict u re with i n st ructors B i l l Hel l wege and _ H arry Alon g i . Pictu red from I. to r. are: Steven Wi lson David G i bson , Joseph z. G remelsbacker, Joh Mayt u m , Anthony Papadopoulos. n The mtSSion of SID.SS is to provide the best training for our members while at school or at sea. The next time you turn around don't be surprised to find Bill standing next to you. �Q M E D Classification SHLSS Ne ws The QMED - Any Rating course is twelve ( 1 2) weeks long. The subject breakdown is : Weeks 1 , 2 - Generals I Pumpman Weeks 3 , 4 - Machinist Weeks 5 , 6, 7 , 8 - Electrician I Deck Engineer Weeks 9 , 10 - Refri�eration . Weeks 1 1 , 1 2 - Jumor Engineer ��; :�! ':# 19'... � . Port Agent Edd Morris cong ratu lates J o h n Sm ith u pon com pl etion of the Port Employee twe lve- weel< trai n i n g p rogram. John spent s i x weeks i n trai n i n g at S H LSS, and six weeks of trai n i ng at S I U H eadq uarters before returning to h is port in Seatt le. The ten (10) specialty courses are: 1 . Automation - 4 weeks . 2 . Marine Electrical Maintenance - 1 0 weeks. ,3, Marine Electronics - 6 weeks. 4 . Refrigeration Systems Maintenance & Operations - 6 weeks . 5 . Welding - 4 weeks . 6 . Pumproom Maintenance & Operations - 7 weeks . 7 . Diesel Engine Technology - 6 weeks . 8 . Hydraulics - 4 weeks . 9. Hagglund Crane Maintenance - 6 weeks . 10. Refrigerated Container Advanced Maintenance - 6 weeks. The classification steps are: L 4th Class QM ED - SHLSS QMED certificate or Coast Guard QMED -Any Rating. 2 . 3rd Class QM ED - QMED with 2 or 3 SHLSS specialty courses . 3 . 2nd Class Q M E D - QMED with 4 or 5 SHLSS specialty courses. 4. 1 st Class QMED - QMED with 6 or more SHLSS specialty courses. QMED Classification Information: Alt SHLSS specialty course certificates will be retroactive to the · dates obtained . Example: If a member completed a class in 1 977 , it will count. 2 . No more than two (2) specialty courses can be taken consecutively. A member needs "on-the-job" experience to go along with the theory. 3 . A minimum of three (3) months seatime will be required before obtaining the next higher QMED class rating. This gives the member a chance to try out day working jobs they are being trained for. Example: 2nd Electrician. 4. A test for certification will be given, if the member can show evidence of a class (es) taken elsewhere . 5 . Any member with an Engineer's License will be classified as a 1st Class QMED . .. 6. Any �e� ber w�th more than two (2) years <;>f dischar�es from a day working JOb will be able to take a pracucal. test. .1.0: Ji�µ .of th� ·'»'\ ,.,. ·. >;'· ,, '•'"� · ' specialty course . Example: A mem ber with three · (3) years Chief · Pumpman discharges can take the Pumproom Maintenance and Operations test, instead of the course . If he /she passes the test, he I she will receive the certificate . 7 . SHLSS will be increasing the number of classes offered in the ten ( 10) specialty courses , to make sure everyone has the opportunity to take the classes. 8 . SHI.SS will be getting new equipment to beef up the courses for larger class sizes, and to update the training programs. Example: Two (2) or more Diesel Engines, Tanker Cargo Control Simulators and a Regulator Panel with Modular Card Packs, and a new Cargo Crane . 1. Man power Coord i nator Bart Rogers explai ns the functions of the SIU I nformat ional Systems to representatives from the Republ ic of Chi na. Pictured I. to r.: Bart Rogers, Ms. Ko Yu-Ch i n , President Ch i nese Federat ion of Postal Workers, Chen H s i -Chi , President C h i nese Federation of Labor, S H LSS Commandant Ken C�mk l l n , and H u san H u Coord i nation Counselor for Publi c Affairs, Chinese Federation o f Labor. t ' , ...... .,..: ..;· ·· / ;·,, · ·.. · ·. ·. ·� . {( w The eighth g rade geography class from Northern M id d l e Schoo l in Owings, Md. recent enjoyed a tour of the S H LSS fac i l it ies. Each student was given a navigati onal chart as a souve n i r. !)' · . � · · . S H LSS trainees h ave �artlcipated In the success of t h e Pi ney Point Elementary School H a l l oween Carnival s i nce 1 980. Thi s year's activit ies I nc luded fort u ne tell i ng , story telli ng rope c l i m bi ng , refreshments, a s w e l l a s general set-up a n d d i smant l i n g . As u s ual tney d i d a n outs i anding job. Able Seaman Bosun Recertification First row I. to r.: Sii T. Ablaza, Jr. , E. J. Rokicki, E. J. Duhon Jr., R. B. Mohamed. Second row I. to r.: Nick Nagy, J. M. Zepeda, Geo. H. Bradley, Wlllle Mitchell. Not pictured: Biii Eckles, Ferdinand Gongora, Julius Francum. Celestial Navigation In alphabetical order: Harold Berggren, M ichael Forrester, Todd Guzmann, Walter Henry, Allan Hitt, James Kruger, Michael Lynch, Jeffrey McPherson, Terrance Murphy, Thomas Mylan, Rory Wix. First row I. to r.: Michael E. Habbell, Darryl B. Nelson, Jose A. Alvarez, Steve Yursha, James Blitch. Second row I. to r.: Mark Durand (instructor), Toni M i l ler, Mike Schmidt, Mark Ricci, Brian Fountain, Frank Andryauskas. Third row I. to r.: John Mclaurin, Timothy Hammack, Chip Noell, John O'Shaughnessy, Michael Moon Moore. November 1 985 I LOG / 9 �Deck U pgradi ng Courses Upg rad i ng Course Schedule t �"���'-11 '1)f,,( December 1 985 Thru February 1 986 ... \ jPrograms Geared to I mprove Job Ski l l s ll) ,... ''l�'"' ' Check-In Date Completion Date S i m u lator License M ate (Th i rd U n l i m i ted . M aster Mate Freight & Tow i n g December 6 January 31 December 1 2 April 1 1 Lifeboat February 24 M arch 7 Seal i ft Operations & Mai ntenance January 1 0 February 7 February 7 M arc h 7 Radar Observer January 1 0 February 1 7 December 27 January 24 February 28 Course And Promote U .S. Maritime I ndustry Fo l l ow i ng are the u pdated cou rse sched u les for Decem ber 1 985 t h ru February 1 986, at the Seafarers Harry Lundebe rg School of Seaman s h i p . S I U Representatives in a l l ports w i l l ass i st m e m be rs i n p repar i n g ap p l i cat i on s . Tankerman N OTE: Re-reg i ster before l eav i ng your h o m e port for Steward U pgrading Courses Check-In/ Completion Date Course Jan uary 8 January 29 January 9 Length of Course M arch 1 4 M arch 9 t rai n i ng at the Seafarers H arry Lundeberg School of Seaman s h i p to avo i d hav i ng an exp i red s h i p p i n g reg i st rat i o n card w h e n l eav i n g S H LSS. Al so b r i n g p roof of Seafarers Wel fare Plan e l i g i b i l ity Ch ief Cook Cook & Baker with you . Course Check-In Date Completion Date (ESL) Eng l i s h as a Second Lang uage January 24 M arch 8 (ABE) Adu l t Basic Ed u cat ion Jan uary 24 M arch 8 (GED) H igh School Equivalency Program January 24 Marc h 8 Adult Education Courses Engine Upgrading Courses Course Check-In Date Completion Date Th i rd Assi stant Eng i n eer January 27 Apri l 1 1 Marine El ectrical Mai ntenance February 24 Apri l 25 H aggl und Crane Mai ntenance January 3 February 1 4 Refrigeration System s Mai ntenance & Operations January 1 0 February 21 Refrigerated Contai ners Advanced Mai ntenance W e I d i n g Conveyormen February 21 Apri l 4 February 21 J anuary 24 March 20 The Developmental Studies Class w i l l be offered one week p rior to some of the u p g rad i ng c l asses. The w i l l be offered as fol lows: Th i rd Engi neer January 1 7 J an uary 24 February 20 Conveyorman 1\l For seafarers who are applying for the upgraders Lifeboat c lasses and who are either ESL or may need some work on basic ski l l s, may take the ESL/AB E Lifeboat t h ree weeks prior to the sched u l ed Lifeboat c lass. This c lass i s offered February 28, 1 985 thru March 21 , 1 985. January 17 January 24 N OTE: Check t h e December and January Seafarers LOG for a complete listing of all classes t h at w i l l be g iven at SH LSS in 1 986. I am interested in the fol lowing course(s) checked below: . . • Seafarers Harry Lundeberg School of Seamanship U p g rad i ng App l i cat i o n . • . • . • . DECK D EPART M ENT • • • Name (Last) (first) (City) (State) Deep Sea M e m ber D In land Waters M e m ber D _______ Endorsement(s) or Llcense(s) Now H e l d Are you a g rad uate Te lephone {Zip Code) Soc ial Secu rity # ------- Book # Date Book Was l s su ed Date of B i rt h (Middle) Port lssued Mo.7Day/Year -.,,.� .,,. �=-----­ (Area Code) Lakes Mem ber D ------- _______ Se n iority Pacific D Port Prese ntly R e g l st e red I n _ _ _ _ _ _ _ __ of the S H LSS Trai nee Program: D No D (if yes, f l l l in below) Yes D Automation FOWT QMED-Any Rating C Diesel Engine Marine Electronics Marine Electrlcal Maintenance Pumproom Maintenance Bi Operation Refrigeration Systems Maintenance Bi Operations D Chief Englneer/A1&lstant Engineer (Unlnspected Motor VeHel) O D D D D D D D D D D ldates attended) H ave you attended any S H LSS Upgrad i n g Courses: D Yes Towboat Operator (Over 200 Miies) Master/Mate Inspected Towing Vessel Third Mate Radar Observer Unllmlted Simulator Course D Second/Third Asst. Engineer (Inspected) __,,,.... , ., ..,,. ,... to=,..,.-----.. _ _ _ _ _ Tankerman D Celestial Navigation D 1st Class Pilot AB Unlimited AB Limited AB Special Towboat Operator Inland Towboat Operator (NMT 200 miles) EN G I N E D EPART M ENT ------- ________________________________ Trainee Program : From Cou rse(s) Taken ---.�--=�---­ D D D D D D O D D D D No D (If yes, f i l l In below) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Hagglund Crane Maintenance Hydraulics Conveyorman Refrigerated Containers Advance Maintenance STEWARD DEPART M ENT Do you hold a letter of completion for Li feboat: D Yes Date Available for Tr� n i n g Primary Language Spoken No D F i ref i g h t i n g : o Yes No D CPR: o Yes Cook Bi Baker D Chief Cook Towboat Inland Cook O Chief Steward No o _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ ---- RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever is applicable.) V ESSEL RAT I N G H EL D DATE S H I PP E D DATE O F DISCHARG E ALL DEPART M ENTS Lifeboatmen C Weldlng D Seallft Operations Bi Maintenance ADULT EDUCATION DEPART M ENT Adult Basic Education (ABE) High School Equlvalency Program (GED) D Developmental Studies (DVE) D English as a Second Language (ESL) �S�IG�N�A�T�U�R=E.;;;;-����- DATE No transportation will be paid unless you present original receipts and successfully complete the course. COLLEG E PROGRAM ������ RETURN COM PLETED APPLICATION TO: Nautical Science Certificate Program D Scholarship/Work Program Other Seafarers Harry Lundeberg Upgrad i ng Center, Pi ney Po i nt, M D . 20674 .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 I LOG I November 1985 �Govemment Services by V . P . Buck Mercer A little self-congratulation i s in or­ der. The Military Sealift Com­ mand turned 36 years old on Oct . l . SIU members who are employed in this division perform an invaluable public service by providing support to the Navy while it is overseas. At times, though, it seems that the government is not very appreciative of the services we perform. We have been having .a problem with the Mili­ tary Sealift Command over the ques­ tion of medical coverage for our mem­ bers . The MSC contends that it does not have to provide coverage for ail­ ments that are not specifically job related (i . e . , colds, prescriptions, etc . ) . The government will continue t o pay for these medicines or services, but has decided to deduct the cost from a worker's paycheck . We believe that this goes against years of previous practice . The M SC contends t hat its obligation to provide comprehensive medical coverage ended when the USPHS hospitals were closed in October 198 1 . We say that this is nonsense, and besides , the four years that the MSC has provided coverage is proof that the two issues are unre­ lated . One more thing . The recent h ijack­ ing of the Achille Lauro underscores that all of us who make our living at sea must be alert to the dangers posed by worldwide terrorism. Outside the MSC , there is no industry-wide prac­ tice on how to deal with the matter. Compass Marine has l 0. boats that are presently tied up because of a lack of work. The only reason why it has agreed to buy 13 more boats is because National Marine has promised to throw it business. And the only reason why National Marine agreed to the sale in the first place is because it wants to cut back on wages , benefits and work­ ing conditions. The SIU is now in court to block the sale. We have made a commitment to the people that we represent. N o matter h o w much i t costs, and how long it might take , we will do every­ thing we can to protect their right s . The sale o f National Marine has sent shock waves throughout the en­ tire tug and barge industry. lfthe court allows this sale to stand, then no person working i n the tug and barge industry can count on any kind of job security. Workers in other fleets­ Sonat, in particular-are viewing the sale with alarm. The conduct of companies like Sonat and National Marine are poisoning the entire atmosphere of the tug and barge industry . Workers and unions are be­ ginning to realize that you can't rely on the word of the corporate managers who run these companies because there is a strong likelihood that they won't be there in a year or two. As a result of the increasing number of corporate sales and takeovers , the only constant factor in a worker's life is his or her affiliation with a union. This is a problem that goes far be­ yond the confines of the tug and barge industry , oi even the maritime indus­ try. It is a cancer that is eating at the American way of life . This country is producing a generation of managers who have no sense of responsibility to the people who have helped make their companies profitable. A new social contract is in the proc­ ess of being negotiated , whether we like it or not. That is why we in the Gulf have made an extra effort to be involved at a grassroots level . I took time out from my busy schedule to attend the MTD meeting in Anaheim. In addition, the members and officials in the Gulf worked hard to make sure that local candidates who have con­ sistently supported pro-labor and mar­ itime issues were elected in the Nov. 5 elections. Gulf Coast by V . P . Joe Sacco F OR those who are not yet aware of it, there is a war being waged in the tug and barge industry of this country . The latest shot was fired in the Gulf, where National Marine agreed to sell 13 of the 1 7 boats in its fleet to Compass Marine Propulsion. As a result of this sale, 1 5.0 loyal and productive workers have been laid off. The irony is that the sale is not a real sale. It is just an elaborate mech­ anism by which National Marine can evade its contractual and moral obli­ gations to its workers . Great Lakes and Rivers by V . P . Mike Sacco T H E end of the dredging and ship­ ping season is fast approaching. Each year around this time , as the weather hits the freezing point and below, work on the Great Lakes grinds to a halt . There have been a spate of articles on the antiquated state of the St. Lawrence Seaway, which connects the Great Lakes to the Atlantic Ocean and presumably international trade. But the St. Lawrence Seaway is in such bad shape that many companies have found it cheaper to bring their products to Baltimore or Norfolk. Of­ ficials in this area have been meeting with our representatives in Congress, who view this matter as serious and deserving of i mmediate attention. Luedtke Engineering is engaged in a major prOject in Wisconsin. It also has started jobs i n the Rochester area. I want to wish all our members a happy Thanksgiving Day holiday ! West Coast by V. P. George McCartney S EVERAL big news items occurred out here. The Maritime Trades De­ partment of the AFL-CIO held its convention i n Anaheirn ; a new . hall was dedicated in Honolulu ; there was a heroic rescue onboard one of our vessels, and a mysterious stranger vis­ ited the San Francisco Bay area and captured the hearts of everyone on the coast. The Maritime Trades Department , under the leadership of SIU President Frank Drozak , met in October to plot a course of action to bring about the revitalization of the American-flag merchant mari ne. There are fewer than 4 10 active vessels in this nation's deep­ sea fleet. Five years ago , there were more than 600. While many resolutions were passed, I want to make special mention of two, those dealing with the Cargo Prefer­ ence Act of 1954 and the Jones Act. During the past five years , funding for every single maritime program has been eliminated or curtailed. Without cargo preference or the Jones Act, it is doubtful that we would have any American-flag merchant marine at all . I urge every member t o keep abreast of developments relating to these two issues . Read the LOG , or else talk to one of the field reps . And by all means, contact your senator or congressman on the issues. James Filippo, an AB on the Sugar Islander, fell overboard earlier this month. He was rescued by the wiper and captain, who jumped into the water to save him. Had they not done so, Filippo would have almost certainly drowned, because he had hit his head and was unconscious. This is just one more example of the selflessness and fine training that typify the SIU mem- bership. More on this story on Page 5 of the LOG. We opened up our new hall in Ho­ nolulu earlier this month. It is quite beautiful , befitting a region that is known for its tranquility and hospital­ ity . Thanks to the Constitution and Independence, Honolulu has become an important port for SIU seamen. I want to remind everyone that legisla­ tion is being considered that would add at least one more vessel (the Liberte) to this country's two-vessel cruise ship fleet. The SIU was very active in the November elections. There was one interesting development out here. Many of the local candidates were concerned about a national issue: the trade defi­ cit. To those familiar with the recent history of California-which is famous for its love affair with foreign-made goods , especially cars-this comes as something of a surprise . It suggests that the Democrats will have an im­ portant issue once 1986 comes ar­ round . As for that mysterious stranger: no it wasn't Princess Di , or even Vitaly Yurchenko (the defector-turned defec­ tor). It was Humphrey the humpback whale. I mention this only because it was the hot topic of conversation in the U nion hal l s . One more thing: I would like to thank the following S I U members for serving as sergeant-at-arms during the AFL-CIO Convention : Nicky Main (Tankerman, Crowley) ; Ricardo Gill (Tankerman, Crowley) ; Jim Rolin (Tankerman, Crowley ) ; Nick Nagy ( Recertified Bosun ) ; Gussie McKee (Recertified Steward ) ; Mike Guerin (Tankerman, Crowley) ; Bill Pratley (AB).; Wayne Knoedler (AB), and hi t but not least, Clarence Henry, who was once a contender for boxing's middleweight world championship. East Coast by V.P. Leon Hall I T has been a busy month on the East Coast. SIU members manned an informa­ tional picket line on Wall Street to publicize the dispute that this Union and District 2-MEBA are having with Sonat Marine. Frank Drozak and the officials of this Union have made an all-out commitment to inform the pub­ lic about the shabby way that Sonat has treated the people who work for it . In New Bedford, the SIU has been meeting with two separate associa­ tions of fishing boat owners to hammer out a contract for our newly-organized members in that port. Also in Massachusetts, the SIU pre­ sented testimony to the state legisla­ ture . Some local politicians wanted to pass a resolution calling on Congress (Continued on Page 19.) November 1 985 I LOG I 1 1 �MTD Convention Drozak Slam� Calls For Nation1 The more than 200 delegates and other labor representatives attending the biennial convention of the AFL­ CIO Maritime Trades Department in Anaheim, Calif. this month heard MTD President Frank Drozak "tell it like it . IS . " \ Decrying decades of neglect that Q.\'\\� ,.�.A MTD President Frank Drozak opened the Maritime Trades Department conventiQ.P with a call for unity in what he termed Is "the toughest light this labor movement has seen in many years." have all but sunk the privately-owned and operated American-flag merchant fle et, Drozak once again called for a "national policy which will generate More optimism came from AFL­ CIO Secretary-Treasurer Thomas R . Donahue who suggested i n his address to the MTD Convention that there has been an important shift in the tide of American public opinion. Labor is no longer "a voice crying in the wilderness for a sensible trade policy , " Donahue said. " People are merchant marine . ' ' This was a working convention as the delegates from the MTD's 43 af­ pening to our industrial base and to our maritime base, and that' s a good thing, " he said . Donahue also noted that recent national polls are reflecting of America's economy and the erosion a growing concern over the loss of of many of labor's hard-won social jobs and the growing disparity be­ action programs . "Make no mistake , " Drozak told these labor leaders , "we are in tough times . " Drozak, who is also president of the Seafarers International Union, cited the continued decline of Ameri­ ca' s maritime industry and the sharp erosion of the natioQ's industrial base. He blamed the administration' s blind embrace of a "free trade" policy for the loss of thousands of American jobs, and he expressed the bitterness tween the "have's" and the "have not ' s " in the U . S . economy. The convention adopted a number of resolutions dealing with a wide range of concerns of the more than 8 million members who are represented by the MTD's 43 affiliated organiza­ tions. High on the list is a comprehensive maritime policy resolution. That res­ olution noted that less than 6 percent of our nation's foreign trade is carried .the on ships that fly the American :flag1· :ln administration ' s "callous indiffer­ ence ' ' to the plight and suffering of adopting the resolution by a unani­ mous vote, the convention stressed the millions of unemployed workers that the essential first step is a national in America. policy which generates cargo for U . S . >of:all .:in the Port · Mariti me Councils National Field Representatives shipped on U . S .-flag vessels. beginning to catch on to what' s hap­ took a long and sober look at the state Raymond McKay, president of Marine En­ gineers Dist. 2, said that jobs for American workers must be our No. l priority. without the requirement that half of all government-generated cargo be a fair share of cargo for the U . S . filiated national and international unions Rudy Oswald, director of the AFL-CIO Department of Economic Research, said that our economy Is in trouble in four key areas-jobs, help for the unemployed, fed­ eral budget and trade. disappear from the world's oceans convention room, at But, Drozak did see some light on the horizon . He told the delegates that merchant ships. A national commitment to a fair he was enormously encouraged by the cargo policy, the resolution went on recent 245-1 79 vote in the House re­ to say, will generate the investment jecting an attempt to scuttle a cargo needed to build new ships in U . S . preference law (see Oct. 1 985 LOG). yards and encourage the training of Drozak said he was encouraged by crews in the latest maritime technol­ that vote because it demonstrates that ogy - thereby ensuring qualified man­ the congressional leadership is aware that America' s merchant fleet would power to meet any national emer­ gency. American history began with its seaports , and our economic develop­ ment has been centered in coastal and inland cities that provide essential waterborne transportation. The seeds of trade unionism were planted early in our port cities. Today , most of these are still centers of a variety of maritime activities , and they have strong and varied unions t o better the lives of their members and improve the economic climate of their communities. Because the maritime industry is an integral part of all port cities , it is natural that trade unions in these maritime centers have joined forces to help one another and to promote their common trade union and community interests through the Port Maritime Councils of the AFL-CIO Maritime Trades Department. Today there are 30 Port Maritime Councils . They are structured from the local unions , councils and districts that are a part of the 43 national and international unions affiliated with the Maritime Trades Department, as well as some other local unions outside the MTD which share a common trade union and community bond. FIELD REPRESENTATIVES The Port Maritime Councils have greatly benefited from the 1 8 Field Representatives which assist the officers of the 30 MTD Councils in 2 1 Port cities. The National Field Representatives have been especially effective in state and local political action programs and in promoting our national legislative goals in the kitchens and backyards of the nation's congressional leaders . The Field Representatives played an important role in coordi­ nating MTD's highly successful grassroots campaign in 1 984. 1 2 I LOG I November 1 985 Sen. Alan Cranston (D-Calif.) said this: "America cannot hold her own in world trade unless she holds a fair share of the world's maritime shipping business." �looks for Answers I i ' 'Free Trade, ' ' l Maritime Policy Another resolution dealt with "flags of convenience' ' that allow American shipowners to register their vessels in such nonmaritime countries as Pan­ ama, Liberia and Honduras solely to ues to be a top legislative priority for the MTD and the national AFL-CIO. A number of prominent leaders in government and labor came to the MTD convention to talk of their con­ escape their own nation's labor and cerns and to offer their support for the safety standards, and , not inciden­ programs and objectives of MTD's affiliated unions. tally, to avoid their fair share of taxes. Two years ago, the resolution noted , the Maritime Trades Department had Among the speakers, in addition to the AFL-CIO' s Tom Donahue, were urged participation by the United States Ray Denison, director of the AFL­ in the United Nations Conference on Trade & Development (UNCT AD) CIO Department of Legislation, and which was then holding sessions seek­ ing ways to phase out these runaway ment of Economic Research. flag ship registries and require a gen­ hinting that he would be a candidate uine link between the ships and the for governor next year, expressed his flags they fly. continued strong support for a healthy Rudy Oswald, director of the Depart­ Los Angeles Mayor Tom Bradley, But " regrettably and incredibly" U . S . maritime industry. Mayor Brad­ the U . S . backed away and joined with ley thanked MTD President Drozak those nations that profit from provid­ for his strong support and for the ing flag registries to runaway ships. Other convention actions reflected support of the SIU in his campaigns the broad concerns of the trade union Sen. Alan Cranston (D-Calif.) , a long-time supporter of maritime pro­ grams and of the needs of workers and closings, opposing a discriminating sub­ their families, told the delegates that urging stronger steps to combat ' 'the deadly worldwide epidemic of terror­ "Our economy faces the fight of its life over the next 10 years. "We must have a concerted effort ism," and calling for stepped-up eco­ from labor and government and busi­ nomic pressure against South Africa's apartheid policy. ness to tackle the challenge of our severe trade imbalance and to put One area of particular concern to America' s economy on the path to future prosperity , " he said. all of the delegates was the rising costs of health care , and the devastation the delegates at the opening of the convention and urged the "partkipation and cooperation" of all MTD aftiliates in "our common struggle to protect American jobs." in California. movement, such as urging legislation to require advance notice of plant minimum wage for teenage workers , Jean lngrao, executive secretary-treasurer of the Maritime Trades Department, greeted Cranston praised the efforts of caused by unemployment and the at­ American-flag shipping companies and tending loss of health care benefits . the unions that represent their sea­ The MTD and its affiliates strongly going personnel for their increased supported efforts of the national AFL­ productivity, and he said that he rec­ CIO to enact legislation to provide ognizes that we need cargoes for health care services to unemployed workers . American-crewed ships. Sen. Cranston summed it up this Although numerous federal , state and local programs already exist to way: ' 'America cannot hold her own in world trade unless she holds a fair help offset the financial strain of un­ employment, these benefits are short­ share of the world 's maritime shipping business. We can regain a healthy lived and are rarely sufficient to take care of even the basic needs of the share of the shipping business if all of us involved-those in Congress, in family of unemployed workers, and government, in business and in the even fewer of these programs provide maritime trade unions-work together for medical care. For this reason, health on some basic common care for unemployed workers contin- tions . " sense ac­ Captain Hank Duffy, pr:esident of the Airline Pilots, came to the MTD Convention to personally thank SIU President Frank Dro­ zak and all of the members of the Seafarers International Union for their "solid sup­ port" during their successful strike against United Airlines earlier this year. AFL-CIO Secretary-Treasurer Thomas R . Donahue told the delegates that "labor is no longer a voice crying in the wilderness for a sensible trade policy," citing polls which show a growing concern throughout the nation over the loss of jobs to the U.S. economy. Legislation The Maritime Trades Department is committed to the enactment of . legislation which will revitalize America' s basic industries to restore the jobs of the many thousands of American workers who have been displaced because of recessions and this administration' s blind pursuit of a "free­ trade" world economy. The MTD remains committed to its long-term legislative objectives­ to ensure better jobs, better working conditions and job security for our members and for all American workers . We face a time of challenge. This administration has turned a deaf ear to the problems of ailing U . S . industries and their workers. It is cutting more deeply into federal health, safety, environmental and education programs to try to offset budget deficits brought on by its ruinous economic policies. Along with its 43 national and international affiliates, the Maritime Trades Department is continuing to work with the national AFL-CIO to preserve these vital worker programs, and will strive to enact policies in our government which will promote and protect the jobs of American >. workers. Los Angeles Mayor Tom Bradley pledged his support for a strong U.S. merchant marine. November 1 985 I LOG I 1 3 �Photo Scenes from: The MTD Convention AFL-CIO Secretary-Treasurer Tom Donahue posed with MTD President Frank Drozak and MTD Vice President Stephen J. Leslie. SIU of Canada was well-represented at the MTD Convention. Seated from left are Roger Desjardins, secretary-treasurer, and Richard Thomasson , vice president for the Lakes and Inland Waters. Standing from left are Andrew Boyle, executive vice president, MTD Executive Secretary-Treasurer Jean lngrao, .Roman Gralewicz, SIU of Canada president, Malcom Boyle, counsel, and from the International Transport Workers Federation Ake Selander, assistant general secretary. Page Groton , assistant to the president of the Boilermakers and Iron Shipbuilders, hits the deck to express his opinions. Dominic Carnevale, administrative assist­ ant to the president of the Plumbers and Pipefitters, reads the report of the creden­ tials committee. William Lucy, secretary-treasurer of the American Federation of State, County & Municipal Employees, was chairman of the MTD's Trustees Committee. Paul Dempster (right), president of the Sailors Union of the Pacific, chats with Sen. Alan Cranston (D-Calif.) at the MTD con­ vention. Jack Otero, vice president of the · Brother­ hood of Railway, Airline and Steamship Clerks, called upon the delegates for support against Conrail's attempts to take over the successful Amtrak system. SIU Executive Vice President Ed Turner (left) chats with an old friend, Sen. Alan Cranston (D-Calif.) , during a break in the convention. Ed Panarello, executive director of the Greater New York Maritime Port Council, was an active participant of the convention. Robert A. Georgine, president of the Building & Construction Trades Department of the AFL-CIO, spoke at the MTD Convention. He was later elected a vice president of the AFL-CIO to fill one of four vacancies on the Federation 's executive board. 1 4 I LOG I November 1 985 ------- ·---· -----·· ·--------·-·--·-·----·----··--- .._ _ _ _ �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I • ington m S e a fa rers I n te rn a t i o n a l U n i o n of North A m e r i c a . A F L-CIO Washington Report Even though 1 985 1s an off-election year-no Senate or House seats were up for grabs-political analysts still watched the results of the local races to see if they could spot any political trends. Neither party dominated the voting. With a few exceptions (e . g . , Miami ) , in­ cumbents were returned to office . If there was a trend , it was toward the center. Conservative and New Right candidates failed to make much headway . The Dem­ ocrats who were elected , such as New York City Mayor Ed Koch and Houston Mayor Kathy Whitmire , tempered their liberalism with a good dose of fiscal con­ servatism. S I U-backed candidates made strong showings in the elections . And in many ways, the 1 985 elections were primarily about grassroots . The Republican party spent millions of dollars trying to recapture or retain control of state legislature s . Their most spectac­ ular success came in New Jersey, where they were able to ride the coattails of Gov . Tom Kean ' s incredible landslide . A polit­ ical moderate , Kean captured a majority of votes from every conceivable group , from hard rock conservatives to liberal s , blacks and union members . The most talked about race occurred in Virginia, where ·· a centrist Democractic slate roundly defeated its conservative Republican opponent . For the first time since Reconstruction , Virginia will have a black lieutenant governor. Doug Wilder, the new lieutenant gov­ ernor, won the election in a state that has long been considered a bastion of the Old South, and which has a black population of less than 20 percent. His election marked a new chapter in the history of Virginia, and perhaps in national politics as well . Labor Update The executive council of the A FL-CIO discussed a number of important issues at its 1 6th Convention in Anaheim, Calif. which also marked the 30th anniversary of the modem labor movement. While conceding that the labor move­ ment faces some difficult challenges-the percentage of American workers belong­ ing to unions has reached a 50-year low­ the speakers and delegates also pointed out the important gains that have been made in many areas . Indeed, one of this country ' s most re­ spected columni sts-David Broder of The Washington Post-called the convention " historic" and said that the labor move­ ment is lucky to have a vibrant leader like Lane Kirkland heading it during a difficult time in its history. Some delegates compared the situation of the labor movement today to 1 95 5 , when the A FL and CIO were able to put aside long-standing animosities and merge into one powerful national organization. November 1 985 Legisl a t i ve . A d m i n istra t i ve and Regu l a to r \ H a p p e n i ngs SIU President Frank Drozak, who sits on the executive council , has been in the forefront of thi s changed mood. He has consistently called upon American work­ ers to build "A New Frontier"-to re­ spond to the challenges of today as their counterparts in the labor movement re­ sponded to the challenges of the Great Depression and the merger of l 955 . Alaskan Oil The Alaskan oil issue , which many per­ sons thought had finally been resolved earlier this year, is again in the news . A group of Republican congressmen have introduced a trade bill that would allow North S lope oil to be exported to Japan in return for certain concessions by that country in eliminating import restric­ tions on American good s . The S I U is fighting to stop this devel­ opment . " While such an action could help to slightly reduce our trade deficit with Japan , " said S I U President Frank Drozak, " it would increase this nation ' s overall trade deficit because any exported Alas­ kan oil would have to be replaced i n the U . S . market by more expensive foreign oil . " Earlier this year, the Export Adminis­ tration Act ( EAA) was passed . Among other things, it prohibited the export of North Slope oil. A number of special interest groups, however, have tried to use the highly emotional trade issue to rescind the ban on the export of Alaskan oil . They made their first move in late October, when the administration announced that limited quantities of oil from the Cook Inlet region of Alaska would be allowed to be ex­ ported. Oil from the Cook I nlet region was not covered by the EAA because it is consid­ ered to be " Alaskan state royalty oil . " While the amount of oil that can be exported from Cook Inlet is miniscule in comparison to the amount found in the North Slope region, many maritime figures are afraid that it would set a dangerous precedent. " We shall keep , " said Drozak , ' ' a careful eye on the issue to see that Alaskan North Slope oil is not exported. In addition , we will increase our efforts to stop the export of Cook Inlet royalty oil . " Cargo Preference There has been a promising follow-up to last month ' s stunning defeat of the agriculture bill anti-cargo preference amendments in the House. The Senate voted 70-30 to adopt a com­ promise reached by the maritime industry and a number of important agricultural groups . The compromise would take into account the needs of both industrie s . U nder the terms of the compromise , the cargo preference requirements of the 1 954 Cargo Preference Act would be increased from 50 to 75 percent in exchange for a redefinition of the type of cargo covered under that act . So-called " concessional cargo" like that generated by the P. L . 480 Program would still be covered by the Act, though programs such as PIK and B ICEP, which the agricultural industry contends are " commercial" would not . Since the original Senate version of the farm bill contained provisions that would have seriously weakened the Cargo Pref­ erence Act of 1 954, this marks an impor­ tant victory for the American-flag mer­ chant marine . A final . vote on this issue is expected shortly . Tax Reform The House Ways and Means Committee is in the process of marking up a tax reform bill that seeks to restructure the entire tax code. A completed version of the bill may be reported out by the end of November. Tax reform remains a high priority of the Reagan administration. The bill that was drawn up by the Treasury Department contains a number of provisions that labor and maritime groups find objectionable . " We have been talking to members of the House Ways and Means Committee about a number of issues vitally important to the maritime industry , " said Frank Pecquex, head of the S I U ' s legislative department. " These issues include the retention of Capital Construction Fund accounts and maintaining tax deductions for convention business expenses incurred onboard U . S . -fiag passenger vessel s . " " I n additio n , " said Pecquex, " the S I U has encouraged the committee t o eliminate the favorable tax treatment currently given to U . S .-owned, but foreign-registered ves­ sels. " Hearings on tax reform are still being held by the Senate Finance Committee . On Oct . 9, the committee heard testimony from financial analysts, economists and maritime operators concerning the poten­ tial harm that the tax reform bill could have on the American-flag merchant ma­ rine and the shipbuilding industry . Military Cargo A federal court has ruled that the U . S . Navy illegally declared that U . S .-ftag freight rates covering the carriage of military cargo to Iceland were unreasonable . It ordered the Navy to stop taking bids from foreign operators and to reinstate the 1 00 percent U . S . -flag carriage requirements . " This i s a victory for the American maritime industry , ' ' said S I U President Frank Drozak, " and will reinforce the military preference requirements which are so important to many U . S . -flag car­ riers , including a large number of S I U contracted operators . " November 1985 I LOG I 1 5 �I n the Po rts of Wash i ngto n : The steward department aboard the President Cleveland (APL) includes (I. to r.): William Houston, 3rd cook; Lincoln Pinn, 2nd cook; Ruby Ellison, pantry; and J.D. Hopkins, chief cook. The President Cleveland (APL) ties up in the port of Seattle. Payoffs always seem to bring out the smiles. Seattle Port Agent George Don E. Whitlow, passenger BR on the Pres­ ident Cleveland, reads some important in­ formation about the new clinic in Seattle. Ellen Maholchic is waiter #1 aboard the Vukmir (center) checks the books of Chief Steward Norris Perkins (I.) and Steward Utility Mike Bubarer. President Cleveland. *"'· Seattle Port Ageot George Vukmir shares information with the membership before a job call in the Seattle hall. Seattle Field Rep Rich Berkowitz (center) helps D. Campos, AB (I.) and Steve McGuiness prepare campaign posters for the upcoming local elections. 16 I LOG / November 1 985 ·----·- ------- �I I f.� r The SIU in Seattle and Tacoma ! Aboard the President Wilson (APL) i n Seattle, members get the latest information from Seattle Port Agent George Vukmir. From the left are Richard Walsh, waiter #1; Willie Cromwell, chief cook ; Carl Rosander, chief steward ; Jim Henry, utility; and Willie Netters Jr., waiter #2. The President Wilson ties up in Seattle. At the new Sea-Land docks in Tacoma, it's payoff on the Sea-Land Galveston. From the letl are Charle:> Curley, wiper; J.C. Myers � chief cook/baker and steward delegate; Ursula Ibert, officer's mess ; Ken Hayes, steward; Bill Walton, electrician at;id educational director; Al Sacco, bosun and chairman; Jesse King, fireman; and George Vukmir, Seattle port agent. The Galveston will be the last ship for Bosun Sacco who will retire in December 1985 with more than 20 years seatime. John Sullivan, QMED (shoregang), keeps the Galveston's engine room in tip-top shape. Mike McKnight, QMED (shoregang) reads the gauges in the Galveston 's engine room. November 1 985 I LOG / 17 ------------···---------·--··--··-�--------- ------ �, Deep Sea Pensioner Rich­ ard Paul Bowman, 77, passed away in February. Brother Bowman joined the SIU in 1943 in the port of Boston sail­ ing as a cook. He hit the bricks in both the 1 946 General Maritime beef and the 1947 Isthmian strike . Seafarer Bow­ man was born in Boston and was a resident of Hyde Park, Mass. Surviv­ ing are his widow, Stephena of Ever­ ett, Mass. and a sister, Rose Clifford of Hyde Park. Pensioner Blanchard Jack Chera- mie, Sr. died on Oct. 7. Brother Cheramie joined the SIU in the pq Pensioner J. A. Fetzer died on Sept. steward utility. He was a veteran of the U . S . Army in World War II. Sea­ 1 3 . Brother Pelzer joined the SIU­ the U . S . Army after World War II. farer Pressley was born in Charlotte, merged Marine Cooks and Stewards Seafarer Loney was born in Brooklyn, N . C . and was a resident of Long Union in the port of San Francisco. He went on pension in 1967. N. Y . and resided there. Surviving is Beach, Calif. Surviving are his widow, a sister, Doris Pierce of Brooklyn. Kachiko and his mother, Heuz of Charlotte. Pensioner Henry Griftin Jr. , 67, died Pensioner Leon­ ard Gray Mattson, SIU-merged Marine Cooks and Stew­ 68, died of natural in the Houston Del Oro Medical Cen­ ter on Sept. 27. Brother Rawza joined Veterans Adminis­ the SIU in the port of Houston in 1 958 tration Hospital, ards Union in the port of San Fran­ causes in the U . S . cisco in 1975 sailing as a tailor. He was born in Mississippi and was a resident of San Francisco. Surviving is a sister, Laura Turner of St. Louis. New York City on Sept. 23 . Brother Mattson joined the Mo. SIU in the port of New York in 1967 Dennis W. Hardin, 26, died on Sept. 8. Brother Hardin joined the SIU fol­ sailing as a chief electrician. He at­ tended the 1 970 Piney Point Crews was born in Jacksonville, Fla. and was manship Entry Trainee Program' at a resident of Queens, N . Y . Cremation Piney Point, Md. in 1 977. He was born took place in the Fresh Pond Crema­ in Missouri. Surviving are his widow, tory, Queens. Surviving are his widow, Phyllis and his father, Donald of Ha­ Arlee and another relative, Leonard K. Mattson, also of Queens. 4 . Brother Rodriguez joined the SIU­ Pensioner Carlton Puerto Rico and was a resident of zelwood, Mo. Vincent Helie. Anthony 1984. port of Seattle in 1957 sailing last as a QMED. He also sailed during the Viet­ Conference No. 4. Seafarer Hebert was a veteran of the U . S . Navy during World War II. Born in Houma, La. , he was a resident of Slidell, La. Sur­ viving are his widow, Betty ; two sons, Steven and Thomas ; two daughters, Lina and Kathy , and his mother, Ev­ elida of New Orleans. Pensioner Louis Kemp, 89, passed N . Y. , Mary Acker of Dearborn Heights , Mich. and Theresa of Min­ away from. a heart attack in the San Francisco General Hospital on June 18. Brother Kemp joined the SIU­ Pensioner John Antonio Ensenat, 69, passed away in Ma­ llorca, Spain on .._ ...,.•• March 20. Brother Ensenat joined the SIU-merged Marine Cooks and Stewards Union in the port of Wilmington, Calif. in 1957 sailing as a head waiter. He was born in Havana, Cuba. Surviving are . his widow, Car­ men and a daughter, Maria Soden­ kamp, both of Margate, Fla. merged Marine Cooks and Stewards Union in the port of San Francisco sailing as a waiter. He first sailed on the West Coast in 1948 and went on pension in 1 97 1 . Seafarer Kemp was born in New York and was a resident of San Francisco. Burial was in the Rolling Hills Park Cemetery, Rich­ mond, Calif. Surviving are a sister, Mathilda of New York City and a nephew, Walter Berger of Newark, N.J. Joseph Anthony Evans, 6 1 , died on SIU in the port of New York in 1967 sailing as an AB. He was a former member of the Teamsters Union. Sea­ farer Evans was a veteran of the U .S . Army during World War I I and studied Business Administration in college for three years. A native of Oak Park, Ill . , pital, wood, Carmen Amalia, Carmen Ner­ Portsmouth, on Aug. joined the 22. Pensioner Liston Neal Lanier Jr. , 62, died of heart-lung Beulaville, N.C . on Sept. Lanier 20. Brother joined the SIU in the port of Baltimore in 195 1 sailing as an AB. He was born in Duplin City, N . C . Burial was in the Jeff Lanier Cemetery, Lyman, N . C . Surviving i s his widow, Eula. he was a resident of San Pedro, Calif. Surviving are two sisters, Ellyn Call eida, Luz and Migdalia. Moore SIU in Pensioner MeUcio 1947 in the port of Philadelphia sailing Mejia Serquina, 77, as an AB . He was a veteran of the U . S . Army after the Korean War. Seafarer Moore was born in North Carolina and was a resident of Ports­ passed away on Sept. 27. Brother Ser­ quinajoined the SIU in the port of Seattle mouth. Interment was in the Green­ in 1963 sailing as an lawn Gardens Cemetery, Chesapeake, AB . He was bom1in the Philippine IS. and Va. Surviving are a daughter, Carla of ton of Portsmouth. was a resident of Seattle . Surviving is his widow, Kaizuko. James Montgomery Newsome, 57, died on Oct. 2 1 . Brother Newsome Pensioner joined the SIU in the port of Norfolk Lewis in 1965 sailing as a QMED. He also James Shipley, 59, succumbed to heart failure at home in worked for the Norfolk Ship and Dry­ dock Corp. in 1964. Seafarer New­ some hit the bricks in the 1965 Chi­ Allen Park, Mich. on Oct. 2. Brother cago, Ill. taxi beef. Born in Roanoke Rapids, N .C . , he was a resident of Norfolk . Surviving are his widow, Ma­ Shipley joined the SIU in 1945 in the port of Boston sail­ mie ; his mother, Myrtle of Norfolk, and a brother, Seafarer Dallas New­ ing as a chief electrician. He walked some of Virginia Beach, Va. Maritime beef. Seafarer Shipley was Philip Ortin Sr. II, 46, died on Oct. failure at home in Sept. 25. Brother Evans joined the Surviving are his widow, Blasina and five daughters, Anna Cruz of Brent­ Baltimore and his mother, Carrie Clif­ erine Ball Campbell of Tonawanda, neapolis, Minn. the Maryview Hos­ 56, Brother He attended the 1970 Piney Point Crews and Catherine, and three sisters, Cath­ Raymond's Cemetery, the Bronx, N.Y. cumbed to cancer in Va. as a chief steward. Brother Convey joined the SIU in the widow, Juanita; his parents, Michael Union in the port of San Francisco in Long Island. Interment was in St. May 1 8 . Brother He­ New Orleans sailing 53, succumbed to cancer in the Tampa, Surviving are his merged Marine Cooks and Stewards suc­ "Carl" Moore, in 1945 in the port of Pensioner Dennis Robert Convey , Clearwater, Fla. side Hospital in New York on April Eugene Hebert, 58, died on bert joined the SIU place in the West Coast Crematory, Pensioner Luis Rodriguez, 7 1 , passed away from heart failure in the South­ 195 1 . Seafarer Rodriguez was born in Gloria nam War. Seafarer Convey was born in Buffalo, N.Y. and was a resident of Dade City, Fla. Cremation took Houston, and a sister, Jenny of Chi­ cago, Ill . Conference No. 8. Seafarer Mattson a son, Jack Jr. and 24, Surviving are his widow, Sandra of Magnolia·, Texas ; a brother, Henry of lowing his graduation from the Sea­ in 1966 . Surviving are (Fla.) Hospital on Sept. sailing as a FOWT. He was born in Deckerville, Mich. and was a resident of Houston. Cremation took place in the Forest Park Crematory, Houston. farers Harry Lundeberg Schootof Sea­ port of New Orleans a daughter, John Rawza, 5 3 , died of heart failure on Sept. 30. Brother Griffin joined the 2 1 . Brother Ortin joined the SIU in the port of San Francisco in 1975 sailing as a cook and baker. He was born in New York and was a resident of Brooklyn, N.Y. Surviving are his the picket line in the 1946 General born in Hot Springs, N .C. Burial was in the Our Lady of Hope Cemetery, Brownstown Twsp . , Mich. Surviving are his mother, Pearl of Lincoln Park, Mich. and a brother, Claude, also of Lincoln Park. widow, Paulina; two sons, Philip Jr. III and Edward; a daughter, Vanessa, and his mother, Julie Hilaire of New York City. Otto Tonner, 83, passed away re­ cently. Brother Ton­ ner joined the SIU Pensioner Heath in the port of San Pressley, 65, died on Francisco Sept. sailing as an AB. He 28. Brother in 1963 Pressley joined the had sailed 35 years SIU in the port of and attended the 1 970 New York in 1955 Piney Point Crews Conference No. Leo L. Loney, 58, died on Sept. 24. sailing as a cook. He 1 1 . Seafarer Tonner was born in Ger­ mann of Mountain Lakes, N.J . , and Brother Loney joined the SIU in the began sailing in 1947 many and was a naturalized U . S . cit­ an aunt, Margaret Hirth of Pekin, Ill . port of New York in 1 955 sailing as a and was a veteran of izen. He was a resident of Baltimore. of Springfield, Ill . and Harriet Orde­ 1 8 I LOG I November 1 985 �Pensioner : '"'/ :£�:0,::::� Henry Arthur West Sr. U , 73, passed away re­ cently. Brother West joined the SIU in the port of Seattle in 1962 sailing as a FOWT. He was a veteran of � the U . S . Navy dur­ ing World War II . Seafarer West was born in St. John's, Newfoundland, Canada and was a naturalized U . S . citizen. H e was a resident of Lyn­ wood, Wash. Surviving are his widow, Alta of Marysville, Wash. and his son, Henry Arthur Jr. Ill of Woodinville , Wash. Pensioner Jesse Dalton Wiggins, 83 , passed away on Oct. 24 . Brother Wiggins joined the SIU in 1944 in the port of New Orleans sailing as an AB. He was on the picket line in the 1 946 General Maritime strike and the 1947 Isthmian beef. Seafarer Wig­ gins was born in Alabama and was a resident of Andalusia, Ala. Surviving are his widow, Livia and a nephew, James Dalton McVay of Andalusia. hemorrhage in St. Mary's Hospital, San Francisco on June 25 . Brother Wong joined the SIU­ Marine merged Cooks and Stewards Union in the port of San Francisco sailing as a cook. He began sailing in 1 933 and first sailed on the West Coast in 1946. Seafarer Wong was born in Ningpo, China and was a resident of San Francisco. He was a naturalized U . S . citizen. Inter­ ment was in Woodlawn Park Ceme­ tery , Colma , Calif. Surviving are his _, � �.. .- , Brat Lakes Pensioner Pensioner Erling Oscar Anderson Jr., 58 , died on Sept. 28. Brother Anderson joined the Union in the port of Detroit in 1961 sailing as a gateman for the Bo­ land and Cornelius Steamship Co. He was born in Man­ istique, Mich. and was a resident of Toledo; Ohio. Surviving is his father, Erling D. Anderson Sr. of Manistique . widow, Chi Fong and a son, Peter of . San Francisco. Taylor Wolford died on Jan. 1 6. Area Vice Presidents · Report (Continued from Page 1 1 . ) Atlantic Fishermen Pensioner Joseph Billante, 78, passed away from heart failure in St. Mary ' s Hospital , West Palm Beach, Fla. on Oct. 5. Brother Billante joined the SIU-merged Atlantic Fishermen's Union in the port of Gloucester', Mass. sailing as a fisherman. He went on pension in 1972 . Fisherman Billante was born in Italy and was a resident of Lake Worth, Fla . Burial was in Calvary Cemetery , Gloucester. Sur­ viving is his widow, Vincie . posed to any weakening of the Jones Act. The SIU played an active role in to redefine the Jones Act to exclude fishermen. The SIU is vehemently op- Seafarers Welfare Plan Emergency Treatment Reasonable and customary charges are payable, for eligible members and their dependents, when emergency treatment is received in a hospital setting, even if it does not involve a hospital stay. In addition, under Plan I, emergency care may be covered when received in a doctor' s office. A CLAIM FOR EMERGENCY TREATMENT MUST INCLUDE A STATEMENT FROM THE DOCTOR VERIFYING THE EMER­ GENCY NATURE OF THE VISIT. ARE YOU HOOKED ON Elmer 75, succumbed t o can­ cer at home in Bear Lake, Mich. on Sept. 1 7 . Brother Derby joined the Union in the port of Elberta, Mich. in 1958 sailing as an oiler .on the Ann Arbor (Mich.) Carferries. He was born in Manster City, Mich. Interment was in the Bear Lake Twsp. Cemetery. Surviving is . his widow, Doris . George Derby , Pensioner John Ellias Sr. , 60, died on Oct. 29. Brother Ellias joined the Union in the port of Detroit in 1 960 sailing as a bosun. He began sailing in 1 947 . Laker Ellias was born in Mellen, Wis. and was a resident of St. James City, Fla . Surviving are his widow, Delores ; a son, John Jr. of Mellen and a daughter, Sara. Francis Baker , 68 , died on Oct. 23 . Brother Baker joined the Union in 1947 in the port of Ashta­ bula, Ohio sailing as a FOWT last for the Bay Shipping Co. in 198 1 . He was a vet­ eran of the U . S . Navy during World War II. Laker Baker was born in Superior, Wis. and was a resident of Duluth, Minn. Surviving is his brother, Clarence of Superior. Pensioner Carl Edward Jensen , 80, passed away on Oct. 9. Brother Jensen joined the Union in the port of Frank­ fort, Mich. sailing as an A B . He went on pension in 1 970. Laker Jensen was born in Norway and was a resident of Frankfort. Surviving are his widow, Velma, and a son, Gary, both of . El' berta , Mich. the local elections up and down the East Coast. An example of why we did this occurred in Gloucester, where several local politicians were eager to tear down existing fishing piers and replace them with high priced condo­ miniums. This lack of concern for an important local industry is not helping matters for fishermen here , who have had to contend with one of the worst fishing seasons in recent memory, meeting. Shipping has been fair in most ports, except in Norfolk , where it has been pretty good thanks to the large amount of military work there. SIU Rep Mike Paladino wants to remind all " B " Book members about the new ruling concerning military work, which was spelled out in detail in last month' s LOG. We are still negotiating a contract thanks in large part to poor weather, with soaring insurance rates and scarce fishing resources. Maryland. The Steuart contract has been settled . And the Association of Maryland Pilots is opening up a new pilot's station near Solomon's Island , which is a short drive from Piney Point . The launch boat will be manned by SIU members. In addition to servicing deepsea, inland and fishing equipment, we have been busy with our grassroots activi­ ties. In Baltimore, we are preparing for a Christmas Maritime Port Council BOOZE OR DRUG:,? Shawn' s Launch Service in HELP WI TJI 7HE6E P/lOBLEM!/ /G A VAILABLE . CONTACT Tl-IE A .R.C. OR YOUR PORT A GENT November 1 985 I LOG I 1 9 --- - -·- -·-·---- ------- ·----- �LNG AQUARIUS ( Energy Transpor­ tation Corp.), September S-Chairman R. J. Callahan ; Secretary Steven R. Wag­ ner; Educational Director Jose Camelo; Deck Delegate John F. Batorski; Engine Delegate Brenda Murray Dye; Steward Delegate R. M. Worobey. No disputed OT. Fifty dollars was added to the ship's fund from an arrival pool. There is now $230 in the treasury. (Steward Assistant Mark Pla­ tania, winner of the $1 50 pool, was seen having a good time in Tobata. ) The treas­ u rer suggests arrival pools more often. The crew would like to receive the Stars and Stripes newspaper upon arrival in Japan. The captain is going to make arrangements for two copies of the paper to be delivered to the ship each trip. The ship's fund will pay for th� subscriptions. A brief discussion was held on the importance of donating to SPAD. Also discussed was the necessity for new hands to develop proper work habits and attitudes. A vote of thanks was given to the steward department for a job well done-and a special thanks to Tom Leen for putting out a great salad bar. Report to the LOG: " I n Bontang , we had a softball game and won. LNG Aquarius, 1 5-Bontang Ex-Pat's, 1 3 . The bosun is getting relieved this trip along with two other crewmembers. A going-away party was held and a good time was had by all. A special thanks was given to the bosun for providing the beverages." Next ports: Arun , Indonesia and Himeji, Japan. UIW in Long Beach, and those aboard government charter vessels). To that came the response, " Let it be known that working for lower wages is better than not working at all." The feeling expressed was that if members don't like conditions aboard the maritime prepositioning ships, they shouldn't throw in for the jobs. Thanks was given to headquarters for responding so promptly to the crew's last beefs under Good and Welfare. The matter now rests with the company. Other than this response, there COVE LIBERTY (Cove Shipping), Au­ OS Joe Murphy; (sitting) Steward Chris Rowe, and QMED Bob Haller. gust 25-Chairman D . . Ellette; Secretary W. Wroten; Educational Director R. Gia­ manas. No disputed OT. There is $61 .29 in the ship's fund. The vessel is expected to pay off in Long Beach, Calif. at the end of August. Members interested in shipping on the new Navy-contracted vessels should apply for a security clearance. Applications are available from the partolman. Members also were urged to upgrade their skills at Piney Point because "entry jobs are be­ coming very scarce." Several suggestions were made. One was for the Union to look into ways to improve and expedite payment of medical claims. Some members feel their credit ratings are being jeopardized because of slow medical payments. There also was a beef about the company's purchasing agent in New York and on how the ship is being shortchanged on fresh fruit and vegetables each voyage. The cockroach problem .has gotten out of hand aboard ship. A . fumigator/exterminator is needed. Next port: Long Beach, Calif. CPL LOUIS J. HAUGE JR. (Maersk Lines Ltd . ) , October S-Chairman Kon­ stantinos Koutouras; Secretary George Kenny; Educational Director/ Engine Del­ egate Al O 'Krogley; Deck Delegate Bob Shaw; Steward Delegate Tom 'Whitey' Wiehl. No beefs or disputed OT reported. There is $85 in the ship's fund, thanks to the formation of various pools and the generosity of the brothers and sisters of the S I U , along with Naval and maintenance personnel. The bosun reported that the ship is due to arrive in Bahia (Salvador) Brazil at approximately 1 1 00 hours on Thursday, Oct. 1 0. A launch service will be provided for all. The bosun reminded the members that these are all permanent jobs with a four-on, two-off rotation. A letter from the vice president of operations of Maersk Lines had expressed the compa­ ny's desire to begin a new policy of pro­ viding only two entrees during the noon and evening meals, thus reducing the workload and improving the quality of food served. The educational director noted that some changes are taking place in Piney Point with regard to length of courses. The LOG is continuously u pdating this infor­ mation, and it was stressed how very important it is for the membership to up­ grade their skills. Also during the meeting, the sad shape of the maritime industry was brought up, and the fact that many of our brothers and sisters have had to take "reductions in pay and benefits" (i.e., the 20 I LOG I Novembe r 1 985 A board the USNS Stalwart (/. to r.): AB Charlie Johnson; OS Mike Novae; Bosun Tom Calahan; have been no communications, so while the ship was in Wilmington, Calif. , "Whitey" Wiehl and Lisa Wright of the steward de­ partment boarded the Sea-Land Adven­ turer and obtained some copies of the LOG, an excellent source of information in keeping up with the everchanging industry and what the Union is doing to keep pace with it. "Speaking of Lisa, she will be missed, and we wish her good luck while at the upgrading center. " Report to the LOG: "In the name of Neptunus, brother of Zeus, on the morning of Sept. 7, the ship was boarded by a rowdy bunch calling themselves "Trusty Shellbacks" who promptly seized control of the ship while it was traversing equatorial waters. They rounded up all polywogs and initiated them into the mysteries of the sea. Congratula­ tions to all those who participated (en­ dured) the ritual." Next port: Brazil. GROTON (Apex Marine), September 30--Chairman Christos Florous; Secretary Marvin Deloatch; Educational Di rector D. Turner; Deck Delegate John W. Rambo; Engine Delegate Isaac Rowel ; Steward Delegate Ali S. Hydera. No beefs or dis­ puted OT. The chairman reported that everything is running smoothly and that the ship will pay off in Stapleton , N.Y. on Oct. 5. He also 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 upgrading opportunities at Piney Point and to better educate them­ selves for increased job security. He noted that college courses are available at the school and that the instructors take a sincere interest in each member. The ed­ ucational director stressed the importance of practicing safety at all times. The steward gave the crew a vote of thanks for their cooperation in keeping the mess room clean. The crew, in tum, gave stewards Marvin Deloatch and Ali S. Hydera a vote of thanks for serving very good food. "The food is much better since they returned from vacation." Next port: Stapleton , N.Y. OMI LEADER (OMI Corp.), September 25- Chairman/Steward Delegate . Kathy Devane; Secretary Floyd Mitchell Jr. ; Ed­ ucational Director Alton Hickman; Deck Delegate D. Kenny; Engine Delegate Jose Sanchez. Some beefs will be brought up with the patrolman at payoff. The treasurer reports that a new VCR was purchased from the contributions made by the unli­ censed personnel. The machine is hooked up, but there is some problem piping it in to all the rooms. There is still $ 1 03 left in the movie fund and $60 in the ship's fund. The chairman reports that the ship will pay off this trip. A patrolman will come aboard and, hopefully, provide some clarification on work rules and other items pertaining to the cut in the manning scale. A vote of thanks was given to the steward depart­ ment for the good food and a job well done. Next port: Chiriqu i , Panama. PATRIOT (Ocean Carriers), Septem­ ber 1 5-Chairman Richard Kidd; Secretary Edward L. Johnson; Educational Director J. C. Haight. Some problems were reported in the steward department; otherwise, everything is running smoothly. There is $20 in the ship's fund. The chairman re­ ported receipt of communications pertain­ ing to the 2 percent cost of living allowance and the overtime increases as of July 4. He further reported that the ship's com­ mittee had not yet received copies of the new contract. Four crewmembers were taken off ship sick this voyage; all have been replaced. The educational director talked about the importance of responding to the questionnaires from headquarters, and of answering each question fully­ especially with regards to establishing re­ tirement and hospital facilities at Piney Point. A motion was made to resolve the extraordinarily high travel expenses in­ curred by users of the Jacksonville Clinic, either by moving the clinic or by reimburs­ ing users for the taxi fares (which can run as high as $60 to and from the hall). Next port: Bayview, N.J. USNS STALWART (Sea Mobility Inc.), September 21 --Chairman Thomas F. Ca­ lahan ; Secretary Chris Rowe; Engine Del­ egate/Educational Di rector R. Haller; Deck Delegate Charlie Johnson; Steward Dele­ gate Andy Cuares. No disputed OT was reported . A number of beefs, however, were brought up in all three departments. After reviewing the delegates' report, it was felt that the company should provide in writing its seniority policy and a seniority list. The ship has been operating more in accordance with the deep-sea contracts than with the memorandum of understand­ ing between the S I U and Sea Mobility. It also was felt that an agreement be made, one that would encompass such subjects as overtime, transportation and job de­ scriptions. These, it was believed, would avoid most of the beefs that have arisen to - date. Some other requests include videotapes on Union upgrading and Union education , work gloves, arctic clothes, and that the ship's store carry long johns. Official ships minutes also were received from the following vessels: PFC EU&EllE A. OBREGOll POllCE PRIDE OF TEXAS PUERTO RICO SAM HOUSTON ADOllS AMERICAN COIHIOR ARCHOll AURORA CA&UAS SAii PEDRO COISTITUTION SEA-WD ADVEITURER SEA-WD llEVEUIP£R SEA-WD ECONOMY SEA-WO l£ADER SEA·WD LIBERATOR SEA-WO PACER SEA-WD PRODUCER SEA·WD VOYAGER COVE l.EAllER COVE IAVl&ATOR Lii& &EMllll l.Ol6 BEACH OMI DYIACHEM OMI MISSOURI OMI SACRAMENTO OMI WABASH OVERSEAS AlASU OVERSEAS ARCTIC OVERSEAS HARRIETIE OVERSEAS llEW YORK SPIRIT OF TEXAS STONEWALL JACKSOll Lll6 VIRGO Personals J.P. Fitzgerald Your old friend N eftali Vargas would like to hear from you again . Write him at Pita] d e San Carlos , Costa Rica. Muslim S . Muhammad Please contact Brenda Sands as soon as possible at 9 1 5 Palmetto St � , Jacksonville , Fla. Arthur Remus Murphy Please call your daughter, Gloria Jean Murphy, at (702) 737-2039. Robert Shields Please call Joy S hields at (30 1 ) 522-4943 . David D. Sepulveda Please contact your son , Ray­ mond , at 1 953-A Lync h St. , St. Loui s , Mo. 63 1 1 8 , or telephone (3 1 4) 776-3 1 1 6 . Monthly Membership Meetings Port Deep Sea Lakes, Inland Waters Date Piney Point . . . . . . . . . . . . . . . . Monday, December 2 . . . . . . . . . . . . . . . . . . . 1 0: 30 a . m . New York . . . . . . . . . . . . . . . . . Tuesday, December 3 . . . . . . . . . . . . . . . . . . . 10:30 a . m . Philadelphia . . . . . . . . . . . . . . . Wednesday, December 4 . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Baltimore . . . . . . . . . . . . . . . . . Thursday , December 5 . . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Norfolk . . . . . . . . . . . . . . . . . . . Thursday , December 5 . . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Jacksonville . . . . . . . . . . . . . . . Thursday , December 5 . . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Algonac . . . . . . . . . . . . . . . . . . . Friday , December 6 . . : . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Houston . . . . . . . . . . . . . . . . . . . Monday, December 9 . . . . . . . . . . . . . . . . . . . 10:30 a . m . N e w Orleans . . . . . . . . . . . . . . Tuesday , December W . . . . . . . . . . . . . . . . . . 1 0: 30 a . m . Mobile . . . . . . . . . . . . . . . . . . . . Wednesday, December 1 1 . . . . . . . . . . . . . . . 1 0: 30 a . m . San Francisco . . . . . . . . . . . . . Thursday , December 1 2 . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Wilmington . . . . . . . . . . . . . . . . Monday, December 1 6 . . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Seattle . . . . . . . . . . . . . . . . . . . . Friday, December 2 0 . . . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . San Juan . . . . . . . . . . . . . . . . . . Thursday, December 5 . . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . S t . Louis . . . . . . . . . . . . . . . . . . Friday, December 1 3 . . . . . . . . . . . . . . . . . . . 1 0: 30 a . m . Honolulu . . . . . . . . . . . . . . . . . . Thursday , December 1 2 . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Duluth . . . . . . . . . . . . . . . . . . . . Wednesday, December 1 1 . . . . . . . . . . . . . . . 1 0 : 30 a . m . Glouceste r . . . . . . . . . . . . . . . . . Tuesday, December 1 7 . . . . . . . . . . . . . . . . . . 1 0 :30 a . m . Jersey City . . . . . . . . . . . . . . . . Wednesday, December 1 8 . . . . . . . . . . . . . . . 1 0: 30 a,m. �Francis "Frank" Eugene Harper, 6 1 , joined the SIU in 1 948 in the port of New York sailing as a FOWT. Brother Harper is a veteran of the U . S . Army in World War I I . H e was born in Aberdeen, M d . and is a resident of Baltimore. Anton D. Ratkovich, 66, joined the SIU in the port of San Francisco in 1 962 sailing as a chief pumpman. Brother Ratkovich was born in Yu­ goslavia and is a naturalized U . S . citizen. H e i s a resident of New York City. Joseph "Joe" Hearn Jr., 65, joined the S I U in the port of Mobile in 1 957 sailing as a FOWT. Brother Hearn is a veteran of the U . S . Army in World War I I . He was born in Arkansas and is a resident of Theo­ dore, Ala . Walenty John Rozmus, 63 , joined the SIU in the port of Toledo, Ohio in 1 958 sailing as a QMED. Brother Rozmus last sailed out of the port of New York. He began sailing in 1 950. Seafarer Rozmus is a veteran of the U . S . Army in World War I I . A native o f Passaic, N . J . , he is a resident there. Deep Sea George Leo Arpin, 57, joined the SIU in 1 949 in the port of New York sailing as a BR utility . Brother Arpin last sailed out of the port of Gloucester, Mass. He hit the bricks in the 1 946 General Maritime beef and the 1 947 Isthmian strike. Seafarer Arpin is a veteran of the U . S . Army during the Korean War. Born in Webster, Mass . , he is a resident of Thompson, Conn. Edward Joseph Jordan, 59, joined the SIU in 1 944 in the port of Savannah, Ga. sailing as an AB and recertified bosun. Brother Jordan last sailed out of the port �f Jack­ sonville . He was born in Georgia and is a resident of Savannah. Frank "Jimmie" Lindsey Bartlett, 65 , joined the SIU in 1 947 in the port of New York sailing as a re­ certified chief steward. Brother Bartlett graduated from the Union' s Recertified Chief Stewards Pro­ gram in 1 984 . He walked the picket line in the 1 946 General Maritime beef, the 1 947 Isthmian strike and the 1 948 Wall St. beef. A veteran of the U . S . Army during World War II , Seafarer Bartlett was born in Lenox, Ala. and is a resident of Mobile. Joseph Charles Smith, 66, joined the SIU in 1 949 in the port of New York sailing as a chief cook. Brother Smith last sailed out of the port of San Francisco. He hit the bricks in the 1 96 1 Greater N. Y . Harbor beef. Seafarer Smith is a veteran of the U . S . Army' s Infantry Corps in World War I I . Born in Philadelphia, he is a resident there. William Martin Laree, 5 1 , joined the SIU in the port of New Orleans in 1 958 sailing as a chief cook. Brother Laree was born in St. Jo­ seph, La. and is a resident of New Orleans. • Herman Collier, 5 1 , joined the SIU in the port of Houston in 1 960 sailing as a chief pumpman . Brother Collier attended Piney Point Crews Conference No. 5 in 1 970. He is a veteran of the U . S . Marine Corps in the Korean War. Born in Ken­ tucky, he is a resident of Upper Darb y , Pa. Julio Marcial Lazo, 62, joined the SIU in the port of Baltimore in 1 956 sailing as a wiper. Brother Lazu is a veteran of the U . S . Army Field Artillery Corps in World War I I . H e was born i n Guanich, P . R . and is a resident of Baltimore. Jack Alphonse Gomez, 59, joined the SIU in the port of New Orleans in 1 960 sailing as an A B . Brother Gomez was born in Slidell , La. and is a resident there. ' ···� Johnnie Herbert Green, 67 , j oined the SIU i n 1 947 in the port of Norfolk sai ling as a steward ass i st­ ant. Brother Green last sailed out of the port of New York. He also sailed i n the Vietnam War and hit the bricks in the 1 96 1 Robin Line beef. Seafarer Green was born in Savannah, Ga. and is a resident of the B ronx, N . Y . Vincent "Vinny" J . Grima, 6 5 , joined the S I U i n the port of New York i n 1 962 sailing a s a recertified bosun. Brother Grima began sailing in 1 949 and hit the bricks in the 1 962 Greater N .Y . Harbor beef. Seafarer Grima attended Piney Point Crews Confer­ ence N o . 7 ( 1970). Born in Malta, he is a naturalized U . S . citizen and a resident of Brooklyn, N . Y . .� \ James Albert Hammond, 65 , joined the S I U in 1 942 in the port of Philadelphia sailing as an AB . Brother Hammond began sailing in 1 938. He worked on the Isthmian shoregang in the port of Houston in 1 969. Seafarer Hammond was born i n Antlers, Okla. and is a resident of Pari s , Texas. !! ::; . I Julio Movido Magno, 65 , joined the S I U in the port of Yokohama, Japan in 1 97 1 sailing as an A B . Brother Magno began sailing i n 1 964 and last sailed out o f the port of Wilmington , Calif. He was born in the Philippines and is a resident of National C it y , Calif. Gabriel Morales, 65, joined the SIU in the port of New York in 1 968 sailing as an AB. Brother Mor­ ales last sailed out of the port of San Juan , P . R . He is a veteran of the U . S . Army in World War I I . Seafarer Morales was born in Guay­ ama, P.R. and is a resident of Vega Alta, P.R. Bart James Power, 57, joined the SIU in 1 945 in the port of New York sailing as a FOWT and 2nd and 3rd assistant engineer for MEBA District 2 from 1968 to 1 985 . Brother Power began sailing on the Great Lakes and was a former member of the SUP. He last sailed out of the port of Jacksonville. Seafarer Power was also picket captain in the 1 946 General Maritime beef at Terminal Island, Calif. and the Bull Line strike in Brooklyn, N .Y . Born in Buffalo , N . Y . , he is a resident of Clearwater, Fla. James Temple, 65 , joined the S I U i n the port of Baltimore i n 1 95 1 sailing as a recertified chief steward/ baker. Brother Temple graduated from the Union ' s Recertified Chief Stewards Program in 1 982. He- be­ gan sailing in 1 946 and last shipped out ofthe port of Wilmington , Calif. A veteran of the U . S . Army in World War I I , Seafarer Temple was born in New Orleans and is a resi­ dent of Long Beach, Calif. Norman Edward Wroton Jr. , 5 5 , joined the S I U i n 1 948 i n the port of Norfolk sailing as a chief pump­ man, ship ' s delegate and 2nd as­ sistant engineer for MEBA District 2 from 1 966 to 1 985 . Brother Wro­ ton ran for the port of New York patrolman post in 1 960. He is a veteran of the U . S . Marine Corps during the Korean War. Seafarer Wroton was born in Norfolk and is a resident of Chesapeake, Va. &mt Lakes Francis Alexander Basley, 65 , joined the Union in the port of Detroit in 1 96 1 sailing as a FOWT and coalpasser for the Reis Steam­ ship Co. Brother Basley last sailed out of the port of Duluth, Minn. He was a former member of the Saw­ mill Workers U nion and the Team­ sters Union . Laker Basley was born in Ashland, Wis. and is a resident of Superior, Wis. Lawrence Joseph Belanger, 64, joined the Union in the port of Detroit in 1 960 sailing as a watch­ man and wheelsman. Brother Be­ langer is a veteran of the U . S . Armed Forces during World War I I . He was born in Marinette, Wis. and is a resident of Menominee, Mich. November 1 985 I LOG I 21 �CL L NP -Company/Lakes -Lakes -Non Priority Directory of Ports Dispatchers Report for Great Lakes OCT. 1-31, 1985 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP Port President Exec. Vice President Joe DiGiorglo, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George Mccartney, Vice President Roy A. Mercer, Vice President Frank Drozak, * * REGISTERED ON BEACH All Groups Class CL Class L Class NP Ed DECK DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 15 7 7 9 Port 44 9 2 18 15 2 12 5 0 2 ENGINE DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 8 4 5 Port 2 25 3 Turner, STEWARD DEPARTMENT 3 Algonac . . . . . . . . . . . . . . . . . . . . . 5 4 Port 2 10 HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301 ) 899-0675 ENTRY DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 8 24 10 0 0 0 4 20 24 Totals All Departments . . . . . . . . 22 51 23 16 79 14 8 52 45 ALGONAC, Mich. * "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 mont h . 520 St. Clair River Dr. 48001 (31 3) 794-4988 BALTIMORE, Md. 1 2 1 6 E. Baltimore St. 2 1 202 (301 ) 327-4900 Dispatchers Report for Deep Sea OCT. 1-3 1 , 1985 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Port Gloucester . . . . . . New York . . . . . . Philadelphia . . . . Baltimore . . . . . . . Nerfolk . . . . . . . . . Mobile . . . . . . . . . New Orleans . . . Jacksonville . . . . San Francisco . . . Wilmington . . . . . Seattle . . . . . . . . . Puerto Rico . . . . . . Honolulu . . . . . . . Houston . . . . . . . . St. Louis . . . . . . Piney Point . . . . . Totals . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .. .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . .. 2 68 3 6 16 12 40 29 35 21 35 11 10 33 0 0 321 3 12 6 6 11 2 9 17 16 5 6 7 30 0 0 7 137 0 0 0 0 1 2 1 0 0 1 0 0 2 0 0 0 7 0 34 2 1 22 4 56 25 12 4 40 17 9 20 0 2 248 0 0 0 0 1 0 0 1 3 0 0 0 10 3 0 0 18 9 29 12 12 23 15 52 69 71 50 71 25 11 73 0 5 627 8 29 23 12 16 4 12 29 25 20 21 5 26 14 0 2 246 0 0 0 0 0 0 2 1 0 0 0 0 1 0 0 0 4 0 0 0 0 0 0 0 6 4 1 3 2 12 3 0 0 31 0 98 9 20 22 10 54 30 40 33 58 15 12 46 0 8 455 3 16 4 0 4 3 7 2 14 16 18 4 22 4 0 3 119 0 0 0 1 0 0 1 0 3 0 1 0 4 0 0 0 10 0 0 0 0 0 0 0 1 6 1 0 1 73 2 0 0 84 0 53 4 5 11 11 35 21 95 23 41 14 14 27 0 0 354 5 8 2 0 3 0 5 7 11 6 13 2 51 0 0 3 116 0 0 0 0 0 0 0 0 2 0 1 0 47 0 0 0 50 0 2 59 2 9 7 2 31 14 1 08 32 37 14 19 24 0 0 360 3 85 13 14 20 12 22 28 42 42 52 21 207 28 0 5 594 2 0 0 2 0 0 5 3 4 0 4 2 286 1 0 0 309 1 ,796 1 ,075 373 . . . : . . . 0 37 4 5 13 8 29 20 18 3 26 13 6 31 0 5 221 0 4 0 2 1 3 7 0 8 5 9 0 21 4 0 4 68 0 0 0 0 0 0 1 0 2 0 0 0 3 0 0 0 6 1 18 2 6 11 5 37 22 5 3 35 11 8 18 0 2 1 84 ENGINE DEPARTMENT 0 3 0 2 0 0 0 0 4 0 0 5 14 0 4 0 3 0 0 0 0 6 3 0 13 2 5 0 0 0 0 4 2 66 Port Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . &. �u� . . . . . . . . . . . . . . . . . . . Piney Point . . . . . . . . . . . . . . . . . Totals. . ............ . ...... . 0 35 2 0 6 8 18 9 48 13 23 8 9 19 0 0 198 1 3 1 0 1 6 1 4 8 2 7 0 28 0 0 1 63 0 1 0 0 0 0 0 0 1 0 0 0 29 0 0 0 31 0 28 1 1 12 0 37 12 14 4 36 10 13 8 0 0 176 STEWARD DEPARTMENT 0 1 0 17 0 0 0 0 1 4 4 0 0 7 0 5 0 0 0 0 0 11 0 1 97 1 23 4 0 0 0 0 1 124 1 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTRY DEPARTMENT Port Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . Piney Point : . . . . . . . . . . . . . . . . Totals..................... . Totals All Departments . .. . ... . * *REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 1 0 4 0 0 2 0 2 1 4 2 2 1 20 10 1 0 6 0 0 0 3 0 5 0 24 4 0 0 0 0 5 5 92 Port Gloucester . . . . . . New York . . . . . . . Philadelphia . . . . . Baltimore . . . . . . . Norfolk . . . . . . . . . Mobile . . . . . . . . New Orleans . . . . Jacksonville . . . . . San Francisco . . . Wilmington . . . . . Seattle . . . . . . . . . Puerto Rico . . . . . Honolulu . . . . . . Houston . . . . . . . . St. Louis . . . . . . . Piney Point . . . . . Totals . . . . . . . . . . Trip Reliefs CLEVELAND, Ohio 0 28 2 2 13 1 13 8 57 15 19 4 0 14 0 0 176 916 3 39 7 10 9 7 15 17 17 13 21 8 0 11 0 5 182 450 1 3 0 2 1 1 2 3 1 0 2 2 0 1 0 0 19 63 0 608 0 310 0 131 133 * "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 October was down from the month of September. A total of 1 ,1 82 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 , 1 82 jobs shipped, 608 jobs or about 51 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 1 33 trip relief jobs were shipped. Since the trip relief program began on April 1 , 1 982, a total of 1 ,939 Jobs have been shipped. 22 I LOG I November 1 985 1 290 Old River Rd. 441 1 3 (21 6) 621 -5450 D ULUTH, Minn. 705 Medical Arts Building 55802 (2 1 8) 722-4 1 1 0 GLOUCESTER, Mass. 1 1 Rogers St. 01 930 (61 7) 283-1 1 67 HONOLULU, Hawaii 636 Cooke St. 968 1 3 (808) 523-5434 HOUSTON, Tex. 1 22 1 Pierce St. 77002 (71 3) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (20 1 ) 435-9424 MOBILE, Ala. 1 640 Dauphin Island Pkwy. 36605 (205) 478-091 6 NEW BEDFORD, Mass. 50 Union St. 02740 (61 7) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 701 30 (504) 529-7546 Toll Free: NEW YORK, N.Y. 1-800-325-2532 675 4 Ave., Brooklyn 1 1 232 (71 8) 499-6600 NORFOLK, Va. 1 1 5 Third St. 235 1 0 ( 804) 622- 1 892 PHILADELPHIA, Pa. 2604 S. 4 St. 1 9 1 48 (21 5) 336-38 1 8 PINEY POINT, Md. St. Mary's County 20674 (30 1 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 941 05 (41 5) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 981 2 1 (206) 441 -1 960 ST. LOUIS, Mo. 4581 Gravois Ave. 63 1 1 6 (31 4) 752-6500 SUBIC BAY, Rep. of Philippines 34 21 st St., W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (21 3) 549-4000 �New Health Care Concept Seafarers Begi n Preferred Provider Program The Seafarers Welfare Plan has be­ gun a pilot project for its members and their families to provide, better medical services . The Seafarers Welfare Plan is designating hospitals in several ports as Seafarers Preferred Provider Hos­ pitals (PPH). This i s the first in a series of articles which will introduce the project and spotlight the hospital which has been selected as the Preferred Provider Hospital in Seattle, Wash. WHAT IS A PREFERRED PROVIDER HOSPITAL? For the purposes of this project , a Preferred Provider Hospital is a med­ ical facility which agrees to provide services to Seafarers and their families for a negotiated reimbursement rate. Generally , there will be only one Pre­ ferred Provider Hospital in each port. WHAT IS THE PURPOSE OF THE PREFERRED PROVIDER ORGANIZATION (PPO)? The purpose of a PPO is to give Seafarers and their families an oppor­ tunity to be served by one facility which will become aware of t-he needs of men and women working in the maritime industry, and the particular needs of their families. This arrangement will allow mem­ bers and their dependents who are in need of medical attention to use a hospital which is familiar with the Seafarers Welfare Plan and the claim's payment procedures . This artangement also allows the ·Rla.n to have a continuing relationship with a hospital , so that if there are disputes which come up · concerning payment of claims, they may be re­ solved quickly and with -a minimum involvement of the members or their dependents . Since the closing o f Public Health Hospitals in 1 98 1 , Seafarers have used many different facilities in their home ports as well as when they were in unfamiliar U . S . ports . Establishing a PPO arrangement with one hospital will offer Seafarers the opportunity to get medical treatment at a hospital which will provide excellent care and will welcome Seafarers and their fam­ ilie s . HOW WILL THIS PROGRAM WORK? As with any other hospital admis­ sion , in order to use a particular facility you must use a doctor who has priv­ ileges at the hospital . Most of the PPO hospitals will have outpatient clinics as part of their facility . By choosing a doctor from that clinic, should it be­ come necessary for you to be admitted to a hospital , you should have no trouble being admitted to the PPO facility. For example, if you are having back trouble, you would go to the clinic at that facility and ask to make an ap­ pointment with an orthopedist. If you feel this doctor suits you, he would bec9me your regular doctor. And if you should need to be admitted for an operation,- you would receive treat­ ment at the PPO facility . · . This is one of the clinics operated by the Virginia Mason Medical Center. If your doctor does not have privi­ leges at the PPO facility , the chances are you will not be able to use the PPO hospital when you or your family need in-patient treatment. As the PPO hospitals are among the biggest in the city, there will be many doctors in each specialty to choose from. In non-emergency admission situa­ tions, you or your dependent would go down to the hospital ' s admissions section to check into the hospital . At that time the hospital staff would pro­ vide you with a Seafarers benefit ap­ plication to be filled i n . Once this appli­ cation and other hospital forms are complete, in most cases, this would facility if you do not have eligibility for welfare benefits; however, you would be responsible for the payment of the hospital bills just as you would be at any other facility. MUST I USE THE PREFERRED PROVIDER HOSPITAL? The use of the PPO hospital is vol­ untary. If a member or dependent chooses a facility other than the PPO hospital, there is no effect ,.m the benefits which will be provided by the Plan. There are, however, · many advan­ tages to using the PPO hospital such as: • obtaining services at a facility which offers quality care for a reasonable cost. • using a facility which is familiar with our organization and whose staff is familiar with the unique needs of our membership and their families. • streamlined claims procedures for members and dependents using this facility . • use of these hospitals will allow the Plan to monitor the claims to make sure the hospital is offering their services efficiently and maintaining high standards of quality of care. • if the hospital sees that many Seafarers and their. families are using the facility , the hospital and Plan will be able to maintain the reasonable rates for services. This, in turn, will allow the Plan to keep a lid on rising health care costs and use these savings to the ben­ efit of members and their depend­ ents . The Plan hopes that this pilot proj­ ect will work and that the goals of this project will be realized . Support from the membership is necessary to make this program work. Since this project is still in the experimental stages , there may be problems which need to be worked out. The Plan would like to hear from you concerning this program . with any questions or comments you have. Write to: PPO Coordinator SIU Headquarters, 3rd floor 5201 Auth Way Camp Springs, Mary....d 20746 Virginia Mason Medical Center Seatarers Preferred Provider Hospital Jn Seattle, Washington Virgini a Mason Medical Center, located in downtown Seattle, has been chosen as the Seafarers Welfare Plan ' s Preferred Provider Hospital. Virginia The Virginia Mason Medical Center offers top flight care. be alJ that is required of the member or his dependent. The hospital will forward all forms and bills d irectly to headquarters. At the time of admission, the mem­ ber's eligibility will be checked by telephone with headquarters in Camp Springs. By checking eligibility before services are provided, it will be deter­ mined at the outset who will be re­ sponsible for payment, and this will avoid disagreements later on. I n some instances , the PPO hospital will also be the clinic performing the fit-for-duty and other employment-re­ lated physical examinations. Your Port Representatives will notify you of any changes concerning the clinic s . WILL I B E ABLE TO USE THIS HOSPITAL IF I DO NOT HAVE ELIGIBILITY FOR WELFARE COVERAGE? Mason enjoys one of the finest reputations as a quality health care institution i n the ci ty . Along wi th the main facil i t y , there are out-patient cli nics located at Fourth Ave . , Seattle , Mountlake Terrace , Kirkland, Federal Way and North Bend . The V i rgi nia Mason Medical Center was established in 1 920 when a group of six doctors agreed to build a clinic and hospital. Today, the Virginia Mason Medical Center has five main buildings in Seattle. There are more than 1 25 doctors who practice all areas of medicine in the clinic. The Virginia Mason Medical Center offers all the medical services available in large institutions such as an intensive care unit, maternity ward, surgery units, laboratories and pharmacy. Virginia Mason also provides such services as a Diabetes Teaching Center to educate patients with diabetes , a pain management program which assists people who live with chronic pai n , a short stay surgery program for out­ patient surgery , an obstetrical information line which provides people calling in to receive detailed i nformation concerning obstetrical treatment, and a new midwifery program for prospective parents who wish to take advantage of alternative birthing methods. The Virginia Mason Medical Center also provides audiovisual programs and other materials in its Patient Health Education Center which are available to patients and visitors. The hospital also has a teller machine from the Seattle First National Bank in the lobby. An eyeglass store also is on the premises. For people who need to be near in-patient members or dependents , the hospital operates a hotel with reasonable rate s . Packages of information about Virginia Mason and the services it provides are available at the hall and wiH be sent out to the ships. If you hav_e any other questions concerning services available through this facility, contact your port agent. It is possible for you to use the PPO November 1 985 I LOG I 23 �New Hall Dedicated Better Service in Store for Hawaiian Members More than 300 people attended ded­ serve the two cruise ships Constitution ication ceremonies for the SIU's new Union hall in Honolulu serving the military vessels calling on Hawaii and Hawaiian Islands. The November 2 the commercial ships stopping there and Independence, many of the new festivities included a huge buffet, en­ tertainment and a chance for Union also. By the first of the year, the Union families and their friends from the plans to be able to offer some classes for trainees and upgraders, including Islands to visit and relax . Groundbre!lking for the new hall was August 1 . The large building will lifeboat , firefighting and Union edu­ cation. A Hawaiian tradition includes the holding of the haile. In front of the new hall, holding the haile are (I. to r.) SIU Secretary Joe DiGiorgio, SIU Vice President George McCartney, Field Rep Joe Corrigan, Far East Rep. Steve Ruiz, Rep. Tom Fay, Political Director Marianne Rogers, Frank Drozak, Rev. Kealanahele, Gilda Lee and Emil Lee . During the festivities, SIU President Frank Drozak took time to have a word with Honolulu patrolman Errol Pak and Ills wife Julie, who is b� their daughter, Chloe • ... ·� :· (,I�-....::��\<\�... . . . . ,· There is always time for politics. Here state representative Donna Kim and Dave Peters, special assistant to Sen. Daniel Inouye (D-Hawaii), take time to visit. J' ,,,,.,....,. .. .,. . . < ,,,._ . , ,'; � . . � SIU Secretary Joe DiGiorgio waves to the crowd after being introduced by the day's emcee, Field Rep Joe Corrigan. Here SIU Rep Tum Fay, who has supervised several Union building projects during the past few years, and Union President Frank Drozak chat with the Honolulu ball's architects, Henry Lukele and Lloyd Sweda. More t:fum 300 people attended the dedJcation of the new Union ball. 24 I LOG I November 1 985 ·· _ _______:..._" '- · - ------- ·- ---------- � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1985 Description An account of the resource Headlines: SIU BACKS FARM BILL AGREEMENT IN SENATE NEW EFFORTS TO BOOST MERCHANT MARINE INTRODUCED COURT UPHOLDS MILITARY CARGO PREFERENCE LAW SO MANY SACRIFICES--SO LITTLE RESPECT ONCE WAS ENOUGH UNIONS TAKE SONAT PROTEST TO WALL STREET LIKE BOATMEN OF OLD, SIU SAILS THE ERIE CANAL CHEMICAL DEPENDENCY THE SEAFARERS HARRY LUNDEBERG SCHOOLOF SEAMANSHIP SEALIFT TRAINING COORDINATOR TRAVELS NEAR AND FAR TO INSTITUTE AND MAINTAIN MILITARY CONTRACT TRAINING PROGRAMS DROZAK SLAMS "FREE TRADE" CALLS FOR NATIONAL MARITIME POLICY IN THE PORTS OF WASHINGTON: THE SIU IN SEATTLE AND TACOMA SEAFARERS BEGIN PREFERRED PROVIDER PROGRAM VIRGINIA MASON MEDICAL CENTER SEAFARERS PREFERRED PROVIDER HOSPITAL IN SEATTLE, WASHINGTON BETTER SERVICE IN STORE FOR HAWAIIAN MEMBERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1985 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 47, No. 11 1985 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/0babafa7c4a60335085b52a26ce48315.pdf 105e6606a1d2cd7607d86801dd06d1f1 PDF Text Text ·Cargo Preference SurviVes •dne• �· • A!leetlc:, Gtdl, i.e.-� ...... .. . . ·:-: . •' ;. 1r." ,, ' .. ·· . .. . · 6itt9r Oebate Precect es Vote;· But SlU Musters Roundin Farm BUI Fight 1ropps to Win ·. .· .. . ·. · 1ie� battl�ground was the: ft�� of the IJou se of Representatives. Tt,ie weai'on was the House version of the 1985 Farm Bill. The stake�were cargo pteference. And when ·the debris 6f · . -�!: ! 1, " • . · . houi-S=iong debate was finally cleared, all anti-cargo preference amendments .. were defeated. The resuU · means thaf:Skafarers can ' count on . their rightfu l share of government-impelled cargo and the jobs and job security that go along .. with it. The floor fight over the cargo pref� erence issues was the culmination of a year-long effort by anti-maritime; . . agribusiness intere t to trip the U.S. · ·.· m rcruint marine of a vital t; gov­ · , ernment cargo, one of the few govern­ ment upport program I ft lo the U. merchant tfeer. ym o. , •.. ' '' .. ,,--·�:· ' .. · .. . -� � 7_ ,.! i,� . ·�·· y the past several month top� tile . · anti-merchant marine forces dead 'in . the water.'.. . : •·Theiobbyil.g;.ef(.t;.rthitlts peak when. mo� Jhan ��l.Jru n� �e$entativ� · . and upgraders spent:tw.O day,$ in��· . ·<N."·,<!\i'Y<:·., sonal 'lobbying efforts throughout the House offices and hallways (see s�ory ·: pages 16and.17). .. . ·:· . . ··: .. · As a result of the efforts by the A group of Seattle Seafarer's; led by Field Rep� Rich Berbwit:z, were abje to. �bby first-term Rep. J. Miller (R-W��) as MOier m8de Union, its member hii> :'ifud ·its allies, his way to the House floor for a vote. Later in the. week he thtew hb �port to the SIU aml' voted .&gidnst the antkargo preference amendments. The lobbying.::,team included Greg TuylOr, John Smith, Mikt? O'Counor, Larry Cline and Glen Christensen. (Contimied·oa•Page 3�) ,. 1: J . t �.. · \, · · Sonat Pickets Hit: the Streets Inside: ,, New Marad Chief Nominated , -· , MEBA's - Calhoon · Retires ., Page 4 ... Page 4 ,\ J ! , Towboat Board Meets at SHLSS Page . . SHLSS I ·, ; ., 6 News Pages ·, 9�14 ; ,' : SPAD-Politics Is Power Page 1 5 ;{ Hog lslandf!JrS Revisited Page 22 � Inland Tug and·Tow · · . · News . . · _ Pages 23-25 ;' J ·" i�'.· ; '· .I fi For more than a year Sonat Marine has refused to bSrgain with the SIU .over the status of captams, mates and· e captains. Se8farers around the East Coast have set up informational pickets at mil'1y places where Sonat does btisiness. Here (left to right) OS Pat Walsh, Rep. Bob Hau and Philadelphia Port Agent Dave Heindel picket an ARCO refinery in Philadelphia� · � ' ' ·'· i fI : f. t � t i i ' I i, "" ' I({ "' ... �·� ·� ' President's Report by "- �: ·� .' Frank Drozak I, �i.. The victory in the House cargo preference fight earlier this month gave me a lot of satisfaction. First it was good to see that a majority of the representatives did. not buy the trash being peddled that cargo preference kills children· and bank­ rupts farmers. That made me hot. We'll fight anybody, anytime; but baldfaced lies we can do witho.ut. The aspect of the fight that gives me the most satisfaction is what you, the inen and women of the SIU did. We had Seafarers from around the country trooping through the halls of Congress, lobbying representatives, passing out infor­ mation and making their presence known. They made a difference. But the people who dido't come. to Washington made a difference, too. SPAD has made it possible for small unions like ours to be }�. ··- r h 1 !Ii. · ' l ��' !�-. ;� . \-- ·-. .,_»· .. .... ,_ I �· _ able to reach out and save this industry from disaster this time. Every $.50 mounts up, arid when that mounts up so can our troops. SPAD is the best insurance you can buy because it offers you pro­ tection in Washington where so much of our future lies. It is here where decisions on such things as Alaskan oil, CDS buyouts, military work, the.Jones Act and dozens of other issues are decided. The SIU is there, and you are there tbi:ough YOUf contnb'titfon· to'· J_>AD.· ' This farm. bill victory 1s the result of all our work, it belongs to the complete membership. · • • • I know some of you out there are trying to decide whether to throw in on our new military ships. The decision is yours to make; but keep in mind, those ships are the biggest game around. We have done our best to make them better. The new A-seniority program on some of the ships means a Seafarer can advance to A-seniority faster than normal. That should certainly be an incentive for a lot of B-book members. If you ship regular on those military vessels, you could earn those 730 days in three or four years (see story page 5). The new engineer's program on the T-AGOS vessels means a ca­ reer as a licensed officer is avail­ able to those of you who want it, and want to work at it. This pro­ gram is a fine opportunity for peo­ ple who want to improve them­ selves. The SIU's Finance Committee met this month at HeadqWlrters. SIU Secretary Joe DiGiorgio and Controller Phil Burlant go over some items. The committee includes William Lovett, cluef steward; John Gibbons, chief steward; David T. Manzanet, AB; Cal James, committee chairman; William "Flat-top" KoOowitch, QMED; Charlie Mann, AB and Lawrence Whitfield, chief cook. "This farm bill victory is the result of all our work, it belongs to th� complete membership." ; � As I'm sure. you know, the SH S h . bCen offering everal course to help you - upgrading ·qualify for work on the military ships. The skills you can learn at the school are just the ticket you need to make sure you can fill those jobs and get your seatime, not to mention paying your bills. These programs, I believe, typ­ ify how the SIU is trying to help you out. We are notjust concerned that Seafarers get a job, we are concerned that Seafarers can ad­ vance themselves, pick up some education, learn new skills and tum seafaring into a career, not just ajob. I urge you to take advantage of what we have to offer you. It can only help. LOG SIU upgraders had a chance to visit Capitol Hill this month and see Congress in action. They are Tom Brooks, Brian Fountain, John O'Shaughnessy, Steve Yursha, Michael Harrell, John McLaurin, Daryl Nelson, Joni Dell'Olio, Mike Schmidt and SIU lobbyist Liz DeMato. Official Publication of !he Seafarers International Union of Inland Waters District, North America, Alfantic, GuH, Lakes and AFL·CIO October 1985 Executive Board Frank Drozak Joe DIGlorglo Secretary Angus "Red" Campbell Vice President Charles Svenson Editor ·\·. Joe Sacco Vice President Mike Hall Managing Editor {''. . Ray Bourdlua Assistant Editor Max Hall Assistant Editor Lynnette Marshall Assistant Editor/Photos 2 I LOG I October 1 985 Deborah Greene Assistant Editor Vol. 47, No. 10 President Ed Turner Executive Vice President Mike Sacco Vice President George McCartney Vice President 1 Leon Hall Vice President Roy A. Mercer V'ice 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. �Cargo Preference Survives Farm Bill Fight (Continued From Page 1.) the anti-merchant marine forces were defeated 245 to 1 79 and 269 to 1 5 1 on the two votes which covered the amendments to the farm bill. Many of the amendments to the farm bill covered the same ground. Basi­ cally they would have exempted all of the government's food export pro­ grams, including P.L. 480 shipments, from any sort of cargo preference requirements. Others would have transferred the funding for cargo pref­ erence from the Agriculture Depart­ ment to either the Department of De­ fense or the Maritime Administration. "It was time to circle the wagons. These people who wanted to strip cargo preference from the nation's laws have been hard-headed and stub­ born for the past year or more," said SIU President Frank Drozak. Drozak noted that the U.S. maritime industry's claims to these export cargoes has been upheld legislatively and in the courts during the past three decades . "Since this thing started, the merchant marine has been _accused of starving African famine victims, of being a major culprit in the nation's budget deficit and of forcing farmers off their land and into the poorhouse. I'm glad we were able to convince a large majority of the House members that those charges just weren't true. These cargo. prefe_rence.Jaw ·· are a,_ •• sP'iall.pricc: t PaY to keep U. ftag - ship .. sai.ij:ng; . • Droz.alt aid. Fiercest Fighting Ever agricultural indu try, including the De­ partment of Agriculture (USDA), have been going on for years. But this past year marked some of the fiercest and most bitter fighting ever. In February, a U.S. District Court judge ruled that cargo preference laws applied to a government program called Blended Credit. The program was a combination of federal loan guarantees and financing to help other countries purchase American grain. The USDA refused to use U.S.-ftag ships for any of the sales. The judge, June L. Green, read the Cargo Preference Act of 1954, which states that any time the government is financially involved in commodity sales, half of what is exported must sail U.S. She agreed, and the wheat hit the fan. USDA Secretary John Block can­ celled $500 million in Blended Credit sales. Large agribusiness opened its pocketbooks, rolled its printing presses and unleashed its public relations people. Here's a sample. ''Agriculture is currently under the threat of blackmail by the maritime industry." National Commission on Trade and Export Policy. "This policy [cargo preference] has had the effect of putting the cost of supporting the merchant marine on the backs of American farmers." Rep. Virginia Smith (R-Neb.) "Cargo preference makes a victim of the African child as surely as it does the farm producer." Rep. Jim Leach (R-Iowa) · "Cargo preference has in reality ripped off millions of dollar.s from the federal government [and] diverted food from the mouths of thousands of starv­ ing and malnourished people . . . . If this amendment is defeated, then Con­ gress will have planted a knife in the backs of our farmers, hungry people in Africa and the American taxpayer.'' Rep. Douglas K. Bereuter (R-Neb.) Those were the - kinds of distortions the maritime lobby had to fight. Even in the middle of those unfounded at­ tacks, the industry, led by the SIU, was able to forge a compromise with many farm groups (see August LOG). Those groups were made up of real live farmers, not big city agribusiness executives. Even the compromise was attacked. AFL-CIO Gives Support The time leading up to the debate on the farm bill gave the SIU a chance to _muster its forces and line up its allies. AFL-CIO President Lane Kirkland jumped into the battle with a letter to each House member. "The U.S. merchant fleet has long been a victim of tough foreign competition and uncertain governmental policy. Cargo preference is one of the few federal programs that supports the industry to the benefit of all America. In the interests of American jobs arid national security, cargo preference and . th tJ ;S. ft et de crve Ame rica's con- tinucd upport," he wrote. Fact b eets and briefing paper from the SIU _and other_ maritime · groups found their way i nto the hand of representative that cargo preference applied to only 2 perc. nt of America's farm exports. They told_ of the dra­ matic drop in the cost of U.S. ships, some 41 percent during the past three years. The floor debate was the place, however, where maritime's allies and supporters finally got a chance to lam­ bast some of the opponents, a chance to set the record straight. Here's What They Said "The Secretary of Agriculture has in effect deprived the - farmers of $450 million worth of sales of agricultural products so the maritime interests do not get the cargo preference which amounts to some $40 to $50 million. So I do not see how this is helping the farmer . It seems to me he is shooting the farmer in the foot," said Rep� Norman Lent (R.-N.Y.). "The truth of the matter is that the restriction of cargo preference will have a devastating impact on every sector of the American maritime industry and on our defellSe capability, but will not provide any meaningfui benefit to the American - farmer," said Rep. Glenn Anderson {D·Calif�). "Let's be hone5t about federal sub­ sidies. Our agricultural sector receives an estimated $18 to $20 billion per year in direct federal subsidies. By compar­ ison, our maritime sector receives roughly $500 to $600 million in govern­ ment assistance, about 2 percent of the subsidies given to farmers," said Rep. Don Bonker (D·Wash.). "The gentlewoman from Nebraska • • • Not every representative was swayed. Here Brian Folkerts, legislative assistant to Rep. Lynn Martin (R-Ill.) explains to a group of Seafarers that 60 percent of Martin's district is agricultural aitd _that Martin was committed to support the anti-cargo preference amendments. The group includes Illinois Field Rep. Bonnie Heraty, and Seafarers Bryan Iversen, Bob Layko,. and � Raji. was talking about how much more food could have been taken to the hungry in Ethiopia. Very true, but if we had bought the food in Argentina, we could have fed even that many more people," Rep. Helen Bentley (R-Md.). "The same people who killed that compromise have about as much in common - ·with the·. American -fanner as 1.ne � SplCek Mei 1 - - , Lange. I have with me wire lel'Vice storieS about of multinational ·· ; _ · _ Argentµie red ·wheat for import into the United States Who's kidding whom. Sayfug that these people represent the American farmer is like saying that Toyota represents the American autoworkers," said Gene Synder (RKy). "Secretary Block has halted the entil'e progr8D) (blt�nded creditJ, but that · -� 1..et ..... eo...p1y wttb the law and die pr'Oll'UI will_fit_ fortbcoll)lng. ,action was abitrai'y · and capricious?' said Rep. Matjo Biaggi . • • • {D- • J98S, this boolter of American cutture proposed to buy 25, funs of _ . More on Pension Buy Here are some of the questions that have been asked about the new Sea­ farers Early Normal Lump Sum Buy Out Pension. • When does a Seafarer's medical coverage terminate under the "Buy · Out" Plan? Medical coverage c� oo the date the application for the buy-out is approved. • Will a wage-related calculation be made and taken into account when computing the lump sum figure? No. The basic early normal· calcu­ lations which include the increments and sulJplements, if the· employee is eligible- for them, · will be used to compute the lump sum payment The wage related calculation will not be made. • What does a "Certificate of Good Health" mean? All that is required is either .a Clinic C ard from a Seafarers Welfare Plan Clinic, or a letter from a private doctor stating that the employee is in good health for his or her age. • How is the $ 1 00 per month an­ nuity affected by the joint and survivor benefit? H the employee and his or her spouse do not choose to reject the joint and survivor benefit, the $100 per month will be actuarially reduced in the •. Out same manne r that regular monthly pension benefits are handled, and a benefit in the amount of SO percent of the reduced benefit. will become payable to the Spouse of the_ employee upon the death of the employee. H the employee and spouse choose not to receive the monthly annuity in the form of a joint and survivor benefit, the full $100 per month will be payable in addition to the Lump Sum Benefit. The procedure to be followed in making this election is spelled out on the appli­ cation form. • Can a current pensioner apply for a lump sum payment, thereby chang­ ing the current method of payment of his .pension benefits? No. The Lump Sum Benefit is only available for those employees· who retire on or after Oct; 1, 1985. • Is the buy out program available to pensioners? ' No. The buyout program is restricted to active employees of the deepsea and Great Lakes employers. /' If you have any questions about the Lump Sum Buy Out Pension, write to Carolyn Gen­ tile, Special Counsel, 675 Fourth Ave., Brooklyn, N.Y. 11232, or call (718) 499-6600. October 1 985 I LOG I 3 ,...... . �I. Ex�SIU Canadian Chief, Former SIU of Canada chieftain "As the SIU began taking over the (1949-1964) Harold '�Hal" Chamber- · ships according to th� agreement, the lain Banks, 76, died <)f heart dise ase _CSU called a strike in March 1949. in St. Mary's Hospital·; .San Francisco . AbQut: 80 ships w¥re atyected, for the on Sept. 24. Canadians at tfuit :time 'still had a SUP officials in San Francisco said sizable deepsea fleet. The �trike spread Brother Banks slipped into a coma as far as G��at Sritain; Em:ope, Austhat weekend after being hospitalized traiia .and New Zealand as left-wing for two weeks. He had joined the SUP longshore m1ions were brought into there in 1941 sailing as an AB and the beef in support of the CSU. working as an organizer for therri in "The famoas 'Battle of Halifax' the 1940s. erupted .on April 8, 1949, when some Seafarer Banks, a native Of Water. 300':SIU 'and CSU ·�en came together loo,' Iowa, was sent by the late SIU in a herut�u ting conftontation on the President Harry Lundeberg to Monwat�tfront there with a number being treal, Canada in January 1949 when hurt by shotgun blasts, , 'bricks, rocks, Canadian steamship companies asked bottles and othermissiles. There were him to form a Canadian affi.liate to waterfront battles in oth�r ports, too, counteract the strong, Communistas the· SIU bo'arded its ships and fuldominated Canadian Seaman's Union fi lled its contract with the shipping (CSU). . · According to author John Gorley ... Jederation� Bunke r (''Liberty Shlps: the Ugly ''T he SllJ finally p ev.ailed and the Ducklings of World War 11"),writing CSU faded away (in 1950) in what one in the Seafarers LOG in ·198 l: writer called 'one of the worst defeats ·When the contract between the to .be suffered by communism in North Canadian Shipping Federation (CSF) America.' " which included most of the Canadian operators, and the CSU expired, the Following the·end of the honeymoon federation signed contracts with the in the 1950s with the Canadian gov­ new SIU. . ernment, maritime labor unions and Hal C. Banks, 76, shipowners, Ottawa set up a govern­ ment-run trusteeship to run the mari­ time unions subsequently ousting Banks as president of the 15,000-member SIU of Canada in 1964. · · ) \ . . · . � \ ;. L ! . J '' · · · 2 Gaughan Named MARAD\ Head President Reagan nominated John Gaughan, 38, deputy assistant secre­ tary for Governmental Affairs in the U.S. Department of Transportation (DOT) to be head of MARAD:. onSept. . 19. Thej>0st h been vacarit since June · t·\vben; retifed Adnl� liarold E. Slie ar · resigned. · · The U.S. ·senate Commerce Com­ mittee will ha".e to confirm the nomination expected next month. . Gaughan was also, director of Ex- . ternal ·Affairs for MARAD. A Washington, D.C. native, Gaughan joined DOT in 1981 as a congressional relations officer form�time and U.S. Coast Guard programs. Previously, he was an attorney for the Federal Mari­ time Commission. He is a 1970 Coast Guard graduate serving nine years on active duty com­ manding the cutter Point Martin. He also has a Doctor of Laws degree from the University of Maryland. �� -� · '' i•; ·� ' \ ·, '. . Surviving is his daughter, Sylvia Mary Almasri of San Francisco. "He was a legend," declared SIU Secretary Joe DiGiorgio. who added; "Probably few people today under­ stand or know of the contribution made by Hal Banks to democratic unionism · and to Canadian. national security. He successfully led the bitter struggle to oust the Communist Party:­ controlled Canadian Seamen's Union from ttie Canadian waterfront. As di­ rector of the . Seafarers lnternatfonal Union of Canada, Banks enabled. Ca­ nadian shipping and Canadiin sea­ men's jobs to be free from the dictates of the Canadian Seamen's Union whlch was part of the network controlled by the post-war international Communist . Party apparatus.•• · · · · · Hal C. Baliks Calhoon Retires, DeFries Takes Over MEBA Post pre fowing . the u . n.ex . pe�ted · retire�eq.t of . Jesse M.'Cathoon. . · . · DeFries.tQOk over:. the union's Dis. trict 1-Padfic Coast District iri Jan'uary and prior to that h.�ld. several offices . .. .. . withln MEBA. "I've known Gene for many years, and I believe we can work together. We're going to have to because the entire maritime industry, not just the SIU or MEBA or the .NMU, but all of us face tremendous problems. It's time to solve them," said SIU Presi­ dent Frank Drozak. · · ' ' • · j He then returned to San Francisco to run a water taxi business until hls death. C.'.E. (Gene) De rie wa elec.ted . nt of Marine Enli · ficial A ociati n early thi month (i 1- . ·. ·� John Gaughan Greek Captain Gets 10 Years . A Greek freighter captain convicted of forcing 11 African. stowaways 10 years in prison last to overboard into shark-infested waters, was sentenced . . month. {See September LOG.) . . The captain and 10 other crewmen were charged with felonies which could have c0$t them 20 years each in jail. Sbortly before the triil ended, hpwever, they pleaded guilty to misdemeanor charg�s' of endangering the lives oft.he 11 victims. The incident happened off the coast of Somali.alast year. The stowaways were forced overboard at gunpoint about four to eight miles off the coast. The area is notorious for its shark-infested waters. One crewman was acquitted of the charges. The first mate was sentenced to 44 months in jail and the bosun to 31 months. In Greece the prosecution may appeal a sentence; the chlef district attomey said he plans to appeal because the sentences are too lenient. Koreans Agree to Use· U.S.-Flag Ships All military equipment purchased by the Korean government from the U.S. . will be shipped on American vessels until a 50,000 ton deficit is made up. The Koreans, under several agreements with the U.S., have obligations to 4 I LOG I October 1 985 Dies- C .E. (Gene) DeFries · '.'i . .·:. ):; act Along with Drozak, Calhoon h become a familiar figure on CapitO.t• Hill in recent years. The two meo: were on different sides of various. i,Sj sues many times. "Jesse and I disagreed in many areas. But I think we both have tb¢ same goal, a healthy m�rchant fleet:iJ wish Jesse luck in his retirement.!�� Otozak said. :; Calhoon is 62-years-old. · Jesse M. Calhoon use American-flag ships for portions of their military purchases. Quring th¢;; past eight years, the shortfall grew and reached about 80,000 tons. The.Maritim¢;; Administration was willing to settle for the 50,000 ton figure. ; Rep. Helen Delich Bentley (R-Md.) brought the situation to light an�j requested that the Korean government use U.S.-ftag ships to make up the;: deficit. · · ·; �T-AGOS Opportunities for Seafarers With Licenses A new job classification aboard the SIU's T-AGOS vessels could help Seafarers with third assistant engineer diesel unlimited licenses upgrade those licenses in a shorter than normal time and move into licensed positions on those vessels. The new slot on those vessels will be third assistant engineer/QMED po­ sitions. Those positions can be filled by SIU members who also carry third assistant engineer diesel unlimited li­ censes currently. Under the rules of the new program, which applies only to the T-AGOS vessels, a Seafarer with a third assist­ ant engineer's license, but with no seatirne on that license, could advance to T-AGOS chief engineer in three years. But that license would be lim­ ited to only the T-AGOS vessels. However, half of that seatime could be applied to the requirements for an unlimited chief engineer's license. The appropriate Coast Guard examina­ tions must be passed for an unlimited license also. Forexarnple a third assistant/QMED who sails in that job for two years can move up to T-AGOS limited first as­ sistant license. Then sailing for a year on the first's license, he or she may move up to a T-AGOS chief engineer's license. But the applicable portions of the second engineer's unlimited li­ cense exam must be taken. If a Seafarer sails aboard a T-AGOS vessel as third assistant/QMED, he or she will gain membership in MEBA2 and will also sail as an officer with the privileges and responsibilities, in­ cluding posting their license and wear­ ing khakis. For more information on this pro­ gram contact your port agent or Head­ quarters' Frank Paladino. I T-AGOS Contender Pays Off I Here's more of the crew of the Contender; (I. to r.) AB Al Lautennilch, AB Bob Wassnik, OS George Apo, OS Rocky DelaMerced, (kneeling) QMED Donald Struthers and AB Gerald Durham. · New Program Can Speed A-Book 8-book the eafarer AB for the military hip . The 7 0-day eatime requirem nt may arned w ith ut tandaro, other word 730 r uch if a eig ht y cafarer earn Keystou StaU, tender, MV Cormorant, SS ChalJIJhooche, ern Cros a . In th day in 3'h year , then A- e ­ ni rity will be granted. The hi p which the new pr gram ppl i e to are: The U Bellalrix, U N Algol, USNS Capella, U 'N; Alllans, S time earned by b regar d to a Lim , Con­ lab&a SS odaw<q SS SouJh- Slolwort, MV Con- B-book member elected pri r 10 hipping a oard the ve el will not c unt toward the 730-day requir; me n t e tabli hed by S.S. Titanic Memorial Sought · A bill which would declare the site of the Titanic's wreckage a maritime memorial and prevent tampering with the wreckage or the site until an international agreement is reached, was introduced in the House last month. Rep. Walter Jones (D-N .C.), who introduced the bill, said, "The significance of the Titanic transcends national borders . . . and, at long last, survivors and the family and friends of those who perished on the Titanic can now perhaps put one final issue to rest." Standby Chief COOk Jerry Magno and Chief Steward/Baker Maxine Peterson are caught in the sparkling g�y 9rt�e ..Cf!n!e1Ukr. . . . . . 2nd Seafarer Buried at Seafaters Haven Seafarers from the Harry Lunde­ berg School at Piney Point bowed their heads in solemn prayer during a morn­ ing burial service at the SIU cemetery, Seafarers Haven, for Seafarer Bella Szupp last month. Though most had never met him, Seafarers placed flow­ ers next to his casket. Brother Siupp, 60, died Sept. 2, 1985. Before the clear running waters of the St. Georges·· Creek, he was honored among friends. and· honor.ed too as the second seaman to be buried in Seafarers H<.tven. " As a young man, Szupp had endured a treacherous escape from his native Hungary to the United States. He sailed entry level in every department on ship from 1961 when he became a member of the Seafarers International Union. "Bella's exuberant personality and his congenial attitude made him an · f 1 !. i '· f f I i excellent shipmate, watch partner and friend," Ken Conklin, SHLSS com­ . mandant said in a eulogy. In Baltimore retirees remembered Szupp. During his retirement on dis­ ability pension, from 1983 , he lived in an apartment across the street from the hall. He frequently arrived at the hall for a game of cards with fellow pensioners. And days when he did not go to the hall, Szupp would sit outside on his porch and greet passersby, Port Agent Al Raymond said. Szupp also . would care for stray dogs in the neigh­ borhood around the hall. The grass has filled in over the spot where Szupp is buried. Because Szupp has no surviving relatives, Seafarers passing through the Lundeberg School will be the ones to put flowers on his grave. A few feet away former SHLSS Vice President Frank Mongelli rests in peace. Seafarers and frieods pay last respects 'to Bella Szupp who is the second Seafarer to be buried at the SIU cemetery. October 1 985 I LOG I 5 �Towboat.Advisory Board Meets 1f �· ·.� �('. ' q . . ; ' [r Toget�er, Inland HE T nation's inland waterWa.ys "are vital transportation arteries and will stay in business. despite the dis­ tress'' the industry is suffering right now, Bill Creelman, Marad's chief deputy for inland and Great Lakes told the more than 70 people gathered for the arinual Towboat Advisory Board meeting early this month. . The day-long gathering ai SHLSS covered such areas as what the SIU and the SHLSS can offer to the inland waterways industry, some of the rea­ sons for the decline in the industry, what the government plans to do, new work (including military contracts) and legislative issues. The Towboat Advisory Board is made up of industry, government and Union representatives. The meeting gives the group a forum in which to discuss the problems and needs of the industry. It allows for an exchapge of ideas by both Union and management. · Industry Can Solve Its Problems "We're here becatise we need your input. We are trying to give you the best we can and want you to be able to take advantage of what is here. We've just got to keep this industry alive," SIU President Frank Drozak said. Creelman gave the day's major presentation as he discussed some of the reasons for the shrinking inland industry and what could be done to put itbac� 011 its feet. Before joining Matad; Creelman spent 34 years as an executive. with National Marine. He said that. two of the major rea­ sons for a depressed inland industry are overcapacity (too much equip­ ment) and the decline of the nation's industrial and agricultural economy, . two of the major users of inland trans­ portation. Representatives from the Army, Navy, Air Force and Coast Guard explained the various new programs stressed that as the industry's needs change, the SHLSS must be kept in­ formed so the school can continue to tum out students who fill the require­ ments. "Out product is manpower, and it's meetings like these that help us learn whai the industry needs," said John Mason, dean of education. Mason said that one of the goals of the school is to tum out graduates of the various upgrading courses with practical as well as classroom expe­ rience. "You're not getting somebody from us who'll quote a test· answer, but somebody who knows what to do," he said. That is one of the reasons for the school's new ship simulator. The mas­ sive computer-controlled simulator can give a student a chance . to control a deepsea or inland vessel. The impres­ sive display can be used to create just about any situation a Seafarer or Boat.. ,man could run into on the water. In addition to educating members for their particular jobs, the school also tries to help members with their non-working lives. That's why the SIU has begiln a drug abuse rehabilitation program to go along with the success­ ful Alcoholic Rehabilitation Center. Rick Reisman, director of the sub­ stance abuse program, told the board that it was time for the industry and the Union to clamp down on drug abuse and to help the victims of such abuse. JO "One out to . many peopl h I r drug . work for your company? Figure out how many have a problem," he said. It's time for you to let it be known that drug or alcohol 'abuse on the boats won't be tolerated. Let it be known they have a choice. Either find new employment or get treatment, and we offer that treatment," Reisman said. (Continued on Page 7.) SHLSS Commandant Ken Conklin wel­ comes the 70 Towboat Advisory Board mem­ bers to the annual meeting . t � Coast Gnard Capt. D. A. Naus eXplalns plans the Coast Guard 1s·stodyiilg to contract out some services the civilian sector. Army Lt. Col. Roy Schaibel (left) was part of a panel diseusslo�. on military wm:� for the inland industry. SIU Vice President Leon Hall (right) Hstem. · SHLSS Dean-Of Education John Mason tells the Board, "Our product is.manpower, and it's meetings like these that help us learn what the industry needs." which will call for the services to contract for tug and tow transporta­ tion. The military has discovered that civilian contract crews and ships can be counted on. Even the Air Force is getting into the act. 'Tm like the new kid on the block, the closest thing to an admiral in the Air Force," said Lt. Col. John Reidy. He explained that the Air Force does operate several types of ships and is looking into the possibility of civilian operation of those vessels. The Transportation Institute's Tom Allegretti told the Advisory Board about several of the legislative ·and regula­ tory issues the iitd'1.stry faces and what has been done abQIJt them. Several of the issues include: Coast Guard and port user fees, weakening of the Jones Act, OSHA inspections of towing ves­ sels, pilotage on tank barges and �atch­ standing requirements for uninspect­ ed vessels .. SHLSS officials spent. the morning sessions explaining to the board the various programs the school has to offer which help make SIU Boatmen the most qualified on the Lakes and rivers. The instructors and officials Navy Capt. Robert Kesteloot, of the Office of the Chief of Naval Operations, chats with SIU upgrader John Kearny during a break in the meeting. 6 I LOG I October 1 985 ---- - ------·- ·- ---- --- --- --·· - ----· -- ------ -- --- . �Towboat (Continued from Page 6.) Other areas covered during the day included manpower requirements, adult education and various vocational courses. I r' · ' ' ' Bill Creelman, deputy administrator fo� inland waterways and Great Lakes, explains some of the reasons for the decline in the inland industry, including economic hard­ times for the agriculture and heavy indus­ tries, two big users of inland transportation. The SHLSS' new ship simulator was one of the more pop�lar parts . of the day-long Board meeting. Here Steve Bargas of Ship Analytics, the company which designed and built the simulator, explains how it operates to group of Board members. First Aid for Choking-It Can Save a Life-Yours By Phillip L. Polakoff, M.D. Director, Western Institute for Occupational/Environmental Sciences Choking is a frightening experience , both for the victim and those observing it. Let' s say you're eating with a group of friends on your lunch break , or at a restaurant, even at home. One of the group tries to swallow a badly chewed lump of food. It gets caught in the throat, re ulting in total obstruc� tion·:· · , · . , ""·'": ·., . .. Suddenly, the struggling victim is quite silent, unable to cough or speak . ��-··· wbistw·"aa ' the windpipe . . · Knowing what to do and ....111S. .. MUi1U moving in y doing · it quickly in such a situation can save a life . Your first response should b e what is colmnonly · called the Heimlich Ma­ neuver-or abdominal thrust . Here' s how t o d o it: If the patient is standing or sitting, wrap your arms around his or her waist from behind. Make a fist with one hand and put the thumb edge at the bottom of the rib cage somewhere 9etween the navel and the lower ribs. Clutch the fist with your other hand, then thrust hard inward and upward. The hard thrust on the upper ab­ domen may give a popgun result, forc­ ing air out of the lungs up the windpipe to propel the obstruction up and out: One thruscmay �o the trick . Jf not� . ' do it again. 1,'he maneu ver c� be don repeatedly,' if nece ary. If the patient is lying down, the abdominal thrust can still be used. . ... · ., try' · to ted or Landing. Get him quickly on ' hi . bac�. K nee l a tride hi hip ,. facing him. With t{fo heel of one hand stbone and cov­ placed below his b ered by the other ha!ld , again press hard and thrust towar(l�he throat . If the patient vomits lifter this pro­ cedure , immediately turn him on one side and clear his mouth. After the rescue, it' s a good idea to � · Visiting New Orleans During a visit to New Orleans, Recertified Bosun "Dulce" Duet and Steward Bernie Guarino take some time in the haU to go over the Seafarers LOG. · · the American Red Cro and the American Heart A iation have , recommended and taught slaps For year , on the back as.,,.the fiist step in emer· Dr. gency assis nee ' for cho�ilig. ' . . - blOw . . · certain to be made final. It calls for the back blows to be dropped and the Heimlich Maneuver, which will be called by its generic name, the " ab­ dominal thrust ," to remain as the sin­ gle recommended first aid for life­ threatening choking. Prevention is still the best means for lowering choking deaths. As the Life Extension Digest reported re­ l - -:._ :.-.�·:·=:.-:��=--- ..- c ntly, h 're • how e pe rts cauti n on choking: . Eiit lowly. Chew thoroughly : Hyon wear dentures, be doubly careful: Solid pieces of meat are the bigge .t culprits · in y bloc buc ve been known to choke to death on a ingle uocbewed pean:ut. • · · food or and may cau piece of me fi reign body to lodge more firmly in the throat. The dispute, which grew bitter over the years , apparently has been re­ solved . An annual conference of the American Heart Association, held in Dallas , issued a preliminary recom­ mendation which both the association and the Red Cross said was virtually . If you s tart to choke, do not leave the table . Hold your throat and indi­ cate you need help. If you go off alone , the experts say, your chances of sur­ vival are slim. And they have a final piece of ad­ vice: Heavy drinking of alcohol and eating is like drinking and driving. The Atlantic Spirit SIU Patrolman Nick Celona (left) poses with some · of th e crew o f the Atlantic Spirit (Puerto Rico Marine) when she was berthed in New Orleans. With Celona are (I. to r.) Bosun Steven Coker, OS Michael Warren and AB Randolph Archer. October 1 985 I LOG' I 7 l 1:.-:._·�:_ get medical advice to make sure there is no internal damage from the thrust­ ing. This is rare , but it could happen� The risk can be minimized by the correct positioning of the hands . The Heimlich Maneuver, named af. ter its developer, Dr. Henry Heimlich, is becoming the single recommended treatment of choice for a choking vietim. i} �Area Vice Presidents' Report \. 1 training facilities at Piney Point, and have tried to work closely with the owners of companies to secure legis­ lation that will help the industry. Oc­ casionally a company like National Marine will come along that will break the trust that we have tried to develop. While we have made the resolution of the NationaJ Marine. impasse a top priority, we are still working to im­ prove conditions for our other mem­ bers . We recently wrapped up nego­ tiations with Energy Ammonia Transportation Company. · '� Govemment Services · by V. P. Buck Mercer W e will be sending a business agent to Diego Garcia. Ra1eigh Minix , who has serviced the Subic Bay area so well, will be heading on towards the Indian Ocean sometime in November. We are talking with the MSC about having them pick up transportation costs to such places as Diego Garcia. More on this in my upcoming columns. The MSC has hired people to work on a temporary basis on those vessels affected by the recent decision to ap­ ply the Service Contract Act to some vessels that have been contn�cted out to the private sector. We are not sure if we can get these vesseis on a full­ time basis ; but we are keeping our fingers crossed. This will be a good chance for us to pick up more jobs and better pay for our members . West Coast by V.P. George McCartney · r-1 : )!, , ,,/ �. . W e have been active in the local races in Seattle for city councilman and mayor. In addition, our good friend Thomas Bradley , mayor of Los Angeles, was unopposed in his bid to become the Democratic nomi­ nee for governor of California. Bradley has been a strong supporter of the American-flag merchant marine , as well as the fishing and canning industries, b th ofwhich have expe- ·"'rien� sCtjou T Gulf Coast by V.P. Joe Sacco he big news down in the Gulf is National Marine, which has tried to lay off 150 of its workers . National Marine has been taken over by Towboat Operations Department of Compass Marine Propulsion, Inc. We intend to bring the matter to court because as far as we are concerned it is not a legitimate saJe. For the past several years , the tug and barge industry has been in a tur­ moil. The latest move by NationaJ Marine is just the latest in a series of events which have upset the rules under which labor and management operated for many years. The Union is trying to make sure that we can compete in this new en­ vironment. Last month at Piney Point, . we held a Towboat Advisory B oard' meeting which was attended by rep­ resentatives from- the SIU , several . towboat companies, the military a ·' the government. We discussed the issues that are changing the face of the tug and barge industry, and the things that this Union and its membership can do to make sure that we can continue to play an important part in this vital industry in the years to c-0me. We have continuously upgraded our · cicclinCS · �.n y . ,,Many.maritime re tat� industries on · the We�t Coast have' not been doing well. The Tacoma Boat sliipyard has flied for bankruptcy . Seven tankers have been laid up in Swann . Island . We crewed up the Overseas Boston, which had been laid up in Seattle for two weeks. The Gem State, a crane ship, was temporarily laid up in the Birmingham, Wash. Naval Shipyard . We have been waiting for EPA ap­ proval for incinerator vessels that will help this co untry dispose of its toxic waste material . We have reason to believe that the EPA will approve those vessels . We have been forging ties with other labor unions . We helped the Lab�rers Union man a picket line at tf:ie Dis­ neyland Hotel. In this day anq age , even Mickey Mouse can .be a lousy employer. · fl:d 8 I LOG I October 1 985 W Great Lakes And Inland Rivers by V.P. Mike Sacco e have been working hard to pass a right-to�know law in Michigan. Similar laws have been passed in 1 3 other states . Organized labor a s a whole made state right-to-know laws a top priority when the Occupational Safety and Health Administration failed to carry out existing federal laws. The safety of American workers is being threatened by cuts in the OSHA budget. There are one-third fewer in­ spectors available for field duty as a result of budget cuts made during the past four years. This has had important conse­ quences for workers employed on our Great Lakes vessels . For one thing, they must deal with detergents and other chemicals that may pose threats to their health. Under the right-to-know law that is being promoted by organized labor, all potentially hazardous materials would have to be listed on a product . There is also the question of right of refusal. Do workers have the right to refuse to work if they believe that their safety is being threatened? This grassroots political activity has an important side effect . In lobbying the Michigan state senate and house on these matters , we get to meet the people who may eventually serve i n Congress. A senator or representative who has dealt with a union on a local level will be more receptive to its arguments on national matters . A degree of trust will already have been established. That is what happened in the debate over cargo preference. Many of the congressmen who supported the mar­ itime industry wefe . �ople<who had dealings with the SIU on a local level. In addition, we have been able to develop strong working relations with other unions . That wilh:ome in handy in the next presidenfiaJ election . . . �.;c;,�=... T � & • East Coast by V. P. Leon Hall he dispute between the SIU and SONAT Marine has entered its second year. Last July , the company informed the Union that it would not negotiate over the wages , benefits and ·working conditions of the captains, mates a11d barge captains employed in its various fleets. The matter is presently being argued in the courts. The dispute between the SIU and SONAT is part of a larger trend that is affecting the inland industry as a whole . The most important thing to remember, however, is that the SIU has refused to give in and is working to protect the interests of its members . All across the country , the Union has been putting up informational picket lines to publicize the shoddy way that SONAT has treated its work­ ers . One of the most successful pickets occurred in Norfolk, where deepsea sailors and industrial workers sup­ ported their fellow workers in the inland industry. More than 20 workers manned an informational picket in front of Colonna Shipyard, which does a lot of business with SONAT Marine. Colonna was singled out because it too is trying to deprive its workers of their economic and legal rights . The name of the game is money. Both Colonna and SONAT Marine are being run by a new brand of cofPorate man­ ager who sees pension money as a source of company revenue . Norfolk was a logical place for the SIU to confront SONAT Marine . It is one of the few ports on the East Coast that has not been . hard hit by the present recession in world shipping markets. Much of the work available to sea­ men shipping out of Norfolk has been generated by military work that is being contracted out to the private sector. There was a lot of activity there last month . The Keystone State left to go to Pensacola. The James B. Anderson Jr. was in port, as well as the !TB Mobile . Still, things would be a lot better in Norfolk and other eastern ports if the federal government would come up with a policy to stimulate merchant shipping. The problem with the maritime in­ dustry is part of a larger crisis In the transportation industry as a whole. Deregulation . has created a crisis in the airline and trucking industries . . . Safety is a\ serious >probJem: · • · ··': ,.n-' •' t Safety is also a problem for our brothers and sisters employed· irf't'he fishing industry . Hundreds of fishermen are being forced out of the industry because private insurance companies are ask­ ing exorbitant prices for protection . Steve Edney , the national director of the UIW , which is affiliated with the SIU , submitted testimony to Congress on this matter. One bright note: Frank Drozak , president of the SIU , has been awarded this year's Paul Hall Award , which is handed out b y the N e w York Maritime Port Councir. The award comes at an historic time in the maritime industry. It marks the one hundredth anniversary of the mod­ ern seamen's movement ; the twenty­ fifth anniversary of the New York Maritime Port Council, and the fifth anniversary of the Paul Hall Award. DON 'T B E TRICKED Look for the Union Label for your Hal loween Treat Union Label and Service Trades Department. AFL·CIO • · 'C".' �,. :. : :'� .. '. ,; > " .. . ·•· .· ··. · . ': ,\. . : .; ·i · ' :; New H yd rau l ics Class Gets U nder Way at S H LSS The Hydraulics course .is designed to give the Seafarer a working knowledge of hydraulic systems found aboard ship . Among the subjects covered are theory and terminology, symbols, circuits , pumps, motors, valves, l l I I.. fluids, cylinders and filters. After studying basic systems and co�poncnts;> ate .· · · si)C¢Wc· Systems studied such as watertight doors, winches, windlasses, steering gear and the Hagglund deck crane. The classroom time is supported by practical work on a hydraulic trainer and actual hydraulic components such as pumps , motors , valves and cylinders . The course is four weeks long. The eligibility requirement is as follows: all applicant! must hold:a QMED-Any Ratin Coast Guard Endorsement. Instructor Biii Foley explains proper dismantling procedure o f hydraulic cylinder to Bob Layko. ) :! g HandS-On expenence Is an Important part of the Hydraulics course, as shown by · Jeff Mccran i e dlsassembHng a hydraulic pump. ·1 :1 J :1 ii . I nstructor Bill Foley, (second from left), c hecking the m o u n t i n g flange A d i rect ional control valve bei n g d isassembled by J oseph Spel l . l I ll w i t h class mem bers (J. to r.) Bob Layko, Carl Merri t t and J oseph Spe l l . October 1 985 I LOG I 9 l ,' I' : I .. � I �. .. . ' Seafarers Continue · to Trai n Meet MilitC}ry lob Challenges . " With the Sealift Operatio ns and Maintenance Cou rse · . . Since January 2 1 , 198 5 , seven Sealift classes have been con­ ducted at the Seafarers Harry Lundeberg School of Seamanship. To further meet this challenge, the enrollment of stildents has increased from 2 5 per class to 40. . . . . operations and the loading and unloading: of��nwnerized cargo with a fork truck. This will ensure our members the job security they so richly deserve, now and into the future . This training is . required·' by all membe� who attend . classes at contracted companies a nucleus of SHI.SS, and is four weeks in length. over 2 50 trained members to man The course covers UNREP (Underthese ships . This specialized :·· way Replenishmc:nt), VERTREP ·· We now have given our .military training has result�d in · 'the · awarding of four more converted SL- 7 class ships to Bay Tankers, Inc . as T-AKR's. Training has Replenishment) been updated with · the addition of small crane Fork Truck operation5� Damage Control and Crane Operations. A separate course in ' " - .. ' . (Vertical Director of Sealift Trai n i ng BiH Hel wege procedures prior, to the UN R E P t rai n i n g . crane maintenance will be offered in the near future for electricians . This will ensure our memb.e.rs the job security .they so richly deserve, now and into the future. · :� J ' Bill Eci<les, recertified bosun (c.) passes the shot line to the tank barge_ ' .� : The high fine Is hauled across to the tank barge and attached to the king post. 10 I LOG I October 1 985 Ernie Duhone (rear) signals replenishment completed as the crew d isconnects the barrels. �Deck Instructor Joe Marshall, (I.) Instructs students In high stacking of pallets. Student M ike O'Connor positions pallets duri n g Seall ft Operations and M ai ntenance C:trl1t. Seal i ft Operations and Mal otenance student Bern ie H utchi n g navigat i ng 1he obstacle course with fork truck. Ferd i nand Gongora using a Clark forkl i ft to transport contai nerized carg'o I nto a forty foot container. ·i J i l l Prescott l earns proper signalman proced ure from I nstructor Ed Boyer prior to l lttlng of a m i litary grader. ' · • SH LSS crane l i fts m i l itary road grader onto a barge. i · " ' ··' The contai ner bed i s posit ioned prior to hoisting. Recertified Bos un N i ck Nagy pos itions container. Gene Spau l d i ng prepari ng operate the SH LSS crane. to October 1 985 I LOG I 1 1 _.L • �S H LSS I nstructor Sets H igh Standards With Ass istant Engi neer Exam i nation Resu lts (iiiaiiiii£�iiiiiiail Ir a · !t · +i;� ' ,,i, ' . i"i :, i .� ' · ,1 \, I• { r .' . .' Biii Egllnton SHLSS I nstructor The Seafarers Haicy Lundeberg School of Seamanship is very proud of its students' test results on the . U . S . Coast Guard Assistant Engineer examination. StatiStics on the last five classes show that 72 percent passed the examination on their first attempt f The· first step Seafarers sh01.tld take in obtaining a license for a Third or Second O riginal Unlimited License must be to submit a completed United States C o as t Guard (U . S . C . G . ) application at their nearest U . S .C.G. office in order to determine their eligibility to sit · Engine :R<>om eligible by the U . S . C. G. office , have them verify this in writing. Do not accept a verbal , "Looks " o . K . to me There · is Previous articles in the LOG have addressed the problems some studentsJace by reporting to S H LSS without t h e proper character reference on their U. S.C.G. application form . These signatures must be obtained by the Seafarer on board ship before · Blue Book' ' and ' ' Study · Guide to the MultipleChoice Examinations for Third and Second Assistant Engineers . , , Bill n� applied his research and knowledge · to the· courses he teaches, and the results speak for · . themselves. a waiting list he submits his license application. These signatures can be obtained at anytime and. you do not have to wait until you have the full required seatime before beginning your application process. courses so you must apply early. Bill stressed the importance of following the correct pr<Xedures to qualify for the courses before arriving at SHLSS. · written· two books in his spare time �q · is .working· on a third. He. i s ' the ' author of " Marine . . i f' · SHLsS instructor Bill ,pglinton is es�y pi:oud of thes¢ results. Bill h� taught at the school for ·1 3 years and has taught the ten week Third and Second Original Unlimited License program since '198 1 . A graduate of Calhoon Engineering School and the •.)t ' ·.\i . ' and the remainder of the students re-tested and also p�ed the exam , giving S.HLSS stiidents a 100 percent average . The national average for the same time perio.d was 71, percent'. · ·· If you choose to go for a license , you should obtain a U . S .C G. application form after you have completed about two thirds of the requifed seatime. Also remember to obtain the necessary signatures : Master, Chief Engineer and one other Engineer on the next several boats or ships on which you sail . The ,license course is tough and . there · is no time alloted for confusion as to your eligibility to sit. Any effort you make to properly apply and produce the seatime requirements will reward you with the maximum time for study. � for - - - - -- - - - · - · - · - - - - - - - - - - - - - - - - - - - - - - - - - · - · - · - · - - � - - � - - - · � · - · - · - · - · - · - ' , · ·· . · ·· · · . QM E D Update · · It is extremely important to notify the SHLSS if there is any change in your rating. Verification is required; include copies front and back of · ,! , .. '! · ·' " : .:"'1 - , _ ' · seamen's documents or a .copy of your license. . , . Fill out the coupon · bclaw and send to the Seafarers Harry lurideberg School of Seamanship, Piney Point, Md. 20674 . . • . . . . . . . . . . • . . . • . . . . . . . .. . •. . . .. . . • . . • . • . • . . .. • . . . . . . • . • . . . • . . . • . . . . • • N : Mail To·: : Seafarers · Harry Lundebcrg School of Seamanship : Director of Vocational Education Piney Point, Maryland 20674 • • The following information is provided to my records: I received my QMED rating on update _ _ _ Date I have completed .the following specialty course(s) : .. ' , ). · · Marine Electrical Maintenace ': . . \ ·� .. nt: Communi ty invoivem$nt is an importa above at the St. Mary's County Fair. M pect . · /.'- · Pumproom Maint & Operation Marine Electronics I Date .. E __ Date ___ Dare Welding -- Date : I hold a valid 3rd / 2nd Assistant : Engineer License issued on · • • _ _ _ Date Hydraulic --Date Adtomation · __ Date Date . ---------� NAME_ � . SS# · BOOK# . - c U I W members prepare booth at St. Mary's County Fair. Diesel Regular -- Refrigeration Systems; Mainte.nance & Operations tc>r ' SHLsS, _ ;as ,, �hown . . Date ------- . . ADDRESS : · TELEPHONE# . . ����-�--���- : Note: Each member should provide a photocopy of : evidence to substantiate changes in the above : records. • •• . . . . . . . . . • . . • . . . . . . . . . . .• • . . . . . . . . • • . . . . . . • . . . . . . . • . . . • • . . . . 1 2 I LOG I October 1 985 - � . --�------------ -� - ·· �--- ------- ----- ---·· ·- - -- ·--·-- - - -- -- - · - - - -- -- 1 �N ew Steward Prog ram 1. S H LSS H o nors Reti ree The m ission of S H LSS is to provide well -trained personnel for our contracted companies. Periodical ly, we review our curricul ums, analyze members' recommendations and send i nstructors to sail aboard sh i p to determ ine whether or not c hanges in the i ndustry aboard new ships necessitate development of new programs to ful fi l l the requ i rements aboard these ships. After caref u l l y eval uat i ng the many ski l l s needed for the steward department, we have developed and w i l l con t i n u e to develop a steward prog ram w h i c h we feel w i l l be second to none and provide the necessary ski l ls for each rat i ng . Effective September 4, 1 985 w e w i l l be start i ng Phase I of the updated p rog ram . Realizing rati ngs d i ffer aboard freighters and cru i se s h i ps , we have l i sted i n c hart-form the cou rses needed to accom modate a l l rat i ngs. Descriptions of each upgrad i ng phase for the steward department w i l l appear in future art i cles i n the LOG. 2. FREIG HTER/TA N K E R SPECIALTY COU RSES C R U ISE S H I P Recert i fied Steward Plaq ues of recog n ition for h i s many years of ded i cated service to SH LSS and t he SIU was presented to Jose p h Zienda by Com mandant Ken Con k l i n . A l so present for the awards were Laymon Tucker, D i rector of C u l i n ary_ Servi ces, and Executi ve Chef Romeo L u p i nac c i . Chef Or 14 WEEKS C h ief Pantryman Or Chief Butcher Or .. C h i ef G rade Manager Or Pastry Chef Or S H LSS Second Baker Chief Steward Chief Cook 1 4 WEEKS Sous Chef And G rad u ates Chief Crew Cook Second Butcher 1 4 WEEKS And Line Cook And Second Cook Cook and Baker 14 WEEKS 7 WEEKS COOK · 7 WEEKS BAKER Assi stant Cook And · · Baker's Helper And N ig h t Baker .. , 3. . E�.IG.lQllJJY: ... . .. . ;> e 1'20 days as a steward assistant • 1 80 days as a steward assistant for t h ose who have not g raduated from SH LSS ·· · · ... . . � · · · • • • • trai n i ng program M ust speak, u nderstand, read and write Eng l i s h H igh School d i p loma or G ED Eq u i valency, or 2 years to comp lete G ED (If not qual i fied i n t hese areas refer to LOG for when these G E D and Eng l is h as a Second Language programs are offered at sch oo l .) C l i n ic card m u st be up-to-date To upgrade to each level member m ust have sai l ed 6 months i n previous rat i ng . 4 . COOK and BAKER COURSE Cook and Baker course w i l l con s i st of 14 Weeks at S H LSS. 7 Weeks of cook i n g i nstruction, demon stration and on the job trai n i ng . 7 Weeks o f baki n g i nstruction, demonstration a n d on t h e j o b trai n i ng . •. NOTE: After the t h i rd week of each course, a t h ree-man-board w i l l review each student as to h is/her demonstrated abi l ity to conti n u e i n the program. Refrigeration Front row I. to r.: Bill Llgnos, Steve Walters, Robert Benson. Second row I. to r.: James McDaniel, Ed Smith, Tyler Womack, Edwin "Red" Harris, Spurgeon Simpson Jr. \_ Seallft Operations & Maintenance Hydraulics Front row I. to r.: Carl Merritt, Joe Spell, Dan Rose, Instructor Bill Foley. Second row I. to r.: Chromer Jefferson, Jeff Mccranie, Rob Caldwell, Paul Hanley, �ob Layko. First row I. to r.: John Zepeda, E. J. Rokicki, Ramll Mohamed, Claus Schunk, Eddie Kirkland, Sii T. Abzara Jr., David Mull, Biii Hellwege (instructor). Second row I. to r.: Michael W. Crane, Jiii Prescott, Wlllle Mitchell, Glenn Christianson, Joe Marshall (Instructor), Ed Boyer (instructor). Third row I. to r.: George Bradley, Bryan Iverson, Mike Hall, Peter V ictor, Gene Spaulding, Charles Spence, Mike O'Connor. Fourth row I. to r.: Osmond Rajl, Matthew Stevenson, Bernie Hutching, Mitchell Santana, Frank Arnett, Nick Nagy. Fifth row I. to r.: Julius Francum, Greg Taylor, Doug Craft, Ferdinand Gongora, Ernest Duhon, Robb Saylor. October 1 985 I LOG I 1 3 '! �Upgrading Course Schedule · �� �, '(JN�< I ;, ·� i< � · .' t ! : ,, : \ .I'. .. i .' \ ·' -t.'o,_ Deck Upgrading Co u rses November Thru December :� Q85 P Following are the updated course schedules for November through December, at the Seafarers Harry Lundeberg School of Seamanship . For convenience of the membership , the course schedule is separated into four categories: engine department courses; deck department courses ; steward department courses; adult education courses. The starting and completion dates . for all courses are also listed. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised .to enroll in the courses of their choice as early as possible. Although every effort will be made to help every member, classes will be limited in size- so sign up �y. Class �edules may be changed to reflect membership demands . SIU Representatives in all ports will assist members in. . preparing applications. NOTE: Re-regi ster before leaving you r home port for train i ng at the Seafarers H arry Lundeberg School of Seamansh i p to avoid havi ng an expi red s h i pp i ng reg istrat io n card when leaving SHLSS. Also bri ng proof of Seafarers Welfare Plan e l i gi b i l ity 1 1 with you. November 1 4 S i m u l ator November 1 5 November 29 December 6' November 21 Decem ber 5 December 1 2 Able Seaman/Crane Operator Novemoer 1 December 1 9 En� ine Upgrading Courses Course Check·ln Date Completion Date .. Mari ne Electronics November 1 December 1 9 Diesel Engi neer - Reg u l ar November 7 December 1 3 Steward Upgrading Courses Course Check·ln/ Completion Date Length of Course Chief Cook Cook and Baker N ovember 22 December 1 1 varie� M arch 20 Adult Education Courses Course (ESL) Engl i sh as a Second Language Check-In Date November 1 5 Completion Date December 1 3 (ABE) Adult Basic Education November 1 5 December 1 3 N ovember 1 December 1 3 : (GED) High School Equivalency Program . . . . . . . . ........ .. . . . . . . . . . . . . . . . . . . .. . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SeafareJS Harry Luncleberg School of Seamanship Upgrading Application · :. · Name I . ; : ' (first) (Last) I (State) Deep Sea M ember O DECK DEPARTM ENT Date Book Was lssued Date of B i rth Telephone (Zip Code) I n land Waters Mem tier D _______ Port lssued � Mo./Oay/Vear --. ,-r.:-i -= =­ -� ­ -� � � (Area COde) Lakes Member D ------- _______ Sen iority Pacific O Are you a grad uate of the SH LSS T rai nee Program: O Yes _ _ _ _ _ _ _ _ _ No D (if yes, f i l l i n-below) Trainee Program: From -------,.,,=.,,.. to==n------­ (dates attended) . Have you attended any S H LSS Upgrad i ng Courses: D Yes Course(s) Taken No D (If yes, fi l l I n below) Date Avai lable forTrai n i ng No D Firefig hti ng: D Yes No D CPR: O Yes ------- RATING H ELD. DATE S H IPPED ;S�IG�N�A�T�U�R�E;;.,;;;;;:;;-���� DATE No transportation will be paid unless present original receipts and successfully complete the course. you 1 4 I LOG I October 1 985 D Chief Cook O Cook & Baker O Towboat Inland Cook D Chief Steward No O RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL 0 Automation FOWT QMED-Any Ra ttng D Diesel Engine Marine Electronics Marine Electrlcal Maintenance -o Pumproom Maintenance & Operation o Refrigeration Systems Maintenance • Operations O Chief Engl nnr/Assl stant Engineer (Unlnspected Motor Vessel) O SecondfThl rd Asst� Engineer (Inspected) D 0 D O STEWARD D EPARTM ENT _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . Do you hold a letter of completion for Lifeboat: O Yes AB Limited o 1 st Class Piiot AB Special Towboat Operator Inland Towboat Operator (NMT 200 miles) Towboat Operator (Ove r 200 Miles) Master/Mate Inspected Towing Vessel Third Mate Radar Observer Unlimited Simulator Course E N G I N E DEPARTM ENT Port Presently Reg i stered I n Endorsement(s) or . D 0 O O O O D D 0 . ------- Llcense(s) Now Held --'----� ' . Q· Tankemi.,.. . .. D Quartermaster: . . ; cf AB Unllmttecf' ' •'ef Ce1Ht1ei . ,.livlget16n • (Middle) Social Security # ------- Book # _ · Address------�::=.---� (City) ____________ I am i nterested in the following course(s) checked below: . . .; ·, . November 1 · 'J Completlon Date Radar Observe·r _ · l �. - . . · . . � rograms Geared to llnprove Job skms s"'j"'", °' And . Promote U.S. Maritime Industry . Check·ln Date Course DATE OF DISCHARGE ALL DEPARTM ENTS O Welding 0 Lifeboatmen O Sealift Operations & Maintenance ' ADULT EDUCATION DEPARTMENT O Adult Basic Education (ABE) ' O High School Equlvalency Program (GED) O Developmental Studies (DVE) O English as • Second Language (ESL) .COLLEG E PROG RAM ��������­ RETU R N COMPLETED APPLICATlON TO: Seafarers Harry Lu ndeberg Upgrad i ng Center, Piney Poi nt, M D . 20674 O Nautical Science Certificate Program · o ScholarshlplWOl'tt Program 0 Other �r ) SPAD Is Power-Power Is Politics What i power? For the Seafarers International U nion power i SPAD­ The Seafarer Political Action Donation. Let's break down what · SPAD stand for. SEAFARERS-That' you, your shipmate and your U nion, whether you ail deepsea inland or Great Lake . To be a eafarer you b ve to have a JOB and you need JOB ecurity. POLITICAL-Today politic play ooe of the major role in getting you a JOB and protecting JOB ecurity. Politic i the Jone Act. Politic in Ala kan oil. Politics i cargo preference. Because what you do for a living i so clo ely reJated to politic and government, your JOB and JOB ecurity depend on politic . ACTIO H the SI U al on it duff and dido 't get involved in the action of politic , you wouJdn't have a JOB or JOB ecurity. Ju t look at the recent fight over cargo preference, a program that account for 37 percent of the cargo carried by the U . . merchant marine , carried by you. DONATION-If there are no donation , there i no SPAD. Thi i the mo t fundamental and direct role you play in protecting your JOB and JOB ecurity. It finance all the political activity the SIU i involved in from Capitol Hill to City Hall. lt educate the public and the lawmakers. It upport our friend and help beat our foe . W hington D.C. i where almo t every major merchant marine and I U battle for JOB and JOB ecurity i fought today. The e battle include bill and regulation ranging from thin ucb your afety, your j b right , n w JOB uch military work, JOBS carrying g vemment-impeUed cargo, protection of y ur JOB from unfair foreign competition and a host of other area . PAD make the work of the IU lobbying team e ier. T be frank, being a politician i e:xpen ive work and SPAD help u reward our friend by helping them g t re-elected. We help with mon y we help with manpower. P litic can be a na ty bu in . P litic i certainJy a hardball bu ine . A I ng our enemie people who want to ee the U. . m rchanl marine dry up and wither away, are aJway out in fi rce on Capitol Hill , in the e ecutive office and th agencie , th I U h lo be there t oo­ t protect you-to protect your JO BS-to protect your JOB ecurity. upp rt PAD. Let the Union upport you. Here i ju t a partial Ii t of the hundreds of pi c of lcgi lation and regulation the IU and it lcgi lative team must deal with in ju t on year. Read it; then you wilJ ee why the JU mu t be in Wa hingl n and why it must be armed with a powerfuJ 1-SPAD. i l OIL EXPORTS me 40 ru I carry this vital resource. dd'eated and your JOB wen ved. • .883 Export Administration R.i ut horization l (E protect American Seafaring S. I (Ino uye ) lI Extend ection 7d re tricti n against the export of A ka iJ for 5 years until September 30, l 9'JO , and correc leg­ i lative veto provi i WW help to buDd more • J B UNO wbkh more JO • I H . R . 2893 Qualified Operator (Biaggi) larifie th e v e e l and perator which arc eligible to utilize the F program I • H . R. 3 1 64/S. 1 522 U nqualified Withdrawals ( B iaggi/ imp n ) lmpo e evere penaJti for u nquali­ fied withdrawal of funds by predator corporati n in the event of a ho tile corporate takeover I l ! l I l ARGO PREFEREN l ! I I II Cargo preference tlHMdalldl of JOBS. - ! j· (B llCCOUD I' ', f ! ., , 'I I· .) ' .! S. I 7 DOT Authority (lo uye) Clarifie and trengthen DOT auth rity over federal agency cargo preferenoe compliance H . R . 19 9 Ag:ric Import (Ev ns-IA) Require that 50% f all agric commod1ue produc imported into the U . S . be carried n U . .-ftag ve ls CARGO PREFERE If cargo prefe.reoce I ph le to require the filing f rate with the FM for cargo moved over land Lo contigu n Lion port ION I A) w AR 0 DIVERSI AD B Act A major move to export the oU ( 1 I :; · . · to treqt.ben for 7 pettm l fl the mercbant' marine' cargo and H . R . 1 30 1 Dr y Bulk Promotion (Donnelly) Require 40% of dry-bulk ca.rgoe to be tran ported n U .S.-built, U . . ·flag hip within 10 years H . R. 2573 Dry Bulk Promotion ( Bateman/Bogg ) Require 20% f dry-buJk cargoe to be transported on U.S.-built , U . S.-ll hip within 1.S ye s. 1 8.5 Gov't·lmpelled Cargoe (In uye) ClariJie Gov't-impeUed cargo law ; provide enforcem nt mechani m; in· crea e PR &. trategfo tockpile car­ riage to I H . R . 1 702/ . I 6 Carriage of U . S. M ail (Bentley/In uye Require th t U . . mail be carried on u . . hip m) or J . .,. e. Di pule Oversight Hearing ( H . Merchant Marine ubcm te) Hearing to re iew cargo preference law and th di pute between agriculture and maritime over ppli ti n of P to ag• ricultural export B.R. 2100 Rcauth rize and amend food , and farm program H . R . 1 6 1 2/ . 72 1 CP Exemption (English/Boren ) Exempt all agric. export programs ex­ cept PL-480 from CP requirements R . R. 1 760/ . 930 Tola) CP Exemption (Bercute� ickJe ) E emp all agric. e port programs ad­ ministered by the CCC from CP re· quiremen H.R. 1 5 17/ . 664 CP Exemption (Smith, NB ickJe ) Exempt export PIK, blended credit, and commercial agric exports from CP requiremen H . R . 1 466 Blended Credit Exemption (Evan , IA) Exempts the blended credit program fr m CP rcquiremen H . R . 2357 CP Exemption ( B rown, CO) Exempt all g vt-finan ed agric. ex­ port from P requircmen H.R. 246.5 Agric Trade Cmte (Smith NB) E tablishe an Agri Trade Cmte to tudy int'I agric trade and recommend ction to expand U . S. agric exports H.R. 1464 CP E pen C$-D00 ( Evan , IA Transfer re pon ibility for funding CP to the Defen e Depanment H . R. 1 465 CP Expen e$-MarAd (Evan lA) Transfer re pon ibWty for fund.in to the Maritime Admiru trati n 1985 Farm Bill (de la Gan.a) fcderal agric, ( ontinued on CP 18.) October 1 985 I LOG I 1 5 �- ___,,_,,______---·---- �'f ' � ·. i Members Turn Lobbyists Seafarers Hit the Hill for Massive Garg "I think that we all earned our money on this one," said a weary but satisfied Frank Pecquex after the House of Representatives voted to defeat 20 anti-cargo preference amendments that Rep. Virginia Smith (R.-Neb.) and others had tried to attach to a farm aid bill. Pecquex , the head of the SIU's legislative department , noted that the issue was still farfrom resolved. "There will be some kind of anti-cargo pref­ erence measure up when the Senate gets around to debating its version of the Farm Bill," he said. Still, the House vote marked an important victory for the members of this Union. As Rep. Barbara Boxer (D-Calif.) said on · the floor of the House of Representatives, "The cargo preference law that currently exists is keeping our merchant fleet alive." That assessment was echoed by many other supporters of cargo preference. "This (anti-cargo preference) amend­ ment could mean as many as 6,00C more jobs lost," said Rep. Barbara Mikulski (D-Md.). "We cannot afford to lose this vote," said SIU President Frank Drozak shortly before the de­ bate began. The vote on the Smith amendment, the most serious of the anti-cargo pref­ erence amendments, was defeated by a lopsided margin of 269- 15 1 . "I at­ tribute the size of our victory to the work that our members and field reps did on behalf · of our position," said Pecquex. "No one was expecting a victory quite this big." Given the importance of the issue, more than 60 SIU members and field reps volunteered to spend a week in the Washington area to help the leg­ islative staff lobby the 435 members of Congress. They came from all across the country: Washington state, Indi­ ana, New York, Alabama. For a week, at least, Capitol Hill Wilmington Field Rep. Scott Hanlon arranges an appointment with Rep. Matthew Martinez (D-Calif.) With Hanlon are Seafarers Dan Rose and Mike Schmidt. was awash in white caps and SIU jackets. "Everywhere you turned ," said Liz DeMato, one of the Union's lobbyists, "you could see SIU mem­ bers fighting to protect the job security of their fellow Seafarers." "Before they showed up ," said DeMato, "people didn't know what a merchant seaman was. But our guys worked hard. They exhibited a lot of class. The results speak for them­ selves." It was a hectic week. SIU members accompanied their field reps to various congressional offices from their state or region. They dropped off position papers, 'spoke to congressmen or their legislative assistants, and generally made their presence felt. "It is one thing to read about the legislative process in high school or Union ed class," said Mike Hall, who ships out of Seattle. "It is another thing to be part of it." For many of the members, it was a real eye-opener. "I can't believe how small those congressional staffs are," said Joseph Spell. "How can they possibly keep on top of every issue? It's a good thing that we are here." "How the hell can those lobbyists Rep. Ed Feighan (D-Ohio), center, talks with SIU Field Rep. Martin Vittardi, right, and SIU member Mitchell Santana about his iron-clad support of the American-ftag merchant marine. walk so much every day?" said old­ timer Willie Mitchell. ' 'These halls just go on and on. ' ' Some of the members were so moved by the issue that they made impas­ sioned speeches. "If things get much worse in the maritime Nicholas Nagy (center) takes a break during the long day on the Hill. With Nagy are Michael Moore (left) and Willie Mitchell. Rep. Dan Schaefer (R-Colo.) studies some of thi ·Capitol Hill with. Field Rep. John Ravnik (left) f1 are bosons George Bradley and Julis Francom. industry , " said SIU i the � the A of C4 Eugene Spaulding to Calvin Hill , the admin­ istrative assistant to Rep. Louis Stokes (D-Ohio), "I might not be able to find a job. As it is, I have to wait several months on the beach before I can ship out." "Few people understand what the maritime industry has done," said SIU Field Rep. Martin Vittardi. "We have enabled thousands of inner city and Appalachian kids to make something of their lives. We have made a differ­ ence." "In case of a war, it will be the people standing before you who will have to secure America's sealift ca­ pability. They will be risking their lives to save this country." The cargo preference issue came up at a very busy time. A number of different farm groups were lobbying the House on the entire Farm Aid Bill (cargo preference accounted for 0.08 percent of that appropriation). In ad­ dition, the House Ways and Means Committee had scheduled hearings on the president's tax reform package. Many of the field reps and members had to go back to their home ports Philadelphia Rep. Frank Spazziani (center Mark Ricci check to see which congressio 16 I LOG I October 1 985 ----- -- - --- - --- --------- ·----··----- ------= �� Preference Campaign, Foes Beaten largo preference information the SIU Oooded Francisco, points out some facts. With him before the issue was finally resolved in a dramatic three-hour floor debate . But while they couldn't be there in person, they were there in spirit. "Mike Nagy (recertified bosun) couldn't stop talking about his expe­ rience as an SIU lobbyist, " said SIU Wilmington Port Agent Mike Worley. "He told everyone here that he chewed Tip O'Neill' s ear off. " The SIU members obviously made a difference. Congressional supporters of the maritime industry , armed with the facts that the SIU members and field reps had given them, were able to clear up a number of misconcep­ tions that had been raised by several farm groups . " Both U . S . agriculture and the mar­ itime industry are essential to our nation's security , " said Rep. Robert Borski (D-Pa.). "I reject the notion that we must sacrifice the interests of one to help the other. " " I would like , " said Rep. Mario ·· Rep. John Miller (R-Wash.) threw his support behind the SIU. Here on his way to the House ftoor, Miller is accompanied by a mobile lobbying team that includes Field Rep. Rich Berkowitz, Greg Taylor, John Smith, Mike O'Connor, Larry Cline and Glen Christensen. Biaggi (D-N . Y . ) , "to . . . put things in perspective. If you objectively as­ sess this issue, I think you will come to several conclusions . " First, " h e said, "the merchant marine is indispensable to our armed forces and national defense. "Second, cargo preference is essen­ tial to the survival of the U . S . maritime industry. "Third, a vote for cargo preference is not a vote against the American farmer. ' 'These amendments will not help the farmers significantly , but it will kill the merchant marine. " "Everyone i concerned abou t che American farmers , " said Maryland' Mikulski. " We know that they are - suffering, but the reason that they � , J.er E.J. Rokicki, center, talks to two farmers about t role that cargo preference plays in providing -ftag merchant marine with a minimum amount eep it aftoat. SIU Rep. Ed Kelly, right, makes an appointment to talk to a member of the Alabama congressional delegation. With him are SIU members Darryl Nelson, Joseph Spell and Willie Mitchell. Seafarers Ferdinand Gongora (left) and >resentative is next on their list. cannot export is because of the high value of the dollar, declining land val­ ues, low market prices and huge crop surpluses. "In 1984,'' she continued, "of 145 million tons of U . S . agricultural prod­ ucts, only 2 percent was covered by cargo preference . . . . " I think it is a shame, " she said, "when one group of American work­ ers is pitted against another. " Seafarer Dan Rose (left) shakes hands with legislative aide Erin Atwater from the office of Rep. Barbara Vucanovich (R-Nev.) Matt Stevenson is at the right. October 1 985 I LOG / 1 7 �..J . SPAD Is Power-Power Is Politics H.R. 2 1 1 2/S. 616 1985 Fann Bill (Daub/Helms) . Reauthorize and amend federal agric, food, and farm· programs H .R. 1965/S. 908 1985 Fann Bill (Am Fann Bur) (Emerson/McConriell) Am. Fann Bureau Federation proposal to reauthorize and amend federal agric, food, and farm programs S . 1041/S. 1051 1985 Fann Bill (Boschwitz/Zorinsky) Reauthorize & amend federal agric, food , and farm programs H.R. 1 3 1 3 Food fo r Progress Act (Huckaby) Establish a 4-year program to provide food assistance to countries wishing to develop long-term commercial agric policies H . R: 2407/S. 1049 Agric Export Enhancement (Thomas, CA/Wilson) Expand agric exports thru programs administered by t_he CCC & USDA, including Export PIK, blended Credit and Food for Peace CARGO PREFERENCE (CP) Other possible vehicles for anti-cargo preference ame�dments . · ' ' s. 1040 Agric Export PIK (Cochran) Establish a program to expand U.S. agric exports by providing surplus CCC stocks to offset foreign subsidization H .R. 2000/ S. 843/S. 1083 1985 Fann Bill (de la Garza/Cochran/Harkin) Reauthorize and amend federal agric, ' food, and farm programs S. 1 7 1 Agric Trade Enhancement Act (Quayle/Boschwitz) Establish a Presidential Agric Trade Cmte to study unfair foreign trade prac­ tices; and expand U.S. Gov't support of agric exports H . R . 999 CCC Subsidy (English) Expand exports thru direct subsidiza­ tion by the Commodity Credit Corpo­ ration H.R. 2 1 40 Agric Export Subsidies (Watkins) Expand U.S. agric exports thru direct subsidization to offset foreign subsidy H .R. 2 1 04 Agric Export PIK (Skelton) Expand U . S . agric exports b y providing surplus CCC stocks to offset foreign subsidy H.R. 1889/H.R. 2390 l!· - "-�•,,>Mk�·ik . ·0· H .R. 1776/S. 42 Barter Trade (Dorgan/Nickles) H .R. 1065/H.R. 2077 Wheat Incentives (Marlenee/English) H.R. 2359 Agric Export Reserve (Evans, IA) �:!���� . Strengthen U .S. food .aid programs. to El:.U . . port .· · Promote agric exports by facilitating the use of barter in trading surplus domestic agric commodities for stra­ tegic minerals & materials Expand & revise federal build-and­ charter program under Title VII of the Merchant Marine Act, 1936 H.R. 2144 Build and Charter "Ready Reserve-Sealift Enhancement Fund" (Mc Kernan) Establishes a new federal fund to.build & charter militarily-useful merchant vessels in U.S. shipyards H.R. 1662/S. 535 West Coast Shipbuilding (Hunter/Symms) Reaffirms existing U . S. policy to main­ tain a West Coast shipbuilding capabil­ ity CONSTRUCTION PROGRAMS-FOREIGN BUILD *H . R. 3 14 1/S. 1481 Foreign-Build Authority (Lent/Stevens-by request) Grants permanent authority, through the Secy DOT, for subsidized U.S. operators to build or acquire vessels overseas *S. 1 482 Reftagged Vessels­ Preference Cargoes (Stevens-by request) Permits vessels built or acquired over­ seas and reftagged U . S. to immediately carry preference cargoes Hundreds of SIU members work aboard U.S. Oag dredges. H.R. 3016 Foreign Dredging (Blaz) Permits the operation of foreign·registered dredges in the Territory of Guam H.R. 85 1 Dredge Waste Reclamation (Yatron) Exempts operators engaged in the proc­ essing or disposal · of waste materials recovered from certain dredging oper­ ations from the Fed. Mine Safety and Health Act of 1977 ENERGY AND STRATEGIC MATERIALS ' U.S.-Oag ships must move government cargoes, including strategic material such as the SPR oil and others. That means JOBS. H.R. 1 699 . . . PR Reauthorization & Coot Imports Reporting Act · . . � . �� I . o( ;,; : . R��uth 9rize & ext� d Titles I . . tlj�· E ne �hcy, &1<;.����Q&, ll\.•"'· · of 1974, arid require a quarteriy report� ing/review of U.S. coal imports · · *S. 960 FY '86 Foreign Aid Auth & Federal Coal Export Comm Authorizes funding for U.S. foreign ajd programs and establishes a Federal Coal Export Commission Establish an Export Reserve to be used for Export PIK and barter for strategic materials H.R. 892 Coal (Coke) Acquis. (Rahall) Require acquisition of 3-year supply of domestic coke for the Nat'l Defense Stockpile * S . Con. Res. 32 . .. Impose duty to offset competitive ad­ vantage of foreign coal Admin. proposal for FY '86 program changes, user fees, etc. Authorize the establishment of user fees to recover costs incurred by the U.S. Coast Guard *H.R. 2466 Coast Guard Amendments (Studds) Makes miscellaneous changes in nu­ merous laws affecting the U.S. Coast Guard H.R. 1231 Int'l Training; Maritime Skills (Studds) Encourages Coast Guard to provide education & training to foreign nations in search & rescue, aids to navig . , & other general maritime skills CDS REPAYMENT Could harm Jones Act trade WlleM· done properly. FY '85 Supplemental Approp *H.R. 2577 Provides supplemental funds for the continuance of federal programs in FY '85 *S. 1160 FY '86 DOD Authorization Authorizes Defense programs for Fiscal Year 1986 H.R. 2485 Limited Payback (Biaggi) Permits CDS operators to repay subsidy and enter the domestic trades one year out of every two H .R. 2550 Permanent Authority (Jones) Permits CDS operators to permanently repay subsidy arid enter the domestic trade if can qualify for tempo� 6month authority for 3 consecutive years 1 8 I LOG I October 1 985 H .R. 368 Build and Charter (Mc Kernan) Establish a Wheat Export Incentive Program to increase wheat exports User fees cQU)d harm U.S. marl� companies and cost JOBS. H.R. 1936/S. 1318 . User Fees (Conte/DOmenici-by request) FY '86 H.R. 422 Import Coal Surcharge (Rahall) COAST GUARD User Fees (Admin FY '86_ Budget) Authorizes $300 million for CDS for s. 102 CDS Auth. (Inouye) DREDGING 't;=�-� ::: �' CONSTRUCTION PROGRAMS Sets FY '86 budget guidelines , including FY '86 Budget Resolution recommendations for the Strategic Pe­ FY 'S5 Supplemental Approp *H.R. 2577 Provides supplemental funds for the continuance of federal programs in FY '85, including the SPR *H.R. 301 1 FY '86 �nterior Appropriations Provides FY '86 funds for the Dept of Interior and related programs, including the SPR H�R. 1699 SPR Reauthorization & Test Drawdown & Distribution Reauthorize & extend Titles I & II of the Energy Policy & Conservation Act of 1974, and require a test drawdown & distribution of the SPR H.R. 1 803 SPR Regional Reserves (Heftel) Requires the establishment of regional SPR storage sites in New England and California H.R. 473 Defense Petrol. Reserve (Thomas, CA) Establishes a 100 million barrel reserve for emergency national defense fuel needs S. 1412 Import Oil Surcharge (Hart) Imposes a $1 O/barrel tariff on all imports of crude oil and refined product *H. Res. 1 2/H . Res. 244 Import Oil Surcharge (Conte/Rinaldo) Express House opposition to the im­ position of any import fee on crude oil or refined products *H. R. 2577 FY '85 Supplemental Approp Provides supplementaY funds for the continuance of federal programs in FY '85 *S. 1 160 FY '86 DOD Authorization Authorizes Defense programs for Fiscal Year 1986 troleum R.eserve (Continued on Page 26.) :. �QMED/Electrician William Carroll (left) and Bosun Roy Salernunt (Transoceanic Cable Ship Co.) for a photo. Theiss meet on the deck of the C .S. Amid the gleaming stainless steel of the Salemum's galley are Chief Cook Ruben S. GaUeguellos (left) and Chief Steward Vicktor Romolo. Loading stores are, from the left: Ali M. Shale, Kevin Daugherty and Alfonso Bombita, aU steward awistants. c.s. Salernum Pays Off in Hawaii ., .·;.. "' :· i �. . •i • ·; i 1· Waiting for the payoff are (t to r.) T�y Evanosk:h; OS; Peter �phet, watch AB, and C.L. Wilson, wiper. On deck are OMUs (I. to r.) Salvador Zabala, Bruce Wright and Turry Mouton. ·. . \ l Posing for this picture at the Salemum's payotr -are Kevin Daugherty, SA; Anthony Evanosidl, OS; Alfonso Bombita, SA; C.L. WUson, wiper; Ali Shale, SA; Edward Collins, cable AB; L. Lawrence, watch A ' B; Bruce Wright, OMU; Ruben GaUeguellos, chief cook , and Eddie Siplin, SA. It looks like Serious buslneSs aboafd the C.S. Salemiim at payoff. From the left are Richard Buchanan, deck delegate; Peter Chris­ topher, watch AB, and Roy Theiss, bosun. October 1 985 I LOG I 1 9 - ----- --- -· - -----�-�---�-----·- "rL ,.· .,j·-·,\, ,; 1t'ii: •"c;• ;. ')'" - ---- · -·------- ---- --- �Cruising Aboard the S.S. Independence '• .,_: ,. . Aboard the Sauntering down a passageway of the S.S. (American Hawaii Cruises) is AJan Perez, OS. S.S. Independence are SIU member and 2nd Mate Bill P�erson (left) and B�un Tom Lasat I Independence Going over some Union business are, from the left: Doug Hodges, AB; Chris Cursio, carpenter; Errol Pak, SIU patrolman, and Keith Douglas, AB. · Oiler Matt McGeehon Labor Day in Mobile More than 10,000 people turned out for a delayed Labor Day parade 'iil Mobile, Ala. The parade was post­ poned when a hurricane disrupted the plans. The SIU and Maritime Trades Department were represented by floats, a large turnout of members and their families and a Seafarer's daughter who rode as queen aboard the SIU float. Here is the Maritime Trades Department .entry in the Mobile Labor Day parade. 20 I LOG I October 1 985 Felicia McCants (foreground), daughter of Seafarer AJvio McCants, was the queen of the SIU Labor Day ftoat. �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I m c stu m Seafarers I n ternational Union of North America. A F L-CIO October 1 985 Legislati ve . Adm i n istra t i ve and Regu latory Happenings • t Washington Report More than 6,000 seafaring jobs were saved when supporters of the maritime industry were able to defeat all anti-cargo preference amendments that were intro­ duced on the floor of the House of Rep­ resentatives. It was a make or break issue for the American-flag merchant marine, which de­ pends upon cargo generated under the 1 954 Cargo Preferenc<? Act for a large portion of its business. The issue was so important that 60 members of the SIU volunteered to serve as part-time lobbyists (see story pages 1 6 and 17) . The normally fractious maritime m­ dustry put on a united front for the issue. Still, the matter is far from resolved. It is almost certain that someone will try to offer some kind of anti-cargo preference amendment when the Senate gets around to debating its version of the Farm Aid Bill later this year. Alaskan on The maritime industry barely had time to savor its victory on cargo preference when 98 House Republicans introduced trade legislation that could seriously threaten the continued existence of the .. -American�ftag merchant marine. Included in the bill was a provision that would give the president of the United States the authority to instruct the Special Trade Representative to negotiate with the Japanese government over the export of Alaskan oil. The premise behind the bill is this: by offering the oil-hungry Japanese the chance to buy Alaskan oil, they might be per­ suaded to open up their markets, espe­ cially in regards to computers, lumber and electronics. " It is inconceivable that the House Republicans would single out the industry to serve as a sacrificial lamb, " said SIU President Frank Drozak, "especially when that industry-maritime-is so central to this nation's defense. " Ironically, during the past 10 years the Japanese government has removed many of the official barriers to its markets. The real barriers to Japanese markets are in the way that the bureacracy in that country interprets law and sets standards. Before the House Republicans unveiled their trade proposal, unofficial reports from the White House stated that the adminis­ tration did not favor the export of Alaskan oil. There still has been no official word on this, however. ' 'This has everyone in the maritime industry discouraged,'' said Frank Pec­ quex, head of the SIU's legislative de­ partment. "It used to be that when an issue was resolved, it was resolved. Lately, we've had to fight the same issues over and over again. It keeps us from being able to deal in a meaningful way with the many other problems at hand.'' Passenger Vessels A move is under way in both the House and the Senate to revive this country's once vibrant passenger vessel industry. In the House, Rep. Helen Bentley (R­ Md.) has introduced a bill that would permit " hybrid" passenger vessels to be documented under the American registry. Sixty percent of the value of a passenger ship must be built in American shipyards for it to be eligible under this legislation. In the Senate, Senators Daniel Inouye (D-Hawaii) and Ted Stevens (R-Alaska) have introduced a bill that would allow U.S.-built but currently foreign-registered passenger ships back into the domestic trade. Pecquex has testified in favor of the Inouye-Stevens bill. He told the Senate Commerce Committee that the bill, S. 1461 , would add passenger vessels to this nation's existing fleet " at no cost to the government.'' The bill would open a two-year window for some 10 ships which were built in U.S. yards, most notably the SS Liberte, which is owned by American Global Lines, the parent company of American-Hawaii Gf\lises� .¥ oWY o e ves el is redocu- .1 � ··· mented under\thj ' · 1egi$lat.ion. th�if th�; ·. American-flag merchant marine stands to gain more than 500 seafaring jobs, plus additionaljobs and benefits on shore. Outer Continental SheU The House Merchant Marine and Fish­ eries Committee attached an amendment to the 1986 Budget Reconciliation bill which would require that offshore struc­ tures used in the production of o.il and gas exploration be made in the United States. Fifty percent of the materials used in the construction of these rigs would be of American origin. The amendment, which was introduced by Rep. Doug Bosco (D-Calif.), has aroused considerable support from labor and busi­ ness groups. A short list of supporters includes the following: the Maritime and Building and Construction Trades depart­ ments of the AFL-CIO; Armco; Bethle­ hem Steel; Kaiser Steel; LTB Steel; the SIU; the Boilermakers; United Steel­ workers, West Coast Fabricators. The amendment was adopted in retal­ iation for unfair foreign trade practices, including below-cost pricing, subsidiza­ tion of industries by foreign governments, and the dumping of Korean and Japanese goods onto the American market. The issue has important national secu­ rity implications. The capability to de­ velop offshore oil and gas deposits is critical to U.S. energy independence. The Bosco amendment would see that the en­ gineering skills, production techniques and manufacturing capacities be provided by American interests. In addition, there would be substantial domestic economic and employment ben­ efits. One offshore oil platform can gen­ erate between 1 ,000 and 1 ,300 jobs re­ sulting in as much as $200 million in revenue for the domestic economy. One mobile drilling unit can mean 450 direct shipyard jobs, plus an additional 1 ,200 indirect steel and supply relatedjobs. The amendment is also consistent with existing international trade agreements. Article XXI of the General Agreement on Tariffs and Trade (GATT) authorizes sig­ natories to take action necessary for the protection of its essential security interests relating to trade in goods that directly or indirectly serve military needs. Other GATT signatories such as Britian and Norway have already imposed restrictions requiring local production. Coal Shipments Existing policy requiring coal used on U.S. bases in Western Europe to be pur­ chased in the United States and shipped on American-flag vessels was reaffirmed by the House Defense Appropriations Subcommittee. The legislation affects at least three SIU vessels,'.an(l>Jtumerous shc>residejobs. The Senate counterpart to the House Defense Appropriations Subcommittee is expected to take up the issue sometime in the near future. Tax I l ·: Reform The president's Tax Reform bill, which he claims is his most "pressing" domestic priority , was marked up in the House Ways and Means Committee. It contains several provisions that would have serious consequences for the maritime industry and American workers in general. The legislation would do away with the Capital Construction Fund, which has spurred construction of many American vessels. This comes at a time when the U.S. shipyard industry has reached an all­ time low. The bill would also tax workers' fringe benefits, repeal tax credits that companies operating in Puerto Rico presently enjoy and make several changes in the status of shipboard conventions. The SIU, along with the rest of orga­ nized labor, opposes any attempt to tax the fringe benefits of workers, especially when important health and safety pro­ grams have been scheduled for elimina­ tion. In addition, the Union is working hard to make sure that tax credits offered under S. 936 of the Internal Revenue Code re­ main in their present form. This section recognizes the strategic importance of this (Continued on Page 31.) October 1 985 I LOG I 21 . ·.� I • ':� �The Hog Islander: By Dorothy R• · " The Emergency Fleet has been termed the greatest single industrial feat ever undertaken in history. It has been compared to the building of the Pyr­ amids, or the Great Wall of China . " From The Tale of Our Merchant Ships W HEN America finally entered World War I, it discovered that it had neglected one very important matter-the building of a mechant fleet. Three thousand miles of ocean ex­ isted between the United States and Europe. The use of ships was. imper­ ative to span that distance. Ships of any and all kinds were needed . In addition, a German tyranny was being fought overseas by our allies: France, Belgium, England and Italy. The United States felt compelled to join them in their defense of liberty-our liberty . The fact that U-boats boldly entered our waters and were sinking what little we had in the way of merchant ships, helped to fast-forward our decision. America was called upon by a war­ torn Europe to send food, mainly wheat and flour, clothing, railroad materials and munitions , coal and steel. The task of getting all of this to our allies seemed insurmountable. It was General John " Black Jack" Pershing who coined the phrase , "We must build a bridge of ships across the Atlantic. " And build a "bridge of ships" we did At first, many ships were converted from other trades for war use. Some were repaired; others were leased from foreign countries . But something more drastic was needed. The idea of wooden ships was eliminated for transoceanic use, and concrete ships were tried. But steel ships were what was des­ perately lacking. .. · ,. Emergency Fleet Corp. Early in 1917, the United States Shipping Board was created, and the Emergency Fleet Corporation (EFC) became a subdivision a few months later. The Shipping Board took over control of the many shipyards around the country (other than government Navy yards). By the �nd of August 1 9 1 8 , there were 203 such yards; 100 were newly built. All told, the Erner- Building a Merchant Fleet gency Fleet Corp. built a total of 2 , 3 1 8 vessels from 1 9 1 8 to 1922. The largest of all the new shipyards was the one at Hog Island, near Phil­ adelphia, Pa. This yard, on a 900-acre area of marsh land, was built at an estimated cost of $50 million. And it was this enormous yard, employing 28,000 men, that gave the ships of the Emergency Fleet the nickname "Hogs. " The Early Days F. Huntington Clark of Roxbury , Conn. had the initial idea of building wooden ships to span the i\.tlantic. But it was Major General George W: Goethals who held out for steel ships. (Goethals was the builder of the Pan­ ama Canal and was called to Wash­ ington in April 1 9 1 7 to become the first general manager of the Emer­ gency Fleet Corp.) He broadened the base of the EFC and dreamed of a merchant fleet that would extend be­ yond the war. From April 1 9 1 7 until the Armistice in November 1918----one year and seven . months-the incredible job was ac­ complished. Innocent looking mer­ chant ships with concealed guns and highly-trained crews transported the necessary materials across the Atlantic to our allies . At the time of the Hog Islander: U-boat commanders couldn't tell whether the ship was coming or going. The result, dull to many , was in many ways sleek and modern . Mass Production · . Anni tiee, 3 centen of bipbuilding and 1 ,284 ways, twice as many as existed in all the rest of the world at that time , had built Pershing' s "bridge of ships . " Hog Islander Design The design of the "Hogs" was of vital importance, both because of the newly-devised Ford assembly line pro­ duction techniques that were used, and for economical reasons. Literally stripped of all unnecessary additions, the result was a plain Jane among ships of those days. The result was a curving sheer from stem to stern. The crowns of the decks were omitted as was every other bit of non-essential marine equipment. On one · special group, both the bow and stem were · pointed, a protective device so that American Merchant . The idea of manufacturing ships on an assembly line , like the production techniques at Ford, was new to the marine construction business. Paddle­ wheel hulls for use on Mississippi riverboats had been built in Shous­ town, Pa. and had "their guts" added , in Cincinnati . And mass production "had been tried at th New ork <;on. t ruction Corp. But not imtilHog 'Is­ land, run by the contracted American International Shipbuilding Corp . , was the wholesale plan to assemble a ship from material cut and fashioned en­ tirely in the mills and nearby factories actually achieved . War created the necessity fo r such an extravagant undertaking, and America met the challenge. From the men who set up the systems to the workingmen who drove in the last )' There was an organization of spirit as well as of muscle and brain. War rallies brought the secretary of the Navy and other important people to the yards to talk to the workers . Slo­ gans , contests , posters and projected goals were inspirational. Likened to the building of the pyr­ amids of Egypt and the Great Wall of China, this fabrication of steel ships was , nevertheless, carried out in a remarkably safe and sane fashion. Working conditions and pay were reg­ ulated by the newly-formed AFL. These . : agreemmts provided 'for union stand­ ards of wages, hours and conditions under which the men worked. A rep� resentative board was set up with district examiners in each area, and a safety engineering section of the EFC was created . One shipyard had 50 men checking to reduce safety hazards. Hog Island Admiral Francis T. Bowles was in rivets , there was a unity of purpose. charge of Hog Island, and Lt. Col. . Once the design was set, dies , jigs, patterns , templates-everything that pertained to the parts of the ship-­ Were put into construction at factories which were sometimes several hundred . miles from one another and from the shipyard. Hull plates , engines , shafts, propellers-every last bolt was pro­ duced in large numbers and trans­ ported to its proper place in sequence and then coordinated at the yard. Before Hog Island and other fabri­ cating shipyards, it took a year to build a ship. That time was whittled down rapidly, and by the time of the Armistice, one per month was the rule. Philip S. Duane was head of health and sanitation at the shipyard . Hog Island was an entire city built on a marsh island in the Delaware River below Philadelphia . Of its 900 acres, 20 were covered with workshops , bar­ racks , warehouses, a mess hall, a YMCA, a school for on-the-job train­ ing for shipbuilders, and a hospital. Skilled Labor Hog Islander: Black Falcon courses for technical and navigational training. This massive project required skilled men. Training centers were set up all over the country, some in shipyards, others nearby . Pratt Institute, Mas­ sachusetts Institute of Technology (MIT), Stevens Institute , Johns Hop­ kins , Tulane , the University of Wash­ ington at Seattle-these were among the many schools which offered free Hog Island had its own band, its own publications, its own filter plant for pure water, its own sewage system, a gymnasium, a railroad, and a post " office . Outside this "city , " huge hous­ ing facilities were constructed for the families of the workmen. Women were employed by the shipyards, but only as office personnel. The first Hog Islander launched was the Quistconck. President Woodrow Wilson and Mrs. Wilson attended christening ceremonies of this ship, which took only six months and 2 1 days to build. But it was the Tuckahoe which set the record about a year later of being built in 27 day s . All told, 1 10 ships were built at Hog Island. (Continued on Page 27.) 22 I LOG I October 1 985 -- -- ---- =-- -� ---- �an No Rest for SONAT I nformational Pickets 'i .\ l 1 l i I l l In order to demonstrate their sup­ port for SIU members employed in SONAT companies, deepsea sailors and industrial workers have run infor­ mational picket lines at specified sites around the country . For the past year, the SIU and SONAT Marine have been involved in a dispute that will help determine the fate of the inland maritime industry for years to come. SONAT Marine is trying to create a "union-free" at­ mosphere on the rivers and harbors of this country . The SIU is not willing to let that happen. Few people outside the tug and barge industry know what is going on because most of the action so far has been confined to the courts. Yet the fight involves important principles, and is being waged in deadly earnest . The SIU sees this fight as a matter of maintaining members ' pension and welfare rights ; ensuring their safety in the face of potentially hazardous re­ ductions in manning scales, and pro­ tecting a grievance and arbitration sys­ tem t_hat bas prevented tug and barge Workers from being fired without good cause. On September 26, an informational picket was set up at Colonna Shipyard, Norfolk which does business with SONAT Marine . Many of the indus­ trial workers there braved dismissal in order to support the workers in SONAT. Over the past year, the Union has not jeopardized the job security of our members , especially the captains , ma­ tes and barge captains who the com­ pany has unilaterally reclassified as· "supervisors . " For that reason , only the non-SONAT personnel who helped man the line are named below. All gave their time and some even risked their jobs so that tlie workers em­ ployed in the SONAT fleets could maintain decent benefits , safe working conditions and unthreatened job se­ curity . The Union thanks the following peo­ ple for manning the lines: James T. Mann Floyd Payton Howard Plybon Clifton Forbes Pat Wright John Cooper Stephen Argay L. Price UIW Joe Jones W. Kaulback - UIW Mark HaU Larry Ambrous Sam Davis Ivey Cox · A · Dag and Its J3oys .: ' Along with the rest of its crew, the Manhattan Island (North American Trailing Co.) sarries an extra crew­ member, Manny the Dog. It appears from these pictures , shot by SIU third mate Marshall McGregor, that Manny is a member of the licensed crew. But unlike some officers , Manny is not rabid, and has the papers to prove it. The eight-year-old dredge is a 28 1 foot long, 2,385 gross ton split-hull hopper dredge. She also is the first of her kind built in America. : '.. : .--: A police officer talks to picket line volunteers at the Colonna Shipyard in Norfolk. Though company officials called the law, there were no incidents and the pickets were allowed to march. The SIU has been setting up picket lines around the East Coast to pressure SONAT Marine. The informational picket lines have been manned by SIU and MEBA members and officers. Here in PhUadelpbia at tl)e MobU Oil Paulsboro Refinery are (left to right) QMED Erik PlakSm, MEBA Rep _Tom Bethel, Steward A.ssist. Douglas Moore and QMED Mike Goins. .' • · The hopper has a capacity of 3,581 cubic yards. Material is pumped into the hopper from a pair of suction arms which trail alongside the ship on the sea floor. when the hopper is full, the Manhattan Island heads to the dump · grounds , when� the ship, which is hinged in the middle, splits apart and material is released. The pictures were ta_ken during a project in Cameron, La. , and the dredge' s next work was set for Free­ port, Texas. �{�; Here's part of the crew of the Manhatlan Island: standing (left to right) Chief Coot and Steward Ed Vieira, AB Paul Wolfe, Dragtender Patrick Burke, Cadet Brad Brown, Mate Patrkk Dollard, Wiper PbU Lyon, Engineer Jim O'Meara, AB Steve Wells, (ki.eeling) Steward Assistant Leo Kinney, Engineer Russell Jewett, Chief Engineer Bill Baumann, Mate Marshall McGregor and Manny. · Manny reaches the pinnacle of "dredgedom" her upon the dragtender's "throne." as Steward Assistant Leo Kinney installs October 1 985 I LOG I 23 �- · - - ·---·--·· - - - . ·-·-------- · -------- - ·------ ---- - ---- -�-- - - #fur;"�.. "-"> ,,, ' . · ,,, ., \ , ,. n �_$. &,..·;," ' ' " ·· · ·�<. �L r I i· I: In Memoriam· Whitley Hudson Callis, 58, died on July 6. Brother Callis joined the Union in the port of Nolfolk in 1 983. He was e a resid nt of Mathews, Va. Surviving is his widow, Hilda. Tilton Jerome Grater, 65, died of heart failure in St. Joseph' s Hospital, Highland, lli. on Sept. 13, 1984. Brother Grater joined the Union in the port of St. Louis, Mo. in 1975 sailing as a cook for Inland Tugs from 1957 to 1975 and for ACBL from 1975 to 1980. o He was a f rmer member of the Brew­ ers and Matters Union, Local 6 and was a veteran of the U . S . Navy during World War II. Boatman Grater was born in East St. Louis, IU. and was a resident of St. Jacob Twsp . , Ill . Burial was in Lakeview Cemetery, Belleville , Ill. Surviving are a daughter, Patricia Ozburn of Belleville and a brother, Clarence of St. Jacob Twsp. Pensioner John A. Hassell, 65 , died on Sept. 4. Brother Hassell joined the Union in the port of Philadelphia in 1960 sailing as a deckhand for Curtis Bay Towing from 1947 to 1985 . He was a veteran of the U . S . Army in World War II. Boatman Hassell was born in North Carolina and was a resident of Wenonah, N.J. Surviving are his widow, Marie ; a son, David of Rocky Mount, N . C . , and a brother, William of Thorofare, N .J. Paul Joseph Mfiduschak, 56, died in Mobile on Sept. 8 . Brother Miklus­ chak joined the Union in the port of Norfolk in 1977 sailing for Allied Tow­ ing in 1977 and as an AB aboard the dredge Sugar Islander (North Amer­ ican Trailing) from 1981 to 1985. He was a veteran of the U . S . Navy during the Korean War. Boatman Mikluschak was born in Pittston, Pa. and was a resident of Nolfolk. Surviving is his r Dispatchers Report for ·Inland Waters SEPT. l-30, 1985 *TOTAL REGISTERED All Groups Clan A Clan B Class c Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . , . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . . . . . . . �· . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Algonac . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '. . . . . 0 0 2 4 49 1 2 5 0 3 0 0 0 15 2 0 0 0 2 0 12 0 4 0 0 1 0 0 0 2 1 0 22 54 0 0 0 1 8 0 0 0 0 0 0 2 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 7 0 2 0 0 0 0 0 0 0 0 0 0 7 0 2 0 0 0 0 0 1 1 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 83 0 0 3 0 0 0 0 15 0 18 0 0 0 0 18 0 Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . :-. . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Algonac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . in t f�'::Y/� · · . 0 : '. : '. : : : : : : : : : : : : : : : : : : : : : : : : : 2 14 ' 3 Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . · . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Algonac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P Point · · · · · · · · : : · · · · · · · · · · · · · · · · · · : . . . . . . T I . . . . . . . . . . .. . .. , .. . .. . . . . . = Totals All Departments . . . . . . . . . . . . . . . . . . . . • •• ' c ... . 1, 2..' ·�.····-''•.·,.,:.·..<..;... 2,:.,. ·,: . .T.�-. . ,�. . , !' ' T' .:&".''.'•{,·:'�'. "-:' . 1 09 2 -.:�> 26 . . 1.'•:- .. ·,�(, i. ": · 58 TOTAL SHIPPED Clasa A All Glllupa Clasa B Clau C DECK DEPARTMENT 0 0 0 0 2 2 7 0 10 52 2 0 0 2 1 0 0 0 0 0 0 0 0 0 1 0 2 8 0 0 0 0 0 0 2 0 0 0 0 3 0 0 0 0 0 0 15 0 * *REGISTERED ON BEACH All Groups Clasa A Clan B Class C 0 0 6 4 65 0 5 7 0 3 0 0 1 24 4 0 0 0 3 1 16 0 6 1 0 7 0 0 0 10 2 0 0 0 10 0 0 0 10 42 0 8 0 0 0 0 28 1 0 0 3 0 0 0 1 4 0 2 0 0 0 0 0 0 20 119 46 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 4 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1 0 0 0 1 7 0 0 1 0 0 0 0 0 13 0 0 22 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 5 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 4 0 0 0 0 0 5 0 2 1 0 1 0 0 1 1 0 0 74 15 10 3 ,; 5, , 2 89 20 "Total Registered" means the number of men who actually registered for shipping at the port last month. 7 11 28 152 . 99 0 0 1 0 0 1 2 0 0 5 10 0 0 0 0 0 0 7 0 0 0 0 0 0 1 1 0 0 0 2 0 0 0 3 7 0 5 0 0 0 0 3 0 9 �1 5; .- --;;;".''.-: · .i;; .: : : ·. :;\ :. 60 125 " Registered on the Beach" means the total number of men registered at the port at the end of last tnonth. New Pensioners widow , Irene . Timothy Keen Sosey, 22, died of injuries sustained in a boating accident in Bay Lake Twsp. (Minn. ) Hospital on July 27. Brother Sosey joined the Union in the port of St. Louis in 1 985 sailing as a deckhand on the paddle­ wheeler Delta Queen (Delta Queen Steamboat Co.) He was born in St. o Paul, Minn. and was a resident f Lake Havasu City, Ariz. Interment was in the Lake Havasu City Ceme­ tery. Surviving are his parents, Walter and Martha Sosey of Lake' Havasu City. Willie Credeur, 61 , joined the Union in the port of Houston, sailing last as a cap­ tain · for Higman To ng .from 1945 to 1985. Brothef . Cre­ deur was born in • Rayne, La. and is a resident of Orange, Texas. :m Pensioner Abel Nolton Trosclair, 70, passed away on Sept. 22. Brother .. Trosclair joined the Union in the port of New Orleans in 1956 sailing as a deckhand for Crescent Towing from 1946 to 1980. He was a veteran of the U . S . Army in World War II. Boatman Trosclair was born in Morgan City, La. and was a resident of New Orle­ ans. Surviving is his widow , Stella. .William Diggs Sr., a'ir jllfii'o� 'lll R Md. · Russell Edward 63 , joined the Union in the port of Nolfolk in 1966 ·. sailing as a chief en­ gineer for the Vir­ ginia Pilots Assn. from 1 952 to 1985. Brother Diggs was a former member of MEBA. He also worked as a machiiiist. Boatman Diggs was born in Laban, Va. and is a resident of Onemo, Va. ·· John Haines, 62, joined the Union in the port of Baltimore in 1968 sailing as a chief en­ gineer. Brother Haines was born in Burlington, N .J. and is a resident of Joppa, Richard J. Lud­ . lam, 58, joined the Union in the port of . Houston in 1957 sailing as an oiler for G & H Towing. Brother Ludlam was born in Raymond­ . ville, Texas and is a resident of Freeport, Texas. Personals Benjamin Harri­ son Hayman, 70, joined ihe Union in the port of Baltimore in 1972 sailing last as a captain for Harbor Brother Towing. Hayman was born in Elizabeth City, N .C. and is a resident of Baltimore. Hugo or Max Brewster Please contact Pete Waters, LNG Gemini , c/o Energy Transportation Corp. , 540 Madison Ave. , New York, N.Y. 10002 . 24 I LOG I October 1 985 .. -- ------·---- �-- -·· � l I I f 1 ! t· r i i i J I I �Onboard the William Roesch, crewmembers (I. to r.) AB Danny Bensoni, Bosun Brett Fischbach and Deckhand Leonard Scott listen to Sacco and Great Lakes Rep. Byron Kelley. Here's Wheelsman John Litersky on the Ml V Belle River (American Steamship Co.) enjoying a meal. Here SIU Vice President Mike Sacco steps carefully back aboard the Union boat after spending time on the MIV William Roesch (Pringle). Deckhand William Mulcahy and Bosun Larry Smith on the Belle River. Conveyorman Darrel Overby on the Clair (American Steamship Co.) St. He claims it's a bank, but t�en Seafarer Andy Goulet bas always thought "big" thoughts. He brought in his new "coin bank" to show his brothers and sisters at the Algonac hall. "When it's full of Susan B. Anthony dollars, I'll retire," he said. On the National Crescent Part of the steward department on the Belle River includes Ahmed Nassar and Ray Buzwah. New Harbor Dedicated in Hawaii While docked in Mobile, Ala., part of the cnw of the tug National Crescent took time for a cup of coffee. Shown here are (I. to r.) relief Capt. Howard Trey, Tankerman Stanley James and Capt. Roy Benoit. A 92-acre, $47 million new harbor facility at Barbors Point near Honolulu was dedicated last month. It is designed to supplement Honolulu Harbor's capacity . The new facility is 38 feet deep with 450-foot wide entrance channel some 38-42 feet deep. A l ,000-foot long pier and a storage yard will be added by 1987. October 1 985 I LOG I 25 �SPAD Is (Continued from Page 18.) ENVIRONMENTAL ISSUES These issues could help create new JOBS, .such as · . �> ·... � · .. Power- Politics '·ls · PoWer .. ocean incineration ' H.R. 967 Clean Air Act Amends; Vessel Air Emissions (Florio) Reauthorizes and amends the Clean Air Act H.R. 1295/S. 1039 Ocean IncineratiOn (Boxer/Cranston) Requires a comprehensive study to be. conducteq on the . health & environ­ mental effects of ocean incineration of hazardous & toxic wastes *H.R. 1232 Oilspill Liability (Studds) Establishes a single nat'l li�bility sys­ tem to replace the four separate existing single-purpose 'oil cleanup programs *H.R. 1957/S. 824/S. 1502 Ocean Dumpi11g (Mikulski/Lautenberg/ Chafee, PY request) Reauthorize for . 2 years Title I of the Marine Protection, Research, & Sanc­ tuaries Act, which authorizes Gov't selection, monitoring,. &. enforcement of ocean dumping cites · _ *H.R. 3 158 (Jones) Revises laws related to maritime com­ mercial instruments and liens and public vessels and goods as Chapters 3 13 and 3 1 5 of Title 46 Each new passenger ship could employ as many as 1 ,000 people. Revitalization Efforts (H.M�&F Cmte) Discuss initiatives to expand & revital­ ize the U.S.•ftag passenger cruise ship industry *S. 1 64 1 Vessel Redocumentation (Inouye) Permits any U .S.-built passenger cruise vessel -subsequently sold foreign to re­ ftag U . S . with Jones Act coastwise privileges · PORT DEVJ):LOPMENT AND INLAND WATERWAYS Improvement on the inbinCI ·w�terways could lead to thousands of SIU JOBS on the rivers. · Several hundred SIU members depend on the Lakes for their JOBS. Establishes the principle o f lowestlanded cost in shipping Governmerif cargoes, and directs federal agencies to follow this practice in shipping agency goods *H.R. 3 1 96 Pilotage Liability (Oberstar) Revises laws related to maritime liabil­ ity for personal property and goods as Chapters 307 and 309 of Title 46 PASSENGER VESSELS GREAT LAKES *S. 1 5 1 8 Gov't-lmpelled CargoesLowest Landed Cost (Glenn) *H.R. 3 157 (Jones) *H.R. 2577 FY '85 Supplemental Approp Provides supplemental funds for the continuance �f federal programs in FY '85; including funds for water projects *H.R. 2959 Provides FY '86 funds for energy and water development programs. Administration/Senate Republican Cost-Sharing Agreement Negotiated to remove veto threat from H . R. 2577, the FY '85 Supplemental Approp. bill (See Above) *H.R. 6 Water Resources Development (Roe/Howard) Omnibus bill authorizes $ 1 8 billion in water projects & establishes cost shar­ ing 'fortnula which substantially in­ creases the 'co'sts borne by local bene­ ficiaries FY '86 Water Devel Approp Limits the liability for negligence of U . S . registered pilots navigating vessels on the Great Lakes so as to provide reciprocal and equitable participation by U . S . and Canadian citizens in pilot­ ing Great Lakes vessels JONES ACT The Jones Act protects thousands of SIU JOBS. *Coastwise Trade Oversight Hearing U .S . Customs Svc. Activities (MM&F Subcmte on Investiga­ tions & Oversight) · · .. · . '' · ·· · Hearing to review U . S . Customs Serv­ ice regulation of certain activities in­ volving the U . S . coastwise trades MARITIME DEFENSE COMMISSION This c0�i0n c0uld �ad to more SIU JOBS. · •. ·. nze , riiatio'n '' , ,, . , . �¢�� �W61J �tittl� · *H.R. 2577 .. . FY '85 Supplemental Approp (House Approp Cmte) �fe�s,ep�. , .. TRADE AGREEMENTS Fair trade means U.S. ships with U.S. crews could compete. S. 189 Bilateral Agreements (Inouye) H.R. 2268 . Isra I Free T rade • Provides supplemental · funds for the continuance of federal programs in FY '85 *H.R. 3 156 trade between the U .S . and Japan . Facilitates the co.osiderati�h '& imple­ mepmtion of re�iprocal trade measures · against coun�ries employing U nfair trade · · policies · · s. 609 unfair · Trade Act (Byrd) . · TRADE REORGANIZATION H.R. J20iH.R. 1679/H.R. 1928/ S. 2 1/S. 923/S. 1 365 U . S . Dept of Trade (Endreich/Regula/W atkins/ · Moynihan/Riegle/Roth) Revises existing laws pertaining to lim­ itation of liability for maritime claims Revises, consolidates, and enacts cer­ tain laws related to admiralty and mar­ (Jorres) ·· �ent bc:.t�een J raet 'ancJ the p.S . t . of . H ring t review the TRADE REMEDIES MARITIME LIABILITY REFORM H.R. 277 (Biaggi) Implements a two-way free trade agree­ Trade . . Authorize the use of funds appropriated to Navy for the expenses of the Com­ mission on Merchant Marine & De­ fense; extends the date by which reports and recommendations from the Com­ mission are due H.R. 2 1 97 Commission Extension & Funding (Bennett) Establish guidelines for the negotilltion· · of bilateral maritime agreements s. 450 U . S . Trade Commission (Bingaman) itime liability as subtitles I and II of Title 46, u .s. Code; ·�shipping" Reorganize trade bureaucracy, and es­ tablish 3: U.S. Dept. of Trade Establish a Presidential bipartisan Int'l Trade and Export Policy Commission (List compiled by the Transportation Institute) Gas�Culprit in Tanker Blast Hydrogen gas, not sabotage or foul play, caused the explosion which ripped apart the oil tanker Puerto Rico last year off the coast of northem California, the Coast Guard reported this month. The explosion, which killed one crewman, apparently was caused by the hydrogen which "could have been produced by caustic soda cargo leaking into a void space and reacting with . . . zinc coating, " the report said. It also laid some contributing blame on the ship's captain for "failure to determine that the caustic soda had leaked into the void space. " Fish Gain Vote Years ago Navy submarine pioneer Adm. Hyman G. Rickover changed Navy tradition and stopped naming submarines after fish. He substituted prominent people, cities and states. His reason, "Fish don't vote. " Tradition will return during the next several years thanks to Navy Secretary John Lehman who has revived the practice of naming submarines after such fish as tigersharks , barracuda and even the lowly perch. TMT Starts New Service Trailer Marine Transport Corp. will use the Caribe Tra.der to begin new RO/ RO service to the Leeward and Windard Islands. The 385-foot Caribe Trader will sail from San Juan, P.R. to Barbados, St. Vincent, St. Lucia, Martinique , Dominica, Antigua and St. Kitts. TMT is a Crowley Marine Corp. subsidiary. 26 I LOG I October 1 985 . ' · . . . T � SIU and other .community organizations in Baltimore got together to make a wish come true for a young cancer patient, a trip to Florida;s Disney World. More than $5,ooO w&S l'1:iiSed at varioU.S l)euefits and functions so Teddy Roser and bis parents ean vi$t Disney World and meet Mickey Mouse� one of_ Teddy's fondest wishes. Pictured above are (t to r.) Bob Ardnt, Lou Karpouzie (chairman of the fundraising drive), Rep. Helen Bel}tley (R�Md.), Teddy with bis parents Susan and Ted Roser, Kathy Hoff and SIU Rep · Bob Pomerlane. f ll ! I I �.,.- -.. Stylianos Goumas, 60, joined the SIU in the port of New York in 1964 sailing as an oiler. Brother Goumas was born in Greece and is a resident of Fort Lee, N.J. · Harold Dean Smith, 65, joined 1 the SIU in the port of Wilmington, i Calif. sailing as an oiler-FOWT. Brother Smith is a veteran of the U . S . Navy during World War II, sailing last as a WT3C aboard the ; USS Columbus. He Was born in · ' Springdale, Iowa and is a resident of Payson, Ariz. • Deep Sea Willie Albert Sr., 59, joined the SIU in the port of Baltimore in 1955 sailing as a chief cook. Brother Albert began sailing in 1946. He was born in North Carolina and is a resident of Baltimore . John H. Dehring, 60, joined the SIU in the port of New Orleans in 1 961 sailing as an AB . Brother Dehring was born in New Orleans ' and is a resident there . = Thomas Richard Reading, 66, joined the SIU in the port of Seattle in 1 970 sailing as a recertified bosun. Brother Reading was born in California and is a resident of Central, Utah. Hector M. De Jesus, 6 1 , joined the SIU in the port of New York in 1955 sailing as a chief cook. .. Brother De Jesus began sailing in 1947. He was born in Utuado, P.R. 1 and is a resident of Brooklyn, N . Y. .. -· Henry Boyden Donnelly, 65, joined the SIU in 1 947 in the port of New York sailing as a recertified chief stewl'!rd. Brother Donnelly gradu­ ated from the Union's Recertified Chief Stewcµ-ds Program in 1 980. · . .. j sailed dulirig the Vietnam Wat< His'.'son; . William , -was a 1969 SIU scholarship winner alternate. Born in New York City, he is a resident of Lacombe, La. m ·fil The Hog Islander: Buifrling (Continued from Page 22.) A few special transports were made at Hog Island that were larger, but for the most part, Hogs were 380 ft. with a 54 ft. beam and a 27 ft. draft. They were propelled by a 2,500 h.p. turbine engine . (The Wantegan and the West­ moreland were larger by several tons and deeper by three feet. ) These fab­ ricated ships were the prototypes for the Liberty and Victory ships of World War II. The greatest single moment for this gigantic enterprise came on July 4, 1 9 1 8 when 100 ships were launched at one time from various shipyards around the country. Pershing sent his con­ gratulations to the ' 'patriotic brothers in the shipyards at home. No more defiant answer could be given to the enemy challenge, " he wrote. " With such backing we cannot fail to win. All hail, American shipbuilders . " One month before the Armistice , peak production was reached. Ship­ builders , however, continued to com­ plete the ships until 192 1 , and America had her merchant fleet, just as Goe­ thals had envisioned. Following WWI The Hogs served in World War II as well, but 58 were sunk. According a Norman Lawrence Hargrave, 59, , . joined the SIU in the port of Phil­ adelphia in 1955 sailing as a chief pumpman. Brother Hargrave hit the bricks in both the 1 96 1 Greater N . Y. Harbor beef and the 1962 Robin Line strike . He is a veteran of the U . S . Navy in World War II. Seafarer Hargrave was born in Bal,,.;., timore and is a resident of Houston. Walk.er Eugene Ward, 69, joined the SIU in 1 946 in the port of Mobile sailing as a chief electrician. Brother Ward also sailed during World War II. He is a deep sea diver, too . A native of Alabama, he is a resident of Wilmer, Ala. Frank A. Keller, 60, joined the SIU in 1944 in the port of New York sailing as a QMED and 2nd assiStant engineer. Brother Keller was born in Newark, N .J. and is a resident of Union, N.J. Charles Anthony Welch Sr. , 65 , joined the SIU in 1945 in the port .. , of New York sailing as an oiler and 3rd and 2nd assistant engineer for MEBA , District 2 . · Brother Welch helped organize the SS Edmund B . Alexander ( U . S . Army Transpor­ tation Service) during World War II . He was born in Queens, N.Y. and is a resident of Norristown , Pa. ·.· · Regin8Jd BeeSon "R.B." Kelly Jr., 65 , joined the SIU in the port of Houston in 1960 sailing as a cook. Brother Kelley hit the bricks in the 1946 General Maritime beef. He ' was born in Remlig, Texas and is a resident of Kountze, Texas. Morra Junior Maultsby, 59, joined the SIU in the port of Baltimore in . 1959 sailing as a steward-baker. Broth�r Maµltsby was born in Blad­ enbo�o. N.C. ' aild• of. . i:s, a,7�iderit . . . Baltimore. . · .. Great Lakes .. · Ralph Leslie, 65 , joined the Union I in the port of Buffalo, N.Y. in 1960 \ sailing as a FOWT for the Boland and Cornelius Steamship Co. , fBrother Leslie was born in Geneva, · Ohio and is a resident of Toledo, Ohio. Merchant Fleet to an article in the Seafarers LOG of November 1 949, "The 'Hog'-The Seaman ' s Favorite S hip, " by John Bunker (former seaman and former director of the SIU's Historical Re­ search Department), "56 survived the war" and "37 were transferred to foreign flags." B unker also said that the Hogs saw plenty of action carrying cargo to the fronts. " Few ships have ever been drier at sea in a heavy blow , ' ' he said in asserting · that the Hogs were more seaworthy than the Liberty ships, the Victory ships or even the C-3 s . It is a sad reflection on the nation they served so well in two wars, how­ ever, that no Hog Islanders are left today . Editor's Note: The massive govern­ ment, labor and industry effort to pro­ vide the U.S. With a merchant Oeet in World War I was really America's first shipbuilding program. The story of the Hog Islanders and the World War II Liberty and Victory ships program shows the national security needs that a mer­ chant marine Oeet fills. Yet in �th wars it took an outbreak of hostilities before this country acted. Are we in the same position today? · Monthly Meinbership Meetings · -� Deep Sea Port Date Lakes, Inland Waters Piney Point . . . . . . . . . . . . . . . . Monday, November 4 . . . . . . . . . . . . . . . . . . 10:30 a.m. New York . . . . . , . . . . . . . . . . . Tuesday , November 5 . . . . . . . . . . . . . . . . . . 10:30 a.m. Philadelphia . . . . . . . . . . . . . . . Wednesday, November 6 . . . . . . . . . . . . . . . 1 0 : 30 a.m. Baltimore . . . . . . . . . . . . . . . . . Thursday , November 7 . . . . . . . . . . . . . . . . . 10:30 a.m. Norfolk . . . . . . . . . . . . . . . . . . . Thursday , November 7 . . . . . . . . . . . . . . . . . 10:30 a.m. Jacksonville . . . . . . . . . . . . . . . Thursday, November 7 . . . . . . . . . . . . . . . . . 10:30 a.m. Algonac . . . . . . . . . . . . . . . . . . . Friday, November 8 . . . . . . . . . . . . . . . . . . . . 1 0 : 30 a.m. Houston . . . . . . . . . . . . . . . . . . . Monday, November 1 1 . . . . . . . . . . . . . . . . . 10:30 a.m. New Orleans . . . . . . . . . . . . . . Tuesday, November 12 . . . . . . . . . . . . . . . . . 1 0 : 30 a.m. Mobile . . . . . . . . . . . . . . . . . . . . Wednesday, November 1 3 : . . . . . . . . . . . . . 10:30 a . m . San Francisco . . . . . . . . . . . . . Thursday, November 1 4 . . . . . . . . . . . . . . . . 10:30 a.m. Wilmington . . . . . . . . . . . . . . . . Monday, November 18 . . . . . . . . . . . . . . . . . 1 0 : 30 a.m: Seattle . . . . . . . . . . . . . . . . . . . . Friday, November 22 . . . . . . . . . . . . . . . . . . . 1 0: 30 a.m. San Juan . . . . . . . . . . . . . . . . . . Thursday, November 7 . . . . . . . . . . . . . . . . . 10:30 a.m. St. Louis . . . . . . . . . . . . . . . . . . Friday, November 8 . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Honolulu . . . . . . . . . . . . . . . . . . Thursday, November 14 . . . . . . . . . . . . . . . . 1 0 : 30 a . m . Duluth . . . . . . . . . . . . . . . . . . . . Wednesday, November 1 3 . . . . . . . . . . . . . . 1 0 : 30 a.m. Gloucester. . . . . . . . . . . . . . . . . Tuesday, November 1 9 . . . . . . . . . . . . . . . . . 1 0 : 30 a.m. Jersey City . . . . . . . . . . . . . . . . Wednesday, November 20 . . . . . . . . . . . . . . 1 0 : 30. a.m. October 1 985 I LOG I 27 ; ' �Deep Sea Fred Frank Dor­ ney, 55, died in Doc­ , tor's Hospital, Ma­ ; nila, P.I. on May 1 . : Brother . Dorney joined the SIU -in the port of New York in 1962 sailing as a re­ bosun. certified Dorney graduated from the Andrew Furuseth Training School, Brooklyn, N.Y .. in 1966 and from the Union' s Recertified Bosuns Program i n 1983. Seafarer Dorney also sailed during the Vietnam War. He was a former mem­ ber of the ILA and the Postal Workers Union and was a veteran of the U . S . �, Air Force serving as a cook in the Korean War. Born in Brooklyn, he was a resident of Reno, Nev . Surviv­ ing are his widow, Aida of Manila; a daughter, Sarah also of Manila; his mother, Katherine of Brooklyn; two brothers, William of Brooklyn and Thomas of El Paso, Texas, and two sisters , Catherine Riniker of Grand Junction, Colo. and Ann Grochowski, also of Brooklyn. · Frederick Cohen, 66, died on Sept. 1 4 . Brother Cohen joined the SIU in the port of Boston, Mass. in 195 1 sailing as an oiler. He was a veteran of the U . S . Army during World War II. Seafarer Cohen was born in Mas­ sachusetts and was a resident of Se­ attle. Surviving are his mother, Molly of Brookline, Mass. and his sister, Blanche of Boston. Pensioner Avob Lucien Granger, 77 , passed away in St. Patrick's Hospital, Lake Charles, La. on Sept. 1 . Brother Granger joined the SIU iii the port of Lake Charles in 1958 sailing as a FOWT. He was a veteran of the U . S . Army in World War II. Seafarer Granger was born in Mamou, La. and was a resident of Lake Charles. Burial was in the Consolata Cemetery, Lake Charles. Surviving are his mother, Carrine and a brother, Eual, both of Mamou. Pensioner Christos Antonios Houlis, 84, passed away on Sept. 1 3 . Brother Houlis joined the SIU in the port of New York in 1955 sailing as a bosun. He was born in Greece and was a naturalized U . S . . citizen. Seafarer Houlis was a resident of Athens, Greece. Surviving is his widow, Koula. Melvin Preston Newsom Sr. , 62, died on Sept. 2 1 . Brother Newsom joined the SIU-merged Marine Cooks and Stewards Union in the port of Wil­ mington, Calif. in 1958 sailing as a chief steward. He graduated from the Union' s Chief Stewards Recertifica­ tion Program in 198 1 . Seafarer New­ som also attended Northwestern Uni­ versity' s School of Commerce, Chicago, Ill . and was a veteran of the U . S . Army in World War II. Born in Los Angeles , Calif. , he was a resident of Portland, Ore. Surviving is a son, Melvin Jr. of Compton, Calif. Pensioner Quinton Alton Nall, 68 , passed away on Sept. Brother Nall 6. joined the . SIU in 1938 in the port of Mobile sailing as a chief steward. He was born in Ala­ bama and was a resident of Waynes­ boro, Miss. KNOW YOUR RIGHTS, _.,.,,": _. CONSTIT U TIONAL RIG HTS A N D OBLIGATIONS. Copies of the S I U constitution are, ll,vailabte iil FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gu lf, Lakes and I n l and Waters District makes all U nion halls. All mem bers should obtain copies of this membership's constitution. so aS: to money and Union finances. The constitution requires a -- famitiai'ize themselves with its con­ detailed audit by Certified Public Accountants every three tents. Any time you feel any member or officer is attempt­ the Secretary-Treasurer. A quarterly finance _committee by any methods such as dealing with charges. trials. etc., makes examination each qu arter of the finances of the should immediately notify headquarters. ing to deprive you of any constitutional right or obligation months, which are to be subm itted to the membership by as well as all other details. then the member so affected of rank and file members, elected by the membership, U n ion and reports fu l ly their findings and recommenda­ EQUAL RIGHTS. All members are guaranteed equal tions. Members of this com m ittee may make dissenting rights i n employ.ment and as members of the S I U . These rights are clearly set forth in the S I U constitution and i n reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and I nland Waters Dis�rict are admi nistered the contracts which the U n ion has negotiated with the employers. Consequently. no member may he discrimi­ nated against because of race. creed. color. sex and na­ in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees · tional or geographic origin. 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 11d"'8111�l 1n lnlnJlltnudhu1u1u1111n11111111 the various trust funds. to protect your contract rights . properly, contact the fund financial records are available at the headquarters of SHIPPING RIGHTS. Your shipping rights and senior­ If any memher feels that he i s den ied the equal rights t o which he is entitled. he should in charge of these funds shall equally consist of U n ion patrolman or other U n ion official, in your opinion, fails nearest SIU port agent. notify U n io n headquarters. · SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. SPAD is a separate segregated fund. I ts pro­ ceeds are used to further its objects a.nd purposes includ­ i ng. but not lim ited to, furthering the political. social and economic i n terests of maritime workers. the preservation rights. Copies of these contracts are posted and available the political purposes of any individual. in the Union. !In d furthering of the American Merchant M arine with ·i mproved employment opportunities for seamen and boatmen and the advancement of trade u n ion concepts. of your shipping or seniority rights as contained in the articles deemed harmful to the U n ion or its collective contributes to political cand idates for elective office. All the Seafarers Appeals Board by certified· mail. return re­ by membership action at the September. 1 960. meetings ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping i n all U n ion halls. If you feel there has been any violation contracts between the Union and the employers, notify ceipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Autb 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 U n ion or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all S I U 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 -r. Brother Ryzop ' joined the SIU in the port of New York in 1954 sailing as a chief cook. He hit the bricks in the 1 % 1 Greater N . Y . Harbor beef. Seafarer Ryzop was born in Poland and was a naturalized U . S . citizen. Ryzop was a resident of Lakewood , N .J. Surviving is his widow, Stella. Pensioner Roman F. Starczewski, 74, succumbed to arteriosclerosis on Sept. 4. Brother Starczewski joined the SIU in the port of San Francisco in 1961 and began sailing on the West Coast in 1 956. He was born in Massachusetts and was a resident of San Francisco. Cremation took place in the Apollo Crematory, Emeryville, Calif. Surviv­ ing are two brothers, Edward and Pensioner John Wesley Parker, Jr. , Sigmund, both of Worcester, Mass . ; 79, passed away on June 25. Brother a sister, Mrs. William Burgess of Bos­ Parker joined the SIU in 194 ljn the · ton, Mass . , and a niece, Patricia port of Savannah, Ga. sailing as a · ··:·' Ceµghl,ig pf Norton, Mass. chief steward. He was a veteran of the U . S . Navy after World War I . Seafarer Parker was born i n Henry , Ga. and was a resident of Savannah. Surviving are his widow, Katherine and two daughters, Patricia Corley and Elizabeth Kitzmiller. K N O W Y O U R RI G H T S specific provision for safeguarding the Pensioner Leon Ryzop, 73 , passed away on Sept. 8 . your obligations. such as fil ing for OT on the proper sheets and in the proper manner. I f, at any time, any SI U 28 I LOG I October 1 985 EDITORIAL POLICY - THE LOG. The Log has traditionally refrained from publishing any article serving officer or member. I t has also refrained from publishing membership. This establ ished policy has been reaffirmed In connection with such objects. SPAD supports and contributions are voluntary. No cont ribution may be solicited or received because of force. joh discrimination, policy is vested in an editorial board which consists of financial reprisal. or threat of such conduct. or as a con­ d ition of membership in the U n ion or of employment. I f may delegate. from among its ranks. one individual to conduct, notify the Seafarers U n ion or SPAD hy certified in all const itutional ports. The responsi bility for Log the Executive Board of the U n ion. The Executive Board carry out this responsibility. PAYMENT OF MONIES. N o monies are to be paid to anyone i n any official capacity i n the SIU unless a n official U n ion receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such rece ipt. In the event anyone attempts 10 require any such payment be made without supply.ing a receipt. or i f a member is required to make a payment and is given an official receipt. but feels that he should not have been requi red to make such payment. this should i mmediately he reported to U n ion headquarters. a contribution i s made b y reason o f the above i mproper mail within 30 days of the contribution for investigation and. appropriate action and refund. if i nvoluntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social i nterests. 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 access to Union records or infonnadon , be should Immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The ad� is 5201 Autb Way arid Britannia Way, Prince Georges County, Camp Springs, Md. 20746. .. · ·· �Diaes� of S_ll ips Meejinas AMERICAN CONDOR (Pacific Gulf Marine), August 31-Chairman J. Sorel; Secretary Paul Stubblefield; Educational Director W. McRae; Deck Delegate D. Paccio; Engine Delegate J. McAvoy; Stew­ ard Delegate K. Darmody. No disputed OT. Money in the ship's fund is being spent on movies, a dart board and darts. This trip three Danish military personnel were aboard the American Condor to Bremerhaven, Germany, guarding some military equip­ ment the vessel was carrying. The steward, Paul Stubblefield, and engine cadet Kevin Fay won the dart tournament, with AB Darrell Pulley and Capt. Robert Webber taking second place. A vote of thanks was given to the steward department for a job well done-for excellent food and service. A thank-you also was given for the refresh­ ments at the last cook-out, furnished by AB Lee DuBany, Joe Bryan and QMED John McAvoy. education and communication. "No ques­ tion is stupid if you don't know the ai:iswer." The meetings will help explain the function of the Union and how decisions are made. Crewmembers will learn what a delegate does, how to go through proper channels (obey any order, challenge later), how to work to improve working and living condi­ tions. Members also were advised not to talk to passengers about their wages or about the Union. A number of suggestions were made. They included scheduling ro­ tation according to seniority, rotating days off, orientation for new members, spraying for roaches, hooking up the TV antenna and receiving a copy of the Union contract. CPL LOUIS J. HAUGE JR. (Maersk Lines), September 1 -Chairman Bernard Saberon; Secretary G. Kenny; Educational Director M. Donlon; Deck Delegate Carlos Irizarry; Engine Delegate Ben Conway; Steward Delegate · Gary N. Lackey. No beefs or di$j:>tited OT . reported. There is now $1 6 in the ship's fund. The steward suggested a poo l of some sort be estab­ lished. The bosun generously pledged to pay for half the cost .of a n1:1w popcorn machine, arid the stew ard pledged to buy . the p0pcorri. Th& company had requested a two-entree format at meals. This request operated successfu lly and was adhered to while the ship was under repair. Now that the vessel is operational and with capacity manpower, it has been requested by the membership that they return to the three. entree m�ou. The steward agreed that this idea wlll be both cost effective for the company and beneficial to the member­ ship. The bosun rep0rted that payoff will take place on Sept. 6 and that a patrolman . will be present. He.'s hoping for good news in regard to the wpl'f( schedule (4 on and 2 off). The steward reported that the ship will take on 1 20-day stores at the end of the month. In order to make ready for this . load, ·the pre�t proviSlons will be cleaned GOLDEN E NDEAVOR (Apex Marine), September 2-Chairman M . L. Keith; Sec­ retary R.D. Bright; Deck. Delegate H.P. Lopez; Engine Delegate L. Fountain. Some . disputed . OT was reported in each of _the three departments. There is $30 in the ship's fund. The ship will arrive in Jack­ sonville, Fla. on Sept. 6 and will go straight into the shipyard for repairs. How long the lay-up will be, nobody knows, and it's not yet known whether the crew will be laid off. The bosun will talk with the boarding patrolman at payoff. Overtime has been cut for QMEDs in spite of the conditions in the engine room. The fore plates were removed and have not been replaced. Also, the beams in some of the tanks are cracked and need welding. It is hoped that these repairs . will be done in the shipyard and that the ship will be safe enough to go back out to sea. The steward department was given a vote of thanks for a job well done. Next port: Jacksonville, Fla. MANHAnAN ISLAND (North Amer­ ican Trailing Co.), August 4-Chairman Steve Richter; Secretary Ed Viera; Edu­ cational Director/Chief Engineer William Baumann; Deck Delegate Jock Klohn; En­ gine Delegate Jim O'Meara. No disputed OT. There is approximately $1 00 in .the ship's fund for movies, etc. This is the ship's first meeting since coming out of the shipyard and crewing up. A question was raised about working equal time-4 weeks on, 4 weeks off. The captain advised the crew of the company's decision on this matter: no for now. But it could be possible in the future. Report to the LOG: "We have a new member of our crew, a dog we named Manny. We .received her in the shipyard and she is getting along fine, as well as being good for morale." One final reminder was given: please do not feed the dog "people food." __ LNG AQUARIUS (Energy Transpor­ tation Corp.), August 1 8-:Chairman R.J. Callahan; Secretary Steven Wagner; Stew­ ard Delegate R.M. Worobey. No disputed OT. There is $ 1 80 in the ship's fund, and the steward suggested arrival poo l s to generate even more money to the. treasu . Copies of the SIU penSion ptan and'Welfare plan booklets we.re received onboard ship. Anyone wishing to see them sl:Jould check with the bosun since there are only two copies available. A vote of thanks was given to the steward depa�t. ' "'�xt ; aridTobata, Japart. ports: Arun, In rY' I�.. :- ,,,.,,'!'-� ' ;. . BO,_D,IQUEN (Puerto Rico Marine), September 1 7-Chairman Pedro Flores; '(�-!,, Secretary Cassie B. Carter Jr.; Educational Director Raymond J. Bowman. No beefs _,,/' or disputed OT reported. There is $1 3 in the ship'� treasury. There will be a payoff on arrival thiS 1cjp tn· $an 'Juan:. A Jetter k· I f il · · ed ·trom headquarters cOnC:em- . ... ing going ba o 90 days attme ror·d · vacation. This letter has been posted. Also, clarification was received on the following: the men. who were laid off when the ship went into the shipyard in June in Norfolk and wPQJl:len shipped through the Norfolk ba?k, have officially hall tO shipped from the "i)Ort"of'. Norfolk: Whe.n their time is up, they can be pulled 'off ' iri New York even if they originally caught the ship in Puerto Rico. Next ports: San Juan, P.R. and Elizabeth, N.J. · · · g�"� \ l fi CONSTITUTION (American Hawaii Cruises), August 1 1 -Chairman Fred Ol­ son. The chairman explained the ship's delegate system and the three-strike sys­ tem of the Union. He announced that meetings will be held every other week for OMI WILLAMEnE (OMI), August 1 8-:Chairman J;_ BenT!udeZ; Secretary W. Harris; Edt:reationa1 Director C. Coello; Deck Delegate George F. A11en; Engine Delegate Charles D. Polk; Steward Delegate Fred N. Lindsey. Some overtime was questioned : and Soql�. disputed in the Cleek depart�nt eontinue to perform unlicensed personnel �ork in violation of the general rules. And in the steward department, the chief cook continues to have to butcher meat even though he was informed that all meat would be pre-butchered because of the reduction in the manning of the steward department. The ship will be placed out of service on Aug. 21 in Jacksonville, Fla. Anyone desiring to reclaim his job was reminded to register in Jacksonville. The notification of the 2 percent cost of living allowance was received by Telex and was posted. A motion was made that when the ship is being placed out of service during a weekend or holiday, that the., boarding patrolman be allowed to register the men who would be flying out · of the registering city. A further suggestion was made that on long voyages, extra movies be placed aboard before the foreign articles are signed. A vote of thanks was given to �II members by the chairman "for making this voyage as pleasant as possi­ ble." A vote of thanks also was given to the steward department. for "an extremely well done job." Next port: Jacksonville, Fla. PAUL BUCK (�an Ships, Inc.), Sep­ tember 8-:Chairman Michael Vanderhorst; Secretary Louis Pion; Deck Delegate Joel Lechel; Engine Delegate Ronald Gordon; Steward Delegate Franklin Robertson. Some disputed OT was reported in the steward department. There is $40 in the ship's fund. The Paul Buck paid off in St. Croix, having just completed a record dis­ charge of cargo at Thule Air Force Base in Greenland. It was a unique experience for all. The chairman urged all members to upgrade at Piney Point and, if possible, to enroll in the Military Sealift Operations class, "as this ,company is chartered to MSC and the ship performs many of the underway replenishment" maneuvers. Suggestions included getting more movies and more exercise equipment. A vote of thanks was given to the steward depart­ ment (despite the stores, which were not the best) for an outstanding job. Next ports: Harpswell, Maine; NorfolK, Va. ; St. Croix, V.I. SEA·LAND ECONOMY (Sea-Land Service), August 1 8-Chairman John F. Higgins; Secretary Herbert L. Scypes; Ed­ ucational Director W. H. Sander; Deck Delegate Jim Dawson. No disputed OT. The chairman stressed the importance of attending upgrading courses at Piney Point and of becoming reclassified in order to "keep a job on these new Navy ships which are under the SIU contract . . . We need the jobs with shipping the way it is now, so that everybody can get their time." The bosun, steward and electrician are all going on vacation this trip. A vote of thanks was given to the s.teward department for the good feeding. One minute of silence was Observed in memory of our departed broth­ ers and sisters. Next port: . New Orleans, La. . ·� this may lead to substitutions Ott:')f\a5 ti�;pen;onri81 the menu� One member has reque8ted · information pertaining to the rotation of crews and is awaiting correspondence from headquarters. Another motion made was that a partition be built in the crew lounge so that those wishing to watch movies are not disturbed. Other new business brought up at the meeting was that some members feel that they should be entitled to be segregated from the civilian and Navy personnel while dining. Apparently the feeling is mutual, but the steward stated that in order to maintain equal rights for all concerned, the messhall will operate on a first-come/first-served basis. This matter will be brought to the patrolman's attention. Other suggestions were for a microwave oven for the messhall, refrigeratorsforeach man's cabin and a short wave/AM/FM radio for the crew lounge. Next port: Norfolk, Va. ' : -· . � - ,_ . Official ships minutes also were received from the following vessels: OMI HUDSOI OMI LEADER OVERSEAS CHICAGO PITTS8UR8H PRIDE Of TEXAS PFC EU6EIE A. OBRE60I ST. LOUIS SAii JUAll SAii PEDRO SEA-I.MD ADVEITURER SEA-WO COllSUMER SEA-l.AllD EXPRESS· SEA-I.MD l.EAOEJI SEA.WO PACER SEA-UllO PIONEER SEA-UID PRODUCER SEA-LAID VEITURE PAllAMA 11.TRASEA AMEIUCAI EA8l! ABCllOI LIG ARIES BEAVER STATE GOLDEI llOIWICH 6ROTOll llDEPEIHIBICE l.116 LEO OAIUllD OMI CllAMPIOI OMI CHARGER OVERSEAs MARii.YI SEIATOR OVERSEAS WASllllGTOll SPIRIT Of TEXAS ' /$ BOOZE YOUR PROBLEM ? • 'ARE DRUGS YOUR PROBLEM ' • WE CAN JIElP YOU '$0LVE IT. FOR A�!ll�TANCE WIT/./ EITJ../£12 PROBLEM CONTA CT 7/IE A.R. C OR YOUR PORT AGENT I ' October 1 985 I LOG I 29 �-Company/Lakes -Lakes -Non Priority CL L NP Dire<;tory of Ports Disp•tchers Report for Great Lakes SEPT. 1-30, 1985 *TOTAL REGISTERED All Groups Class CL Class L Class NP TOTAL SHIPPED All Groups Class CL Class L Class NP · Frank Drozak, Presi(fent Ed Turner, Exec. Vice Presiderit **REGISTERED ON BEACH . All Groups Class CL Class L Class NP Joe DIGlorglo, Secretaty Leon Hall, Vice President Angue "Red" Campbell, Vice President DECK DEPARTMENT Port Algonac . . . . . . . . . . . . . . . . . . . . . 5 29 10 7 16 8 5 Port 34 6 4 18 15 3 12 7 Mike Secco, Vice President Joe Secco, Vice President ENGINE DEPARTMENT Algonac . . . . . . . . . . . . . . . . . . . . . 5 Port George McCartney, Vice President 3 18 Roy A. Mercer, Vice President STEWARD DEPARTMENT 2 5 . Algonac . . . . . . . . . . . . . . . . . . . . . 12 0 HEADQUARTERS 3 5201 Auth Way Camp Springs, Md. 20746 ENTRY DEPARTMENT Port Totals All Departments . . . . . . . . 25 20 75 39 8 Algonac . . . . . . . . . . . . . . . . . . . . . 21 0 12 0 0 4 25 26 64 9 13 58 49 (301 ) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (31 3) 794-4988 * "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 . BALTIMORE, Md. 1 21 6 E. Baltimore St. 21 202 (301 ) 327-4900 Dispatchers Report for Deep Sea SEPT. 1-30 , 1985 -....· � Port Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . New Orteans Jacksonville . : : : : : : : : : : : : : : : : San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico • . . . . . . . . . . . . . . . . Honolulu Houston . : : : : : : : : : : : : : : : : : : : St. Louis . . . . . . . . . . . . . . . . . . . Pine Point . . . . . . . . . . . . . . . . . . \ "TOTAL REGISTERED · - All Groups Class A Class B Claa C 25 18 15 29 10 4 7 0 0 DECK DEPARTMENT 5 0 12 0 1 0 0 0 14 0 10 0 7 0 0 28 5 0 1 0 2 0 1 0 3 12 14 0 0 0 1 0 ENGINE DEPARTMENT 4 0 9 0 2 0 1 0 7 0 1 42 0 5 18 1 273 0 0 157 0 1 0 0 1 0 1 1 0 0 0 0 0 0 0 0 4 213 1 48 2 8 13 7 11 4 1 6 0 0 0 0 0 1 35 1 0 7 4 53 7 7 17 7 38 35 33 5 31 14 9 10 0 3 Totars . . . . . . . . . . . . . . . . . . . . . . TOTAL SHIPPED All Groups Class A .Cla$a B Claa C 6 13 6 7 13 2 4 15 19 19 27 1 14 11 38 Port 'J , �-·,-- »· · �' �- Gloucester . . . . . . . . . . . . . . . . . • New York . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . New Orleans Jacksonville . : : : : : : : : : : : : : : : : San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu Houston . : : : : : : : : : : : : : : : : : : : St. Louis . . . . . . . . . . . . . . . . . . . Pine Point . . . . . • . . . . . . . . . . . Tota�I . . . . . . . . . . . . . . . . . . . . . . 3. 4f 29 24 13 32 13 10 20 0 4 261 . 2 o· 4 8 3 12 4 16 3 0 4 85 (I · o 0 0 0 0 0 4 0 0 0 0 18 1 4 7 4 14 11 57 7 15 5 6 6 0 2 Totars . . . . . . . . . . . . . . . . . . . . . . 3 4 1 0 1 2 0 2 4 1 6 1 35 0 0 4 1 57 64 0 24 2 11 5 2 24 13 37 17 15 10 9 12 0 0 5 . ,....,. 3 ' 26 33 · 11 7 22 5 5 26 0 0 4 182 0 0 0 0 0 28 0 0 0 0 0 0 1 0 18 0 0 1 5 9 19 17 15 46 3 Port Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . • . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . • . . . . . . . . New Orleans JacksOnville . : : : : : : : : : : : : : : : : San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . : . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . St. Louis . . . . . . . . . . . . . . . . . . . Pine Point . . . . . . . . . . . . . . . . . : . ·: ···: ;· : 0 20 Totals All Departments . . . . . . . . 34 11 4 9 3 14 16 15 10 27 7 131 21 0 1 1 3 0 0 0 0 1 0 1 0 0 0 182 0 0 0 . <.�,�5 0 1 5 0 8 3 0 1 53 .. ·., g: ·,·. ·:. :.;::-.,( ,: .. 0 0 0 0 0 2 0 0 0 2 STEWARD DEPARTMENT 4 0 0 28 1 0 0 0 t 3 a 15 0 2 171 Port Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . • . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . . . New Orleans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . . Wilmington · · · · · · · · . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . .st. Louis . . . . . . . . . . . . . . . . . . . Pine Point . . . . . . . . . . . . . . . . . Totar1 . . . . . . . . . . . . . . . . . . . . . . 3 113 . 6 0 1 24 1 0 4 0 101 1 0 0 171 Tri& Reffe 0 0 0 0 0 0 0 0 111 0 0 0 111 0 0 0 0 2 0 0 2 4 3 1 0 0 4 0 0 CLEVELAND, Ohio **REGISTERED ON BEACH All Groups Class A Class B Class C f1 0 10 14 33 13 78 73 72 58 67 20 11 7 0 6 ' .· . 7 0 6 14 12 3 0 0 0 1 0 1 13 3 1 18 28 26 18 5 23 15 0 1 0 0 0 2 2 0 0 473 189 10 0 0 0 0 0 1 0 11 18 19 6 0 3 2 5 1 0 0 0 0 55 3 2 2 6 0 18 3 0 2 15 48 52 31 56 16 8 44 0 7 ,5 6 5 19 11 21 2 19 3 0 4 . .· · 0 '�· 0 0 2 0 ·2 0 3 0 0 0 8 36 366 111 0 0 0 0 1 0 6 12 4 0 3 10 0 0 0 0 0 0 3 5 9 31 21 107 . 23 14 5 5 7 0 0 0 2 0 1 0 7 0 0 0 0- 2 2 0 108 3 0 0 123 13 38 30 4 24 0 0 1 3 1 10 5 16 0 0 4 319 93 11 2 0 3 0 7 2 36 19 3 0 26 14 24 3 32 22 49 ENTRY DEPARTMENT 31 17 16 24 0 0 62 25 185 28 0 3 1 0 0 1 0 0 4 2 4 0 3' 0 226 1 0 0 913 271 99 34 181 308 1 82 0 0 0 0 290 872 614 210 566 337 116 175 1 ,448 44 520 DULUTH, Minn. 705 Medical Arts Building 55802 (21 8) 722-41 1 0 GLOUCESTER, Mass. 1 1 Rogers St. 0 1 930 (61 7) 283-1 1 67 0 16 .C' Q' :,,. :. . .· . 1 290 Old River Rd. 441 1 3 (21 6) 621 -5450 242 HONOLULU, . Hawaii 636 Cooke St. 968 1 3 (808) 523-5434 HOUSTON, Tex. .. · , 1'221 . Pierce St. noo2 (713)' 6?9-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St., ,07302 (201 ) 435-942+·" ' MOBILE, Ala. ·.·. < 164o Dauphin· Island PJcWy; 36560 (205) 478-091 6 NEW ORLEANS, La. 630 Jackson Ave.]01 30' (564) 529-7546 Toll Free: 1 -800-325-2532 NEW YORK, N.Y. 675 4 Ave., Brooklyn 1 1 232 (71 8) 499-6600 NORFOLK, Va. 1 1 5 3 St. 2351 0 (804) 622- 1 892 PHILADELPHIA, Pa. 2604 S. 4 St. 1 91 48 (21 5) 336-381 8 PINEY POINT, Md. St. Mary's County 20674 (301 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 941 05 (41 5) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 981 21 (206) 441 -1 960 ST. LOUIS, Mo. 4581 Gravois Ave. 631 1 6. (31 4) 752-6500 . WILMINGTON, Calif. 408 Avalon Blvd. 90744 (21 3) 549-4000 * "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 September was down from the month of August. A total of 1 , 1 94 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 , 1 94 jobs shipped, 566 jobs or about 47 percent were taken by "A" seniority members. The rest were filled by ·�e" and "C" seniority people. A total of 1 75 trip relief jobs were shipped. Since the trip relief program began on April 1 , 1 982, a fotal of 1 ,806 jobs have been shipped. · Support SPAD ·-. . 30 I LOG I October 1 985 "T · ':_ ---- �'The Union Is You . . . ' I'd like to take this opportWuty to share with you on how lucky you are to be members of the SIU. · I started to gci to sea with the SIU in 1967. It opened .many doors fpr me and gave . me chances in life that .I would never have hid 1f I had not been a merchant seaman. I started off as a messman and worked . way up to a. QMED. Unfortunately, in 1981 I hurt aboard ship, and it stopped my sea-going career. I have certeJ.nly had a healthy dose on how it_ is to pe . ashore without a union You have no representation; no medical plans, · - · and· 1f somebody does not like you, he can fire you when he wants to. For now, I have to work as a security guard,· and the pay is low. There is not one day that goes by without somebody telling me how . lucky I am that I have job and how fast I can be fired. •I have no voice, nor any sa;y-so, about my j ob. I realize how lucky I was to be a part of the SIU where I had a voice and could express opinion freely, without fear of being fired. I am trying very hard to make a come-back, but I can certainly tell . . · my was . _ Letters · : · To nie Bd.i'tor · this my you right now that notb.ing can beat .the Union, and the Union is y-ou. Mexico during the war. I am specifically interested in these ships: Ben}a.m.ln Brewster, Robert E. Lee, Bayard, Alcoa. Penn, David McKelvy, Heredia, a.nd Halo. If you can help, please contact me as soon as possible. Thanks! Perry lll11B B 898 l'ort Worth, Texas C.L. Mead 128 Pine Knoll, #483 Jackson, Jl8 398 1 1 'Giving It My Best . . . ' Being one of the recipients of the SIU Charles Logan Scholarship, I would like . to take time to SSiY thank you. Thank you to the Union and my old shipma�s and to the instructors at Piney Point. ;_ , I giving it best for all of you who showed me my l'.lfe cdtt.ld be . something great, and that I could make contributions to my fellow · :· : man. .· I am complettng my 'second year at Penn State University in forestry. I hold the est grade point average in my class. 1 let it be known t6 all that I'm a member of the SIU. (601)986-8 184 this am __ • my � . And . · · · • • ,_. .. . ' . :. _ -� . memberiihip and :> > ; . .. . ''"everyetn'e eefl:'M--�;tbEJ,DiSaStel' CoaBtllne 'Pl'ojeot for '�e help· and support we have received from this _network of union haJ.ls I want to express our a.ppreoiation t.q your , ·. · . throughout the four-state area affected by Hurricane Elena. . . . "(our cooperation, and that of your membership . . . have made a great contribution not only to the Red Cross disaster program but also to the �covery of the disaster victims themselves. I waD. ' oo w how much allcof ua appreciate your help. I am sure your local Red Cro . Chapter can look fo!'W"ard to many future benefits of fine working relationship . ty t6"ltno this ss smcerely, Grover C. Adame Diaafter Director, DB. 800 American Bed erou· 'Never Looked Better . . . ' (The following is a letter from C. E. Anderson, master of the LNG Gemini, to aJ1 unlicensed personnel aboard th.at vessel.) . ·· this I'd like to take opportunity to thank everyone in 8.n departments for your help and cooperation tour. I feel the ship's appearance both on deck and below reflect the efforts you have all made. The old girl has never looked better, and I am very proud of her. Again thanks for a j ob well done. Hoping you all enj oy your upcoming vacations, I am this my Sincerely, C.B .Anderson Kaster, LNG Gembl.1 • 'Writer Seeks .Assistance . . . Quail ' I am a writer working for Ridge Press on a book that describes the sinking of American merchant vessels by German U-boats in the Gulf of Mexico in World War II. I am looking for men who served as crewmen on any vessel damaged or by U-boats in the Gulf in 1942, as I need first-person accounts of these sinkings for my book. I would appreciate hearing from anyone who survived a German attack, or who has other information relating to U-boat activity in the Gulf of sunk Yours truly, Jens C. Madsen M47 Hoboken, R.J. · Tom Glidewell Port .Agent, Mobile . ' Thank you for the money paid me for 1984 in doctors bills . . . . It was a great help. T,b.ank you again. And everything looks all right. . a:oaeph rr-.aeft&>Jr. ., 836. SprtDg:field, ••� · : '' · - . , 'Hurricane Help . . 'Thanks to Claims . . . < ... � �.,,_ l.,. Puritan, Gulf Oil, Gulf Editorial A Crop of Truth I�: !��:����= ����:i�����; ··.��:�s�;: !�:y���: �� �; y o e · ··' . s a t · callmg them · (armers because farmers . farmer whose life depend� on . a fair market price. No, they pay the lowest dig in the dirt-to stop slinging mud possible price, and then, some specagainst the maritime industry (see story page 1 ) . ulate in the land farmers lose because they go bankrupt. It was trash politics that some agribusiness concerns and their congres­ The maritime industry has bent over . . sional supporters played earlier this backwards to find a compromise on month. Accusing the U . S .-flag mer­ the issue. Even though cargo preferchant marine of killing starving chil­ · -ence only accounts for about 2 percent dren or ensuring the ruin of America's of the government' s ex nditure on farmers is nothing but third-rate rhet­ food export programs , these people oric, with no basis in fact. Cargo scream as if we were taking money preference does not kill children. · from their pockets. We never knew that the people who It is time to debate the facts. On the ' speculate in the international grain market were such humanitarians. Do - facts the maritime industry wins. It is time to plant a· crop of truth. Agri­ the Cargills of the world (a multina­ tional agribusiness company) give away business should remember-If you the grain in their silos? No, they take plant ice, all your harvest is wind. · pe Washington Report <<;ontinued from Page 21.) country's territorial holdings in the Caribbean by granting tax exemptions to businesses that operate in Puerto Rico. The SIU represents mimy seamen who live in Puerto Rico, as well as numerous shipyard and cannery work­ ers there. If the 936 exemption is repealed, then the island's already fragile economy will be further in­ jured. The president ' s original plan would have completely eliminated business deductions for conventions held on­ board American-flag passenger ves­ sels. This would have stopped the revival of the American-flag passenger vessel industry dead in its tracks . Moreover, it would have made a senseless distinction between conven­ tions held on land and those held . onboard American-flag vessels. The staff of the House Ways and Means Committee has recommended that shipboard and land-based con­ ventions be treated in the same fashion, although it would place a $150 . per day cap on each: The SIU, along with many American labor unions and business organizations, does not be­ lieve that any cap should be enacted. At present, there is a $2 ,000 exemption _ for all shipboard expenses. · October 1 985 I LOG I 31 �.. ·. :';. ;�, ' ,··•· ,.__. �- �--­ �· � •' ' �· . \ �> ·;;.. L � . ·�. . :.{ �· -�-�. -�- , T · .:· � . � ' 't ' • '• i \. ·\' I \ ' . �� � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1985 Description An account of the resource Headlines: BITTER DEBATE PRECEDES VOTE, BUT SIU MUSTERS TROOPS TO WIN FIRST ROUND IN FARM BILL FIGHT CARGO PREFERENCE SURVIVES FARM BILL FIGHT MORE ON PENSION BUY OUT EX-SIU CANADIAN CHIEF, HAL C. BANKS, 76, DIES GAUGHAN NAMED MARAD HEAD CALHOON RETIRES, DEFRIES TAKES OVER MEBA POST GREEK CAPTAIN GETS 10 YEARS T-AGOS OPPORTUNITIES FOR SEAFARERS WITH LICENSES 2ND SEAFARER BURIED AT SEAFARERS HAVEN TOGETHER, INLAND INDUSTRY CAN SOLVE ITS PROBLEMS FIRST AID FOR CHOKING--IT CAN SAVE A LIFE--YOURS NEW HYDRAULICS CLASS GETS UNDER WAY AT SHLSS SEAFARERS CONTINUE TO TRAIN MEET MILITARY JOB CHALLENGES WITH THE SEALIFT OPERATIONS AND MAINTENANCE COURSE SHLSS INSTRUCTOR SETS HIGH STANDARDS WITH ASSISTANT ENGINEER EXAMINATION RESULTS SPAD IS POWER - POWER IS POLITICS SEAFARERS HIT THE HILL FOR MASSIVE CARGO PREFERENCE CAMPAIGN, FOES BEATEN C.S. SALERNUM PAYS OFF IN HAWAII CRUISING ABOARD THE S.S. INDEPENDENCE LABOR DAY IN MOBILE THE HOG ISLANDER: BUILDING A MERCHANT FLEET NO REST FOR SONAT INFORMATIONAL PICKETS A DOG AND ITS BOYS SIU AROUND THE GREAT LAKES A CROP OF TRUTH Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1985 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 47, No. 10 1985 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f9f934cd3e147f4865a4b99d2bb31966.pdf da8e40efbd378ec244dc04c22182593b PDF Text Text �. r t f II ,. -· 1111111 L 11!11111 mz 1tl1 i!Lii!llll!ml l!H lMlJllllE a±HH" 21112 CT 11 . El l!QiiJil Ollldal PuMtcatloa of t1ae ......._. lldelaatleaal Ualoa •Atlantlc, � Lallel.and lala.. W.._. DllUtGt • AFJ..CIO Vol. 47 Mo. 9 ...._._ 1985 More Jobs As SIU Set To Crew 4 New SL-7s e eafarers Ca e rgAb1e Ce er o Open "There is no question that drug abuse is a serious problem in virtually every segment of our society. Our concern is with the well-being of our members. That is why we are setting up this program. ' Frank Drozak See Inside: SIU Backs New Passenger Ship Bill Page 3 Pension "Buy-Out" Plan Offered Page Sonat Battle ConUnues Page 3 New Bedford's Fishermen Celebrate Fleet's Blessing 4 Page 7 Cerebral Palsy: One Girl's Fight Page 10 News from the Lundeberg School Pages 11-13 A SIU esta de vosta em New Bedford Pagina 17 New Claims Service Added; Cranford Is Claims Director Page 20 The Tina & Vina (above) was one of 42 fishing boats to take part in the annual Blessing of the Fleet in .New Bedford, �. The SIU h&S organized dozens of fishing boats in New Bedford recently. See pages 15-18 for more pk:tures and stories in English and Portuguese. �. President's Report by Frank Drozak ·. Despite Troubles, Union Continues·· To Serve You You've heard it hundreds of times and I've said it just as There are serious prob­ often. · lems in the U.S. maritime in­ dustry. We know what most. of the problems stem from; lack of cargo, lack of a national mari­ time policy, lack of government support, lack of' 'fair trade'' and many other specific issues. But I don't want to spend my time this month on the serious problems we all face. I want to point out some of the. things your Union is doing for you, despite the problems in the in­ dustry. Some people have a ten­ dency to bitch and moan, even when their problems may not be as serious as tbey think, even ;Whe'tt'theY mafi�bave ome ad� vantages over other people. JOBS Even though every year, even every month, U.S.-flag ships are disappearing from the oceans, the SIU has put Seafarers to work on 42 new ships in the last year. That's 800 to 875 jobs that were not there before. These 42 ships are military suppbrt ships and some people don't like them for various reasons. But there is something to re­ member, they are jobs, and not several months I.have made the administration of the Plans a top priority. Your UniOn owes you a first-rate progtain. Tom Cran­ . ·ford, who has been with the SIU since 1960, has been ap­ pointed Claims Administrator. All of us who are associated with the Plans know that there have been some problems dur­ ing the past year or so, espe. · eially in the payment.of Claims. While there are some valid rea­ sons, I know yoii are more con­ cerned with results tharr ex:.;· cuses. Right now it takes an average of more than 40 days to process a claim. But with the new serv­ iees we are installing for the thing about it. That resulted in the birth the Seafarers Alcoholic Rehabilitation Center· (ARC). Sh1ce that time hundreds of Sea­ farers have helped themselves back to sobriety and to a pro� ' ductive life. Alcoholism remains a major problem in our society and in this Union. But just like the rest of society, drug abuse is in­ creasing a.nd is ruining lives f<)r some Seafarers and their faniilies. . . That is why I am pleased t() tell you that beginning Jan. 1, the SIU will offer a new. drag abuse counseling program in conjunction with the ARC (see page 2). In other words, if you · too damn bad jobs either. I want each Seafarer to think about · throwing in for these job-s. You will make a decent wage, you will get seatime, you will qualify for benefits, you will move up in seajority, and you will help your Union out. We have a commitment to the niilitary we must fulfill. We have promised them that the SIU can and will . provide trained and competent crews for these ships. If we don't make our commitment, we could lose some Welfare Plans, we hope . tp be have a problem and want to do of those jobs. There are not able to cut that time in half, or something about it, you will have enough jobs around to be able .. even le s� · Bet ween the : new ··.·.·the opp<>rttinity to beco me drug . · . . ' . . " · .. to afford to tos even one· away. benefit application t e form h . In the face of all the problem . new toU.:.fre e telephone servic �bout .that term "drug . e, in this industry, your Union. has free.'' Wb:at does it 01ean? Drug . : ··• the expanded hou,rs ofthe Claims helped to put almost l ,000 SIU Department, the �oritinuing free Ill. earis yori ·are not putting members to work onboard ships. . computerization of the depart- · y(}uilife or your shipmates' lives · Remember that. on the line every time you work ment and Cranford's experiwired or stoned. Drug free means ence, I expect to have the best .. Claims Department around. We you're not putting your wages up your nose, or your job at risk owe that to you� (the·Coast Guard wants to test seamen for drug use, and most Unlike most other unions or military jobs requrre mandatory companies, theSIU administers drug testing.) Drug free means its own·health insurance plans,. . you 're.not cheating yourself out the· Seafarers Welfare Plan. of. your life · and careeL. Drug ·there:are Il)�tJ,y.re��n§foithis. free means you're not robbing Ten years ago the SIU and The · most important of these .your.family ai:ld friends of your".' its president Paul - Hall recog­ reasons is to put service to our . self. yOU owe it to them. yOU nized a serious problem for Sea­ membership first. . farers and decided to do some. owe it to yourself. That is why during the . past ' " I want , .,:· tti ffoint outto. you some ofthe things your Union. is . doing for-you; despite problems in this industry. · · · · 'Tiunk. . WELFARE. NEWD�UG CL.INIC · Olfldal Publlcatidn of the Seafarers International Union ol America, Allantie, Gull, lakes and. Inland Waters Dblrict, AFL-CIO Sept 1985 Vol. 47. No. 9 North Executive Board Frank Drozak President Joe DIGlorglo Secretary Angus "Red'� Campbell · Vice President . Charles .Svenson · · · I;ditor Ed Turner Executive Mike 8acco Vice President . Vice President George McCartney Joe 8acco · Leon Hall . Vice President Vice PreSident Vice President · Roy A llercer Vice ·President Mike Hall· D..v Bowdlua ASSfstant E� . ·. .. . 2 I LOG I September 1985 Managing.· Editor•·· .. . Max Haff . . Asslsttio tEd!tOr . . · · �=:t8'oofus • · Deborah Gteene Assistant Editor . . . . 0100:.2047) : ' is published monthly by Seafare�.. International Union, Atlantic, Gutt, The LOG: (ISSN Tel .. �99La� and Inland Waters 01stri�. Afl-CIO, 5201. Auth Way; Canip Springs , Md. and at additional 0675. Second-class POStage paid at M.S.C. Pnnce Georges; Md. offices. POSTMASTER: Send address changes to the LOG, mail Auth Way, Camp Springs, . . . . · Md. . �746. . . 20790-9998 5201 20746, �·Facilities Will Be SIU Will Located at Piney Point OjJen Drug Rehab Center opened 10 years ago,- nearly every A comprehensive Drug Rehabilitation program will begin Jan. 1, SIU · Seafarer admitted fro atcoholism treatPresident Frank Drozak annoi.mced at tilent had no hlstbry of any other the September membership meetings substance abu_se problem; according in all ports. to Rick Rersriian, director of the Cen_ ter. In announcing the new substance e abuse program, Drozak said it would "By 1982, 40 perc rit of all admisnot be mandatory, but that ''it is going sions to· our clinic showed a history to be available for any of our members of other substance abuse," Reisman who have a problem and want to do said. "Today, 70 percent of those who something about it." come in to the Center for alcoholic "There is no question," Drozak treatment are also hooked on - other said, "that drug abuse is a serious �gs," he said. -- .__ . -• problem in virtually every segment of . Another al.arming statistic; accord� our society.'' ing to Rdsman,-�s th_aliii m�y ca�e$Drozak's assessment of the serious . of deatfls.frriin drug_:oveido es, a high and widespread growth of drug abuse level of alcohol i foun d Ui the bl6od is in accord with every survey taken ofthede�eased. by medical, Coast Guard and law eri� . Closet to home,. drug use evalua.: forc ement agencies Further, the tions are becoming more prevalent in tbe maritime industry. Seafare� growth of narcotics abuse. is documented at the Seafarer5 Alcoho c Rei for jobs-.on.•military sl1P., 7 -�throwin g_ n _ L,, �· _ . , _ " �· . _ . -' · · . . ... - li h�::ti�:ec�:��:� - :� ;��::��eii����=��' . opened in 1975, there has been a steady increase_ n i . the number of Seafarers coming in for alS(> chemically depeOO,�ilton other su�. er Coost - alcoholic rehabilita.fion w}lo are _ · stances.- · - _ · . •. Whe_n the SIU s Rehab Center ' ·· ��� _·. The· l>r� I - • , I 1·: "' �hlm -' . . - <:I - I . 1e&rning mor� �the new SubStance AbuSEJ Program: . : _w. ill be kept In the-strictest u� that.this. -req� confidence. 1 . . . . I &ni ihtel'8St8d in _I . . - - < . � · - - · I I - S.S. No. I (AptorBoxNo.) (Rating) (City). (5-1) J (ZIP}. I - (Book No.) I I I I L------... -------------------=-��------------� .: ., ;,,. · ·:. · suit' contend that bccatiSe tbC M C did ooi in cl ude provi 'on, for the �rv­ . .. .Four I · o deci ioo h · beenr�ached iitthe but the Navy voJuntarliy .• asked for new bid Qn the oceanogi:aphic and cable ships. . · . court ice Contract Act, the companies were able to set a very low wage structure . . . . - .. ''y . . and :underbid SIU-con_tracted firms. , · . ·. (StreetorRFD#)_ · . · Se�farers �ehabilitation Progr� �Pmey Pomt, Maryland. 20674 . t doc umentsorlicenses, and more and more industries are setting up in-plant other trades, for government contracts perf�rm�d .by private.. c.001panie�.. The · · - y >ve r perfi rmed in territorial United tate but many of the e hips pend 40 to 50 percent of their time in port or within the three-mile limit. for op­ . - . Earlier this year contracts erating oceanographic, cable and sea­ lift tanker ships were awarded to non­ SIU-contracted companies. The Union's chart­ ering almost two dozen hip the Navy asked for new bids on contracts covering 17 of those ships and several hundred jobs. . . The Service ContraCt Act puts a floor on wages and benefits somewhat like current prevailing wage laws in · r----------------------�---------------, __ - llPllKICU l . (Nam&-PLEASE PRINn ·· SlU filed a suit in U.S. Distri�t Court daiming the Sery­ . : : rt>r'a u� of 'ix weeks With up to 12 weeks drug screening programs. ' Shortly afte r the . ·\ availabie for those who may need additional help. The -SIU RehabilitatiOn Center has already begun assembling films, books and other materials, and is interview­ ing candidates for counselors, clinical nurse and clinical director. Although no dollar value can meas­ ure the worth of helping one individuaI overcome an addiCtion "which will cer� tail)l.Y crlppfo ifu<l v�cy_ possibly 'kin him, �b, i5inan pc)�teci out that treat111ent atany private' hospital or- insti­ tUtion would cost between $5 ,000 and . $18,000. Reisman said tha{ an overall pro­ gram is being developed which will be tailored to meet the individual needs of each member wbo coines to the Center,fQJ:" tr�atmeqt;;: ; • - oua:ro i .now·pushi:Dgfor .legislation ·wbfuh woUid ,require similar e valuations before issuing seamen's { · _ _ _ "Our concern is with the well-being of our members," Drozak said, "and that is why we are setting up this program." The attendance and rec­ ords of all Seafarers who come to the Center for help will be kept in strictest confidence," he said. ' . .. Jan. ,1 on case ·. hips Now on. -The first Maritime Prepositiorung Ship Squadron is now loaded and stationed in the Eastern Atlantic, the· Military Sealift Command announced. The ships contain most of the equipment needed to supply a 16,000 man Marine amphibious brigade. The ships in this force are PFC Eugene Obregon (flag-ship), Sgt. Matej Kocak, ancfLt.- John P. Bobo and the Major Stephen Pless. New Passenger Ship Bin Could Boost ·U.S. Fleet Another move to revive the Anter� _ ican-flag passenger ship id n ustry i s under way in the U.S. Senate. The SIU has thrown its support behind a bill which would allow U.S.-built, but_ currently fQreign�registered passenger ships back into the domestic trades. If the legislation is approved, the The Department of Transp<>rtation U.S. passeng er fleet, which provides commercia;t aild ri-lmt<!J'Y advantages' would i.Dcrease' "at :no cost to the government," Frarik Pecqtlex, �JU legislative director said. · Pecquex and others testified before the Senate's Merchant Marine Sub­ committee. He told the subcooioiittee · that on average one Qf _the passenger . ships would create more:than 500 sea . · faring jobs, plus additional jobs and ·· ec(}rto�c benefits on shore. . One of the. ships eligible under the provisionspf the bill is die SS Liberte owned �y'!\µterlcan Giobal Line Inc., the par�n.i . �QWP�Y: 'Of American­ Hawaii Ciuisesi, The hiberte is cur. rently saillng-·iin:a ·r::th�j>�arnanian . flag and will tie making cruises to. the South Pacific after the firsfiefth� ye ar, Conrad Everhard, ch.ail.man of- the . . -. .company said. : ·:: ·• . . t The bfu; S�l461, intr�duced by sen- .. Bu the firm has<pfans fo use.. the atots Daniel Inouye JD-Hawau) and . .. Liberte inthe Hawaii cruise trade lf-it Ted Stevens (R�Alaska), would open< is allowed t� re�flag the Liberte Amer a two-year w�dow for some 10 ships .. ican. 'That trade is protected byJhe which were built in U.S. yards but are Jones Act and reserved only for l,J.S,.., flag vessels. currently under a foreign flag. would support the bill if it was modi� 50 years old. He said the administra­ _ fied. in some areas; Garrett Brown, actirig �arad administrator, told tl\e suliomriiittee. BroWn - aid .that se:verat pf the v�s� sets eligible for re-ftagSirig under� the biiI are extremely old, one more than · _ . . tion would prefer provisions in the bill wmch would require the_ �hipyard work the vessels be done in the U.S.,_ that -the Ships be both commercially and militarily useful and that U.S.-fiag ships are not disadvantaged by any ne\'V'tnirles into.the domestic trade. ·on :1 :� ­ -" . - !. . l { _ _• . · ._ - . � · Sen. Daniel lnouye (D-Hawaii) aJ:ltl Sen. Ted :Stevens (R-Alaska) listen to_ testimony on a bill which could increase the number of u.s ftag passenger ships. The bill would allow Amerlcim-bullt but C1in'ebtly foreign-flagged ships back into the domestic trades. The SIU testified in support of the measure. •• · · " " September 1985 I LOG I 3 �., :.� Nevv·:Retirement Option "Buy Out�' Plans OK Pension In an effort to provide its,member­ At th e time of applying for this shipwith.attemative programs to plan . pension option, a. Seafarer must also for their retirements, the SIU this present a Certificate. of o®<i Uealth month announced. a new Pension "Buy f�pm his l)ersonaj physician or from a Out" plan which will be available to SlU Clliiic: The pen8ion application ·fonn must be·signed by' the Seafai:er;s eligible deep sea inenibets beginning Oct.' l, 1985. Eligibfo members will spouse.· have one year in which to apply for Unde.r this pensiot;i option, the Sea­ this Seafar�rs · Pensici.n '.option. ;The farer, hiS 's.,Q� and "epe. - dents will program will end Sept. 30, 1986.. not be �ntitled to· any· $eafar�rs Plans To be eligible for this new program, · medical co verage . a Seafarer must qualify under the Sea­ .The new. program ,was annouhced farers Plan rllles for Early Nonnal by SIU Pre sid ent Frank Droµk at the Pension, which means he timst have · September.· membership meetings in 20 years (7 ,300 days) seatime at �e · an J)Orts� Followmg his announce55 years; All of the seatime:must have been covered, un9er the Seafarers Pen- . ment, .the program was explained by sion Plan. . . . . Carolyn Gent�e, . Special Counsel foi the Seafarers Plans. U oder this new Lump Sum Payment �.-This. progrdm offers a new choic� Pension Plan, a Seafarerwolildbe able to choose to get a $100 a month pen­ to our members who may be looking for. other pension prbgrams to provide sion, and a lump sum· payment .that . for their retirement years,''· Gentile would be the actuarial equivalerit to said; the remainder of the benefits that the She listed several examples of how Seafarer would otherwise be entitled . to. the.program would work: :.1• 'h · . · , · · · · · . - · ,. trial Basis on a If a sean:ian qualifies fo,r. an . Early Nonnal PeitsiQll (20 years seatime, 55 years of age) of $45() per -month and he elects the new program, he wou1d rec�i�e a$100per month.pensiori.ben� efit for the rest of his life and a IUnip sum payment of $38,000. Let's assume that the seaman was 58 years of �ge �nd had 20 years of seatime under his· Pension Plan. This . seaman,if he electedthe new program, would get $100per month for.the rest . of his life and a lump sum payment of ·. . .&l)proxitnately $36,000. . . If a 5·9�year�old.seaJI1aD quatifi.ed for not only .the farrly Nonnat. Pension but also increments iilld a supplement, the.benefit that he would 're,'7ive would be ,greater. For. example, if he was tQr,ece!x,e:tl;l�l)asic be�efit. and f'our��tjcf.elti�Ats., .•lie w9w4A��t $5� per nionth under the ext:Sting Platt,,. :U: such an individual . elected the ri�w pension program he would receive $100 pet montb for the rest of his life as well as a lump sum payment, of .·-·. . . ._ �IiSib�e Agents Joe Air, Steve .Troy · .· Retire, Worked,>,4··'.E>eca·des - · approximately $46,106, This. . h1divid­ ual woUid also be eligible for a pen sion supplemeµt of $6,600 which w0uld bring his total to $52,706� Applications for the· new• program are available. at the Se�arers Plans office, and will· be available. in the ports beginnin� Oct. L Ms. .Gentile explained thatthe Se . a­ farers Pla11s trustees decidedto open the program on a one-year triat for deep sea me�bers in order to deter-' .mine what kind of response it would get. Depending up()n the response,the program may be extended and ex� panded, she said., · _ * . * * If you have any ques�ions about this· program, contact: CaI;ol� Gentile, Special Counsel : - Seafarers Plans 675 Fourth.Ave.· , Broo�yn, N.Y. 11232 ':- I ' . Phone:· (718) 499:6600 ' ' " .. Former .Philadelphia Port /Agent · Robert "Joe" N. Air, 59 and Seattle Port Agent Steve P. Troy Sr., 58, have retired. sailing when he was 17; He joined the SIU in 1945 in the port of New York , ':f � i Brother Air joined the SIU in 1949 in the. po� of N�w York sailing :a " mian trike. He 0e<:ani1e N. Y :joint He hif the pric;ks on the 1961 Greater N;Y•. flat�·, beef. In J963hebecame· ... .· . � ': .. Joe Air is a ·�) .. .. , . . . · ··,,:: . . · · .. . Former Philadelphia Port Agent Joe Air (Jeft) helps rend cook Eclwlllid Thlst �r� Cookaur. ·· . ' " ·- : ;. ·,: :: Washington� D.,C .. ;. · . .. Afso e�i�r, he was a SIU: rep in . the I>orts of'Houston and New York, serviilg in the port of Sari Francisco from 1975 to i979. Th�t year tie became Seaitle j,Qrt ageil(. • Troy is a�eteran.of the U.S. Navy in World Wif IIX lie is a resident of Alameda, Ca]if. One of his two sons is Seafarer Sieve P. Troy Jr: · veteran of the U.S. Seattle l'Oit agent Stkv� Tr�y began t ' 1967, . . · Navy during World, War II. A native of Floral Park; L.I., N.Y., he is a ·residentof Lumberton, N�J� : patrolmllll. Earlier iri : "13;s, piGkeg. a� � "de_l�gate h> the · u ru9n': 13tt(Bibrmiat Convention .. in b a uliion<Jffldal, a port of'Philadefphia patrolman in 1968 and the. port's agent in the early l980s; His iasf post was intll.e port of :New York where he had · started. . .� sailing as an AB. Brother Troy walked the picket lines in both the 1946 Gen­ eral Maijti.Ine beef and the· 1947 Isth- ,: . Recently retired Seattle P�rt AgeotSie�e Tioy (right) ch�tS during a Pr;opeUer .Ci b meeting. with an ' u uiiicte . ntmed Sanko BanJ(roUpt ·_ . lit� . · , . The world's la,rgestoperator of ()ii tankers,Sanko Steam liiP<C<)1l1pany, filed for bankniptcy protection under Japanese law fast mon.tti clhlmlng to be $2;2 . inillion in debt. . The c6mpany operated 264 ship �, about half tankers; arid the. �ompar.iy · . accountsfor. about 20 perct!nt.of the. Japanese shipping)ndustry. ... Sanko. began as- a one-�hip company in 1934. The president of the company , apologized for the bankruptcy to shareholders and customers. . - ,, •''' _ . · _- _ .• , .... . · . ' '" ' ;' :.. . 4 I LOG I September 1985 · . ···_. . Th�- tnen:·are:t�dY rut :fbe:giilimg tb be done and th ·eatiilg'to begin. Froio the left are.the ind assisbint engineer\ the 3rd mate, ChiefCookN.- Battle, AB· E. Bronstein and AB R. Pence; · • �Onboard the Ogden Yukon l }: ' r i 1 r Pumpman Chicle Hall poses by bis bank of dials below decks of the Ogden Yukon. -•­ � .· AB Mike Smolen (left) and OS Roy Mitchell take a well-deserved To the shorebound, the Ogden Yukon's (OMI) itinerary sounds like a travel brochureAlaska, Jiawaiiand� L9 'Ang . le��· The ()gd m�hy - n 'Yu/cor(i .'one of . bre&k. , : I - .. · ..· . the backbone of the Alaskan oil trade. During a recent stopover . in Los Angeles, photographer . .. . . .• J)ennf Lundy.. .. took tb(!se:,<;rew hots:; ItTtankers. thafmake up Steward Baker Wilburt Williams cheeks bis list of galley supplies. · ·· Bosun Joe Alleluia (kft) and AB Jerry Cosugay on deck. Juan Ortiz, steward assistant, is about finished with his last dish after lunch on the Yukon. Even Cats Face-Lay-Up In July 1984, Seafarer Charles Bortz wrote tllJout. il§crawny catwhich boarded tlie.·M!v Ranger as she was ·tiboui to leave Greece. That cat diSa/lpeared in the wilds of New Jersey, but she left something behind, a kitten. Bortz up­ dates us on Cat II. Those brothers and sisters who are concerned with the status of endan­ gered species will be pleased to know th'at at least one member on the list-:­ The Ship's Cat-is still hanging fr there. The MIV Ranger's Kittikat, having learned to· handle waterfront mongrels, speeding delivery vans and assorted foreign toms, 'has surtnounted one more hazard ofmodern, maritime life-the lay-up. Somemonthsback when theRanger went to the yard in Mobile, the ship's cat, along with the rest of the crew, was dumped on the beach. His ship- .:· ! l' . ! · mates, recognizing Cat'siar-froin-fru­ gal lifestyle, took up a tarpaulin muster and Cat was lodged in Mobile's finest animal hostelry during the ship's stay there. When the crew was called back, Cat was one of the first up the gangway. At last report Cat was bunking in ·Bosun Winnie's foc'sle, sallying forth to atta<;k dangling rope ends and startle look-outs on long night watches. A survivor that one!!!!! September 1 985 I LOG I 5 __ :! _., . , ___ �' ·'' " ..'� Heading North to Alaska Bay Ridge Enters L.A. Harbor It's 5 a.m. as the Bay Ridge (Bay Tankers) enters th� breakwater ill Los Angeles lia�bor to take on bilnkers and supplies before heading back up to Alaska. Checking over the. day's BeU. menu . are GSU James Hines (left) and Steward/Baker Charles After refueling, the hoses are, from the Glennon and left: are return� to the Crowley barge. Disconnecting the hoses Clyde Kent ("born again and never better"), Stand-by AB Pete Stand-by ,.\JS Richard Elliott, Boson 6 I LOG I September 1985 The Bay Ridge,. anchored out in the haroor, gets its·supPnes from a barge .and crime set� up. Here's. a view from the top! · �, .. i Contract Dispute Enters 2nd Year SIU Stands Fi"rm to Protect SONAT Workers • Legal services, the details of which still must be worked out • A life insurance plan • Training and upgrading courses at the Seafarers Harry Lundeberg School of Seamanship • Access to drug and alcohol pro­ grams at the SHLSS . SONAT's decision comes on the • Vacation time at the SHLSS heels of an NLRB ruling relating to The Associate Membership pro­ SONAT's failure to supply the SIU gram is a way to reaffirm the historic with information for the basis on which connection between the SIU and the it unilaterally reclassified the captains, captains, mates and barge captains in mates and barge captains in its fleet the SONAT fleets. SONAT's reclasas "supervisory personnel." sification of those rating t. a" u�r� While the judge found for the comvisory personnel status'' after 20 years pany on that charge, the SIU intends of stated company·practice to the conto appeal the decision. trary has created a disturbing and still unresolved situation where many of "We know that the judge was inthese workers, and others, are being correct in his finding that SONAT had denied benefits and privileges that have offered to provide the factual basis for been rightfully theirs for many years. its supervisory claim," said Fay. "The Uoder the labor laws of this country, members of your negotiations comthe provisions of an expired contract mittee will tell you that the SIU reremain in effect during uch �e that peatedly asked for th� information needed to evaluate SONAT's clai.nl.,,; Jhe Nati .nal Lab r Relation B ard i making a final determination on .. Management con i tently refused to charges relating to 'negotiations over provide any information to the Union." Meanwhile the SIU has taken steps the new contract. That means that the to make su.re that the membership contract that expired last year for "Obviously, if management wants to grant a wage increase, the Union will not block it," said Fay. "But we will oppose any attempts to take away your Union: repre eiltation or to win contract concessions by dividing and 'weakerung the bargaining unit. ''Since July of 1984, SONAT's man­ agement has imposed artificial distinc­ tions between crewmembers. Now it SONAT Marine has withdrawn the final proposal it submitted during the 1984 IOT contract negotiations. "We anticipate that a new round of nego­ tiations will soon commence," said John Fay, assistant secretary-treas­ urer of the SIU; in a letter to the membership. . . ·· resentatives,'' said Fay. "The opject · of SONAT's divide­ and-conquer strategy is clear: Man­ .agement wants to deny its seamen the benefits of a Union contract-benefits achieved through decades of struggle long before SONAT's purchase of the IOT fleet," said Fay. is seeking to drive a wedge between SONAT's seapen and.the. Union rep- <' c . nn..t.•""*••"""1"' what i ni n has on. igned n of it work remain in variou A t in effect. Yet the company top representatives, Bob Hall, to service SONAT tugs and barges on a fulltimebasis. HWI will be working closely with Tom Bediet, representative froni Marine Engineers District 2, to make sure that the membership on all SONAT boats is informed on all the latest developments. The Union is also planning to establish an Associate Member organiza- has been taking advantage of th confusion that it has caused by failing to reimburse members for work that they have done. Indeed, the company has been trying to add to the confusion by sending out literature that distorts the truth and which seeks to blame the SIU for SONAT's failure to implement a 3 percent wage increase on Oct. 15, barge captains. Members who join would be eligible for the following: viously had no intention of implementing," said John Fay. tion for SONAT captains, mates and 1985-"a wage increase that it ob- Labor Day Celebration Among the more than 125,000 Labor Day participants in a Detroit, Mich. celebration were (left to right) SIU Representative Byron Kelley, Michigan Gov. James Blanchard and UAW President Owen Beiber. Caught from a distance on the Dr. E.W. Brown (Higman Towing) are Tankerman M. Elliot, Capt. R. Williams and Pilot M. Rodgers You Can Trust Your Boat To the Men Who Stay Afloat "Fill 'er up, check the oil, and while you're at it why don't you scrape the seagulls off the wind­ shield." It was a strange and different kind of gas station the Seafarers aboard the tug MIV Hinton (Marine Con­ tracting) manned last month off the South Carolina coast. It was a float· ing filling station for a high-powered speedboat in a race from Miami, Fla. to New York City. Marine Contracting was con·tacted by one of the race entrants, Popeye's Fried Chicken, and asked if they could provide certain serv· ices for that company's speedboat, said Louis Seabrook of Marine Contracting. After the calculations were made and the rendezvous set, the Hinton and crew turned an oil barge, deck barge with a 20-ton crane and the tug itself into a filling station, dry dock and helicopter pad. Everything proceeded like clock­ work, Seabrook said. A helicopter carrying a relief crew for the speed­ boat found the Hinton, as did the speedboat. While the crews were changed, . the boat was filled with high-test racing fuel, and the speed­ boat was back in the race after only a 14-minute floating pit stop. The Popeye's entry finished sec­ ond in the race. But they left the Hinton in such a hurry, they forgot their free Flintstones glass. September 1 985 I LOG I 7 j .. j ' ' �Pensionet'Wdliam ' 'Philadelpliia- ori JUiy I3. Brother'Kelly Randolph Lewis Jr., , joined the Union in the port of Phila­ 74, passed away on delphia in 1961 sailing as a captain for Aug. 29. Brother Curtis Bay Towing from 1950 to 1982. of the Shipbuilders Union, Local 56 - - He attended the 1978 Piney Point InLewis joined the and Local 1 8 09. Boatman Grimes W'(ls Union in the port of land Atlantic Coast Educational and - born in Philadelphia and wasa resident Norfolk in 1972 sail­ Contract Conferences. Boatman Kelly - of Barrington, N.J. Surviving are a ing as a deckhand for was a former member of the Masters , daughter, Judith Wilgus of Belmawr, Curtis Bay Towing Mates and Pilots Union, Local 1700. N.J. and a sister, Lillian Moll of Wood­ Born in Brooklyn, N.Y. , he was a from 1950 to 1952 and for McAllister lynne , N.J. Brothers from 1953 to 1973. He was a resident of Media, Pa. Surviving are former member of the United Mine his widow, Patricia; four sons, Chris­ Pensioner Vincent Michael Kelly Sr., Workers Union, Disrict 50 from 1952 topher, Sean,_Andrew and Vincent Jr.; 60, died of heart failure in the Thoma� fo 196 1 . Boatman Lewis was born in a daughter, Patricia, and a niece, Kath- ryn Labrum of Wallingford, Pa. Northumberland Cty . , Pa. and was a Jefferson University Medicai Center, resident of Norfolk. Surviving are his widow, Elizabeth and two . daughters , TinaHelgren of Norfolk and Kathleen. In Mem,orlam Harold Anthony Bourgeois Jr., 43 , died on July 23. Brother Bourgeois joined the Union in the port of New Orleans in 1983. He was born in Lou­ isiana and was a resident of Algiers, La. Surviving are his widow, Bobbie of Belle Chasse,La. ; his parents, Har­ old Sr. and Pauline of New Orleans, and a brother, Dennis, also of New Orleans.- '-­ - Pensioner Jesse T. Brown, died on Aug. 1 0. Brother Brown joined the Union in the port of Nort'olk. He retired in 1974 and lived in Supply, N.C. Surviving are his widow, Helen and a daughter, Lillian of Shatlotte, N.C. •· i Pensioner Pensioner John i Henry Creppon, i died on Aug. 60, 14. Creppon 0 joined the Union in - _ ; 1947 in the port of : Galveston, Texas -� sailing as an AB for ;,r' G & H Towing from 1954 to 1984. He was on the picket line in the 1946 General Maritinie beef and - attended- the Piney Poiitt Inland Texas Crew Conference in 1977. Boat­ man Creppon was born in _ Freeport, Texas and was a resident qf Houston. Surviving are his widow, Lorence;_ a son, Kirk; a daughter, and two sisters, C . F .Walther ofHoqston and L.J. Glo­ ger of Friendswood, Texas. i Brother Pensioner - - Clifton _ _ _ The crew of the Gatco Florida iS all smiles after receiving a new three-year contract. .The crew is (I. to r. , standing) Cook .R. Walters, AB W. Burns, AB T. Richardson (sitting). ' Mate W. Nicholas, Engineei' Ed Schaftba'user, Engineer Ed Getz and Capt. R. Penley. AUGUST 1-31, 1985 Port - -­ succumbed '1o can• cer at home in Sanford, N;c, 'oil July 2� � Brother_ Douglas , , joined the Union in /' the {>Ort of Norfolk ,ill sailing as a chief en­ gineer for Curtis Bay Towing frorn 1945 to 1973. He was born in Hamett Cty . , N.C. Burial was in the Gi:e _ en­ lawn Park Cemetery, Portsmouth, Va. Surviving are his widow, Iantha and a daughter, Leta, both of Virginia Beach, Va. Sound, Wanchese, N.C. on July 3 1 . Brother- - Etheridge joined the Union in the port of Norfolk in 1967 sruJing as a deckhand, tankerman, inate and cap­ tain aboard the tug Little Curtis (Steuart Oil Transportation) from 1965 to 198 1 . He was born in Wanchese and was a resident there. Interment was in Cud­ worth Cemetery , Wanchese. Surviv­ ing are his widow, Betty ; two sons, Lauris and Christopher, and a: daugh­ ter, Corinne . _ __ _ _ _ 2:wJ�. : : : : : : � : : : : : : : : : : : : '. : : : : : : : : : : . . . �E?t:���:,::·: ::::. : ::: : . .. Jacksonville . . . . Sail Francisco . . Wilmington . . . . Seattle . . . : . . . . Puerto Rico , . . . -Houston . . . . • . . Algonac . . . . . . . St. Louis . . . . . . Piney Point . . . . Totals . ._ - - o, : :·::: ::: : -: ::::::: . .- ·. ·, ·.. . . . . . . -: ,- . . . . . . • . • . . . . . . . . . • . .- . . .. . . .. . . . • . _. . . . . . . . , . . . . . . . . . . . . . . . , . . . . . . . . . . . . - . . . . . . . . . . . . . . . . . . . . . . . : . . . • . . . . . . . . ....................,.... . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _. - - ; . . . . . . . . . . . . . . . • . . . . . . • . . . . . • -• • . • • . • . . . . Gloucester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gloucester_ . . . . . . . . , . , . . . . . . , , . . . . . . . . . , . New York . . . , , . . . , . . . . . . , , . , . . . . . . , . . . _ , Philadelphia , . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baltimore . , , . , , . . . . . , . • . , , , , . , . . . . . . , . , . Norfolk . . , . . . , . . . . , . . . . . . , , . . . . . . . . . . . . . Mobile . , . , , , . . . . . . . . . . . . , , . . . -, . . . . . . . . . New Orleans , , . . . , , , , , , , , , , . , . . . . . . . , . , . Jacksonville . , . . , , . , . . . , . , . , , , _ , . . , . . . , , , San Francisco . . . . . . • . . . . . , . , , . . . , . • . . , . . Wilmington , , . . . . . . . . . . . . . . . . . , . . . . . . . . . Seattle . . . . . , . . . . . . . . . . . . . ·, .- . . . , . . . . . . . . Puerto Rico , . . . . . . . . . . . . " . . , , . . . . . . . . . . . Houston . . , , . , . . . . : . • . . . . . . . , . . . . . . , . . . • Algonac , . , , , . .. -. . . . . . . . . , . . . - . . . . . . . . . . . . St. Louis . . . .. , . . . . , .- -. , . , . , . , , . . . . , , . . . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . ._ . . . . . . . . . . . . . , . . . . . . . . . . 0 0 0 0 8 0 0 1 0 0 0 0 0 0 1 0 10 ·o · o 0 0 0 0 0 0 0 0 0 0 2 0 0 - 0 2 Totals All Departments . . . . . .. . . . . . . . . . . . . . . '125 29 . , , , . . . . . . . . . . . . , , . , . . . . . Baltimore . , . . , No rfol k . . . . . . . Mobile . . . . . . . New Orleans . . Jacksonville . . , san Francisco . Wilmington . , , Seattle . , . . . , , Puerto Rico _ . . . Houston . . . � . -. Algonac . . . , . , St. Louis . . , , , Piney Point . . . - Totals . . . . . _. ,., . , , . . . . . . . . . , , . . . . . . . . . . . : . . . . , .,,, . . . . . . . . . . . . . . . . . .. ... . . . .. . . . . . . . . . . . . . , , .. . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . • . . . . . . , . . . . . . . . . . . . . . . . . . . . . , , , . . . , . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . , , . . . . . . . . . ... . . . . . . . . . • . . . . . . .,...., ...�.. ,. . . . . . . . . . . . . . . . . -. . . . . . , . . . . . : . . . . . ............... . . . . . . . . . . . . . . , , ,.. . . . . . , . . , . . . . . . . . . . . . , . . . . . . . . . . . . . , , . . . . . . . :-- . . . . . . . . . . . . . , Port _ Totals . . . . . • ** - , ,,.; , 0 0 0 10 0 3 3 0 0 0 0 5 2 0 1 24 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 3 Philadelphia - · '.'., _- o---: _ 0 0 0 2 9 0 0 1 0 0 0 0 0 4 0 0 16 New York . , _ 1 7 54 2 3 2 0 2 0 0 4 23 1 0 99 . . . . . . . . . . . , . . . . . ........:. Port - Thomas Anthony Grimes, 65, died of heart-lung failure in the Cooper Medical Center, Camden, N .J. on Aug. 9. Brother Grimes joined the Uruon in the port of Philadelphia in 1961 work­ ing as a mechanic-machinist for the Curtis Bay Towing shoregang from , 1952 to 1985. He was- a former member '0 - Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baltlmore . . . . . : . . . . . . . . . . . . . . . . . . . . . . - _ drowned iri _ Croatan *TOTAL REGISTERED All Groups Class A Class B Class c - . - Jessie Emerson Etheridge · Jr. , 40, Sablan, Dispatchers Report for Inland Waters Leon Do�as, 76, · Jose 71, passed away from heart failure at home in Norfolk on Aug. 14. ,Brother Sablan joined the Union in the port of Norfolk \.: in 1963 sailing for Curtis Bay Towing from 1971 to 1978. He was a veteran of the U . S . Navy. Boatman Sablan was born in Guam. Burial was in the Hampton (Va.) Na­ tional Cemetery. Surviving are a son, John of Norfolk and a daughter, Joyce Wright of Ch�sapeake, Va. Agun ; - - :_. Q: _: · 0 7 0 0 0 7 14 0 11 0 0 0 0 20 0 DECK '"ci:J )': . ': � lJfPARTM�NT 0 1 12 58 2 1 1 0 0 0 0 1 10 0 0 86 59 ;,l {'1:�: - O. �',· •• ,,-0 3 0 8 0 1 2 0 0 0 0 3 1 0 1 19 S:�ARD DEPARTMENT ' • 0 -- - 0 - 0 00 0 0 0 0 - -0 6 1 1 7 0 0 0 0 0 0 2 0 13 0 0 0 0 0 0 0 0 0 0 0 6 80 104 0 0 1 0 0 0 0 1 0 0 0 2' 24 · 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. _ 8 /LOG I September 1 985 -- ----------------- - --��-- .;;<0:'7( :-;f_; 0 5 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 . 0 0 - 4 3 1 ;0 0 - o 3 12 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 1 8 0 o . 2 0 **REGISTERED ON BEACH All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 2 10 0 0 0 0 0 0 11 0 28 _ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 0 0 1 0 0 t o_ o 0 0 0 0 0 0 0 0 2 32 . \·: �. ·ff :o 0 7 11 70 0 8 6 ii 2 0 0 11 25 4 0 144 0 0 0 0 6 0 1 3 0 0 0 0 2 15 1 0 28 0 4 0 14 0 9 2 0 0 0 0 11 10 3 0 53 0 - - - -- 0 0 0 0 0 2 0 0 0 0 0 1 0 00 3 --- ,::,--: �ir: ; 0 1 5'' 0 0 0 14 52 0 11 .0 0 0 0 28 1 121 0 0 3 0 0 0 1 4 0 2 0 0 0 0 0 0 10 0 0 0 0 0 4 0 3 1 0 0 0 0 0 0 1 0 9 0 0 0 0 0 0 12 - 2 0 0 0 0 2 0 2 0 18 0 5 0 0 0 3 12 0 5 0 0 0 0 6 0 31 1.81 74 162 �Valiant Crewmembers Pump Oil: .. . b CliftOn James Black um, ' ' 62; joined\ C.harles · Tennent Fletcher, 63 , joined · the Union in the port of Norlolk in 1 962 sailing as a deckhand � captajri : for Stone Towing from l954: �to' 1962 : and for Cape Fear 'I'owitig ir<ik • 1·%9: . to 1 977. Brother Blackburn was a former member : o:f_ the .utiited Mine workers; tJiiion,� �at · .5<> rtom 1954 to 1%2 . 'He alS-0 wdrke.d as a Pepsi� Cola Co. salesman· from'l952 to 1 954. " Boatman Biackburn is a vet�ran of the U.S. Navy during World War II and the Korean War. Born in Samson Cty. , N . C . , he is a resident of Wilmington, . . . N.C. · ' ·. the U riion in tlie port l · in of Jackson.vile 1 976 sailing as an AB for Mariner '{owing · . . (IOT}. . - _ Brpther . Fletch.erJast shlppecI ' out of the port ' of Mobile. He is a veteran of the U . S . Navy during World War I I . Boatman Fletcher was born in Alabama arid is a resident of Bay Minette, Ala. · Joseph Clayborne Brooks, 62, joined the Union in the port of Norfolk in. 1962 sailing as an AB for Mariner Towing (IOn from 1 963 to 1972. Brother Brooks attended the Piney Point SONAT Inland Conference in 1984. He was b<>rn in Virginia and is a resident of Mathews, Va. · Walter Grabowski, 59, joined the Union in the port of New York in 1 977 sailing as a deckhand for the Pennsyl­ vania Railroad and aboard the tllg New Yorker (Conrail) from 1 945 to 1977. Brother Grabowski was a former member of the Masters , Mates and Pilots Union from 1945 to 1960. He is a veteran of the U,S . Army in- World War II. · Born in Jers�y -City, N.J . . be. . ; is a resident there. · < . . ,_ ·'· RQber( Graham Eason,, 62,joined the: ..port of Union iii the . Noffolk in. i960, He .·. .. sailed · as · a tankerman, mate and capLynch for tain 1946 from Brothers . OATCO . .. to 1953 from 1954 to 1912 an(f Allied m 19n. Brother Eason was a former • · , _ · member of the United! Mine Workers· , Union from 1 959 to 1961 . . H� is a veteran of the U.S. Army in World war n. &ltman Ea.son w born in North Carolina and i a resident of Wilmington, N.C. To� · , . . llenry llebdlmlw., 68, joined the Union in the p()rtoi Houston in 1958 . sailing as an oiler, assistant engineer and chief engineer for G . & H Towing from 1958 to 1977. Brother Hendrixson was_ a former member of the Pipefitters Union,,LoCaJ533, Kan. . . ·- Mis urL He was bom lli'J..Oe town, Kan. and i a resident of Day­ ton, Texas. . .. . .· · · - · ' La��ce EbDer �' S6, johted the Union in the port of New Orleans in 1960 sailina as a deckhand and pilot. Brother Martin was born in GeorPa and i& a resident of St. Rose , La. . Yalial.I cre�mbers OS S. Vickery Oeft) and AB J. Parks pose on the pumping barge Pennsylvania. · Harry Robert Is- Maier JJ'�,, 6,3doined. enhart, ro,joined the . the.U$n in lhe port Union in the- port of . ..of Houston in 1957 ' Philadelphia in 1 957 sailing as a captain sailing as a cook for ...,,... for Dixie Carriers Express Marine in .... from 1957 to 1985 . ' 1974 and for Allied Brother Maier was Towing in 1 977, in . Oc,({� born Brother henbart la t Mi s. and i a re ident of Spring shipped. out of the pc:>rt of orfolk. He: was born· irt Gassaway, W�Va. and is · . . . . Freeport, Texas ...... a resident of Stonewall, N .C. · · .· · · . . � . OD Lope, 61, joined the · .. Aboard . the. Miami · River : Union in the. port of Noi:folk in 1 965 sail-· ing. as a chief- stew-'· . · �l���:fd;!Mii:�: · ·· . · (Assn. of Maryland Pilots) from 1 967 to 1 972. Brother Lope is a veteran of the U.S. Navy in World War IL He was born in the Philippines and is a resident of Norfolk. Charle5 Lloyd LOwe, 69, joined the Union in the port of Mobile in . 1 956 sail­ ing as an oiler. Brother _Lowe was . born . in the British "llil.ii�f"l'l"'l• . West Indies and is a ... resident of Mobile. · --.........-.....- '. b�d H� 'is both the �t o�tit�r and chief Fischet ts some.t of a one� engineer of the Miami River which is working with the dredge Sugar Islander in Pascagoula, man I. MW. harbor • . •. · Rufus Cecil Pitt­ 62; joined the man, ·· Unio n .in the port of , Norfolk in 1 96� sail­ ing as ' a captain "for · the NBC Line from 1943 to 1953 and frorn 1963 .t:OJ973. Brother • Pittmafi . �fu �?iied for the Sinclair Refining Co. from1955. to 1963 and for McAllister Broth�rs in 1 973 : He was a former member of the Mariners Uriion, Local 912. Boatman Pittrrian:was born in Lukens, N .C. and is a reiideni .-Of Chesapeake·, Va. . ·. . · · Eugene R. Lut­ . treU, 64� joined the chuck U nion in the port of Philadelphia in 1 957 sailing as a captain for Mariner Towing (IOT) from 1 965 to 1974. Brother Moore last shipped out from . the port of Jacksonville: He was born in Washington, N .C. and is a resident of Brandon, Fla. ·. � _ i f Arthur Eugene · . Union in the port. of Norfolk in 1 96 1 sail­ . ing as a chief engi­ neer for Curtis Bay · Towing from 1954 to 1985. Brother Lut­ tr.�U also sailed for McAllister BrothersJrom 1 95 1 to 1 954. He was born in Readville, Va. and is a resident of Norfolk . · George Davi.d Williams0n. Jr.-, 6_5 ; joined t.he Union in the port ofNoJfolk in 1 96 1 .. sailing as a deckhand and leadman for Curtis Bay Towing from 1960 to 1974. Brother Williamson also sailed as a commercial fisherman: . He was a former member of the United Mine Workers Union, Local 50. in 1961 .: Boatman Williamson was born in Lowland, N .C. and .is a resident of Suffolk, Va. September 1 985 I LOG I 9 ,' I' I l ;j \ l=-· - �-- ---- ,,________ ·--- · ___ , ____ -- � - --.. · ---- --- i J �. , ,. _ . ,. - ·- � -..:c:: , ;:� ,, _ \• • --r+-- ��:::.�---:-._�����r�:�..., One .Step at a Time Seafarer's . Daughter Katie Battles Cerebral Palsy by Lynnette Marshall Her favorite color is puq)le, Katie' s mother Sarah Calahan says. And she loves babies. She has one of her very own. A Cabbage Patch doll she feeds from a tiny bottle . And hugs . Just three and trying very hard , Katie Calahan has learned to stand while someone counts to 2�and _to take short steps without neediqg to hold onto . anything for support. A sweet, active child, she very niuch wants to help her mother clean house for her new baby sister soon to arrive home from the hospital maternity ward. When she tells her father, Seafarer Thomas Calahan, what she really wants most, more than anything, it' s a min­ iature broom and dust pan and ruffled apron toy set. She is the apple of her father's eye, says his wife Sarah. He thinks such a toy would be a help to Katie . Because by moving the broom, she stands . And that, along with her many other exercises, might somedai help Katie to regain the use of her legs that she lost at birth to cerebral palsy. Katie is one of 750,000 children and adults in the nation today handicapped by cerebral palsy, a condition that may impair speech and disturb nerve and motor coordination. ' Katie' s condition became noticeable when she was six months old, Sarah Calahan remembers . And she told Ka­ tie ' s doctors about how her daughter's legs would cross very tightly and she would have difficulty changing Katie's clothes. Katie's feet, too, would curl up tensely and then tum outward . At times her toes point out awkwardly behind Katie now. With a new baby on the way , there has been even more urgency for Katie to keep exerCising so her muscles become more limber to give her more independence from her parents. Be­ cause it will be harder to carry Katie while caring for a newborn, Katie has been spending her summer in training. Working long hours every day with her uncle in Atlanta, using only a cut­ off broomstick or two light-weight ski poles for support, Katie practiced for two months "like an athlete" learning how to walk. And repeating over and over to herself slowly, · 'This is going to make m e stronger. This is going to make me walk, " Katie was able to discipline herself to go on. " Katie wanted to be a big sister and she wanted physically to be a big sister in every way , " said Sarah Calahan. ' 'She would call me and we would talk long distance on the phone. And she would say 'Mommy, I'm so proud of myself. ' And I would say ' Katie, I'm so proud too . ' " Katie s metimes knows that when her mother is busy cooking dinner she cannot go out an<J·. play because there would be no one . there. to catch her . when she falls . According to Sa:rati Calahan , the condition has affected Katie in such a way that her mind will not tell lier leg muscles to relax. She cannot reach her legs over her hobby horse. And it is doubtful she will ever run and feel the wind toss her honey colored hair. But in every other re­ spect, Katie is a normal, healthy child, her mother says. She has tested far above average on intelligence tests . " And returning home from Atlanta she could walk. "It takes her about 30 minutes but she · can walk from one end of the living room to the other side , ' ' Thomas Calahan explains, trying to hold back a father's pride and pleasure. To thousands of others like herself who awaken each morning to realize that only in tqeir dreams is the burden of cerebral palsy lifted, Katie has been a symbol of life ' s sometimes seemingly insurmountable tragedies. When the leg braces reach the floor to take the day's first steps, living is painful to those who cannot walk without them. The wheelchair each morning awaits others. Though in their dreams they walk. For some afflicted with. cerebral palsy, the words will never come out as they should. But Katie, in her white pinafore dress flowing one size · too large so it nearly covers her leg braces as she steadies herself, holding onto two vertical bars, smiling, despite all, makes the world at once bright. This is the way Katie appears in a . . . . · Most people wouldn't think twice about a task as simple as walking across a room, but to Katie Calahan that is a triumph borne of determination and courage. 1 0 I LOG I September 1985 Katie Calahan photograph distributed to victims of cerebral palsy and to fund-raising or­ ganizations . by .the Easter Seals cam­ paign . Easter Seals is a non.-profit organization that gives support to peo­ ple like Katie. Serving last year as a poster child for the Easter Seals cam­ paign, her guest appearance on the Easter Seals telethon, her photograph and her presence at many fund-raising events has helped bring thousands of ·· · dollars in contributions, dollars that will go far into research to find a cure for cerebral palsy. in th� neo-natal unit of the hospital in which Katie was born. "If she goes several days and does not work out, her muscles will tighten and she 'll have to exercise to feel better. But the condition is nonpro­ gressive, " Sarah Calahan says. And then she is beaming. She is remem­ bering that over the phone Katie asked · for a pair of roller skates for Christ­ mas. For a child who will have cerebral palsy for a lifetime, the request seems out -of the question. ''Always , there is the hope , " says Sarah, "that as an adult , Katie will be . able to walk unassisted. " And she believes deeply that this is what will happen, such a well spring of hope is her small daughter's determination to overcome cerebral palsy . ·. She's Going to be OK Reflecting on the therapy Katie has undergone for three years of her young life, Sarah Calahan says she has al­ ways tried to keep a positive attitude. "We didn't expect Katie would do so well in such a short time , " she say s . " Being her dad, it's n o different," says Thomas · Calahan. "Your kid's · your kid. I love her, and hope for the best for .her. We know a nurse who has cerebral palsy. And I believe Katie is going to tum out to be an exceptional person. I don't think it will slow her down . " Sarah Calahan has gone from full­ time to part-time work as a nurse so she can be there for Katie . She works ·· Editor's Note: Katie Calahan became a big sister when hen nother gave birth to Jessie Megmicalaha1l; But like Kane, Jessie was born prelnature aniJ. with complications. After a long stay in · the . hpspital, she is at home now. The per­ soruil struggle of Katie and her parents is an inspirational one.' One bur.den other familksface in such situations, the heavy financial burden · of . medical. care, hos been lightened. The Seafarers Health and Welfare Plan hos provided coverage for the Calahans in their time of need. �Make You r Futu re Cool & Comfortable . . .• · Take the SH LSS Refrigerati on Cou r;se ' cWm>om insuuction and practical hands-on �· Topic:S include: refrigeration theory, refrigerants and lubricating oils and their use, ooublcsh<>('.J:iQg , standard service techniques for repairfug and maintai n i n g hermetic and commercial Sy-stems. The program of instructioo .includes working. . on and operating ships stores · plants, air conditioning plants, refrigerated container units, walkin and reach-in boxes, pantry refrigerators/freezers, ice machines, and water coolers. The training also ., includes the cotqplete fabncation of a working refrigeration system including leak testing, evacuation,_. charging with refrigerant and oil, setting operating controls , . and troubleshooting. . · . . . . . . To be e}igiQ �· fbt this .<o\lCSC all applicants mliSt hold a QMED Any Rating endorsement, or endorsements as a Refrigeration Engineer and Electrician , or equivalent inland experience. The vast majority of refrigerated cargoes are presently being shipped by the use of refrigerated coo.tainers. Working and living conditions onboard modern vessels are a vast improvement over what conditions were many years ago. one important contributor to this improvement is the use of refrigeration and air conditioning equipment. Crew comfon during a voyage depend.5 upon engine department personnel knowledgeable in the operation and maintenance of such.equipment. The six - week course in Refrigeration Systems Maintenance and Operations offered at the Seafarers Harry Lundeberg School of Samansbip consists of both ! · . · · � su� dclivcry of such in optimum maiketabJe condition requires · refrigeration cargoes and maintenance electddans operation and maintenance procedures associated with such equipment. In keeping up with technological advances, the Seafarers Harry ·Lundeberg School is offering knowledgeable in the beginniog .'in l986: a six�� eourse in Refrigerated Cont.aiQer5 Advanced Maintenance. Check future issues of the LOG for a detailed course description, eligibility requirements, and course dates. . ...� . ..•r�d..l'Lt i&'it > <> Edwin Harris uses a propane torch to solder a soft copper refrigeration tubing swaged joint. . . .. James McDaniel (I.) and Wllllam Lignos Install a filter dryer and sight glass/moisture Indicator Into a llquld llne. . . Tyler Womack (r.) prepares a joint for soldering. Left to r. Steve Walters and Edwin Harris inspect a soldered joint while Spurgeon Simpson cuts refrigeration tubing. September 1 985 I LOG I 1 1 �(:"· QM E D U pdate college and studied Marketing at the University of Maryland. After _ · 1t iS e�remely_imp<?tt�tto no�ify �e SID.SS if �ere is any change in spending five years· -in -- the your ra�tng. Verification ts reqmred; tn�lude copies front arid back of Marketing field and finding it seamen s docume11ts or a copy of yout hcense; creatively unrewarding. Bud - - Fill out the coupon below and send to the Seafarers Harry Lundeberg returned - to college and receiv�d a School of Seamanship , Piney Point, Md. 20674. Bachelors Degree in Fine Arts at · · · · · · · · · · · · ·· � · · �· · · · · · · · · · · · · · · · · · · · · · · � · · · · · � · - · · · - · · · · · · . . . St� Mary's College in St. Mary's City, Maryland. __ ! Mail To: Bud began working at SID.SS : - Seafarers Harry Lundeberg School - of Seamanship in 1974. In 1977 he started the Director of .Vocatiorial Education Arts and Crafts Department Piney- Point, Maryland 20674 which took over the functions of the old Hobby Shop . The Arts and Crafts D ep artment is The following information is provided to update designed towards_ education. Its my reco�ds: I received my QMED rating on Date main objective is both teaching __ - _ • _ - · Bud Adams begins the process- of forging a silver wine goblet - how - to Use appropriate tools and understanding the possibUities and lin;iitations of different materials� - It also emphasizes the we of raw materials {not kits) to Arts & Crafts Coordinator create_- art objects. Students can learn the basics at SHLSS and The staff at SHLSS is known for - - - follow thCough on their own. The Arts and Crafts Department offers their diverse backgrounds and abilities. Bud Adams, . our Arts instruction in leather, metal, glass and Crafts Coordinator, has and wood. The skills that are acquired some of the more taught - are chosen with - the unusual skills. He has worked in seaman in mind. y expanding creative art _ mediums froin . Bud is - con�uall painting to blacksmithing. his own creative education. He -Bud w as raised in the experiments, learns from other Washington D .C. area and comes instructors or _ students , and enrolls in at least one course each from a family of cabinet makers, carpenters and other craftsmen. year to learn another art medium. Upon completing high school, he ' 'The more the instructors spent three years in the Army. know, " says Bud, "the more we After his tour of duty, he went to can teach. ' ' Bu d Ad ams ­ 0 - · ·. -r· : . .. • ' __.._ _ _ I have completed the following specialty course(s): - Marine Electrical Maintenace - _ Date Diesel Regular - Refrigeration Systems, Maintenance & Operations . Pumproom Maint & Operation - ___ Date _ _ Welding Marine Electronics _ -Date _ • __ Date I hold a valid 3rd/ 2nd Assistant Engineer License issued on NAME SS# BOOK# ADDRESS __ Date _ _ _ Date Hydraulic --'---Date Automation __ Date Date ������ --------�-­ ------- TELEPHONE# . - • Note: Each member should provide a photocopy of I :evidence - to substantiate ·changes •'fri : 4ie - ·above • -- : : records . : . •· · · · · · · · · · · · · · • · · · · · • · · • · · · •• · • • · · · · • • · · · · • · · · · · · · · • · · · · · · · · · SH LSS CO U RSE - c.RADUATES Third Assistant Engineer F_lrst row I. to r.: David Mull, John Pennick, Harry Gearhart, Michael DeNardo, Ruben Velez. Second row I. to r.: Steven Kues, Bob Lee, Phillip Decker, Danyl White, Lee Cook, William Parker. --- _ · The marriage of gold t o silver i s demonstrated I n the above necklace. The rutilate:d quartz adds a fi nishing touch. Spe�ial Ab le Seaman/ Crane Operator's Course ==== - ==== - A special Able Seaman/Crane - Operators course has been scheduled from Novem ber 1 , 1 985 to December 1 9, 1 985, i n order' t o provide train ed crane operators for jobs that w i l l become avai lable i n - late December, 1985. Course Schedule· * · Lif�boat _Able Seaman/ _ Crane Operator Checklln Date Completion Date October 1 8 October 31 N ovember 1 - December 1 9 * Note: Thi s l ifeboat class i s schedu led for the students who wi l l attend the Able Seaman/Crane Operators course, and do not hold a l ifeboat endorsement. 12 I LOG I September 1985 • _ _ Lifeboat _ _ Front row I. to r.: Ryan Malla, Wilhelmina Ortiz, Richard Manalo. Second row Lto r:: Ben Cusic (Instructor), Ed Kirkland, Bernard Moody, James Thornton, Crissy Wright. Third row I. to r.: Peter Schmitt, Ken Miner, Tina Sivola, Mark Dawes, Kevin Wolfe, John Morgan, Pedro Torres, Valentin Lora, Glenn Kitchen. . �Upgrading Course- Sc;h:ed�I� ';����,-·uN�t Octobe� Thru December 1 985 . . · ··. ' . · ' );1.. : \� }I Programs. Geared to lmpro·ve Job Sktlls t ' ' ... ' s,,�i"'" ' . • .· ' · ' " Diesel Engineer - Regu lar Fol lowing are the updated co�rse schedules for Oc�qber through December 1985, at the Seafare rs Harry Lun.deberg · · School of Seamanship . . ·. • . . . . . . .. ·.· . . . . ·. SIU Representatives all ports w i l l assist members i n prepari ng app l i cations. . . NOTE: · Re-reg i ster be fore · leavi ng . your home po rt ·for · trai n i ng at the Seafa re rs · H a rry Lundeberg School of Seama n s h ip _t o . avo i d hav i ng an expi red s h i p p i n g .· · . registration card wtlEm l eavi n g SH LSS: . . . .. . Also · bring. p roof .of Seafarers Welfare .Plan .-eUgib.HitY · with you . · . . . ,, �·· ·· · · · Deck Upg r11ding �ourses - � " · : g:T:k·ln "· . Seallft Operattons &. Maintenance October 1 8 Radar Observer · Octobeff1 · • November 1 Lifeboat (Must be taken In Sim ulator _ . g:;:ptetton > • · con}unctlon with � cdurae) ·. · . · - . .. · .. , _ November 15 November 29 December 6 November 21 December:5 December _ 1 2 �hnth1y .· .• .· varies . . · varies :\:.J:.:. .·• Dlite .. . octo�r 21 ) ; . ·- ,·� · Adult · EducatiC>n ·. · courses ·· . - . - ·: :·· �:-. - Check-In · Course -October 31 t,1�w-�k1y· · Check"'" Course ,, ·.' ; ' &tc.>t>er 18 : . · . . Length of · Course . Recertification Programs · ·· · C>ecemt>er13 ·. · · l October 23 •· 14· weeks ·.· De.camber 4 - · · • 14 weeks · · steward Recertlflciltfon . . . : ·. �- November'21 -· - · Chief steward ' . . .-. '. Deeember.:19· · ·. bourses cheek-1n1 Chief Cook . -: Completion · · · Date Cook and . Baker · .·. # '{ . No.vember 28 , . · Nc5V_erri ber 7 · · Course . . . . . Course � Steward Upgr ding:,. . · October 11 . ··; . . Nov rhbe� 1 · · !' · Fireman Watertender & Oller . Marine Electron ics And Promote U.S. Maritime . I ndustry · · ' ' Course . tn· Cour§f.$ . Engine Upgradi ng (ESL) English as a · Second La!Jg�age Dat·e .- · November 1 5 (ABE) Adult 8$$ · November 1 s ; : 1.c·: e.d�� �tto o �: : ' ;, . (GEOJ High School £qutv8lency Program N ovember 1 ' ' • ,,, ',', ' ,• • • >' ••• ' ' ' · · .. ·. : , I, '• • Completion · D•te ,., , _ Oecember2 • Completton : '. ·o.te .-..��, : !, . ( · December 1 3 ' ' _ _ December 1 3 December 1 3 �h, (DVS) Developmental Studies October 25 N ov t>er 1' ,. . , Able Seaman/Crane Operator Decem ber 1 9 November 1 1 , . . . . . . ............ . . . . . . . . . . . . . . . . . _ . . . . " . . . . . .. .... ..... . . ..-.. . . . . ... . . .... �-. .._..•. . � . . . . . . . . . . . . . . . . . ... . . . . . . . ... . . . . . . . . . . . . . • . . . . . . .------------.. · .· · . ·. · . · •·· · . · · ·. . t I . . ' ' -· ·. · · : : > '. ' ·. . . . · · . ·. · ' I am interested In the following . .. �,,�, .. ·· : . ; ..,._., I.Ir,,��, � course(s) checked below: . · . . . . . · . · · . _ ' · · .. . . . ;< ' .. " . ' ' . .• • • • . . . .. . · i�dd.reSS•;... · --,.--------'-----,.---"ft!'r':=r-""',__-�..,-----..,------,.---.---,.---"---,.--- " �:· . . . - " :.-. · · . ' . . " . ' " ·:.-- " · .. . -----....r; :o..,:r_ ,, " .... _ . · .-:.,-' /; -' _ ; --....,..,ft'-"'-""-'--'"'--;;.,'"=-Po " . .,..,+,.,, · _.....,... ... ... � _ .. ;.;'- ·(Glty) (6ta1e) . . :: · �) �p lnland Waters Member O , Deep Sea Member o Social Security # ------- Book # Date Book Was lssued _______ Endorsement(s) or Llcense(s) Now H eld . _ :. "., Seniority :·� . ' · ' ea9.i flP. 0 _ _ _ _ _ _ _ _ ...._ ___ _ _ _ _ _ _ _ .__. . --- l'�tn: ·'·ci ,va� .· · •: , , . · ·· Trai nee Program: From -----� to=a - ------· (a = a= te�atte �e� a.) n s No o (If YEts, rn 1 In below). . . . - ' � · No D (If yes; fill In below) Have you attended any S H LSS Upg,radln g Courses: D Yes . · _ _ _ � --'- Do you hold a letter of completionJqr Lltet;>oat: D _Ye� No. D Firefighting: o . ·· :-· · RECORD OF EMPLOYMENT TlME�(�hoWonly amount needed to upgr�}n t81lngndt� above or attach l�tter of 5ervlc&, whl�hev�r I� appllcable.) VESSEL T i>ATESHJPPEQ RA iNG ffELD .. .:� "' : · - · . ' . · ,\, . .,'.�- · · .. � ' . " ,/'·.. , D FOWT 0 QMED-Any Retlng 0 Marine Electronlca 0 AutOtMtlon 0 DleHI Engine 0 Marine Etectrtcal Maintenance D Pumproom M1lnt1nanct I Oper1Uon 0 Aefrtgerallon 819tema Maintenance • O Chief EnglneerfAaalatant Engl""' (Unlnapected Motor YHHI) D Secondllh lrd Aaat. Engineer (Inspected) STEWAR D DEPARTM ENT 0 Chief Cook 0 Cook I Baker O Towboat Inland Coo k D Chief St.want ,-:, DATE OF: bJSCRARG E - ·- · .-· ·.,.... ·· · ALL DEPARTM ENTS O Weldlng _ 0 Llfeboatman O S.alltt Opentlon1 • Maintenance ADULT EDUCATION DEPARTMENT 0 Adult BaaJc Education (ABE) 0 High School Equmlency Program (OED) 0 Developmen ..I Studlea (DYE) 0 English u a Second Langu.ge (ESL) COLLEGE P ROGRAM ., ·. Rtttifftfcd PIPLETED APPl..icAttoN to: Harry tundeber g . l'.Jpgr$ding Center; Plriey POint, MO. 2o61� f . · · ; seafcirers ' ', , : - . - ·. . . ' ENGIN E DEPARTM ENT . · ·> Yes · No ._i::{ CPffr D Yes . No o .. -�-�-----���--�----D�e Av�lab� �r Tr��ng _-___-_:_ i_ �_ .- �_ · �� ;� �--. :_ ' •: DECK DEPARTM ENT Tantlenn8ft o Quartermaster Al UnllmHed O C....tlal Nntgation AB LlmHed 0 1at C1au Piiot All Speclel Towbo8t Opentor Inland Towboat Operator (N MT 200 mlle1) Towboat Opentor (Over 200 Mlle•) Maater/Mate lnapected Towing Ve1HI Third Mate Ract.r ObHner Unlimited Simulator eou.... Optrltlona . . · D 0 0 0 D D 0 D 0 D 0 ------- Port PresenUy Registered I n ________ Port. Issued _·_._, _ :· · .Lakes Mem �r.:.o · ------- Are you a graduate of the SH LSS Trai nee Prog Course_(s) Taken ·· _ Te te, p � on e _. .... : : . ..., (A.... r-co ,, _ ae .... 1 _ __ ,.._ · .,.. . _· _ · . . �h09I of Seamanship Upgrading. 'J\ pp. - Hc�t' ·• . .. • . . . , .. i o n' Seafarers Harry Lul'.'deberg • · . , · · • ' ' • · • • I <• ' : ' • SeptembE}r 1 985 / LOG / 1 3 i I l ----- --- --.---------�----------.---·----"·-- ------ � ,-� ----.:� · " :j · �Area · Vice · Workers Umon. The UIW is an affil" Union organizers are on the move again, " screamed the ·ad. "Armed iate of the SIU. with more sophisticated strategies and This year's Labor Day celebration more aggressive tactics. And backed had a special theme: industrial policy. · The problems facing the American by greater campaign dollars. " merchant marine are part of a larger If the SIU is any guide, then the ad problem faeing all American industries is indeed right. We learned the hard and. workers. way that you can't always trust the As part of our commitment to the word of "Big Business." You can work with them, but you can't trust concept of an industrial policy, . we Creat Lakes · and them. have been active on a grassroots poWestern Rivers litical level. We held a fundraising What has happened in the inland by V. P. Mike Sacco industry is an example of what I am luncheon in conjunction with Teamtalking about. SONAT Marine, a comsters Local 572 on behalf of Lt. Gov. REDGING projects have been Leo McCarthy, who has been a good pany with which the SIU has had good proceeding apace on the Great relations for more than 20 years, unifriend of organized labor and the marLakes. Leudtke Engineering·, in parlaterally reclassified the captains, itime industry. When he was speaker ticular, has been doing well. mates and barge captruns as superviof the California State Assembly, he Leudtke has been declared the low sors. helped pass through more labor-sponbidder on a harbor dredging project in SONAT believed that we wouidjust sored legislation than ever before. Lorain, Ohio. It will soon begin work roll over and play dead. They were Part of developing an industrialpolon a substantial project-a diked diswrong. A yeat after the Green Fleet icy is to foster better relations between posal area in Green Bay, Wis. management and labor. We have been contract expired, we are still fighting The Green Bay project demonit out before the Nation'al Labor. Redoing that with our quarterly meetings strates the broad range of work that lations Board. with Crowley Towing. the SIU is involved in up here on the While shipping has been slow, we We won't give up. We didn't give Great Lakes. Leudtke is being asked in to other companies that have tried still have been getting work that the to build an environmentally safe island the same approach: Dixie Carriers, military has contracted out to the prithat will store industrial waste over a Curtis Bay, ACBL. And it cost those vate sector. IO-year period. companies plenty. . Sen. Pete Wilson (R-Calif.) spoke Given the nature of our society, it at the dedication of the USNS ReguWe are working closely with District is not a matter of whether you are in lus, which is being crewed by SIU 2 on this issue. Bob Hall, one of our favor of industrial waste-it will exist top organizers, is servicing SONAT members. It is the fi r st of the SL-7s no matter what-it is a matter of how tug and barges with Tom Bethel, an that will be operated by Bay Tankers. you can safely dispose of it. organizer from District 2. We are makThe reason why we are getting this Much of the industrial waste is left ing a special effort to keep SONAT work is that our members have worked to evaporate or else be pumped out members informed of their rights. hard to make themselves more marand hauled away. The remains, the ketable. Two new courses being ofNot surprisingly, the company has most toxic part, will be stored in the fered at Piney Point-the three-man tried to take advantage of the needless holloUJ " bowl of the island that Leudtke · Steward Department and Sealift Main� c(>nfu' ion that. irca.u . sed.· by· unilatetally . will build. . .· "· · . . .. .i:eclas ifymg :: cert8in · Categorie' '/'br · . · :tenan� �bave: be e n particularly tierp;.:; . · . -· ·• . , �thet · ���tf,.. �es' . . . . workers . .. fuL . as . supmisors. Members Dtedging and Dock-has fi rtl s h eifriver aren't getting the overtime that is due We also have been trying to work and harbor dredging projects in Bufthem under the old contract, which closely with the rest oforganized labOr falo, N. y. It also is winding up a light remains in effect until · some determion issues that we think are important replacement project in Sandusky, Ohio. on SIU representatives in Washington present charges. made is the nation Byron Kelley represented the SIU attended the State Labor Council there The company is hoping that its workat the Labor Day parade in Detroit, in order to make recommendations ers will be too scared to file grievances Mich. which had its usual quota of on this matter. about the upcoming state elections; In SIU caps and colors. During the day addition, I touched base with SUP The managers at SONATlike to call he met with UAW President Owen President Paul Dempster, MFOW the company the C�illac �f fleets . Ii Bieber and Gov. James Blanchard to this is a Cadillac, I'd hate to see an President Whitey Disley and MMP discuss issues important to the mariPresident Robert Lowen when we atEdsel. time industry. This has toughened our resolve in tended ceremonies commemorating the all areas of our operations. We reanniversary of V-J Day, which were held onboard the Enterprise. cently were successful in organizing the . fishermen in the New Bedford Vice President George Bush gave area. In addition, we are involved in an e1oquent speech . ·B. ut actions speak louder than words. I believe that the an organizing drive in the Baltimore best way to honor V-J Day is to grant area. We are trying to sign up the veteran s status to the merchant sailworkers onboard the cruise ships that ors who nske d therr lives so that this operate in that port. country could wm world War II. Our commitment to our members-past, present and future-extends to all areas. As for the fishermen of New Bedford, we will make sure to publicize the single most important problem plaguing that industry: the growing West Coast insurance crisis. by V.P. George McCartney The fishermen in nearby Gloucester have an extra problem. The dehydraEMBERS in Wilmington had the tion plant there - that processes the chance to see AFL-CIO Pre si­ remains of fish--Or gurry as it is called-­ dent Lane Kirkland speak at a Labor has been. closed down. The entire . Day picnic that celebrated the coritri­ fishing season has been lost, and . butions 'that organized labor has made to the American way of life. hundreds of people are thinking about leaving the industry. The SIU made good use of the East Coast occasion by running a booth that pro­ We have been active on a grassroots by V.P. Leon Hall moted the American-flag merchant level on this and other issues. In Bal­ timore, Rep. Helen Delich Bentley marine. Brochures on the SS Inde­ full page ad proclaiming " How attended a PQrt Council meeting which pendence and SS Constitution were To Keep Your Company Union­ was charred by MPC President Joe handed out, as were products made Free" has recently appeared in busiby members of the United • Industrial . ness magazines. Townsley of the Teamsters. Bentley D . .- . PresidentS' Report ; One bright spot has been Norfolk, which has been getting the lion's share of military work contracte� out by the Navy. Here is a partial list of some of the ships that have been in and out of that port: the Keystone State, the PFC James Anderson Jr. , the William V. Baugh, the Cpl. Louis Haughe Jr. , - and the Sunnypoint. Also in Norfolk, negotiations have been continuing with Shawn's Launch Inc. and the Asso­ ciation of Maryland Pilots . · .·. · • M A 14 I LOG I September 1 985 talked about the crisis in the maritime ·industry today and highlighted a num­ ber of important issues, most notably ca.rgo preference. · · · Gulf Coast by V.P. Joe Sacco Tto be more like Thanksgiving than HIS year's Labor Day turned out anything else .. Residents in Jacksonville and Mobile lived through yet another hurricane, Elena. Injuries and property damage were far less than originally anticipated. An interesting follow-up to the hurtills was . tJieji,(_s.t4oor pay plirade. ijl 'tlie :hisiQry of M()liile� rAI�l.i -i' to be cancelled because of a hurricane . . But it was rescheduled and the SIU is going to sponsor a float. - ricane; Na. We have been negotiating with . tional Marine over the detajls of a new contract. In addition, we have been meeting with representatives of G & H T-Owing about some modification of the contract. It hasn't been easy. There is a serious problem in: the towboat industry. Demand is down, and there is a lot of competition from other modes of transportation. · . We have been active on a grassroots level throughout the Gulf. In Jacksonville, we supported Mike Langton for the city legislature. Thanks to the support that our members gave him, he gamere.d 42 percent of the vote and secured a spot in the run-off election. Also in Jacksonville, Headquarters Representative George Ripoll was asked to serve on the Economic Development Council that has been forined to promote business in that city. He will be well-positioned to advance the interests of the port from that post. As with other ports around the coun­ try, military work has become increas. ingly important for members in Jack­ sonville. Representatives from that port attended the christening of the MV Gus W. Darnell. Officials from the Military Sealift Command spoke and praised . the work that the private sec.. tor -has done in carrying out these .··· duties. (Continued on Page 28.) �The SIU Returns to New Bedford Photos & Story by DEBORAH GREENE T HE SEAFARERS International Union is back in New Bedford ! In 1 979, the fishermen in the New Bedford region voted to disaffiliate from the SIU . They were part of the New Bedford Fishermen's Union, an affiliate of the Seafarers International Union of North America. It was an autonomous organization with its own constitution and contract. The SIU had little contact with the New Bed­ ford Fishermen's Union's officials. So when they decided to leave after get­ ting a lot of "pie in the sky" promises from the Teamsters Local 59, there was no way to prevent them from walking. For the past six years , the fishermen of New Bedford have been under con­ tract with Local 59 of the International Brotherhood of Teamsters (IBT). And during those six years, there has been a serious decline in the New Bedford fishing industry. Where there used to � �fo · SIU Ne rd Port Agent Joe Piva (right) administers the Seafarers oath to new book members (I. to r.) Frank Joia, SIU organizing rep; Michael Perron; Gene Magan, SIU organizing rep, and Robert Miller. be more than 1 ,500 union jobs, there are now fewer than 600 . For those few who were able to survive as fishermen, things were still pretty tough. Prices for fish fell as foreign competitors took over the American market with their imports . Insurance costs went sky high, and cancellations of current insurance pol­ icies are becoming more frequent. These problems are affecting the I , 1 in New Bedford, fishermen and boat­ the intention of the SIU to let every But the philosophy of the SIU is to owners are becoming more aware of boat have a vote-and so elections will continue for another six months. try to improve the quality of life for the problems they face and the fact that, with the proper representation, some things can be done to improve their situation. Piva, with· the assist· ance of three representatives, Gene Magan, Frank Joia and Henri Fran­ cois, and the negotiating talents of SIUNA Vice President Jack Caffey fishing industry around the country, not just in New Bedford. But here in (who is special assistant to SIU Pres­ New Bedford (a city with the highest paigning on the waterfront for two years, telling the fishermen that they dollar value of any port in the U . S .), a city whose fishing industry does not have the potential for growth-the Teamsters Local 59 ignored the prob­ lems of the fishermen. They failed to service their vessels, and failed to come up with any kind of legislative program, either locally or in Washing­ ton, D.C . , to help tum the tide for the hard-pressed fishing industry. * * * But the SIU can help ! And through the efforts of Joe Piva, SIU port agent ident Frank Dtozak), has been cam­ have problems which can be solved, listening to their needs, and talking about programs to rebuild the indus­ try. As of this writing, the SIU has already organized 1 40 of the 2 1 0 boats in the fleet. By the end of the year, this number will probably be closer to 175 boats and l ,500 members. Eighty­ five of the boats have already been certified; the rest are going into elec­ tions within the next few weeks. It is * * tion is the key to unlock the many * doors which. would otherwi e.remain The question remains, however: Just what can the SIU really do to help out the New Bedford fishing industry that Local 59 did not? The answer can be found in several different areas. First, new members will be sworn into the Union and will receive their SIU books, establishing a real bond Union, the with of protection something they never had with the Local 59. just as they do in their other ports for their deep-sea, inland and Great Lakes members . By maintaining a proper hiring hall, fishermen will have some­ contract infractions and other prob­ lems they may wish to bring up. They also will no longer have to seek out Third, and very important, are the educational opportunities available through the SIU . The Union maintains a large training and upgrading facility at their Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md. The school has been called the finest of its kind in the country. Fish­ ermen will be given the opportunity to take courses with their SIU brothers and sisters to upgrade their own ca­ pabilities. The school maintains a fully-oper­ There are many other ways in which the SIU can help the New Bedford fishermen: by providing medical iden­ tification cards, processing medical claims quickly, updating some of the unfair and antiquated systems of the and helping with insurance problems. Most of all, the SIU will give its members job security . * * * The goal of the SIU is to get all fishermen together-from the fisher­ men of New Bedford and Gloucester to the fishermen of the West Coast. The more men and boats we represent, the louder our voice will be heard in Washington. Only by speaking as a group can the voice of the fisherman be heard in the halls of Congress and the industry be given a fair deal by the federal government. We are looking at the whole indus­ try-at what we can do better to rep­ resent our members. The tools to help the fishermen of New Bedford are available. It is a question of taking advantage of them. ational fishing trawler to provide in­ "We hope to make New Bedford a struction on the use and maintenance model fishing port," said SIU Presi­ of modem fishing gear. Education dent Frank Drozak. "I want to thank courses are also offered, including the Union officials and the New Bed­ learning English , high school studies ford rank-and-file for a job well done. programs and adult basic education However, the work has just begun. On behalf of myself and the entire SIU programs. They even offer a college � cation can be another advantage. By being well trained and certified, lower insurance costs could be a result. where to go and speak out against do now. ats tied up in New goal of the SIU is to get all fishermen together-from these Bedford harbor to the fishermen of Gloucester and the West Coast. clo ec1:· And for the fi hermeo, edu­ auction house and processing plants, Second, the SIU will maintain a proper hiring hall for the fishermen jobs at the local bar or dock as they The all of our members-and that educa­ program for those who wish to con­ membership, we welcome our brother tinue their studies. This was unheard and sister fishermen into the Broth­ of in the past. erhood of the Sea . " September 1 985 I LOG I 1 5 �- . . J . . � - , � : . .. Fleet IS · Protected for Another"¥�21r·· . · . . . .. '' . . . . - , .. . . ' ".- . . . - . . , . . " > Mass. late last month� . . Good weather brought thous�ds-of . spectators to the waterfront aiid.�:doz� ens of boats into the harlxil'. for the - . annual rittia1 which pays ml>�t� c. tp - those fishermen who have died chinng : the past year and asks for profocfom, good luck, and .safe ajld bo�ntiful seas ' · for the year ahead� · · -. . .·. · · •· - ·. •· Rep. Gerry E. Studds (D-Mass.) was the principal · sp¢aker of- the day, and both he and N ew Bedford Mayor Brian J. Lawler sang the ,praises of · the city's fishing fleet and the Coast Guard . . It was a truly ecumenical event. From the reviewing stand on the deck · · - ., · r ·. � : ' ·.• . ;_ , _- . • Yes , the Portuguese · kriow how to . thro� a party-and .a well deserved one at that. These are a people proud of their families, their traditions and thei.r ·heritage. Throughout the past yeats,.: they· haye stuck together in good •times and bad-and this was one of . the good times'"--'ll. day to celebrate and· be with each other. ..·. Aboard the Tina & Vina nothing · was going to upset the day-not even · the radio announcement that this year's Winner was the,Luzo American/, and . that the Tina & Vinti had come in second. Because, after all, with Goers pro­ tection . . . there's always next year. . of the 3 1 1-foot Coast Quant �utter, the USCG Unimak; Rev. c. Ucifuird Newbert, chaplain of the Seamen's · Bethel, said, "We gather today to honor all of thoSe who go down to the . sea in ships " The Rev. John F. Ho­ gan, pastor of St. Julie BiHiart Church in µearby Dartmouth; Mass. , asked f0r blessings forthe · 'brave and Sturdy men" who: b� ,in th� catch and th� . \ . · _ - .. - · sels that participated mihe . 1 6th annllal Blessing of the Fleet in New Bedford, . · : ·• . . ·side-..of her hull , dearly visi�le to the , judg�s . aboard tl)e USCG. Unfmak as she ;passe_d by: Friends and relatives of the captain and crew were aboard­ .. bringirlg with them lawn chairs on which to'telax and incredible amounts of delicious Portuguese food to last the: day. Grills were fired up for steak am;l;freshly-�ught fish; wine, beer,and SOft_driJ:tkS flowed; and there WCI,$ plenty of smging and dancing onboard as the boat left . the prcx;ession and headed out ihrough the Cape Cod . Canal in celebration. _. - ·'s ' - OD �less ?ur Fleet,'' �·God Bless New Bedford . . . . - :�." "We . ,. Are 'Jbc Wodd;-' "Eal Fisli .America;" Those were some of th({ signs and slogans d�ratirigJhe fis:hilig ves­ G . - , . . The nia & Vina w.S One of 42 &hlni �ts �pathig � · this year's Blesmng ·of- the' . . �t.ceremomesJn New Bedford, Ma.. • . . .. . , . . sels that gathered to take part in the . day's festivi ties . . More fishing boats participated this year than in the past-42 in allpos�ibly be�� tllree,- cash prizes . . . . · · . . . · . . -Tina & Vina was unable to participate . in the annual event, bqt the year before . she came fo. second , and the year before that she came in third. This year her c�w was hoping for the t. op prize-! / '· ' ,fhe boat had just .had her yeady paint job;· Banners hung from every . · · · · wer((-�Uig offered for. ..the- �st dec& rated boats:�$1 ,000 for first place, $500 for second place, and $250 for third · · · available rail; arid paper rosettes spelled out "WE ARE THE WORLD" and· "WE • U.S.A. " from the starboard place. On most of the boats, American and Portuguese flags ftew side by side (the l>oriugue s� make up nearlv 80 pe,rc_ent' of . the. New · Bedford - · · · COVCl'CK h1Hm"'11"1 , bt an ate over the fteet. A pray_er and paper rosettes .as they passed by was added by the Very Rev. Constari- . the i:ece�vitig; ·stand witb horns �nd tme , S. Bebis of the local Greek Or­ sirens blaring. .. · . thodox Church for. protection of .com­ . Th�r� .were: fewer wQ<>den ves sels . , �ereial and private � dUrlng'.' 'heavy . at this year's event as more and more seas and perilous , dat:�· nights." of the steel�hulled scallopers and dtag­ The three clergymen . then-sprinkled gers steadily take over. Some '.of'.the holy water on a long proeession of boats . were freshly painted_; and . some ooat�ftom: · the. scallopers and drag� . wore the scars of rust that come ftoin gers that make up the New Bedford . . jus't a week �Hea. . fishing fleet-to the rowboats , motor­ TypiC� ofthe- �eaworti:.Y: New Bed­ boats, sailboats and Coast Guard vesford : boats participating in this year's Btessing of the Fleet was the Tina & Vina, a 9��foot stertl t_rawler� The five� year-Otd vesset WitJi a·bealti of 24 feet · and a� 13�foot,dratt, wa:s btiilt in MO­ bile, Ala. and is' kept in tip-top shape by her owner/captain; Carlos Vassal , a native of Portugal . Last year the · · .. · · . · , ·. · . - Meet Me ·at the Auction · { ' The days start . early for the fisha week in the small auction room, ermen of New Bedford. Scallopers the chalkboard lists each returning . and draggers retUrning from the ferboat and its catch: union boats on theleft, non-uruon boats oft the right. tile fishing grounds on Georges Bank in the Gulfof Maine and on the Grand Buyers, phones in hand, do the bid­ . Banks off the coast: of Nova Scotia . diflgfor sc�lops, cod, flounder and tie �p a* piers . 3 and 4 to inak� their haddoek. Two meri:at tlie 'thalkboard way to the auc tion house. There they · change the figures �itheach bid. And li&Hhe_ir catch on the.chalkboard and . in 22 minutes it's all over. . . . wait for tlie �uetfori"'.fo beglli . For �he .·· , Cr�Wlill mbe: m�(�s standing . . scallopers, ifs 1 a.Di. ; for the drag� · · in the hack r0om watch 'the process · . . · . . gers;· 8 a.m'. . · thr "" .. 1.. ..... g1 . rom u�u· � 6e � wm ow. o " ' : t e t e e r. th al · c n ; The- auction h u is e th€* · at h w tell h to 1e � ar¢:' ey t tbet� o ' life ·a:·,n �w B�orrl�-" ™1io 'di fi;,;.�.;.;. · · "'1<116 · · hate ' r t hei<iat�h 'will be. · · · . arid nlaicltiuned by th ·City of New · . · . :a��;'. little has cbanged the� < : men nUu arou�4- out.Si(fe ttie 'ih· );�-� /There has beCn : ooi;mod• . mall au.ctioo h .· e h pigg f9fa job �nlizatioii �r coilJputeriiatioii"in the . unJoiuiing the fish at '9rie �f th� ?6 way the bidd1ng' 1s clone. F�v:e days> locat pro.cess�rig plants. _ . - · - , . .. · . SIU Secretary Jee DiGiorgio (in white cap) enjoys the feast a� the ,T� & Vina during the Bies.mag of the Fleet ceremonies. 16 / LOG I September 1 985 · SIU Htadquariers R.ep Sack Caffey (I.) applauds the fleet as·it goes by the reviewing stand to be ble!Wed by the· priests. . · · . ·. · . , · . , over -..:- . · itnd - . , . - . Other . _ . .- a· ,p · .· . . · . �. . A· S I U esta de vosta em New Bedford Hist6ria e fotos de DEBORAH GREENE Tradu�o por FRANCOIS, FRANK JOIA . e JOAO COELHO HENRI ·A UNIAO Internacional Seafarers . voltou a New Bedford. Em 1979 os pescadores da regiao de New Bedford, votaram para se desa­ filiarem, vindos da SIU eles fazem parte da uniao dos pescadores de New Bedford, afiliados, com os Seafarers Uniao Internacional do norte da Ame­ rica. Iles sao uma organizacao aut6numa com a sua propria constituicao e contracto. A SIU teve um pequeno contacto com os oficiais da uniao dos pesca� dores de New Bedford. E , quando I �:�:�:;r-;��:"E �;::: i Teamsters Local 59, ai ja nao tinham caminho para prever o que vinha cair. Nestes ultimos seis anos, os pescadores de New Bedford estiveram sob um contracto com a local 59 do International Brotherhood dos Team� sters (IBT) e durante esses seis anos, elestiveram um serio declfneo na industria piscatoria de New Bedford. Eles tiveram para mais de 1 ,500 trabalhadores uniunistas, e agora sao pouco menos que 600. . Para esses pouces pescadores sO-: breviverem toma-se dificil e, e neces-_ sario ser-se duro, OS pr�os do peixe caiu derivado aos competidores estrangeiros que encheram o merf;:ado li · k '"- . . . t&��-�l_i��!lilil [iill! . • .. SIU Agente Sindic81 Joe Piva de New Bedford a diteita, adininistra para oS membros do Seafarers, 0 juramento para OS membros novos, que levantain os livros. Frank Joia, orgaDizador e representante; Michael Perron; Gene Magan, organizador e representante e Robert Miller� · · vem vir com as elei�6es que esperamos nas pr6ximas semanas , isto e a inten�o da SIU para deixar que todos os barcos tenham direito ao vato-e as elei�6es irao continuar ,pelos pr6ximos seis meses. Washington, D.C. Par ajudar a voltar a corrente, que muita pressao a industria piscatmia estafazendo; Mas a SIU pode ajudar! e sob as responsabilidades do Joe Piva, director sindical da SIU im New Bedford, pescadores e donos de barcos esrao vindo cada vez mais � . apr¢seJ!tar _os factos e * · * * As quest6es p6em-se; nao imJ)orta �. ·qi,ie:-Po<leriiJazer reintn il,te a:s SIU, pr6blemt\S · pari, :/unU.�- -:reprcs"eiita�aty · r)ara aj\idW''itisau'."a iodustria pisealona· digna e:: pi-0,pna;.: �::..ct>isas · �derao ser feitas para resolver .essa · de NbwT�amst.ers· . situ�ao. Local 59 nliO fizeram1 Ktesposta'.Pdde . ec:dr9riJ;.4ii�: os ·. ' Piva com a assistencia de tres representantes, Gene r.fagan, Frank Joia >Ant:ericano�m aS suas imp0rta¢es. r . e I;lenri raDc.QiS; e · os talentQHJ.egO'Os custos do seguro subiram derha� .· dadore de SIUNk Vice Pr.esidente, siado alto, e foram canceladas muitas Jack Caffey (que e assistente e$pecial -�polices de segµro, e mais serao e com do Presidente da SIU F.1uuc Drozak) mais frequencia. Esses problema:s veem�lhe fazen�o c0�pai1fila nas d�. afectam a industria piscatoria ein todp . · .··ea ,. P.Qr dois. :ano , ' veem,,Jhe. dizendo o pafs, nao e s6 em New Bedford, a . que gos�m � que · Podetn re�olver cidade onde o vaior do dollar e mais os problemas dos pestadores. Ou vindo . o que eles precisam e falando acerca alto do que em outros portos dos estados unidos. dos PfOgramas para refazer a indus· A cidade onde a industria piscatoria tria. teve 0 potencial de se elevar-os ' �Quan.do escrevemos, a SIU ja tern organizados 140 dos 2 10 barcos da Teamsters Local 59 ignoraram os profrota, ate ao fim do ano este numero blemas dos pescadores eles falharam porque mlo serviram esses barcos e ira chegar provavelmente perto dos falharao com qualquer programa le_1 75 barcos e 1 ;500 inembros. 85 dos gislativo em qualquer lugar ou em barcos ja estao certificados; . o resto ser encontrada em muitas> areas diferentes. '. Pri:ineiro OS novos: mernbros farao um juramento dentro da uriiao ; e re.:. ceberao os semi livros cia SIU estabetecendo um real seguro de protec�ao com a uniao, qualquer coisa que eles nunca tiveram com os Teamsters Loca:l 59. Segundo aSIU mantera uma casa pr6pria onde os eiri/pregados irao procurar trabatho de pescador quando vierem dos seus portos, OU quando forem para outros portos onde trabalhem no mar-alto OU tnembros de terra e lagos;.grandes, para manter essa pr6pria casa do pescador os pescadores teem para onde ir e falar contra as infrac�6es ao conttacto, e outros problemas que que eles queiram apresentar eles ja- riao . se preocuparao muito para atranjar emprego, otl procurar no bar," OU na doca, pois ele ja 0 pode fazer nesta casa. Terceiro e muito importante, sao as opurtuni�ades extraordinarias de educ�ao denf . ro da SI U A uniao mantem um largo treino e facilidades para se elevar nessa escola Seafarers Harr}' Lunde.berg, escola de mari_timos em Piney Point. Md. A escola ,e chamada a coisa mais fina do genero no pals. Pescadores . irao t�r opurtunidade para tirar cursos com .6s seus SIU irmas e irmaos e elevar as . slias pr6pnas capacidades. A escola mantem . um barco de pesca todo operacional para providenciar a fotnic<;ao e ma­ nut�m;ao de material ria pe�c-a modema.. Tambem sao oferecidos cutsos · edu­ cacionais incluindo aprendizagein de ingles, programas estudados da es­ cola-alta (High School) e prograinas ' · · · . . .· · · . · A finalidade da SIU, e juotar todos. o8 pescadores dos barcos. do porto8 de New B�ord', Gloucester e Costa Oeste. -. · basicos educacioriais para adultos, eles oferecem tambem um programa de colegio (College) para quern desejar continuar os seus estudos. Isto era a nossa preocupa�ao no passado. Mas a filosofia da SIU e tentar providenciar a qualidade de vida piµ-a todos os membros, e essa edu- �aq e a chave -para abrir muitas �rtas�.qtie.s� encontram, e continuam .fecfi�as e ·P� 'o pesc�or educ�ao pode "vi.I' a se� cnitra v'�tageiil i><>r ser bem treinado e certificado o resuliado pcXJera estar, no ctistQ b$o do seguros . fla muitas. outras oianeiras, em que a SIU p6de ajudar os pescadores de New Bedford: todo o pescador ini ter um cartao de identific�ao medica, procedimento rapido para processos medicos nesta altura alguns sistemas da casa de venda do peixe (auction house) sao e estao antiguados e nao sao direitos, como tambem OS problemas dos seguros nao nos ajudam presentemente a SIU vai dar seguranc;a no trabalho a meta da SIU e juntar todos os pescadores�esde os pescadores de New- Bedford e Glocester, ate aos pesfadores·; da costa oeste quantos mais homens · e barcos nos representar-mos ma.is aita a nossa voz, sera ouvida nas se:tlas· do congresso e asSlln podera ser dado a industria 0 que ela merece por parte do govemo federal. . :; , r.i , . . " ii ·• r !· · ! i I . . * * i '. J: * . N6s estamos a olhar por toda a industria-n6s podemos representar melhor OS nossos membros. Estao a n�ssa disposi�ao asJerramentas para ajud.at os pe.scadores de New Bedford. Isto e uma questao de vantagem em rela�ao a eles. "Esperamos transformar New Bed­ ford num porto de pesca modelo, " afirmou o Pre sidente d a SIU, Frank Drozak. ' 'Quero agradecer aos oficiais da Uniao e colaboradores de New Bedford, por um traba:lho bem exe­ cutado. Todavia, o trabalho agora e que come�ou. Em meu pr6prio nome e no de todos os membros da SIU, damos as boas-Vindas aos nossos pes­ cadores , para a Fratemidade do Mar.'' . � f �· . • /. ' , { :: ·,:,;: · September 1 985 I LOG I 1 7 l' /. ·�� -· --- - -- --- �New Bedford Mass. A Frota Esta Protegida Por Mais u m Ano '' DFrota", "Deus Aben� New EUS Abem;oe a Nossa Bedford", "N6s somos o Mundo", "Come Peixe America. " Estes eram alguns cartazes e slogans que orna- · . mentavam os barcos . de 'pesca que participaram na 16@ Ben<;�o anual da Frotit de New Bedford, Mass. , no mes passado. 0 born tempo trouxe milhares de espectadores a zona portuftria e de· zenas de barcos participaram no rito anual que presta tributo aos pescadores que morreram durante o ano anterior e pede protec<;6, boa sorte e um mar seguro e generoso para o ano que se segue. 0 Congressista Gerry E . Studds (D­ Mass.) foi o orador principal do dia, e tanto ele como o Presidente da. Ca­ mera de New Bedford, Brian J. Law­ ler, teceram elogios a frota piscatoria da cidade e a Guarda Costeira. Poi um acontecimento verdadeira­ mente ecumenico. Da tribuna erguida no conves do cuter de 3 1 1 pes da Guarda Costeira, o USCG Unimak. o Rev. C. Leonard Newbert, capetao da Seamen's Bethel, disse: Reunimo­ nos hoje para prestar homenagem a todos quantos pereceram em barcos no mar." 0 Rev. John F. Hogan, paroco da Igreja de St. Julie Billiart, na vizinha vila de Dartmouth, Mass., implorou as ben<;aos para "os bravos e resolutos homens" que trazem as · pescas e pata a lripula� da Gu8rda Costeira qui ••ufa e vigia a frota. 0 Mui Rev. Constantine S. Bebis da lgreja Ortodoxa Grega local, suplicou a proteci;ao para os barcos comerciais e particulares , nos Ifiomentos de "mar revolto e perigosas noites de tempes. tade. " Os tres membros do clero aspergiram, entao, com agua benta, a longa procissao de barcos--desde os scal­ lopers e arrast6es que formam a frota piscat6ria de New Bedford-ate aos · · · ' · -"l 0 Tina & :-.::_;;.. - Vina foi um dos 42 barcos que partidparam barcos a remos, a motor, a vela e barcos ·da Guarda Costeira que se juntaram para tomar parte nas festi­ vidades do dia. Este ano, participou maior numero de barcos do que nos anos anteriores­ um total de 42-possivelmente porque foram estabelecidos tres premios em dinheiro para os barcos melhor deco­ rados: $ 1 ,000 para o primeiro lugar, $500 para o segundo, $250 para o terceiro. Na maioria dos barcos, viam-se lado a lado as bandeiras Americana e Por­ tuguesa (os barcos Portugueses cons­ tituem cerca de 80 por cento da frota de New Bedfi l"d , o coov� e amu­ radas coben � da frota. 1 8 I LOG I September 1 985 est(! ano, na �o da Frota. em Mobile, Ala. , e e mantido nas melhores condii;oes pelo seu proprie­ tario/capitao, Carlos Vassal, natural de Portugal. No ano passado, o Tina & Vina nao pOde participar neste evento anual, mas no ano anterior ficou em segundo lugar, e no ano antes ficou em terceiro. Este ano a sua tripulai;ao esperava alcani;ar o primeiro lugar! 0 barco havia tido a sua pintura anual. Bandeiras pendiam de todas as amuradas e com rosas de papel se dizia "WE ARE THE WORLD" (N6s Somos o Mundo") e "WE \? U.S.A." de baodciras multico­ res, emblemas, haloes e rosa de papel, enquanto passavam diante da tribuna de honra, ao som das buzinas e sire­ nes. Participaram menos barcos de ma­ deira este ano, pois de ano para ano vao surgindo mais e mais scallopers e arrast6es construidos em ferro. Al­ guns dos barcos acabavam de ser pin­ tados, enquanto outros apresentavam apenas alguns sinais de ferrugem de uma semana no mar. Tipico dos valiosos barcos de New Bedford que tomaram parte na Ben<;ao dos Barcos deste ano, foi o Tina & Vina, um inflexfvel arrastao com 98 pes. Este barco, com 5 anos de idade, tern uma largura maxima de 24 pes e um calado de 13 pes, foi construido 0 Secretarlo da SIU Joe DiGiorgio (com chapeu bnmco) toma parte na festa a bonlo do Tina & Vina durante a cerbnonia da (N6s "amamos" a America), do lado de estibordo do casco, claramente vi­ siveis para osjufzes a bordo do USCG Unimak a medida que passava. Ami­ gos e familiares do capitao e tripulai;ao encontravam-se a bordo--levando consigo cadeiras reclinaveis onde re­ pousavam e quantidades enormes da deliciosa comida Portuguesa para todo o dia. Acendeream-se os fogareiros para as bifanas e peixe fresquinho; abundavam o vinho, a cerveja e os refrescos; e havia musica e dani;a, cantava-se a bordo, ap6s a procissao, enquanto se dirigiam na direci;ao do Canal do Cape Cod para festejar. Sim, os Portugueses sabem organi­ zar uma festa-e bem rrierecida neste caso. Sao pessoas com afincado or­ gulho pelas suas familias, suas tradi­ <;6es e herani;as. Ao longo dos ultimos anos, tem-se mantido unidos nos mo­ mentos bons e maus-e este foi um dos bon�m dia para celebrar e es­ tarem uns com os outros. A bordo do Tina & Vina nada iria alterar o born espfrito do dia-nem mesmo a noticia na radio de que o vencedor deste ano era o Luzo American I, e que o Tina & Vina tinha ficado em segundo lugar. Porque, para alem de tudo, com a ajuda de Deus . . . ha sempre um pr6ximo ano! Vindo da Central o Representante da SIU Jack Caffey (I.) aplaUde a frota de barcos que vai pmsando para serem benzidos pelos padres. A frota �ue em Hnha, para esperarem a sua vez de serem a�oados. Vamos . Ate a . Lota Os dias comei;am cedo para os pescadores de New Bedford. Scal­ lopers e arrast6es regressando das ferteis zonas de pesca do George Bank, no Golfo do Maine, e dos Grand Banks ao largo da Nova Es­ c6cia atracam as docas 3 e 4 para se encaminharem para a lota. Ai, alis­ tam a sua pescaria no quadro e aguar­ dam o comei;o da lota. Para os scal­ lopers, e as 7 da manha; para OS arrastoes, as 8. 0 edificio da lota e o centro real da vida piscat6ria de New Bedford, Propriedade e manuteni;ao da cidade de New Bedford, pouco se tern mo­ diifoado ao longo dos anos. Nao se tern modernizado ou computarizado no processo de arrematai;ao. Cinco dias p0r semana, na pequena sala principal da Iota, as listas do quadro a giz registam'cada barco que chega e SUa pesca: OS barCOS da uniao, a esquerda; os que nao esta na uniao, a direita. Os compradores, com te­ lefones na mao, arrematam os scal­ lops, bacalhau, flounder (solha) e haddock. Dois homens de servi<;o aos quadros, alteram os numeros com cada lani;o. E em 22 minutos, tudo termina. Membros da tripulai;ao e ajudan­ tes, em pe ao fundo da sala, obser­ vam o processo atraves de uma larga vitrina. Mesmo dali, poderao dizer quanto rendera a sua parte na pesca. Outros agitam-se impaciente­ mente, fora da ·pequena sala da lota, na esperim�a--de terem trabalho na descarga do peixe, para uma das 26 fabricas locais de processamento do mesmo. �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I •• m Seafarers I n te r n a t i o n a l U n io n of N orth Amer i c a . AF L -C I O Washington Report The August recess is -a time-honored Washington tradition. Just when the halls of Congress are filling up with tourists, they are being emptied of professional politicians, lobbyists and anyone remotely connected to the power structure. The maritime industry has used this time to take stock of its priorities. High on the list of issues that will have to be addressed in the upcoming months are the following: cargo preference, passenger vessels and tax reform. Of course the maritime industry does not eXist in a vacuum. It is going to have to adjust to a new period of political uncertainty. The 1986 elections loom large in the minds of the 22 Republican and 14 Dem­ ocratic senators up for re-election. In ad­ dition, there has been a sudden and dramatic shift in the public' s perception of such issues as international trade, defense spending and South Africa. What does all this mean to seamen? A great deal. To put it simply, things are very tough. The latest statistics reveal·that -- - .. ·:" _ September 1 985 Legi s l a t i ve . A d m i nistrative and Rt:: g ula torv H a p p e n ings most notably the growing budget and trade deficits, are far more important. "You know, I'm not an economist," said Sen. Robert Dole (R-Kan.), majority leader of the Senate . " I can't predict, but I think we're heading for some economic problems in, probably, '86, if not, '87, unless we deal with the �eficit. And if we don't deal with the trade deficit, we're going to pass a lot of protectionist legis­ lation . . . . " I don't know of any economist; ' ' said Dole, "who doesn't urge us to do some­ thing on the deficit side . . . . Our interest payments thjs year are going to be $150 billion. They're going up to over $200 billion by . the end of the decade. That's bigger than the entire federal budget not many years ago, so iCs a problem: " ance to cover damage or loss of their vessels, and protection and indemnity in­ surance to cover insurance to their crews. ' ' We are making this issue a high prionty, ' ' said Drozak. ' ' Something needs to b e done to save the American fishing industry. " - CDS Payback A court ruling is expected to be handed down shortly that will clarify the status of the administration's plan to allow repay­ ment of Construction Differential Subsi­ dies. Earlier this year, non"'.�inding language was included in the State, Comme_rce, Justice Conference report that requisted that the Secretary of Transportation not implement a proposed rule - that would allow operators engaged in foreign trade - to enter the coastwise routes as long as they repai<;l their Construction Differential Subsidies. Passenger Vessels SIU President Frank Drozak has. thrown the Union' s support behind s: 146 1 , a bill Military Cargo that would allow American-built but foreign-registered vessels to be redocuThere has been a disturbing pattern in the enforcement, or rather the lack of mented under the American registry. enforcement, of agreements and statutes ·�we are pleased that S. 146 1 would . th . . th�re·�e� . �wert.1lan5l<tvessels-r. eii.stered.-- · · .. . . create a window ofoppc)rtunity to foster .. i at require the use ()f U.S.-flag vessels _ _ _ flag� Out . merchant _ to carry military cargo purchased from the · •ndet the �American· · further . e xpansion of the dOmestic fleet, ' ' .. . · -United· States. said Drozak. ' ' In -1959� there were 44 marine is one-fifth the size of the Soviets. The issue is aroltsing concern among flying - the U .S . flag. - passenger vessels Once the largest in the world, it now ranks . pro-maritime figures. Earli�r - this month Today, the nation has but two deep-sea alongside such "giants" as the Philippines · Rep. }lelen Delich Bentley,(R-Md.) called vessels to take advantage of the cruise .and the Netherlands. :·, ·:, ·: : : _. . _ market which now totals $5 billion and l,s - � Upon the· S9tith i<.oreet:n .gQvemment to correct inequities in the use of U .S.-ftag growing yearly. " Cargo Preference · vessels . to carry military cargo purchased Drozak also noted that these passenger .- A tentative compromise has been reached from the United States. vessels could be used to auginent this betweenthe.rttaritime industry .and various . According to Bentley, during the past nation's sealift • capability; He compared segments of the fatJn corillnuriity on the 1 1 years the South Korean government the present state· of the .American-flag question of cargo preference. If that com­ has Jailed to li�e upto the terms of various passenger vessel industry tO that_ of the promise is accepted by Congress, then the agreements that require the use of tJ . S . Soviet Union, which operates 87 vessels percentage of P.'L. 480 cargo that is carried vessels to carry cargoes, particularly miland i s expected to grow to nearly 100 in on American-flag vessels will be increased itary goods, purchased on credit. the next five years. from 50 to 75 percent over a three-year A similar situation exists between this period. American-flag requirements relat­ country and the government of Iceland. South Alriea ing to blended credit, payment-in-kind, The government there has put pressure on There is a growing feeling that some BICEP and other such "commercially­ the State Q�partment to ease up on Amer­ kind of blow-up is inevitable in South oriented" programs will be dropped. ican�ftag requirements. While this does Africa. A day does not go by without some While the normally fractitious maritime not directly affect any SIU vessel, it does new report of violence there. industry is united on this matter, the ag­ set a dangerous precedent that could The ties that organized labor has made riculture community is split right down weaken this nation's military cargo pref­ to the black trade union movement in that the middle. The SIU will continue to work erence laws, tragic country will be an important, and for enactment of this compromise because perhaps the only, link that the United Drucs it believes that it serves the needs of both States will have with any post-apartheid industries. The SIU has submitted comments on a government. " Both maritime and agriculture have proposed Coast Guard ruling dealing with been victims of unfair trade practices , " drug and alcohol abuse. Insurance Crisis said SIU President Frank Drozak earlier The Coast Guard ruling is part of a this year when this cargo preference issue Hearings were held by the House Mer� larger societal trend. All across the coun­ first began to heat up. "By fighting among chant Marine Subcommittee to look into try there has been a growing determination ourselves, we draw attention away from the growing crisis in the fishing industry. to do something to arrest drug and alcohol the really important issues that need to be Commercial operators o{ fishing vessels abuse, especially when such behavior would addresssed: the overvalued American dol­ have found it increasingly difficult to ob- · endanger the lives and safety of other co­ lar, subsidized foreign competition, and a tain insurance for their businesses. workers. lack of a coherent national policy on trade SIU Representative Leo Sabato of The SIU has long been a pioneer in this and economic development. ' ' Gloucester reports that the -fishing indus­ field. Ten years ago it opened up the try was au but called off because of· this Alcoholic Rehabilitation Center in Valley Tax Reform issue. Hundreds of fishermen are being Lee, Md. Within the next few months, it While the administration has vowed to forced to leave the country. will expand that program to include drug make tax reform a top priority, many Commercial fishing vessel operators re.. abuse, which has become a serious na­ quire two types of insurance: hull insureconomists believe _ that other matters, tional problem.·. · c _ ._ (:' ' · _ September 1 985 I LOG I 19 ��=======�==� �25 Years With the SIU · Cranford Named Claims Administrator, Aims SIU President Frank Drozak has made the reorganization ofthe Welfare Plans claims department a number one priority of the Union. This month he named Tom Cranford; a 25-year Plans veteran, to be Claims Administrator, and brought him into the Union's Camp Springs, Md: headquarters. · for Improved Service The move froni Brooklyn to Mary.-. "If we know where each claim is, land, the growing number of claims .. when a member or even a provider submitted and the problems of finding · calls with a question, we will be able trained and .- qualified employees for to locate it immediately and let them the department have led to a slow­ .know exactly what the status is," down in processing, Cranford said. ·Cranford · explained. Currently it takes about 40 days, Department employees are being and sometimes longer, for a claim to trained in specialized areas, such as be processed. ''A. 14�ay turnaround processing, coding or answering mem­ or even less is what we are shooting bers' inquiries. Also, with the addition for, that's my goal," Cranford said. · of a night shift designed especially to "I've seen a lot of progress already . . help Seafarers on the West Coast, the A lot of paper was just getting backed new toll-free telephone number, the · up arid never got out of the house," addition of a new answering service he said. and the simplification of the claims Cranford, , since he began at Camp form, Cranford said he hopes the SIU · Springs, and other claims department membership will begin to receive bet­ . staffers have reviewed the entire op­ ter service. eratio� and · 10cated many problem Cranford is a Kentucky native who areas, and those problems are in the process 9f bemg straightened out. came to work for the SIU in New York in 1960. In his 25 years with the Also, a more efficient system of keeping track of claims, from the mo­ SIU, Cranford has gained experience , ment they are received at headquarters in all areas of the union s welfare and until the check is issued, is · being Pension departments. He is married developed, he said. and the father of three children. · Tum Cranford, the newly · appointed Clabns Administrator for the SIU Welfare Plans, says bis goal is to be able to process a member's claim within 14 days, as opposed to the · current 40-day average. · · ·· rend�rlng B New .Ships · carry This is an artist's or a t8nke�. are all built to same specifications, and after a layup the Falcon Duchess has been recrewed. FBlcon The Fakon tankers At Sea /��ITTJ ® IT3® Hill Grou p Can't Find Cargo Policy, Again In 1983 Congress' Office of Technology Assessment (OTA) concluded that the United States had no cargo policy. Last month the same group still couldn't find a U.S. cargo policy. The OTA studied such issues as cargo preference, UNCTAD, bilateral agreements, other countries' polic_i es. The group recommended more studies. Drozak Named to Maritime Caucus SIU President Frank Drozak was one or "14 members selected for the newly­ created Congressional Marltline Caucus Advisory Board. The caucus will draft an "action plan aimed at stimulating legislative and regulatory initiatives aimed at revit�ing the maritime fudustry ," said caucus chairman Rep. Walter Jones .. (D-N.C�). Aloag.with the 14 member 'board made tip of tabor and itidustry leaders, some JZ: House members have joi®d the caucus . . Unl.iJte so many other �-�study gn}ups;· the caucus bas a· deadline, March, to draft and present a proposal. , . · Bill vyould Ban ·· . Fo reig n Fishing" Foreign fishing boats could disappear from America's 200-mile · fishiiig zone by as early as 1989 under a bill introduced by Sen. Slade Gorton (R�Wash.). Gorton said his bill would encourage the- development: of the U.S. fishing industrY 's harvesting and processing aspects. 20 I ' .; >,t;:, �-�' .. L9.� I September. 1 985 i the SIU Crews . The SS Fairwind and the MV Gus W; 'Darnellate two recent additions · to the SIU's deep-sea fleet. The Fairwind, a bulker operated by American Fairwind, Inc., crewed up in Philadelphia on Aug. 17 with an unlicensed crew of 14. Her maiden voyage took her to Kenya with a lo�-4 of grain. Ibe.Qus .W. l)amell, a T-5 Navy tanker chartered. toQceanShlpholding, :Jnc., gained another 15 Unli�ensed jobs for the SIU when she crewed up Sept. 9 in 'Tampa. A third ship, the Gem State, is soon to be added to the deep-sea fleet. Interocean Management has. been awarded a .contract to operate this crane ship for the Navy and, like her sister ship, the Keystone State, will provid� another 20 unlicensedjobs for our members, Also Falcoo Tankers recrewed the Falcon Duchess. The Duchess carries an unlicensed crew of 15. After seven years in layup in the James Ri�er. �ast Coast Ready Reserve Fleet the Atlanti c Spiritis no\V � with a crew of Seafarers fotAcadiaMarml·T11e Spirii, forrtl.edf the Atlantic Bear, sailed for only six months before its original owners went bankrupt. Acadia bought the ship for $20 million from Marad and spent more to refurbish_her. The Spirit will run in the Puerto Rico trade. Greek Captain Charged in Stowaway Deaths A Greek freighter captam has been charged with forcing 1 1 Kenyan stowaways to jump overboard in shark�infested Indian Ocean waters. None survived. The drama is unfolding in a Greek court where the captain and 10 crew­ members face charges in the alleged beatings and deaths of the stowaways. The second mate ofthe freighter Garifaliatestified that the 1 1 were discovered after the ship left Mombasa, Kenya. First, according to the mate, the stowaways we�e kept in a tiny tool shed for two days with little fOod or water. When they began to beg for help, the captain beat two of them with a hull scrapper and · attempted to throw another overboard, the niate said. _ Two were given lifejackets and · forced overboard about 12 miles off the coast of Somalia, and later the otherirwere forced overboard, the mate testified. He also said the name of the ship was erased from all the lifejackets provided the. stowaways. The trial is continuing. · Fish�rman's · Survival Studied Last March an Icelandic fisherman survived. five hours in 41 degree water and three more hours walking barefoot through freezing air and snow before beiilg rescued. The fisherman is now the subject of intensive tests by hypo�hermia e_xperts. · · Wheri the fisherman's boat capsized off the coast of �celand, he and two companions entered the water. His compani®s were dead .within 10 minutes. Doctors in London have tried to recreate the conditions in a laboratory to take readings of the fisherman's body composition and heat loss to find out why the fisherman lived through an. experience which' would have killed most people within an hour and a. half at most. . . . . . _ �Plans Strive for Better, More Efficient Service r-----------------------------------------------------------, Form No. P-116 I Re". 8/85 · I I I I I I SEAFARERS MEDICAL BENEFIT APPLICATION APPLICATION FOR BASIC AND MAJOR MEDICAL BENEFITS­ HOSPITAL-SURGICAL-MEDICAL-MEMBER OR DEPENDENT I SEAFARERS WELFARE PLAN, 5201 AUTH WAY, CAMP SPRINGS, MARYLAND 20746 Claim No.( _______ ) : I I 0. 000 DD DODD: -------�-- tc Empl rermi m·n lt h lhc 1cd mi I d " V F.l. The Seafarers Welfare Plan is con­ tinuing to add new services so Seafar­ ers and their dependents can count on a more efficient and swifter claims ------- c:d in I t r l I 1 n process. lnL d ti cp nth Expanded Phone Service Means Claims Help Coast to Coast The newest service is the addition of a high-technology answering device D for the new toll-free telephone line to the claims department. The answering service is designed to speed up action on your claim and give you better 4 ticnt' Barth ame e: . ·o ..tdr cm . H vc D noO ye Iaim You ye , d access to the Plans. The "800 number" telephone lines __ ODD DD DODO will be manned by trained claims pro­ cessors for at least two shifts to pro­ r ·c? I c: ·c vide service for members in all time zones. If aU the processors are busy I euthortze the ,...._ of eny medk:al lntonMllon nee111wry to proceee this cWm . On 0 with.calls, or you call after hours, the new answering service will take over. ' --------� c H ear d whue D n Here's What You Must Do D You should be prepared to give the following information: 1d 11 h ppcn. ------lure *Your name IC *Your Social Security number *Your telephone number Section 2. Physician's statement. (Complete this statement in all cases.) I. Patient's Name 2. Date patient first treated for present disability ______ 3. Diagnosis S:S, No. · 19 __ Home D D O. DD __ *T . he nature of your problem or DODD ' __ claims .;____________ (Please furnish essential details) a result of pregnancy? yes 0 no 0 5. In your opinion. is disability caused by the patient's employment yes 0 0 yes no 0 within one working day. - If not. release·u_._ ________ I dates of treatment at Home or Office Charge per Physician's Name call bers with the most efficient and best __ possible Welfare claims service. Effective ______ Total medical charge $ Date ------- (Please Print) No. Street City ____ 19·----- State Zip Code Physician's Signature: ________________ _ Federal I.D. No. ---'--- Physician's S.S. No. ------- COMPLETE IF HOSPITAL CONFINED 8. Entered ------- at ___ AM _, ___ __ 19 , and left at __ --- AM --� --- 19 __ _ _ _ _ _ _ __ and discharge summary is required. SIU SIU, A&G welfare participants, and will be available in all SIU halls. To make it easier, all that you or your dependent need do is fill out the yellow section of the form. But, make sure you include all information, in­ cluding PROOF OF ELIGIBILITY. HOSPITAL TOTAL CHARGES $, 9. If hospital charges exceed $5,000.00 admission 1985, The new forms are being mailed to all Address ------Telephone Number 1, ERS BENEFIT APPLICATION form. _ _ _ _ __ ------ October members must use the new SEAFAR­ _____________________ $ the new medical claims form (at left)­ are all designed to provide SIU mem­ 19 7. (a) Give dates of treatment at Hospita'-----th) Give th�t inf()rmatio�, a processor will get back to you device, extensive computerization and If so, please explain why·------- 6. Is this person under your professional care at present'' r you give These new services-the answering 0 no ·question Af't� Office ______________________________ 4. Is disability "I PAYMENT CREDITS-PATIENT $. _ _ _ _ _ _ __ PAYMENT CREDITS-OTHER CARRIER(S) $. _______ _ BALANCE DUE $•------ COMPLETE IF SURGERY PERFORMED OR EMERGENCY ROOM TREATMENT 10. Nature of Operation Operatio•IL--- by Dr. All claims must be submitted within 180 days from the date of discharge from the hospital. If you have any question about your claim, contact your SIU Port Repre­ sentative, or your Area Vice Presi­ dent, or call this Toll-Free Phone Num­ ber: 1-800-345-2112. ___________ _ 11. Number of sutures if accidental injury 12. Date of Operation�-� J9 __ Where? Home __ Office __ Hospital.__ Amount of your charge for this operation $ ____ _ _ _ _ NOTE: If more than one surgery performed, show charge for each. I I I ------- I I �-----------------------------------------------------------� 13. Remarks Here Are Your SIU ------ Area Vice Presidents East Coast: Leon Hall, (718) 499- 6600. Gulf Coast: Joe Sacco, 1-800-325- 2532. West Coast: George McCartney: (415) 543-5855. Inland & Great Lakes: Mike Sacco, (314) 752-6500 September 1985 I LOG I 21 , ·, �Bay Tankers Wins Contract . . . Regulus /s. First of 4 NewJy�Refitted · SL�rs .._, · ' : ··: ' · . 1:·�, ' :;:, . ' ...... .. : if.oi:e\ban, t�' $ro:jobs were ere:> ated:�Ji�ri·»(lr'(aiikeij: Inc. wbn the: coritract:to ol)erat:e·the remaining fotrr � ' · · . .· . -.' the ro'�er Sea".Land �cfitmge and waS cort\rerled by' the N�onaJ. Steel . . . for SJU :::" �·; . ' and SbipbUilding Company . . . Sl::.•7FastSealiftShips for theMilitary . ·' Each Fast .Sealift Ship, . or T-AKR· Sealift .Command. The first four are . is powered·by two 60,000 horsepower · operated by sea-Land and. crewed by. · steam. turbine engines and can �ch , Seafar�rs. speeds as high as 33 knots. The srups · will carry vehicles and other .fatge . · .. · · · . �c) for cotllbat support missions for ' · ihe Afn\y �- Marine Co:rps, · ne last . ' tJu:eC, T-AKR _ships are ' due .to � crewed' within the next 6 months ; . · . . ·. I Bosun Fred Sellman Here's the deck departmeBt ooboard the R�ulus (left to right) OS Ayvaziu, AB Richard CamplJeD and OS Randy Black. 22 I LOG I September 1 985 Boo . Ricbanboo, AB Skve B�, AB and · � delegate Ecidie . . Wiper Willie Boward checks out the LOG. �Ovf?rseas ft.retie Pays · · orr 1n Port of Pbiladelphia · . · The Overseas Arctic was in Phila­ delphia recently for a payoff. At right on the Arctic 's deck is crewmem­ ber Pete Kratas . Below; preparing a meal prior fo the payoff are galley to·.r .) Crew Messman James R � ' Buggs , BR Clarence Williams and Chief Cook Tr�vis _ Mainers, · on deck are (l. to r.) OS Toni Reynolds and ABs (and brothers) Ernest and Lawrence Zepeda. the mates (l. · - KNOW YOU,R RIGHTS '·, · R P RTS FINANCIAL E O . The constitution Of the SIU ··A..\\�-n t ic . G u l f. Lakes and I n l a n d Waters District makes specifi&"•P � \ Q,..Jor safeguanJing the membership"s � money and Uri!Oil: fina�c� " Tp . c o ti�qtjon req u i res a deta i l ed audit hy Ce rt i fi ed Puhlic -�cc U'tlt<i:�tS evet;y:three months. w h i ch are t o be submitted to'the�membershi·p .­ the Secretary-Treasurer. A q uarterly finance committee of rank and file members. elected by the membership. makes exam i n ation each quarter of the finances of the . U n ion and reports fu l l y thei r findings and recommenda­ tions. Members of t h i s com m ittee m a y make d issenting reports, spec ific recommendations and separate findings. � ·.- K N O W YOUR R I G H TS ' · .. . ' j t f . , SHIPPING RIGHTS. Your shipping rights and seniot'- ' i t y are protected exc lusive l y by the contracts hetwe.en t he U n ion and the em ployers. Get . to k_now your shipping rights. Copies of these contracts are: posted a nd - available i n a l l U n ion halls; I f you feel t_here has been any viol ation of your sh i pp i ng or se n iority rights as contai ned in the contracts between the U n ion and the employers. not i fy the Seafarers Appeals Board by certified m a i l . return re­ ceipt requested. The proper address for t h is is: . Angus "Red" Campbell Chairman, Seaf�ers Appeals Board 5201 Auth Way and Bntannia Way Prince Georges County Camp Springs, Md. 20146 F u l l copi e s of contracts as referred to are available · to you at all t i mes. either by writing directly to the Union or to the Seafarers Appeals Boa.rd. CONTRACTS. Copies of all S I U c on t rac ts are avail. i n all. SIU halls.' These contracts specify the wages and conditions under wh ich you work and l ive uboatt! your sh i p or boat. Know your contract rights. as· well as your obl igations. such us : fil i n g for: OT on the proper sheets and i n the proper. manner. I f. at any time. any SIU a bl e · · ----�---- ��-�--¢,. r . : .. : . . .�. CONSTITUTIONAL ., · . : ··r .. RiGHTS ' ANO . OBLIGA- · · · notify U n ion h e a d quarte rs . SEAFARERS POLITICAL AC'tlVITY DONATION -SPAD. S P A D is a se pa r a te segregated fu n d . Its pro­ patrolman or other U n ion otlbal . in your opinion, fai·ls to p rotcc_t your contract rights properly� contact . the near� st S I U port .ag_en L ' . EDITORIAL POLICY - THE LOG. Th e Log has traditionally refrained from publishing any article servi n g t he pol itical purposes o f a n y i n d i v i d u a l i n_ t h e U n ion. office r or member. I t · has also_ refrained from publishing . articles deen.1cd harmful to the U n ion or its collective membership. This es t a b l ished pol icy has been reaffirmed . by membership ·,iction at the September. 1 960. meetings in all . const itutiona l ports. The responsibility Log p ol i c y is vested i n an eJitorial board which consists of t he Exec utive Board of lhc U n ion. The Executive Board may · Jc l e g ate. from a m on g its ra nks. one individual to · carry out this respon�ibility. ·for ceeds arc used to further its objects and pur poses i nc h.id� i ng. but not l i m i ted to. further i n g the pol itical. social and economic i n terests of marit ime workers. the ·preservation <ind furthering of t h_c American M erchant M a rine with improved employ ment o p portu n i t i e s for seamen and · boatmen and t he advancement of trade u n ion concepts. l n connection w i t h such objects. SPAn supp<irts and cont ri hutcs to political candid;itcs for e l e c t ive otlicc. A l l contributions arc v o l u n t ary. N o contribut ion may be solicite1.for received because of force. job 1.fr;cri m i n a t ion . financial reprisal.- or .t hreat of such cond uct. or as a con­ dition o f nic m bcr s h i p in t he Union pr o f em p l oy m e n t . I f a cohtrihut ion is made by reason ·(J f th e a biwc improper conduct, noiify t he Seafarers U n io n or S P A D hy certified niai.l within .'1 0 d a y s o f the c ont r i b u t i o n for i n ve st igat ion arid appropriate act ion and refun d . i f involuntary. Sup­ . port SP AD t o protect and further your cconom ic.' pori­ . tical a nd social i n terests. and A merican trade u n ior:i concepts. · · · PAYMENT OF MONIES. N o monies are to b e paid to anyon.e· in any oftic i a l capacity i n the - SI U u n l ess an official U n io n receipt i s given for same. U nder n o c i rc u m ­ stances shou l d a n y member pay ariy money for .any reason u n less he is- given such reccipi. In t he event anyone attempts to require any such, payme n t be made without supplying a recei pt . or i f a member is requ i red t o make a p<iyrncnt and' is given <in ofticial rccc'ipt. _but feels .that h e s h o u l d n o t h a v e heen re q u i red t o niakc such payment. t h i s should in1meJiately be reported to U n kin hc;idquartcrs. H at. any time a member reels that any of the above rights have been violated, or that he has been ·denied his constitutional right of access to Union recoMls or information, he should immediately nc;itify SIU President Frank Drozak at Headquarters by certified ma'il, return receipt-requesied. The � is.5201 Auth Way and Britannia Way, Prine� Georges County, Camp Sprinp, Md. 20746. September 1 985 I LOG l 23 � I, -f i· · · KNO W· ;YOU R RIGH TS, _ ' '. . . : • . . " ._. . . . · ·.� ', • EQUAL RIG HTS. A l l mc m hc rs arc guaranteed equal rights i n employ ment and as members of the S I U . These r i ghts arc clearly set forth i n the S I U const i t u t ion and i n the contracts w h ich the U n ion h;1s negoti ated with the employers. Conseq u e n t l y . · no member m ay be J i scrimi· nated against b ec a u se o f race. creed. color. s C ); and na­ . tional or geogra phic origin. I f any m em ber feels that he i� denied the c4ual rights i o which he is e n i i t l ed . · he s h o u ld TRUST FUNDS. . A l l trust funds of the S I U Atlantic . Gulf. Lakes and I n land Waters District are administered in accordance w i t h the provisions of v � r i ous trust; fund agreements. All these agreements specify that the ' trusfo·e s< ·· in c harge of t hese funds shall equally consist of U nion and management reprcsentutives and their a lternates. All expenditures and d isbursements of trust funds are made only upon approval by a majority of the trustees. A l l trust fund financial records are availabfe at the headquarters of the various trust fu n ds . . ··: ': r . TIONS. Copic� of . ihc S I U con s t i t u t i o n arc ;1vailablc in all U n ion halls. All mchlhers � h ou l d obt ain cop ie s of this cor'tstitut ion s o as to fa m i l i a ri ze t h·c mselves with its con­ tents. Any time you feel any member or officer is attcrnpt­ ing to deprive y o u of any const i tutional right or ohligation by any methods such as dea l i n g w i th charges. t rials. etc.. as wel l as all other .details. t hen the mcmhcr so affected should immediately notify hcadq u a ricrs. ---¥-.. ' • • -= ·- - -- - --·-- ----- - -- --- --- ----- - ----- ------·- ------ -- ----------- -- - · · · · - -- ---- --- _________.:__ ___. - . . . � �Richard Charles Daly Jr., 38, died Deep Saa Pensioner William at home in Great Neck, Long Island on July 2. Brother Dalyjoined the SIU Julius Bielski, 62, died on Sept. 3. Brother Bielski joined the SIU in the port of San Francisco in 1969 sailing as a wiper. He was a veteran of the U.S. Army in World War II and the Korean War. Seafarer Bielski was born in Chicago, Ill. and was a resident of Bremerton, Wash. Surviving are his widow, Dolores and a sister, Bess Mueller of Chicago. Lutheran joined the SIU in suns Program in 1979. Seafarer Daly New Orleans sailing also sailed during the Vietnam War and attended Broome Cty. (N.Y.) Aileen of Binghamton, N.Y. died on Sept. 2. Brother Beasley joined the SIU in the port of Houston in 1%0. 1974. Seafarer Garrity was born in Antoinette. Pensioner Frans N . He sailed deep sea and inland as a DeKeyzer, 66, died chief engineer for National Marine Pensioner Arthur Henderson, 71, died , on Aug. 1. Brother Hendersonjoined the on Aug. 18. Brother SIU in 1945 in the Service from 1958 to 1974 and for Gulf DeKeyzerjoined the port of New Orleans Miami, Fla. and was a resident of New York in 1962 was born in Algiers, Canal Lines in 1975. He was born in SIU in the port of Gretna, La. Surviving are a son, Ed­ sailing as an AB. He ward of Slidell, La. and a daughter, hit the bricks in the 1962 Robin Line Cheryl Barrett of Orlando, Fla. Pensioner Alfredo Car­ "Freddie" moega, 67, died of { ,,, arteriosclerosis / .· at home in Brooklyn, N.Y. on Aug. 16. � Brother Carmoega beef. Seafarer DeKeyzer also sailed rock Co. Born in the Netherlands, he was a naturalized U.S. citizen and a resident of Starke, Fla. Surviving are his widow, Hilda and a sister, Jacoba of the Netherlands. Pensioner port of New York in James "Jim" Michael Faust, beth,.N.J. from 1966 to 1974. Seafarer Carmoeg walked the picket line in arteriosclerosis at home In Baltimore 73, passed away from the Sea-Land shoregang, Port Eliza­ � 1964. Carmoega was born in Puerto Rico. Burial was in St. Denis Ceme­ tery, East Fishkill, N. Y. Surviving is a daughter, Myrta Grencher of Hope­ well Jct., N.Y. Pensioner James Edward Coleman Jr., succumbed to cancer in the M.D. 60, Anderson Hospital, Houston on July 16. Brother Coleman joined the SIU in the port of Baltimore in 1957 sailing as an AB. He also sailed on the Great Lakes in 1%0. Born in Virginia, he was a resident of Galena Park, Texas. Interment was in the Orleans Union patrolman James McGee and his parents, James H. and Josie Coleman Sr. of Stuart, Va. Pensioner Walter Cressman , 72, drowned in Philadelphia on Aug. 8. Brother Cressman joined the SIU in 1939 in the port of Philadelphia sailing as a FOWT and engineer. He was on the picket line in the 1946 General Maritime beef and the 1947 Isthmian strike. Born in Sellersville, Pa. he was a resident of Quakertown, Pa. Surviv­ ing is his widow, Miriam. 24 I LOG I September 1985 Paszek of New York City. T homas John Re­ more in 1961 sailing as a chief pumpman, chief electrician, QMED and MEBA District 2 2nd as­ sistant engineer in 1966. He also sailed assistant Surviving on a task force. Faust was a native of Downington, Pa. Cremation took place in the Green Mt. Crematory, Balti­ more. Surviving is a brother, Col. Robert J. Faust of Alexandria, Va. Pensioner Nicolas Villaverde Fer­ nandez, 95, passed away at home in FerroL Courna, as a waiter from 1954 to 1970. Surviv­ ing is a nephew, Manuel M. Villaverde of Ferrol, Coruna. a engineer. is his zeveteb of Shamokin, Pa. Pensioner Michael "Mike" 64, Romalho, succumbed to cancer in St. Mary's Hospital, San Fran+ Lewis, 62, died on cisco . on July. 20. Romalho Brother joined the SIU in Lewisjoined the SIU New Orleans sailing as a recertified Joseph Aug. Francis 9. Brother in the port of Balti- 1944 in the port of chief steward. He graduated from the more in 1952 sailing Union Recertified Chief Stewards Pro­ s iled during the � v 1etnam w ar. s ea- born in British Guiana and was a as an AB. He also farer Lewis was a veteran of the U.S. Navy in World War II. Born in Bridge­ water, Mass., he was a resident of Brooklyn, N. Y. Surviving are two sons, Stephen and Lionel; two brothers, Donald of Canton, Mass. and James of Cambridge, Mass.; a sister, Orin gram in 1981. Seafarer Romalho was naturalized U.S. citizen. Romalho was a resident of Daly City, Calif. Inter­ ment was in the Daphne Fernwood Cemetery, Mill Valley, Calif. Surviv­ ing are a sister, Mary Pacquing of Alameda, Calif. and a grandniece, Abella Tolmosoff of Daly City. Stimpson of Brockton, Mass. , and a Francis James niece, Cynthia Lewis of Canton. Ry an Jr., Spain on July 20. Brother Fernandez joined the SIU in the port of Tampa, Fla. in 1954 sailing as mother, Pauline Re­ duras, he was a resident of Meraux, . La. Surviving is his widow, Elma. during the Vietnam War. Seafarer Faust was a veteran of the U.S. Navy serving sailed MEBA District 2 2nd Conference No. 3. A native of Hon­ " , a 28. Brother Rezev­ eteb attended the 1970 Piney Point Pension ,..• of heart attack on Aug. Hyde joined the SIU in 1949 in the "! -�; died zeveteb Pensioner T homas Raymond Hyde, in the port of Balti­ Houston National Cemetery. Surviv­ ing are his widow, Helen; a son, New widow, Anna and a brother, Joseph 78, passed away on Aug. 23. Brother on July 21. Brother Faustjoined the SIU the Wall St. strike, the 1%1 Greater N.Y. Harbor beef and the 1965 District the Marine Cooks and Stewards Union Training School, Santa Rosa, Calif. in Brooklyn. Burial was in Greenwood Cemetery, Brooklyn. Surviving are his 1946 General Maritime strike and the 1952 sailing as a cook. He worked on Council 37 strike. He graduated from Czechoslovakia and was a naturalized U . S. citizen. Paszek was a resident of Ardenia Morgan of Houston. hit the bricks in the Wall St. beef, 1. strike and the 1%5 District Council 37 beef. Seafarer Paszek was born in La. and was a resident of Houston. Surviving is a niece, port of Tampa sailing as an AB. He Aug. the bricks in the 1961 Greater N.Y. Harbor beef, the 1962 Robin Line 1947 Isthmian beef. Seafarer Hyde joined the SIU in the Paszek on port of New York in 1955 sailing as a deck engineer. He hit sailing as a cook. He as a scow captain for the N. Y. Trap­ Brother joined the SIU in the on the Delta Line New Orleans and was a resident of Chalmette, La. Surviving is his widow, widow, Brooklyn, as an AB. He worked place in the Vestal (N. Y. ) Hill Cre­ are his Medical Center, N.Y. shoregang, New Orleans from 1953 to matory. Surviving natural causes in the 1947 in the port of Community College. Daly was born Haissa and his parents, Richard and Pensioner Everett James Beasley, 63, 21. Brother Garrity Point Entry Program in 1968. He grad­ uated from the U nion Recertified Bo­ Emil Paszek, 67, died of passed away on July after his graduation from the Piney in Johnson City, N.Y. Cremation took Pensioner Francis Garrity, 74, . "']. ·, Carl A. McKinley, died on July 28. Brother McKinley joined the SIU in '· 61, died aboard a Sea-Land ship on Sept. 2. Brother Ryan joined the SIU in the port of New York in 1959 the port of Houston in 1975. Surviving is his mother, Lernice Williams of Port sailing as an AB. He Arthur, Texas. was a veteran of the U.S. Navy in World War II and the Pensioner Luis G. Fuigueroa , died Larry Robert Korean War. Seafarer Ryan was born Brother brother, John; an aunt, Helen Van on July 31. Brother Fuigueroa joined Mowbray, 24, died on in Brooklyn, N.Y. Surviving are his He was a resident of Puerto Rico. Mowbray joined the Wart, and a nfoce, Patricia, all of May the SIU in the port of Santurce, P.R. Surviving are his widow, Josefina and a daughter, Sandra of Puerto Rico. Louis Garcia, 64, died on July 10. __ .� "". ii· . �·· ,.,·P SIU 23. following his graduation from the Union's Harry Lun- " deberg School Seamanship of Entry Brother Garcia joined the SIU in the Trainee Program, Piney Point, Md. in QMED. He was born in Texas. Sur­ in Baltimore and was a resident there. Surviving are his parents, Herman and port of New York in 1967 sailing as a viving are a brother, John of Rockdale, Texas and a sister, Isidra L. Timkley of Lockport, N. Y. 1981 sailing as a cook. He was born Betty Mowbray and an uncle, John Mowbray, all of Baltimore. Brooklyn. Pensioner Bela Szupp, 60, died on Sept. Szupp 2. Brother joined the SIU in the port of New York in 1963 sailing as an AB. He was born in Hun­ gary, was a natural- �ized U.S. citizen and was a resident of Baltimore. Orleans. Surviving are a sjster and brother-in-law, Gloria and Theodore Karmanski of Chicago. ( Pensioner Andrew i Arthur Thompson, 63, passed away from cancer in the Villa Mercy Hospital, Daphne, June Ala. 6. on Brother Thompson joined the SIU in 1943 in the port of Norfolk sailing as a bosun. He was born in Mobile and was a resident Stephen Laker steward. He was born in Welch, W. Va. and was a resident of Portland. Burial was in the Rose City Cemetery, Portland. Surviving are his widow, Annie and a son, Joseph. Pensioner Peter .'1..··• natural causes in St. Vincent's Hospital, New York City on July 29. Vlahos Brother joined the SIU in 1944 in the ,· port of New York sailing as a cook. He was a veteran of the U.S. Army in World War 11. Seafarer Vlahos was born in New York pty, an was a resid ntA\l\ere"rlnferrnerit was in the Cemetery, Brooklyn, . , C'9press Hills N.Y. Surviving are a brother, Deme­ trios of Greece and a niece, Pauline Valenti of Queens, N. Y. joined the 1;\ as an Blaine AB. was born in San Fran­ cisco and was a resident of Novato, Calif. Surviving is his father, Califor­ nia Superior Court Judge Jack Blaine of Ignacio, Calif. Pensioner Leon­ '' succumbed to can- cer in the Bonnabel James Brother joined the was a resident of Benidji, Minn. Burial was in the Augustana Lutheran Cem­ etery, Pine Lake Twsp., Minn. Sur­ viving is his widow, Jennie. on July 25. Brother Meister joined the 1974 sailing as an AB. He was a Heights, Ill. on Aug. ing as an AB. He Calif. Surviving is his father, Robert joined the SlU in U.S. Navy during the Detroit in 1973 sail­ Arlington was a veteran of the 9. Brother Wooten 1939 in Puerto Rico sailing as an AB. he was a resident of Redwood City, Meister Sr. of Clintonville, Wis. Pensioner Korean War and World War II. Born Ray- He was on the picket line in the 1961 in Alabama, he was a resident of mond Joseph Kane, itime strike 2nd the 1947 Isthmian Gwendolyn Dunn of Detroit. July N.Y. Harbor beef, 1946 General Mar­ beef. Seafarer Wooten attended the 1970 Piney Point Pensioners Confer­ ence No. 6. And he was a veteran of the U.S. Navy before World War II. he was a resident of Des Plains, Ill. Burial was in the Oak­ Born in G rgi . ridge Abbey Cemetery, Hillside, Ill. Surviving is a sister, Florence Kos­ micki of Des Plains. Detroit. Surviving is his John Douglas Wright Sr. , 71, passed away on Aug. 19. Brother Wright joined the SIU in 1943 in the sailing as a deck en­ He hit the 1943 in the port of New York sailing as an AB. He walked the picket line in the 1946 General Maritime beef. Seafarer Walberg was bricks in the 1961 N. Y. Harbor beef. Seafarer Wright was born in Canada of New Orleans. Cremation took place York and another relativ:e. and was a resident of Brooklyn, N.Y. , Kane Pensioner Homer R. Bourgue, 70, vincial House Nursing Home, Sault Ste. Marie, Mich. on July 22. Brother Bourgue joined the Union in the port of Detroit in 1960 sailing as a dredge­ man for Construction Aggregates from 1977 to 1978. He was born in the a resident of Sault Ste. Marie. Burial Marie. Surviving is his widow, Cecelia. Brother joined the Detroit in 1970 sail­ ing as a cook. He also sailed during World War II. Laker Kane was born in Lexington, Ky. and was a resident of Mt. Clemens, Mich. Interment was in St. Thomas Cemetery, Mt. Sterling, Ky. Surviving is a son, Ira of Mt. Clemens. was in the Oaklawn Chapel Cemetery, Sault Ste. 27. ' Union in the port of passed away from cancer in the Pro­ Eugene �' · Tech, Aug. Tech 54, JO. Clarence died on Brother joined the Pensioner Carl Odin Dahl, 78, died Union in the port of Union in the port of Chicago, Ill. sailing as a bosun. He was a former Co. from 1957 to 1969. He was a former member of the Tug Firemen's Surviving are his widow, Janice; a son, John (Jack) D. Wright Jr. of New Union, Local l, Chicago, in 1952. Laker Dahl was born in Bayfield, Wis. and Wright of Seattle. widow, Alma and a daughter, Sharon. Henry 77, passed away on mother, sailing for the Great Lakes Dredge and Dock Co. and the Great Lakes Towing FOOL.';:) was born in Clearbrook, Minn. and veteran of the U.S. Army in the Viet­ nam War. A native of Green Bay, Wis., gineer. Pl./ZZLE: WllO I� TllE Detroit in 1960 sailing as an oiler. He Union in the port of joined the SIU in in the St. John's Crematory, New the Union in the port of Health Care on July 10. Brother Dahl joined the born in Chicago, Ill. and was a resident joined Brother Booker 4. port of New York Walberg Nordin 29. cancer in the Amer- Aug. Hospital, Metairie, La. on May 22. Brother on July Union in the port of Duluth, Minn. in Pensioner a,rd .9u"1 Walberg, 67, Minn. Robert Michael Meister Jr., 36, died William Cam­ province of Quebec, Canada and was . ... Hospital, Duluth, B ooker, 61, died on Center, 69, Mary's Brother eron Elbert Wooten, icana passed away from ! ' 22. sailed Portland in 1955 sailing as a chief 77, passed away from. Vlahos, heart attack in St. Detroit in 1979. He Brother Williams joined the SIU in · Pensioner passed away from a John Union in the port of pital South, Portland, Ore. on June 11. Lee qf Mobile. ,, Blaine of heart failure at the University Hos­ widow, Ruby and a daughter, Delilah � July Solomon Joseph Williams, 63, died there. Burial was in the New Hope Steve Pensioner Gustof Adolph Nordin, 67, Blaine, 35, died on Cemetery, Mobile. Surviving are his ·� Great Lakes was a resident there. Surviving are his Chicago, Ill. in 1966 member of the NMU from 1954 to 1966. Laker Tech was a veteran of the U.S. Air Force in the Korean War. Born in Winona, Minn., he was a resident of Highland, Ind. Surviving are his widow, Mary Ann and a sister, Patricia. 5�fld'(J f);Y/7() at/2 Sa3dt7d fill JJS07 ONV' :f.iO 7/tt.L :Jiff S�cYOM OtlM N'/Wt/JS f Nt/ ��3MS V' September 1985 I LOG I 25 �Rol:Jert Willie Campbell, 6(),Joined the the Port ofN�w,1,�61k · . a LNG re�ertm�d in 1953 sailing as . , cltj.ef ste�a{d,'. . Brothet C.�.Pb.ell : gradµated froni ihe {Jnfon's· chiet Stewards RecertificatiOn Program ·. · in 1980. He worked'on the isthinian . shoregang in the port. of New Y�rk . in 1%6. Seafarer Campbell. is · a . resident of Hephzibah, Ga� · . Fot:mer Philadelphia port agent "Joe" Norman Air 59, joined the SIU in . 1949 sailing for Cities Service Oil Co� Brother Air was born in Floral Park, N. Y. and is a ; resident of Lumberton, N .J. . · : Robert i ! I ;' ·· s1u in . . _ � . . ...� . . . Luis · G. Gonzalez, 65, joined the · · }' SIU.itiJhe :port of San Francisc<>. I Brother · Gonzalez is a resident of . . L. 'Laredo . Texas · . : ·. · · ' ' . · · · -. · ' j . •. V�cent Cba�ez Sr. , 64, joined·the Tomas Gutierrez Sr., 60, joined the SIU in the port : SIU. m 1944 m the port of New of Houston in 1955 sailing as a cook. Brother Gu­ tierrez was born in Texits and is a resident of Houston . . 1 York sailing. as a LNG chief steward; Brother Chavez graduated from Roman Vance Harper Sr., 63 , ; the Union's Chief Stewards 'Recer­ · . '. joined the SIU 'in 1 943 in . the port i tification Program in 1980. He also . Of New York sailing as a QMED . . , sailed during the VietnamWar. Sea. Brother Harper also worked on .the . farer Chavez was a former tiiember ·· ·· �� :.,,..-,, Seatrain shoregailg, Edgewater, N .J. ·, [ of the NMU. A native of the Phil� · Paul Aubain, 57, joined the SIU from 1970 to 1973 . He was on the ''-. j ippine Is. , he is a resident of Seattle, in 1 947 in the port of New Orleans pickefline' in the 1 961 N.Y. Harbor · sailing as a FOWT. Brother Aubain beef arid the 1 965 District Council Carl Churko, 62, joined the SIU last shipped out of the port of Hous� . 3? strike. Seafarer Harper Is a vet, i in the port of Baltimore in 1955 ton. He is a· veteran of the U.S . eran of die U.S. Navy in World . . :· sajling as a c�k B r o t her Churko Army after the Korean War serving War II. Born in Pittsburgh, Pa. , he ., .took part in the IJ�tt.U11 re . beefs . as a PFC in Co. 51 6, Signal Corps . is a resident of Que�ns Village, was . a . He former membe�: . . of t he . . in Austria. Seafarer Aubain was N.Y. ! Teamsters Union and is a vete rtt n born in St. Thomas, V.I. and is a ' of the U . S . Army in World War 11 . resident of Houston. Seafarer Churko was born in Cory, .AllisOn Isidore Hebert, 61 , joined ' Pa. and is a resident of Baltimore. . die SIU in 1 947 in the port of New . York sailing as a QMED. Brother James Hilton Babson, 62, joined • . Hebert sailed fo(Cities Servi e from the SIU . in 1 944 in the port of � Estuardo Ignacio Cu�nca, 62, . . .t , 1 945 to 1 95 1 . He was born m LouNorfolk sailing as a chief pumpman. joined the SIU in the port of New ��..: isiana · and is a resident of Abber­ Brother Babson hit the bricks in York in 1957 sailing as , a FOWT. ville, La. the 1961 Greater N. Y. Harbor beef Brother Cuenca waQC�� the pick�t.; and the 1965 District Council 37 line in the l96 1 N:y�· Ha.rbo'i:· b�ef. ' strike. He was born in North Car­ He was born in Ecuador and i� a olina and is a resident of Anahuac; . naturcilized U.S. citiz�n. Seafar�r Texas. Cuenca is a resident of Weehaw­ Bruce R. Hubbard, 65, joined the ken, N.J. �IU in the port of Seattle sailing as : . .;;i, chief electrician. Brother Hub- . · Charles Moni$ Barkins, 60, joined . Nicholp$ JohJi ,Damante,. 67rjoiri d the S I U m 'tb . · . bantis�resident ofEdmoods,. WaSh. the .S IU in the port of New Orleans · . pol't qfN¢w · ' Y rk 'in 19. 6 ailing. a a · recertified ,,. . -�� .. . . . )\ in 1955 sailirig ;-a,� . .. .. le �rother sun; :Br6ther Damante graduated from the Andrew B arki n s was bom.'in Louisiana and Furuseth Training School, Brookiyn, N.Y. in 1958. is a resident of New Orleans. He is a veteran of the U.S. Army Infantry after World War II. Seafarer Dama:nte was b�m in Brook. . lyn and is a resident of Hoboken·, N.J. . . 1 •. • ) � ' · .. . -. - ·· Howard Fre4erick Bickford, 55, joined the. SIU iit .the port of New York in 1952 sailing as a cook . Brother Bickford last shipped out of the port of Gloucester, Mass. He bOm is a resident of Mexico. was Nicholas de los Santo8, 59, joined . the SIU in the port of New York in 1958 sailing_ as an AB. Brother de los Santos is a vetemn of th U.S. Navy in World War' I I . lie . was born in Galveston, Tex�s arid .- . William Harold Deskins, · · �arfos aboard an accident-free ship, the : l\lanuel DiazSr. , 63 , joilted . .--. 26 I LOG I September 1 985 · · - - :.iii ' • . . · · · · · ..111itWl�IMP. the SIU.in 1944 in the. pott ;Gf Ne� york . sailing . as a ' chief steward,< · Brother Diaz graduated from the' . · Union�s Chief Stewards Recertifi­ �ation Program fa 1980. He is ah 'ensign veteran of the U.S . Maritime: Service, gi:aduating as a J st cook from theiT Cooks and !fakers Train­ . ; ing School, Sheepshead Bay; . Brooklyn, N . Y. Seafarer Diaz aJsO' attended St. John's :university, Brooklyn in 1958. A native of.Puerto Rico, he. is a residerit of t�enton, . . .. . N�J . · 66,tJ5iii� SS De Soto. He was born in Mobile and is a resident of Carson.• Calif. ; 65,joined 'the SIU in the · port of Norfolk in 1969 sailing last as a chief steward. Brother Deskins was a former member of the NMU from 1943 to 1947. He is a veteran of the U�S� Maritime Service (USMS) during World War'Jl:serv� Henry Bilde, 69, joined the SIU irig as a ··lieutenant. He attende<i 'tli6"'M d s>t&>k·s in the port of New York sailing as · and J;ia,kersSchooi, Sheepshead B�y, Brooklyn , N. Y. · a chief mate. Brother Bilde is . a in 195L Seafarer Deskiris also attended Moorehead resident of Bellport, N. Y. (Ky.} State University. A fiaiive of Nolan, w.va:, . 'he is a resident pf Viriipa Beach, Va. Ronald J. Burton, 66, joined the . . SIU iii the port of Jacksonville s�� · ing as a recertified bosun. Bfother Burton is a resident ofJa:Cksonville . . • is a resident there. in Lawrence, Mass. and · . .� ._,--'• . . James John J� . the SIU;iji;'l,9'3�fir'tbe port of Mobile . ailing'· as a chief cook. Brother Johnson received a Union Personal Safefy Award in 1 960 for sailing · · .. · •. •'• Teddy Kermit Lane, 62, joined . the SHJ in the port of Wilmington, Calif. in 1 956 sailing as a bosun. Brother Lane also worked for the Chrysler Corp . , on roadshows and as a salesman; He is a veteran of . the U . S .• Navy in World War IL Seafarer Lane was born in Loogoo­ tee, Ind. and is a resident of Seattle. · . . '. �ugi� ,-��''. L�ya, 65, joined the SIP ::iQ: 194 I , in' the · · port qf lf<:)u�tpn ajli.ng as a recertified bo­ . su•.n. B{ottier ·tAisoya graduate(l from ith'e Urlion�'Recertified Bosuns Pro­ graQ} .in :l975. He hit the bricks in . • th.e 1946 pe neral Maritime b�ef. . ·. · · · ; , Se arar� L.asoy� is a v¢teran of the . r ·· . · ··� �· �v�s.Yt!Y;:,'fii�r���;cn�:ie� · Bo(Il in Cle�.eland, Texas, he is a ..resident ot S�nta Fe, Texas. ·· · � · �Alfredo Rios, 63 , joined the SIU in 1944 in the port of Norfolk sailing as a FOWT. Brother Rios walked , the picket line in the 1961 N . Y ." Harbor beef. He was on the Sea­ Land shoregang, Port Elizabeth, N . J . from 197 1 to 1978. Seafarer Rios was born in Puerto Rico and is a resident of Brooklyn, N . Y . Leon Lockey, 65 , joined the SIU in the port of Baltimore in 1956 sailing last as a QMED. Brother Lockey last shipped out of the port of New York. He also worked as a longshoreman for the ILA, Local 829 in Baltimore. Seafarer Lockey hit the bricks in the 196 1 Greater N .Y . Harbor beef and is a veteran of the U . S . Army during World War II. Born in North Carolina, he is a resident of Fayettville, N.C. · Nick Marcogliese, 62, joined the SIU in the port of Houston in 196 1 sailing a s a FOWT. Brother Mar­ cogliese is a veteran of the U . S . Coast Guard in World War II. He was born in Kincaid, Ill. and is a resident of San Francisco. Joseph Ira Michael, 66, joined the SIU in the port of Baltimore in 195 1 sailing as a recertified bosun. Brother Michael graduated from the Union Recertified Bosuns Program in 1974. He was born in Baltimore and is a resident there. Cecil Harold Mills, 58, joined the SIU in the port of Seattle in 1957 sailing as a FOWT and QMED. Brother Mills last shipped out of the port of New York. He is a veteran of the U.S. Navy after World War II. Seafarer Mills was born in Milltown, Ind. and is a resident of Salem, Ind. ap-�ll Moose,5?',joined Thomas (: tht :IU""m t 'lie-' port of Baltimore in 1955 sailing as an AB. Brother Moose is a veteran of the U . S . Navy after World War II. He was born in Dallas, N . C . and is a resident of �alisbury , N . C . . a t,"· Ii · George Arthur Roy, 65 , joined the SIU in the port of San Francisco in 1968 sailing as a chief electrician, LNG QMED and 3rd assistant en­ gineer. Brother Roy also worked as a shipyard shipfitter. He is a veteran of both the U . S . Army and U . S . Navy in World War II and the Korean War, serving in those serv­ ices' amphibious corps. Seafarer Roy was born in Plainfield, Conn. and is a resident of Williston, Vt. Auldeon Eugene Sharp, joined the SIU in the port of Seattle in 1965 sailing as an AB . Brother Sharp is a veteran ofthe U . S . Navy in World War II. He was born in Humphreys , M o . and is a resident o f Seattle. Erik Pekka Smith, 65 , joined the SIU in the port of Houston in 196 1 sailing a s a FOWT, donkeyman and 1 st assistant engineer in 1955. Brother Smith was born in Pirkala, Finland and is a naturalized U . S . citizen. He i s a resident of Brook­ lyn, N . Y . Vincent Leo Stankiewicz, Sr., 62, joined the SIU in 1942 in the port of New York sailing as an AB. Brother Stankiewicz was born in Philadelphia and is a resident there. ' ,;.,,Jl� Jam� Principe, 62, joined the SIU in 1 947 in the port of Baltimore sailing as a chief electri­ cian, QMED and 3rd assistant en­ gineer. Brother Principe worked on the Sea-Land shoregang, Oakland, Calif. from 1967 to 1985. He is a veteran of the U . S . Marine Corps' Robert Fross Staplin, 65, joined the SIU in the port of New York in 1955 sailing as a chief pumpman. Brother Staplin was on the picket line in the 1962 Robin Line .beef. He is a veteran of the U . S . Navy was born in Mt. Pleasant, Wis . and is a resident of San Francisco. Mass . , he is a resident of Brooklyn, N.Y. in World War n. Seafarer Principe in World War II. Born in Attleboro, In the port of Jacksonville, Patrolman James B. Koesy (left) and HQ Rep. George M. Ripoll (right) congratulate James Northcutt on his many years of service to the Union. Ashton "Steve" Louis Stephens, Sr., 62, joined the SIU in 194 1 in the port of Philadelphia sailing as a chief electrician, mate, warehouse­ man and storekeeper. Brother Ste­ phens hit the bricks in the 1 965 District Council 37 beef. He was on the Delta Line shoregang in the port of New Orleans from 1966 to 1985 . Seafarer Stepehens was born in Vi­ olet, La. and is a resident there . Robert L. Sullivan, 62, joined the SIU in the port of Houston sailing as a FOWT. Brother Sullivan is a resident of Houston. Bertil "Bert" Olof Svenblad, 66, joined the SIU in 1945 in the port of New York sailing as a bosun and deck maintenance. Brother Sven­ blad began sailing in 1935 and sailed Finnish ships taken over by the U . S . government in World War II. He hit the bricks in the 1%1 N . Y . Harbor beef and the 1962 Robin Line strike . And in 1960 he won a Union Personal Safety Award for sailing aboard an accident-free ship, the SS Seatrain New Jersey. Sea­ farer Svenblad was born in Finland , is a naturalized U . S . citizen and resides in Brooklyn, N.Y. _, Francis "Frank" John Sylvia, 6 1 , joined the SIU in 1946 in the port . of New York sailing as a chief electrician and QMED. Brother Sylvia also sailed during the Viet­ nam War. He was on the Sea-Land shore-gang, Oakland, Calif. from 1 945 to 1969. Seafarer Sylvia was born in Taunton, Mass. and is a resident of Hayward, Calif. (Continued on Page 28.) Walker Wilson (center) receives his first pension check in the port of Mobile from Field Rep Ed Kelly (left) and Port Agent Tom Glidewell. September 1 985 I LOG I 27 ----"---=====- ,;:;_ �(Continued from Page 27.) 1• Arthur John Vogel, 69, joined the SIU in the port of Boston, Mass. in 1955 sailing as a cook. Brother . Vogel is a veteran of the U . S . Navy in World War Il. He was born in Boston and is a. resident there. :--,.. ' Edwin "Ed" James Wellner, 63, joined the SIU in the port of San Francisco irt 1%7 �saillilg as an .()iler . arid FOWT. Brother Wellner last shipped out of.the port of Wilmington, Calif. He '·;ittended the U . S . Manti1Jle Service's Tnllnllig School, Sheepshead Bay, Brooklyn, N.Y. in World War n. Seafarer Wellner was born in Sidney,. Neb. and is a resident of Elsinote, . ·" Utah; · . Walter Carl Zaj anc , 65 , joined ' · the SIU in the port of New York in 1950 sailing as a bosun and deck maintenance. Brother Zajanc is a . veteran of the U . S . Army in World · War II. He was born in Staten IS. , <' N.Y. and is a resident there. .1 William Robert Gallagher,_ 60, joined . the Union in ·· the port .of Cleveland. in 196 1 sailing as a. deck­ hand and dredgenian. Brother Gal­ of the member .. . lagher was . . ,. . .· , ,. . . .a. . former . · I; Dredge Worlcers· union in '1 946. He is a veteran of the U. S. Navy in . World War n: Laker Gallagher was born in Clevelan� and is a resident of Conneaut, Ohio. il · � ' /I · · · William Joseph Rush, 65 , joined the Union in 1947 in the port of Detroit sailing as a FOWT. _ Brother Rush last shipped out of the port of Jacksonville. He was born in Wilkes-Barre, Pa. and is a. resident of · Bradenton, Fla. · Paul Leland Whitlow, 64, joined ! the SIU in 1948 in the port of New ' York sailing as a recertified bosun. ; . Brother Whitlow graduated from the Union Recertified Bosons Pro­ gram in 1983. He also s ailed -during the Vietnam War and . was a ship delegate and secretary-reporter. -' t Seafarer Whitlow was a former member of the NMU and a veteran of the U . S . Navy. A native of In­ dianola, Iowa, he is a resid.ent of San Francisco. Great . Lakes �- John Ellias Jr., 60, joined the , Union in the port of Detroit in 1 %0 · sailing . as a bosun. Brother Ellias '-fast shipped out of tffo port of Du­ ; luth.; Minn. He is a .v eteran of tlle U.s� Navy during World War II. Laker Ellias was born in: Mellen, Wis. and is a resident there . D. Ross, AB Area Vice Presidents Report personals Overseas Vivian 0. Martinez, AB S . S . Overseas Vivian (Continued from Page 14.) S.S. Overseas Vivian J . McKenny, AB Please contact Red Campbe11 by letter relative to subsistence claims Overse�� resolved <:., , Maritime . ,' CoFp .< ' with. <., ,.,,:w ,�<< ,, Are You ,:; ' ' by V. P. Buck Mercer E W. SIU · are happy to repo� that the was .successful an regards to the action that it took on the A-76 circular. Thanks to our efforts , the . provisions of the Service Contract Act Will be app!ied when determining wages for workers who are employed Oil the 12 oceanographic vessels and cable ships. . We had filed a petition before the Circuit. Court� but · before the issue c<5uld be considered, the Military Sea­ lift Command backed down. This will have · two important effects. Workers who are employed on these vessels will be paid wages in line with ?re­ vailing industry standards. In addition, the SIU no� has a chance to pick up nine more of these vessels, which .had been awarded before the MSC · had . decided to apply tire standards con� · tafued in the Service Contract Act. The members . out · here are ·ex­ tremely pleased . by these develop- · mentS. They also.� know that the SIU was the only union t-0 take action on this matter. · · · 28 I LOG I September · 1 985 i� . Please contact your aunt, Mary lid Ave. , 94 . i������:.. c;�� Your stepdaughter, Nora Rios Moon, would like you to get in Charlie Thomas Corden touch with herat 733 Alb.er.s Lan�� · Please get in· touch with Robert, Bethalto , ill. 62(J1.(}. (tel . (618) 377 -. • ·. ,, 67 Kennedy Blvd. , . B�yCorden, · :<'iii·;.,.. :;:); ';;·;·0880 ;_, ,, < . . ' oni1e N�J. {teJ. 201-339-1884).. · ·. · · : · ' . ' ' ' , · · .. . Missing lmportant Mail? 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 Welf�e Bulletins. To accomplish this, please use the . address form on this page to update your home address. · Government Services John J. Mcquillan Charles R. Scott P. Decker, OM.U · . Edward Lyman Ward, 65, joined the Union in the port of Frankfort, Mich. in 1953 sailing as a chief electrician. Brother ·Ward i s a vet­ eran of the U . S . Army during World War II. He was born in Elberta, Mich. and is a resident of Frankfort. If you are getting more than one �ppy,"�t&e LOG deliver�d .�o you,jfyou have changed your . addn;ss� cit rrybur nam� ' or address is misprinted OT incomplete, 'please fill in the special address form printed on this page and send it to: . _/ . · Your home address is your permanent�d(jress;· -· · · and this is where all official.. Union documents, W-2 Forms, and the LOG will be mailed. . sw·· & UIW of N.A. · Address Correction 5201 Auth Way Department Caiitp �riDgs, · Maryland 20746-9971 r - - -�-----�'."9-- ----- --��--- ---.7' - : -- � - :- � � �-- ---�-� ---�- ------ ---_.. , : 1 I I HOME ADDRESS · •·· . Pl,.�SE PRINT oate: ------'--.--Social Phone No. ( Security No. ' ) Area Code ·. Your Full Name ztp I I I I � 0 Pensioner 0 SIU 0 UIW I . Book Number I I .UIW Place of Employment ·'-------'- I . I .. ' ' I -.... for .. oflcli.t union ....... ., Thie wlll be.my ...... .. I Thie 8ddr9u should ....... lri ..... Union ftle ...... ollilrwlM .CMnged by mt perewlly. I I I ...;.� ._ (Signed) I -- � - - - - � - - � - - � - - - - - - - - - - - - - � - - - - � - - - - �- -- - - - - - - - -- - - - - �- - � - - -� State Street · - _ _ _ _ . Tc"!>;,; �. ,....:.... :� .'-- for oompensatiort a:tter tanlc' cleani ngs it ' ' ... SEA��D"PICE.:(Sea-l..arld 'Servf: still being disputed. The �tain is waiting . ·· . ice),_ July 1 � James Ho Corder.i · · ·· · . ·· ':.'. .. .... · � .· · · . . · · . . . .. .. . . . , . tor written t:enfirmatiOO Jrom h&adquarters · secret� o.G. Chafitir Edueational OirEIC" · . · . . . . . • • • • . . •',•· on this rn&�ef, lt._� .sµggested that ,first- < . . tor KG. Katsalis;· � Qelegate ' Edwai'd . . • ..,.. : . . . . • .aid kits be; pbtained •for t:ht :enol"!" and · : �rry� Eng(�:·Qel�te! jobp P.• Unton1 . · · · � dep.&ftm8tits anclthat !18. � . flJO cispUt,ed OT- ii i any oi the three d&, · ·:- . ."· : ,. : : . . · · . fum!sh · � 9';: f®v � � · , maybe: , afl"/ ; . :: � · aflhough tf)e deci< department : · _ ·•,• ·•· � one man short due to the repatriation · other . washing mactiine ¥ ttie one.: �e . hav� tias broken ' down<tw�:j�npe .�Jeff . .·' <t:rornc Hollan<f of one .AB. for inedical rea-. . •. AMERICAN CC)NDOfi' <'�: Gulf' �rade meat and pdqltry had alread}I been .: the rd." A�ote 9t ttian,k$ _wEJ,$ giyeri t() · , son�k 'There ' is, $.10Jn 1he. Sflip'sf u nd. A . ya bo . and. this is prese.ntly uilder Marine), July . &-Chainnan Jo8 Justus} · . put a ard; radiog� was ·�· a,Oci -P9sfed , in.· and t.h9 , . · . th� �anj ���mentfor a Job wel l .done.. · .. t\Nee.t ·. e . 11y . . , · m.pa . • co . tti . t :. " , " · . • , i l . be . Oil P . . sei.tssi . d . . .. . , . . . .· · � of ttt•:f 2 percen.f COLA . Secretary ;;ili Stubblefield ; Educational! ran ut . ng . ead fomilng,·the · . ce . i o to F H Diregtor J. :Shuler; Deck Delegate William : . SIU; A motion was.'JJjade and unanioi®sly:: · e. lti/ias �lcom$d t1yru1;.Th8 ohakman · niis J. Roberts� No' d!sputed OT reportec:f Th8 $W<>Ved lhat 1.h8 :man on the garigway : . � the importance .of donating tO .. :; . · . stiould � be responsible fo[ persons ccim�' chairman noted .a change ln thf) � �-' . SPAD. He .said, "We are losing a lot of ule. The �t�,Y;' Wtlo h{ufjust·nm.riled > trig 'bactno the house anc:t that he. should dl!BJO eut·backs on our ships, .but we · .�� LEE (W�erman Steam- jObs aJ.so � futnishechvith a waikle-talkie so that he ·Ship Co.) , Jl!ly tram vacation ("9t loog , eriOugh�). exgaining a lot o.f j9bs oh Navy are . ainnan .:.<:; h 7.... Thomas J pr� llis pi8asure at � same of ; -� nOtlfy � eaptain or the mate on watch ve�ls . SO �r SPAD. dOllars are working onal . Hilt>Orn; 88(:retary LJ, Miles; Educati th.e old "smiling faCEts!' . st!ll . oriboard. Dif� . · if anyone not known to have ,bUsines5 on' u s/! The electrician,"KG. Kaf.salis,-wtiO or f OT disputed :e . i Q:ioley. B;J rector D > Lin � fhe Shij) sht)uld try tQ pass. Mother an . dirJ1onstra. ferent types of fli:tres. . d���11t. .. was �cling � edll_cattonardi rector, noted w�s rEp<>rted In at.one of thefire·arid bo&t drttlS,aMsurViVal lhlous vote was taken on gettirl!'.1 Jwo dryers , ,op at the end of e Jttnd,:i�::-<. •:\. 1hal :f:!•.s 1W�ttiP rel•ef wasal ; e:·�s t tt m? suits.were Ptit.Prl by·the crewmembers for . �or ft1e crew laundry. onE! Is jUst" over,' · , · "Th ��. ,� ·�?5 l meml:>ers for · 1he . thl�ntec;t �e were VOVQ ;· ' : '. i' Stlifj' . 'practic8. A rilovie>;was·�n to the' new worked to tb8 point' tflat'�;·8nd up with .. �.:.·1:�tved ab<)ard' � "It 0,,S b9en a.p�asure coope � " ' '''"'' �\¥�' fh:ese � . I� t m� �n the: Pt;OPel" use b(lhese si:Jits; · ooC:fl'Yer �.811 ." Avote ijftsttan'R A\tf:iS:gwen · �8( e��ctive .. . �"� with JH of you,, _ .b�; -�; As far; 8$ . lt w�·ment!On � Jh al i:i '. ll the: �Y�being . · · tQ: tne ,stewafd,,<fePartme'1ti'' ftS�iaflrto.'' �n .ot the. 2 .percent CQLA.e r One · repairs this trlp-IWO � niatt resses were news, une wek;omed was J which ' , lO . baic. · worldert ul ptit into the ' ship's fund wjll· be us.ad to · . · GSU Ellen ;Jobbers for her �> on:te;'� for �.�� �e.8�12 O�ED, f leamlng � bip o � of ipg and to Gsu'·l(evln Kosinsky tor his . . sad note ptirchase new mo� 9r Wtillt�er :et8$:is; anc::I thEr VCR_ a�:· t�on will be ; fixed .� · A $. mother mate. th chief the Qf � , ,. f ut� o si want�. "Adi;iple v°'e of·· thanks" went to .· great cooking abiUties. One mln voyage . ..!fl,·, �th: 11.ie tjl�gnan this to � !aken appearett up�. Ther� was tion · thestewa�·�rtrrier:it tOr a JOb well done. : ·. tenoe wa8 observed In nl8f"l'lOfY of our some disappointrhent with the 8lCp(8ssed tn the ga!l �y wjth , ms probl� some · · ' departed � ancLSisters. Next po_(I:: Next port: Chilr'lestori, s.c.: .� o� June 1 8, ,H,e felt they loaded s; store w�!t 11 patrOlman ; ThE:) � · pr 1 'J food t>e•ng , . :' . f:tif11ejl, . aparr: . ,, · .· ·c:he¢k Into the pJOblem, m8ldrig sure · that<;; . ShQuld have · included . watermelons; ·· · ·· · · · al l 18fl-ovef foods are used within 48 hours; '" . ,.. .. pe&ches. pears and othet'tresh fruit. On� j) : d that all unused meats and vegetahJeS. . rnln"te of$ilence was obseiv0d. i n. memory ·· � · (OM I)", July : : �. .•· ; an . FALC.Olf PRIN,C:E�$JJ:l�n ;Naviga� . · l nT ' . . <: be disposed of after.each meal. � ITiiriute · of our departe<fbrQthers · and ·sister5. . Next , : 1, WIL.LAl f:. o.M · ·· tion} . �ly. i1 �ti�rin� Floyd Friti:; Sec· of sUence was observed in inemorY ofour ' pOrt:[Eflzabeth,: N ,J. Ch . ajrr:nan J. F. Bermudez; Secretary W. · · retary frank Nigrc;>; Educational Director•,._ J:, Harris ; Educational DlrectorC. Coello; Deck ,,de . .parted.. ,,bt:others·.. .: and.· si$lers. Next nnr.t: ""' ' M Fshe I . r.· E�e... � ,Ith. .. �tng I·S QO·ll'.19 ilI0i:'9 ta' " ' . ·. Delegate George elegate e ng •A · . llen Newport News,va... · . , ' ; .E . • . D ' . ' . i n . . . , . . well w1th no d1sputed O"f aboardthe Fa/con h 1 ow So . e Pol k; · me questionable C � es .· ayn ;; Princess as'the voyage nears Its end. . . �·... :<; . was repolce .· rted in the deck . . .. : ,....... · re r""""' ' ,· a ·· n h . s .m the . . ,·nu·t·es ·a1so"w ip v e l ... . . »1·.c·•.·al sh•.P ..•.Off s lo e : .' :..'.,:a Q Members were reminded .""1Y..U ,·. � nsed perso. n I II fact that l . . . . fl:smf the following vessels: clean for the next erew� � aJsQ 'were ' ' � t· :. . . ST. LOUIS {$ea-Land ser'.vice), Augu st nel Jlf�' perfomiing unlicensed perS<>nnel . . urged to �e adVantage of U)e upgr�J ng·c . · r t n co . the s ct i a t re i of i · d : ADOllS . violation c . ort< ' n · --.-y .. ... a., ... Oria ,_psen; s·ecretary. H . Qr'"'h. a1i.... A t.a.c.i.1.iti,es . a.·.� .P•iney . Point. " lt " w 111 .p·a· y· o'ff· 1·n· . · · w AMERICAI HEllT. A&E and will be brought to the attention of the · no. The ship o tiz; � d u ca t i nal Qirector Di Ni · with there go you . th'eJongnin," providing boarding patro an at payo ARCHOll ·.• eefs or ff. Arid in the is running smoothly With no rri�• lm ..., or b a �·positive attitude , to learn/' th e educa� Ul8 ARIES . t . . in.:. chief cool< con . . . steward department, the . · · . d,isputEKt. OT reported. Communications ···. . tional di rector stresl)eQd � ecent LOGs were · . ' ues to have tO butch8r his 6Wri meat without · · · ._. , onboard en betwe few far and have been r�ived, ariQ the arinouncement oHh e 2 of OT-"atter we were assu red · payment the St. Louis, and the crawrnember8 would percent COLA poeled. One that all meat waa to be pre-butchered. " llke to know something about the pension in 1he steward department was probl The 2 percent cost of living allowance was . buyout The S8Cf8lal'y noted that in recent · . .. stave which had only one bumer wonc:di�� .and P()Sted on the board . This . ·· ye�. V8SSe · ing.. tile entire VO.yage>The patrolman Will I ce�tion by the u.s.. . Coast . ntitifreation · was received : frprri · OM! via . · d ha:s · · " tended · · eliminating such . . towa· rc1 · Guar check into this needed repair, "The steward telex. No other mail has been forwarded · . jobs as the or d i n a ry seaman, the wii>er a � partment.is to ��i:nmen�e.df�f a g9<>c1 t() the ship si,11Ce the first week in July. The · and the �I jobs from U.S.-flag job when we were short of food and with chairman recognized the etf()fts of 1he such a situof ,.__," Next rtmen sflo� � steward depa t � ex· Marcus e to � for �;Job well · . ·.gram will be started at the . PreSSed h1 � , g .. . .. · . � . . ,_<jqQE1,,f'.IC11"! . � :.'P� rt ¥<1· f;gypt�, <"" ; . ,Pointto address the problem and µpgrade . ··· ·. . .. . . · .. D 11 ,. . . • . - .� S h ps 11-41m · .· · · · .· · . .. .. . . . · n · ·· · · \. · . .· · · · · . . .• J��Ell"I' · ted wei:ei; · the, �Etw� . - . ·. · · - •. • ·· · · · · · · . · ���:����eT .• • • ' . .. ·- · · · �rt . ti(;;t;:.e. • MON�CH (Apex �) · ·. .. " � ; ' ·. . ; . ::S·.:n80�;:':! � . . . ' • . ;=��;k�=·�J't�rm:�r (Maritt� AM · � , . . . .•. . . Jtie importance of,cionattng to · OYmlUAS N .. YOllK bers." . .Overseas); July 13-:-ChaJfTTltlll M. Zepeda; · · · SPAD was stressed for this particular rea· �etary Danas L t<napp; Educational · $O�Ob s,ecurity; "Like always, a vote of . ttlanks tp Steward H. Ortiz �d his gang Director Edward . H . Shelf; �k Delegate ported in thedeckand engme departments. · for a job,Well done;" Md tttanks also went Boyd . . • No beefs or disputed . OT �m��. Whatever banl·be. �ttled · by payoff �II be . to "our editol'S of the.LOO, the b0st newsturned over. to .ttie patrOlman. And while . ·· r13�EKt_One OS \fias fired-,at se!i;,and got �r.'' .[ · there \Vas no dispOt� OT In , the steward ·· · Off 'ft �anama. so '� deck :departmen1 · · · 11 ·11 · lllllllil•••••i..•lilllllll department, the d&leg8.te. felt tha,1 his�trew . . · was samng � mitrlst!OrttTh8 educiliional · ·11 ,.. llil llilllilllil•••illi•llillil•llillllliil l l lll · was (!nable to malntainproper san- CX)l'k .• C!!rec:tor urg0d · everror;1e to att,end:th'e up,: . ditiotlsin thetn�all, galley and .ieeboxei' ' : · gi"ad1ng CO!Jr$0S at •. t.he sch()ol ii!J Piney . . Polnt as 9000 ..as pOSs11>1e: f\l'td not tQJ>e . without OT. Th�; tqo!.;yVQJ #9.•taJ<eo tfP with . fo rgotten ts the Alcohol Rehabilit�ifrm tan� the boarding J>�trotma,n., Notification of the. . . te . r�arty. e<>th of these facitlties are there 2 per� C,O l,;A.was: reeeiVed, but many are ·sbll uncle �f�Jo ce®io. other eontract · tor SllJ me� te> .take advantage ofand · g'ai n job �iity tor themselves and their' changes: The eCltJdrtiOnat dlreCtor Wilfse& abbut Changing the' mo\i.ie. selection. He . , l)nion. N13w rnoVies ar� !')�� to eome said that h e wilt try to keep foreigri-:made :� aboar.ct. Jn l.OQQ . B�acn; Calif.; Qn !U;ie trip �ck . Jrom f\laska . . SeveJ'!il. suggestions Port n:iovies off the selection �s .Jl'Wqtl ·.� post . . sible'. A vqte:,of thanks wae.: gi\len to the� . · �er� made� One was to.have headquarters . stei,yard . qe�rt,ment for a· ' fltie job; the . ·· S�llJ:tthe�IQ OfVacati<>n che.eks. Pin Y Point . . . . . . . . . . . M nday, October 7 . . . . . . . . . . . . . . . . . . . 10:30 a.m. · . Golden Monarch is an "excellent feeder." · Allot·t,ler Was. �ot .!he ship t9 g�' �mot. her • New York . . . . . . . . . . . . . Tue day, Oct ber 8 . . . . . . . . . . . . . . . . . 10:30 a.m. a ��el' fild dryer. Thanks WEtte given to Ne xt' ports: Nede�land, Texas; St. Luc@;: PhiladeJphia . . . . . . . . . . . . . . . Wedne day, tober 9 .. ... . . . . . . . 1 0:30 a.m . ' all .Jiajl�s foi thelr . coape ra�or) :this voyage, '" " ·. '·' W.1., and St. Croi)(:, VJ: .and il �al V()te. �t ttianks wa,s given io Baltim re . . . . . . . . . . . Thursday, October JO 1 0:30 a.m. . , tt1e steward departmenuor a jqb well done. Norfolk . . . . . . . . . . . . . . . Thur day, October 1 0 . . . . . . . . . . . . . . . . . . . 1 0:30 a.m. Next parts wil.1 be in · Panama- and Aiaska . J onville . . . . . . . . . . . . . . . Thursday, October 10 . . . . . . . . . . . . . . . . . . . 1 0:30 a.m. LNG · LIB.llA . (Energy ,Trarisp0rtation Algonac . . . . . . . . . . . . . . . . . . . Friday, October 1 1 . . . . . . . . . . . . . . . . . . . . . 1 0:30 a.m. corp.), July 14-:-Cliairman Thomas Hawk- · Roust n . . . . . . . . . . . . . . . . . . . Tue day Octob r 15 . . . . . . . . . . . . . . . . . . . 1 0:30 .m. ins ; SecretarY R !=. Frazier; .Edtlcational . · · . ·. ,, P� . u.·L BU�K (O.ce� Shipholcflng Inc.), New Orlean . . . . . . . . . . . . Tue d y, October 15 . . . . . . . . . . . . . . . . . . . 10:30 a. m. · . Director John Fede50viCh;>QetK.Qelegate· · A'ugyst .+--:-Cpairman �lchael L: Vander­ bile . . . . . . . . . . . . . Wednesday, October 16 . . . . . . . . . . . . . . . . . 10:30 a.m. R . E,lmoody; El)gine · Delegate . Dominick ·. ®rst;. q� qe,1eg�� 4()e! · L�hel; •Engine . . n Franci co . . . . . . . . . . Thursday, October 17 . . . . . . . . . . . . . . . . . . 1 0:30 a.m. Or�ini;· .$tew�r9 Delegate Henry Daniels. � . �tegat�. flotf :�orqen; : s�etary . f..ouis R1on, Ne disputed OT, The ve$$QI pajd off . No . disputed OT. There is $146.30 i n tne Wilmington . . . . . . . . . . . . . . Mood y, October 21 . . . . . . . . . . . . . . . . . . . . 1 0:30 a.m. ship'.s fund wtlicll rem�i ns il'.1 a sa,fe in the · . in. St. Qroix @ was �rviced by the San Seattle . . . . . . . . . . . . . . . . . . . . riday, t ber 2S . . . . . . . . . . . . . . 10: O a.or. Juan patrolm�. The cllaim;an.enco.urag� . captain's office at a1f times . . A telex was · an Juan . . . . . . . . . . . . . . . . . . Thursday, October 1 0 . . . . . . . . . . . . . . . . . . . 1 0: 30 a.m. · sent to Vice .president ".Red" Camp�I as · · everyone to attemt the. sealift class ·at: the t. Loui . . . . . . . . . . . . . . . . . . Friday, I ber 1 1 . . . . . . . . . . . . . . . . . . . . . 10: 0 a . m . to how the watc:he.s -.V.ill � handled · �: , .,, ttan:Y ..· Lunde�g $.ciJO<)I . in . Pil)ev Point. .· . HonoJuJu . . . . . . . . . . . . . . . . . . Thursday tober 1 0 . . . . . . . . . . . . . . . . . . . 10: O . m . the upcoming At3$ ' rather than,, qua,rte.rr ·.· ,J::te . noted thafthe ''&" rlen<i li:'1' ' ained ,, "' piasters. No af!��rha$y�t � receivecL ,_. , , iller:e came in :handy ·; > ng lh$ DuJuth . . . . . . . . . . . . . . . . . . . . Wedn day, October 1 6 10:30 . m . A new too? program was :being tested on: unde��YJ'epl0J'li$hrn�f El)(QrgiSes.:(''whipti, , Glouce ter . . . . . . . . . . . . . . . Tue day, October 22 . . . . . . . . . . . . . 10:30 a.m. the LNG Ubr<J.. I�, w� 0WJ1n� to f!1e crew . by . �Et �ay.�;,,W�r,t.k a!i:nost. J lawl�!y'1; , Je y ity . . . . . . . . . . . . . Wednesday, October 23 . . . . . . . . . . . . . . . . . 1 0: O . m . "f:very�me; ". � s�a\0d, · ·�,� verj proud:·. . Who we_re assur�that no fhcmge In menu . of the job they anfdolng." ' The deck ' &I.:: occu r . However; , or quality of -food would . the secr�ary did note that some non-u.s, : · agate rep0rtecl that tile clothing allowance GO�DEfi July 7--Qialnnan W.. • P, >.JeffE:) rsQri; Sec� retary C. JohnsOri; · Educational Dlrecfor Ross Hardy. 'SOme disputed OT was re- . .. < · .· . ·· · Monthly Meanbership Meetiftcs · · . . . . . • · . . . . . . . . . . · . . . . . . . . . . . . . . . . . . . . . . . • . • . . . . . . . . . . . . . . . . . . . . . . . . . Jo¥ecimt d:o I I . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . September · 1 985 / I( -- �� ). " . . . \!.�. . . · . · . :.. � : ;.�,,.• . · .. ·'· '. '",t:'.. '· ·. ·.·: ·�.. :./·· · ,,. , ,.. , · · :. ,:,-�- ·.. .-..,. , .,, .. , / . " : " ' '.� . . ..,- � _ :; , · - ; . . .. .. . . LOG / 29 · · :· ·"_; . �' ' '. Dispatchers Report for Great;Lake·s "TOTAL REGISTERED . Alf Groups Class CL · Class L Class NP Port Algonac . . . . . . . . : . . . . . . . . . . . . . Port Algonac . . . . . . . . . . : . . . . . . . . . . . Port Algonac . . . ; . . . .. . . . . . . . : . . Port Algonac . . . . . . . . . . . . . . . . . . . . . . . _. : � Ctass L Class NP 13 -33 4 15 2 o 2 o 12 · 56 15 2 9 5 21. 6 3 5 21 0. : 3 4 14 ENTRY.DEPARTMENT T O 0 O · .4 . 91 25 9 _ · * "Tota l 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 thQ. port at the end of lastmonth. -. . .. - - - Totals All Departmef!ts ,.... 11 . 62 lO ' 27 . . .. . -. . · ; · AUG. 1-31 , 1985 Cllll A a.. I Clm C 5 60 12 11 18 8 49 35 38 17 29 3 4 37 0 1 325 1 11 1 3 8 4 7 7 6 8 10 0 22 7 0 8 101 0 0 0 0 0 0 0 0 1 0 0 0 3 0 0 0 4 . . • • • . • • . • . . • • • • • . . . . . . . . . . . . . . . . • • • . . New Orlelnl . . . . . . . . . . . . . . . . . . . Jadasonvilll . . . . . . . . . . . . . . . . San Fr1nclsco . . . . . . . . . . . . . . . . . Wilmington . . . . . Seattle . . . . . . . . . Puerto Rico . . . . . Honolulu . . . . . . . Houston . . . . . . . . SI. Lou s . . . . . . . Piney Point . . . . . .... .... .... .... .... .. .. .. .. .. ..... .... .... .... ... .. ........... ........... ... Pert Gloucester New York . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . • • . . • . . . . • • . • • . . • . . • . . • • • . • • • • • . . • . . . PhHadelphla . • . . • • • . . • • • • . . . • . . • . . . . • • • • . Jacksonville San Francisco • Wilmington . . • • . • . • . . . . . . • • • . . . . . • . • . • . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . Houston St Louis . . . . . . . . . . . . . . . . . Piney Pont . • . . • . • • • • . . . . • . • • . . • . . . . . . . . . . . . . New York Philadelphia Baltimore Nor1olk Mob le • . . . . • . . . . . • • . . . . . . . • . . . • • • . • . . • . . • . . . • . • • • • • . • . • . • . . . • . • • • . . . . . . . . . . . . . . • • • • • • • . • . • . . . . . . . . . • • . • • • • • • • . . • • • . • • ............ ... ........ ............ ........... . . . . . • . • • • . • . Sea.ttle . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . Honolulu Houston St. . . New Orleans . . . . Jacksonville . . . . . San Francisco . . . Wilmington . . . . . . . . . . • • • . . • . • . . . . • . • • . . . . . • • Lou s . . . . . . . . . . . . . . . . . . . • . . . . • . • • • • • . . . • • • . Piney Point . . . . . . . . . . . . . . . . Totlll. . . . . . . . . . . . . . . . . . . . Port Gloucester . . • • TOtlls All 0 7 l l 4 9 14 9 1 4 5 0 9 4 0 1 19 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 . • . . . . . • • • . . . . • • . . . • • . . • • • • . . . . . . . . . . . • . . . . . • . . • • . . . . . . . • • . • . . . . . . . . . . • • • . • . • • • • • . • . • . • . . . . . • . . . • . . . . . . • . • . . . . • . • . • . • • • . • • . • . . • • . • . . . . . . . • . • • . • . • • • . • . • • • . . . . . • . . . • . . . . . • . • . . . • . • . • . . . . . • . • • . • . 0 9 2 l 5 0 27 14 4 2 7 0 101 0 0 0 172 0 0 502 230 Tl.1 357 113 . 0 30 4 5 7 11 28 20 31 20 33 7 9 11 0 0 211 0 5 0 0 0 0 3 1 3 0 2 0 189 0 l 0 204 . • 3 9 0 6 2 1 5 3 3 3 28 11 5 12 4 18 7 21 16 19 0 1 53 10 0 3 310 Dtpartl'lltlltl . . . . . . . . • . 0 31 5 5 8 10 36 31 16 14 13 7 2 15 0 3 1 11 2 0 13 0 0 0 5G . . • • 0 l 0 1 0 0 0 0 2 0 1 0 1 0 0 0 I 0 0 0 1 1 0 0 0 1 0 0 0 13 0 0 0 11 . . . . . • . TOtlls • . Norfolk Mob le . . . . . . . . . . . . . . . . . . . . New Orleans Jacksonville . . . . . . . . . . . . . . . . San Francisco . . . . . . . . . . . . . . Wilming10n Seattle . . . . . . . . . . . . . . . . . . . . Puerto Rico Honolulu Hous1on . . . . . . . . . . . . . . . . . . . St. Louis Piney Po nt . . . . . . . . . . . . . . . . . 0 51 11 11 8 9 59 53 30 2� 23 15 5 16 0 0 315 1 21 4 14 8 4 21 11 45 10 21 4 1 15 0 0 ,. 2 29 8 3 4 1 17 10 39 12 18 0 5 18 0 0 1 11 New York Philadelphia Baltimore ., (31 3) 794�988 . . . BALTIMORE, Md. 1'21 6 E. Baltimore St. 21 202 ' (301 ) 327 4900 CLEVELAND, Ohio ·1 290 Old River Rd. 441 1 3 (216) 621 �545<> . DULUTH, Minn. 705 · Medical Arts Building 55802 (21 8) 722-41 1 0 . ·. , . GLOUCESTER, Maas� 1 1 Rogel"S St. 01930 . '. ' . , "·. : . ' .. (61 7) 283-1167 HONO�Uw. HaY(all 707 Alakea St 9681 3 (808) 537-571 4 HOUSTON, Tex. 1 221 Pierce St. 77002 .. (71 3) 659-51 52 JACKSONVILLE, Fla. 331 5 liberty St. 32206 ,' ' , ' 3 total number of men reg stered at the • •IE8llTEllED DI HACH All ""'9 0 0 0 0 0 0 0 7 1 3 2 0 13 0 0 0 21 Clla A a. I Clla C 9 1 38 7 19 v 15 88 65 75 58 73 32 5 97 0 3 m 7 26 6 10 9 5 10 35 20 25 21 8 25 17 1 1 221 0 0 0 0 0 0 2 1 2 0 0 0 3 0 0 0 I 0 0 0 0 0 0 0 1 3 3 3 0 12 0 0 0 22 1 107 13 19 15 14 47 40 50 33 -48 16 8 68 0 2 411 4 13 3 4 2 15 2 6 14 7 -40 3 40 2 0 0 1 55 0 0 0 1 1 2 0 0 2 0 5 0 6 0 0 0 17 0 0 2 63 4 3 6 2 32 14 111 :fl 8 23 18 41 0 0 314 5 1 00 23 5 34 4 28 27 58 48 36 13 116 36 0 3 531 0 0 0 0 0 0 6 4 5 0 0 0 208 0 0 1 224 141 149 1 , 913 1 ,041 _ �� . ,. , . , ., .... . . -... .. . "· . '· ,.. .. . ..... . . . . ... ,.. . . · ' . ' ' .· · • ' '• •' < (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (20 1 ) 435-9424 . ' ' '""';��.;.�'0' ' ;;. MOBIL� A..�/, ,: : : '..fslahd Pkwy,. 3.6605 . · •.1 640 . .paupnin ' . '. . .· , , · . · , :, , (205) 478-091 6 NEW ORLEANS, La. > . / 630 Jackson Av:e- 1:Pt30::·' . .• . (504). 529-7546 Toll Free: 1-800-32�2 NEW YORK, N.Y. · . 675 4 Ave "·':::"1"NORFolK:-:'V:,'fu'·"'"'�· ' ' Br'(11'� ·. . , , :· .· . .. . ,. . . . 499-6600 1 1 5 3 St. 235 1 0 (804) 622-1 892 PHILADELPHIA, Pa. . . 2604 S. 4 St. 191 48 . (21 5) 336:-3818 PINEY ·polNT, Md. St. Mary's County 20674 . - (301) 994�001 0 ' .·. ' SAN. FRANCISCO, Callf. . . .• . . . 350 Fremont St 941 OS (415) 543-5855 SANTURCE, P.R. 1 057 Fernandez Junco� St. Stop 1 6 00907 (809) 725"'6960 SEATTLE, Wash. 2505 1 Ave. 981 21 (206) 441 - 1 960 ST, LOUIS, MQ. , 4581 .Gravois Av�. 631 1 6 · - - ' ' ' ' ,_ ' _. . . , ·. . · . c314Ltsa'."ssoo WILMINGTON, Callf. · · 408 Avalon Blvd .. 90744 . (21 3) 549.;40bQ . . · · port at the end of last month . -·. ,,. . · · 1 1 0 0 0 0 0 0 3 0 2 0 0 0 0 0 7 3 10 4 3 8 10 6 8 13 10 21 3 25 5 0 2 131 1 56 5 13 6 18 33 14 111 26 69 14 -4 39 1 1 41 1 EJITRY DEPARTll EJIT ,· Shlpptrig lh the month of August w.as up from the month .of July. A· totclt · of 1 ,381 .• Jobs · we�·shlpped�·· · · on Siu-contracted deep sea vessels. Of the 1 ,381 Jobs shipped, 727,Jobs or about 53 percent were taken by "A" seniority members. The rest were filled by dB'' and "C" se�torlty people� A total of .1 49 trip relief Jobs were. shipped. Since the trip relief pr0gram began on Aprll 1, 1 982� a total of 1,631 jobs have been , , ...slllppec:t.· ·· · ,. 0 0 0 0 0 0 0 1 2 2 1 0 95 0 0 0 1 11 0 0 0 0 0 0 0 0 0 0 0 0 1 43 0 0 0 143 '"Total Reg stered" means the number of men who actually registered for shipping at lhe port last month . · • "Reg stered on the Beach" means the -1 -, ., ·, : ALGONAC; Mich. 520 St Clair Rivel' Dr. 48001 SllWARD DEPARTllEJIT GIOucester • . • . Pert • . . Totals . . . . . . . . . . . . . . . . . . . . . . • • . . 0 9 0 3 3 1 2 2 2 4 6 0 9 0 0 0 41 0 45 7 19 9 7 29 25 23 12 17 0 6 25 0 2 Z2I . Seattle . . . . . . .. . . . . . . . . . . . . Puer1D R co . . . . . . . . . . . . . . . . • 39 · DBI DEPM1IBT 0 0 24 0 0 2 4 0 10 0 4 0 19 0 1 9 8 0 2 0 6 0 1 0 3 21 0 0 0 0 6 0 4 111 C8mpbell, Vice . president Mike Saeco, Vice President Joe saccO, Vice President . George McCartney. _Vice President Roy_ "::·Mercer, Vice President · Bl6INE DEPARTMENT Baltimore Nor1olk . . . . . . . . . . . . . . . . . . . . . Mob le . . . . . . . . . . . . . . . . . . . New Or1eans . . . . . . . . . . . . . . . . · TOTM. IHIPPED All ...... ca.a A Cllll I Cllll C "TOTAL llHiiIEilED All er.,. Gloucester . . . . . . . . . . . . . . . . . New York Pllllldelphla . . . . . . . . . . . . . . . . . Blltimoft Norfolk . . . . . . . . . . . . . . . . . . . . Mobile . . . . . . . . . . . . . . . . . . . ·�. . . 17 .· . 34 -�us "Red" Dispatchers Report for Deep Sea ""' l' ·.• - . Leon Hall, _ Vice President . STEWARD DEPARTMENT 6 "·' Q,. ...f:,� ���nt Joe DtGlorglC>, SecretBrtL . ' . ENGINE · DEPAfiTMENT 8 . : -. !>: · ·. ""REGIS:TEftED-ON· BEAt;K ··. . AU Groups ' ' Ctass CL Class L Class NP DECK · DEPARTMENT 3 4 . TOTAL SHIPPED All Groups ·Class CL :pi�.•ctory o1·· po;tts ._ ·· ·· . · . . . .. ... .. . . . � � su.pport SPAD. I 30 I LQG I September , 1985 __;._______________________________________________________________________ � � --------------- �· · · ·· . · · ·.· · · .··. e.. · · . o ts. . tq;�i}fi� an4 tighten our belts" ? Or · . S S ha ·\..., ·. ed fr · .. � · · · ·. · • . •.· ., o £'1 .. ·.· � . . mthe long summ .· ·.. t...catio�, · 1··. · . , /Will we.�ntinfie to hear, "Cuthis and . · e· ··r·....•·. sva ·· N.G•. RE .. . . ·and . . · . '• , .. 0 ) - �: �:� :/". : M.ci dozens ()f6fhers--yet so little has bavi,- ''been dq�; " . ' tacked wprld word going aroumi capitol Hill is th�t don't you · dare,touch mine''? put together poQcies that are at least ·,,. Illdeeifiherejs a growing consensus The'United Sbites has no trade pol.; .. repn�sentative . and s¢nators learned beneficial .to . them< It is, time,:for the�. ambng tJie Ame{ic,an �pie that we've . something; 1be 9lk(pacJc hoµie rant �icy to speak of� �icepi �?n!shmasliof . . lJnit¥ States }Q do tlie SilJ1le. ·11 is . hacl �ell,ougb. �talk, f�cy words and action on the problems .this country is · - o trade'·t , t hepries. tiln e f orthe Uill t ed States ldfis hioned "free to d . . . ·� . t5-s0me-- '�111pty·p'romis�s byfoaderswho appear ,. tO � concerned only with the next facing; DQtalk, no. p0sturing. Po some: · · election or fund raiser. It is time for thing. elected representatives to stand Legislators went to. their grassrootS , · er and they learned that their constitu· � tllan mere party affiliation and deV'elop programs that will rekindle ents back home are tiied elf political America's eco.nomic and moral lead­ posturing and lip service .· How many Fajrand vigorous tnule wirh the rest tffing offief than gri and moari•while . ership. years now ha\re we listene<I to Repub­ of the world is what 1wil(�Stain this ' only protecting partisan political selflican.amrDelll�rat alik:e stand on the country into the 21st centilrY'f �tull 9th intere C soapbOx aricfrail agfilnSct cJhe mas sive support Representative and senators 'W€?re century philosophies wdn, 'r w . federal deficit. The people watit some­ omewhat . tart.led to di scover tJ:ie'. Again, both political papie a8ree thing d()ne. B-Oth parties warn of eco­ ' growing mood of their c0nstituents. there is a problem. The Uriited States , no.mic.di� and y� the,4eftcit grows . Were is . ;ui.�er �d. ev�n disgust be.. With an otr�year election on the her · the;world's mo t powerful coul)try i� . ·. on the Verge of becoming·� a debtor caUSC S() manY lealiers have flogged riz()1Lwil1 ahY; offi.ce, �e�icer go home . . • the same problem .. for years a.pd. ·.. . ·.. nation, like Bolivia. and teUhis people, "L>Ok, we all have. · years-mili tary spending, education, · social program, ·� crime, farm p�bJe m · J 0.ther industrifil countrl�s· havcf at� . r_ _ , �c= problems and · · y · Editorial :#r � · �·· , · ' 'Attn; Gulfamarica Crawmamb ara . I am in the process of writ.tug btogfapMes ab°'ut some Of my rela.tives a.nd; would like to get � cont.act. ?1th or9WJ¥�r& of the , • • Notice to Deep Sea Members: Special Agreements Gulfamsr:toa, ·Wb.iob. l'Tas atta,okei:l>tJ#,a German subrna.rine off J�nv1lle · Pl&. on April 10, 1942. Any help you can provide will be · $px)reeiated. 'VU7 �t Afth11r L. Jlo1dtaille , · •·()� Jlml e ... . . : Marlow He:lgb:ts, ,�,," &GotnC.tor •tpe:r'"Jl4uc;attoll . . .. "·· •ct. Ir. . , 80748 ··F '• • t� I .am a gr�ful recipient of on.a ofthe iJftloh�e Charlie r.6ga.n. 8chol&rsh1J>e. I received f;l).is a.wa.M in the spring of 1984, a.nd it has , · . •. . .. ' . ' ' been a gre&t h81P f.O; JD;Y' a0adem1q ca.rear. .. l ha.ve �en enro�ed in the Matteo R1®1 ennege,pregra.m � Be&ttl.e .of studies. •a.tteo Jitieci Unive1'8iW, a.nd,h8.v�. Just . oornpleted that College is an .mtegra.tion Qi high-s(}}'l.001 a.nd ooll��e that 61ldS in a. Bachelor of Arts degree in the humanities, six yea.rs a.ft.er tn.e eighth grade. It is not S. l)J:(>gr8JI1 spEt.ciflca.lly for g1fted students, but ior thOEJe mterested in . a structured edueation a.nd a smooth transition from · highc-school .to oonege. It.is h1ghly e)(pertmental ·and'haa won •.ma.ny . . .·. . . · ·· .··.·.· .· ·. . . a.ward8 an!i gr¥1-ts. Juet th1S past M� l: cpmpl�ted the Matteo ll.ic¢ progrtun., and.wjll to s,tu<JY commeretiil go on, at, Bea.ttl� u. in,.. art a.nd bee<>me a. �:Pbjc ,<if:leigner. A.-t thiS. po1Il.1'. � $1'a.dErpotnt · · average 1s a 3:39. . .·.· ·. · . . ·.•··.. ,· . . . . . · ·.. .· < The �ll� I.og&:p. schol8.l'shiI> ha.s given me time to pl&n a.n . . . .sho,. rt education t,hat I can reaJ:isticaJ1y.hope to. a.trord now, a.n� in. . term it ha.$ anow:ea. me to live pn at Seattle U. fol.' at' lea.st P�.-�· I1lY in'vol-yement a;t of'the y�. Ltviilg on · . o ch ql m � e t.)l . my gi'qWth Whli& at Beattle U., I have re� �.a,� a. ooll�ge edUQ&tiOJ1 is n()t . , , course . . · . ' · . .. . . .. . . · the,·�'of Al't' rl,hell- plan 1'1te Cam.pus ca.µipu$1 gr8&tJY .fa.c1litates. � tp.d eontrj®tif.()l). 1;6 sclro<>� �. sbliply ?l� to learn � µt a h!gli-p�·J;)I'Ofe�1Qll; but pl&ee. for person ti>:11npl'QV9 oneself. throµgtl. opp9rtllnitJ.�8 for le&rDJ.t.J,g · a a & a.bout the '!<>rid.· Some .�f .the oourses I h&ve eI!Joyed the most have little.to ·dci·.·� eonUn9reia.l .a.rt; such .�', philosoppy &nd theology . .··· . . .. . . . . . . . . .•... .·.· • . ···• ..· J:, Would strop.gly encqura.ge sea.m� n &lid tl>.eil" �ptmdep:ts who a.re 9ou.rees.. clonside� ],Ugh:�r eduqation to. appJy' for the . �lle.Logtm . ve you oppo sc.]lol&rship I,et it·gt ties t;hat,weren't possible. I h&ve heard tllat a.b<>ut .three nUlliori doiijU>S of prty&t$ schola.rsJ:tl,p . money goes unused. ea.cl). yea.r �e pee)ple e1mpjy don't apply. Even 1f· you aren't sure OfYOUI' cha.n� , go for lt. l �$elf .· app'.lled atter a.h'ea.dy oompleti:Qg �:�� 9f cqllege;. a.nd'W$8n't sUre l, would wm. · Tcyin.g is oert&1n1y � die > which can }tE!SP you from ha.vttlg tq fo;rego higher edUca.tit;>n. �r a.it. .' � . --' - - �Il8tve. ' as they SBi.V• '."If,;you education tcy tgnor&nce/ _ ' think · _ , , , -_ .• rtuni preyi_Oll81y t.en-tb.ciUsan�.;dollaP&W&W, - _ ,- ' ; - - , - ' - ' , .- -, stnoeft!y, Conft4· CJwres · Seaftle, 'WH,h. • - .. ; - ,, ,.;> - - ,, - .• • Many of our contracted ve sel are operating under special agreement , acquired by SIU Cont�cted Employer , by or Propo als (RFP ) . succes fully bidding on Requests These vessels are subject to special requirement from the Department of Navy, Military Sealift Command or the Maritime Admini tration . All Port Agent have copie of all pecial agreemen which are available for your review and in pection . If you are employed aboard any uch ve sel you may have copie of any pecial agreements relating to your ve el by contacting the Contract Department at U nion Headquarters. The folJowing ve els are under pecial agreement USNS USNS USNS USNS Altair Denebola Pollux Regulu M. V. f}us Darnell M . V . Paul B uck Southern Cro SS SS Keystone State USNS USNS USNS PFC 2nd PFC P C Cpl . Maj . PFC Sgt. Antare Algol Capella Dewayne William Lt. John P. Bobo Jame Ander on William Baugh Loui Hauge, Jr. Stephen Pless Eugene Obregon Matej Kocak SS SS USNS Bel latrix Other ve sels covered by below: M.V. M.V. M.V . M.V. M.V. Falcon Falcon Falcon Falcon Falcon M.V. SS SS SS Falcon Prince Inger Independence Constitution Champion Leader Counte Lady Ducbe SS Gem AJatna tate Chattahoochee Nodaway M. V. Contender M . V . Stalwart SS American Eagle SS American Condor SS American Cormorant SS pecial agreements are li led M.V. M.V. M. V. M. V . All All O . M . I . Mi ouri 0 . M . I . Sacramento Sugar Islander Moku Pabu Integrated Tug Barges LNG Carrier . September 1985 / LOG / ·31 · �t\ ;� F '" �. -... - �, i �� : � , ·� ,_ . ·- L . . ·: . -, . � - · · � � . . ·. '� . , ;·. . � - . ' . clU�T Fl�H .'! HOOK INTO dOB DON 'T L)ECURITYf r .• � : -;_ ·- ·. . . ' · -��-� : '· '� >r · .. '• . . . • . . -� : � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1985 Description An account of the resource Headline: DESPITE TROUBLES, UNION CONTINUES TO SERVE YOU SIU WILL OPEN DRUG REHAB CENTER ON JAN. 1 SERVICE CONTRACT WILL APPLY IN 3 NAVY BIDS NEW PASSENGER SHIP BILL COULD BOOST U.S. FLEET PLANS OK PENSION "BUY OUT" ON A TRIAL BASIS AGENTS JOE AIR, STEVE TROY RETIRE, WORKED 4 DECADES ONBOARD THE OGDEN YUKON EVEN CATS FACE LAY-UP BAY RIDGE ENTERS L.A. HARBOR SIU STANDS FIRM TO PROTECT SONAT WORKERS YOU CAN TRUST YOUR BOAT TO THE MEN WHO STAY AFLOAT SEAFARER'S DAUGHTER KATIE BATTLES CEREBRAL PALSY MAKE YOUR FUTURE COOL & COMFORTABLE THE SIU RETURNS TO NEW BEDFORD FLEET IS PROTECTED FOR ANOTHER YEAR CRANFORD NAMED CLAIMS ADMINISTRATOR, AIMS FOR IMPROVED SERVICE 5 NEW SHIPS CARRY SIU CREWS EXPANDED PHONE SERVICE MEANS CLAIM HELP COAST TO COAST REGULUS IS FIRST OF 4 NEWLY-REFITTED SL-7S FOR SIU OVERSEAS ARCTIC PAYS OFF IN PORT OF PHILADELPHIA LEADERS: THE PEOPLE WANT ACTION, NOT HOT AIR Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1985 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 47, No. 9 1985 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/64f9b6dc6aab3b458488f64e0b142598.pdf 528c6c83aef6b84e6b4435d9b92e034f PDF Text Text � ·. Fair Trade? '' 100°/o of Those Automobiles Are Coming In by . Japanese, or by Third-Flag Ships" Drozak Tells Senate, Bilaterals Mean Jobs The maritime industry and a number of agricultural groups end ;'a· oompromi Mm aimed at over cargo resolving the biUet:di ; ·· o · . preference. , Under the terms of the agreement, the U.S.-ftag share of the cargoes generated under concessionaltype programs (such as P.L. 4SO) will be increased ·from 50 to 75 percent k�� ' � · . · · ·· ···· ·· · · · 'Piite · · · ·· ·· ·· . · ·(BICEP). ::_ ' · · ·· · .. · · during the next three years.'In return, the cargo preference laws of this coun� try will no longer apply to what the Agriculture Department calls "com- · . ,· ·--··> · .fhe. ���� Wal o proi)osed . . · · maritime .interests insisted that U.S. operators .be assured a mininmm of cargo each year . . mercially-oriented" export programs such as blend.ed credit, Payment-inKinc;l (PIK) and the new Bonus lncentjve Commodity . Export Program .· . · · .. ti . ·,:: · , �tes : ili� · �· · · " thtDepartmen(ofT��wrta#oti Will pay for'the added transportation costs incurred from increasing the American�flag share of the concessional-type cargoes · In order thatthey be protected from possible budget cuts in tlie future, Inside: Benefits Application Streamlined The .. compr� jocludes what .·Pe•L��.execuuv.e�orofthe · · ; · · · Trartsp0rtatlon· lnstlfute; wdls,a �·snaP- back" provision, which.: states that maritime can reassert its claim to "commercially-oriented" export programs if DOT cargo preference funds become unavailable. "We believe that maritime and agriculture both gain from this compro- · ..,... mise,'' said SIU President Frank Dro­ zak. "Agriculture gets something that it wants. And maritime gets something that it needs if it is to have a chance of reniaining. viable: a minimum level of cargo." . ·Harry Neshem, president of the Na­ tional Association. of Wheat Growers (NAWG), said, "We believe the agree­ ment removes the political roadblocks that have prevented a resolution of the cargo.preference question.in Con- . gress. (Continued on Page 4.) Onboard the Capella Page 3 T-AGOS Stalwart .Excels on First Voyage Page 5 Onboard the Dredge Padre Island Inland Tug and Tow News Page6 Pages 7-9 Amazing!! lncrediblet! Boatman Explodes[! Page22 SIU-crewed USNS Capella piafs a �� role .in the natioD•� defense seaJift needs. Fast Sealift Ship carries lieavy military equipment, such· a8 heBcopters, tanks, etc. Here AB Keith Bennett wheds bis lift truck � one of the ship's Jarxe holds, See page 10 for more'pichires; The The �President's Report overseas customers. Nor does cargo Herald is to angrily strike back. After aid. killing children. preference divert dollars from food by Frank Drozak Cargo preference laws bolster a strong merchant marine capable of supporting the military as the nation's Merchant Marine ·Foes Attack ·'. ,, . · ··fourth arm of defense. That is one area our opponents always seem to forget ·or .ignore. There is a very important defense role for. the U.S.-flag fleet. U.S. Fleet with Sure it may cost more to ship pref- Half-Truths, Lies I '.:.� I f it hadn't been for the sharp eyes of Mary Harrington, another cheap shot at the U.S. maritime industry might have gone unanswered. her local paper, The Boston Herald, maritime industry with starving Afri­ goods and then apply that to the_.entire "It Upset me greatly and I feel it measures undertaken by industry, in­ can famine victims. fleet. No one menti()ns the cost-cutting warrants a rebuttal. I don't have the cluding this Union. expertise needed to reply," Mrs. Har­ · rington wrote in her letter to me. I was happy to· reply to the distor­ tions of the truth Mr. Lambro used in and our friends in the maritime indus­ incurred by the use of American ships is paid for by the U.S. government as an investment in a strong national Estimates show that since 1980 the federal government has shelled out in direct cash payments more than $30 defense. Eliminating cargo preference that to giant agri-business concerns. cripple our national security. would not help farmers, but it could decimate the maritime industry and My first reaction after reading an article like the one in The Boston . bast "greedy farmers" who take the the truth about the merchant marine. money and don't gfow anything. Think of all the starving children throughout So many misinformed critics contin­ ually attack the U .S.-flag fleet with the world who could be saved. half-baked information supplied by groups with special and selfish inter- • for their work? Any additional cost We could use those figures to lam­ try make every effort to pass along .. . the people who attack us for our costs be willing to take third world wages billion to American farmers, much of his piece. It is time that we in the SIU •• � "- . • answer is to try and find a common ground in which to work together. That is exactly what this Union and its friends and allies did in the recent agreement between many large agri- culture associations and maritime groups. The story on the cargo pref­ erence compromise, which starts on page 1, shows that two groups which appear to be on opposite sides of a question can sit down and deal rea­ sonably with the problem. That is a much more mature, sophisticated and efficient solution than slinging half- . baked charges and distortions about the other side. Though there are times when I'd like to do a bit of slinging myself, I try to remember that in the end,_ the truth wins out. CWA Stands Strong But it is not that· simple, and as CargQ preference does not divert dollars ·trom foOcl' aid � � • simple and shallow solutions offered . by those like Mr. Lambro. The rational • on a third world-flag ship, but would example of high rates charged to carry but came out and charged the U.S. . erence cargo on a U.S.-flag ship than Cargo preference opponents find one where columnist Donald Lambro all i� But the problems are complicated and complex and cannot be solved by To suppose that the elimination of cargo preference . would boost exports of ·.humanitarian aid is naive ... . Mrs. Harrington, wife of Seafarer Arthur Harrington, read a column in . all, no one likes to be charged with � .· ests. It is hard to counter all of the aggravated as we may get sometimes "This year, for instance, the Agri­ culture Department will shell out an lihood, using the same tactics to strike tirades. estimated $ 1 55 million in subsidies for the U.S. merchant fleet out of money allocated to the Food for Peace Pro­ gram," the columnist charged. What the writer did not understand was that that money did not put a lid on the empty bowls of starving chil­ dren. "Members of Congress are well aware of the statutory requirements from ill-informed attacks on our live­ back is not the answer. ''The problems facing the American farm community are basically the same as those facing the American maritime industry-weak markets, inadequate federal promotional policies and highly subsidized foreign competition in the international marketplace," I wrote to The Boston Herald. The facts are on our side. ingly. To suppose that eliminating cargo Cargo preference does not discour­ age exports. Its requirements affect manitarian aid is naive,'' I wrote in ers receive for their goods nor the and fund our aid programs accord­ preference would boost exports of hu­ neither the price that American farm- reply to the column. price paid for commodities by their LOG Charles Svenson Editor Mike Hall Managing Editor .... .... Assistant Editor L_ ....,_., /Photos ASsi8t8nteditor · Long-time friends and allies of the SIU, Communications Workers of America President Morton Bahr (left) and Secretary Treasurer James B. Booe; close their union's 47th annual convention in San Francisco. Bahr pledged to take a tough stand against "givebacks" and two-tiered wage systems in contract talks with seven regional phone companies. Official Pulllic;ation ol the SealallfS lntemallonal Union al North America, Alllntic, Bull, l.Jl<es and Inland WlllllS District, AFl-ClO August 1985 Vol. 47, No. 8 Executive Board Frank Drozak DIGlorglo Secretary Angus "Red" Campbell Joe . Vice "President Joe Sacco Vice President President Ed Turner Leon Hall Executive Vice President Mike SacCo Vice President George McCartney V"ice President Vice President · Roy A. Mercer Vice Pr9sident The LOG (ISSN, 0160-2047) is published monthly by Seafa� International Union, Atlantic, Gulf, lakes and Inland Waters District, Afl-CIO, 5201 Auth Wa'j, camp Springs, Md. 20746, Tel .. � 0675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at addit_ional mailing offices . POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Spnngs, Md. 20746. 2 I LOG I August 1 985 .... ... � ����--��------------------------------------------------------------------�--------------------------------,,_, �SIU Streamlines Benefit Application r-------------------�------------------�------�--------�-�--, . ; I I I : I : I .I APPLICATION FOR BASIC AND MAJOR MEDICAL BENEFITSHOSPITAL-SURGICAL-MEDICAL-ME BER OR DEPENDENT SE�ARERS WELFARE PLAN, 5201 AUTH WAY, CAMP SPRINGS, MARYLAND 20746 . M SEAFARERS BENEFIT APPLICATION ... I Section I. To be cwplded bJ Member Gr' �t · :I I I I '< : I. I •· 2. Lut ., f· .: '· I : I I · S.S. No. lN � "--ft.l!AS£ PIJHT) or Praent Employer su.. ri.tc you ftrst worked ror Sl tJflllland. Company ). ELIOIBILITY: Att8dl proo( d 120 provide stubs Diil be a1tacbed ror Cily Vnsd COMPANY I I : .· I I Il· I I : : I I I I : . . 1 I. : ----z�' $. 6: PaliCnt.'s N Birth Date: Mo. Relatiombi.p to Member Have You Fjled l>Rviously for This Claim Is patient covered by any other MedK:al H yes, . advise: 7. Is claim Naine � lnsUJ'!UICC yes 0 tot.an ICCident? How Ind here did - Day var __ S.S. _ · yes 0 Heaitb lnsurance n0 0 Curler DO it happen? . yes 0 DO · · · · . 0 . ·· · ·. • . ' - .� · · ----. ·J . I 1 I I I __ . . SEAFARERS BENEFIT AP­ PLICAJ10N , J�Oll .to make it �ier for ouf meqibers to fiU · out and quicker<to process. . All of this \villmean thatfued-· ical bills wUl be processed and . . I I I : : . · ·· · in yolil'opinion, . . ·· . · . . yes 0 hal s .. . ... 1· · . . no 0 SI�o yes D. no 0 If not, releaseu · ___ _____ 19 __ Physician's Name Address Total medical charge (Please Print) _______ 19._____ Two Things Vou No. Street City · State Zip Code Telephone Number ____ Physician's Signature'----- 8. Entered ---- ------- at __ 9. If hospital charges exceed $5,000.00 admission and discharge summary is required. AM __, __ 19 __ , and left at __ AM __, __ HOSPITAL TOTAL CHARGES $._______ PAYMENT CREDITS-PATIENT $._______ PAYMENT CREDITS-OTHER CARRIER(S) $._______ COMPLETE IF SURGERY PERFORMED OR EMERGENCY ROOM TREATMENT. , · I l f I I ! al_ . _ 19__ Wherc�Home__ Office__ Hospi•.... Amount of your charge for this operation NOTE: If more 13. Remarks _ - ·· $______ ___ than one surgery pert'ormed, show charge for each. --'------'-- ·. 1 J. ·, · · ____ "' .I : l L-----------------------------------------------------------� ---------------------------------" _ - ..�i!,l t ]' ._ _. ., "! �' . · :· • � }, · i � ti 0 }{ JL � 1i ;i Here are Your SIU Area Vice Presidents \ -ii . .. t .J I East Coast: Leon Hall, (718) '·'·leI 499-6600 . Gulf Coast: Joe Sacco, 1-800I . . I: .. '.·:• ... I , -325-2532. ..·West Coast: George Mc- -------�-- 12. Date of Operation.____, ·< d '� pital; and· . . e. )'OU must. fill OUt·Section. J of this claim i:ompletely, includ-:. ingproofofeligibility deep� discharges, and pay stub ;'•in� lan�pay ·stubs.)..... 19__ 10. Nature of Operation · Operatio,, L----------------------- by Dr. ___________ •1' Must Do _/ .... ' .. _____ _ BALANCE DUE ...___ 11. Number of sutures if accidental injury ; All claims must be sul;>mit­ ted within' 180 days fr<>m' the date of di scharge from the hos• Physician's S.S. No. ----- COMPLETE IF HOSPITAL CONFINED . --�!: 345-2112. --------'---�-�-- Federal l.D. No. you do aJJ that Toll-Free Phone Number: 1-800- ____ _ Date , · Area Vice President, or call this $. ----- it your claim , c ontact your SIU Port Representative, or your (b) Give dates of treatment at Home or Office.________ _____ ____ $ l If you have any question about 7. (a) Give dates of treatment at Hospi"'"------------------. Charge per call . or your dependent ne d i .. fill out the top hatf of the form. But, make sure you include all information, including PROOF OF ELIGIBILITY. If so, please explain why·------6. Is this person under your professional care at present? / . noO is disability caused by the patient's employment ,: SEAFARERS BENEFIT API · > PLICATION form . The new. .fonrts<w�.':be av�able in �U -- yes 0 '."'· Effective October l, '1985 sru me mbers mu t use the new I. : · · · . . You Must Use the New Form 1 I i D DDDDI r I . . · paid in a much shorter time. I Diiie - · -- (Please furnish essential details) 4. Is disability a result of pregnancy? 5. . I ....._°'Olpendd•� , 3. Diagnosis DATE OFF by t ,..__ ... ....... ot_,!Mdlcl8I lntonn111ion NCUlll} to procw ._. ....._ 0 be II I I I No. DD 0 DD D 0 DD : Member or Depcndcats Siamt1lre · II I DATE ON ·· · · · · · · ·· · · ·· ·. · · ·· ·· · · . · ··. · Section 2. Physician's Stategnt. ccomplete tbis Statement m au �.)'.i· . . ·· I. Patienl' : ·'.'· o; D [] D .· D ···· 2. tc nated for prctCDt dilabilit Y 19 Kva.:__ ot'llc� . · I I ZJp c.... . · VESS EL Addrc" . Ralina I proc:asiaa.) I· 4. -.. Olde Employment TcnniMled · The· Seafarers Welfare Plan is continuing to update and mod­ ernize its Claims Department so that medical payments to doc­ tors and hospitals can be han­ dled quickly and · efficiently. ing done. Two things ate All. claims are now being proc� essed computer so that we· can more accurately and quickly· process the claims of SIU mem­ bers. and their dependents. We have streamlined the 0 DD DD DDDD .ti clay1 worbd lut year ud I clay worked ill last six moatb1. (Deep Sea provide diachuwn ud 1nlaad pay · ·. . .- M�'1Name: Faster. Payment, Better Service To·· Membership .. I I Claim No.( . Addrcu: J I I I t : I : )I Form No. P-116 �� . Process ' . � � "' ..�:! .·kJ ., ' J'.' . · :� Cartney: (415) 543-5855. Inland & Great . . . . . Lakes: Mike . . . ·' -' ·sacco, (314) 752:.6500 ' August 1 985 I LOG I 3 ��· .;· ·' ,> i .-" �� �Drozak U rges U.S.-Japan Bilateral Agreements The best way for the United States to combat unfair Japanese trade prac­ tices and the country's massive trade deficit with Japan is through bilateral trade agreements, SIU President Frank Drozak told a Senate committee last month. The hearings,before the Committee on Foreign Relations, included wit­ nesses from many industries which· have been hurt by Japanese trade prac. tices which virtually eliminate any kfud of foreign competition with that coun­ try's home-grown industries . Drozak was part of a maritime panel which included management and labor rep­ resentatives from the industry . that if the U . S. could negotiate a 40 percent share of the automobile mar­ ket, almost 3 ,000 ocean-going jobs could be created. In trade between the two countries, Drozak said Japan "derives a signifi- -· Sen. Frank Murkowski (R-Alaska) checks his notes as Drozak testifies. Drozak listens to a question from one of the committee members. Sen. Frank Murkowski (R-Alaska) appeared surprised when he was told that the U . S . had only two bilateral agreements (where the trade between two countries is carried by the ships of both .with the. remaining pei:cent.age open"to third-flag ships). · · · Two of the major products traded between the U . S . and Japan are Jap­ anese automobiles,which no U . S .-ftag ship carries,and U . S . tobacco which is also transported almost exclusively on Japanese ships. Drozak estimated cant share of the economic gains from transporting their exports to the United States and from transporting our ex­ ports to them. " Drozak called Japan's claim that every country has a chance to carry Japanese cars on their own ships an "illusion of an open market " because of the way Japanese shipping compa­ nies calculate their costs. Of the three options the U . S . has, Drozak said bilateral agreements are the best. The other options are to accept Japan's piecemeal concessions to open small sectors of their markets or to retaliate through tariffs or other actions. · . ·. · · ·. · · (. If an agreement cannot be �eached, "legislation mandating U . S . retalia­ tory action in the absence of any Japanese movement to liberate their markets must be considered," Drozak said . · · Maritime, Farm Groups Reach Cargo Preference Compromise (Continued from Page 1.) "It will get cargoes moving," said Neshem. "Wheat export sales are now 46 percent below a year ago. It's past time to settle this issue. " "We really don't lose anything from this agreement," said Drozak. "Had we not reached some kind of agree­ ment,we would have spent all of our time in the courts . " While some agricultural concerns did not endorse the agreement, it was endorsed by the National Association of Wheat Growers, National Com Growers Association,National Cotton Council , National Council of Farmer Cooperatives, National Farmers Or­ ganization, National Grain Sorghum Producers Association, National Farmers Union,National Grange and Rice Millers Association. A promising sign for the outcome of the agreement was the fact that Senate Majority Leader Robert Dole (R-Kan .), a strong supporter of the agricultural. industry, took the lead in helping to fashion the agreement. "We are particularly pleased," said NAWG's Neshem, "that Sen. Robert 4 I LOG I August 1985 Dole took an interest in our problem and sponsored the negotiations that led to today's agreement. " The dispute over cargo preference began to heat up Feb. 2 1 , when U . S. District Court Judge June L . Green handed down a decision on a suit initially brought by the Seafarers In­ ternational Union and the Transpor­ tation Institute to determine if the cargo preference laws applied to the blended credit program. In deciding on behalf of the maritime industry,the judge noted that "if the court were to accept the argument [that the Agriculture Department] is only required to apply preference when it is 'practicable,' that is when there is no cost differential,there would be no need to enact cargo preference laws. " Or as Luciano put it during one of the Senate hearings on this matter, promotional programs like blended­ credit were "enacted to help two in­ dustries,not one. " Shortly after the decision,Secretary of Agriculture John Block suspended the blended credit program, under SIU President Frank Drozak takes time during a break in the hearings to answer some questions and explain the Union's stance to an audience member attending the session. New England Fishermen Ask Duty on Canadian Fish More than $53 million of subsidized Canadian-caught Atlantic fish flooded the U . S . market last year. Because of that. giant share, 1 5 percent of the entire U . S . fish market,the New Eng­ land fishing industry has asked the wv�t.for help• . .·. Th� North Atlanti� Fisheries Task Force, a group that works for fisher­ men and fish processors, has asked the International Trade Commission to slap a 10 to 20 percent duty on fresh imported Canadian haddock, sole,cod, pollack and flounder. U.S. fisherman say they cannot fairly compete because the Canadian gov­ ernment provides large subsidies for ... . which 3.5 million tons of wheat and flour worth $536 million were sched­ uled to have been shipped overseas. The suspension caused a furor in the agriculture industry and a rise in anti-maritime feelings. More than 20 pieces of anti-cargo preference l egislation were intro­ duced. Some people, including W. Glenn Tussey, associate director of the American Farm Bureau Federa­ tion's Washington office, went so far as to call for a repeal of the Jones Act. The dispute came at an extremely difficult time for both industries . Ship­ ping is at an all-time low: farm failures , at an all time high. "Both the U . S . farm and ocean carrier industries face highly subsi­ dized foreign competition,'' said Dro­ zak, who was one of the first people to call for an amicable resolution of this issue. "They both face restrictive foreign policies, discriminatory prac­ tices and non-tariff barriers . . . . Both industries are essential to this nation's security and well-being. " The abandonment of the cargo pref­ erence laws would do little to turn things around for the agricultural com­ munity, noted Drozak on several. oc- its fishermen. The Canadian share of the U . S . Atlantic fish market has in­ creased from 4 percent in 1 979 to the current 15 percent. While Canadian fishermen prosper in the American market, U . S . fishermen have lost their ;b®t ·. or �n forced to pe te t a loss because the import drive th ,,.,,. ,�!""-,,,,,,, price of fish to low levels. No tariffs on fish exist between the two countries and the asked-for duty would not affect Pacific fish or shell­ fish. The ITC must determine by Sept. 19 if the U . S . fishermen have reason­ able grounds for their claims that they have been "materially injured " by the imports. ·. casions, but would totally debilitate the American-flag merchant marine. There were, however,some impor­ tant side-effects to this battle. The often fractious maritime industry was able to launch a united front on this issue. The issue also proved to be an important learning experience for those Seafarers who happened to be at Piney Point during this troubled period. As part of their recertification or upgrad­ ing curriculum, these members were afforded the opportunity to sit in on some of these congressional hearings. ''The hearing aroused some very strong feelings on my part," said up­ grader Edward Wilisch. "I could both see and feel the utter frustration of having to wheel and deal up on the Hill. Nothing good ever happens over­ night. It is a long,drawn out battle to gain anything. Should you but for one moment drop your guard,you can and will lose it all." Support SPAD �1st T-AGOS Mission _Stalwart SIU Crew Wins Praise for First Rate Job The USNS Sia/wart, the first new T-AGOS ship crewed by the SIU, recently completed a record voyage with top marks . "They did an excellent job and per­ formed every task asked of them. This was a very important job that helped the nation's security," said Gary King, vice president of Sea Mobility Inc., the company which won the T-AGOS. contract. The Stalwart's deck and engine de­ partments were singled out for the fine job they performed on the mission . QMED Lowell McKinney and Engine/ U tility Herman Best received compli­ ments oq the jobs they performed. King said since the Stalwart crewed earlier this year,some improvements · in the crew facilities have been made. A massive short-wave radio has been installed in the crew lounge, which enables them to keep in touch with broadcasts around the world. Also a daily news broadcast from the Navy is now available on th� ship. ' Two of the T:-AGOS vessels have been crewed, and King said the next two are schedul_ed out by the middle of November in Norfolk and early December in Hono1ulu. ,,1 • t;� / Here is part of the SIU crew onboard the USNS Stalwart whlch recently .completed a record•setting)�vR't praise for their performances. In the front row (left to right) are OS Bobby Matthews, QMEi> LOWel Mc Santos, OS Joe Murphy, AB Bob McGuinness and Engine/Utility Herman Best. . . . . . · , ,• _'. . ,.l ,, ,, ' Stalwart Capt. John Ekman watches as OS Joe Murphy signs ofl'articles following Stalwart's voyage. A./ SIU Norfolk Patrolman Mike Paladino (center) checks with OS Bobby Matthews (left) and Chief Cook Brian G� during payoff.. New relief Chief Cook Frank Sermooia waits to sign on the Stalwart for her next mmion. August 1 985 I LOG I 5 �Bay Area Workhorse Padre Island Goes North for a Busy Summer She has a full work schedule uid bulk carrier vessels. But with cisco passenger and container piers of displacement (light), the Padre maintaining access to San Fran­ and Oakland container loading ter­ Island has plowed many times her minals, Richmond oil operations, own weight in silt that otherwise Vallejo, would build up to block commod-· Stockton and Sacramento grain ities from Bay ports and sea chan­ piers, the Concord ammunition de­ nels. the Naval Shipyard at " the capacity to draw 300 short tons pot and cement and gypsum facil­ ' ities at Redwood City. The two-pump, two-engine hop­ per dredge has made her home base It's little wonder then, that in 1981. in Oakland since she was first com­ the experienced charge of SIU missioned for work in known as the workhorse of the San summer the North American Trail­ ing Co.-owned and operated dredge dredgemen, the Padre Island is Measuring 287 feet in length and Francisco/Oakland Bay area. This ·will stray north to the Oregon coast. 52 feet at the beam, the Padre Island does not even approach the to navigation. By summer's end dimensions of modem dry and liq- she will return to sunny California. . She has been contracted to remove sand bars that are posing a problem Just as other crewmembers know their questions will have answers when the SIU representative boards the gangway, Chief Engineer Gene Williams (right) bas Patrolman Gentry Moore's undivided attention. Jerome Walker, mes.mum, and John Reid, chief steward/cook, prepare the noon-day fare. lhlk of the day's news, as in Island. Shown relaxing before most homes, centers around the galley table on the Padre payotJ are (left to right, front row) AB Joe Brison, NATCO Field Office Manager Bob MacKay and SIU Rep Gentry Moore; (back row) Capt. Brad Simick, Chief Engineer Gene Williams and an unidentified crewman. SIU Patrolman Gentry Moore (left) and Representative Gilbert 'Gil' Gasch make a call on the Padre Island tied up in San Francisco Bay. In the course of their visit they paid oft' the Island, took care of business and helped to clarify the Union's medical Welfare Plan. 6 I LOG I August 1 985 ---------- - -- -- - - - ------··- --- � --- ------ -,. �J ����.;;;;;_.;....;;;...-,;;;;;;;�--- --====-==�---� ----------------------------------------------=-=-.� < ---- -- - --------·-· . - �Deckhand' s . Quick Action Saves Crewmate From ·Possible -�Death·· It was about 4 a.m. and the tug Sea Otter (Crowley) had just docked with In the Port of Norfolk , .,., .. : ' . , ' ��.. ' . Garcia was breathing when he was brought aboard the tug and placed on its barge _in Los Angeles Harbor. With the deck. As the crew wo rked to inlikc most of the crew in their bunks, Deck­ sure he was take n care · of Domangue hand John Co:X: was taking in the barge's had arra{lged to W(e the Sea Otter to lines from Tankerman Greg Garcia­ the L.A. Hamor Fire Boat talion first the stern line, then the spring line. where fir department medic worked on Garcia and then tran ferred him by That was when Cox heard two ambulance ·to a nearby hospital. "thumps" and couldn't spot Garcia "If it bad riot been for Cox being on the barge. Garcia had·· mehow alert and his fast reaction in notifying slipped from the b�ge and fatlen be� Domangue that there was a man over­ tween the Seq, Otter and barge RL-25. board, and then jumping into the water When Cox scanned the water he spot­ to get Garcia's head above- water, ted his crewmate floating face down, Garcia would most probably have unconscious. drowned," Wilmington Port Agent Mike Worley said. Mate Mike Domangue was the only "Undoubtedly your immediate re­ other crewmember awake. Cox yelled sponse, with little regard for your own to him that Q31'-cia was ove(board. As personal safety, •· ved thi man; life. ng the boat's general Domangue The quick action of your hipmate in . alarm, Coxjumped into the water. He assi ting both of you out of the water dido 't know at the time that Garcia _and .. then. his immediate transport to · · k1,.1U and .battc:-;red had · fl:a.�tured hi '', medical 'attention surely 'saved a. seri� 'his coUarbOne in the fall froin the ous accident from having possible fatal barge. He swam to Garcia and brought c n quen ,"Capt; Robert Clinton, the tankhi h ad out f the w t r Crniwley' port CNltailll , to ox. The crew onboard the Sea Otter While the two men were in the water was Capt. Bruce Cominsky, Mate Mike between the barge and tug, the boat's Domangue, Deckhand John Cox, En­ crew was on deck helping Cox bring gine Utility Hugh Wain, Utilityman Garcia aboard. Domangue was in the Ed Laird and Tankermen Greg Garcia wheelhouse to keep the boat from and .Gerald Knapp. drifting into the barge and �eriously Garcia is recovering from his .inju­ injuring or even killing 'the two men ries suffered in the July 2 incident. in the water. , . . ' '• : ; < ·· · Norfolk Patrolman Mike Paladino discusses some Union busin� with SIU members from the Virginia Pilots Association. The members are (left to right). Port and Engineers Mark Kampfmueller and Bob Hurst. · · ra · Mich. Port _Council Raises Money l! J . ;f , t . ... . . : . i ·.; ; J ; . . ) ·.'\ l Here is the Virginja Pilots Association boat Old Dominion. , r .>'· 1 :nJ .:::: ·;; ;i::;.·;· : It wasn•t the U.S. Open, but more than 100 golfers took to the links earlier this summer : �il President at the Michigan Port Council/MID annual golf tournament. Above Co Alex Bodnariuk (left) and Legal Coumel Victor Hanson (who bas worked closely with the SIU on the Lakes) shake hands. The golfers raised several thousand dollars for the Port Council PAC activities, Algonac Port Agent Byron Kelley reported. i l The SIU also represents members of the Association of Maryland Pilots. Here Association seamen Jackie Barnett(left) and EUiot H. Steveos 8ank Nbrfolk patrohnan Mike Paladino. August 1 985 I LOG I 7 - ---- :t· ---- 1 - -- �Legal Aid In the event that •ny SIU member• heve legal problem• In the varloue pone, • llllt of attorney• whom they can consuh I• being publllhed. The member need not choose the recom­ mended attorney• •nd thla llllt 11 In· tended only for lnformlltloMI pur­ PQMS: NEW YORK, NEW YORK Sdlulman & Altman 84 Will am Street, Su e 1501 New YOfk, New Volle 10038 Tele.# (212) 422-7900 BALTlMORE, MD. Kaplan, Heym an. Greenberg, Engelman & Belg1ad Sun Life Bu lding Charles & Redwood Streets Baltimore. Md. 21201 Tele. I (301)539-6967 CHICAGO, ILL Kall & Friedman 7 South Dearborn Street C hicago, Ill. 60603 Tele.1(312)263-6330 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit. Mlch. 48822 Tele. I (313)532·1220 GLOUCESTER, MASS. Orlando & Wh e 1 Western Avenue Gloucester, Mass. 01930 Larry Bernard (left) and Bill Gregel have been sailing with Great Lakes Towing Co. of Detroit, Mich. for more than 25 years each. Pictured here on the tug Indiana, the pair takes a break for the camera. Tele. I (617) 283-8100 An:her, Peterson and Waldner HOUSTON, TEXAS Houa10n, Tex 1801 Main S (at Jefferson) SU te 510 noo2 Tele. I (713)659-4455 & Tele. (813)879-9842 LOS ANGELES, CALIF. Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2600 Fogel, Rothschild, Los Angele , Calif. 90036 Dispatchers Report for Inland Waters JULY 1-31 1985 "TOTAL RE&ISTHED All Stolp Ct1a C Ct.a A Claa I Tele. # (213)937-6250 WIUllNGTON. CALIF. Plft 239 Sou1h Avalon Wlltn/ngfo,n Cellf. 907"4 Tele.# (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Vin Antwerp Building (205) 433-4904 • . Nol'lolk, Va. 23510 Tele. # (804)622-3100 PHILADELPHIA, PA. KIBchner, Walters, Willig, Weinberg & Dempsey Suite 110 1429 Walnut Street Phlladelph a, Pa. 19102 Tele. I (215)569-8900 ST. LOUIS, MO. Gruenberg, Sounders & Levine Sutte 90�hemlcal Bu lding 721 Olive Street SL Louis, Missouri 63101 (314)231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie too Bush Street, Suite 440 San Francisco, Cdf. 94104 Tele # (415)981-4400 . SEATTLE, WASH. Elliott Avenue West, Suite 500 S.ttle, WUh. 98119 Tele.# (206)285-3610 TAJMIA,FU. tWnlllon & Douglas, p. A. 2920 w... Kennedy 8oulevwd T.,.... Florid.I 33809 Tele. # (1113) 879-91142 8 I LOG I August 1985 . . . • • . . . . • . . • • . • • . . . . . . . • • . • • . • . . . . . • • . • . . • • . • . . • • . . . • . . . . . • . • • . • . . . . . . . • . . . . . . Algonac .•..••••....•.....•..•..•..•.... St. Louis ...•••.••.......••••.....••••.• Pn Pont ............................. . 201 . Houston ••..••.••........••••.•..•.••.•• Peter Sin 700 Allantic National Bank Bldg. 415 Saint Paul' Boulevard Anderlon & Wad!..er . Puerto Rco i .•.••....•..••....•..•....... NORFOLK, YA. K. Baba1aa & Asaoclates, P C Yles, Roberts, Reid, . Jacksonville . : : : : : : : : : : : : : : : : : : : : : : : : : : : : San F11.ndsco Wilmington Seattle .................. ............... Me181rle, La. 70002 Tele. I (504) 885-9994 0 . New Orleans NEW ORLEANS, LA. Gm'dl'l8f. Robein & H ly 2540 Severn Avenue, Suite 400 Tele. • Mobile •.••.....•••.•.....••.•..••.••... Mobi6e, Ala. 36802 Tele. I : New York. : : : : : : : : : : : : : : : : : : : : : : : : : : : : : Phllldelphla Baltimore •.•.......•••...••.••.••....... Norfolk ................................. :lis • • • • • • • • • • • • • Tell • • . • • . • • • • . . • • • • • • • • • Plft Gloucester New Yori! . • • • . . . • . . . . . • . . • . . . • . . . . • . • . . . . . . . • . • • . . . • . . . . • • • • . . . . . • • . • . . . . . . . . . • . • . . . • • . . . • . • • • . • . . Baltlmont ............................... Norfolk ...•.••..•.••.•.....•..•.....•.•. Mobile ................................. New Oneans Jacksonville . : : : : : : : : : : : : : : : : : : : : : : : : : : : : San Francisco ��,����. : : : : : : : : : : : : : : : : : : : : : : : : : : : : : Puerto Rico Houston ..•........•..•.•..••..........• Algonac St. Lou s Pin Point . • . • . . . . . • • • . . . . . . . . • . . . . . . • . :fi1 TDll . . . . . . . . . . • . • • . • . . • . . • . . • . . . . . . • . • • • • . . • . . • • • . . . • . . • • . . . • . . . . . . . . . . . • . . • . . . . . . • . . . . . . • • • • • . Port Gloucester New York . . . • . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . • • . • . . • . . • . • . . . . . . . . • • • . . . . . . . . • • • . . • • . . . • • . . . . . . • • . . Philadelphia . ...••.••. ...•.••. ... ...•.. •. Baltimore • . . . . . . . . • • . • . . . . . • • • • . . . . . . . • . Norfolk • . . . . . . . • • . . . . . • . • . • . . . • . • • . • . . . . Mobile ••.......•..•.....•.•......•••..• New Oneans Jacksonville • ::: ::: :::::::: ::::::::: ::::: San Francisco ........................... Wilm ngton . • • • • . • . . • . . . . • . . • • . . • . . . . . . . SeaWe •••.......••..••...••..........•. Puerto Rco Houston .••.......••..•.••.••.....•.•..• Algonac ................................ . •• • • • • • •. St. Lo u is Pi::J.Po nt . T• · · · · • . . • . • . . . • . • • • . . . . . . • . . . . . . . . • • • . • • • • . . • • . . • . . . . . • . . . . • . • • • . • . . • • . • • . . . . • • . . • • • • • · · · · · · · • • • • · • • · • • · • • · • • · · · · TlllllAllD1..-1.................... 11 "Total Registered" means the number of men • • • 4 13 50 2 6 5 0 1 0 0 6 33 1 0 121 0 0 2 0 12 1 2 1 0 1 0 0 9 2 1 0 31 0 0 4 0 0 0 9 25 0 26 0 0 0 0 9 2 75 DECK DEPARTll EJIT 0 0 0 0 0 4 0 6 1 0 1 0 0 0 0 21 0 0 0 0 0 6 12 54 2 2 0 0 0 0 7 104 7 11 0 0 6 0 0 0 0 7 0 4 0 0 0 0 2 1 ""REGllTEftED ON IEACH All&..,. Claa A Ctaa I CllU C 0 0 4 7 65 0 7 6 0 1 0 0 10 30 9 1 28 140 0 0 0 0 0 0 2 0 0 1 0 0 0 0 0 1 0 0 0 2 ENGINE DfPARTllElfT • Philadelphia . 0 0 TOTAL SHIPPED All Grt11p1 C1111 A Cina I Cl111 C 0 0 0 2 8 0 0 0 0 0 0 0 1 8 0 0 19 0 0 0 0 0 0 0 0 0 2 0 0 0 2 1 0 6 0 0 2 0 0 0 0 0 0 5 0 0 7 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 1 0 0 0 0 0 0 1 0 141 41 7 • 7 0 0 1 4 0 0 0 0 0 0 1 10 0 0 2 0 0 0 3 2 0 1 0 0 0 0 3 0 11 0 0 0 0 0 0 0 0 5 0 0 12 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 3 STEWARD DEPARTMEMT 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 5 1 121 n It the port la.st month . "Regiltlf9d on the 8uc:tl" means the otll number of men registered It the port It the end of lllt month . who actullly reg stered tor • 0 &hipping 7 0 1 1 0 0 0 0 1 25 1 0 0 2 0 12 0 8 1 0 4 0 0 7 13 3 0 0 0 18 0 0 0 10 49 0 1 0 0 0 0 33 0 Iii 111 0 0 0 2 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 7 0 4 0 0 0 0 0 0 ' 0 31 0 z 13 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 3 0 6 0 2 0 0 2 0 0 0 12 2 0 2 0 0 1 0 2 0 0 0 0 0 0 0 0 0 2 1 0 8 0 0 0 3 12 0 2 0 0 0 0 6 0 ! 14 !1 fl n 11! n 1• �: � , 1, '.- Crowley Keeps Com m u n ications Open ..� '! Tankerman Tom VeUa explains some of the issues facing SIU members on Crowley boats. SIU members and Crowley Tug and Transport (CTI) managers held another of their quarterly meetings to keep communications and operations running smoothly between the Union and the company in Southern California. From the left, CTI Manager Jim Macaulay, Cargo Operations Manager Bob Mcintyre, Tankerman Joe Ruebens, SIU Port Agent Mike Worley and Patrolman Ray Singletary discuss the issues. · Aboard the Gatco Florida . ! Here's the crew of the GATCO Florido. (GATCO) before beading to Puerto Rico with a barge load of pipe lumber. They are, from the left: Capt. William Brinkley, Mate Wayne Nicholas, AB Tony Richardson, AB Charles Cliburn, Chief Engineer Edward Getz, First Engineer Edward Schaffhauser and Cook Ray Walters. At Pte. Mouillee, Mich. Tankerman Joe Rubens (right) goes over a list of concerns with CTI officials Jim Macaulay, and Bob Mcintyre. In Memoriam Pensioner Cornelius L . Higgin­ botham, 79, passed away from a heart attack in St. Mary ' s Hospital, Port Arthur, Texas on June 1 5 . Brother Higginbotham joined the Union in the port of Port Arthur in 1963 . He sailed as a chief engineer for the Pine Oil Co. from 1 948 to 1%0, Sabine Towing from 1 960 to 1969 and for the D . M . Picton Co. from 1969 t o 1970. H e was a former member of the NMU,Local 340 from 1 96 1 to 1 963 . Boatman Hig­ ginbotham was born in Iota,La. and was a resident of Port Arthur. Burial was in Greenlawn Park Cemetery, Port Arthur. Surviving are his widow, Ear­ line; a son, the Rev. Neil Higgin­ botham, and two daughters , Carol Broussard and Crystal Fulda. James J. Mulholland died on June 26. Brother Mulholland joined the Union in the port of Philadelphia. He was a resident of Philadelphia. Sur­ viving is his. widow, Mary . -�·-.;;;,;u•�� ,. · [;t�;'.�,;'.;:, SIU crewmen IOad machinery aboard the· hydtaulic dredge P.O.B. (Dunbar & Sullivan Co.) at Point Mouillee , Mich. From the left, they are: Francis BeUant, Donnie Paulson, · · · · Ernie DeMerile and wnuam White� ·.... August 1 985 I LOG I 9 . : , ' ; �U S N S Capel l a's S I U Crew - Top-Notch Pros The SIU USNS Capella is fast be­ coming an efficient and regular partic­ ipant in the military's readiness exer­ cises. The Capella is stationed in Jacksonville, Fla. and can carry huge loads of military vehicles such as tanks. Here's a look at the Capella 's crew in action. The Capella. is a converted SL-7 and one of the fastest cargo ships available to the military. The TAKR Fast Sealift Ship carries a crew of 26 unlicensed personnel. Currently the SIU crews four of the ships. �. ' ,_ On dee&, �n Bob Lawson. With SIU members at the crane's controls, a medical evacuation helicopter is IO)ded into one of the Capella's holds. '; · .. '. •· . ., i� . :� - checking out the lifeboats aboard the Capella, AB Joel Letchel looks over the survival gear to ensure everything is in order. While The steward department takes a break on the deck of the Capella between meals., Pictured (left to right) are Steward Assistants Mike Thornton, Mark D. Ambrossio, Steward James Mann and Steward Assistant Lynn Santa Cruz. • . , , ··'· # SIU member Paul Cates on the Capella. Seafarer Reginald Green fills out some pa­ perwork in the crew's lounge. 10 I LOG I August 1 985 AB Keith Bennett wheels bis lift truck through one of the large bolds in the Capella. �i\re;;,1 ; Vice Presidents' Report nation. While the facility . involves a huge outlay of funds, it is expected to cut transportati�n costs considerably and may revolutionize the maritime industry in much the same way that containerization did 25 years ago. A Great Lakes landmark is in dry­ dock. The tug McGuire, which is owned by the Great Lakes Tug and Dredge Company, is now laid up in Cleveland. The tug, which is 55 years · old, is typical of the situation on the Great · Lakes. · by V.P. Leon Hall East Coast T wenty-three percent of all vessels docking in Norfolk are registered under foreign flags. This statistic says a great deal about the present state of the American-flag merchant marine, especially since Norfolk is home i}ort to many military vessels. Many of the jobs available to mem­ bers in that port are generated by work contracted out by the Navy. Last month, SIU representatives serviced the PFC Dewayne Williams, the Key­ stone State and the Stalwart. The Stalwart is on stand-by status for its next assignment. ··� Servicing the membership involves more than just paying off ships. Offi­ cials in Norfolk are negotiating two contracts, one with Shawn's Launch, Inc. and another withtbe Association of Maryland Pilots, In addition, the SIU is taking an interest in a labor dispute at Colonna Shipyard . The shipyard workers there are . repre­ sented by the UIW, which is an affil­ iate of the SIU. If the SIU cannot help its own during times of trouble , then how can ,. it expect others to support cameo when lbcy need it? Union lidarity i .an important habit to c� · tivate. · · · On the subject of labor solidarity , the SIU is helping the UIW organize the workers who man the tour boats that cruise up and down Baltimore harbor. The UIW was formed in 1 949 to be the organizing arm of the SIU , By helping the UIW grow, seamen are making the SIU a more powerful or­ ganization, especially at the grassroots level. Of course, any growth on the grass­ roots level involves planning and or­ ganization. Last month I reported that Tommy Farrell, who has helped the SIU with its long-standing dispute with SONAT Marine, was returning to his old position as an AB in SONAT's Green Fleet. Farrell, a dedicated union man, will be replaced by Bob Hall, �ho brings with him a wealth of ex­ perience servicing SONAT vessels in the Gulf area. Philadelphia Port Agent Dave Heindel welcomes the extra hand, �specially since shipping in Philadel­ phia picked up a little last month. One last thing: there is a crisis in the fishing industry. Our representa­ tives in Gloucester and New Bedford tell me that many owners there are unable to obtain insurance for their fishing vessels. Those who can get insurance are being forced to pay sky­ high rates. This has resulted in smaller and smaller crews. Many competent fishermen are being forced to leave the industry. Some drastic action needs to be taken if we are to save the American fishing industry. by V.P. Joe Sacco Gulf Coast T here is an organizing drive going . on in Fort Lauderdale where the SIUjs trying to sign up workers in the fishing fleet there. The fishermen there have been hit hard by the same problems facing their counterparts in New Bedford and Gloucester. Many fishing boats have been unable to secure. insurance poli­ cies, which is 4riving them out of business. Port Agent George Ripoll has been meeting with local politicians to see if there is anything that the SIU can do to iron this problem out. The Union in Jacksonville has been active on a grassroots level, trying to garner support for the maritime indus­ try through the local labOr movement and with various state and city agen­ cies. Among other things, represen­ tatives of the port have attended meet� ings of the North Florida l.abor Council . the, rropeller Club the P rt . Auth rity Md . the Florida Con . umer Action Group. · Representatives of the port also have bee n following local bill to govern the disposal and replation of toxic waste as well as local plan to impl - · ment user fees. Few tugs are being built to replace the 50 aging vessels that comprise the Great Lakes' fleet. Things don't look too promismg in the near future, especially since there is a five-year period between ordering a new tug · and crewing it. . The aging of the Great Lakes' fleet calls into question the safety of the seamen up here. Luckily, members have a Uruon that does more than just give lip s.ervice to the concept of safety. An example ofwhat l � talking about is the Unioo's Safety Progra:ul which was implemented to inform SIU mem­ bers of what they can do if they find themselves in a dangerous situation. I Govemment Services by V.P. Buck Mercer n an effort to protect government service employees, the SIU has temporarily halted A-76 proceedings on 1 2 oceanographic vessels following The Maritime Port Council in Al­ a court order which prevents. further gonac recently honored Victor Han­ action until a decision is made con­ son, who has been the Council's legal cerning the Service Contract Act. counsel since the time ofFred Farnen. · Under the terms of the Service Con­ Farnen, whose obituary · appeared in tract Act, t� federal government must last month' s LOG, worked closely pay workers prevailirig wages in a with Hanson in promoting the interests given industry and region. Were the of the Great Lakes maritime industry. SCA applied to the 12 oceanographic Alex Bodnariok, president of the vessels, then the wages paid to the Roofers, presented the award to Han� people who man them would be inson. .C' reased to meet prevailing tandards. A forjob ,'the Great Lake Dredge · · . · S I U members man three of the 12 and -Dock Company began the dredgso they have an important I v . iµg of Buffalo HarbQr. J . B . Fol'.:d out.tak. e in. the . °':' tco�_ of this i . ue. In ntted ilie F.ourth . ]=1leet · shij)s for Hud� addition, if SCA standards are applied, son Portland Cement. then the SIU has a chance of picking �p all 12 vessels. · • . · . Representatives in all the Gulf ports--Houston, Mobile, New Or­ leans and Tampa-have been busy servicing equipment. Last month in Tampa alone, SIU representatives had to service 84 pieces o f equipment. I Westem Rivers by V.P. Mike Sacco ·· Great Lakes and D redgingjobs are usually generated by long-term projects. While many of our members have been doing well as a result of projects already in prog­ ress, new work has been slow in being bid. Much of the work available to mem­ bers here involves the contracting out of federal work by the Corps of En­ gineers. There is a mutual interest between deep-sea, inland, Great Lakes seamen in persuading the federal gov­ ernment to contract work out to the more effici�nt private sector. West Coast by V.P. George McCartney n San Francisco, American Presi­ dent Lines (APL) is recrewing the President Truman after a two-- year lay­ up. It will take rice to the Philippines. Another APL vessel, the President Taft, will crew up later this month. We are keeping a close watch on developments relating to the cargo preference issue. Seattle is an impor.: tant center for grain that is shipped · overseas. A resolution of this problem will help shipping out here, especially since things have been slow. Apex Marine's Brooklyn was laid up at Swann Island. The owners are looking to pay back their Construction Differential Subsidy. The lndominable, . the 1th T-AGOS vessel, was christeii�d m Seattle re­ cently. Navy officers who · spoke at the ceremony said that the SIU is doing an excellent job in manning these vessels. . . A revolutionary .. new · terminal was opened up in the p(>rt of Tacoma. Sea­ Land unveiled its new stack-train op­ eration, the first of its kind in the Sel pur caune to . ..... ...... ..... ... v....... .... ....... ...... Now It's � than e\ll!r to Invest In U.S. Salilngs Boncls--ofrerin you the � cl �-based rates. the . ufwty cl a guarantftd rrHoom � N'.JO the best ·potecdon an in\llestment can hawe. Take a second look at Sallings . Bcnds-you"I want to ask 'Pl eqiioyel' about Payroll Salllngs today. August 1 985 I LOG I 1 1 ' ��·���----���·-�-����==�====::::� �� ,.\ ," .� I . Upgraders Visit Capito l Hill Don't Miss Your Chance SHLSS has self-study materials in many areas . Upon your request ; SHI.SS will send them to you to rudy in your spare time. You can use .the e skiUs : * on your job . * to improve your skills for upgrading . * to funher your education . Please send me the area(s) checked below : l . F \ MA m Fractions Decimals Percents Algebra Geometry Trigonometry (Spherical ) ,, D D 0 0 D STUD Y SKJUS Listening Skills How To I mprove Your Memory How To U e Text books Study Habits Test Anxiety Te t Taking Tactic Stress Management Notetaking Know-How 0 ENGLISH: Writi11g Skills Book 1 4 D - : Up from Mobile, Ala., SIU Port Agent Tom Glidewell accompanied Seafarers on a tour of the U.S. Capitol in July. Appearing in the group photo with the Senate wing of the Capitol in the background are Mates and 3rd Mates: Turrance Murphy, Michael Forrester, Glidewell, SIU Legislative Representative Liz D'Amato, Jeffrey McPherson and Walter Henry. Writing Busine s letters SOCIAL STUDIES 0 Geography U . . History Economi 1ence PolicjcaJ . Gookin' on the PFC Baugh Name 0 0 0 0 COMMUNICA TION SKIUS 0 D 0 0 0 0 D D 0 0 Tax Tips for Seafarers Basic Meujcs treec City Stace _ _ _ _ _ Book o. Department S�ling ln · , .. Zip _ _ _ _ _ _ oci aJ ecurity _ _ _ _ _ o. � 11 Cuc our this coupon and m�I to: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Adult Education Department Seaf.uers Harry Lundeberg School of Seamanship .,·.· · . . Piney Point , Maryland 20674 Send it toda ! AMERICAN IS luyAmerlcan BEAUTIFUL and look for the Union Label UNION LA8EL AN O SERVICE TRADES Of.PARTMENT AFL-CIO �.. With a stop in Los Angeles, the steward department onboard the PFC William B. Baugh, one of the SIU's newest ships, bad a chance to pose for this group photo. From left to right are: Chief Cook Zein Achmad, Third Cook Clifford Blanco, Saloon Mesmian Gabriel Bonefont, Chief Steward A. Gregoire and GSU Terry Lmyear. Seafarer Earns Engineer's Ucense ••• : Monthly Meanbership Meetings Port Deep Sea Lakes, Inland Waters Date Piney Point . . . . . . . . . . . . . . . . Tuesday, September 3 . . . . . . . . . . . . . . . . . . I0:30 a.m. New York . . . . . . . . . . . . . . . . . Tuesday, September 3 . . . . . . . . . . . . . . . . . . I0:30 a.m. Philadelphia . . , . . . . . . . . . . . . Wednesday, September 4 . . .. . .. Baltimore . . . , . . . . . . . . . . . . . Thursday, September 5 . . . . . . . . . . . . . . , . . 10:30 a.m. . . . . . . . . I0:30 a.m. Norfolk . . . . . . . . . . . . . . . . . . . Thursday , September 5 . . . . . . . . . . . . . . . . I0:30 a.m. . Jacksonville . . . . . . . . . . . . . . . Thursday , September 5 . . . . . . . , . . . . . . . . . I0:30 a.m. Algonac . . . . . . . . . . . . . . . . . . . Friday , September 6 . . . . . . . . . . . . . . . . . . . . I0:30 a.m. Houston . . . . . . . . . . . . . . . . . . . Monday, September 9 . . . . .......... . . . . I0:30 a.m. New Orleans . . . . . . . . . . . . . . Tuesday, September 10 . . . . . . . . . , . . . . . . . I0:30 a.m. Mobile . . , . . . . . . . . . . . , . . . . . Wednesday, September 1 1 . . . . . . . . . . . . . . 10:30 a.m. San Francisco . . . . . . . . . . . . . Thursday , September 1 2 . . . . . . . . . . . . . . . . I0:30 a.m. Wilmington . . . . . . . . . . . . . . . . Monday, September 16 . , . . . . . . . . . . . . . . . I0:30 a.m. Seattle . . . . . . . . . . . . . . . . . . . . Friday, September 20 . , . . . . . . . . . . . . . . . . . I0:30 a.m. San Juan . . . . . . . . . . . . . . . . . . Thursday , September 5 . . . . . . . . . . . . . . . . . 10:30 a.m. St. Louis . . . . . . . . : . . . . . . . . . Friday, September 1 3 . . . . . , . . , . . . . . . . . , . 10:30 a.m. Honolulu . . . . . . . . . . . . . . . . . . Thursday , September 1 2 . . . . . . . . . . . . . . . . 10:30 a.m. Duluth . . . . . . . . . . . . . . . . . . . . Wednesday, September 1 1 . . . . . . . . . . . . . . 10:30 a.m. was a happy day for seatarer David Kopp recently in Ll>ng Beach, Calif. Kopp successfuUy completed the requirements and tests for his third.aMistant/engineer's license. Holding a brand new engineer's hat is his daughter Michelle, and presenting the license is Coast Guard Lt. Johnson. It 1 2 I LOG I August 1985 Gloucester . . . . . . . . . . . . . . . . . Tuesday, September 1 7 . . . . . . . . . . . . . . . . . 10:30 a.m. Jersey City . . . . . . . . . . . . . . . . Wednesday, September 1 8 . , . . . . . . . . . . . . 10:30 a.m. �Chri s Tennyson p u l l s up a members h i p prof i le. Man power Coord i nator Bart Rogers d i s c u sses a job order with a company. MAN POW E R the N ucleus the U nion "'" "·" · ·· ' ·' · of Comp.u ter t e c h n o l o g y i s changing the face of our world on . ·a;daily. ·basis::ln ordcr to keep .pace with all of these changes, the Seafarers International Union has placed in operation a central dispatching system through the Manpower Office in Piney Point, Maryland. The Database contains a wealth of information that is constantly being modified and updated. This information is readily available for locating membership information and dispatching job orders to each SIU port. The Manpower Central Dispatching System is set up to receive job requests by telephone from all of our contracted companies. These orders are written up and transferred to computer screens specially designed by the Seafarers Management Information System (S.M.l.S) at Headquarters in Camp Springs. Information contained on these screens includes the company name, vessel name, the company personnel placing the call , the location of the vessel, reporting dates and times , departure dates and times, any special instructions and the ratings required to man the vessel. The job order is transmitted via the computer to the port nearest where the vessel is located. When the order is received by the port, the The Manpower Staff performs vario u s duties . From I . to r. Sylvia Jones, Carol J o h n so n , J u l i e Knott and Janet Berg. jobs are placed on the Rotary shipping board · and job calls are made in accordance with the shipping rules. After each job call , any ratings filled are entered into the computer and will show as shipped. When a member is successfully shipped on the computer, he . is automatically added to the crew list for that vessel. If a job order cannot be completely filled by the port it is transmitted to , the remaining positions are turned back to the Manpower Office and sent to another port. Job calls are made in accordance with the shipping rules and eligible members are shipped to those remaining positions. The computer system is a self­ contained unit processing over a thousand calls (standby, relief and rotary jobs) per month. It provides to the membership a more accurate , efficient and economical method of registering and shipping. At the end of each month a report is compiled detailing the number of jobs filled for that month. This report is broken down into the number of Rotary, Relief or Standby jobs and it includes the seniority of each member shipping i n each category. This information is i n c l u d e d in t h e m o n t h l y membership meeting and gives everyone a clearer idea of how the industry is changing . The functions of the Manpower Office help define the areas where the SIU may require personnel with more specialized training. The military ships and charters SIU comparues are now rece1vmg are critical areas in . which this specialized training is required . The Manpower Office in Piney Point also maintains a variety of other information which is be neficial t o the s m o o t h operation of day-to-day union activities . Information regarding ship pay-offs, recrews and lay-ups is received by this office and dispatched to the port nearest the location of the ship . Manpower updates and revises display b o ards c o ntaining information on Deep Sea, Great C a r o l J o h n s o n u p d at e s Manpower Boards . the Lakes and Inland vessels. The information maintained on these boards includes the company name , vessel name , when and where the vessel was serviced and by whom. The Inland display boards contain the names of the fleet and boat delegates for each piece of Inland equipment. The UIW display boards include information such as l ocal president, type of service a particular shop produces and when a contract will be due for its next negotiation. The Manpower Department in Piney Point is a vital and important part of the Seafarers International Union. No other trade union has as much available informatio n , nor is it as centralized as our current system. By October of this year, the Deep Sea registration, shipping and dispatching portions of the system will be fully operational. In January of 1 986 the Inland and Great Lakes Divisions will come on line to give the SIU a better and more complete central operation. August 1 985 I LOG I 1 3 \ i, : �· ; �Major General H o n or &" Stat f Tou r SH LSS General Honor and staff land on the new Helo Lan d i ng area. Director of Steward Dept Laymon Tucker (r.) discusses Bart Rogers describ es the capab i lities of the Manpower the SHLSS Steward Program with I. to r. Major General Dept. Left to r. SH LSS Commandant Ken Conkli n , Bart Honor, John Mason, Brigadier Schable and Arthu r Keltz. l Honor, and Arthur Keltz. Roaers. Major Genera .. ,.... ..... /•"'9----···- ··- Start Plan n i ng for the Logan Scholarship N ow . ct \ C!Ul. s:!.C co,,, JTltlndAnt Ken Conklln Major Genera Schable, Director or vocational Ea. Jonn 'Mason, ana Arthur Kettz· dtscuss some of the school's operations. . II · · .----- · I m portant N olie �=-Effective Date: July 1 9, 1 985 Gol_d Line Bus Servic� is discontinuing its Washington, D . C . to Lexmgton Park, Maryland bus route . Therefore , the following travel arrangements are now in effect: 1 . Members "'.'ho �av� been scheduled for upgrading classes may report on either Friday, the scheduled reponing date ' or on the following Monday. arriving in Washington, the member must catch a taxi an proceed to the SIU Headquaners (5201· Auth Way , Camp Sprmgs, Maryland) no later than 2 p . m . 2 . After � 3. A vehicle will be at headquaners and will take the member to SHLSS. 4. If a member b_e cann�t at He�dquaners by 2 p . m . on Friday, then he should arrive m Washmgton , D . C . on the following Monday , by 2 p . m . 5. There will be n o bus service from Headquaners t o SHLSS on weekends or holidays! . 6. SHLSS will not provide reimbursement for either weekend lodging in Washington or taxi fare from Washington ' D . C. to SHLSS. If �ou have any questions concerning travel procedures , do not hesitate to contact the Admissions Office at the school, (301) 994-0010, extension 344: 14 I LOG I August 1 985 entrance exam they require and, you need time to schedule yourself to take either the SAT or ACT examinations . One of the big problems that seafarers have with getting their application in by the April 1 5th deadline is not having enough time to schedule , take and have their SAT or ACT exam scores reported to the scholarship committee . This problem can 1'e avoided with a little advance . planning. You need to register . to take the exams before th test Jeut . college in the fall of 1986 , now is . . date you want . You can find our the 1 ��· .t() . st.art thinking about when and where the exams are the Charlie Logan Scholarship . given by seeing a guidance You may think that it is a little counselor at any local high school early to stan working on your or at some community colleges . scholarship application packet , Ask fo1r the registration but i t is not . Some of the information and fill out the information that is required in registration to take the exams . order to complete your The process of registering for application for the Charlie Logan and taking the exams takes at least six weeks . After you have taken Scholarship includes : • a copy of your high school the exams, it can take from five to transcripts with certification of ten weeks to have . your scores graduation or a copy of your reported to the ·scholarship selection committee. The very h igh school equivalency (GED) scores latest that you should take the college • a copy of your exams is around the end of transcripts i f you h av e January. This allows ten weeks for attended ·any college classes your exams to be graded and the • three letters of reference scores reported to the scholarship • SAT (Scholastic Aptitude selection committee . If you are Test), or ACT (American going to take the exams in College Testing Program) , January, you should make sure examination scores that you have mailed in your • an autobiographical statement registration for the exams by the As you can see , it will probably middle of November. So you see , take a little time to get all this it's not too early to start planning information together and in the fo r your C ha r l i e Logan mail to the scholarship selection Scholarship application . committee. You need to contact If you are interested in applying your high school and . college to for the scholarship , you can pick up an application booklet in your get them to send transcripts , and you need to talk to past local union hall or contact Tracy employers , teachers, etc . to ask Aumann at the Seafarers Harry · them to send the scholarship Lundeberg School of Seamanship . selection committee a letter of She will be glad to send you an reference about you . You need to application o r answ.er any contact the college to which you questions about the scholarship program that you may have . are applying to fmd out which · · �. ! . S H LSS -· . ' /C rane · ·le. d . · C er . 1 1· 1· The Lundeberg crane was certified by the International Cargo Gear Bureau Incorporated , which · is a worldwide crane certifying service . This represents the first shore­ based installation .of a shipboard · cargo handling crane. . 0000000 SH LSS Graduates ew- . .. 1 . Radar From t. 10 r.: Michael MurdOck, Les Stravers, Jeffrey McPherson, Michael Masek, · -· . . . ' ·'ft:� The mtsslon · of SHLSS is to. provide weU"*raJned .personnel for our contracted companies. Pet1odlcally, . we · review 9ur; cumculums, anal� memberS' recommendattons and 8end . ·instructors to aaJI aboard· shlj:) to determine whether . or ·not changes In the Industry aboard new · ships necessitate development of new programs to fulfill the requirements aboard these ships. After carefully evaluating _the many skills needed for the steward c:tepartment, we have developed an� will continue to develop a steward program which we feel wlll be second to. . none and provide the neceaaary akllla for each rating. Effective September 4, 1985 we wlll be starti ng Phaae I of the updated program. Reaf lzing ratings differ aboard freighters and cruise ships, we have listed In chart-form the courses needed to accommodate all ratings. Descriptions of each upgrading phase for the steward department will appear In future articles In the LOG. 2. FREIGHTEMANKER Recertified Steward . .. ,t eward Prog ram SPECIALTY COURSES 14 WEEKS CRUISE SHIP Chef Or Chief Pantryman Or Chief Butcher Or Chief Grade Manager . CrulM lttlD TNlnlng ."(jfebo.lt Or Front row I. to r.: Rick '/oµng, Neal Tanaka, · Hector Fel lx, John Billingham, M lchelle. Wfllte. second row I. to r.: .Ben Cusic (Instructor), Robert Romero, Jesse Bungo, Alphonso Davis,, Lawrence Miiier, David Hodges. Pastry Chef Or Second Baker Chief Steward 1 4 WEEKS Sous Chef Chief Cook 1 4 WEEKS Chief Crew Cook Second Butcher And And Line Cook And Second Cook Cook and Baker ;)� · '· · Welding Lett to r.: Biii Foley (Instructor), James McDaniel, Joe Simone, Tyler Womack, '°'08 Pomranlng, John Cooke. Not pictured: Robert Halkerston. · 3. • • • 4. · Ufeboat And . 1 20 days as a steward assistant 1 80 days as a steward assistant for those who have not graduated from SH LSS training program Must speak, understand, read and write Engl ish High School dlploma or GED Equlvalency, or 2 years to complete GED (If not quallfied In these areas refer to LOG for when these GED and Engl ish as a Sacond Language programs are offered at school.) Cli nic card must be up-to-date To u pgrade to each level member must have sailed 6 months I n previous rating. ELIG IBI LITY: • Cruise Ship Training Assistant Cook And Baker's Helper N ight Baker • Front row I. to. r.: Vivian Wiiebski, Mary Giimore, Darci .W llllams, Ben Cusic (Instructor). Second row I. to r.: Aaron Thompson, Robin Ward, Donald Wiiiiams, Gordon Nakachl, Jerson Toro, Manuel Fanol, Danny Conti, Donald Sneed. 1 4 WEEKS 7 WEEKS COOK 7 WEEKS BAKER • Cook and Baker course wlll consist of 14 Weeks at SH LSS. 7 Weeks of cooking Instruction, demonstration and on the job training. 7 Weeks of baking Instruction, demonstration and on the job training. COOK and BAKER COU RSE After the third week of each course, a three-man-board wlll review each student as to his/her demonstrated abll lty to continue In the program. NOTE: August 1 985 I LOG I 1 5 �Upgrading Cou·rse -Schedule �--···� ... ,.. �-� I L(J � September Thru Novembe� Engine Upgrading Courses QMED 1 985 Refrlaeratlon Systems Maintenance & Operation .'! Programs Geared to Improve Job Skills ·�- " 4"4i"�"'" H ydrau l ic s And Promote U.S. Maritime Industry Fireman Watertender & Ol ler Fol lowin g are the updated course schedules for August · through October 1 985, at the Seafarers Harry Lundeberg· . School of Seamanship. SIU Represent•tlves In all ports w i l l assist members i n preparing app l ications. Able Seaman. September 20 October Sea.l lft Oj:>era�lons & Mai ntenance 8�J,tWN� 6 October 1 0 November 21 Ll feboatman October 1 1 November 1 October 24 November 1 4 �r 19 �iVJ, t r:i f �3 §:ct;gm:� . �ctob8r 29 Bctober 21 November 1 8 October 1 0 October 1 1 November 28 1 November 7 December 1 9 December Check-In/ Completion Date November 26 Chief Coo_k varies bl-weekly varies monthly varies varies bi-weekly · Chief Steward varies monthly Three Man Steward Dept. Bosun Recertif icatlon Programs Check·ln Date September 1 Completion Date Steward Recertification October 27 December 02 Check·ln Date Completion Course Course 31 October 7 Adult Education Courses Date (ESL) E n glish as a Second Language N ovember 1 5 N<>vember 1 5 (AB E) Adult Baslc Education (GED) H igh School Equivalency Program . November 1 Seotember 6 (DVS) Developmental Studies October · 25 Nov.ember 21 December 5 .. . DECK DEPARTM E N,T (List) Date of Birth (Middle) (first) Mo./Oay/Vear � � � � ­ Address-------,.,rr.:'::n---.(City) Deep Sea Member O (State) Telephone (Zip Code) Social Security # ------- Book # ------- (Area Code) -= == .-­ Lakes Member D Inland Waters Member O Seniority Pacific D ------- _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Are you a g raduate of the SH LSS Trainee Program : o Yea (datiiattended) Course(s) Taken - _ _ _ _ _ - - - Do you hold a letter of completion for Lifeboat: D Yes Date Avai lable for Trai n i ng No D o. 0uart�a1.J?' �· · 0 FOWT tJ Automation 0 . QMED-Any Rating 0 DltHI Engine o Marine Eleatronlc• o Marin• Eleatrlcal M1lnl9nanc1 . . o Pumproom Malntenanci 6 Operation ·· (Unlnapected Motor Ve1HI) D Seeo nd/Thlrd A11t. EnglnHr (ln1pected) - - . Optration. No D (If yes, fill In below) -- - · AB Unllmlted o C.lestlal Navigation AB Limited · o 1at Class Piiot AB Special · Towboat Operator Inland Towboat Operator (NMT 200 mll••l Towboat Operator.(Ov,91' .200 Mlltt) Matter/Mate ln•pectect Towing Ve11el Third Mate Ridar ObHrver Unllmlted Simulator CourH o Chief EnglnHr/A11l1t1nt EnglnHr _ _ _ _ _ Have you attended any SH LSS Upgrad i ng Courses: 0 Yes tlinkennan · ci Refrlgttatlon Sy1tlm1 Nnt1nanee & No D (If yea, fill In bel ow) .., to,,,.,,__ ,, Trai nee Program: From -----....� o 0 0 0 o o o 0 0 D D . ENG I N E DEPARTM ENT Date Book Port Presently Was lsaued _------ Port Issued _ - --------Reg istered I n E ndorse m e nt(s) o r Llcenae(s) Now H e l d t3 13 13 December December . December Seotember 1 3 November 1 l am interested in the following course(s) checked below: ' Name 13 Length of Course bl-weekly ! " September 6 Diesel Engi neer - Regular Cook and Baker October 1 1 November 15 November 29 Sim ulator Date December 5 Recertification Programs Course Radar Observer November 7 November . Assistant Cook Completion Date . Check-In Date 13 September 20 Marine Electronics Course Deck Upgrading Courses September Compfetlon Steward Upgrading Courses e-reg ster before eavlng your home port for train i ng at the Seafarers Harry Lundeberg School of Seaman s h i p to avoi d havi ng an exp i red sh i p p i ng reg istrat ion card when l eaving SH LSS. Also bri ng proof of Seafarers Welfare Plan e l l g l b l l l ty with you. Celestial Navigation Check-In Date September 1 3 Course- STEWARD DEPARTME NT -- - F i refi g ht in g : D Yes - No O CPA: O Yes D Cook l Baker D Towboat Inland Cook o Chief Cook o Chief Steward No o ---- ALL DEPARTMENT$ o Welding D Llfeboatman O S.allft Operation• I Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever Is applicable.) VESSEL RATING H ELD DATE SHIPPED DATE O F DISCtfARGE ADULT EDUCATION DEPARTMENT o Adult B11ic Education (ABE) o Htgh School Equlvalency · Program (OED) · . . O Developmental StUdl•• (DVE) , · o Engll ah 11 a Second lan;uave (ESL) ;S�IG�N�A�T�U�R�E�;;;;;----'- DATE No transportation will be paid unless you present orfglnal receipts and successfully complete the course. 1 6 I LOG I August 1 985 _,_ __ __ _ _ __ _ __ __ __ __ __ __ _ RETU R N COMPlETED APPLICATIO N TO: . Seafarers Harry Lundeberg Upgrad i ng Center, Pi ney Point, MD. 20674 COLLEGE PROG RAM . ' . O Nautical Scltnct D Scholarship/Work Program D Other . Certificate .Program �SI U , ' ' � · - ; I ' Mobile's monthly membership meetings mean niembers may make �ingfuJ contri· butions to the good of the SIU. The well-attended Mobile meetings �ve Seafarers a � to keep up on the latest Union business through Ute use of Vi�tapecl messages from . SIU President Frank Drozak and other omced. Port Agent Tum GU&iwell conduds the meetings and is available to answer any questions. .· . j f l [ I ·'· B�'s, the PFC Eugene Obregon's deck helkopter crew St. Cfuui& Parish, La. school teachers went on strike, and SIU members trOlll the New Orleans area' 'sbOrtly before t9mpleting a training missiolf. earlier this y�. 'l'lley are � �w left to right): AB s: Higgin­ joined the teachers in a sbOw ot:.labot unity'. Included in the picture are (left to right): New . . ReP Nk:k �etona, Seafarers Kenenckemt8 Williams � Wilbur Williams , Otis Brown,_ Port Agent Pat Pilsworth and SIU · � Mike Medailt. - ootbam, AB .L&rry 'McEants't (next row) AB �rge Pierre, AB W. Clement, � .�- Kratsas, AB Ivan Cox, . · Chief Mate Wiggin and AB Bill Ashman. Earlier this year, . When the Ogden Yukon (C>gden Marine) stopped in Jacksonville , Fla.,: the crew had a ch8nce to pose for a quick snapshot. Included in the picture are: AB Julio &rmuttq, OS James Nettles, � Wilton Stokes, AB Ed Spooner, AB Christopher Lopicolla� Steward Willie Tbispen; AB Paul Carolyn, OMU Jose Morales, Steward AssiStant �Y Sabeson, AB Frank Redkker, QMED John Courtney and OMU Larry Craig. SIU members aroUnd the c:ountry st� with their tlaioD brOthers during tbe·recent United Airlines ·pih)ts strike. Seafarers in Hawaii were 80 exceptioO. Here 8eafarers· march in .Solidarity With the pilots during a ·demonstratioo. in Honolulu. The_ strike was ·settled · successfuUy. · · . August 1 985 I LOG I 1 7 -------- - - --------------------'-- q ·gI: ";· ' $ - ·. -- -· �- -- · . · ·--·- - ---- ·- -- - -- - .. - - - - - - - - - - - · ----- - - - �Brooks Range Pays Off in L.A. After a long voyage, it's time for a little fun ashore, and Brooks Range crewmates AB Mike Cresci (left) and OS A.R. Ahvaseem ride the launch to the L.A. Harbor docks. I (Photos by Dennis Lundy) 11 · �· Waiting to go ashore are (left to right) Wiper Mohamed Shaie, OS A. Hussain and AB Mike Cresci as Port Agent Mike Worley takes care of payofl' paperwork. Here is the Brooks Range (lnterocean Management) riding hlgli in Los Angeles Harbor. Here is most of the crew of the Brooks Range at a Los Angeles payOfr. From left to right are QMED Chris Kirchhofer, Wiper Mo­ hamed Shaie, QMED Steven Byerley, Port Agent Mike Worley, AB T. Anderson�Bosun Bob Edwards, Chief Steward Joe "Pota· toes" Pltetta, Chief Cook Ernest Polk, GSU James Harper, AB Thomas Commans, GSU A. Agostine, and QMED James .Martin. 1 8 I LOG I August 1 985 :� �I I I I I I I I I I I .I I I I I I I I I I I I I I I I I I I I I I I I I Wasbinpon Report The growing trade deficits with Japan are President Reagan' s bout with colon cancer arousing considerable attention. reminded everyone here that come 1988 there The front cover of the July 28 issue of The will be a new person holding the reins of New York Times Sunday Magazine featured power. Accordingly, there has been considan article by Theodore White, the Pulitzer erable 1'ockeying among potential presidential Prize winning historian. He noted that the candidates as well as a great deal of action by United States and Japan are for all effects and the various power brokers in both parties. purpo�es involved in a trade war. All of this has been occurring just . outside This, of course, is nothing new to American the glare of public attention. Yet this shadow e years have had to ame n , who dance has had a profound effegt o li the ou�� : , > contend With, re tti¢tive Japanese trade policome o . f the fight · over the bUdget • " ., cies. To m .· e example. : t.h . e. u . S. doe.s t:>"'v e 1; u s. t o o . ' The House and Senate contetef!s reached a not have .a single ve el in the lucrative . caF compromise on the budget which would cut c lh•• pe rcent J . of f or many � I I '> •• . I I I I I I I I I I I I I I I I I I I I I I •· I I I I I I I I I . ·· . • . would also repeal the Capital Construction Fund, which has played a prominent role in promoting the construction of American-flag vessels. "Our problems with the tax plan , " said Drozak, "go beyond the confines of the mar­ itime industry . We believe that it would place an unfair burden on middle-class wage earners. An example of this is the proposal to tax employee fringe ben�fits . " Passe1e 11 r Vessels �th Japan · I ,,_ . Trade Politics and the Economy _,.,,., Legislative . Adm i nistrative and Regulatory Ha ppenings To protect maritime interests from possible budget cuts in the future-an important con­ sideration given recent budgetary trends-the agreement guarantees U . S . operators a mini­ mum quantity of cargo each year. The compromise includes what Peter Luci­ ano, executive director of the Transportation Institute, calls a "snap-back" provision, which states that maritime can reassert its claim to commercially-oriented federal export pro­ grams if DOT cargo preference funds become unavailable. A more detailed accC;unt of this issue is carried elsewhere, in this LOG . July has traditionally been a busy time on Capitol Hill. Senators and representatives try to get as much work done before breaking for the August recess. This year, attention. has centered on three main issues: leadership, international trade and the budget. In addition, progress was made on resolving a long-simmering dispute between maritime and agri-business over the future status of the cargo preference program, which generates a substantial portion of the work available to American seamen. I I ,, ..... August 1 985 Seafarers I nternational U n ion of North America . A F L-CIO • •• · 1· -Jt.,, ,.,_ ... ington as . ·. ' ::::� � ::. b::. �:;'!';,"t=��o\W::..�� �:f. IU � i' . � · . · . "".' . ' 00 .· ident · faank Dtoz$: W1l$ a ked to ··· much as $100 billiOo of th testiff 60 this issue before the Senate Foreign · · proj cted sav ngs are illusory and that this Relations Subcommittee on East Asian and country still must make some difficult choices Pacific Affair According t OT ; th if_ it i ver. to gcl lb Se deficit und r c ntr I. J P. . . anese have had little: incentive Lo. change th. ei . r The de�t ion . bY Coogre . an.d the .admi:.01 � . tactiCs. They are used to American tration to p<>stpone these tough choices will who talk tough but who do little to alleviate make it that much more difficult for this counthe underlying trade inequities. try to compete in a world marketplace already Drozak said that the United States could riddled by protective tariffs and generous for· make an effective gesture by requiring the eign subsidies. The growing deficits . keep the Japanese to ship a certain portion of their U . S . value of the American dollar at artificially high export goods on American-flag vessels. This · levels, which has made it increasingly difficult would signat a new American resolve without for Ameriean companies to compete in foreign provoking a trade war because the Japanese or even domestic markets. are signatories to the United Nations Code on This year's budget will have an important Trade and Development (UNCTAD). though indirect effect on the maritime industry. Funding for most maritime programs (USPHS , Grassrots o CDS , etc. ) bas been eliminated or cut to bare­ That same issue of The New York Times bone levels during the past four years; Many Magazine contained an interesting update on of the programs that generate cargo for the this Union's grassroots programs. American-flag merchant marine-SPR� Ex­ Prominently displayed over half a 'page was port-Import Bank-are not maritime programs a picture of se.veral SIU members holding per se. Some are scheduled for elimination or signs, including one sign that pointed out · the drastic reductions. inherent fallacy of the concept of Free Trade. Preference Thanks to the members who support the Union's grassroots program, our message is A compromise between the maritime indus­ getting across. try and important segments of the agricultural liev� that as.. � i '• · · · · metals ·· . · . ��:;: "'° �z�·; ��:.�� ad.!;��;�'. Contracting Out Provi i n in Jud d ,in the Hou versi n f . the Defen Authorizati n Bi ll prohibiting the . contracting out of supprirt functions to the private sector were dropped in the final version of the bill. " This mark s an important victory for the SIU , " said Legislative Director Frank Pecquex, who noted that contracting out is a major source of employment for civilian maritime operators. Delta Queen A big step was taken in restoring a queen to her rightful throne. On July 29, the House passed H.R. 2466 , which waives certain Coast Guard regulations to permit the continued operation of the Mis­ sissippi riverboat Delta Queen. The bill is expected to receive quick attention by the Senate when Congress reconvenes after the August recess. carao community was announced July 26 on the emotional and often hotly contested issue of cargo preference. U oder the terms of the agreement, cargo preference will no longer apply to commer_­ cially-Oriented export programs such as blended credit, export PIK (payment-in-kind), or the new Bonus Incentive Commodity Export Pro­ grant (BICEP). In return, the U . S .-flag share of cargoes generated under P.L. 480 and other so-called give-away programs will increase from 50 to 75 percent during the next three years. The agreement stipulates that the Depart­ ment of Transportation will pay for added transportation expenses incurred from increas-. ing American-flag share of the P .L. 480 cargo. Legislation was introduced by Senator Dan­ iel Inouye (D-Hawaii), a long-time proponent of the maritime industry , to permit the re­ flagging ofU.S.-built, but foreign-registered vessels back into the domestic, coastwise trade. The bill, S. 1461 , would give owners of these vessels a two-year period to re-flag under the American registry. Inouye, who has been an · built ioreignopponent °f the re-flagging 0f � vessels, indicated that he was frustrated with the continuing absence of growth in the U . S . passenger vessel industry. "We believe that the bill introduced by e would address an important Senator Inouy . . . , . , sru'd. Drozak. "Passenger na,fional . �()ncem, vessels generate badly n dedj bs · and tax �venue. In the ca e of an intemation8.l emer7 .. !hi . Support Tax Relorm· Officials from the SIU and the maritime industry have expressed their opposition to the administration's tax reform plan. The maritime industry has presented a united front before several House committees on the president's proposals to reform the tax code . Drozak summed up the feelings of many when he told the House Merchant Marine Subcom­ mittee that the prop<>Sed overhaul would "be . harmful to .. the industry. " Among other things, the tax reform pro­ posals would repeal deductions for convention expenses incurred onboard U . S.-flag passen­ ger vessels, eliminate the investment tax credit and lengthen vessel depreciation schedules. It SPAD · August 1 985 I LOG I 1 9 fm - . · .. . , ; �Seafarers Welfare, Pension Plans U pdated to Provide Best Possible Benefits The trustees of the Seafarers Plans con­ tinuously review the rules and regulations as well as the laws governing the Plans. During the past year, the trustees made certain changes to more efficiently utilize the Plans resources and provide the best possible benefits to all participants. Seafarers Pension Plan Pension Credit Increased The trustees decided to increase the pension benefit for seamen whose employ­ ers are contributing at the maximum rate. If a seaman has at least 3 ,000 days of actual contributory seatime (employment aboard a vessel) he/she can receive credit for 1 v. days service for each day of actual seatime earned after June 1 6, 1 984. Eligible seamen will now be able to accrue more service, which can be used to satisfy the Plan 's eligibility requirements and may increase the benefit payable for a wage­ related pension. Effective June 1 6 , 1 984, an.Early Normal Wage Related Pension for deep sea em­ ployees shall be calculated as follows: All actual contributory employment shall be counted for the purpose of determining the amount of benefit payable. All days will be divided by 365 to determine the per­ centage to be applied to average earnings . Pensioner's Death Benefit Eligibility Liberalized Since Feb. 1 , 1984, eligibility for the standard pensioner's death benefit is ex­ panded to include all pensioners who have at least 1 25 days of covered employment in the year prior to their retirement. Added Protection for Vested Service A vested year is any year (Jan . I to Dec. 3 1 ) in which a covered employee earns 125 days service. If an employee earns less than 62Y2 days service in any calendar year, he/she incurs a break-in-service. More than 62Y2 days of service credit, but less than 1 25 days in a calendar year does not earn vesting service, nor does it result in a break-in-service. Once an employee is vested ( 10 years with at least 1 25 days credit) he/she can never lose that time. Employees are currently eligible to receive deferred vested pensions upon reaching normal retirement age, if they have IO vested years. For service time after Jan. I , 1985 , an employee who is not yet vested will only lose credit for prior accumulated service if he/she works less than 62Y2 days in each of five years in a row, and the number of those break-in-service years equals or is greater than the number of vested years already accumulated. In addition, if an employee is away from covered employment due to pregnancy, child birth, infant care or adoption , up to a maximum of 62Y2 days, he/she will not incur a break-in-service. If an employee is away from covered employment up to 62Y2 days while attending upgraders courses at the Harry Lundeberg School of Seaman­ ship, he/she will not incur a break-in­ service provided he/she successfully com­ pletes the courses . Neither this school time nor child care time will earn additional service credit. However, both can now be used to help avoid breaks-in-service. Effective Jan . 1 , 1985 an employee will be credited with contributory employment time and certain military service time for the purposes of satisfying the eligibility requirements for a Deferred Vested Pen­ sion. Disability time cannot be applied towards satisfying the requirements for this type pension. - Spouse's Pension Rights The Pension Plan currently offers joint and survivor pensions. If an employee has been married for at least one year prior to retirement and is eligible for pension ben­ efits from this Plan, the Plan will auto­ matically pay the pension in the form of a joint and survivor pension. If the employee wishes to choose the full pension benefit instead, which would stop when the em­ ployee dies, the employee must sign an election form which will be provided by the Plan . This form will also have to be signed by the employee's spouse, and the spouse's signature will have to be notar­ ized or witnessed by a representative of the Pension Plan. In addition , if an active employee who had been married at least orie year dies, at a time when he/she would have been eligible to receive a pension from this Plan and who satisfied the eligibility require­ ments for a pension, it will bi: assumed that the member had applied the day before he/she died. His/her spouse would then begin to receive the survivor's pension. The pensioner' s standard death benefit will be paid to his/her designated beneficiary if the employee had at least 1 25 days of covered employment in the calendar year preceding his/her death . If a vested employee, who had been married at least one year dies, before he/ she reached retirement age , his/her spouse shall be entitled to a survivor's pension of one-half of the actuarily calculated amount. These payments will begin when the em­ ployee would have reached the Plan's earliest retirement age. These rules make sure that your spouse is protected and receives the benefits you worked hard to earn . Seafarers . Welfare .. Plan ·· payable by coverage under no-fault insur­ ance. In addition, where applicable, the Plan will coordinate its benefits for dependent children with your . spouse's coverage through his/her employment by providing primary coverage if your birthday comes before your spouse's and secondary cov­ erage for the dependent children if your spouse's birthday comes earlier in the year than yours . Special Equipment Special equipment is currently provided at a rate of 70 percent of the reasonable and customary charges associated with such equipment. If the equipment is re­ quired as a result of an onboard injury, the rate is 50 percent of the reasonable and customary charges. Pensioner's Eligibility Many pensioners are eligible to continue receiving welfare benefits after they retire. A pensioner is eligible for benefits if he · has 1 25 days employment the year before he/she retires and he/she had at least 5,475 days service, OR if he/she had 1 25 days employment the year before he retires and is receiving a disability pension. Maternity Benefit Increased A change in federal regulations regarding medical treatment due to pregnancy resuited inthe following benefit change: Prior maternity coverage for employees at the highest contribution rate allowed a payment of $500, plus 80 percent under major medical for all hospital and physician's services. .After July I , 1 9 3 ; the . mat e rn it y benefit - / fove�'811 re 'na 1Ca:fid tu8fomatyetrafges . . (semi-private room) for hospital room and board and for hospital extras, in the same manner as any other illness or injury. Delivery charges for an employee's spouse are paid according to the surgery schedule plus 80 percent of the balance under major medical. Treatment by a physician rendered to an employee for pregnancy-related serv­ ices are paid in the same manner as any other illness or injury. Although the out­ patient treatment for an employee's spouse is not payable because it must be treated like any o.ther illness, the increased pay­ ment for hospital charges results in a higher maternity benefit for employee's spouses . S & A Benefit The federal government has deemed the sickness and accident benefit "taxable in­ come. " In order to continue providing $8 per day to the participant, the trustees have accepted the responsibility of paying the employer's and employee's shares of the applicable F . l . C . A . tax.e s. If you re­ ceived S & A benefits from the Plan during the past year, you will receive a W-2 stating the amount of-this taxable income and the amount of F . I . C . A . taxes paid on your behalf. Eye Examinations The provisions of the Optical Benefit have been expanded to include all eligible employees and their dependents, even if they do not need eyeglasses. The benefit will be paid once every two years for eye care. This benefit is intended to pay for an eye examination. It can, however, be applied to the cost of glasses if they are needed. Dependent children can receive the benefit more often if new eyeglasses are needed for pathological reasons. Seafarers Pension Plan and Seafarers Welfare Plan Summary Plan Description Booklets were previously mailed to you and are available at all ports. To keep your >benefifinf���cur:r�nf.r cl,ip. this· article and keep it with your booklet. ' ·· · ·,-,,.r�· Service Credit for School Time In order to help Seafarers satisfy the Plan's eligibility requirements, the trustees decided to accept time spent at upgrading courses at the Seafarers Harry Lundeberg School of Seamanship as covered employ­ ment, provided the courses have been successfully completed and provided the employee had satisfied the standard wel­ fare eligibility requirements in the year prior to the employee' s attendance at SHLSS. The Future Is Now Are You Ready for It ? Take the SHLSS GED Program Eligibility Requirements Reduced In order to maintain eligibility for wel­ fare benefits in 1985, the basic requirement of 1 25 days of covered employment in the previous calendar year has been reduced to 1 20 days for seamen whose employers are contributing to the Plan at the maximum rate. The requirement of one day of service in the six-month period preceding your claim still exists. Coordination of Benefits Defined The Welfare Plan coordinates its benefits with those of other Plans. The trustees decided that some clarification of the pur­ poses and policies of this provision in the Plan were necessary. All benefits under the Plan, except death benefits and acci­ dental dismemberment benefits, are co­ ordinated with any other group, individual or service plan. If the other plan providing benefits does not have a coordination of benefits clause, the other benefit provider will act as the primary carrier, and the Seafarers Welfare Plan takes over when you have reached the maximum payable under the other plan. The Welfare Plan will -not provide benefits for medical expenses that will be ' ...'i. '-'"·�... � . J \.o_,. S£-< MA.I<�",�4... � .. ... � • I The Adult Education Department at the Seafarers Harry Lundeberg School of Seamanship offers a high school equivalency program. Over 1 700 seafarers have already · received their GED diplomas at SHLSS. No matter when you left school or what your age, this program can help you . The classes ar� small and designed to meet your specific needs and interests while receiving the basic skills necessary to pass the exam. With the everchanging needs of the maritime industry , Education is your key to the future . Take your first step by enrolling in the GED program. Contact SHLSS Adult Education Department or fill out the Upgrading application in this issue of the Log · �Poems of the Sea from the thoughts and pens . of Seafarers I'm Going to California by Ray Barnes II, QMED I'm going to Calif. , but I won 't stay long That's just the way I am, don 't get me wrong. I'll hear that call, like many times before,· Then you 'll see me walking out the door. The Sea by Andy Marcus M-2453 New York, N. Y. Out here, where the world is liquid, where nothing can stand, Vast fathoms beneath and above, empty space, punctuated by brief periods of land. Elements seen in their purity, As primal as the first day of existence, Wind, clouds, sun and moon Arrayed-all as my inh(!ritance. Open, fragile and pale, I ride Upon this small speck of steel, And.watch · the sea dancing in Rhythm to its own music That I cannot hear-but that I can feel . . · Grey and silver, with bur:pin,g . · gold A Seaman's Prayer by James Moore "May the winds ride high And the salt spray fly, Let the weather be so fair; Guide our Course at night With the North Star's light;" This is a seaman ' s prayer. "May we have the tide Flowing by our side, Let our hull be ever strong; May our hearts be free As we sail the sea Where men, like us, belong. May our Ladies wait To hear our Fate As round the world we roam; May our trip be short, May we make our Port And soon be headed Home. " Days pass, Time reels . Nights that have no finite end; The cosmic spectacle (lost by sun 's light) in darkness revealed. Through what magic that I am transformed I do not know, But endless as this scene ,.described, fading, gazing into myself, I too become liquid with joy-as currents of sea-soul and my soul merge I slip into untended time, (o be . lost and forgotte_ri�o l()hger . real. Cause all my plans lie in a belly of a ship, And I can throw it all away if I make one slip . · But this certain type of lady is surely hard to find, And I' fl keep a sailing and roaming in the meantime. There 's an orange ball I follow, and it sets on the sea, And yoit'll have to understand, me . ' .<; • ' ' :. ' that's all part of ' Your love won ' t take me to Africa or t(} Spain, . . · f al rov�r on land, J'd /started f . .. l ce Drawn into this ocean of pea ' ' ' ' ', ' ' ' sink deeper, no Longe/· caring if ' ' ' .· noihini th g(lin:C . . · / surface, ' · ··... · · · · . . . . . . For I realize in these · mmnentS of reverie my highest thoughts. , :· This union ith ii that:l seek'···.. · · ·· My Hands is also rit ' hi he t purpdf ; ' · · Thoughts While My Husband Is Away by Mrs. M. Agui"e Miss the coffee that you always brew, The pool, not the same without you. Bread, biscuits, rolls you always bake, All the good food you love to make . Miss playing rummy, casino and also gin, How I'd holler cause you always win . Am not afraid when you are here, You 're such a comfort just being near. Can 't think of anything more to say, But love and miss you more each day . IL· iJ Many a good sailor left the sea for a home, Then ones like me just sail and roam . I'm looking for a lady who'll love and wait for me, A lady who allows to share me with the sea. Life of a sailor is to come and go, Hope you understand, I just don't know. I heard times before, either the sea or me, Guess I'll have to c,hoose just .being free. . ' 1, > _. ·. . . ·. :.� . :..-.: ' ' . . ; .·,·: .: . by Henri Percikow My hands, once straight and strong Raised girder upon girder, brick upon brick These now awkward trembling hands Anchored cables along river, over mountain Laid rail and wire that circle the land. · My hands welded, molded Seeded and plowed, Picked cotton and corn, My hands tore from the earth Coal, copper, iron and gold. Faster, faster, my hands were driven They were good hands, Wanted at the market of hands . . . Small hands, big hands, Fine hands, calloused hands, White hands, Black hands, All powerful hands, All hands for sale. Now my mutilated hands are refused, No more market for my hands!!! ; .! ',. Jf ' Poems of the Sea August 1 985 I LOG I 21 --"·--·-·-=i · �KA-BOOM Boatman Big Hit in Bang Business by Lynnette Marshall "I'm still in one piece, " SIU Boat­ man Pat O'Brien says into the tele­ phone. It's July and he is midway into his summer leave of absence from G&H Towing and having a blast tour­ ing the countryside and small towns as Captain Dynamite. It was the 4th of July, Rogers, Ark. at a lake with fireworks like neon streamers bursting in a spectular dis­ play behind him . As he always is for his act, O'Brien was bellied down in the 'coffin of death, ' a box with white butcher paper stretched tight. Four sticks of dynamite are set to blow it sky high. There is expectation in the crowd. One can imagine . Little kids rush the impending stunt. "Kaboom!" they yell and shout. Per­ haps the Captain will be even better than caps pounded with a hammer rat-a-tat-tatting on sidewalk pave­ ment, better than the thunderous roar of a cherry bomb. Unflappable, even with four sticks ofdynamitejust outside his coffin, two at his head, two at his feet, O'Brien says he is hardly ever afraid. Each contains 90 percent nitroglycerin . His suit is fire resistant but not fire proof The countdown begins: JO, 9, 8 . . . O'Brien releases the remote control detonator. At once a shockwave goes through the stands. It boxes the ears. Into the air O'Brien is thrown, engulfed by a cloud of dust and dirt. His gold lame jumpsuit is powder scorched. Shards of butcher paper fly and hang in blue smoke. The dynamite would topple a brick house. Splinter a wooden bungalow. If it were a cartoon there would be shooting stars. For seconds O'Brien is uncon­ scious. Children wring their hands. Medics run forward. Then, first an arm stirs. Then a leg. He struggles. Groggily he pulls himself up. Onto his feet he staggers . He presses toward center field. He waves. The crowd breaks wild. They shout. They cheer. "Dy-no­ mite!" They stomp on the bleachers like a thousand head of charging buf­ falo. " They say the noise was the loudest they had ever heard in that part of Arkansas, ' ' O'Brien says. * * In their spare motordome in full swing he was to become Captain Midnight, fearless champion in black, wearing a helmet and goggles. He could perform mo­ torcycle ramp-to-ramp stunts. He steered doggedly through hoops of flame . He broke his back riding on the hood of a car that dove through a wall of fire. And picked himself up and went back to Ford's Tournament of Thrills show. He met Evel Knevil when Evel was in diapers. Al)d not until he was 60 did O'Brien put his motorcycle down. He has performed . with the Circus of Stars. He has performed with Robert Mitchum, Clark Gable , Marlon Brando, Mickey Rooney. He was a Hollywood stuntman with the tele­ vision series "Highway Patrol" and "That's Incredible" has featured his act four times. He has appeared on "P.M. Magazine" and "Real People, " too. And name a state i n the country and most likely he has performed there, he says. In fact, he is so well known that in his home state ofTexas the local media rarely interviews him, according to SIU Houston Patrolman Gene Taylor. * It has been 32 years since O'Brien began blowing himself up, mostly at county fairgrounds and during half­ time and openings of sports events. He performs 60 to 70 times each year for the World Champion Dare Devils of Amusement Enterprises, Houston, Tex. It was 50 years ago, at age 1 9, he began thrilling audiences. Taking his motorcycle aboard the merchant ves­ sel Charlie McCormack ("I wouldn't sign with anyone that wouldn't let me keep my motorcycle, " he once said), he got off in Everett, Wash. as an ordinary seaman with the SUP. Straight away to a carnival with a h o� ·.ihufuner· vaca&ns most · SIU Boatman Pat O'Brien blows himself up. * · * * Now 69, O'Brien is he says "the oldest still active stuntman in the whole United States." He is hard of hearing from the cacophony of explosions. Nevertheless he talks on about his career as though each experience had happened only yesterday . Or as if he had seen fragments of his life pass many times before his eyes as he dared - death. There was the time in Eldorado, Kan. he recalls, when by accident a child brushed against a stick of dy­ namite and changed its angle . The blast tore into his side but he walked away from the stunt to perform a 75foot motorcycle jump, then out to dinner for filet mignon before going to the hospital. When he blew himself up inside the­ Omni Hotel in Atlanta, "It looked like it was snowing in there," from the way the coffin was decimated to pieces of paper the size of snowflakes he said. And when he announces he will ignite an even mightier charge, using six sticks of dynamite or more, anyone can bet that after the show he will be counting his blessings. At a mere four sticks, the explosion produces a 200 pound-per-square inch force. He wears permanent bruises. * * * All of the explosions have taken their toll. His dentures are cracked. His originals were destroyed years ago. Once, his boot was flung off by the force and sent sailing to kingdom come. But, strangely enough his foot was unharmed. Another time, his pants were blown down to his knees live on cable t.v. As a sailor and naval serviceman iii three wars, O'Brien always came out of dangerous duty mostly unscathed, save for a gunshot wound for which he received the Purple Heart. In 1938 he joined the SUP and started sailing with the SIU in 1 % 1 . Today he is a chief engineer with a masters rating and sails eight months out of the year, he says. He served in World War II, Korea and Vietnam. Five merchant vessels he was assigned to were sunk by German U-boats. He worked as a Navy frogman at the beginning of the Second World War and later there was a job as a powderman in Califomia gold mines. He admits to running guns to South American rebels. If there is one reason why he has been so bold he says it is this: It's not so much the money but the "noto­ riety" of the stunts he performs. ''Really, it's because I like to do some­ thing no one else would do, " he says. Out in Little Rock, according to Bill Valentine in charge of the Arkansas Travelers of the Texas League , a mi­ nor league baseball team, fans are glad to see him. In Little Rock, says Val­ entine, "he has a cult following. He comes in once a year," says Valentine , "blows himself up between games of a doubleheader and everyone is happy . " 22 I LOG I August 1 985 __,,___,,_ ::::. . ' t T �Campbell and CrowJey Captains Meet Dlrect Deposit For Pension Checks SIU pensioners can save them­ selves a trip to the bank every month through direct-deposit of their Union pension checks. The SIU will send their checks directly to the bank if a pensioner wishes. To arrange this service, they must send the name and address of their bank, and their account number to the SIU Pension Department. If a pensioner lives in a foreign country the same service is avail­ able, but only if the pensioner maintains a bank account with an American bank in the United States; j•. l' i �� dent Angus "Red'' bampbdl shares hmch and d iscussion with three · Crowley Piierto Rico tug captainS after a recent at; TlJe three are (left to right) Antonio Colon, Raymond Diaz and _Juan Diaz. membership meeting at PlneY: SHJ -fice Support . --; President · Jackson·.- C;arries -.�iil' Pass�nger$ to , lndia . . - -'-,•, . . . . . . . . . . . . .. '· � ..·., ·:, . . . . . · - . SPAD ', ' .· Goi ng On Pension? ; '\ . ; :-..... . . . Plan Ahead !If you are planning on going out on pension, it is to you r adVantage to plan ahead . I t i s best to start a year ahead to get all the forms and paperwork together so that there will be no delay in getting · your pension application approved and your checks in the mail to you. The President Jackson (APL) carried 12 passengers on a recent 904ay voyage from Seattle to Bombay and Madras, India. Pictured above are, from the left: Dave Awakauni, assistant cook; Glen Evans, chief cook; Julio Roman, 2nd cook/baker, and Lois V. Ware, chief steward. Going On a Fly-Out? Help Deliver the Mail If you are joining � vessel-and especially if you are going on a foreign fly-out-you can help your Union and your shipmates by delivering the mail . When you are ready to leave , see the Dispatcher at the SIU hall and get from him a supply of: Ship's Minutes forms ; Crew List forms ; Repair Lists , and a few copies of the LOG. This will be a big help because some ships are without these necessary forms because of delays in postal mailing systems . Here is what you are going to need : 0 Copy of your B I RTH C E RTIFICATE. 0 Copy of your wife's/husband's BIRTH CERTIFICATE: 0 Copy of your MARRIAG E CERTI FICATE. 0 C E RTIFICATE OF DISCHARGES for period PRIOR TO 1 95 1 anq AFTER 1 981 . D Passport size PHOTO. (If you have lost any dis­ charges, write to the U.S. Coast G uard, Washington, D.C.) If you are filing for DISABILITY PENSION , you will also need: D Social Security Disability Award. D - P�rmanently - Not Fit For Duty letter from doctor. If you are filing for �NLAND PENSION, you will also need : D Type I Statement,,of Earnings from Social Security. D Company letter stating your years of service in days or hours per year. _ You r Union's Pension and Welfare Department is set up to give you prompt service. Yo�.11: help in- giving them the necessary documents for proof - of, eligibility will ensure that you get your benefits on time. · August 1 985 I LOG I 23 -{ ' - -' I .( · �'.). f . : ··.. S S I U's MN Senator Explores South America TICKY, strength-sapping sum­ mers come early to the Florida coast. The heat is just as unbearable for the white ospreys flocking to the Everglades in search of shade and the Floridians (few sensible tourists would visit Miami in the summer) searching for relief in the cool surf. But from Dodge Island where the Caribbean Coastal Transport vessels Senator crewmembers - pass through on their trip from mountain mansions to shacks, which makes many think there may be only two classes of people here-the very rich and the tragically poor. The stark contrast between rich and poor is broken somewhat in La Guaira's bright and bustling market­ places and city streets, where the are docked in precise rows, every working class make a living. capes Miami' s tropical heat for the workers to shuttle the trailers from week-and-a-half the M/V Senator es­ However long it takes shoreside cooler breezes of a Caribbean cruise to Central and South America. the Senator's roll-on bay s , Seafarers Debbie Byers' first trip as chief stew­ ard . The work conducted onboard the beyond the shipyard gates . From La Guaira harbor, all roads Recently it was voyage 67 for the Senator, crewed with 14 Seafarers and Senator and the important cargo the ship carries certainly don't make the trip a fantasy Caribbean cruise. But the five ports on the regular run are more attractive and romantic than, say, Port Elizabeth, N .l. From interviews with crewmembers and a bit of research, here' s a travel­ ogue of the Senator's ports of call . LA GUAIRA Mountains slope to the sea as the Senator approaches its first port , La Guaira, Venezuela. At La Guaira and the other four stops, Puerto Cabello and Maracaibo in Venezuela, Colom­ bia's Cartagena and Las Minas, Pan­ ama, "There is nothing but big green mountains' ' coming down to m�et the sea, QMED Gustavd Guerrero t�caijs . In the sunlight, La Guaira's mountains sparkle like the emeralds mined from beneath them. Luxurious mountain resorts over­ �. look the Caribbean. But like so many South American countries, the major­ ity of the descendants of the highly cultured Inca and Mayan civilizations may hail a taxi or bus for several hours or even a day ' s worth of exploring the scenic beauty as well as the destitution lead to Caracas, the capital of Vene­ zuela and the city the port was founded to serve. It is one of the largest cities in the world. But unless a maritime traveler has a day to traverse mountain roads for several hours inland, La Guaira itself may be a wise choice diversion from the ship's decks. By bus, the district that has made the sea port like no other, the gem district is 40 minutes from the sea. It is like a crystal mirage. Block upon block sparkles: emerald, ruby , dia­ mond, sapphire blue in velvet jewel­ ers' windows. Because the gems are mined from Latin America' s earth, they are cheaper here than just about anywhere in the world. CARTAGENA It is in ancient G<!-rtagena where Gustavo Guerrero has 'fond remem-' berances . He has sailed four of the past five years with the Senator, and he always takes a traditional mule ride up the narrow path along the craggy mountains. At the end of the ride, Guerrero spends his time at an ancient monastery which peers out over the AB Jonathan Dye washes down the MN Senator (CCT) in downtown Miami. Caribbean. Coastal Transport docks its vessels at Dodge Island, a mound of land that juts out of ai center-city body of water and is surrounded by Miami's urban skyline. live in stupefying poverty. Here pov­ Colombian city. moved from the wealthy . the past in Latin America. Today an infusion of "petro-dollars "-the area But Cartagena doesn't seem to have is a major oil producer-and a vast gem market have contributed to the Perhaps the favorite souvenir for been spoiled. Many residents still make their living from the land and the sea, Seafarers , Guerrero say s , is the razor­ toothed legendary man-eating pirhana modernization of many cities . displaying their produce in open air (the fish has been known to nibble on markets : coffee beans , bananas, co­ conuts and the morning' s catch. Plan­ of the fish have been known to strip a erty is just one mountain ridge re­ Cardboard shanties slammed to­ gether slant at odd angles . Heavy rains soak and then sag the roofs and sides. It is this kind of startling reality that Cartagena is a refreshing glimpse of tains are a favorite fruit native to the region. A staple , it is like a banana but with a thicker skin, best eaten after soaking in sugar cane juices and women and children, too, and schools cow's flesh in 60 seconds). The Gua­ haros stuff and mount the fish with the evil mouth spread in a toothy grin. * flambeed. MARACAIBO Vast oil deposits have catapulted Venezuelan sea ports into the modem America. Along the Venezuelan coast, The high rollers spend their time and far from the nation' s ports. or by the chemin-de-fer shoe. But like Las Vegas , slot machines are popular for the more common gambler or tour­ ist in the resort town of pricey hotels and casinos. Oil wells and iron ore mines are not Colombia has a large number of coal mines, and a bit further north the Pan­ ama port city of Las Minas is named after the mines in the area. The tall skeletal frames of oil wells dot the coastline . mercial district , a Seafarer will find . And if a Seafarer has had his fill of cities , casinos and market places there haros Indians nimbly weaving centu­ hours : the long white sandy beaches , Just a short side trip from the com­ himself in a different world-Gua­ 24 I LOG I August 1 985 There are other sights and industries in this northwest comer of South beef cattle graze up to the shoreline. money in casinos at the roulette wheels and * world. And in Maracaibo those new found petro-dollars are lavishly spent. Here's more of the Senator's crew (left to right) AB s William Chad, Carl Lowery John Mullis; QMED Doug McLeod; Bosun Durell McCorvey and AB John Floyd. * ries old tribal patterns into ponchos, rugs and wall hangings. is one other retreat for the onshore coolarid pristine, secluded and restful, rocked by the Caribbean crosswinds. �Hel p A Friend Deal With Alcoholism I I Alcoholics � UGJ � don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy -and just as important -as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to alcohol-free life. a � - - - - - - - - - ---- - - - - - - - - - - - ---- - - - � I I I I l I I Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabil itation Center. I understand that all my med ical and counseling records will be kept strictly confidential. and that they will not be kept anywhere except at The Center. Name . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Book No . . . . . . . . . . . . . healthy' productive Address . . . . . . . The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be . showing him that the first step back to recovery is only an arm's length away • Mail to: . . . . . . . . . . Telephone N o. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ( Street or RFD ) THE CENTER Star Route Box 1 53-A Valley Lee, Md. 20692 or . . . . . . . . ( City ) ' . . . . ( State ) (Zip) call, 24 hour.t-a-day, (301) 994-0010 .._----- - ------ --- --�-- - - - - - ----- --- -----�..J August 1 985 I LOG I 25 � _ _ _ _ _ _ _ _ ____________, , --�------��-- �--�----- :---------- - - -- - - ----,,�---- �s»+. � Deep Sea Pensioner Adolph Louis Danne, 7 1 , died on May. 16. Brother Danne joined the SIU in 1939 in the port of Mobile sail­ ing as an AB . He was born in Barn­ well, Ala. and was resident of Mobile. Surviving is his widow, Eunice. <... '.. c·-�.·� ,; ·- Pensioner James Garnett Juvenal, 68 , ' , .' away on July passed _ I ' .... # , 6. Brother Juvenal ' ' . . joined the SIU in the ?J port of New York in 1962 sailing as a chief > ,...·� ... . • 11 He electrician. helped to organize the SS Twin Falls Victory (Suwannee Steamship) that year. Seafarer Juvenal was born in Taft, Texas and was a resident of Houston. Surviving is a niece, Garnett Wagnerof Lyte, Texas. ·. : • . �• • f�•¥;kll-'f;;:,·iW1�/� y · ·· .. Pensioner Charles David Locke Jr. , 64, died on July IO. Brother Locke joined the SIU in the port of Baltimore in 1957 sailing as a chief , cook . He was born 1 in West Virginia and was a resident of Houston. Surviving are two sisters , Mae of Martinsburg, W. Va. and Pearl of Norfolk. Pensioner Robert Olson, 64, died in San Francisco on June 25. Brother Olson joined the SIU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1962 sailing as a bartender. He retired in 198 1 and was a graduate of the union's Pacific Dis� trict Steward's Training School , Santa Rosa, Calif. Seafarer Olson was a veteran of the U . S . Army during the Korean War. Born in Chicago , Ill . , he was a resident of San Francisco. Pensioner Haskell Lyford McLaughlin, 73 , passed away on July 6. Brother McLaughlin joined the SIU in the port ' of Tampa, Fla. in ' 1956 sailing as a . FOWT. He began sailing in 195 1 and attended a Piney Point educational conference. Sea­ farer McLaughlin was born in Roatan, Bay Is. , Honduras and was a resident of Tampa. Surviving are his widow, Jeanette and sons and daughters . John Manuel Cas­ tro Sanchez, 54, died of natural causes in Mt. Sinai Hospital (N .Y.) on May 3 . Sanchez Brother i joined the SIU in the port of San Juan, P.R. in 1962 sailing as an oiler and AB . He also was a private investigator. Seafarer Sanchez was born in Santurce, P.R. and was a resident of New York City. Interment was in St. Raymond's Cemetery , the Bronx. Surviving are his widow, Julia and his mother, Victoria of New York City. · • • Pensioner John W. Pesley Parker, Jr., 84, passed away on June 23 . Brother Parker . joined the SIU in 194 1 in the port of Savannah, Ga. sail­ ing as a chief stew­ ard. He was a veteran of the U . S . Navy after World War I . Seafarer Parker was born in Savannah and was a resident there . Surviving are his widow, Katherine and a daughter, Pa­ tricia Corley, both of Savannah. William Charles Watson, 56, died on June 14. Brother Watson joined the SIU in the port of New York in 1955 sailing as a bosun. He began sailing in 1948 and worked on the Sea-Land Shoregangs in Oakland, Calif. from 1969 to 1977 and at Port Elizabeth , N .J. in 1978. He was a veteran of the U . S . Army during the Korean War. Born in the Bronx, he was a resident of San Francisco. Sur­ viving are 'his widow, Heide and his mother, Dorothy ofTrn� Ba:,oill . ':'II..,,.�..• ' '?i."'�;.;,��•.. ,.--r--'!!'!"�...--�-��!"'!"'��������� K NOW YOUR T RIGHTS KNOW YOUR RIGHTS lh' TIONS. Copies of the S I U const i t u t ion are avail�Je': A tl a n t i c . G u l f. Lakes a n d I n land Waters District m a kes specific provision for safegu a rd i n g the a l l U n ion h a l l s . A l l m c m hers shou ld ohtain copies ·t)f t hi.s m e m bersh i p"s money and U n i o n fi n ances. The const i t u t ion req u i res a const i t u t ion so as to fa m i l i arize themselves w i t h i ts con­ If · --tt- · detailed a u d i t by Certified P u b l i c Accountants every three months. w h i c h are to be s u b m i tted to the members h i p by the Secretary-Treasurer. A q u a rterly fi nance com m i t tee tents. Any t i m e you feel any memher or officer is attempting to deprive you of any consl i t u l ional right or obl i gat ion hy any methods such as deal i n g with charges. lrials. etc .. as well as all olhcr det a i ls. 1 hcn lhc mem her so ;1ffec1cd of rank and file mem bers. elected b y the memhers h i p . should i m mediately not ify headquarters. m a kes exam i nat ion e a c h q u a rter of the fi nances of the U n ion and reports f u l l y t he i r fi n d i ngs and recom menda­ EQUAL RIG HTS. All memhers arc g u ara nteed equal tions. Members of t h i s comm ittee m a y make d isse n t i n g rights i n em ployment and as m c m hers of l h e S I U . These reports, specific recom mendations and separate fi n d ings. r i gh t s arc clearly sci forth in the S I U const i t u t ion anJ i n t h e contracts w h i c h t h e U n ion h a s negoti ated w i l h t h e TRUST FUN DS. A l l trust funds of the S I U Atlantic. em ployers. Conseq u e n t l y . no m e m her niay h e d i scr i m i ­ G ul f. Lakes and I n land Waters D i strict are ad m i n istered n a ted against hccause or race. creed . color. sex a n d na- in accon.lance w i t h the prov isions of various trust fund 1 ional or geogra phic orig i n . If a n y memher feels that he i -; agreements. A l l these agreements specify that the t r ustees denied t h e equ al rights to w h i c h he is enti tled. he should in c harge of these funds s h a l l e q u a l l y consist of U n ion not i fy U n ion headq uarters. and m a n agem e n t represe n t at i ves and t h e i r alternates. A l l expend i t u res a n d d ishursem-ents of trust funds are made only upon approval by a majority of the trustees. A l l trust fund financial records are a v a i l able at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and sen i or­ i t y are protected exclusively hy t h e contracts between the U n ion and the employers. Get to know your s h i p p ing rights. Copies of these contracts are posted and a v a i l able in all U n ion halls. If you feel t here h a s been a n y v iolati o n of y o u r s h i p p i n g or sen iority rights as contained i n the contracts hetween the U n ion a n d the e mployers. not i fy the Seafarers Appeals Board by certified m a i l . return re­ ceipt requested. The proper address for 1 h i s i s : Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 F u l l copies of contracts as referred to are a v a i l able to you a t a l l t i m es. ei ther hy w r i t i n g d irectly to the U n ion or to the Seafarers A ppeals Board. CONTRACTS. Copies of a l l S I U contracts are avail­ SEAFARERS POLITIC A L ACTIVITY DONATION -SPAD. S P A D is a separate segregated fund. I ts pro­ patrolman or other U n ion olli:: i a l . i n your op i n io n , fails ceeds are used to further its ohjects and pu rposes i n c l u d ­ to protect your contract rights properly, contact the i n g . h u t n o t l i m i ted to. furthering t h e pol i 1 ical. soc i a l a n d nearest SIU port a gent. econom ic i n terests of m a r i t i m e workers. the preservat ion and furtheri ng of the Amer,.ican M erch a n t M ar i ne with EDITORIAL POLICY - THE LOG. The Log has i m p roved t ra d i t i o n a l l y rcfrai·neJ fnim p u b l i sh i n g a n y artielc serv i n g for seamen and contributes t o pol i t ical candidates f o r elective otticc. A l l articles deemed h a r m f u l t o 1 hc U n ion or i t s collective con t r i hut ions a r c vol unta ry. m e m bersh i p . This esta h l i shed pol icy has been reaffirmed N o contri h u t io 1 1 may he by m e m hersh i p action at the Septcmhcr. 1 960. mee t i ngs sol i c i ted or received hccause of force. joh d isc r i m i n a t ion. pol icy is vested in an editorial hoard which consists of d i t ion of members h i p i n the U n ion or of em ploy ment. II in all const i t u t ion a l ports. The responsi h i l i t y for Log the Execu t ive Board of 1hc U n ion. The Excc u l i v e Board PAYM ENT OF MONIES. N o mon ies a r e to h e p a i d oftlc i a ( U n ion receipt is given for same. Under no c i rc u m ­ stances s h o u l d a n y mcm her pay a n y money for a n y reason rece i p t . . In t he event t h reat of s u c h conduc t . or as a con­ a cont r i b u tion is made hy reason of 1 h c ahovc i m'proper port SPA D to protect a n d further your econom ic. pol i ­ to a n yone i n any oftic ial capac ity i n the S I U u n less a n such or m a i l w i t h i n 30 Jays of the cont rihut ion for i n ves l i gation and appropriate a ction a n d refu n d . if i nvoluntary. Sup- · carry out t h i s responsi b i l i t y . u n l ess he is given fin a n c i a l repris a l . conduct. not ify the Seafarers U n ion or S P A D hy certi fied m a y delegate. from among i ts ranks. one i n d i v i d u a l to anyone and con d itions under w h i c h you work and l ive a board s u p p l y i n g a rece i pt. or i f a memher is n:qu ireJ to make a sheets and i n t he proper m an ner. I f. a t any t i m e . any S I U oppor t u n i t ies In con nection w i t h such ohjccts. S P A D su pports a n d officer or m e m ber. It has a l so refra ined from p u b l i s h i n g attempts 1 0 req u i re any such payment he m ade w i t ho u t your ohligations. s u c h as fi l i ng for O T on t h e proper em ployment hoatmcn and the advancement of trade u n ion concepts. the pol i t ical pu rposes of a n y i n d i v i d u a l i n t h e U n ion. able in a l l S I U h a l l s . These contracts specify the wages your s h i p or boat. K now your contract rights. as well a s ..�,,�· CONSTIT U T I O N A L R I G H T S A N D O B L I G A - , . . ' FINANCIAL REPOR S. T h e cons t i t u tion of t h e SI U payment anu is giwn an otlic i a l recei p t. h u l feels t hat he should not have hccn req u i red lo make such pa);ment . l h i s should i m m ed i ately h e replirteJ tl) U n ion headquarters. tical and social i n terests. a n d American trade u n ion concepts. If at any time a member feels that any of the above rights have access to Union records or Information, he should immediately notify been violated, or that he has been denied his constitutional right of return receipt req�ed. The address is 5201 Auth Way and Britannia SIU President Frank Drozak at Headquarters by certified mail, Way, Prince Georges County. Camp Springs, Md. 20746. 26 I LOG I August 1 985 ..:: -- -- .. , -·:- _ __ <::: . . .- ii �BAY RIDGE (Bay Tankers), June 23Chair:man Clyde Kent; Secretary W. Higgs Sr. ; Educational DirectorlPumpman Daniel Mitchell. No beefs or disputed OT were reported. Everything has been running pretty smoothly according to the ship's chairman. The only minor problems have to do with the toaster which hasn't worked properly for three trips and needs to be replaced, and the microwave oven which needs to be' moved out of the galley and into the pantry. The steward department wishes to thank the "outstanding crew on the Bay Ridge tor being so nice to serve and get along with." BEAVER STATE (Apex Marine), June 1 5-Chairman Robert T. Wood; Secretary F. Costango; Educational DirectorlQMED Michael Gilbo; beck Pelegate Harry Smith; Engine Delegate Pete Vasquez; Steward Delegate.- Francisco Monbisias. Some dis­ puted OT was reported in the deck and engine departments; otherwise everything is running pretty smoothly. There is $20 in · the ship's tund which will .b e a dded to ,the . fund collected for Alan Bartley 1or the us� of his video cassetlEHnc>Vtes and trairling films. The.. vessel ..will arrive at Big Stone, Del. on.,.June 24 and the crew will be paid. N Ship Will remain at anchorage unti.1 .#\e beginning of July when a new ittev/ wm come aboard. Member8 - ·asked totum in all extra and soiled linen. A $ir list · has been pass8d to each department, and survival'sults wil l be cheCked before arrival. Th�iCrew wovld like the Union to look into the mail situation. The mail was held up i n Egypt, � some members believe the ,,,,,�aoy could do a much better job with , ..-·'/ the handling mail. Capt. Flan�gan also t_ ··. took a fe\\'.. m1 n.utes to expre� h is than,ks . . . · . _ to. all the SIL! metnber'a for a job Welt done. . - . · . ?' . A YOta o4 thanks was given to the .-'� dep�rtme�t and another to Alan Bartley for s.h anng film collectlo�. The steward a� his thanks to Chief �k Frank Monbisias, SIA Anthony St. Clair and SIA Al�n Bartley for "a great job, for their attitudes and �rtormance of 1 01 per_ Stone, cent-they care. . Next port: Big Del. �IS _ . BORINQUEN (Puerto Rico Marine), . June 1 &-Chairman R. Molina; Secretary Cassie B. Carter Jr.; Educational Director P. Colonna. No beefs or disputed OT reported, There is $1 3 i n the ship's treas­ ury. The Borinquen will pay off in Norfolk, Va. in the shipyard. Crewmembers will be paid transportation as per Union agree­ ment, and the Union hall will be called to . see if a patrolman can come aboard and register the men who will be coming back to the ship rather than have them go into town to the hall. All members leaving the vessel were reminded to strip their bunks, tum in all soiled linen and leave their rooms clean for the next person. When the pa­ trolman comes aboard, the question of lodging will be brought up (which some members feel they are entitled to). It was also suggested that lockers be available for the men who return to the ship so that !h�Y can leave their gear onboard. More chairs for the crew's rec room were sug­ gested. Next ports: Elizabeth, N.J. and Norfolk, Va. INGER (Reynold's Metals), June 1 � Chairman Frank Rodriguez; Secretary J. Iverson; Educational Director Robert Sullivan. No beefs or disputed OT. Due to the short-term plans for the SS Inger, a ship's fund seemed unnecessary at this time, but a Hawaii arrival pool may be used to rajse some money if needed. The re- pumpman, � m<>tion 'Nas made to Change . . illlportance of upgrading. "Training . is the the 1 20 days seatinie" f& a member to ' :k�l· talPid'. teehno� ·advancea.� shaping the face of the ITiarttime indusffy. keep his benefits to 90 days seatime. This Crews are getting smaHer and the new motion wiR be . forwarded to· VP "Red" jobs.being created require more technical Campbell at headquart�. The bQsun . kflow•how." He alSo reminded the memthanked his crew for a good jOb on clean" up and tank cleaning after the ship unbers of the importance of donating to SPAD in order to help keep the maritime industry loaded grain. A vote of thanks also went stable. A vote of .thanks was given to Chief to the steward department for being a good Steward H. Ortiz and his department for a feeder. And Dorray Saberon, steward asjob well done. Report to the Seafarers sistant, was thanked for doing a very good LOG: "We the crew of the St. Louis are job on her first ship. She will certainly be very g reatful for all the good news we get recommended for any upgrading job she may seek. from our good newspaper which keeps us informed as to how our officials are working hard for us in Washington and headquar­ PFe,EUGENE A. OBREGON (Water­ ters." man·MSC), June 3Q.,-Chairman Bill Krat­ mainder of the last pool was !;liven out in California as a "first line ashore" prize to those who had made their last trip. The bosun, who just joined the vessel , brought members up to date on the new develop­ ments: the 2 percent COLA, the new ves­ sels being crewed by the Union for the military, and the fishing fleet news (both the merger or joining of the New Bedford fishermen to the SIU and the plans being made for the fleet that is going to operate from N.Y. harbor). Mention also was made of the classes to be held at the Piney Point training facility in order to prepare the membership for these jobs. AU those mem­ bers with sufficient time to upgrade at Piney Point were urged to do so. Applications are available through 1he ship's committee or in the LOG. The steward explained the satellite TV concept to the new crewmem­ bers and got a positive response. The proposal is to use satellite TV as a possible fair exchange for crew reductions and for improved conditions at sea whico . . wOQld l:>en�l t �11: . crewmembers. ThlS coold be employed 'Where possible to reduce de­ pendence on video rentals, a ge�afly disappointing system which promotes bore­ dom by its tack of variefy. A vote of thanks was given to the steward department mem­ bers for their good work and fine food. "We are all working hard to get her back in shape after her final soda ash run." Next port : Hawaii. · sas; Secretary Lee de Parlier; Educational Director. Aonnie .Harian; Deck Delegate William Ashman.; Engine Delegate Louis Seymour; Steward Delegate Earl Gray Sr. Some disputed OT was reported in the deck and engine departments and will be referred to headquarters for clarification. The ship will pay off on July 1 4 in Las Palmas in the Canary Islands. An early supper will be served in order for the crew to catch the launch 10 the hoteL The flight to .Madrid, Spain and then to New York and other ports of engagement will leave the next morning. The chairman noted that all h ands did "a heads-up job with the Navy heHoopter landings off Rota, Spain. This was a first for an SIU crew. The Obregon C:Onducted 51 operations including full lock and Chock and touch and goes. All personnel were Waterman on the flight deck except the. choppers and their crews. The Navy �nt a 'well done' to the ship." The secretary added that. since the addition of �'()'·· MSC ships has become a vital part of o,or empl()Yment and will expand in the Mun�. ·�It iS, as our f>Cesiden�, emphasized, our �tion to our country: 8nd UnioOcto ... . trained mariners to fjli ihe Our future· may well lay' in �pporting the U.S. Navy as we have i n the past. Upgrade your skill13.. Fill the bill." The educational LNG LEO (Energy Transportation Corp.), July 7--Chairman J.P. Davis; Secretary L. Conlon. Some clariflcation wq in the· 1 2-4 watch. •Otherwise, ev9rything' is going along well with no major beefs or disputed OT . There is $99 . in the communications r�µested deck deJ)attment � the· '.}· fund' Bild 8 couple hundred doll8nl 1n the • ship's fund. The Pac-Man machine continues to be a money-maker. The chairman proVlde·'ftie · : jabs: diredor lioted .tha( #l8fe. n. a,!Qt, oftA�e.' · the �· to ·attenct One of the . 9Chools for brought up a number of points: (1 ) Raleigh . Minix will visit the ship in July in the port of Himeji Japan · (2) Safety aboard ship is very im l your department head and bosun if you see anything that might be considered unsafe or hazardous; (3) There are watch-standers 6n the 02 level,. so keep the noise down. The educational director added that he would like to see some better cbrrespondence between the SHLSS staff and the members aboard vessels. Very often, he noted, the LOGs are late and by the time a letter gets from the ship to SHLSS and back, the class is over or the. member is someplace else. Ghri�­ mas cards have been ordered and will be on sale some time before Christmas. With regard to plane tickets, it was brought up that the fly out is no problem but that on the way home there is no direct routing to major cities. The trips are usually very inconvenient with lots of stops and lay­ overs. A problem was also brought up about the clothing situation. Japanese clothes just don't fit. In the future, · if clothing is unavailable from the U.S., Indonesia will be tried as a last resort. A vote of thanks was given to the steward department for a job well done. most important colir'Ses is helicopter firefighting. The 51 helicopter landings on the Obregon convinced the crew of the re�uirernents needed to properly react to a fire on the landing pad. A special film will be shown to all hands at 1 p.m. on the 7th. Several items were brought up for discussion. One was that a better system is needed for picking. up transportation tickets. Another was a question as to in­ surance coverage while in transit. A third suggested that if a crewmember is required to go to school, he or she should not miss their next assigned ship-that schedules be worked out. "This has been a long trip due to the training program and getting used to working with the U.S. Navy (most of . whom may have been trained as tech­ nicians but have not learned to adapt themselves to sea life, particularly onboard a merchant ship). Sometimes tempers get frayed, but it is a credit to the 'A Team' that we CAN DO-AND DID!!" Congratu· lations to Brothers William E. Ashman and Larry D. Mccants who both became fathers within 1 0 days of each other. Cigars were passed around and refreshments pur­ chased at the US Seamen's Club in Bre­ merhaven in celebration of the births of William E. Ashman II and Morgan Jacque­ line Mccants. 0111 CHARGER (OMI), June 9--Chair­ man F.R. Schwartz; Secretary E.W. Lambe; Educational Director Wiley Yarber. A few hours of disputed OT were reported in the engine department; otherwise everything is going well. There is $429 in the ship's movie fund. The ship's chairman reports that the ship took a load of grain to the Sudan and then loaded gas in Saudi Arabia which she will discharge in Boston. Anyone wanting to know how to operate the cas­ sette and movie recorder should see the ST. LOUIS (Sea·Lahd Service), July 7-Chairman Frank Teti; Secretary H. Or­ tiz; Educational Director LaGasse. The ship is running smoothly with no major beefs or disputed OT. The chairman noted that a cable had been received from SIU Presi­ dent Frank Drozak infonning the members of a 2 percent cost of living allowance. They also received a copy of · the new wages and overtime rates from the patr.ol­ man. Both have been posted for aH to read. The secretary reminded everyone of the · � �tify --- �---- d '� ·· ·· - - - �-· ·- - - -·-- �- - SENATOR (Coordinated Caribbean Transport), July 1 ()-Chaitman D.L. McCorvey; Secretaiy D. Bye(S; E(fuqa­ tiohal Director E. Balil; Deck J:W. Mullis; Engine Delegate Frank b. Byets; Steward Delegate Robert K Firth ; E:very­ thing is going smoothly with no disputed OT. Payoff is expected following arrival in Miami. Notice was received from SIU Pres­ . ident Frank Drozak about the , 2 percent cost:" of living increase effective July 1 , 1 985. A motion was made to have the SIU clinic moved· closer to · the Union hall-­ either that or provide transPortation to &1d from the hall. A vote Of thanks: was given to the steward department and the bosun for jobs well done. Next port: Mtami, Fla. �8 SUGAR ISLAND (Pacific Gulf Marine), June 1 6-Chairman Niel D. Matthey; Secretary J. Bennett Jr.; Deck Delegate James E. Hirchner; Engine Delegate Joseph Coltins; Steward Delegate Edward Singleton. No b0efs .or displJtect.OT, The ship's cha,ir� ' :man ' reportecf to the 'members that the ve�el would present in the New Oneans area and then would most likely load grain for El Salvador in the same area. Then it will be back to Hawaii for a load of sugar. bound for Crockett, diSct;&rge;fier carg() '-"'''!:�rs haw· t>een Uik&n care, of t�?�. · everythiilg' has : been gbing · pretty smoothly. The steward noted that it's been a wonderful, cooperative crew. A vote of thanks was given to the steward department for a "swell job done." Next port: New Orleans, La. and Official ships minutes also were received the following vessels: from AllElllCAll EA8lE PRIDE OF TEXAS LIB ARIES BAL11MORE SAii JUAI au:.U. C011SUMER SEA-Um DEYBJJPER SEA-Um ECOllOlY ll SU-I.AID ExPREss SEA-UllO lEAllER 8ROOIS Mm COft TRADER LI& 8EMlll GOlDEll EmAVOR G8lDEI MOllARCll OMl llUDSOI OMI SACRAMENTO OVERSUS CHICAIO OVERSEAS MARILYI OVERSEAS IATAUE SEA-Wm PACER · SEA4.AID'� SU-Um PRODUCER au....- VOYAGER STAR Of TEXAS Ul8 TAURUS PFC WWAM A. BAUGH TllOllPSOI PASS PITTS8lMml ULTRAMAR POICE ULTRASEA , Lefs have a picnic! Lefs have aparade! Lefs celebrate Labor Day and Americanrnade! -- - ----- August 1 985 I LOG I 27 �Walker Wilson, 59,joined the SIU in 1 944 in the port of Norfolk, Va. sailing as a chief cook. Brother Wilson' s last port was Mobile. He • is a veteran of the U . S . Army after the Koren War. Seafarer Wilson i was born in Birmingham, Ala. and ,; is a resident of Ocean Springs, Miss. Juan B. Leon, 6 1 , joined the SIU in 1 942 in the port of Mobile sailing · as an AB. Brother Leon hit the bricks in the 1 %2 Greater N.Y. Harbor beef and the 1%5 District Council 37 strike. His last port was New York. Seafarer Leon was born in Puerto Rico and is a resident of Brooklyn. j �t " · Deep Sea Great Lakes Earl Ronald "Snufl'y" Smith, 62 , • joined the SIU in 194 1 in the port of Tampa sailing as a bosun. Brother 1 Smith sailed for 43 years and also 1 sailed for the Calmar Li!J.e. He hit the bricks in the 1961 Greater N. Y . Harbor beef. Seafarer Smith was . born in Florida and is a resident of . Jacksonville . William Bilger, 6 1 , joined the SIU In the port of Philadelphia in 1953 sailing as a chief electrician . .Brother Bilger' s last port was the port of San Francisco. He is a veteran of the U . S . Army in World War II. Seafarer Bilger was born in Phila­ delphia and is a resident of Hay­ ward, Calif. John L. Hopkins, 66, joined the Union in the port of Detroit in l %0 sailing as an oiler. Brother Hopkins is a wounded veteran of the U . S . Army during World War I I . H e also ' is a member of the Veterans of Foreign Wars (VFW) Post 8402 , Jackson, Ohio. Laker Hopkins was born in Alabama and is a resident of Talbott, Tenn. · ,, · .. .-.·�... f. -f - Here (left to right) Jacksonville Port Admlrustrator Bill H(;dges, m retiree Barney . Swearingen and Port Agent George Ripoll gather as Swearingen accepts his first pension check. • · Jacksonville Port Agent Georg RtpoU pt�ntS pmsiond BeiiUiOl-d Stoeknilin \Vitti his first SIU retirement check after decades of service with the Union. Are Yo u M issi ng I m po rta nt M tt1/ Toll-Free Number for Welfare Questions We want to make sure that you receive your copy of the LOG each month and other important mail such as W-2 Forms , Union Mail and Welfare Bulletins. To accomplish this, please use the address form on this page to update your home address . If you are getting more than one copy of the LOG delivered to you , if you have changed your address, or if your name or address is misprinted or incomplete , please fill in the special address form printed on this page and send it to: SIU & UIW of N.A. Your home address is your permanent address, and this is where all official Union documents , W-2 Forms, and the LOG will be mailed. Address Correction ·Department 5201 Auth Way Camp Springs, Maryland HOME ADDRESS PLEASE PRINT bate: A toll-free number is printed on the back of your Clinic/Welfare Coverage Card. This number is for eligibility verification only. If you need to know the status of your claim, you may call this num­ ber: 1-800-345-2122. Use this num­ ber ( 1 -800-345-2 122) for: • Reporting an error in a hospital or doctor's bill ; • Information regarding the sta­ tus of a claim ; • A question about a letter or explanation of benefits state­ ment you received ; • To report a duplicate payment, or payment for services you did not receive . 28 I LOG I August 1 985 20746-9971 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - � - - - - - - - - - - - - - - - - - - - - - - - - - - - _ _ _ _ _ _ _ _ _ _ Social Security No. Phone No. Your Full Name Apt. or Box # Street Book Number City 0 SIU 0 UIW UIW Place of Employment Area Code ZIP State 0 Pensioner Other ------ ----- This wlll be my permanent address for all official union malllngs . This address should remain In the Union file unless otherwise changed by me personally. (S�ned> ------- ------------------------------�---------------------------- � �-Company/Lakes -Lakes -Non Priority CL L NP Dispatchers Report for Great lakes JULY 1-31, 1985 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac . . . . . . . . . . . . . . . . . . . . . Port Algonac . . . . . . . . . . . . . . . . . . . . . Port Algonac . . . . . . . . . . . . . . . . . . . . . Port Algonac . . . . . . . . . . . . . · Directory . . • . . . . . Totals All Departments . . . . . . . . 3 23 7 6 14 9 2 5 3 19 12 23 TOTAL SHIPPED All Groups Class CL Class L Class NP DECK DEPARTMENT 7 25 7 4 7 12 10 6 6 2 STEWARD DEPARTMENT 4 0 10 0 34 23 Ed Turner, 0 0 5 89 11 19 16 * "Total Registered" means the number of men who actually registered for shipping at the port last month . * * " Registered on the Beach" means the total n umber of men registered at the port at the end of last month. Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike George McCartney, Vice President Roy A. Mercer, "TOTAL REGISTERED All Groups Clu1 C Clm A Class 8 TOTAL SHIPPED ·All GnMQll Claa C Class A Cl111 8 32 Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . Ph ladelphia . . . . . . . . . . . . . . . . . Batumore . . . . . . . . . . . . . . . . . . . Norfol . . . . . . . . . . . Mobile . . . . . . . . . . . New Or1eans . . . . . . Jacksonville . . . . . ., . .. .. .. . . .... .... .... . . . . .... .... .... . . . . San Francisco . . . . . . . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . I l 51. Louis Point . . . . . . . . . . . . . . . . . ...................... T Pi.:I. 'I ' -1•--";-»' I f''',, i ··· tI ' l . • . • • . • • . . . . . . . . . Gloucester . . . . . . . . . . . . . . . . . . New York . . . . . . Philadelphia . . . . . . . . . . . . . . . . . Battim ore . . . . . . . . . . . . . . . . . . . ' ;y, . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mob le . . .. .. . . .. . . . . . • . . . . . . . . . New Ortean:r . . . . . . . . . . . . . . . . JICklonville . • . • . • . . . . . . . San Francisco . . . . . . . . . . . . . . . Wilm ngton . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . .. . . . . . . Puerto R co . . . . . . . . . . . . . . . . . Honolulu . . . . . . . . . . . . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . I St. Louis Point . . . . . . . . . . . . . . . . . I Pi:I. r' i • . t I • 5 79 4 11 9 17 47 44 42 26 37 3 4 41 0 2 371 5 17 3 3 8 5 7 13 17 13 15 3 14 9 0 2 134 0 0 1 0 0 0 0 2 1 0 0 0 0 0 0 0 4 1 44 5 4 22 15 55 25 26 16 33 2 1 18 0 0 217 2 29 4 0 12 5 10 24 13 3 5 0 12 0 0 1 120 T l . • • . • . • • • . . . . . . . • . . . . .. . . . . . . . . . . . . . . . . . . 1 47 9 3 to 14 27 26 31 12 22 4 1 28 0 2 243 2 5 1 3 4 5 6 2 10 4 11 1 14 5 0 1 74 1 0 0 0 0 0 0 0 0 0 2 0 1 0 0 0 4 0 19 3 2 18 1 28 30 9 14 15 2 4 14 0 1 111 0 33 3 6 2 13 20 8 51 11 23 4 1 22 1 0 111 0 6 3 0 4 1 0 3 6 1 4 0 16 0 0 1 45 0 0 0 0 1 0 0 0 1 0 1 0 6 0 0 0 0 34 1 2 18 6 30 8 24 21 32 0 4 14 0 0 1 14 Port Gloucester . . . . . . . . . . . . . . . . . . New Yort . . . . . . . . . . . . . . . . . . . Ph ladelphia . . . . . . . . . . . . . . . . . Baltlmor9 . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mob le . . . . . . . . . . . . . . . . . . . . . New Ortea.na . . . . . . . . . . . . . . . . Jaeksonville • San Francisco • . • . • • • . . • . . . • . . . . . • • • . . . • . . . • . . • • . . . • . Wilmington . .. . . .. Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico Honolulu . . . . . . . . . . . . . . . . . . . Houston . . • . • . . . • • . . . . . . . • . St. Louis . . . . . . . . . . . . . . . . . . . . . Pi::r.Point . . • . • • • • • • . . . . . . • • ................. Toll . . . . . . . . . . . . . . . . . . . . . . Port Gloucester . . • Pi::t Po1ri1· : : : : : : : : : : : : : : : : : Tota I . . . . . . . . . . . . . . . . . . . . . . 1 39 3 6 3 5 24 11 54 12 17 0 13 21 0 0 ZOI 2 60 8 0 14 10 23 10 21 16 31 0 1 28 10 0 1 334 0 3 0 0 0 0 0 2 1 0 1 0 163 0 0 0 1 70 Totals All Departments . . . . . . . . 1 , 021 517 1 17 . New York ... . . . .. . . . . . . . . . .. Ph lidelphla . . . . . . . . . . . . . . . . . Baltlmore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . . . . . . . . . . . . . . . . . . Mobile . .. . . . . .. . . . .. . .. ... . New Oneans . . . . . . . . . . . . . . . . Jacksonville . . . . . . . . . . . . . . . . . San Francisco . . . ... . . . . . . . . . Wilmington . . . . . . . . . . . . . . . . . Seattle . . . . . . . . . . . . . . . . . . . . . Puerto Rico . . . . . . . . . . . . . . . . . H ulu . . . . . . .. .. . onol . . . . . . . . Houston . . . . . . . . . . . . . . . . . . . . St. Lou 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 7 1 40 13 19 27 20 92 80 71 66 73 26 12 88 0 4 731 6 30 7 10 17 5 19 33 21 37 33 7 47 18 1 1 212 3 0 0 0 0 0 2 2 2 0 0 0 0 1 0 0 11 0 0 0 0 0 0 0 0 3 3 1 1 11 2 0 0 21 3 1 09 18 14 14 18 63 50 61 32 53 22 11 69 0 4 541 3 15 10 3 12 9 12 9 19 13 30 1 31 14 0 2 183 1 0 0 0 0 0 1 0 1 0 2 0 3 0 0 0 I 0 0 0 0 1 0 0 1 1 2 0 0 86 1 0 0 12 0 62 7 13 4 21 41 18 111 25 36 2 1 412 0 14 4 4 2 0 2 12 17 3 12 2 43 1 0 2 111 0 0 0 1 1 0 0 0 1 0 2 0 11 0 0 0 11 3 72 " 2 11 7 37 15 1 09 42 38 20 23 37 0 0 421 3 118 22 1 31 20 46 32 58 54 83 18 250 43 0 3 712 1 4 0 0 0 0 5 2 5 0 3 0 237 1 0 0 251 2,111 1 , 375 212 0 0 0 0 1 0 0 0 3 8 6 0 20 1 0 0 • EN81l11E DfPARnlENT Port ! I:& Rel .. RmlSTERED ON BEACH All GntUJI C1au A C au I Clau c DECK DEPARTMENT Por1 0 6 2 1 11 0 4 9 1 4 9 0 11 2 0 1 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a ITEWARD DEPARTltElfT 0 0 0 11 4 0 1 0 16 0 3 0 6 0 0 7 1 2 1 0 0 13 0 0 61 64 0 0 0 0 0 0 1 24 II EJfTR Y DEPARTMBfT 0 a 0 a 127 3115 67 152 46 18 7 Vice President HEADQUARTERS Dispatchers Report for Deep Sea JUL 1-3 1 1 985 Sacco, Vice President Joe Sacco, Vice President 17 35 Exec. Vice President Joe DIGlorglo, Secretary 3 ENTRY DEPARTMENT Ports Frank Drozak, President **REGISTERED ON BEACH All Groups Class CL Class L Class NP ENGINE DEPARTMENT 15 61 54 12 of 5201 Auth Way Camp Springs, Md. 20746 (301 ) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (31 3) 794-4988 BALTIMORE, Md. 1 21 6 E. Baltimore St. 21 202 (301) 327�4900 CLEVELAND, Ohio 1 290 Old R iver Rd. 441 1 3 (21 6) 621 -5450 DULUTH, Minn 705 . Medicat Arts Building .55802 ' . ,. , (21 8) 722-41 1 0 • ( !) Jj ' "- GLOUCESTER, Maes. Rogers St 01 930 (61 7) 283-1 1 67 11 HONOLULU, Hawaii 707 Alakea St. 9681 3 (808) 537-571 4 HOUSTON, Tex. 1 221 Pierce St. 77002 (71 3) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 (904) 353-0987 JERSEY N.J. 99 Montgomery St. 07302 Crrv, - _, , (201 ) 4$-9424 , , MOBILE, Ala. 1 640 Dauphin \stand Pkwy. 36605 (205) 478-091 6 NEW ORLEANS, l.8. 630 Jackson Ave. 701 30 (504) I 529-7546 l -1 Toll Free: 1-800-325-2532 N W YO K, N.Y. 675 4 Ave., Brooklyn 1 1 232 (71 8) 499-6600 NORFOLK, Va. 1 1 5 3 St. 235 1 0 (804) 622-1 892 PHILADELPHIA, Pa. 2604 S. 4 St. 1 91 48 (21 5) 336-381 8 PINEY POINT, Md. E R St. Mary's County 20674 (30 1 ) 994-001 0 Callf. Fremont St. 94 1 05 (41 5) 543-5855 -1 SAN FRANCISCO, 350 1 1 SANTURCE, P.R. 1 057 Fernandez Juncos St. . Stop 1 6 00907 SE.AITLE, Wash. ST. LOUIS, Mo. (809) 725-6960 25os 1 Ave. 98121 (206) 441-1960 4581 Gravois Ave. 631 1 6 (31 4) 752-6500 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (21 3) . 549-4000 • "Total Reg stered" means the number ol men who actually reg stered for shipp ng at the port last month . · · "Reg stered on the Beach" means th11 total number of men reg stered t the port at the end of last month. Shipping In the month of July was up from the month of June. A total of 1 ,1 51 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 ,1 51 jobs shipped, 600 jobs or about 54 percent were taken by "A" seniority members. The rest were filled by "B'.' and seniority people. A total of 1 52 trip relief jobs were shipped. Since the trip relief program began on Aprll 11 1 982, a total of 1 .482 jobs have been shipped. . - Support SPAD "C" August � � 1 985. / LOG I 29 �-·;;,;� �·;; .;;;:;: "5 ::iiiiiii i ,;,;;; iiii; ;;;,;,,;,.;,;.,,;,.;,;.,;;;,;,;;; ; ,;;;;,;;,; ; ,;;; ;,;; ; �-� ;;;;;;,;;,; ;;; ;,;; d C · �· � __ __ __ __ __ __ __ __ __ ,.;; .,;,;; ..,_ _..,__ _,, ....__ .., _. ..,_ ..,-���--------------------__ __ __ __ __ __ __ __ -� : --- ,.-- -..-' -------·------------- --- �----- �'Changes for the Good . . . ' I'd like to ta.ke this opportunity to thank our claims department for their quick response to my claim for dental work I had done . . . . I wOUld like to . commend them for the quickest response on payment of charges that I have ever seen in deaJ.ings with the SIU. It 1s obvious that there have been some changes, and I very appreciative and grat.eful. my Letters To The. Editor stnoerely J'0111"8, C&Ulryn •· l'lanagan We9'Dl.1nner, ..... This 'SIU Has Helped Many People . . . ' I want to thank the Seafarers Welfare Plan on behalf Of myself and husband tor all that done for us. Without the plan, th.ere 1s no way we could have paid $16,442.80 in medical in 1984. We are so grateful for hav.tng such good insurance, and we are tha.n.kful to the SIU for providing us with such a good plan. I pray that the Union stays strong. It helped so people. my was costs will has my spring I completed junior year at the Rhode Island School of Design. Although I have another year before graduation, I begjnntng to feel a sense of accomplishment. If a seaman a college degree, then he 1s probably capable of ma.king some kind of valuable contribution to society when he 1s on the . I want to aclm.owled.ge the tremendous heave ahead that the Charlie Logan Scholarship has given me, both financially and morally. am can earn beach Youra, 8'ephen McGurgan Providence, B.I. · 'Thanks for .An:ether Great Year Pon .anhur, Texas SIU PD-PMA Supplemental Benefits f"und, lnq. • • • ' I would like to thank you for making possible · an.other great year of college. I have learned much that help me in my goals. . fl.rm summer I doing an internship with interior des and ta.king a night class. The internship is giVing me much experience that lead me toward my future plans. Many for the financial assistance for college. It has been very valuable and I encourage all students to app . Charlie Logan Scholarship. This am Summary Annual Report ·.' ·.' - , '.'· , ,. t , 'Sense of Accompltshment . . . ' many Youra traly, Mrs. wmtam Parks ' am am tba.nks will an. ig:n will IY f�tQ..� SiDcerely, JI. CJaro1 Stmm• • CA.l'tle*' ' ' "��. This is a summary of the annual report for the SIU PD-PMA Supplemental Benefits Fund, Inc . , Employer Identification No. 94- 143 1 246, for the year ended July 3 1 , 1984. The annual report has been filed with the Internal Revenue Service, as required under the Employer Retirement Income Security Act of 1974, ERISA. Basic Financial Statement Benefits under the Plan are provided by a trust arrangement. Plan expenses were $9,057,078. These expenses included $206,539 in administrative expenses and $8,850,539 in benefits paid to participants and beneficiaries. A total of 2,334 persons were participants in or beneifi.ciaries of the Plan at the end of 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 $2,863,486 as of the end of the Plan year compared to $3 , 1 12 ,076 as of the beginning of the Plan year. During this Plan year, the Plan experienced a decrease in its net assets of $248,590. The Plan had total income of$8,808,088 including employer contributions of $8, 147,981 , earnings from investments of $365,43 1 , settlement income from bankruptcy proceedings of $68,3 16, and lapsed benefits of $226,360. 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 lis.ted below are included in that report: 1 . An accountant's report; 2. Assets held for investment; and 3. Transactions in excess of three (3) percent of Plan assets. To obtain a copy of the full annual report or any part thereof, write or call the office of the Plan Administrator, 522 Harrison St . , San Francisco, Calif. 94105, telephone (415) 495-6882. The charge to cover copying costs will be $5.00 for the full annual report, or $ . 1 0 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, and/or 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. 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, 522 Harrison St. , San Francisco, Calif. 94105, and at the U . S . Department of Labor i n Washington, D.C. , o r tO obtain a copy from the U . S . Department of Labor upon payment of copying costs. Requests to the Department of Labor should be addressed to: The Public Disclosure Room N4677 Pension and Welfare Benefits Program Department of Labor 200 Constitution Avenue, N.W. Washington, D.C. 20216 30 I LOG I August 1 985 i . Several hundred Seafarers make their livings aboard the S.S. Constitution and S.S. (American Hawaii Cruises), and SIU President Frank Drozak was recently aboard the ships to speak with the crews and listen to their comments. Here he is posing with Constitution Capt. Harry T. Wu. lnde/)endence --� �U.S., Others Scuttle Fight AgainstRunaway Flags 111 p;� April 1977, the Shipping Commit­ UNCTAD. Its efforts were clearly tee of the United Nations Confer­ directed toward "phasing out open ence on Trade and Development registries" or runaway flags as we . (UNCTAD) set out on a task to elim­ properly call .them. inate flags of convenience fleets from In 1980 the question of· "phasing . world commerce. out" drew heavy fire and the ..focus That noble undertaking has contin­ shifted to ''what conditions should · ued now for eight ye;;u-s. The most exist for vessels to be accepted on recent UNCTAD meeting on the su� national shipping registries. · � Under ject was held at the United Nations headquarters in Geneva, Switzerland from July 9-20, 1985. What most ob­ servers believe will be the final conference is scheduled to be held Jan. this approach the objective was to 20-Feb. 7, 1986. prepare and adopt an mternational The original and ultimate aim of the agreement to establish a genuine ecoUNCTAD members was to phase out nomic link between ships and the flag flags of convenience and thereby restate and thereby bring to world marmove from the high seas vessels that itime transport a · truer sense of responsibility and greater safety . The are unsafe, environmentally irrespondeliberations however, have been all sible, and exploit seafarers' basic rights. However, along the way, the ecodDwnhill since then. nomic forces of the runaway flag opThe original elements of economic-· erators "persuaded" a .number of linkage were: management, manning countries, including the United States, and equity. Stat� .con.trol; 9-Wner idenGreat Britairi, Norway, the Nethertificatio11 arid accounfubility were other significant aspects of ihe original .drafts. lands, Germany, Japan and Greece to join forces with Panarna, Liberia, BaIn the three sessions of what· is titled hamas and Vanuatu (the newest runas the United Nations Conference on away haven) to destroy this objective. Conditions for Registration of Ships, During the late 1970s the course this the,, runaway flag nations and those undertaking took was through an in� , .. supporting them, including the united States, have succeeded in extracting tergovemmental Worki� gr up within . · ·· ·_ ..__ ..._. " .:'..__ .;..,\... , .._ ·. . - . · · · Commentary 1· · This editorial and their unions, who worked for years to reach their cm:ren.t . sal� levels: take bitter:issue .wiil\ American. com. panies c �e �i'Og Aliterican-Owned ships with foreigners willing to work for a pittance; th�y callit the isslle of "run- ' runaway ftags ap- American Shipowners who operate l _t.tieir vessels under foreign ' 'flags of i . ,,,,,/convenience' ' should take note o f a . 1 ;-· situation that is unfolding for some of .· · " · n o ir counte w y 1 the P cifiv--as hQuld all other partie Ther� al have: been safety consid� to the long-running debate over the erations . Qpen�registry nations long practice. .have been accused of having low ship There are roughly as many J\merisafety standards, and mishaps involvcaD-61,Mi;led ships registered in foreign ing open-registry vessels have, in the countriis�;tbere are American ships past, J>e¢n all too common. , under the U ftag, , · · .· . · ..· . BUT THERE. JS· Y�t anot�t issu.e Americans and other nationals have in the debate , one that Is atthe heart used open registries for decade : The fees they pay to fly the flag of a nati �·. . o.f. much of traditional thinking about · ships : national derchant . •e like Liberia or Panama provide healthy · .. .Athene� m <' : ·' . .'. ' ' : ,, · fe n se . revenue to those countries. And the attractions for . shipowners are undeAmerican maritime interest, miliniable ; lower costs-including signifi· tary leaders and presidents have praised cant savings in being able to use vefy the t\me,ric� merchant m�e in ringlow-cost crewmen-and less red tape . ing tones for the V:itafrole it plays in i national defense by providing the supBut there is heated oppostion to the practice. American merchant seamen ply lines between the industrial base _ � .. '• lj l jl jl • . . .- ·- . . · .. · . · I 11 ll ! I I I I f. l . [ · · · ·. · . :,O rrii fio tJs. SCeo ario -. peared in The Journal of Commerce. on nts ruoa­ all �f the mearnngful provisions from . has an: adviser who re . way ship·. operators . and who, . at . the th� ·draft . international. agreement. · ILO's Maritime Session . 1976, was an ne effort to establish g¢ntline eco­ · official · adviser to the emi)loyer .dele­ nomic Ifuks -betweeit ,ships · a:rid the state ·of · registry has degenerated to . gate from Liberia ! hollow political rhetoric and empty United States interests in the bal­ promises. Even more discouraging is ance of international payments, do­ the fact that all the enforcement powmestic employment. federal individual ers have been eliminated. arid CO!l>Orate tax revenues, maritime What the seafarers of the world had and environmental safety, military hoped were the first steps toward endsea.lift · capability, and strategic min­ ing the runaway (lag system and its e.rals are all vitally affected by our exploitation of "coolie seamen" are government's position on ftags of con­ now the road t() the opposite result. venience. In spite of all these national · The cynical compromises offered by inte�sts, the position held by the U.S. the hardline supporters of runaway State Department is full support for · flags have essentially made it possible the runaway flag operators arid their for all registries to be transformed into sorry record of evasion' of tespolj"si­ runaway · ship havens rather than the bility iO the areas of wages� working . other way· round. · conditions, safety . standards and tax Once again, it has been demon:. dodging. strated that �ght is right! .· In. the,·�sumed · session of January­ The Seafarers International Un1on Fe� 1 �1 tAe· SHJ representative has cf,ose.lyfollowed these pfaceedings will· be p� .. ing f0r. . rejec,tiQn, o.( tJie and SIU President Frank Drozak's present ·dnlft. text whicJl.: �mp61,lrid : Assistant for International Affairs, the exploitation of seafarers and gives . Richard J, Daschbach, has been an adviser to the U .S. delegation. U nfor- · runaway flags and their owners acloak of respec�bility . We will . continue to tunately, · both Drozak:'s and Dasch­ fight these phony flags and the adop­ bach' s have been voices in the wil­ tion of the agreement before UNCderness as far as the U.S. govemme.nt TAD that . is a Trojan horse to be is concerned. avoided; Incredibly, the U.S . . delegation also · .• .. · · · ---� <. , .....::· _.._ ...._ at home and the· troop on· the front · ·· ... line . · ,< , < And Jj.S.�ftag shipping proponents . a8k a pointed question: can the United States, in time of emergency , depend on American-owned but foreign-reg. i tercd and foreign-ere 'ed me.tcflant. . , · . sb.ip to upport American forces? . U . S . open-registry advocates reply that such ships are under what they call "effective U . S . control. ' ' There would be no problem in an emergency , they say� But the situation· now devefoping for Hong Kong -shipowners sho,uld raise new debate on that point. Hong Kong has no ship registry of its own, and some 45 . of the British . crown colony's shipowners have a total of 400-plus vessels registered in Liberia. As rep0rted in these pages a few days ago , however, a problem has arisen. Over the last three months, at least three of those ships have been refus�d entry at Arab ports that invoked a boycott of nations that have · · di;� or � relations With IsraeL · >11ie sanctions have never really. bcen'd� . . ·.·. -.. · . applied to Llberjan-ftag ve els. But Hong Kong 'shii>-owners. are de�ply • concerned about more such actions . They've asked the Liberian govemment .fot'beJ P-:)iilld some are speaking of switching fiMs. What does all this mean for American . owners -Of Liberian·registered ships? Maybe nothing. Maybe these will turn out to have been isolated instances. But maybe they won't. Maybe they'll be the start of a trendan ominous scenario that raises questions on just how effective U.S. con· tr<>l of the U .S.-owned, foreign-flag merchant fleet might tum out to be . · It may be too· soon to see exactly what happens to th� Hong Kong business interests and their Liberian·flag ships . But it may not be too soon to . take another look at what could happen to American-owned ships that fly the other nations' .flags. ' •. · TllERE '5 · NO ROOM FOR dUNKIE� ON OUR 511/PS'l BE A PllOFESSIONAL SEAMAN : AVOllJ NARCOTIC5/ · August 1 985 I LOG / 31 ·,.---....;;;. . ;;. ....;.·= ·= ---------------------'"------� --------------------------------------------------�··��------�----------- �IT'G A SMALL PRICE TO PAY FOR c.108 6ECl./l</7Y � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1985 Description An account of the resource Headlines: MARITIME AND FARMERS REACH PREFERENCE ACCORD SIU STREAMLINES BENEFIT APPLICATION PROCESS DROZAK URGES U.S.-JAPAN BILATERAL AGREEMENTS NEW ENGLAND FISHERMEN ASK DUTY ON CANADIAN FISH STALWART SIU CREW WINS PRAISE FOR FIRST RATE JOB PADRE ISLAND GOES NORTH FOR A BUSY SUMMER DECKHAND'S QUICK ACTION SAVES CREWMATE FROM POSSIBLE DEATH CROWLEY KEEPS COMMUNICATIONS OPEN USNS CAPELLA'S SIU CREW TOP-NOTCH PROS MANPOWER: THE NUCLEUS OF THE UNION START PLANNING FOR THE LOGAN SCHOLARSHIP NOW SHLSS CRANE CERTIFIED BROOKS RANGE PAYS OFF IN L.A. BOATMAN BIG HIT IN BANG BUSINESS CAMPBELL AND CROWLEY CAPTAINS MEET SIU'S M/V SENATOR EXPLORES SOUTH AMERICA U.S., OTHERS SCUTTLE FIGHT AGAINST RUNAWAY FLAGS OMINOUS SCENARIO Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1985 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 47, No. 8 1985 Periodicals Seafarers Log